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Multimodal Art Projection 273

http://www.cdgnow.com/industries/defense-space/

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Defense & Space Some of the world’s most sophisticated and complex equipment is developed for the defense and space industries. In these environments, mission-critical responsiveness and compliance with information standards, and security and safety regulations are of utmost importance. The complexity and mission-critical nature of defense and space equipment demands a higher degree of excellence and attention to detail when it comes to development and support of engineering designs. Also, the need to produce equipment support documentation can be a significant source of overall program support costs. Manufacturers can no longer cost-effectively support these complex products using traditional paper-based publications. In the interest of safety, efficiency, and security, the demand for more sophisticated tools for accessing engineering and technical product support information continues to increase. CDG supports defense and space companies with a broad range of solution options to address the engineering and technical support issues unique to this industry. CDG can become an extension of your engineering and support teams by helping to: - Develop sophisticated engineering designs for defense and space equipment to support high-demand, mission-critical environments - Create accurate and high quality technical publications to support end users of complex equipment - Ensure compliance with regulatory and data security requirements - Distribute technical information using leading edge technology tools - Achieve cost benefits by applying standardization to delivery and management of technical data - Analyze and evaluate parts provisioning requirements based on equipment usage models Contact us for more information about our services and solutions for defense and space.

aerospace

https://www.veloxitiai.com/our-history.html

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Trusted Technology Since 1987 The Warfighter’s Associate (WA) is an implementation of the Observe-Orient-Decide-Act (OODA) loop, a process soldiers and organizations perform continuously as they develop situation awareness and situational understanding, decide on action, and re-assess the situation to determine the next steps. The WA’s knowledge base captures how military experts use the OODA loop in combat situations. The WA uses this knowledge to provide context-sensitive tips and cues, enabling inexperienced and/or stressed warfighters to function closer to the level of their more experienced counterparts. Its development is consistent with Artificial Intelligence software being developed in commercial settings. Velox is the framework Veloxiti has developed with CERDEC funding for implementing intelligent systems – the platform used for implementing the Warfighter’s Associate. Uniquely suited for building intelligent systems for military use, Velox is a framework for building applications that leverage the OODA-loop. Associates System Technology EVOLUTION OF THE PILOT’S ASSOCIATE (PA) PROGRAM 1987-1992 The Pilot’s Associate (PA) Program was a $200 million effort to create a new model for human-centered intelligent systems, built from the start to cooperate and support their human user. All such systems are now known as “Associates”. The program was sponsored by DARPA under the Strategic Computing Program. The goal of this program was to investigate the applicability of emerging Artificial Intelligence capabilities in military applications. The PA was administered by the USAF Avionics Laboratory at Wright-Patterson Air Force Base in Dayton, Ohio, and was originally conceived as a set of four collaborating expert systems: Systems Status to report the ability of the aircraft to perform its mission; Situation Assessment to determine the external environment; Mission Planning to provide a long-term strategic view of the mission; and Tactics Planning to give a short-term, reactive view. Pilot's Associate (PA) Creates a new model for human-centered intelligent systems, built from the start to cooperate and support their human user. EVOLUTION OF THE PILOT-VEHICLE INTERFACE (PVI) PROGRAM 1992-2011 After consultation with the customer, three more expert systems were added: Pilot-Vehicle Interface (PVI) to manage the presentation of information to the pilot and interpret pilot actions; Mission Management to maintain a consistent view of the mission parameters and organize the communications between systems; and Mission Support Tool to allow pilots to tailor the behavior of the systems before each mission. Veloxiti (formerly Applied Systems Intelligence) led the integration and test of the system and contributed to the knowledge design and implementation as a sub-contractor to Lockheed Aeronautical Systems. Pilot-Vehicle Interface (PVI) Manages the presentation of information to the pilot and interpret pilot actions. Maintains a consistent view of the mission parameters and organize the communications between systems. Mission Support Tool Allows pilots to tailor the behavior of the systems before each mission.

aerospace

https://www.inspiringtravelcompany.co.uk/blog/it-felt-as-if-we-were-leaving-for-outer-space

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Inspiring Travel Company client, Ken Garrity, describes his experience of the iconic aircraft, Concorde… “My unusual Concorde memory is having a day out in Cairo to celebrate my 33rd birthday. There had been eight spare seats on offer and as these were rarely offered I took the opportunity to fly in this iconic aeroplane. The day arrived and at 6.30am I left my house, with my brother, in Greater Manchester to take the shuttle flight to Heathrow. At Manchester airport I bumped into one of my neighbours who asked where I was going. When I said ‘Cairo…for the day’ I saw his face change; as he was going to Glasgow on business for the day and would be arriving back home later than me! We arrived in plenty of time and after a swift check-in as we only had hand luggage, we made our way to the Concorde lounge in time to see them towing our aircraft G-BOAC* onto the stand. There was much excitement in the air. Champagne was offered and we made ourselves comfortable in the lounge. Model aircraft were given out and postcards were placed on tables. I realised I didn’t have time to post a card so filling one in, a ground hostess offered to post it for me. Others realised this and quickly followed suit. We were called to board, all 100 of us, as this aircraft was full both ways; with other passengers heading off for Nile cruises and adventure holidays in Egypt. We took seats 23C and 23D. A pre-departure drink was offered, more Champagne, and a slow taxi out to runway 27R at Heathrow. We lined up shortly after a Gulf Air Tristar en route to Bahrain had departed. The captain had explained the sequence for the engines as they are turned on and likened our take off run to a racing car - as opposed to the Tristar which was like a family saloon! The engines were revved up to take off power and we hurtled down the runway which felt a lot faster than the flight from Manchester that morning. Our climb was steep with the power pushing us back into our seats. The engines were then rolled back for noise abatement reasons. Continuing our climb we reached 33,000ft, initially at subsonic speeds, as our journey took us over France, the Alps and reached the Adriatic between Venice and Trieste. Our captain pointed out that we had already overtaken the Tristar aircraft over France. Now the exciting part had begun. As we had reached the Adriatic Sea we were allowed to climb and increase speed, reaching Mach 2 as we entered the Mediterranean. The captain announced that he would put the engine re-heat on in two stages, two engines at a time, which allowed us to reach supersonic speed. Two nudges came as the engines kicked up a notch or two. Quite quickly we realised that the clouds were sinking far below us and the curvature of the earth became apparent. The sky turned from blue to inky black as we reached 55,000ft. It felt as if we were leaving for outer space. What an experience. A meal was served, more drinks and we were allowed a visit to the flight deck and a chance to see through the visor which had been raised so that the aircraft could fly supersonic. Photos were taken and a certificate issued which I asked the captain and crew to sign. A nice souvenir. After a smooth descent across the desert we landed at Cairo airport. Our crew bade us farewell as they were rostered only to fly one way and return home subsonic the next day. We had been offered a chance to see Cairo for the afternoon before our departure back to the UK, and the scene was so different to the one we had left. Our guide took us to the Cairo Museum and across the Nile, passing donkeys carrying people and horses towing overloaded carts. A quick photo stop and then back to the airport where our aircraft and new crew were waiting. Again a very swift check-in and new passengers As we boarded we were assigned the same seats again and more Champagne was offered. The very chatty captain announced that we were flying home in a time machine and his first officer gave a running commentary throughout the flight. As we left Cairo, now under a cloud of sand whipped up by the Saharan wind, we headed across the ancient Egyptian civilisation with dates and Pharaohs names mentioned. Crossing the coast at Alexandria the re-heat was turned on and again we climbed swiftly to 56,000ft as we headed for Crete and the Minoan civilisation. A meal was served on fine china, crystal glasses and metal cutlery. Again we were offered the chance to see the flight deck and meet the crew. Another souvenir certificate and a chance to stand by the Mach metre showing the Mach 2.00 sign, twice the speed of sound, and having my photo taken. We descended and throttled back as we headed up the Croatian coast to Venice as our time machine returned to subsonic speed. Our landing at Heathrow was smooth and a short taxi in brought us to our stand at Terminal 3. We said our goodbyes to the crew and were escorted across to Terminal 1 by a member of the ground staff, to join our shuttle flight back to Manchester, landing on time at 9.30pm and bringing our fabulous day to an end. *G-BOAC is now on permanent display at Manchester airport Runway Visitors Centre

aerospace

https://www.econotimes.com/Asteroid-traveling-978-kilometers-per-second-to-pass-by-Earth-this-weekend-1591962

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Asteroid traveling 9.78 kilometers per second to pass by Earth this weekend Asteroids pass by our planet almost regularly, giving agencies like NASA a chance to observe them. This weekend, an asteroid traveling at a speed of 9.78 kilometers per second is set to pass by Earth. The asteroid is formally referred to as 2012 RM15 and is currently hurtling through space at a speed of 9.78 kilometers per second or 21, 877 kilometers per hour. As its name implies, RM15 was first spotted back in 2012 and it is now making its way towards the planet. The asteroid is expected to arrive on Saturday, September 12. Classified as a Near-Earth Object, RM15 measures between 33 meters to 75 meters in diameter, equivalent to the wingspan of a Boeing 747 aircraft. By Saturday, RM15 will pass by Earth and it will pose no threat. It will only get as close as 0.01872 astronomical units or 1,740,132 miles. This is still extremely far on our terms, but it is close enough for astronomers and space agencies to notice and observe. Even if the asteroids that pass by regularly pose no threat, agencies are still actively monitoring the skies for potential collisions, especially from massive asteroids that could cause damage on a global scale if it ever crashed onto Earth. Fortunately, NASA has already started preparing planetary defense measures in case asteroids would come crashing into the planet. Meanwhile, NASA and the ESA’s Hubble Space Telescope spotted galaxies in the midst of a collision. The event is described as Stephan’s Quintet also known as the Hickson Compact Group 92. While the name would refer to five galaxies, it is actually because several studies seem to find that the top-left, NGC 7320, looks a lot closer to Earth than the rest of the galaxies in the photo. Within the quintets are two galaxies, known as NGC 7318A and 7318B are colliding towards each other due to their respective gravitational pulls. “A clash among members of a famous galaxy quintet reveals an assortment of stars across a wide color range, from young, blue stars, to aging, red stars,” said NASA. The galaxies are surrounded by pink hydrogen clouds, and young stars are born within these clouds.

aerospace

https://rinusufemeweburab.bestwesternkitchenerwaterloo.com/active-and-adaptive-control-for-payload-launch-vibration-isolation-book-6129ov.php

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3 edition of Active and Adaptive Control for Payload Launch Vibration Isolation found in the catalog. Active and Adaptive Control for Payload Launch Vibration Isolation by Storming Media Written in English |The Physical Object| Patent pending ShockWave isolator product family is the perfect solution for small payload and cubesat launch isolation. ShockWave leverages over two decades of spaceflight hardware heritage and packages launch worthy technology into a reliable, predictable system at a price point that is comparable to non-aerospace, elastomeric isolation mounts. Parallel Active Vibration Isolation Capable of detecting payload vibrations, which initiates the corrective force to be applied to minimize the sensor output Typically used for stage motion cancellation as compared to floor vibration isolation applications. The active payload adaptor is thought to replace the conventional passive payload adaptors, for instance, the conical Carbon Fiber Reinforced Plastics (CFRP) shell structures. the future research will focus on the investigation of active vibration isolation performance. Three-degree-of-freedom adaptive-passive isolator for launch. An augmented adaptive sliding-mode controller is proposed in this paper for a diaphragm-type pneumatic vibration isolation (PVI) system containing nonlinear characteristics and time-varying uncertainties with unknown bounds. To capture and deal with the time-varying uncertainties, a controller design based primarily on the functional approximation (FA) technique complemented with an adaptive. While the on-orbit vibration isolation systems were active-passive systems, which lately used smart structures and new control algorithms including adaptive neural network-based, launch isolation systems evolved from passive to active-passive systems . As its title implies, the book does not address active vibration isolation. The first of the book's four chapters deals with the basics of isolation of rigid bodies, including consideration of all six degrees of freedom. It presents the relevant equations, but dwells more extensively on simpler situations and practical real-life applications. The United Nations and the status of women A Girls Best Friend (Greatest Texas Love Stories of all Time: Feisty Fillies #25) A Womans guide to breast cancer diagnosis and treatment When Evening Falls Anyones Daughter Blood will Te Natural resources conservation laws Ethnic group identity : Canadian-born Japanese in Metropolitan Toronto Giant book of Sunday sermons Nonstochastic effects of ionizing radiation Tertiary mammals of Saskatchewan Lateral lesions in sprained ankles NVTI in perspective From preachers to suffragists chronological arrangement of the names of all the Chinese emperors and the dates of their reign together with lists of Chinese seal, character and symbolic marks Memoirs of the Empress Eugenie, by Comte Fleury. Active and Adaptive Control for Payload Launch Vibration Isolation [Julian R. Jarosh] on *FREE* shipping on qualifying offers. Active and Adaptive Control for Payload Launch Vibration IsolationAuthor: Julian R. Jarosh. Adaptive control for payload launch vibration isolation Adaptive control for payload launch vibration isolation Jarosh, Julian R. ABSTRACT The Department of Defense has identified launch vibration isolation as a major research interest. Reducing the loads a satellite experiences during launch will greatly enhance the reliability and lifetime and decrease the payload. Reducing the loads a satellite experiences during launch will greatly enhance the reliability and lifetime and decrease the payload structural mass. DoD space programs stand to benefit significantly from advances in vibration isolation technology. This study explores potential hybrid vibration isolation using adaptive control with a passive Cited by: 5. At the Spacecraft Research and Design Center (SRDC) of Naval Postgraduate School, active vibration isolation by using smart struts is an active are a of research. For the problems of precision payload pointing, tracking and vibration isolation, a hexapod platform with advanced active control is a promising device. The Department of Defense has identified launch vibration isolation as a major research interest. Reducing the loads a satellite experiences during launch will greatly enhance the reliability and lifetime and decrease the payload structural mass. DoD space programs stand to benefit significantly from advances in vibration isolation technology. This study explores potential hybrid vibration Cited by: 5. In book: Vibration Analysis and Control in Mechanical Structures and Wind Energy Conversion Systems, Chapter: Passive, Adaptive, Active Vibration Control, and Integrated Approaches, Publisher. Active Vibration Isolation System for Launch Load Alleviation Michael E. Everta, Paul C. Janzena, actuation and isolation architectures and control strategies. Integration of two flight experiments is summarized. An adaptive-passive or semi-active isolation system could achieve some of the benefits of a fully active system while. stability enhancement by vibration isolation, vibration damping and disturbance rejection, and (ii) precision pointing and positioning. The details of the control strategy depends on specific features of the machine involved (Table 1). This paper is organized as follows. Section 2 reviews the basic concept used for active vibration isolation. Active Vibration Isolation for Stewart Platforms Using Adaptive Backstepping Sliding Mode Control Vibration isolation and dual-stage actuation pointing system for space precision payloads Acta Astronautica, Vol. Vibration isolation controllers are used to suppress undesirable disturbance in order to guarantee better performance in many industrial and scientific domains. To overcome the drawbacks of the conventional passive systems, a novel design based on the action dependent heuristic dynamic programming (ADHDP) is addressed in this paper for the semi-active vibration isolator. Passive vibration control solutions like tuned vibration absorbers are often limited to tackle a single structural resonance or a specific disturbance frequency. Active vibration control systems can overcome these limitations, yet requiring continuously electrical energy for a sufficient performance. Thus, in some cases, a passive vibration control system is still preferable. The feedback of integrated forces and the FxLMS based adaptive cancellation are combined in the active isolation to attenuate random and periodical responses of the payload induced by vibration in the base. Simulation and experiments are carried out to verify the effectiveness of active isolation of micro-vibrations with the Stewart platform. Active vibration isolation by adaptive proportional control is theoretically and experimentally investigated. Absolute velocity feedback control is implemented experimentally for active vibration control incorporating a passive vibration isolator to suppress the resonant oscillation of natural frequencies. With the development of space technology, the adverse effects to the spacecraft payload caused by the inevitable vibration from electromechanical system become increasingly prominent. To effectively reduce low frequency vibration, this paper presents a design scheme which takes voice coil motor servo system as active actuator of vibration isolation platform, and for the actual vibration. Introduction into active vibration isolation. Abstract: Adaptive control has drawn attention for active vibration isolation and vehicle suspensions because of its potential to perform in the presence of nonlinearities and unknown or time-varying parameters. Model-reference adaptive control has been used to force the plant to track the states or certain outputs of the ideal reference model. Proceedings of SPIE. ; Bicos A S, Johnson C D, Davis L P. Need for and benefits of launch vibration isolation. Proceedings of SPIE. ; Jarosh J R, Agnes G S, Karahalis G G. Adaptive control for payload launch vibration isolation. Proceedings of SPIE. ; The pneumatic vibration isolation (PVI) system adopted in this paper consists of a single pneumatic chamber, a rubber diaphragm and a piston that supports the payload as shown in Figure 1. The payload mass is 42 kg. The PVI is used as an actuator in the active-isolation cases. Semi-active isolation is known to offer appreciable improvement over passive isolation for tonal vibration. As regards broadband vibration, semi-active control leads to a conflict between the demand for damping, which induces less good isolation performance than for tonal vibration. However, they have limitations the major drawback is their sensitivity to payload induced vibrations and dynamic forces. IDE Active Isolation Technology Active isolation provides "real time" 6 degrees of freedom control utilizing pneumatic air spring, coil spring or elastomeric springs as the basis for this unique hybrid approach. This work investigates the use of multi-degree of freedom (MDOF) passive and active vibration absorbers for the control of structural vibration as an improvement to conventional single degree of freedom (SDOF) vibration absorbers. An analytical model is first used to compare passive two degree of freedom (2DOF) absorbers to SDOF absorbers using point impedance as the performance criterion. Adaptive control has drawn attention for active vibration isolation and vehicle suspensions because of its potential to perform in the presence of .The payload cost includes a substantial component for provision to withstand the severe launch vibration environment. In this paper, a novel three degree-of-freedom isolation system built in the footprint and within the existing PAFs is presented. The vibration isolator consists of a mechanical constraining mechanism that prevents the rotation.

aerospace

https://spaes-aviation.de/en/?e-page-87dcd6c=20

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Create world leading mission equipment and medical systems in aviation You need support to realize your project? Your request – our task! Welcome to SPAES Competence and Passion in Aviation As an approved aviation organization, our core expertise lies in the design, production and certification of aviation equipment and systems, with a specific focus on applications in air rescue and the commercial sector. We prioritize quality and safety and ensure that all our products adhere to the highest certification standards. Our mission is to deliver tailor-made solutions that precisely align with your unique requirements, starting from the initial concept, through the design phase, all the way to a seemless integration. With us, you will find a one-stop solution for all your aviation equipment and system needs. Explore our comprehensive range of services and discover how SPAES can elevate your aviation projects to new heights. Let's get in touch We’re just a click away! Whether you have questions, feedback, or simply want to connect with us, we’re here to help. Reach out and start a conversation by clicking the button below. Your thoughts and inquiries are important to us, and we’re eager to hear from you. Cockpit modification of Airbus helicopter AS 350 with new Garmin devices For the integration of various avionic devices for an AS350, SPAES GMBH & Co. KG carried out a minor change for a customer. The new devices GTN 750 COM / NAV / GPS, GTR 225 COM, GTX 330D transponders, GMA 350H Intercom from the manufacturer Garmin were installed as requirement of the 8.33 kHz specifications, […] New Interior for Agusta helicopter A109 The helicopter Agusta A109 of the VIP customer of SPAES GmbH & Co. KG obtained a new cabin interior. “The desired leather, carpets and relevant materials were selected by the customer in advance.” said Joachim Schanz, Chief Executive Officer O SPAES. In cooperation with an aviation upholsterer SPAES removed the existing interior and the seats, […] Installation of Automatic Deployable Emergency Locator Transmitter (AD-ELT) on Airbus helicopter EC 135 in cooperation with Intercopter SPAES GmbH & Co. KG in collaboration with Intercopter, installed a HR-Smith Automatic Deployable Emergency Locator Transmitter System (AD-ELT) on Airbus Helicopters EC 135. SPAES received the STC approval from EASA. The STC was carried out in cooperation with our customer Intercopter, which operates many of its helicopters over water. “If necessary the AD-ELT can […]

aerospace

https://spacecoastdaily.com/2022/04/space-perspective-reveals-the-worlds-first-ever-customizable-space-lounge/

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Space Perspective Reveals the World’s First Ever Customizable Space Lounge By Space Coast Daily // April 12, 2022 360-degree panoramic windows will be the largest-ever flown to space BREVARD COUNTY • KENNEDY SPACE CENTER, FLORIDA – Space Perspective, the Earth’s leading luxury spaceflight experience company, set on advancing a better appreciation of planet Earth and the interconnectedness of the human race, today reveals Spaceship Neptune’s patented, customizable Space Lounge interior. The only carbon neutral, zero-emission way to space, Spaceship Neptune places safety, the thrilling views, and interaction between Space Explorers front and center in its pioneering design, with sustainable materials embraced throughout – including a bar handcrafted using proprietary materials recycled from the unique SpaceBalloon connected to the capsule. The patented 360-degree panoramic windows (0.56 meters wide x 1.54 meters high) will be the largest-ever flown to space. Even the restroom will have a view! Space Perspective is revolutionizing space tourism – and is a world away from rocket-fueled space endeavors. The elegant ascent in the climate-controlled, pressurized capsule, propelled by a state-of-the-art SpaceBalloon enables passengers to safely glide for two hours at the edge of space absorbing the phenomenal beauty of Earth and the vastness of space. Lift-off takes place at dawn so guests can soak up the sun rising as they climb to 100,000 feet above the earth’s surface. The gradual, two-hour descent to Earth gently concludes with a splashdown in the ocean, where a ship retrieves the passengers, the capsule, and the SpaceBalloon. Every aspect of the interior has been designed to enhance the transformative views while elegantly ascending at a cruise speed of 12mph. “Our mission is to inspire Space Explorers to connect more closely with our planet and each other, and the environment in which they travel with us is central to this. Our Space Lounge is a world away from the white, utilitarian environments you find in other spacecraft,” explains Jane Poynter, Founder, Co-CEO, and Chief Experience Officer of Space Perspective. Space Perspective also announces that hospitality and entertainment entrepreneur David Grutman is joining the company as Experience Curator – to advise on the end-to-end experience for the Space Explorer – from arrival at NASA’s Kennedy Space Center in Florida, to in-flight and post-landing. Says David Grutman: “I am beyond excited about advising Space Perspective on the Space Lounge experience – we really want to make this transformative. The world-class team at Space Perspective is on a mission to change people’s perception of what adventure travel can be. We have so many ideas on how we can customize the journey – from birthday celebrations, and corporate getaways, to creating seminal moments that will capture the imaginations of all.” With a nearly 360-degree panoramic view that appears utterly seamless to the human eye and capsule layout established, the design team went to work on the detailed interior design, creating the elegant, safe and comfortable Space Lounge. As David Grutman knows well, every detail of a curated experience is important. Along with renders, Space Perspective is releasing an interactive video walk-through showing details of the Space Lounge, right down to the bespoke Neptune drink glasses and a specially created dessert. The capsule also features: ■ Arced, deep, reclining seats, which maximize the ability for Space Explorers to enjoy both the vista and each other, can be reconfigured to accommodate a more intimate dinner for two or a special event ■ Lightweight, dark, and tactile sustainable materials throughout its interior to reduce glare and reflection ■ Food and beverage service capabilities, including a bar top handcrafted using pellets formed by re-purposing the pioneering recyclable material from Space Perspective’s SpaceBalloons ■ The center of the capsule is kept free to ensure group photography (WiFi is also available in-flight) can easily be accommodated. Stretching out and walking around is also straightforward ■ Customizable, mood lighting, including low red LED lights ensure Space Explorers will absorb the dramatic sights of witnessing dawn, planet Earth, and stars above in space – while easily navigating their way around the Space Lounge ■ A telescope and interactive screens – including an overhead ‘donut’ scrolling display to share key information as the journey unfolds ■ Tasteful decorations include floor lamps, plants, and herbs such as lavender, basil, and rosemary which are used in food and drink prep. The plants remind us of the interconnected nature of our planet ■ A luxurious restroom features huge windows too so Space Explorers never miss the incredible views “Our world-class expert crew, who have been integral to all human SpaceBalloon flights in the last 50 years, trialed 100s of layouts and we’ve secured a patent for our structural engineering, with two design patents pending.” “The quintessential spaceflight experience is a shared human experience and we’re super proud of this significant milestone as we move full steam ahead towards commercial flight,“ explained Taber MacCallum, Founder, Co-CEO, and CTO. “It is hard to overstate the importance of this design breakthrough, Space Perspective is setting the standard in space tourism,” added Jane Poynter. “The welcoming comfort and calm of the exhilarating Space Lounge experience offer travelers the opportunity to take phenomenal pictures, be educated via our expert pilot and interactive content, enjoy once-in-a-lifetime dining experiences and of course simply soak up the 360-degree views.” CLICK HERE FOR BREVARD COUNTY NEWS

aerospace

https://www.hlacivil.com/projects/detail.html?galleryid=8

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The Runway 9/27 Rehabilitation project involved removing deteriorated porous friction course and resurfacing the 7,603-foot runway with P-401 asphalt. The runway was grooved to increase runway friction and manage stormwater. The project included modifying the runway cross-slope, crack sealing, and installation of runway markings. To maintain commercial service operations, the project design included a series of displaced thresholds. Design of the project began in January 2010 with construction completion in October 2010. HLA assisted with AIP grant preparation; completed engineering design and contract documents; made presentations to airport board, tenants, and the community; and provided construction observation and management for this highly successful project. This project received an award from the Federal Aviation Administration in 2010 for its excellence in the Airport Improvement Program. Click on the photos below for a larger view. ©2022 HLA Engineering and Land Surveying, Inc. • All Rights Reserved.

aerospace

http://ercoupe.org/

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N3940H is owned by retired Superior Court Judge, Dave Jester. Here Dave photographs 40H in Indianapolis,In with friends Rick and Elise Norris at the controls. Dave's 415-D is complete with rudder pedals and an O-200 engine. Dave says "Last airplane I owned was a Cessna 310R and this is much more fun!" WELCOME TO OUR WEBSITE! We fly an airplane that was the peak of pre-World War II development. It took more than a decade and a half before the features of the Ercoupe were the norm in civil aviation. Yet the industry finally followed. The members of the Ercoupe Owners Club provide each other mutual support as we keep these classic aircraft in the air. Along the way, we've found that Coupe people are a little bit special, themselves. Please browse our site and enjoy. Special members services on the Members Only Pages. Click Fly-In Photos Button for Fly-In Photos NOW AVAILABLE FROM THE ERCOUPE NOW ONLY $15.00 pp "Fearless Flying " DVD now available on Ebay just type in "Fearless Flying "

aerospace

http://omgn.com/review/2013/09/17/kerbal-space-program-review

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Kerbal Space Program Review I've seen many space films—Armaggedon, Deep Impact, Apollo 13—and they've all taught me one thing: space travel isn't easy. Something inevitably goes wrong, whether it's during the launch, refueling at the space station, a mechanical issue with the craft, or a problem with re-entry. I've always wondered what it would be like to go to space, so after hearing about Kerbal Space Program, a space flight simulation game, I thought "Here’s my change to do it the easy way." Nope. It's not rocket science…or is it? The first thing you’ll notice about KSP is how incredibly complex it is. To begin with, you must design your own space craft. The tutorial eases you through the ins and outs of building one with lots of cool features, but the bare essentials are a command module and an engine. There are different types of command modules, and engines come in various shapes, sizes, and fuel types. Initially I opted for the simplest approach—give it engines—lots of them. But I discovered quickly that the key to a good craft is more than the engines. You can attach various modules to the craft to make it more stable, as well as wings, struts, fuel tanks, wheels (if you want to go for a horizontal launch), and parachutes (to help the command module land safely). You can also get decouplers to create stages for your craft’s flight. For example, once an engine has run out of fuel the decoupler will eject it from the body of the ship, allowing another set of engines to start-up. There’s a lot of customization, and modding is also available, so the possibilities are endless. Whether you want to build a rocket that will take you to the furthest reaches of the solar system, or a tiny probe to map the Mun, KSP gives you a great deal of freedom. However, it can take a lot of fine tuning to get your craft ready for flying, and even then a small problem can lead to catastrophe for your Kerbals. How do I fly this thing?!? If you thought building a craft was complicated, wait until you get to the launch screen. This is the moment when you'll launch your craft into the ocean, the ground, or ideally, space. If you fail to lift off at all, it will simply explode on the launch pad. There's an array of controls which, to the average person, will seem completely incomprehensible. The most important control is a blue circle at the bottom of the screen, near the middle. This represents the direction you're heading and tilts as your craft does. The gauge on the left shows the throttle, and on the right is the amount of G force. You can also see whether you have RCS and SAS enabled. I have no idea what they do, but I assume they're good things, so I keep them on pretty much the whole time by pressing R and T. The various stages of your craft are shown on the left, and the top middle display shows your altitude. There's a lot you need to take into consideration in order to properly fly a craft in KSP, but for your first few attempts it's best to keep it simple. Enable SAS and RCS, then press and hold space-bar. Hopefully, your craft's engines have kicked in, and hopefully it's gaining altitude and not exploding into a millions of pieces. Although to be honest, watching your engines breaking away from the body of your craft and ping off in all directions is phenomenally entertaining. Failure isn't always a bad thing! Click the image to view game screenshots That said, failure can get very frustrating very quickly. One of the main problems with KSP is that it is largely a trial-and-error game. You could spend a great deal of time revising and tweaking your craft, only to find the smallest change spells doom for the whole thing. You also have to do a lot of searching through the various parts available to find the right one to fit the job. There are a lot of engine parts offered, for example, and they all come in different shapes and sizes. Yet to the non-astronauts among us, most of the technical jargon means absolutely nothing. All I'm looking for is an engine that will throw a load of smoke and fire everywhere and make my craft fly; is that too much to ask for?!? During one of my first attempts, I picked an engine that didn’t do any of that, but instead caused my rocket to flop around and explode! You can strap as many rockets onto your craft as you want, but that doesn't guarantee a safe journey or that you'll even be able to achieve an orbit around the planet. For a game that’s supposed to be about space exploration, actually getting into space in the first place can be a disheartening experience. With that said, once you get a handle on the game and achieve your first orbit, the rest is a walk in the park. Where to go from here I recommend watching or reading tutorials online that tell you how to achieve orbit, as there are various stages of flight that you need to understand before you can start sending your first Kerbals to the Mun and, eventually, other planets. You'll probably kill off a lot of them in the process, but don't feel guilty. They knew the risks when they signed up for the mission. After all, they're Kerbals; they're born for this sort of thing. You will have a great sense of accomplishment when you land your first craft successfully on the Mun without it blowing up, and then return the craft and the Kerbal to the planet safely. But that's not all there is to this game, as beyond your planet's 2 moons there are 6 additional planets to explore, complete with their own moons as well! For less than £20 (at the time of writing), KSP is a great way to relax, explore the wonders of the solar system, and send little smiling people to their untimely deaths.

aerospace

https://www.tccd.edu/academics/courses-and-programs/programs-a-z/credit/aviation/aviation-maintenance-technology/

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Aviation Maintenance Technology - Associate of Applied Science: 2-year program (60 semester credit hours) - Level 1 (16–30 semester credit hours) - Level 2 (45 semester credit hours) - Full program is offered at: Northwest Campus In our Federal Aviation Administration (FAA)-approved program, you will learn to perform the maintenance and repairs that keep aircraft in peak operating condition. Our program will prepare you to take the FAA examination for Airframe and Powerplant licenses. What do aviation maintenance technicians do? Licensed aviation maintenance technicians are considered the vital link between aircraft manufacturers and the flying public. These technicians specialize in preventive maintenance that ensures various types of aircraft—such as commercial and non-commercial airplanes, helicopters and jets—are well maintained and working properly. Aviation Information Session / Tour You must attend a mandatory Aviation Information Session / Tour to be admitted to our aviation programs. Update: March 18, 2020 Due to the current coronavirus (COVID-19) situation, all of our Information Sessions / Tours are postponed indefinitely. Please check here periodically for updates. We will post new dates when sessions resume. Applications for New Students Both the Aviation Maintenance Technology and Professional Pilot programs have reached capacity for new students for Fall 2020. Spring & Fall 2021 Also, we have significant waitlists for Spring 2021. Prospective new students for these programs will likely be considered for program entry Fall 2021 (The anticipated Fall 2021 start is subject to change). Please check here periodically for updates. - Tuition: Tuition & Fees - Books: $600 (approximate) - Tools: $400–$1,200 If you take day classes, you can complete our A.A.S. program in 2 years. - Days: Monday–Friday - Hours: 8 a.m.–3 p.m. If you take night classes, you can complete our A.A.S. program in 3 years. - Days: Monday–Thursday - Hours: 5:30–11 p.m. After successfully completing our program, you will be prepared for jobs such as: - Aircraft mechanic - Aviation maintenance technician - Airframe mechanic - Powerplant mechanic Projected Job Growth Occupational Outlook Handbook Discover careers based on your interests and studies: Career Coach. Center of Excellence in Aviation, Transportation and Logistics at Alliance Airport 2301 Horizon Drive Fort Worth, TX 76177 Aviation Maintenance Technology Program Updated March 18, 2020

aerospace

https://www.mostynestates.co.uk/llandudno-air-show-saturday-23rd-may-2015/

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Llandudno Air Show will be staged for the third year in succession on Saturday of Whitsun Bank Holiday weekend, 23rd May 2015. The full line-up will be announced soon. “We are in the process of putting together a programme which we believe will make the event bigger and better, and are in negotiation for a number of new attractions not seen in Llandudno before,” said Mostyn Estate’s Managing Director, Edward Hiller. This year’s highlights will include displays by a Catalina flying boat and an American P51D Mustang. On the ground, the Yorkshire Volunteers Band will be back, there will be static aircraft and helicopter displays, flight simulators and a full programme of entertainment.

aerospace

https://www.fool.ca/2021/08/24/this-tech-stock-could-literally-soar-to-the-moon/

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Investors believe some tech stocks on the market could soar to the moon in terms of stock price. However, Canada’s underrated space tech stocks could literally and figuratively soar to the moon before the end of this decade. The upcoming space program intends to put a crewed spacecraft in orbit around the moon by 2024, and a publicily-traded Canadian company is playing a vital role in the mission. Here’s a closer look. NASA’s Artemis Program The National Aeronautics and Space Administration (NASA) hasn’t put humans on the moon since the end of the Apollo program in 1972. Over the past 50 years, America’s appetite for space missions has declined while government funding has been diverted to other (more territorial) programs. This is why the scientific community was pleasantly surprised by NASA’s announcement of the Artemis program in 2019. The program intends to “…land the first woman and first person of color on the Moon,” by 2024. While that 2024 deadline may be overly optimistic, the program has already made significant progress in reimagining spaceflight to our closest celestial body. Perhaps the most intriguing element of the program is the Lunar Gateway — an outpost orbiting the moon that will supply the crew, monitor the lunar surface, and, eventually, help us deliver payloads to Mars. Think of this Gateway as the lunar version of the International Space Station (ISS) that currently orbits Earth. Just like the ISS, the Artemis program and Lunar Gateway is an international collaboration, with support from Japanese, European, and Canadian space agencies. That’s where MDA (TSX:MDA) comes in. Canadarm tech stock The team at Brampton, Ontario-based MDA helped develop the robotic arm on the ISS, known as Canadarm. These robotic arms allow the ISS to maneuver incoming payloads and equipment. It’s Canada’s most well-known and iconic space tech project. Unsurprisingly, MDA also won the contract for a similar robotic arm on the upcoming Lunar Gateway. The Canadarm3 project is worth $22.8 million upfront and millions more in ongoing maintenance and operations. The MDA team believes the iconic mission could generate enough attention to help it win more commercial and government contracts in the future. In fact, the team aims to double revenue from $411.5 million in 2020 to $800 million by 2022 and $1.5 billion by 2025. Meanwhile, MDA stock has been flat since its initial public offering earlier this year. At the time of writing, the company is worth $1.9 billion, or roughly 4.6 times trailing 12-month revenue. If the Artemis program puts MDA on everyone’s radar and helps the company quadruple revenue, the stock could skyrocket. Growth investors have an opportunity to bet on this space tech stock early. NASA’s ambitious mission to put humans back on the moon (and set up a permanent base) hasn’t generated much mainstream attention. But if the agency meets its targets, Canada’s MDA could play a vital role. The company could quadruple revenue by then, which should push the stock much higher. This literal moonshot should be on every growth investor’s radar. This article represents the opinion of the writer, who may disagree with the “official” recommendation position of a Motley Fool premium service or advisor. We’re Motley! Questioning an investing thesis — even one of our own — helps us all think critically about investing and make decisions that help us become smarter, happier, and richer, so we sometimes publish articles that may not be in line with recommendations, rankings or other content. The Motley Fool has no position in any of the stocks mentioned. Fool contributor Vishesh Raisinghani has no position in any of the stocks mentioned.

aerospace

https://www.v2aviation.org/post/11th-of-february-1994

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On this day in aviation history, an ATR 42-300 was operating a scheduled passenger service from Dublin (Ireland) to London Gatwick (England). It was the fourth and final sector for the crew. During the taxi-out from Dublin, a failure of the N0. 2 DC generator became apparent. The aircraft was stopped on the taxiway to attempt a reset of the generator and to consult the Minimum Equipment List (MEL). The latter to check if the aircraft could be operated with a failed generator, should the reset not be successful. In this case, the reset was successful and at 13.47 local time the aircraft took off. Accident side overview (Source aaib.gov.uk) Shortly after takeoff, the No. 2 DC generator failed again, as per the checklist for a DC generator failure the generator was switched off. There were no other actions or notes than just switching the generator off. The remainder of the flight was uneventful and at 15.02 local time the aircraft touched down on Gatwicks Runway 08R. After vacating the runway the aircraft was received instructions to taxi to its designated parking position. As per company procedures, the left-hand propellor was feathered in anticipation of shutting the engine down after a cooling period of 1 minute. There were no instructions for completion of this procedure in combination with a DC generator failure, not in the normal procedures, not in the abnormal procedures for a generator failure. The shutdown of the left engine was completed 35 seconds after the propellor was feathered. The taxi-in continued and just before turning on to the stand the aircraft brakes were checked and found functioning. (Taxi-ing is done by the captain in the left-hand cockpit seat, as the nose wheel steering tiller is on that side of the flight deck) Under guidance from a marshaller, the aircraft turned off the taxiway onto the stand and slowly rolled to its parking position. When that position was reached the marshaller signalled 'Stop' the Captain pressed the brakes, but found them unresponsive. He immediately notified the other pilot, while selecting reverse thrust. The other pilot also found the brakes, when applied from his side of the flight deck, Aircraft final vs. normal stop position to be unresponsive and immediately reached (Source aaib.gov.uk) for the emergency/parking brake. However, the application of reverse thrust and the emergency brake was too late to avoid hitting a ground power unit which was positioned forward and to the right of the normal parking position. Two ground crew staff saw that the aircraft was going to collide with the ground power unit and attempted to run clear of the area. One of them was struck by the debris but not injured. The aircraft hit the ground power unit approximately 35 seconds after the left engine was shut down. Due to a large amount of smoke on the right-hand side of the aircraft and a master warning in the flightdeck (aural and visual) an evacuation was ordered and the aircraft was shut down in accordance with the Emergency Evacuation checklist, Buses were already waiting for the passengers and the passengers were brought to the terminal, two passengers sustained minor injuries. View from the right-hand underwing area looking forward. (Source aaib.gov.uk) The aircraft sustained major damage the Air Accident Investigation Branch report (available by clicking here) lists the following damage; All four blades of the right propellor were severely damaged Propellor pitch change mechanism damaged (causing oil leak) Propellor blade cuffs damaged (causing oil leak) Engine casing at the forward end of the compressor sustained a 360º crack. Fuselage sustained debris impact damage between frames 18 and 25, with most damage between frames 20 to 23. Impact damage to the right-wing inboard leading edge Impact damage to the right-hand wing to body fairing Part of the ground power unit had been propelled through the fuselage skin, causing damage to the aircraft structure and an air conditioning duct. After system repairs were completed all systems were tested and found to be functioning normally. With both engines shut down no hydraulic pumps were functioning causing the hydraulic system pressure to drop rapidly, avoiding the normal brakes to operate. With the left-hand engine shutdown, the Blue Hydraulic pump stopped, causing loss of the Blue Hydraulic system, and with the right-hand DC-generator failed the Green Hydraulic pump was not operating. Leaving only the emergency/park brake accumulator as a pressure source for the emergency/park brake In this accident, impact occurred before the crew could effectively apply the parking brake. Several safety recommendations were made in the report to prevent re-occurrence. The Hydraulic systems after both engines were shut down (Source aaib.gov.uk) This blog was based on the report from the Air Accidents Investigation Bureau Bulletin No: 8/94. This report can be viewed by clicking on the .pdf file below;

aerospace

https://www.belfasttelegraph.co.uk/business/northern-ireland/co-down-firm-to-work-on-airbus-wing-concept-38503464.html

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Co Down firm to work on Airbus wing concept A Co Down-based plastic moulding firm has signed an agreement with Airbus to work on its new wing programme. The two-year agreement will see Denroy Plastics identify concepts and manufacture components for application on the Wing of Tomorrow demonstrator. Kevin McNamee, chief executive of the Denroy Group of companies, said: "Denroy has invested significantly in recent years in developing advanced plastics and composite design and processing capability and we are confident that we can apply this technology to the Wing of Tomorrow programme aimed at creating revolutionary new architectures for carbon wings in order to improve the overall eco-efficiency of Airbus aircraft performance." Please log in or register with belfasttelegraph.co.uk for free access to this article.

aerospace

https://blog.v-hr.com/news/level-2-ndt-technicians-wanted-ndt-technician-jobs

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Are you a Level 2 NDT Technician? VHR is offering NDT Technician Jobs based in Lithuania. A leading base maintenance company are looking for level 2 NDT Technicians to test Aerospace components using Eddy Currant and Ultrasonic testing methods. The NDT Technicians will work in Lithuania and work on long-term contracts. VHR welcomes applicants from anywhere in the world, but the NDT Technicians must be able to work in Lithuania. Send your CV to our Aerospace & Aviation Jobs specialist Mujtaba Ahmed at email@example.com to apply for the Level 2 NDT Technician Jobs. Want to find about more about living and working in Lithuania? Read our Guide on the 10 Best Countries to Work in 2018. Find all VHR’s Aerospace jobs here.

aerospace

https://www.infolotnicze.pl/2013/08/06/eurocopter-first-nh90-nfh-for-belgium-armed-forces/

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Eurocopter today delivered the first NH90 NFH (NATO Frigate Helicopter) to the Belgium Armed Forces, providing an advanced, highly capable and fully-qualified rotary-wing aircraft for this nation’s multi-role mission requirements. In addition to being the no. 1 NH90 NFH received by Belgium, it also is the first built at Eurocopter’s Donauwörth, Germany industrial site – demonstrating this facility’s capability to assemble and deliver these new-generation twin-engine helicopters. Belgium will become the fifth country to put the European-developed NH90 NFH version into service, joining France, Italy, the Netherlands and Norway. The aircraft delivered today is rated at Full Operational Capability (FOC), ensuring its aptitude for the full range of Belgium naval missions – such as Search and Rescue (SAR) or military missions at sea. Training of Belgium Navy flight and maintenance crews on the NH90 NFH will begin next month, with operations to be initiated in 2014 using its first two helicopters. Belgium has ordered eight NH90s in total, including four of NFH naval versions. The NH90 NFH is replacing the Belgium Navy’s Sea King helicopters. Its configuration is identical to the Dutch NH90 NFH version. “The NH90 NFH is operationally proven, and Belgium will benefit from this helicopter’s already validated performance, reliability and versatility,” said Michel Polychroniadis, Director of the NH90 Programme at Eurocopter. “The Belgium acceptance teams and flight crews have been impressed by the NH90 NFH’s flight stability and its capabilities, providing a preview of the operational enhancements that will be provided for the country’s army.” Military services currently operating the NH90 NFH have successfully utilized the helicopters in rescue, transport and surveillance missions. As an example, more than 50 persons have been rescued to date by French Navy NH90 NFH rotorcraft, while the Netherlands recently deployed its NATO Frigate Helicopters to the Horn of Africa in support of the European Union’s Atalanta naval operation. The NH90 is the most successful helicopter program in Europe, boasting 529 firm orders from 14 different countries. A total of 154 NH90s has been delivered. The NH90 NFH version alone has accumulated 111 bookings. Management of the NH90 program is handled by the NHIndustries consortium, which is owned by Eurocopter (62.5%), AgustaWestland (32%), and Stork Fokker (5.5%). Source / Author: Eurocopter

aerospace

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Hawking's StarShot mission to Alpha Centauri has attracted lots of excitement -- and skepticism. Stephen Hawking is willing humanity to reach deep into space, and he’s backing a project that would send a probe to the nearby star Alpha Centauri in just 20 years … using lasers. Called Breakthrough Starshot, the project would aim to build a tiny, light-propelled robotic spacecraft that could make the 4-light-year journey to Alpha Centauri — the closest star other than our sun — in just two decades, according to a Breakthrough Initiatives statement. A group of scientists as well as billionaire investor Yuri Milner are also joining in on the $100 million project. Hawking said in a news conference that mankind is limited by the “great void” of space and it is key for us to figure out how to “transcend” it. To do that, Hawking said we can use light beams and light sails, which would propel an incredibly light spacecraft at great speeds for incredible distances, allowing us to reach another star within our lifetimes. A wafer-size chip would be attached to a very thin sail, and then launched aboard a mothership that would be propelled by laser light beamed from a facility on Earth. This spacecraft could reach 20 percent of the speed of light. “The Alpha Centauri star system is 25 trillion miles (4.37 light years) away,” Breakthrough Initiatives said in the statement. “With today’s fastest spacecraft, it would take about 30,000 years to get there. Breakthrough Starshot aims to establish whether a gram-scale nanocraft, on a sail pushed by a light beam, can fly over a thousand times faster. It brings the Silicon Valley approach to space travel, capitalizing on exponential advances in certain areas of technology since the beginning of the 21st century.” “Breakthrough Starshot aims to bring economies of scale to the astronomical scale,” it adds. “The StarChip can be mass-produced at the cost of an iPhone and be sent on missions in large numbers to provide redundancy and coverage. The light beamer is modular and scalable. Once it is assembled and the technology matures, the cost of each launch is expected to fall to a few hundred thousand dollars.”

aerospace

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The Complete SeriesDVD - 2013 Set in the 1960s, viewers are taken behind the glamor of Pan Am airlines and into the lives of the pilots and flight attendants that made the airline the preferred way to fly. Publisher: Culver City, Calif. : Sony Pictures Television, Branch Call Number: DVD PAN Characteristics: 3 videodiscs (ca. 584 min.) : sd., col. ; 4 3/4 in Alternative Title: Pan Am (Television program)

aerospace

http://traveleads.co.uk/blog/British-Airways-new-Seychelles-service-lands-in-March

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From March 2018 British Airways will operate a twice weekly route between London Heathrow and the Seychelles. A spectacularly idyllic archipelago of 115 islands, the Seychelles lie just off the coast of East Africa’s Madagascar. With picture-perfect beaches, coral reefs and nature reserves, this destination makes a refreshingly quiet alternative to other long-haul beach destinations and provides the ultimate sunshine escape. The route will be operated on British Airways Boeing 787-9 Dreamliner aircraft specifically designed to enhance customer wellbeing. The new fuel-efficient aircraft has smoothride technology, which minimises the effects of turbulence and creates a more comfortable journey plus lower pressurisation results in cabin air that is less dry, reducing the effects of jet lag. On-board the British Airways Boeing 787-9 Dreamliner every customer has access to their own personal entertainment system with an array of audio and video on-demand programmes and movies. The aircraft boasts our newest First cabin, with extra storage space, larger personal flat-screen television and of course, a world-renowned service.

aerospace

https://ottawacitizen.com/news/national/defence-watch/brazils-gripen-e-makes-first-flight-f-35-parts-deal-underway-and-other-defence-industry-news

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Saab says it completed a successful flight for Brazil’s first Gripen E fighter jet. This aircraft is the first Brazilian production aircraft and will be used in the joint test program as a test aircraft, according to the firm. If it decides to bid on the future fighter project for the Canadian Forces, Saab is expected to offer the Gripen E. tap here to see other videos from our team. The first Gripen E for the Swedish military is expected to be delivered later this year. The first of the 36 aircraft ordered by Brazil in a $5-billion program will be delivered in 2021. The Pentagon is moving forward to deal with issues about a lack of spare parts for the F-35. It has awarded Lockheed Martin a contract worth up to $2.4 billion U.S. to provide more spare parts for the aircraft. The U.S. Government Accountability Office reported in April that the lack of parts had a significant impact in 2018 on the availability of the aircraft worldwide. The latest issue of Esprit de Corps magazine has some more industry news. It noted that earlier this year Seaspan Shipyards announced that Algoma Steel Inc. has won the contract to provide steel plates for the Royal Canadian Navy’s new Joint Support Ships.

aerospace

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One of the most awaited launches in the Space calendar includes the UK Pathfinder Launch Project. It is the first vertical satellite launch to take place from the UK soil. Following the grand project, Lockheed Martin took the initiative to contract the ABL Space Systems, El Segundo, California. The ABL Space Systems is a developer that deals with low-cost launches vehicles and systems. It mostly deals with the small satellite industry. It will supply the UK vertical satellite launch with a rocket and other launch services if things go as planned. This project will become the first Vertical launch of a small satellite from the UK. It will launch from Scotland in 2022. The launch will also become the first UK commercial launch under the US-based ABL Space Systems’ latest RSI rocket. Why did the company choose ABL? The main reason is its flexibility. Other than these facts, ABL includes an Integrated GSO launch system and the RSI rocket that delivers a rapid and cost-effective deployment. Not to mention, it has outstanding launch performance records over the years. Lockheed Martin’s UK Pathfinder launch project is an open supporter of the UK Agency commercial spaceflight program. In October last year, UK space Centre, in a statement, confirmed Lockheed’s plan to take its program to the Shetland Space Centre. In January 2021, a different proposal came to the Space Launch facility regarding the same matter. Taking ABL Space Systems onboard on the UK Pathfinder Launch program, Lockheed completes the team to develop the project. Reliable sources claim that the launching will take place from the Shetland Space Centre. The area is the most northern part of the United Kingdom region. After it arrives in the Earth’s orbit, its primary role is to release an orbital maneuvering vehicle. The vehicle will deploy at least six CubeSats, which will give a chance for the placement of small satellites with various missions. For demonstration purposes regarding the CubeSats’ power, two of them will be part of Lockheed’s technology spacecraft. In 2019, ABL Space Systems, in a press conference, announced that Lockheed Martin gave a strategic investment. The investment’s main aim was to advance the launch’s development plans and the tests’ program. There were different reactions from many people on the matter. However, from the announcement, many people are certain that the historic launch in the UK Space ventures will happen. With time, we are likely to learn more about the project’s progress from the UK Pathfinder Launch team. However, only time will tell when it comes to the results of the matter.

aerospace

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Aircraft leasing companies across the world have put Nigerian carriers on the blacklist as a result of breaches in contracts that occurred in the past. This has since affected the operations of indigenous carriers and made it hard for them to compete favourably with foreign airlines on international routes. This disclosure was made by the Minister of Aviation and Aerospace Development, Festus Keyamo during the Air Peace Lagos-London inaugural flight ceremony at the Murtala Muhammed International, Airport, Lagos on Friday. Findings reveal that Nigerian airlines are only able to secure wet leased aircraft and not dry lease aircraft contracts which are more profitable for the airlines, according to Businessday. The owner shall provide the aircraft to the lessee with no crew on a dry lease basis; if the aircraft does not transport people or property for compensation or rental purposes, neither party shall be obliged to hold an air carrier certificate. Under this type of lease, the lessee usually carries out operational control, including legal responsibility for the aircraft. However, the owner shall provide aircraft and crew members as part of an arrangement with a wet lease. The owner assumes operational responsibility, which includes performing maintenance, procuring insurance, and other legal responsibilities of operations. It is therefore likely that lessors, not airlines, will receive the lion’s share of aircraft operating profits. According to Keyamo, local operators are handicapped because they don’t have access to aircraft that international airlines have on the same terms. “There is no airline in the world that buys their fleet 100 per cent. It is not possible. Statistics say that out of 100 aircraft flying around the world, about 70 percent of those aircraft are on dry lease from leasing companies and aircraft manufacturers. So, why can’t we take advantage of these lease arrangements to empower our local operators? “This is the key to also servicing these international routes because you cannot compete with someone who has access to aircraft on better terms than you do who will go for wet lease aircraft. He explained, “Nigeria is on the blacklist to get dry lease aircraft around the world. These is the diplomatic visits I have been undertaking since I came. I have been trying to assure aircraft manufacturers such as Airbus and aircraft leasing companies that we can protect their assets if they bring them into Nigeria because what they want is the assurance from the government that when these assets are brought into Nigeria, we can allow them take their assets away if there are breaches to these agreements.” He noted that lessors faced problems in the past that when they bring in their assets into the country and there is a breach of contract, court orders, and politics, make it difficult for them to take their aircraft back, which amounts to a big loss for the lessors. “So, what they want is that if they bring their aircraft into the country on the dry lease, they can take them out when there is a breach. It is the government that will assure these leasing companies and creditors to bring in their aircraft. “I have been engaged with the diplomatic shuttle. Beyond that, we also need to comply with the Cape Town convention to also enable local carriers to have access to dry lease aircraft,” he pointed out. Meanwhile, the chief executive officer of United Nigeria Airlines, Obiora Okonkwo, said the airlines are pleased that the Minister has agreed that there is a problem with aircraft leasing and access to equipment. Okonkwo said that the policy needs to be addressed, adding that it is for airlines to go and source aircraft, but there are certain areas in which policies need to be dealt with. “I do not see the reason why modern-day operators should suffer the sins of the old-time operator because any lessor will tell you that there have been some violations in the past. Today we are not violating any lease arrangements but we are rather victims. “Also, there must be a window for foreign exchange because when you lease an aircraft, there are specific days of the month you must be able to pay what has been accrued. But if you are left alone as an airline to be looking for foreign exchange in the open market like any other importer, you probably will miss the deadline. So, if we sign our lease agreements, let us submit it to CBN and the banks and let them guarantee us,” he expounded.

aerospace

https://todaynewspost.com/uncategorized/2nd-ld-writethru-chinas-change-4-probe-resumes-work-for-24th-lunar-day/

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BEIJING, Nov. 10 (Xinhua) — The lander and rover of the Chang’e-4 probe have resumed work for the 24th lunar day on the far side of the moon. The lander woke up at 3:12 a.m. Tuesday, Beijing Time, and the rover Yutu-2, or Jade Rabbit-2, woke up at 10:17 a.m. Monday, according to the Lunar Exploration and Space Program Center of the China National Space Administration. Landing on the moon on Jan. 3, 2019, the Chang’e-4 probe has survived 677 Earth days on the moon. A lunar day is equal to 14 days on Earth, and a lunar night is of the same length. The solar-powered probe switches to dormant mode during the lunar night. During the 24th lunar day, Yutu-2 will move northwest toward the basalt area or the impact craters with high reflectivity. Yutu-2 will take at least one panoramic photo, and its infrared imaging spectrometer, neutral atom detector and lunar radar will continue to carry out scientific explorations. Based on data from the Chang’e-4 probe, Chinese scientists have made new discoveries. Through the probe’s detection of ejecta, scientists found that the characteristics of mafic components in the South Pole-Aitken basin are similar to remote sensing results. The mafic components in the soil and boulders around the probe’s landing site are mainly clinopyroxene and are consistent with rapid-cooling magmatic systems. The materials at the landing site are probably recrystallized from impact melt settings. The research provides a scientific basis for understanding mafic anomaly in the South Pole-Aitken basin of the moon. The research was published in the journal Science China Information Sciences.

aerospace

https://logytoticoximi.schwenkreis.com/is-space-exploration-worth-the-cost-online-essay-by-joan-vernikos-3170jq.html

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Why do we need to go to Mars? How many pictures of galaxies do we need? Is Space Exploration Worth the Cost? A Freakonomics Quorum January 11, Pretend that instead of being responsible for your household budget, which means paying for rent or a mortgage, transportation, some schooling costs, groceries, healthcare, vacation, etc. In other words, pretend you are responsible for the U. And now ask yourself how much of that money you want to spend on manned space travel, and why. We gathered up a group of space authorities — G. Connell, Keith Cowing, and David M. Livingston, and John M. Logsdon — and asked them the following: Is manned space exploration worth the cost? Why or why not? Their responses are below. As I suggested above, take your time. For the impatient among you, here are a few highlights: Logsdon on a not-so-obvious incentive for manned space travel: Treasury, not back to NASA. The debate about the relative merits of exploring space with humans and robots is as old as the space program itself. Werner Von Braun, a moving force behind the Apollo Program that sent humans to the moon and the architect of the mighty Saturn V rocket, believed passionately in the value of human exploration — especially when it meant beating the hated Soviet Empire. James Van Allen, discoverer of the magnetic fields that bear his name, was equally ardent and vocal about the value of robotic exploration. There are five arguments that are advanced in any discussion about the utility of space exploration and the roles of humans and robots. Those arguments, in roughly ascending order of advocate support, are the following: Space exploration will eventually allow us to establish a human civilization on another world e. We explore space and create important new technologies to advance our economy. It is true that, for every dollar we spend on the space program, the U. Space exploration can also serve as a stimulus for children to enter the fields of science and engineering. Space exploration in an international context offers a peaceful cooperative venue that is a valuable alternative to nation state hostilities. International cooperation is also a way to reduce costs. National prestige requires that the U. History tells us that great civilizations dare not abandon exploration. Exploration of space will provide humanity with an answer to the most fundamental questions: Are there other forms of life beside those on Earth? It is these last two arguments that are the most compelling to me. It is challenging to make the case that humans are necessary to the type of scientific exploration that may bring evidence of life on another world. There are strong arguments on both sides. Personally, I think humans will be better at unstructured environment exploration than any existing robot for a very long time. There are those who say that exploration with humans is simply too expensive for the return we receive. However, I cannot imagine any U. President announcing that we are abandoning space exploration with humans and leaving it to the Chinese, Russians, Indians, Japanese or any other group. I can imagine the U. Humans will be exploring space.Space exploration has been beneficial for our society today in many different ways. The notion that space exploration is worth the cost is validated through the technological development, national pride, and possibility that it could save mankind from global catastrophes/5(1). Why Space Exploration Is Worth the Cost More Login. - Joan Vernikos, a member of the Space Studies Board of the National Academy and former director of NASA's Life Sciences Division I could give a large number of well founded and well researched reasons why I think space exploration is worth the money, and my c. Jan 21, · Is space exploration worth the cost? by David Livingston Monday, January 21, Editor’s Note: On January 11, the New York Times blog “Freakonomics” published a lengthy post titled “Is Space Exploration Worth the Cost?A Freakonomics Quorum”.The post featured comments provided by a number of people, including David Livingston, in response to the question. Freakonomics» Is Space Exploration Worth the Cost? A Freakonomics Quorum 5/30/13 PM schwenkreis.com “Is Space Exploration Worth the Cost?” an online essay by Joan Vernikos “Why Exploring the Ocean is Mankind’s Next Giant Leap” a commentary by Phillippe Cousteau “Living . It is worth the cost! (in my opinion and a maximum of the people) I think we should continue space exploration because, it can lead up to new inventions in the technology category and we can discover new racecourses.

aerospace

https://supersabresociety.com/biography/sissell-c-dale/

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28 February 1941 – The Republic F-84 Thunderjet was an American turbojet fighter-bomber aircraft. Originating as a 1944 United States Army Air Forces (USAAF) proposal for a “day fighter”, the F-84 first flew in 1946. Although it entered service in 1947, the Thunderjet was plagued by so many structural and engine problems that a 1948 Clarence Dale Sissell As a young boy, Dale Sissell collected models of airplanes and dreamed of flying. His dream came true after graduating from Texas A&M and receiving a commission in the USAF through ROTC. After pilot training at Luke and Nellis, he was sent to Vietnam as close air support in an F-100 where he flew 238 missions. During the Tet Offensive, Dale was shot down twice, each time narrowly escaping being captured by the Vietcong. He was severely injured the second time he was shot down and was forced to run from the enemy on a shattered leg toward a waiting “slick” US Army chopper. He spent many months in an orthopedic hospital at Lackland AFB in Texas undergoing painful rehabilitation. When he was ready to fly again, he was sent to Elgin AFB to fly the F-104. It was there that he met his wife Alaire, a nurse from Alabama. The Sissells then embarked on tours of the Philippines, Korea, and Germany. From 1977-1978 Dale’s assignment was as liaison with the US Army, ICOR Headquarters at Camp Redcloud about 15 miles from the 38th Parallel. After 29 years in the USAF, Dale retired with the rank of Lt. Colonel in 1984. He and Alaire moved to the mountains of North Georgia. They now spend several months each year at their mountain home in Hiawassee and the remainder of the year in Destin, Florida.

aerospace

https://coronadotimes.com/news/2020/06/22/navy-welcomes-first-cmv-22b-osprey-to-naval-air-station-north-island/

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The Navy’s first operational CMV-22B Osprey, the replacement for the C-2 Greyhound carrier onboard delivery aircraft, arrived at Naval Air Station North Island June 22. The aircraft is the first of 18 aircraft to be assigned to Fleet Logistics Multi-Mission Squadron THREE ZERO (VRM-30), the Navy’s first CMV-22B squadron established in December, 2018. The Sailors of VRM-30 have been anxiously awaiting the arrival of their first aircraft after having worked tirelessly for 18 months, building their squadron from the ground up. In a socially distanced welcoming party VRM-30 along with members of the VRM Wing and other Naval Aviation Leadership cheered as the Osprey rolled to a stop on the flightline of its new home. “The arrival of this extremely capable aircraft is exciting, especially for the Sailors of VRM-30 who have been working so hard for so long; this arrival takes it from a notional airplane to the real thing,” said CAPT Dewon Chaney, Commodore of Fleet Logistics Multi-Mission Wing (COMVRMWING). “They will have pride in ownership and know that their mission is to keep this aircraft airborne to support the fleet, so this is a great day for Naval Aviation.” The establishment of any new, first in class aircraft brings with it many challenges in development of training, operational and safety procedures and integration. The Navy has taken a very measured approach to ensure this aircraft is safely integrated into the fleet. Commander Trevor Hermann, Commanding Officer of VRM-30 has spent the last 18 months leading his team through those challenges. “We have brought folks from three different communities [the helicopter community, the COD community and the Marine Corps] along with their varied experience and expertise, together to form the VRM community. Our biggest challenge is to coalesce a team that has been spread across three bases and eight squadrons during this stand up. To be prepared and ready for operations we have leveraged the 20 years of Marine Corps experience with this aircraft and had our Sailors training with them, deploying with them and bringing their new knowledge back to the fleet. We have a group of very ordinary people accomplishing extraordinary things and I couldn’t be more proud.” During the VRM-30 establishment ceremony, Vice Adm. DeWolfe Miller, Commander Naval Air Forces said, “Where no instructions existed, no patch existed, no ‘here’s how we are going to perform our duties everyday’ existed, this team will define that. And it’s exciting because we can establish right off the bat those best practices. This platform is our future and when you look at the nature of the future fight, we need that versatility, that flexibility.” The Osprey will bring enhanced capability to the Navy’s Carrier Air Wing team, providing logistics support by means of cargo and personnel transport from shore bases to aircraft carriers at sea. In what has been described as an acquisition success in terms of delivering capability to the fleet with speed, this milestone arrival comes after just over four years of procurement, design, production and testing. “It has been impressive to see industry, despite the challenges that COVID 19 introduced, continue to push forward, go to work with new procedures and get the job done,” said Deputy Commodore Sam Bryant about the team at Bell Boeing who built the Osprey. “There is a reason they are considered critical infrastructure and essential workers, they come to work with the same kind of patriotism we share within the Navy. They got it done and are delivering the aircraft on time and that is an incredible feat.” While the aircraft arrival marks the beginning of a new era in Naval Aviation, there are still many requirements to be met prior to its first deployment. VRM-30 has a plan in place to achieve the aircraft interim “safe for flight” in September, with work ups and the first deployment coming within the next year. The Osprey will deploy with the Navy’s newest jet, as it is the only aircraft in the fleet capable of internally transporting the F-35C Lightning II engine power module. At the Wing establishment ceremony in October 2019, Miller said, “The aircraft carrier remains the centerpiece of naval power, and carrier strike groups bring unparalleled power to the fight. No other weapons system has the responsiveness, endurance, battlespace awareness, and command and control capabilities of a nuclear-powered aircraft carrier, its embarked air wing and accompanying ships.” Miller went on to say that as our adversaries evolve, so must our ships, aircraft training and tactics; the COD mission has played a pivotal role for carriers since the first TBM Avenger in World War II, and the C-2 Greyhound has filled that role admirably since 1965. “The CMV-22 Osprey is not only part of our future,” emphasized Miller. “It’s part of our ‘now’ that’s going to be provided in every subsequent squadron that transitions.” VRM-30 will have a total of 18 CMV-22B Ospreys when fully equipped and are expected to accept delivery of one per month over the next 10 months. When asked if the Osprey is louder than the COD, the leadership team shared that it sounds very different from a COD, it is not as loud inflight or taxiing, or when performing maintenance, however it is louder when transitioning to a hover, but that is only for a short period of time. The C-2A aircraft will be phased out over the next few years as the Osprey detachments replace them within the airwing. “The Osprey brings unmatched capability to the carrier strike group,” said Chaney, ” and the Navy’s Osprey is on the leading edge of capability with the most advanced modifications included upon delivery.” The CMV-22B is capable of transporting up to 6,000 pounds of cargo and/or personnel over a 1,150 nautical mile range. The CMV-22B variant also has a beyond line-of-sight high frequency radio, a public address system for passengers, and an improved lighting system for cargo loading.

aerospace

https://newscentral.africa/us-plane-makes-emergency-landing-after-window-falls-out-mid-flight/?noamp=mobile

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A US plane Boeing 737 Max 9 carrying passengers made an emergency landing last night after a window and a chunk of fuselage blew out in mid-air shortly after takeoff on Friday night. According to the BBC, the Alaska plane returned to Portland 35 minutes into its flight to California after part of its outer section fell, No casualties or fatalities were recorded during the incident and Alaska Airlines said the 177 passengers and crew on board “landed safely”. Images making the round show the damaged area of the plane including insulation materials, metal in the affected part and hanging oxygen masks. The damage affected the back third of the plane, behind the wing and engines, in an area that is an additional emergency exit door. According to Alaska Airlines, the area wasn’t used as an emergency exit door, and the seat there was unoccupied. For safety reasons, the airline would “temporarily” ground all of its 737 Max 9 aircraft to conduct proper checks. “While this type of occurrence is rare, our flight crew was trained and prepared to safely manage the situation,” Alaska Airlines said. Alaska Airlines CEO, Ben Minicucci said in a press release: “Following tonight’s event on Flight 1282, we have decided to take the precautionary step of temporarily grounding our fleet of 65 Boeing 737-9 aircraft. “Each aircraft will be returned to service only after completion of full maintenance and safety inspections. We anticipate all inspections will be completed in the next few days.” He explained that the airline is working with Boeing and regulators to understand what happened and will avail the public as more information are gotten. “The (US National Transportation Safety Board) is investigating this event and we will fully support their investigation. “My heart goes out to those who were on this flight – I am so sorry for what you experienced. I am so grateful for the response of our pilots and flight attendants. “We have teams on the ground in Portland assisting passengers and are working to support guests who are traveling in the days ahead.” Boeing, the plane’s manufacturer confirmed it has been briefed on the incident and was gathering more information for final investigation.

aerospace

https://latteluxurynews.com/2018/05/23/boeing-approved-for-foldable-wings/

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Aircraft manufacturer Boeing has won approval from US regulators to produce a new wing design for its new wide-body 777 aircraft that allows the tip to fold vertically when the jet is on the tarmac. Dubbed the “new Boeing B-777 Folding Wingtip Airplane”, the design aims to make it possible for the aircraft type to operate on taxiways and to airport gates that only accommodate narrower wingspans. The twin-engine jet will feature a 71.5-metre wingspan when in flight – longer than that of the 747-8 Intercontinental – providing an enormous amount of lift capability. When activated, the wingtips will rise upwards and reduce 777X’s wingspan to 64.5 metres. Similar to the Dreamliner produced by Boeing, the wing of the 777X will be made of a lightweight carbon composite material. The US Federal Aviation Administration (FAA) said, “The success of this design feature will likely result in its application to future airplane models.” In an engineering brief on the proposed wing, the FAA said that “information from Boeing states that wingtips will be extended as soon as feasible prior to the runway end along a taxiway parallel to a runway for takeoff, and prior to entering the taxiway system on landing”. Last year, Boeing’s Chief Project Engineer of the 777X, Terry Beezhold, said the aeroplane will be “the most efficient twin-jet aircraft ever developed in commercial history”. Beezhold said the folding wing will enable airlines to operate at any airport, at any gate that today’s 777 can service. “From the very beginning, we focused on the safety for the folding wingtip. We approached it with the same way we approach any of our flight control system design,” Beezhold added. “We think about the redundancy of the actual fold mechanism, some of the locking pins, the latches, that we have a primary and secondary latch system. We have multiple layers of redundancy and layers of protection to ensure that the folding wingtip always remains extended in flight and only folds when it is commanded.” The 777X is expected to make its first test flight in early 2019 and enter commercial service by the end of the same year. Boeing has more than 320 777X aircraft orders to date, with customers including Cathay Pacific, Qatar Airways, Etihad Airways, ANA, United and launch customer, Emirates, which has 150 units on backorder.

aerospace

https://radioallen.cl/operating-conditions-ariane-6-takes-next-step-to-first-flight-with-upper-stage-hot-fire-tests/

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ESA’s flagship Ariane 6 launch vehicle programme has taken a dramatic step towards first flight with the start of a series of hot fire tests of the rocket’s upper stage and its all-new Vinci engine. Lampoldshausen, Oct 06, 2022.- These tests, which began on 5 October 2022, represent a significant step forward thanks to the specially-built P5.2 test bench at Germany’s DLR centre for engine and stage testing in Lampoldshausen. The P5.2 test bench subjects the entire upper stage to operating conditions representative of a flight from Europe’s Spaceport in French Guiana, with the exception of vacuum and microgravity. Vinci, the upper stage engine of Ariane 6 fed by liquid hydrogen and oxygen, can be stopped and restarted multiple times – a critical capability for the complex missions demanded by launch customers today: placing several satellites into different orbits and de-orbiting the upper stage, to leave an absolute minimum of hazardous debris in space. In addition to restart capabilities and endurance in space, Vinci has been developed for reliability, simplicity and lower costs This test series is a critical milestone on a development path that will soon see Ariane 6 replace Ariane 5 as ESA’s heavy launcher. For more than a quarter century, Ariane 5 has been a reliable partner for commercial, institutional and scientific clients – one of its most notable missions was the 25 December 2021 flight that carried the NASA/ESA/CSA James Webb Space Telescope to its operational outpost in deep space. But Ariane 6 will be an even more versatile vehicle, further strengthening Europe’s autonomy in accessing space. The tests being run at Lampoldshausen are also evaluating an innovative Auxiliary Power Unit (APU) which works in tandem with the Vinci engine and is instrumental to Ariane 6 upper stage performance. In order to restart in space, earlier engines relied on large quantities of tanked helium to generate the necessary pressure and temperature in the propellant tanks and to ensure there are no bubbles in the fuel lines. But the APU delivers these conditions using only small amounts of the cryogenic hydrogen and oxygen already carried in the main tanks. This test series is being run by DLR and ArianeGroup, the Ariane 6 launcher prime contractor. When the test series is complete, this upper stage – integrated by ArianeGroup at its facility in Bremen, Germany – will be shipped to ESA’s ESTEC technical centre in the Netherlands for stage separation and acoustic tests. Ultimately, the Lampoldshausen tests will investigate hardware behaviour and system function of the complete stage with its tanks, engines and avionics. “The preparation for these hot firing tests is even more complex than for an actual launch,” says Ariane 6 launcher programme manager Guy Pilchen, noting that: “Our colleagues in Lampoldshausen have decades of experience in rocket propulsion with extremely advanced test facilities. With ArianeGroup colleagues to control the upper stage and DLR people operating the test bench, we couldn’t ask for a better team.” ESA Director of Space Transportation Daniel Neuenschwander adds that this new engine and the upper stage it powers are indispensable components of Ariane 6 and its objective – to guarantee that Europe maintains independent, competitive and sustainable access to space: “It’s a fact in the 21st century that Europeans depend on space for safety, prosperity and security. Europe needs to work toward complete autonomy in accessing and operating in space. Ariane 6 is key to this and we are eager to see the liftoff from Europe’s Spaceport in French Guiana.”

aerospace

https://news.usni.org/2023/03/21/report-to-congress-on-transferring-fighter-aircraft-to-ukraine

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The following is the March 17, 2023 Congressional Research Service report, Transferring Fighter Aircraft to Ukraine: Issues and Options for Congress. From the report Since Russia’s renewed invasion of Ukraine began in February 2022, some defense analysts, U.S. defense officials, and Members of Congress have debated whether or not to enable the transfer of U.S. or NATO military aircraft, including fighter jets and unmanned aircraft, to Ukraine. In general, the debate has centered around two broad questions: (1) Is providing advanced military fighter jets to the Ukrainian air force necessary to helping Ukraine defend itself against Russian aggression, and (2) if so, how much and what kinds of assistance, ranging from aircraft to maintenance to training, should the United States and the North Atlantic Treaty Organization (NATO) provide? On one side of the debate, some analysts note that combat aircraft have not yet played a decisive role in the conflict and are unlikely to do so based on current Ukrainian and Russian capabilities. Both sides have employed advanced air defense systems that have limited the combat effects of Russian and Ukrainian aircraft. As a result, the conflict in Ukraine has evolved into a ground-centric, air denial conflict featuring precision strike capabilities, such as the U.S. M142 High Mobility Artillery Rocket System (HIMARS). On the other side of the debate, proponents of transferring U.S. or NATO fighter jets to Ukraine claim that it may allow the Ukrainian military to address certain perceived gaps in operational capabilities, such as air superiority; suppression of enemy air defenses; intelligence, surveillance, and reconnaissance; and counter-land (air-to-ground) capabilities. Congress may evaluate a proposed transfer of U.S. or NATO fighter aircraft to Ukraine applying an “air denial” (deny Russia ability to use airpower) versus “air superiority” (help Ukraine overcome Russian air defenses and air power) comparison to an analysis of selected military mission areas. From this perspective, the military operating environment of the conflict has resulted in both sides adopting an air denial strategy rather than seeking air superiority. A central tactical purpose of using advanced fighter aircraft, especially in U.S. military doctrine, has been to achieve air superiority. Congress may consider whether it is best for U.S. security assistance seek to continue to provide air denial capability to Ukraine, or whether it would further U.S. interests to support the Ukrainian Armed Forces seeking air superiority. The outcome of such decisions may affect other mission areas, such as suppression of enemy air defenses; intelligence, surveillance, and reconnaissance; and counter-land (air-to-ground) capabilities. In evaluating whether it is in the U.S. interest to transfer U.S. or NATO military aircraft to Ukraine, Congress may consider several issues: - What are the hurdles and potential implications to Ukraine’s adaptation to fighting with advanced military aircraft? How long would it take Ukraine to fully adapt its security institutions to effectively fight with advanced military aircraft? - How quickly can Ukrainian personnel be trained on new systems? - Would Ukraine use a maintenance model where it trains its own personnel to do maintenance on advanced fighter aircraft, or a model where it uses international contract maintenance personnel? If the latter, for how long? - What types of munitions would the United States likely provide? Would transferring munitions for Ukrainian fighter aircraft impact the U.S. military’s ability to conduct air superiority operations elsewhere in the world? - Should the United States pay to transfer U.S.-manufactured fighter jets to Ukraine? Congress may consider options for how to finance such aircraft and who should fund their purchase. - If the United States or another NATO member chooses to transfer aircraft to Ukraine, should the aircraft be used, new, or a mix of both? - Should Congress support the provision of such aircraft by NATO allies, in addition to or as an alternative to U.S. provision? Download document here.

aerospace

https://scrippsnews.com/stories/nasa-s-epic-posters-hint-that-jobs-of-the-future-are-destined-for-mars/

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It's an interesting tactic — retro recruitment posters for a job of the future. NASA just released these images calling for daring explorers, teachers, farmers, surveyors, technicians and even night owls, to colonize Mars. The posters were originally commissioned seven years ago to appear in the Kennedy Space Center. But the dreams they conjured seem a little more plausible today. NASA released its three-step plan to colonize Mars last year. It'll still be a long time before you can file your tax returns from the red planet. NASA doesn't expect to have people living on Mars before 2030. And if space employment isn't your thing, NASA still envisions space travel. It released space tourism prints earlier this year for 14 alien worlds. This video includes clips and images from NASA and the Kennedy Space Center. Music provided courtesy of APM Music.

aerospace

https://vcairports.org/

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EAA Flying Start Event EAA Chapter 723, Camarillo, CA will hold an event on May 21, 2022 called EAA Flying Start. If you’ve ever dreamed about flying, attend this free informational meeting that will help you get off to a flying start! Click Here for more… EAA Flight Training Scholarship Available EAA Chapter 723, Camarillo, CA today announced the EAA – Chapter 723 is seeking applications from Student Pilots needing financial assistance in completing their flight training. Download the form here Did you know? Camarillo Airport has a limit of 115,000 pounds maximum takeoff weight. Camarillo Airport also is open 24 hours per day for arriving aircraft but limits aircraft takeoffs between 12:00 am and 5:00 am, except for emergencies. County of Ventura Department of Airports The County of Ventura Department of Airports owns and manages Camarillo Airport and Oxnard Airport. Together these airports provide vital connections to the national airspace system and are the home airports to many businesses and individual aircraft owners. This website provides valuable information to those seeking to learn more about our airports, to establish or conduct business, to lease aircraft storage facilities, to learn to fly, or even to enjoy a meal at the Waypoint Cafe. Information and links to meetings of our Advisory Boards are provided above. We look forward to hearing from you! Department of Airports, 555 Airport Way, Suite B, Camarillo, CA 93010 Resources Added For Pilot Awareness and Flying Friendly The Department of Airports continues to provide resources that pilots can use to increase awareness of the noise sensitive uses in the vicinity of our airports. New animated maps are now included to assist pilots in visualizing the recommended traffic patterns and the location of noise sensitive uses. Says Deputy Director Dave Nafie, “We want to promote a tighter traffic pattern. Climb quickly to pattern altitude and keep the downwind leg in close, especially at Oxnard Airport where the desired track is along or north of Wooley Road. This really makes a difference to the residents and promotes a Fly Friendly approach to our culture.” Noise Complaint Phone Line The Department of Airports has established a noise complaint phone line. If you wish to report aircraft activity that we should be aware of, please call 805-388-4497 for Camarillo Airport Noise Line and 805-382-3022 for Oxnard Airport Noise Line. EAA Chapter 723, Camarillo, CA today announced the Experimental Aircraft Association – Chapter 723 is seeking applications from Student Pilots needing financial assistance in completing their flight training. Download the form here Applicants must meet the requirements listed below: Must be at least 17 years of age. High school diploma, Ever dream of learning to fly? EAA Chapter 723, Camarillo, CA will hold an event on May 21, 2022 called EAA Flying Start. If you’ve ever dreamed about flying, attend this free informational meeting that will help you get off to a flying start! Participants will: Experience aviation first hand The Department of Airports is pleased to announce the availability of an updated FINAL DRAFT Private Hangar Ground Lease Agreement. The Board of the Camarillo Oxnard Hangar Owners & Tenants Association (COHOTA) recently voted to support this version and reviewed it with their membership March 19, 2022. The Aviation Advisory

aerospace

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Myanmar Aerospace Engineering University Myanmar Aerospace Engineering University မြန်မာနိုင်ငံ လေကြောင်းနှင့်အာကာသပညာ တက္ကသိုလ် Established 15 February 2002 Type public Rector Kyi Thwin Students 279 (2005) Location Meiktila, Mandalay Division, Myanmar Website Myanmar Aerospace Engineering University (MAEU) (Burmese: မြန်မာနိုင်ငံ လေကြောင်းနှင့်အာကာသပညာ တက္ကသိုလ်, pronounced [mjəmà nàiɴŋàɴ lèdʑáuɴ n̥ɪ̰ɴ ʔàkàθa̰ pjɪ̀ɴɲà tɛʔkəθò]) is a specialized public university of aerospace engineering, located in Meiktila, Myanmar. The university offers undergraduate diploma, bachelor's degree and post-graduate diploma programs in several aerospace engineering specializations and technologies. Prior to MAEU's founding in 2002, Yangon Technological University was the only institution in Myanmar that offered studies in aerospace engineering. YTU began a Bachelor of Engineering degree program in Aeronautical Engineering in 1991, and in 1997 upgraded the program to Aerospace Engineering, ostensibly to "study the space technology and application". In 2002, the military government established a specialized university for aerospace engineering in Meiktila, home of the central command of Myanmar Air Force, possibly with Russian and Chinese technical assistance. MAEU offers five-year Bachelor of Engineering (BE) degree programs and one-year post-graduate diplomas in various specializations of aerospace engineering. The university also offers two-year undergraduate diploma programs. - Electrical Systems and Instrumentation - Fuel and Propellant Engineering - Propulsion and Flight Vehicles - Space Systems Engineering - Airport Management (Dip.A.M.) - Aerospace Materials Technology (Dip.A.M.Tech.) - Airport Engineering (Dip.A.Engg) - Space Technology (Dip.S.Tech.) - Avionic Technology (Dip.A.Tech.) - Electrical & Instrumentation Technology (Dip.E.I.Tech.) - Engine and Airframe Technology (Dip.E.A.Tech.) - Department of Avionics - Department of Electrical System & Instrumentation - Department of Fuel & Propellant Engineering - Department of Propulsion and Flight - Department of Space Systems Engineering - Department of Burmese - Department of English - Department of Engineering Mathematics - Department of Engineering Chemistry - Department of Engineering Physics - Department of Computer Science - Department of Workshop Technology - ^ a b c Dr. Sayne Lei Shwe. Technology and State Development. Ministry of Science and Technology. http://www.uis.unesco.org/TEMPLATE/pdf/S&T/Workshops/SAsia/Delhi_15.2.pdf. Retrieved 2008-12-06. - ^ Dr. Zaw Min Aung (2008-10-12). Aerospace Education in Myanmar. Asia-Pacific Regional Space Agency Forum-12. http://www.aprsaf.org/data/aprsaf12_data/day2/sea/9_Dr_Aung_seawg.pdf. Retrieved 2008-12-06. - ^ Dr. Kyi Thwin. "Space Education in Myanmar". MAEU. http://www.aprsaf.org/img/aprsaf/SEAPDF/4_space%20education_Myanmar.pdf. Retrieved 2008-12-07. [dead link] - ^ Clive Parker (2006-10-26). "Inside Myanmar's secret capital". Asia Times Online. http://www.atimes.com/atimes/Southeast_Asia/HJ28Ae01.html. - ^ "MAEU Establishment". MAEU. http://www.most.gov.mm/maeu/index.php. Retrieved 2009-04-04. This Asian university, college or other education institution article is a stub. You can help Wikipedia by expanding it.

aerospace

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Bristol tech pioneers at the National Composites Centre (NCC) in Bristol are working with Airbus on new aircraft wing technology the aerospace giant hopes will help decarbonise the aviation industry. The organisation, which is based at Bristol and Bath Science Park in Emersons Green, is one of the UK’s world-leading composite research and development facilities. It collaborates with businesses across sectors such as aerospace, energy, infrastructure and biomedical on complex engineering challenges, often aiming to make products lighter, stronger, smarter and more sustainable. The NCC has said its engineers have been collaborating with Airbus on its eXtra Performance Wing demonstrator programme. The project aims to improve wing aerodynamics and performance in a bid to reduce CO2 emissions, and is intended to be compatible with any future aircraft configuration and propulsion system. The NCC will work with Airbus to design the demonstrator wing, which it said would be longer and more flexible than a standard wing, and therefore more susceptible to turbulence. It added that it would look to manufacture primary components of the ‘wing box’ structure to host the new active control technologies The design phase is expected to be completed this summer, followed by the full-scale demonstrator wing manufacturing stage, with the first flight of the demonstrator aircraft following modification of the aircraft with the new wings. The project team is adapting a Cessna Citation VII aircraft for flight tests. Airbus recently completed key wind-tunnel trials at its site in Filton, South Gloucestershire, using a scaled-down partly 3D-printed model of the aircraft using the eXtra Performance Wing. Paul Clarke, head of aerospace at the NCC, said: “Following our recent AS9100 quality management standards accreditation, we are well positioned to support the wider UK composites supply chain in the development of aerospace technology through to industrial application, potentially opening new opportunities for non-aerospace companies to access this market." The National Composites Centre has a long-standing partnership with Airbus, working on major innovation programmes including the Wing of Tomorrow project, which is exploring radical new approaches to the design and manufacture of aircraft wings. Like this story? Why not sign up to get the latest South West business news straight to your inbox.

aerospace

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Space Access "Pundit Panel" Just thought I’d let you all know that I’ve been invited to speak on a “Pundit Panel” at this year’s Space Access conference, along with Henry Spencer, Rand Simberg, and Jeff Foust. I’ve never participated in a conference panel like that before, so it should be…interesting. I do have to admit though, when Henry asked me if I’d like to participate in that, my first thought was “I’m a pundit?” The following two tabs change content below. Jonathan Goff is a space technologist, inventor, and serial space entrepreneur who created the Selenian Boondocks blog. Jon was a co-founder of Masten Space Systems, and is the founder and CEO of Altius Space Machines, a space robotics startup in Broomfield, CO. His family includes his wife, Tiffany, and five boys: Jarom (deceased), Jonathan, James, Peter, and Andrew. Jon has a BS in Manufacturing Engineering (1999) and an MS in Mechanical Engineering (2007) from Brigham Young University, and served an LDS proselytizing mission in Olongapo, Philippines from 2000-2002. This entry was posted in Administrivia . Bookmark the permalink

aerospace

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Last month we welcomed representatives from the Department for Transport (DfT) and the European Commission’s Innovation and Networks Executive Agency (INEA) to our Swanwick Centre to see some of the work we’re doing to modernise our ATM systems as part of the SESAR (Single European Sky ATM Research) programme. Back in November 2017, we started transitioning controllers in our London Terminal Control Centre from a system of paper strips to a new electronic flight strips tool called EXCDS. It’s vital that we prepare ourselves for the significant growth in air travel that’s forecast for the years ahead and we need new tools, such as EXCDS, to help us do that. With traffic forecast to grow significantly over the next decade and ongoing pressures to improve environmental performance and reduce costs whilst maintaining safety, we need to change the way we manage air traffic in the UK. You might have read the Aeronautical Information Circular (AIC) explaining that on 1 January NATS is launching a new GA pre-notification tool as part of an online Airspace Users Portal for all non-standard flight applications. Find out more… The airspace above London and the South East is some of the busiest and most complex in the world, so it might come as a surprise to know that a core part of the way air traffic is managed in this airspace currently still relies on pen and paper… Over the past few weeks we have highlighted the issues associated with airspace infringements including the significant impact they can have on controller workload, the necessary avoiding action, delays and cost that can result to other pilots following an incident. The Government recently published its response to the consultation it ran on the safe use of drones in the UK. The headline announcement is the plan to introduce mandatory registration for drones over 250 grams in weight, as well as mandatory competency testing to support it. Airspace infringements by General Aviation pilots entering controlled airspace remain the biggest risk to the air traffic operation and they are becoming a daily occurrence in the summer months. An infringement occurs when an aircraft enters a volume of airspace without gaining permission, and they can have a huge impact on the system causing aircraft to be diverted, put into holds or held on the ground. I haven’t met any aviators who don’t think Pre-Flight Planning is important, although I have met quite a few who have been caught out by not doing enough of it at some point in their flying life – including myself.

aerospace

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SIMULATOR AND SYSTEMS DESCRIPTION AND OPERATION Section I. GENERAL The CH-47D Flight Simulator is a fixed-base simulator for training pilots in the use of CH-47D (Chinook) helicopters. Training is conducted in the instructor/ trainee station which is equipped with visual display systems. The station is mounted on a six-degree-of-freedom hydraulic motion system and is controlled by a central computer system. The areas of the simulator complex are described further in the following paragraphs. The simulator compartment houses a cockpit station in the forward position and an instructor operator station (IOS) and it provides visual, motion, and sound simulation. (See figure 2-1 for the flight compartment layout.) The trainee station is a replica of the actual aircraft cockpit. It includes facsimiles of the cockpit windows, pilot seat, main instrument and control panel, flight controls, chin window, and copilot seat. Left and right power distribution panels are actual aircraft parts. All controls, indicators, and panels are simulated, and they are identical to those in TM 55-1520-240-10, Operator's Manual for the CH-47D Chinook Helicopter. Three pairs of loudspeakers and one subwoofer in the simulator compartment provide realistic aural cue sounds. The sound characteristics are correct with respect to location, frequency, and loudness (within safety limits). The instructor can vary the loudness of the cue sounds. The trainee cockpit seats can be vibrated to simulate continuous and periodic oscillations and vibrations that crew members experience during actual flight conditions and maneuvers, and also vibrations that represent progressive malfunctions. Seat vibration is isolated from the rest of the simulator compartment by means of damping elements in the The ambient temperature of the simulator compartment and cockpit is controlled by adjusting the thermostat on the compartment right wall. Conditioned air is pumped through the compartment area and the helicopter cockpit heating and 2-10. Cockpit environment control system switches and controls are nonfunctional. 2-11. INSTRUCTOR OPERATOR STATION. 2-12. The instructor operator station (IOS) is in the simulator compartment, adjacent and to the rear of the cockpit. (Refer to Section II for further details.) Using the IOS, the instructor operator can control the training program and monitor and evaluate trainee performance effectively. (See figures 2-2 and 2-3 for the instructor station layout and IOS

aerospace

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The biggest danger posed by forms of precipitation like rain, snow, ice, or fog is an engine flameout. A flameout is defined as a loss of engine power that is not caused by a mechanical failure. The three items needed to keep a jet engine operating are fuel, air, and a source of heat to make them burn. Loss of any one of these three can result in a flameout. Flameouts are generally rare and occur only about once in every 100,000 non-military flights. Not only are flameouts themselves rare, but precipitation is unlikely to be the cause of one. While rain can have an influence on the function of a jet engine, it is typically not a significant effect. The majority of storms produce light rain or snow that has little if any impact on an engine. Clouds are also made of small ice crystals that have no appreciable effect. In general, only very intense storms affect engine behavior and aircraft will usually make a detour to avoid storms this strong anyway. The fear is primarily because of turbulence that produces a very uncomfortable ride rather than engine performance problems. Even in a strong storm, however, the main consequence a jet engine experiences is a reduction in the efficiency of the combustion process. This efficiency is a function of the fuel-air ratio that is changed by the presence of water vapor. This effect is negligible under most conditions since the percentage of water present in the large volume of air entering an engine is still relatively small in most storms. The high temperature in the engine's combustion chamber quickly evaporates this level of water into steam that has little influence on the engine's power output. Air also passes through the engine quite quickly since a typical engine on a commercial airliner cycles through a volume of air comparable to that in an average house each second. Many turbofan engines also take advantage of their bypass air system to remove precipitation from the airflow before it reaches the combustion section. As the incoming air moves into the rotating fan blades, the spinning motion flings the heavier water outward like a centrifuge. The water is then blown through the bypass air ducts that surround the engine core. In this way, the water is carried through the engine without ever entering the combustion chamber. This design allows a turbofan engine to remove the majority of water that it will ever ingest while flying through a storm. Whatever small amount of water remains in the air passing through the core will be evaporated and can easily be handled by the engine. The forms of precipitation that are most difficult to deal with are large hail, ice, and freezing rain. Large hail is only found in very strong storms that are generally avoided because of the turbulence problems discussed earlier, and hail impacts can also damage the engine or the aircraft's skin. Freezing rain is troublesome when it forms ice on the engine inlet or the center of the engine spinner. As the ice builds up, chunks may break off and enter the engine causing damage to fan blades or disrupting the airflow and combustion process. Ice is usually prevented by heating systems that warm the surfaces where ice is most likely and discourages its formation. The center hub of some engines is also covered in small sections of rubber that vibrate as ice starts to form causing the ice to shed before it grows into large and dangerous chunks. During freezing rain while sitting on the ground waiting for takeoff, pilots are also trained to rev the engines frequently to prevent ice accumulation. Another design feature that helps keep a jet engine operating in heavy precipitation is igniters, similar to spark plugs, in the combustion section. In the event that the engine suffers a flameout, the igniters will re-ignite the fuel-air mix and restart the engine. Manufacturers recommend that igniters always be turned on whenever a plane's anti-icing equipment is in use or when flying through heavy storms to assist the combustion process. This practice is also recommended when taking off from a runway with standing water since the landing gear can throw up a sheet of water that may be ingested by the engines causing a flameout. Some modern engines are equipped with electronic systems that detect the state of the combustion process and tell the flight crew to engage the igniters. Engines may also have systems that turn the igniters on or restart the engine automatically. Although rain and snow typically pose little danger of causing a flameout in flight, there have been a few cases when precipitation has resulted in engine failure. In August 1987, a Boeing 737 of Air Europe was descending through rain and hail to land in Greece when both of the plane's engines experienced a flameout. The pilots were able to relight the engines and land safely. Just nine months later in May 1988, a more serious incident occurred as TACA Flight 110 from Belize to New Orleans, Louisiana, was descending to land. This 737 was passing through a series of thunderstorms when it too suffered a double flameout. The engines had been throttled back for landing so the internal heat was minimal. The storm was strong enough that the engines ingested heavy rain and hail that simply put out the flame heat source. The crewmembers managed to briefly restart the engines but were forced to shut them down again because of overheating. The pilot managed to pull off an amazing emergency landing as he glided the plane to touch down on a grass strip next to a levee embankment along a lake. The passengers and crew evacuated using escape chutes with no injuries. The 737 was recovered and is still flying today for Southwest Airlines. A less successful landing attempt occurred in 2002 when a 737 of Garuda Indonesia experienced a similar engine failure over the island of Java. Like the earlier cases, this flight was also landing in heavy storms when both engines flamed out. Unable to relight the engines or reach a landing site, the crew ditched the aircraft in a nearby river. One flight attendant perished and at least a dozen other people were seriously injured in the accident. Even including incidents like these, engine problems caused by precipitation are infrequent and rain rarely poses a threat to jet engine safety. A more serious problem that pilots have to worry about is clouds of dust or ash created by volcanic eruptions. Over 100 incidents of commercial airliners encountering these clouds were recorded between the eruption of Mount St. Helens in 1980 and 2006. These clouds can travel hundreds or even thousands of miles from the volcano and still cause damage when entering jet engines. A British Airways Boeing 747 experienced a flameout in all four engines upon flying through volcanic ash in 1982. The 747 fell from 37,000 ft (11,280 m) to 14,000 ft (4,270 m) over the Pacific Ocean before the crew was able to restart the engines. Another 747 of KLM suffered a similar problem over Alaska in 1989 but the crew was only able to restore partial power. Both planes landed safely but their experiences demonstrate the danger volcanic debris poses to aviation. - answer by Joe Yoon, 11 February 2007 Read More Articles: |Aircraft | Design | Ask Us | Shop | Search| |About Us | Contact Us | Copyright © 1997-2012|

aerospace

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Evolving quality standards By far the largest impact on aerospace quality standards occurred when the Department of Defense canceled MIL-Q-9858A and MIL-I-45208A. These standards, which for years represented the basic tenets of the industry, were discontinued in favor of more current and universal standards. This simplifying move toward accepted commercial standards seemed appropriate and cost-effective. About this time, ISO 9000 was becoming the most widely accepted commercial quality standard. Not restricted to a single product line or application, ISO 9000 nevertheless addresses the necessary elements of a viable quality system while satisfying the aerospace industry's simplification requirement. No longer tied to the older quality standards, large aerospace companies started requiring their suppliers to develop quality programs based on ISO 9000. However, these suppliers soon found that ISO 9000 couldn't sufficiently address the unique requirements from all their aerospace customers -- DoD, NASA, FAA and commercial. To address these shortcomings, aerospace companies began to establish their own unique quality standards. A proliferation of quality requirements ensued as each company attempted to address the aerospace limitations of ISO 9000 independently. The multitude of requirements facing each supplier resulted in even more fragmentation and higher costs than before. To address this issue, Boeing, McDonnell Douglas, Lockheed Martin, Northrop Grumman, GE Aircraft Engines, Pratt & Whitney and others formed a steering committee to develop an aerospace interpretation of the ISO 9000 standard. After more than two years of intensive effort, the industry released AS9000, a consensus standard that addresses aerospace needs, its major and minor manufacturing customers, service suppliers and regulatory bodies. The rise of AS9000 In October 1996, the Society of Automotive Engineers issued the draft standard ARD9000, a compilation of several preliminary drafts and reviews by industry experts. The SAE controls the release of most aerospace standards and is closely affiliated with the aerospace industry. Other government regulatory agencies most directly involved in the industry -- FAA, DoD and NASA -- were kept informed and allowed to review draft editions throughout the development process. The ARD9000 draft enabled the industry to review the document thoroughly. Renamed AS9000, it was officially released by SAE in May 1997. Since its release, the Aerospace Basic Quality System Standard has received widespread and enthusiastic support throughout the industry. Boeing has taken steps to institute the AS9000 standard as the model for its own quality program. In a recent national agreement with registrar NQA USA, Boeing openly requires expertise in AS9000 from its suppliers. GE Aircraft Engines and AlliedSignal also have begun to specify AS9000 as a requirement. The FAA's Aircraft Certification Division, while stopping short of directly endorsing AS9000, did recognize that it "should also meet the FAA's expectations for a manufacturing quality control system." AS9000's development and release represents the first momentous attempt to unify the requirements of NASA, DoD and FAA while satisfying the aerospace industry's business needs. Should this effort continue, significant cost savings likely will result. Unlike the automotive industry's QS-9000, which added company-specific requirements to ISO 9001, AS9000 will free aerospace companies from developing separate quality systems for each individual client. Justification for this approach appears in the scope statement of the document itself: "Standardization of compliance requirements results in cost savings due to the elimination or reduction of unique requirements developed for each different customer." In short, AS9000 clarifies ISO 9000. The AS9000 document maintains the same layout as the ISO 9000 standard and, in fact, is identical to the parent document in most respects. All 20 elements of ISO 9000 are represented in AS9000 with identical language. However, inspection of the AS9000 document reveals, in boldface print where appropriate, industry-specific interpretations and methodologies for each element. These additions represent requirements expected by FAA, DoD and NASA; accepted aerospace approaches to certain quality practices; and accepted aerospace interpretations of ISO 9000's general requirements. For example, paragraph 4.2.3b. in ISO 9001, which reads: "… the identification and acquisition of any controls, processes, equipment (including inspection and test equipment), fixtures, resources and skills that may be needed to achieve the required quality …" is modified in AS9000 by the addition of subparagraph 1: "… the design, manufacture and use of tooling so that variable measurements can be taken, particularly for key characteristics." This addition, reflecting the FAA Code of Federal Regulations 14, Part 21, addresses a common practice in the aerospace industry and introduces a common industry concept of "key characteristics." Readers will find similar examples throughout the AS9000 standard. Paragraph 4.9j. discusses the control of foreign objects, a common aerospace concern; paragraph 4.9.1 addresses control of process specifications; and paragraph 4.9.2 concerns itself with tooling regulation. Further review of the AS9000 standard reveals notable aerospace specifics and practices: 4.2.3f.(1) -- Identification of in-process verification points. 220.127.116.11 -- Design control system shall provide for customer and/or regulatory agency approval of changes, when required. 4.6.2d. -- Subcontractors shall use customer-approved special processes sources. 4.9.2 -- The supplier's system shall maintain and control production tooling to ensure that the product meets design requirements. 18.104.22.168 -- When certification test reports are used as a means of product acceptance, procedures shall document the types and frequencies of analyses to validate certifications. 4.12.1 -- When acceptance authority media are used (e.g., stamps, electronic passwords), the supplier's system shall establish and document controls for the media. 22.214.171.124 -- Scrap shall be conspicuously and permanently marked until physically rendered unsuitable for use. 4.16.1 -- Records shall be readily available for review by the customer or regulatory agencies. The examples listed above show that the additions represent accepted aerospace practices rather than truly new requirements. The registration process To date, the major aerospace companies have not required third-party registration, unlike the automotive industry's Big Three with the QS-9000 requirements. In addition, neither the Registrar Accreditation Board nor any other accrediting body have taken active roles in developing and approving AS9000. This has left a significant void, the norm with any new standard. Many people fear over-regulation or a proliferation of regulatory documentation, which encumbered the aerospace industry during its military standards days. On the other hand, many believe that someone should regulate the industry to a specific set of requirements. At this point, it would appear that AS9000 offers excellent guidance for applying ISO 9000 principles to the aerospace industry. Because AS9000 was prepared by the aerospace industry specifically for the aerospace industry, it is imperative that the standard receive support from the very industry that developed it. Companies or agencies, including registrars of quality systems doing business in this market, need to familiarize themselves with the AS9000 standard. GE Aircraft Engines and AlliedSignal have specified AS9000 to subcontractors; Boeing has applied the stand-ard as guidance to its own quality programs, and it would be natural to assume that the company will pass it on to its subcontractors. Sources at Lockheed Martin, NASA and Defense Contract Management Command have expressed significant interest in the standard. Many quality system registrars have taken a wait-and-see approach before training their assessors to the standard or accepting it as a viable tool for implementing quality requirements. Other registrars, particularly those who regularly do business in the aerospace industry, have taken a proactive approach and incorporated the standard into their methodology. Where does it go from here? What the future holds for this new standard is not entirely clear. Several large aerospace companies -- GE Aircraft Engines and Boeing among them -- are considering imposing this standard on their subcontractors, but presently AS9000 is not required at all levels of the industry. AS9000 training classes have appeared -- a sure sign of acceptance -- but a program to regulate aerospace assessors awaits development. So far, there are no signs that accreditation bodies will take an active role in regulating the AS9000 certification process. Of course, the control mechanisms already in place for ISO 9000 are still in effect for the aerospace industry. The FAA reports that the AS9000 standard represents a comprehensive program that contains all the necessary elements of a basic quality system. At the same time, neither the DoD nor NASA have expressed opinions concerning the standard. Regardless of the reports or present acceptance, the AS9000 standard represents a valuable and important source for developing a quality program for the aerospace industry. ISO 9000 has proved an excellent standard, and its simplicity truly is a work of art. AS9000 builds on this standard, adding meaningful insight and addressing the distinctive needs of the aerospace industry. About the author Lee C. Bravener has more than 20 years of direct quality assurance experience. Prior to joining National Quality Assurance USA in 1993, he helped develop and implement quality systems to comply with ISO 9000, MIL-Q-9858A, MIL-STD-1520, NHB 5300, JSC 31000, MIL-STD-2167 and MIL-STD-2168. At NQA USA, Bravener has served as lead auditor on numerous ISO 9000 and AS9000 assessments for a variety of industries. He has recently been promoted to vice president of NQA USA. A leading registrar of aerospace companies, NQA USA has established a structured, self-regulated program to address the AS9000 standard and includes NASA among its customers.

aerospace

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Airplane Wing Coffee Table Airplane decor this wing coffee table or cocktail is perfect furniture for any aviation themed room of course it an ideal gift a pilot decorating aviator man cave. Shop wayfair for the best airplane wing coffee table enjoy free shipping on most stuff even big stuff. Find great deals on ebay for airplane wing coffee table shop with confidence. Aviator airplane wing coffee table restoration industrial hardware metal 56 88800 buy it now 65 watching 5 sold pieces included overall 18 h x w 31 d wood construction type other details mdf finish silver top. Aviator airplane wing coffee table aluminium this living room will add a contemporary note to your interior it seems have stepped right off the runway with its industrial style is an original design that soon become integral part of home decor. Airplane wing coffee table 401572070000ff motoart aviation furniture pretty cool office desk for dad find this pin and more on reid aero by fly furniture with tempered glass top forming an amazing befitting howard hughes or tony stark. Aileron coffee table the vintage cloth covered airframes we use come from a variety of different aircraft wing ailerons are fortunate enough to have access including c 119s b 25s as well albatross and douglas. Stearman wing conference table twin beech coffee tables aileron b 52 spinner c 130 hercules continental radial engine table. Take off meeting table boardrooms will with this executive we designed board room out of aircraft wing flaps tripod coffee the is a simple yet unique design legs come from economy class passenger seats and main circle part an ge cf6 jet. Fly through history while relaxing with coffee tables entree tables and more each item is made from military commercial aircraft parts associated historical events such as world war ii or vietnam. The airplane wing coffee table is handmade from solid wood and plated with spitfire style aluminium making this piece a huge living room talking point works well in any home or office space. Airplane wing coffee table decor room flight z gallerie tableksz tables galleryks large picture on this page is categorize in features images builds with recycled parts. Sycamore stainless steel 34 x 48 l 16 h note see detail for use as end tables. How much airplane wing coffee table decor page explaining why the companies promised that pers would see lower s immediately we visited a great way to raise awareness of your own t shirt today full service auction company is . From pinterest world war ii torpedo bomber propeller table chrome color for airplane wing conf this is engine cover desk coffee 401572070000ff see more 20 pieces of furniture expertly made old parts. Dazzling Airplane Wing Coffee Table Smooth Yeti Furniture By Restoration Hardware,Delightful Airplane Wing Coffee Table Aviation Furniture Restoration Hardware Joy Studio Design Gallery Best,Trendy Airplane Wing Coffee Table Broyhill Furniture On Long Island Ny Free Home Design Ideas Images,Wonderful Airplane Wing Coffee Table Relief Pak Hot Water Bottle Set Of 2 Medicine Cabinet Walmartcom,Lovely Airplane Wing Coffee Table Translated Version Of Httpderjuliannetprojectsroboking,Good Looking Airplane Wing Coffee Table Anime Wolves Publish With Glogster,Attracktive Airplane Wing Coffee Table Princples Against Obama Shirts Zazzle,Impressive Airplane Wing Coffee Table SmileyFace I Can Do Stupid Things Shirt Zazzle,Gorgeous Airplane Wing Coffee Table Airplane Wing Coffee Table Roy Home Design,Fascinating Airplane Wing Coffee Table Small White Coffee Table Images SPIO Round Side With Solid Oak Legs Diameter,Magnificent Airplane Wing Coffee Table Posters Add Color And Character To The Game Room Decoist,Alluring Airplane Wing Coffee Table 100 Headboards Home Furniture Wood Headboard Wooden Designs Modern,Elegant Airplane Wing Coffee Table 17 Best Images About Design Company Reestore On Pinterest Ranges And Engine,New Airplane Wing Coffee Table Anime Wolves Publish With Glogster,Unique Airplane Wing Coffee Table Princples Against Obama Shirts Zazzle,Nice Airplane Wing Coffee Table Bones Of The Upper Body 4 Shirt Zazzle,Luxury Airplane Wing Coffee Table SmileyFace I Can Do Stupid Things Shirt Zazzle,Awesome Airplane Wing Coffee Table Aviator Airplane Wing Coffee Table Aluminium Tables,Amazing Airplane Wing Coffee Table Average Coffee Table Size Roy Home Design,Fresh Airplane Wing Coffee Table Coffee Tables That Lift Furniture Roy Home Design,Awesome Airplane Wing Coffee Table PDF Plans Homemade Balsa Wood Airplane Models Download DIY How To Build A Entryway Bench With,Custom Airplane Wing Coffee Table Copper Metal Design Sunset Fab Inc,Modern Airplane Wing Coffee Table Anime Wolves Publish With Glogster,

aerospace

http://bhuana2601.blogspot.com/2012/09/tower-tape-transcript-of-garuda-flight.html

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This transcript is from the tower tapes at Polonia airport near the Indonesian city of Medan, which was the intended destination of the ill-fated Garuda International Airlines Flight 152. The pilot is identified by his flight number, GIA 152. All other flights in the transcript are from domestic airlines: MNA 241, a landing Merpati flight; and BOU 683, a departing Bouraq flight. NOTE: At one point, the air traffic controller calls the Merpati flight by the wrong number, using the GIA 152 callsign that designates the Garuda flight. GIA 152: Medan approach, GIA 152 passing 150 ATC: GIA 152 radar contact 43 miles. Descend to 3000 feet for runway 05, reduce speed to 220. GIA 152: Descent 3,000 for runway 05. Reduce speed 220 knots GIA 152. GIA 152: Approach, GIA 152, request reason reduce speed above 10,000, 220 knots. ATC: OK sir, your traffic departure sir, now start engine, release traffic departure at or before 27. GIA 152: 152 Like to maintain 210 knots, 250 knots and below 10,000. ATC: OK. It's approved. Merpati plane: MNA 241 passing 10,000. ATC: MNA 241 your position now 11 miles on W11 . Contact 1212. Happy landing. Merpati plane: Selamat siang. Terima kasih. (Translation: Good afternoon. Thank you) ATC: Any time. GIA 152: GIA 152 3000. ATC: GIA 152 maintain 3000 feet for a while. Maintain heading Medan VOR, traffic now still taxi runway 23 . GIA 152: Maintain 3000. ATC: Merpati 152 (the controller means GIA 152) your turn left heading 240 vectoring for intercept ILS runway 05 from right side . Traffic now about rolling ATC: GIA 152 do you read? GIA 152: GIA 152 Say again? ATC: Turn left heading a (pause) 240,235. Now vectoring for intercept ILS runway 05. GIA 152: Roger heading 235 GIA 152. GIA 152: 152 heading 235. Confirm are we cleared from a (pause) mountainous area? ATC: Affirm sir! Continue turn left on heading 215. GIA 152: On heading 215 GIA. Bouraq plane: Good afternoon, approach. BOU 683 departed left turn ATC: BOU 683 continue turn left on heading 120 initial 2,000 feet (One line missing from transcript). ATC: GIA 152, turn right heading 046 report established localizer GIA 152: Turn right heading 040 GIA 152 check established. ATC: Turning right sir. GIA 152: Roger 152. ATC: 152 Confirm you're making turning left now? GIA 152: We are turning right now. ATC: 152 OK you continue turning left now. GIA 152: A (pause) confirm turning left? We are starting turning right now. ATC: OK (pause) OK. ATC: GIA 152 continue turn right heading 015. GIA 152: (scream) Allahu akbar! (Translation: God is great!)

aerospace

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A room measuring 20m x 20m x 15m is filled with air. The temperature is 22 deg C. The pressure is 1.6x10E5 N? 2:An aircraft is flying northwest at 200 mi/hr at standard sea level conditions. Determine the air pressure far ahead of the aircraft . 3:A new experimental aircraft is flying at an altitude where the actual pressure and temperature are 4.72x10E4 N/m2 and 255.7K. Calculate the pressure altitude. 4:Given a temperature of 390R and pressure of 629.66 lb/ft2, determine the density. 5:An airfoil in a test chamber is exposed to a flow of air. Well ahead of the airfol the pressure, and density are 2116 lb/ft2 and .002377 slugs/ft3 respectively. The velocity is 100 mi/hr . At a sensor on the surface of the airfoil the pressure is measured at 2070 lb/fts. Determine the velocity at that point. 6:A missile is flying at standard sea level at a velocity of 750 mi/hr. Calculate the mach number at which it is flying.

aerospace

http://affordablehealthinsuranceplansic.com/file-ready/software-defined-avionics-and-mission-systems-in-future-vertical-lift-aircraft

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Accession number ada620625 title software defined avionics and mission systems in future vertical lift aircraft descriptive note masters thesis. Software defined avionics and mission systems in future vertical lift aircraft by naval postgraduate school penny hill press inc click here for the lowest price. Developments enhance future vertical lift aircraft pieces of the avionics systems and possibly other software service and mission aircraft . Future vertical lift new ultra sized version for vertical lift aircraft with performance similar while phase ii will develop mission systems and software How it works: 1. Register Trial Account. 2. Download The Books as you like ( Personal use )

aerospace

https://www.airhistory.net/photo/47510/VH-FAC/0-12134

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This Bird Dog was built in 1952 to a 1951 USAF order and allocated the serial 51-12134. This was later represented as 0-12134 when the aircraft became more than 10 years old. This aircraft is thought to have gone to the Royal Thai Air Force, and from there to Australia. It was registered in Australia on 15 January 1997 and is currently, appropriately, VH-FAC(5). Seen here airborne for a display at the Houdini-Centenary Air Show. This photo was added on 4 March 2018, and has since been viewed 61 times.

aerospace

http://imamadmad.wikia.com/wiki/If_the_miracle_only_affects_those_on_earth,_do_people_in_space_die

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They didn't tell us, but we can make some guesses. I think we can assume it extended at least into Earth orbit. At any given time in the early 21st century, there's a decent chance of a handful of humans already being in Earth orbit. Even if they got unlucky with the timing, it wouldn't be that hard to push up an upcoming mission to send someone up and see. So, the fact that we didn't hear them mentioning that astronauts are unaffected implies that they probably did the tests, and the Miracle goes that far. But we can't assume much more than that. Humans beyond Earth orbit are pretty rare so far in our history, and it takes years to organize a special mission. Even something as simple as shooting a category one and some monitoring equipment into deep space would likely have taken so long that the Miracle would be over before they pulled it off. I'm sure someone was planning it, but didn't get it done in time, so nobody will ever know how far the Miracle extended.

aerospace

http://weather.thefuntimesguide.com/2010/09/asteroid_impact.php

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But have you ever wondered what the odds are that we’ll actually see an asteroid impact like the kinds we’ve seen in the movies? While we have seen some objects come within a relatively close millions of miles, there are a couple asteroids that have the attention of NASA scientists: - Asteroid 1950DA has potential of hitting earth in the year 2880. - Object 101955-1999 RQ36 looks to have several opportunities of hitting earth after 2165. What About The Impact? Curious to see what you’d feel if an asteroid of a certain size hit Earth? Plug in some numbers on this asteroid impact calculator to find out.

aerospace

https://www.dlr.de/dlr/en/desktopdefault.aspx/tabid-10258/

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DLR has its headquarters in Cologne. The site is located next to Cologne-Bonn airport. Approximately 1,500 employees work in the institutes and facilities and in the central administration. In the summer of 2018, the asteroid Ryugu, which measures only approximately 850 metres across, was visited by the Japanese Hayabusa2 spacecraft. On board was the 10-kilogram German-French Mobile Asteroid Surface Scout (MASCOT) – a lander no bigger than a microwave oven and equipped with four instruments. The ESA BioRock space experiment was carried into orbit, bound for the International Space Station (ISS), on 25 July 2019 as part of the SpaceX CRS-18 mission. CRS-18 lifted off from Space Launch Complex 40 (SLC-40) at Cape Canaveral Air Force Station, Florida, aboard a Falcon 9 launcher.

aerospace

https://milavnarc.com/airplane/what-kind-of-planes-do-southwest-airlines-fly.html

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At Southwest, we only operate Boeing 737s, and our Pilots are highly trained and experienced at flying the aircraft. In fact, before the 737 MAX was grounded, Southwest Pilots flew almost 40,000 flights on the aircraft, which is more than 89,000 flight hours. How do I know what kind of plane my Southwest flight is? Head to Southwest.com and enter your city pair and flight information as if you’re shopping. Then click on your flight number in blue. A menu will populate, which includes your aircraft type. Is Southwest using 737 MAX planes? Southwest has scheduled the Boeing 737 MAX to operate over 9,000 flights next month, or about 9% of its total services. Some 84 airports will see the variant across 270 routes, the vast majority sub-daily. Does Southwest fly 747 planes? Southwest Airlines started 2020 strong with a fleet of 747 Boeing 737 aircraft. What is the newest Southwest plane? Southwest Airlines raises order for smallest Boeing 737 Max by 34 planes - Southwest announced a 100-plane order for the smallest Boeing Max model in March. - The Dallas-based airline says it will exercise options to buy 34 additional 737 Max 7 planes. Do Southwest planes have outlets? We do not currently offer power onboard. Many of our gate areas have been refreshed to include power stations so you can recharge while you relax before your flight. How many seats are on a Southwest plane? Southwest only flys 737’s, 737-700’s, 737-800’s and a small handful of 737-MAX 8. The majority (700’s) have 143 seats, the 800’s and MAX 8’s have 175. You can find seating charts at SeatGuru, but I’ve found them to often be inaccurate. What is the largest plane Southwest flies? On April 26, 2018, Southwest exercised a further 40 options on the Boeing 737 MAX 8, converting them to firm orders. This establishes the airline as the largest 737 MAX customer with 280 total orders for the MAX 8 variant, and 310 aircraft total for the 737 MAX family. Is Southwest a safe Airlines? The airline has a very strong record of only nine accidents within the decades it has been operating. That combined with how well-received their flights and services are, goes to show that Southwest is a very respectable airline. Southwest Airlines is a safe airline that carries millions of passengers every year. How many flights does Southwest have a day? Southwest Airlines operated more than 4,000 flights a day during peak travel seasons in 2019. Does Southwest fly to all 50 states? Source: courtesy Boeing Co. With decades-old restrictions removed, Southwest Airlines Co. (NYSE: LUV) can fly to all 50 states from its headquarters home of Dallas. Which American Airlines plane is the biggest? American’s wide-body aircraft are all Boeing airliners. It is the third-largest operator of the Boeing 787 series and the sixth-largest operator of the Boeing 777 series. |Aircraft||Jet Aircraft||Boeing 737-200| |Notes||Former AirCal fleet.| What is Southwest Airlines known for? With 47 consecutive years of profitability through 2019, Southwest is one of the most honored airlines in the world, known for a triple bottom line approach that contributes to the carrier’s performance and productivity, the importance of its People and the communities they serve, and an overall commitment to … Do Southwest planes have tvs? Enjoy movies, Live and One-Demand TV*, and texting via iMessage and WhatsApp, all for free in our Inflight Entertainment Portal**. There are no apps to download or sign-ups required. All you need is a compatible device and you’re ready for takeoff! Is Southwest Airlines back to normal? Southwest Airlines resumes operations after mass cancellation of flights. After three continuous days of mass flight cancellations and delays, Southwest Airlines (LUV) announced on October 13, 2021, that it had resumed normal operations.

aerospace

https://coreheli.com/unpacking-the-new-faa-certification-requirement-for-uas-delivery/

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In a surprise move, the Federal Aviation Administration announced last year that unmanned aircraft systems (UAS) delivery operations will be required to obtain a commercial air operator certificate (AOC). At a Drone Advisory Committee meeting in Santa Clara, Calif., the FAA announced that UAS package delivery operations would need an AOC issued under 14 CFR Part 119, as required by 14 CFR Part 135. That certification also requires “economic authority” from the U.S. Department of Transportation (DOT), which can only be held by a “citizen of the United States,” as defined in DOT regulations (See 14 CFR § 119.33). This announcement that UAS delivery services would need to meet the same safety and economic certification standards as commercial operators of passenger aircraft came as a surprise to the UAS industry, especially participants in the FAA’s UAS Integration Pilot Program, which brings together state, local and tribal governments with private-sector entities to accelerate the integration of UAS into the national airspace system. As part of this program, various UAS operational concepts are being pursued, including package deliveries by UAS. One participant is the North Carolina Department of Transportation (NCDOT) which has partnered with private-sector entities Matternet and WakeMed Health & Hospitals to deliver lifesaving medical supplies. NCDOT conducted the first round of test flights in September 2018 in Raleigh, N.C., with plans to expand to other facilities throughout the three-year term of the program. “This ‘First Flight’ is a major step forward in the worlds of healthcare and unmanned technology,” said Basil Yap, head of NCDOT’s UAS program. “We’re crossing a new frontier that will bring increased efficiency and lower costs to healthcare providers and ultimately help save patients’ lives.” But as reported by Bloomberg in January 2019, NCDOT, along with other UAS Integration Pilot Program participants, was “stunned” in the meeting during which the FAA announced its decision to require package delivery operations to meet Part 135 certification requirements. Many elements of air operator certification are impractical, if not impossible, for UAS operators to meet. For example, under 14 C.F.R. § 135.25(a), aircraft must be in an airworthy condition and meet the applicable airworthiness requirements of Part 135, including those relating to identification and equipment, and must carry an appropriate and current airworthiness certificate during operations. This is not possible given that small UAS do not qualify for airworthiness certificates. Part 135 also requires that an operations manual approved by the FAA be carried onboard each aircraft during commercial operations, which is also not possible for small UAS. Part 135 also contains pilot minimum flight experience and training requirements that are inconsistent with those promulgated under 14 C.F.R. Part 107. Part 135 requires all pilots to be regularly tested on weight and balance, air traffic control procedures, meteorology, recognizing and avoiding bad weather, and instrument flight rules, which, again, are impractical – if not impossible – in the UAS context. This is in many ways reminiscent of the FAA’s initial integration of UAS into the national airspace system, which required operators to obtain exemptions from regulations that were not compatible with their operations and demonstrate an equivalent level of safety in their proposed operations. Likewise, in the case of parts 119 and 135, UAS operators would have the opportunity to request waivers from regulatory requirements in the certification process, but the FAA reportedly has not determined how exactly it will process Part 119/135 UAS certifications, let alone developed a system to allow exemptions. The cumbersome AOC certification process will also present challenges for UAS operators. The FAA utilizes a phase-and-gate system that has five distinct phases and three gates. The typical processing time for AOC certification is over two years, and the FAA has not provided any guidance on how this process may be streamlined for UAS operators. This raises a number of concerns for UAS operators in drafting the certification documents, as a company must have enough foresight to anticipate changes to their operations while also incorporating UAS technological advances. Moreover, a number of smaller UAS entities may find that the certification process is cost-prohibitive, potentially limiting the volume of UAS package deliveries and limiting competition within the industry. The DOT citizenship requirements for AOC certification further complicate the ability of foreign companies to participate in package delivery operations. At present, commercial operators must be U.S. citizens. For corporations, that requires them to be organized under the laws of the U.S., a state, the District of Columbia, or a U.S. possession or territory. They must also have a U.S. citizen as president, and at least two-thirds of the board of directors and other managing officers must be U.S. citizens. Further, at least 75% of the voting interest must be owned or controlled by U.S. citizens. For partnerships to meet the citizenship requirements, all of their partners must be citizens of the U.S. The federal government purportedly will refuse to waive this requirement for corporations such as Matternet, a Swiss-owned corporation, even though the company is currently participating in the UAS Integration Pilot Program and has successfully conducted similar flights in Switzerland, including a recent expansion of its test operations that transported laboratory samples within Zurich, reducing delivery times by half. It is unclear whether the DOT will allow an exemption from its economic authority regulations in the future. Will these requirements be extended to other commercial UAS operators? Probably not. Current regulations create exceptions to the general rule that commercial operations must be conducted by holders of an AOC. In particular, an AOC is not required for “aerial work operations,” which include as follows: (i) Crop dusting, seeding, spraying and bird chasing; (ii) Banner towing; (iii) Aerial photography or survey; (v) Helicopter operations in construction or repair work (although it does apply to transportation to and from the site of operations); and (vi) Powerline or pipeline patrol. Most current commercial UAS operations fall under the exceptions listed above and thus do not require an AOC. Package delivery and other operations when a UAS is used to carry or deliver something for hire, however, do not fall within these exceptions and require a commercial AOC. In summary, the FAA’s decision to require an AOC for UAS package delivery operations is consistent with current Federal Aviation Regulations, but nevertheless, it took UAS operators by surprise. This is another example of existing federal regulations that apply to UAS yet are inconsistent with the realities of UAS operations, or at least the potential of certain UAS operations. Fortunately, these requirements do not apply to most commercial UAS operations, and there is time to address the complications created by these requirements before commercial UAS delivery operations are authorized. Hopefully, the FAA will move promptly to allow appropriate exemptions and avoid stalling the integration of UAS package delivery operations into the national airspace system. Dane Jaques is a partner at Washington, D.C.-based law firm Steptoe & Johnson LLP, where he focuses on transportation law, including unmanned aircraft systems. Rebecca Lipe, an associate at Steptoe & Johnson, also practices transportation law.

aerospace

https://www.misawa.af.mil/News/Photos/igphoto/2002630300/

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U.S. Air Force Maj. Josiah “Sirius” Gaffney, Pacific Air Forces’ Demonstration Team commander, talks to various members of the Civil Air Patrol from the Misawa Cadet Squadron, after the PACAF F-16 Demo Team Practice Flight at Misawa Air Base, Japan, April 21, 2021. The PACAF F-16 Demo Team provided Civil Air Patrol and spectators on base a front row seat to witness the raw power and maneuverability of the F-16. (U.S. Air Force photo by Airman 1st Class Leon Redfern) 70.0-200.0 mm f/2.8 No camera details available. This photograph is considered public domain and has been cleared for release. If you would like to republish please give the photographer appropriate credit. Further, any commercial or non-commercial use of this photograph or any other DoD image must be made in compliance with guidance found at which pertains to intellectual property restrictions (e.g., copyright and trademark, including the use of official emblems, insignia, names and slogans), warnings regarding use of images of identifiable personnel, appearance of endorsement, and related matters.

aerospace

https://defence-point.com/2019/02/27/hal-unveils-tejas-af-mk-2-mwf/

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India’s Aeronautical Development Agency (ADA) revealed a model of the Hindustan Aeronautics Limited (HAL) Tejas AF Mk 2 Medium Weight Fighter (MWF) at Aero India 2019. The Tejas AF Mk 2 MWF is being pitched to the Indian Air Force (IAF) to meet medium multirole fighter requirements and as a potential replacement of the Dassault Mirage 2000 fleet. The Tejas AF Mk 2 MWF is an enhanced version of the Tejas Light Combat Aircraft (LCA), with modifications comprising a slightly longer length of 14.6 m and wingspan of 8.5 m (compared with 13 m and 8.2 m respectively for the LCA) to enhance its payload-carrying capabilities. The Tejas AF Mk 2 MWF also has a compound delta wing with close-coupled canards to help reduce drag in almost all angles of attack. The maximum weight of the aircraft is 17.5 tonnes, which enhances its weapons carrying capacity to up to 6.5 tonnes, and it is equipped with a higher thrust General Electric GE-F414-INS6 engine that features a Full Authority Digital Electronics Control (FADEC) system. Additional features of the Tejas AF Mk 2 MWF include an infrared search-and-track (IRST) sensor, a missile approach warning system (MAWS), and an active electronically scanned array (AESA) radar.

aerospace

https://idrw.org/this-month-a-light-combat-helicopter-will-be-inducted-into-the-army-aviation-brigade/

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This month, the Indian Army will activate the first squadron of indigenous Light Combat Helicopters (LCH). It will be based at Missamari air base in Assam and will be part of the aviation brigade tasked with defending Arunachal Pradesh’s strategically vital western region. Missamari is located in the Himalayan foothills and is tasked with defending the Tezpur-Bomdila-Tawang-Bum La axis, among other things. China invaded along the same route in 1962. In October, the LCH was inducted into the Indian Air Force. Five helicopters were handed over to the Army Aviation Brigade at the same time. The helicopters have arrived in Missamari and are being integrated with other brigade assets ahead of a formal induction later this month. Missamari’s Army Aviation Brigade was established in March of last year. It has a squadron of Advanced Light Helicopter (ALH) with weapon system integrated (WSI) mistral air-to-air missiles. The helicopter is capable of performing reconnaissance, troop transport, anti-tank warfare, and close air support. The brigade also has an ALH copter unit for logistics purposes. The brigade’s specialised UAV unit is tasked with keeping an eye on the Line of Actual Control (LAC). In forward areas, the UAV maintains surveillance and provides real-time imagery to commanders on the ground.

aerospace

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Technical Sgt. Chase Gill, 185th Air Refueling Wing supply, clowns for the camera with a bowl of “Team Supply” chili at the base dining facility on October 23, 2019. Each year the Iowa Air National Guard unit holds an annual chili cook off where teams compete for honors as part of the annual fund raiser. U.S. Air National Guard photo by Senior Master Sgt. Vincent De Groot

aerospace

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Mini Drones with Camera for Adults 4K UHD, RC Quadcopter with Headless Mode, APP Control, Trajectory Flight, Speed Control and One Key Return (as of Aug 10,2022 16:54:33 UTC – Details) Optical flow sensor provides altitude hold and position hold, hovers the drone steadily at a certain height, prevents it drifting and helps to take selfies easily, to help you get it start quickly and safely. Under this mode, you can play the drone without worring about what direction it is facing. Take Quick Shots With gesture control, you can pose to the camera to trigger phone taking and video recording. Free your hands free to take complex shot. MV Production & Filter Effects Photos and videos can be created and shared in real time directly on the App. Material: ABS and Electronic Components Drone Battery: 3.7V 1600mAh Lipo Battery Transmitter Operation Range: about 100 meters (No interference) Flight Time: 22mins/per battery Charge Time: 150-180 mins Package Content: 1x Drone,1x Transmistter, 1x Fuselage Battery,1x USB Charging Cable, 4x Spare Propellers, 4x Propeller Guards, 1x Screwdriver, 2x Landing Gear, 1x Manual About us: Please feel free to write to us if you have any questions about this drone, we will try our best to help resolve your issue. Easy for Beginners: It’s easy for you to enjoy the drone, press One Key Takeoff/Landing to start or land. Altitude Hold will make you have a smooth flight.Speed Switch help you find the suitable speed for better flight experience. Protable & Flight Time: Mini Drone is lightweight and small volume, makes it exceptionally easy to carry. Come with large capacity modular batteries provide up 22 mins flight, which makes your flight more exciting and interesting. Multiple Mode Flights: The drone is a versatile drone, can perform stunts like 360° flips, altitude hold and speed control etc. And you can also draw a path in your app interface, the drone will fly following the path accordingly, which is the newest technology. Durable and Safe: Equipped with 4 propeller guards to protect the fuselage in case of collision. The high-quality ABS shell protects the drone in a sudden vibration and falling. This is suitable for beginners, hobby users and adults of the drone.

aerospace

https://www.mahindraecolecentrale.edu.in/faculty/ravikiran-bompelly

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Jan 2006 - Aug 2012: Georgia Institute of Technology, Graduate Research Assistant Advisor: Prof. Jerry Seitzman, Co-advisor: Prof. Tim Lieuwen - Worked in collaboration with NASA Glenn Research Center on the project "Detection and Control of Instabilities and Blowout for Low Emission Combustors". - Developed methods for robust detection of Lean Blowout (LBO) proximity sensing in swirl stabilized combustors using optical and acoustic sensors. - Investigated LBO margin sensing in a liquid-fueled Lean Direct Injection (LDI) aero engine type combustor operating at an elevated pressure and inlet temperature. - Investigated LBO margin sensing in a premixed gas-fueled combustor in the presence of combustion dynamics having equivalence ratio oscillations and flame acoustic interactions instability mechanisms. - Modeling of acoustic reflections due to impedance discontinuities inside a combustor for explaining the limitations of using acoustic signals for LBO precursor detection. - Developed a stochastic model for LBO precursor event occurrences and an analysis for a maximum allowed transient rates leading to LBO. - Modeling and control of a high bypass ratio turbofan engine during rapid deceleration transients using Numerical Propulsion System Simulation (NPSS). - Developed a novel control approach for faster engine decelerations based on LBO margin sensing. - Examined LBO margin sensing with tunable diode laser absorption of H2O vapor in combustion products Indian. June 2005 - May 2006: Institute of Technology, Madras, Chennai, India - Investigated response of laminar diffusion flames subjected to harmonic acoustic excitation employing high-speed chemiluminescence imaging and Schlieren. - Assisted in performing Acetone PLIF imaging in a non-premixed backward facing step combustor under unsteady operation.

aerospace

https://beyondrange.wordpress.com/2018/07/11/in-flight-pictures-mont-blanc/

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|Camera||Nikon D90 @ ISO1000 – 1/250| |Date||August 22nd 2017 – 06:40| When we launched the In Flight picture category, we never thought to find something that impressive. On ground to ground pictures, more than 300 km. is considered as an exceptional sight, but here we are talking about more than 500 km. Absolutely a distance that is difficult to imagine. On the Author’s words: This photo was taken from a plane, flying over West France, near Bordeaux, 15 m. before the sun rises. I used Generate a Panorama web, to identify the mountains and calculate the distance to Montblanc, aprox. 538 Km. away. With the naked eye the MontBlanc highligths in the horizon. This kind of photos could only be taken few minutes before the sun rise.

aerospace

https://lensa.com/senior-application-engineer-jobs/aurora-co/hjp/7f57012259f79ca31e94b986200e6a803d7b610d87f8683da77a1516b966954b

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Aurora Flight Sciences is an aeronautics research firm. It manufactures unmanned systems and aerospace vehicles. The company is a subsidiary of Boeing, which mainly specializes in designing and constructing special-purpose aerial vehicles. Aurora Flight Sciences features piloted aircraft, unmanned aircraft systems, and aerostructure products to aircraft companies. The firm plans and develops aerospace vehicles for military and commercial applications. John S. Langford III founded Aurora Flight Sciences in 1989, and its headquarter is located in Manassas, Virginia, United States. The firm currently employs more than 800 employees and operates in more than 5 locations; Cambridge, Massachusetts, Bridgeport, West Virginia, and Mississippi. Aurora Flight Sciences provides paid vacations, healthcare benefits, and other perks to its employees. Aurora Flight Sciences, A Boeing Company is a world leader in the development of highly autonomous aircraft. Our mission is to change the way we travel by applying autonomy and robotics to the development, production and operation of advanced aircraft. This position works with the software development team to support integration of our autonomy framework within our customers? development environments. Aurora?s work environment provides significant responsibility and authority to implement robust, cost-effective, and high-performing technical solutions. As part of a dynamic, multidisciplinary team, this role focuses on building and maintaining technical relationships with customers of our autonomy framework both internal and external to the company. - Diagnose and debug issues found in customer installations. Provide clear, concise bug reports and propose steps to remediate issues discovered in the field.. - Assist with the prioritization of development efforts in coordination with the software development team, and program management.. - Work cross-functionally to develop customer facing technical documentation (internal and external) based on inputs from development team and knowledge of customer needs.. - Train customers on the use of the software. Develop material to support training.. - B.S. in either Aerospace Engineering, Computer Engineering / Computer Science, Software Engineering, or an equivalent discipline.. - 3+ years of experience as an application engineer or equivalent role.. - Candidate must be a U.S. Person (U.S. Citizen or a Permanent Resident/Green Card Holder).. - Candidates must have excellent communication and organizational skills and the desire to take on new tasks and develop new skills.. - Ability to synthesize input a variety of sources.. - Ability to diagnose and debug problems discovered in the field and in customer intallations. Aurora Company Overview: - Familiarity with Matlab, Simulink, State Flow, and Autocoder tools. - Familiarity with publisher/subscriber data bus architectures. - Familiarity with DO-178C software guidelines. - Familiarity with Model-Based Development process and tools. - Familiarity with object oriented design.. - Interest in UAS and Autonomous Vehicles. Aurora Flight Sciences, a Boeing Company, is a leader in the development and manufacturing of advanced unmanned systems and aerospace vehicles. Our mission is to apply autonomy and robotics to the development, production, and operation of advanced aircraft. During the last three decades, Aurora has designed, rapid-prototyped, and flown an average of one new vehicle a year for both government and commercial customers. Now, as an independent subsidiary of Boeing, Aurora?s innovation is combined with Boeing?s size and strength, creating an unprecedented opportunity to shape the future of aerospace systems. . Aurora Flight Sciences, A Boeing Company, is an Equal Opportunity Employer. Employment decisions are made without regard to race, color, religion, national origin, gender, sexual orientation, gender identity, age, physical or mental disability, genetic factors, military/veteran status or other characteristics protected by law. Aurora Flight Sciences, a Boeing Company, is an innovative technology company that develops smarter aircraft using advanced autonomous sy...

aerospace

https://www.hrd-aerosystems.com/services/inflatable-service/

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Aircraft evacuation slides are single- or dual-lane inflatable slides kept tucked inside cabin doors and external fuselage compartments to provide an alternate aircraft escape method. These devices are used when standard exits are deemed unusable due to water, fire or other safety hazards. During an emergency, the slide will deploy automatically after an armed door is opened, inflating in less than 10 seconds and providing a safe descent from either an aircraft wing or floor-level exit. There are four types of inflatable escape slides: - Exit ramps / Off-wing - Combination exit ramps/slides When you book aircraft evacuation slide services with HRD Aero Systems, our skilled technicians will evaluate, repair or provide preventive maintenance for all of your most vital emergency slides.

aerospace

https://afaae.com/canada/new-lander-will-add-along-the-fascination-of-humans-with-mars/

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CABO CANAVERAL, Fla. – In our solar system family, Mars is the closest relative on Earth, the closest relative who has captivated humans for millennia. The attraction will surely grow with the arrival of a NASA lander named InSight. InSight should provide the best possible appearance in the deep interior of Mars, using a mechanical mole to tunnel 5 meters deep to measure internal heat and a seismograph to record earthquakes, meteorite attacks and anything else that can start the red planet. Scientists consider Mars a tempting time capsule. It is less geologically active than the Earth twice as large and thus retains much of its initial history. By studying the preserved heart of Mars, InSight can teach us how the rocky planets of our solar system formed four and a half billion years ago and why they have become so different. "Venus is hot enough to melt lead. Mercury has a surface burned by the sun. Mars is very cold today. But Earth is a good place to take a vacation, so we'd really like to know why one planet goes one way, another planet goes another way, "said Bruce Banerdt, an InSight scientist at NASA's Jet Propulsion Laboratory in Pasadena, Calif. . Terrans today are drawn to Mars for several reasons. Mars – "an incredible natural laboratory" – is reasonably easy to achieve, and the US at least has a proven track record, noted Lori Glaze, director of planetary science at NASA. The cherry on top is that Mars may have been flooded with water and could have harbored life. "Trying to understand how life is – or was – distributed throughout our solar system is one of the major issues we have," Glaze said Wednesday at a news conference. "Are we alone? Were we alone in the past? In two years, NASA will look for evidence of ancient microbial life on Mars – if indeed it is there. On Monday, the space agency announced to Jezero Crater as the landing site for the Mars Rover 2020, which will collect samples and store them to return to Earth in the early 2030s. The former lake and river system of the crater is filled with diverse rocks, making it a potential access point for past lives. Repeat, past life. Not present. Michael Meyer, chief NASA scientist for the exploration of Mars, said that the Martian surface is very cold and dry, with much radiation bombardment, for life to exist today. Recorded observations of Mars – about twice the size of the Earth's Moon – date back to ancient Egypt. But it was not until the 19th century that the craze of Mars actually established itself. Italian astronomer Giovanni Schiaparelli began mapping Mars in the 1870s and described the channels observed as "canali" – Italian for channels. But with the recently completed Suez Canal in many minds, "canali" came to be understood as artificial channels and aliens. Adding to the commotion, the American astronomer behind the Lowell Observatory near Flagstaff, Arizona, Percival Lowell, decided that the canals were carrying water from the poles to intelligent civilizations living near the equator. Lowell's reflections influenced H.G. Wells, author of "War of the Worlds" in 1898. The 1938 radio broadcast of the science fiction novel terrified many Americans who thought that Martians were actually invading. Ray Bradbury's classic 1950 novel, "The Martian Chronicles," kept pace with Mars. Fast-forwarding into the 21st century, SpaceX's founder and science-fiction enthusiast Elon Musk is leading a real charge for Mars. He imagines hundreds of thousands of people flowing to Mars on SpaceX's giant ships and colonizing the red planet to continue the species. Last week, Musk revealed new names for interplanetary ships and booster rockets: Starship and Super Heavy. Musk is so in love with Mars that he hopes to die there one day, although he does not emphasize the impact. While NASA is maintaining its own Mars missions with crews, it has returned its most immediate attention to the moon. An outpost orbiting near the moon could serve as a boarding point for the lunar surface and even Mars, according to officials. It would also serve as a testing ground near astronauts, 100 million miles from Mars. All observations and reports from NASA's robotic explorers on Mars will help the human pioneers on Mars, according to Thomas Zurbuchen, NASA's chief scientist. That's the charm of Mars, scientists say. Going to Mars is "a dream," said Philippe Laudet of the French Space Agency, project manager for InSight's seismometer. "Everything is captivating." For full AP landing coverage on Mars: https://apnews.com/MarsLanding The Associated Press's Department of Health and Science receives support from the Department of Scientific Education at the Howard Hughes Medical Institute. The AP is solely responsible for all content.

aerospace

https://shibaura.pure.elsevier.com/ja/publications/specifications-of-a-ground-based-electrostatic-levitation-furnace

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From 1997, the National Space Development Agency of Japan (NASDA) metastable research team has studied containerless materials processing to establish undercooled and nucleation processing techniques for oxides and high-melting-temperature metals as a preparation for flying the electrostatic levitation furnace on the International Space Station. This crucible-less facility allows samples to be deeply undercooled while avoiding nucleation on the sample surface. It allows not only precise measurements of the thermophysical properties of molten sample, but also permits material processing from the undercooled state. Of the four levitation techniques (acoustic, electromagnetic, electrostatic, aerodynamic), NASDA has concentrated on the development of an electrostatic levitation system, both for use in the ISS and for fundamental research on the ground. A promising containerless experiment of a ceramic oxide using the electrostatic containerless furnace under the microgravity condition offered by a sounding rocket (TR-IA No. 7) was also carried out in 1998 and is addressed in this paper. A novel aerodynamic levitation system was developed to adopt the drop tube which gave smooth cooling curves for molten Y3Al5O12 (YAG) sample. ASJC Scopus subject areas

aerospace

http://rj.com/en/news/title/2828.html

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Our Media Center Royal Jordanian denies making an emergency landing at Tel Aviv Airport Amman, July 11, 2013 - The spokesperson of Royal Jordanian Airlines Basel Kilani denied that any of the airline’s aircraft made an emergency landing at Tel Aviv Airport today. He pointed out that the aircraft that conducted the emergency landing at Tel Aviv Airport is a Greek aircraft coming from Crete Island and not from Jordan. RJ bans Samsung Galaxy Note7 smartphone devices on all its flights Amman, Oct. 16, 2016- Starting October 16, 2016 Royal Jordanian is banning carriage of Samsung Galaxy Note7 smartphone devices (including recalled and replacement devices) on board all its... IATA renews the Enhanced IOSA certificate with no remarks Amman, October 9, 2016 - The International Air Transport Association (IATA) renewed Royal Jordanian's IATA Operational Safety Audit (Enhanced IOSA) for the 7th time in a row since the airline...

aerospace

https://space4peace.org/israel-developing-new-arrow-4-ballistic-missile-shield-with-u-s/

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By Hamodia Staff, Published in hamodia.com, 18 February 2021 YERUSHALAYIM – Israel said on Thursday it is developing a new ballistic missile shield, the Arrow-4, with the United States, another layer in a defensive system built with an eye toward Iran. Israel‘s Arrow-2 and Arrow-3 interceptors are already operational as part of a multilayered system to destroy incoming missiles in the atmosphere and in space. The Israel Missile Defense Organization (IMDO), in the Directorate of Defense R&D (MAFAT) of the Israel Ministry of Defense, and the U.S. Missile Defense Agency (MDA), have commenced the development of the Arrow-4 system. Arrow-4 will be the next generation of endo-exoatmospheric interceptors in the Arrow weapon system, which today consists of Arrow-2 and Arrow-3 interceptors. Arrow-4 will be an advanced, innovative interceptor missile with enhanced capabilities. It will address a wide range of evolving threats in the region and will replace the Arrow-2 interceptors over the next decades. Its development is led by the IMDO and the U.S. MDA, with IAI as the prime contractor for the development and production of the system and its interceptors. “The development of Arrow-4 together with our American partners will result in a technological and operational leap forward, preparing us for the future battlefield and evolving threats in the Middle East and beyond,” Defense Minister Benny Gantz said. MDA Director, Vice Adm. John Hill said that “Arrow-4 is a cooperative program between the MDA and IMDO that illustrates U.S. commitment to assisting the government of Israel in upgrading its national missile defense capability to defend the State of Israel from emerging threats.” Israeli leaders have described Iran’s ballistic missile program as a threat to Israel and the world. Iran says its missile development is defensive and aimed at deterring attack. The Defense Ministry said Israel Aerospace Industries would serve as the prime contractor for the Arrow-4. Boeing and Israel‘s Elbit Systems are also part of the Arrow defense project. The Arrow Weapon System is a major element of Israel’s multilayered missile defense array. See: Original Article

aerospace

https://spacelabeu.com/2019/07/02/help-us-shape-the-future-of-european-satellite-technology-join-our-open-calls/

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Are you student at an engineering faculty or “just” a space technology enthusiast? SpaceLab EU has prepared something very special for you this summer. If you would like to leave an eternal trace in the development of European space technologies, join our following two open calls. We are looking for fresh ideas for a cargo to be launched with our very first satellite to the Earth`s very low orbit. Therefore, we are reaching out to the community for suggestions with a potential for a joint co-development of the cargo project. The main prize: have your project sent into the space with us! Are you good in maths and physics? Help us calculate the optimal constellation of satellites on very low orbits that may once provide free internet connectivity to everyone around the globe. The main prize: €1,000 for submitting an elaborate and valid constellation model. Have we caught your attention? Great! What is the next step? Send us an email to info at spacelabeu.com with the information which of the calls you would like to join and we will get in touch with you with exact terms and rules. This summer, you can make the difference. Challenge yourself with our open calls!

aerospace

https://iaspoint.com/zircon-missile-system/

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Zircon Missile System The 3M22 Zircon, also known as the SS-N-33, is a highly advanced and formidable weapon developed by Russian defense company NPO Mashinostroyeniya. This anti-ship hypersonic cruise missile is capable of being launched from land, air, and submarine platforms, making it a versatile and potent tool for military operations. - The Zircon is renowned for its impressive speed, with reports indicating that it has reached Mach 8 in testing, making it the fastest missile in the world. - In addition to its speed, the Zircon also boasts a unique guidance system featuring both active and passive radar seekers, as well as a plasma cloud that absorbs radio frequencies and makes the missile invisible to radar, allowing it to approach its target undetected. Design and Production: - The 3M22 Zircon is a two-stage missile that utilizes solid fuel in the first stage and a scramjet motor in the second stage. - This combination allows the missile to reach incredible speeds and maneuverability, making it a highly effective weapon against naval targets. - The Zircon is produced by NPO Mashinostroyeniya, a leading defense company in Russia with a long history of developing advanced weapons systems. Range and Guidance: - The estimated range of the 3M22 Zircon varies depending on the source, with some reports indicating a low-level range of 500 km and a semi-ballistic trajectory range of up to 750 km, while others claim the missile has a range of up to 1,000 km. - Regardless of the exact range, it is clear that the Zircon is capable of traveling significant distances and hitting targets at a great distance from the launch site. - In terms of guidance, the Zircon is equipped with both active and passive radar seeker systems, allowing it to track and hit its targets with precision. - The 3M22 Zircon is a highly valuable weapon due to its impressive speed and unique guidance system. - Its ability to reach speeds of Mach 8 make it nearly impossible to defend against, and its plasma cloud allows it to approach its target undetected. - These capabilities make the Zircon a formidable tool for military operations and a major strategic asset for any country that possesses it. - The 3M22 Zircon will be incorporated into the Russian Navy's Kirov-class battlecruiser Admiral Nakhimov this year and the Pyotr Velikiy in 2022. - Russian President Vladimir Putin oversaw the launch of a warship armed with the Zircon on a training mission to the Atlantic and Indian Oceans and the Mediterranean, highlighting the importance of this missile to the Russian military. The 3M22 Zircon is a highly advanced and formidable weapon developed by Russian defense company NPO Mashinostroyeniya. Its impressive speed and unique guidance system make it a valuable strategic asset, and its versatility as a land-, air-, and submarine-launched missile make it a valuable tool for military operations. The Zircon's deployment on Russian naval vessels demonstrates the importance of this missile to the country's defense capabilities. Written by IAS POINT

aerospace

https://www.hindawi.com/journals/jie/2013/960581/

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Research Article | Open Access Eylem Asmatulu, Michael Overcash, Janet Twomey, "Recycling of Aircraft: State of the Art in 2011", Journal of Industrial Engineering, vol. 2013, Article ID 960581, 8 pages, 2013. https://doi.org/10.1155/2013/960581 Recycling of Aircraft: State of the Art in 2011 Recently, the end-of-service life for aging aircraft and related parts has become a key subject in recycling industries worldwide. Over the next 20 years, approximately 12,000 aircraft currently utilized for different purposes will be at the end of service. Thus, reclaiming retired aircraft by environmentally responsible methods while retaining some of the value becomes a significant need. Recycling aircraft components and using these in different applications will reduce the consumption of natural resources as well as landfill allocations. Compared to the production of virgin materials, recycling aircraft will also reduce air, water, and soil contaminations, as well as energy demand. In the present study, we have investigated the environmental benefits of recycling and reusing aircraft components in the same or similar applications as low-energy input materials. During the aircraft recycling, most of the aircraft components can be recycled and reused after reasonable modifications and investments. “Wastes [end-of-life material] from one industrial process can serve as the raw materials for another, thereby reducing the impact of industry on the environment” (Frosch and Gallopoulos, 1989) . This statement is one of the major motivations for the authors to focus on recycling aircraft and related components. Recycling aircraft is a series of activities: collecting recyclable materials and devices from aircraft that would otherwise be considered waste and sorting and processing those useful materials into raw materials for future aircraft and other industrial applications. Hundreds of recyclable materials are available in aging aircraft, and this number continually increases, based on economic and technological developments in the reuse field. At the end of life (EoL), aircraft are often placed in aircraft graveyards/parking places where these sit and degrade as the result of environmental influences, such as UV light, moisture, and oxygen/ozone. In most cases, the useful materials from aircraft are high tech and should be valued for future production and materials conservation. The following section will focus on aircraft recycling companies, aircraft recycling methodologies, and related references. Environmental benefits associated with aircraft recycling and rising market perception of regained products will be reviewed. Generally, aircraft are composed of a number of different materials and devices, including long and short carbon and glass fiber composites, wires, aluminum, titanium and steel alloys, foam, textiles and carpet, landing gears, fluids, electronic devices, engines, and other parts. Sometimes the complexity of materials and devices in aircraft (e.g., military, business jet, and civilian) can reduce the recyclability rate; therefore, during the initial design, manufacturers should consider the EoL of aircraft. 2. Recent Progress in Aircraft Recycling Currently a number of aerospace alloys, including aluminum and magnesium-based alloys, as well as nickel, cobalt, and titanium-based alloys, have been produced and used for aircraft manufacturing. Aluminum alloys are mainly copper, zinc, manganese, silicon, and magnesium. The two main classifications of aluminum-based alloys are cast and wrought, both of which are subdivided into heat-treatable and nonheat-treatable categories. Approximately, 80% of aluminum alloys are produced by the wrought process in the form of sheets and foils that are higher in strength and lower in density, which are desired by the aircraft industry. Among the major aluminum alloys commonly used in aircraft and other aerospace applications (helicopters and spacecraft)—7075, 6061, 6063, 2024, and 5052—the 7075 aluminum alloy is most preferred by the aircraft industry. The composition includes 5.1%–6.1% zinc, 2.1%–2.9% magnesium, 1.2%–2.0% copper, and less than 0.5% of silicon, iron, manganese, titanium, chromium, and other trace metals. These alloys are extensively employed in aircraft fuselages and other engineering structures and compounds in which light weight and corrosion-resistant materials are highly required. Additionally, specially designed alloys make it possible for the aircraft industry to produce high-strength products for jet engines and airframes where high temperature, pressure, and vibration are included during design and manufacturing. Also, stainless steel, nickel, copper, titanium, and these alloys are the major components of aircraft alloys employed for engine blocks, providing high strength and the ability to perform at particularly high temperatures and pressure . Bombardier became the first original equipment manufacturer to emphasize aircraft dismantling operations and, in turn, obtained a dismantling certification from the Aircraft Fleet Recycling Association (AFRA) in 2010. The company successfully dismantled a CRJ100/200 regional jet, which was recognized by the AFRA as one of the best practices in the field. In August 2010, BombardierAircraft Services of Charlotte, North Carolina, disassembled 10 CRJ100/200 regional jets for refurbishing and remarketing useable components for different aircraft companies. They recovered 1,500 reusable parts, including 300 line-replaceable units per jet . Carbon Fiber Remanufacturing (CFR), a company established in 1997 in Whitewater Kansas, specializes in the recycling of carbon fiber of composites. This company generally recycles scrap carbon fibers obtained from the manufacturing process and reuses about 30% of these in further manufacturing processes to make new composites. CFR utilizes detangling, cutting, and hammer milling processes to remanufacture carbon fiber scraps for different product applications. The recycled carbon fibers are used as secondary raw materials without any mechanical property losses, so the remanufactured carbon fibers are nearly the same as the virgin carbon fibers. These can be cut into specified lengths (0.6 cm–7.5 cm) and integrated into nonwoven rolled cloth products and compounds for preferred specifications. These can be added into fiber-reinforced plastics and polymers to make composites and also blended with glass and Kevlar fibers in order to develop new products. Recycled carbon fibers can be used in structural, insulation (thermal and acoustic), and filtration (air and liquid) applications. CFR provides many recycled materials to local and national aircraft industries, as well as appliances, agriculture, construction, automotive, waste water filtration, trucks, textiles, military equipment, outdoor products, power generation, and sporting goods . Recent studies show that the AFRAs series of best management practice guides have become the industry standard for dismantling and recycling aircraft . Since 2008, 16 companies have been accredited by AFRA worldwide, 10 of which are located in the US and the remaining in Europe . Since these companies were certified by AFRA, they have experience in how to dismantle and disassemble aircraft efficiently. They offer a reliable source of high-quality after market airframe spares to global customers, primarily including avionics, electronics, engines, rotables, landing gear, interior decorations, and other flight control parts . Thus, AFRA is the major accreditation process and provides the aircraft and recycling industries with all necessary procedures and tools in order to maximize environmental efficiency and economic profit during aircraft disassembly. This increases the value of the recyclable aircraft at EoL by developing new technologies and approaches that utilize higher-valued materials and devices from aircraft and other closely related industries. AFRA and Boeing also intend to reduce the amount of aircraft manufacturing waste transferred to the landfill by 25% by 2012. AFRA is the global organization dedicated to environmentally responsible management of airplanes during the EoL service and also to the practice of continual life-cycle improvement. According to the AFRA, the quality of recycled composite materials needs to be improved, and new applications and markets for inside and outside the aviation sector need to be defined. Recycling also makes excellent business sense, because the market desires are satisfied at lower costs . Processing for the advanced management of EoL for aircraft (PAMELA) is a program for aircraft dismantling that is supported by the European Commission’s “LIFE” initiative. This dismantling project mainly focuses on subjects, including management, recycling, and reduction of landfills. In this project, the Airbus Company dismantled a 24-year-old airplane (A300B4) into four categories: structure, cockpit/cabin/cargo, systems, and power plant. The main idea behind the project was to increase the amount and quality of materials from retired aircraft. Purity was not the main issue in this project, but the quantity and amount of recovered materials (e.g., mostly nonferrous materials) were considered major advantages. Unlike current processes, dismantling was more efficient and recovered up to 70%–80% of the scrap by weight for reuse. According to Airbus, recovered scrap metals are reasonably pure, so that the recovered aluminium alloys and other parts can be reused directly in the aerospace industry. In addition to economic returns, recycling has environmental benefits, as well. For example, aluminium manufacturing is an energy-intensive process due to the electrolysis step (or Bayer process). However, when aluminium is directly recovered and reused, it reduces the initial energy by 90% , which in turn also reduces raw material consumption. The dismantling process consists mainly of three steps defined by PAMELA. The first step is decommissioning, which includes cleaning, draining of tanks, and various safety procedures. The second step is disassembling, which consists of equipment and parts removal from the body of the aircraft. The third step is the final draining of the systems, removal of hazardous materials, and deconstruction of the aircraft. According to Airbus, some of the components can be reused if the conditions of the parts are still in good shape, such as engines and engine parts, the auxiliary power unit, landing gear, avionics, system equipment, and movable parts and devices. Many other good-quality materials and devices can be directly recycled and reused as provided below:(i)some components, such as fluids (fuel, oil, and hydraulic fluid), security and safety equipment, batteries, avionics, and tires (requiring regulatory recycling);(ii)aluminum, titanium, and nickel alloys; hot-rolled and corrosion-resistant steel alloys; wiring; harnesses; thermoplastics; foams; textiles; carpeting; papers/tissues with special recycling techniques;(iii)cabin and cargo lining, wastes, and various other parts that are not recovered and usually go to landfills and aircraft graveyards;(iv)all composite parts of the aircraft, including the fuselage and interior parts could be potentially utilized in other industries.(v)the entire aircraft used for demonstrations and exhibitions in shows and museums for raising public attention for aviation. Figure 1 shows the aircraft life cycle as well as a reverse supply chain of an airplane. It was reported that the initial weight of an average airplane is 106 tons, and, after three steps in the dismantling process, about 85% of the airplane materials could be recovered and the remaining 15% put in landfills . The 85% of the recycled parts are either used, as is, in the same field, or modified for other applications. Further studies are needed for the unrecoverable materials and parts of the aircraft. It was recommended that the remaining 15% of the components and materials such as interiors could be used in other aircrafts [8–10]. Airbus reported that approximately €250–€300 could be spent per ton of dangerous aircraft parts during storage, such as with asbestos and hexavalent chromium (chromium VI) of the aircraft skin. Lately, Airbus has been persistently working on this subject to further decrease the high costs of the landfill allocations [8, 9]. P3 Aviation is the United Kingdom-based supplier of rotating components (e.g., engines, actuators, turbines, generators, and alternators), aiming to take advantage of the growing market for dismantling and recycling aircraft. This company supervises the removal process from aircraft during the deregistering, dismantling, and selling of parts at the highest values. The company has already dismantled seven aircraft in 2010 and successfully turned aircraft scraps and cabin parts into cash. According to the company, the interior part of the aircraft generally goes to the landfill, but they have sold entire interiors of Boeing 737-400 airplanes. The company also sells diverse aircraft parts for use as office furniture and for decoration purposes. The fuselage has been utilized for desk partitions, flaps and stabilizers for boardroom tables, and engine inlet cowls as reception desks in bars and restaurants . With the aim of recycling plastics and composite materials from aircraft, Allred and Salas (2005) investigated a low-temperature catalytic tertiary recycling process. They claim that the catalytic conversion process could transform all types of plastics (e.g., rubber, thermosets, and thermoplastics) into valuable hydrocarbon products and fuels. Catalytic conversion, a closed-loop process without access to the environment, is nonpolluting because of the rapid conversion times. Other experiments on the utilization of used plastic blast media, hazardous waste streams, and composite scraps and parts involve a low-temperature catalytic conversion process. It was stated that using this conversion process for recycled plastics and other hydrocarbon-associated materials could reduce hazardous substances by a factor of five. Inorganic parts, such as heavy metals and other oxides, could be remelted to eliminate toxicity and used in aircraft. Imide, polyester, epoxy, and other engineered thermoplastics and composite matrices could be converted into low-molecular-weight hydrocarbons to produce valuable fibers for reuse in the fabrication of additional composite materials for aircraft and other industries. Economic analysis illustrates that a recycling plant based on this method will have a return on investment of one to two years. An interrelated technology illustrated a significant amount (100 ton/day) of recycled tires used, confirming that there is a high possibility of implementation with a large-scale tertiary recycling of plastics and composites . It is reported that the recycling of cured composite materials used for aircraft manufacturing is a difficult process because of the complexity of the composite structures . These materials are produced using thermosetting epoxy matrices that form an intimate connection with the surfaces of fibers, metals, and coatings. Recent techniques developed to recycle thermoset composites were recently reviewed . Because of the structural concerns of these recycled fibers, the materials may not regain the original values of reinforcing fibers in order to be directly used in the fuselage structures of aircraft. The Boeing and Alenia Aeronautica companies founded Italy’s first aircraft composite recycling facility of materials for future manufacturing. This facility processes an average of 1,102 tons of composite scrap yearly and creates roughly 75 jobs in the regional economy. Boeing also cooperated with Milled Carbon Limited to establish a pilot industrial plant for processing cured and uncured composite parts on a continuous basis in order to extract high-quality carbon fibers. The recycled material is likely to be utilized for noncritical structures of aircraft, such as galleys, interior linings, seat parts, and tools that produce stronger and lighter-weight materials in the same industry . Most of the wires used in aircraft are conductive metals (e.g., copper, silver, and aluminum) of various sizes and shapes, covered by plastic insulators. Recently, fiber optic cables have been used in aircraft manufacturing, as well. Among the wires and cables, copper is the most commonly used for electrical wiring in aircraft. It was reported that the Boeing Dream Liner 787 has about 60 miles of cables, while Boeing 777 has about 100 miles of cables (Boeing, 2008 ). Once the metal wires are properly removed from aircraft, recycling is easier. Larger-scale wires are shredded and then granulated into smaller particles, so that separators (e.g., gravity, electrical, and optical) can remove the metals from the plastic parts. For instance, an eddy-current separator is one of the frequently utilized electrical separators in which granulated copper wires are fed into the separator to remove copper particles from the plastic particles. Both of these materials can be used in aircraft after the melting and reprocessing steps. For very thin copper wires, the recycling process becomes quite complex. In this case, burning the plastic part of the wires can be the main option for metal recovery, and the heat produced during the burning process can be used in the same industry as an energy source. Depending on the size and complexity of the wires and recycling methods, the recovery rate of wires and cables can vary from 50% to 90%, or even more . Yi et al. (2008) offered an algorithm on the disassembly strategy of mechanical parts in aircraft that relies on the disassembly wave concept . This method is relatively simple and also efficient to search and develop. Furthermore, the method offers an optimal and selectable disassembly sequence of mechanical components with lower numbers of computing and processing steps. This is considered to be a very significant process for maintaining, recycling, and discarding aircraft parts. The authors conducted a study of wave propagation for the selectable disassembly analysis. They claimed that the wave propagation method provides an optimal sequence to disassemble the selected components with the wave that propagates from the selected component to a set of boundary components. The authors also discussed geometric algorithms for both single-dependent and multiple-dependent components. The major drawback of the study was the identification of an optimal sequence used for the selected items with the minimal component removals and examining a division of components from the assembly . 3. Marketability of Recycled Aircraft Materials The major components that can be recycled from aircraft include wires, electronics, aluminum and other alloys, stainless steel, other organic and inorganic compounds, and carbon and glass fibers . Recycling offers economic and environmental benefits because of less energy consumption, labor, and emissions (solid, liquid, and air). Figure 2 shows aluminum sheets that were recycled from aircraft and used for aluminum tile products. The energy consumption of the recycling process is 5% of that required for first-generation aluminum production. Service scrap and manufacturing scrap can be recycled and reused to reduce the consumption of natural resources and mining operations worldwide . Another direct application (described in an unreviewed blog) of the recycled product is in iPad cases, which are made of a solid block of recycled aircraft aluminum . Carbon fibers recycled from a military aircraft (F18) were aligned and integrated into a compression molding unit to make new composites. Materials Innovation Technologies (MIT), located in Fletcher, North Carolina, fabricated automotive parts from recycled fibers using chopping, mixing, and molding processes. Chopped composite parts from the F18 were delivered to both Milled Carbon and Adherent Companies. These fine composites were successfully injection molded to produce different components for testing and evaluation. Test results confirmed that the mechanical strength of the injection molded parts closely matched the shelf virgin carbon fiber-filled compounds. Figure 3 shows a Corvette C6 fender well component molded from recycled F18 carbon fiber, as a demonstration project. As can be seen, the Corvette component (Figure 3(a)), produced from recycled carbon fiber (Figure 3(b)), is about 20% lighter than the fiberglass components, even without any engineering processes. The stiffness of the new composites was also significantly enhanced by adding the recycled fibers . The recycled and remolded products are currently being utilized in the car. Lastly, an aircraft engine can comprise up to 80% of the total value of the aircraft, depending on the applications for which it will be used. According to Mark Gregory of Air Salvage International (ASI), the remaining part of the plane can be sold as spares for approximately $350,000 . Engines (Figure 3(c)) are the first items to be taken out of an aircraft at the recycling facility. These are first checked and then investigated for further use in another airplane. Most of these high-tech materials (e.g., nickel, cobalt, and chromium alloys) with very high mechanical strength and high temperature and corrosion resistance are placed in aircraft engines, so the recycling value of these materials is considerably higher than other aircraft parts . 4. Environmental Impacts of Aircraft Recycling By reducing the amount of energy used by the aircraft industry, recycling reduces greenhouse gas (GHG) emissions and minimizes global climate change. Additional benefits of recycling would be a reduction in emissions from incinerators, and lesser materials to fill the landfills. Table 1 shows the energy savings of different recycled aircraft materials in the US. For example, copper and aluminum recycling from scrap has 85% and 95% less energy requirement, respectively . Utilizing secondary raw materials reduces the use of natural resources. The third column of Table 1 shows the energy savings of recycling metals and related materials. Compared to the concentrating that occurs in mineral processing facilities and the smelting that goes on in metallurgical plants, recycling needs only about 10% of the total investment, increases employment, facilitates the sustainment of a practical manufacturing base, and eradicates landfill waste [22, 23]. Damgaard et al. (2009) assessed greenhouse gas emissions associated with the recycling of metals from after consumer waste in the frame of waste management. A material recovery facility (MRF) was used for the sorting of the recovered metal. According to the authors, GHG emissions are derived from three sources: indirect upstream emissions, direct activities at the MRF, and indirect downstream processes needed in reprocessing the metal scrap. Energy savings result from the avoided production of virgin metal. The global warming factor (GWF) of the upstream activities and the MRF as GHG emissions were 12.8–52.6 kg recovered aluminum and 400–1020 kg recovered steel. Reprocessing is associated with a large saving as the result of avoided virgin production of aluminum and steel. The authors defined a net downstream savings of 5,040–19,340 kg of the treated aluminum and 560–2360 kg of the treated steel. The authors concluded that recovery of the scrap metal mainly relies on the technology and method chosen during the recycling processes, which make the comparison a little more difficult. Energy usage during the recovery and the avoidance of energy used in primary production are also important issues . Other studies have confirmed that regained fibers from recycling serve as feasible replacements for new fibers within many high-end industrial manufacturing processes and also offer a noteworthy savings of money and carbon dioxide emissions. Recycled carbon fiber can be made at about 70% of the cost with 98% less energy than manufacturing virgin chopped fiber. It is estimated that commercial jet manufacturing will create up to twomillion pounds of carbon fiber scrap in 2014. Recycling and substituting carbon fiber for virgin fiber in manufacturing and applications would save enough electricity to power 175,000 typical homes in a year [16, 17]. According to Jim Stike, CEO of the recycling firm Materials Innovation Technologies, using recycled carbon fiber not only avoids the waste of virgin carbon fiber being sent to landfills after the first use but also produces new parts because carbon can maintain a significant portion of the virgin properties even after a second reclamation. As well, the recycling process for the fibers reduces energy costs. Based on Boeing’s estimates, carbon fiber can be recycled at approximately 70 percent of the cost to produce virgin fiber (Table 2) ($8/lb–$12/lb versus $15/lb–$30/lb), using about 5 percent of the electricity required (1.3–4.5 kWH/lb versus 25–75 kWH/lb). In addition, MIT is willing to capitalize on the potential high quality of the recycled chopped carbon fiber to efficiently create intermediate-modulus materials that can be used instead of virgin aerospace and industrial-grade products . Table 3 shows the environmental impact (environmental load unit, ELU) of virgin carbon fibers on energy consumption during the manufacturing process . In order to produce 1 kg of virgin carbon fiber, 400 MJ of total electrical energy (equivalent to oil) is required. Avoiding higher energy in the conventional virgin processes will reduce gas emissions because the energy is mainly from fossil fuels, so recycling makes a substantial improvement on the environment . Aircraft recycling activities in the world promote development of communities and social interactions between communities. Other social impacts consist mainly of an increased lifespan made possible through a cleaner environment, safer working conditions for employees and employers; increased citizen interest in seeking employment or volunteer work in recycling, and improved scientific, cultural, and other activities nationally and internationally. Recently, social as well as educational impacts of recycling have been gaining much attention globally. 5. Limitation and Future Research Recycling provides a number of different benefits to the environment and economy. For use as interior materials of aircraft, recycling competes with the option of disposal . Although the AFRA emphasizes this issue, several companies are already reusing aircraft interior parts for furniture, decoration, and art components. One of the dismantling programs is based on the A300-B4 airplane, which contains 4% composites, 4% titanium, 12% steel, 77% aluminum, and 3% other materials, so this specific model contains a high ratio of aluminum (77%), while later models contain a high ratio of composites. Thus, a better composite recycling process for higher composite-containing airplanes should be investigated for each airplane. The most efficient recycling methods need to be defined for composite materials of various sizes and shapes and marketability should be sought in detail . For more than four decades, thousands of obsolete aircraft have been sitting in the Southwest desert; however, the demand for recycled aluminum is still increasing. The abandoned aircraft have great potential as a source of valuable metals and fibers for several industrial applications. Nevertheless, cost-effective recycling of aircraft alloys is difficult due to the fact that these characteristically have quite high levels of alloying elements, such as zinc (7xxx series) and copper (2xxx series), and low levels of minor elements, in order to optimize fracture toughness and other mechanical and corrosion properties. Changing the structure and types of aircraft materials makes the recycling process more complex and challenging . According to Das (2009) feasible aluminum recovery is 90% or greater for the older aircraft. Aluminum alloys contain high amounts of zinc and copper, which makes the recycling process more complicated than the lesser-alloyed aluminum and other alloys used in other applications. Specific recycling trials are needed to make aircraft recycling more economic and efficient . From a market point of view, the recycling of glass fiber is not practical because of its low cost (<$1/lb) and a sufficient supply of virgin glass fiber available to the market. However, recycled carbon fibers have a higher demand in the market because of the lower cost and similar physical properties compared to the virgin fibers, so it is economically more feasible for many companies . Lastly, the design stage is very important due to the cost of raw materials and recyclability of products. Designing a product in a reliable and recyclable way should be investigated in detail for each aircraft produced. Recycling aircraft parts offers numerous environmental benefits, including reduction of water, soil, and air pollution, as well as landfills. Some of the materials (composites and alloys) in aircraft are costly to produce, so regaining these kinds of materials at a reasonable price is an environmentally responsible approach is of great interest to recycling and aircraft industries. Aluminum is a high-demand material for most industries, so recovering this material with less effort has gained the considerable interest of many industries. Recycling of a material requires less energy than that of producing virgin material and also reduces gas emissions (e.g., , CO, NOX, and ) and other emissions. A direct recycling (or as is recycling) methodology can be used for some aircraft components, such as engines and electronics. Also, using aircraft components for furniture and decoration requires less energy because it necessitates only some basic processes such as cutting, reshaping, sanding, and painting, in order for these to be turned into sophisticated furniture for many consumers. |AFRA:||Aircraft Fleet Recycling Association| |ASI:||Air Salvage International| |CFR:||Carbon Fiber Remanufacturing| |EoL:||End of life| |GWF:||Global warming factor| |MIT:||Materials Innovation Technologies| |MRF:||Material Recovery Facility.| - R. A. Frosch and N. E. Gallopoulos, “Strategies for Manufacturing,” Scientific American, 1989, http://www.umich.edu/~nppcpub/resources/compendia/IEORpdfs/IEOR_Reading.pdf. - J. R. Davis, Aluminum and Aluminum Alloys-ASM Specialty Handbook, ASM International, 1993. - Bombardier. Recyclability “End-of-Life Challenges,“, 2011, http://csr.bombardier.com/en/products/aerospace-products/recyclability. - Carbon Fiber Remanufacturing (CFR), “Guide to Reclaimed Carbon Fiber Œ Market Applications,” 2011, http://www.carbonfiberremanufacturing.com/. - Aerospace Manufacturing and Design (AMD), “AFRA Targets 90% Recyclability of Global Fleet by 2016,” 2011, http://www.onlineamd.com/aerospace-manufacturing-design-AFRA-recyclability-amd-070210.aspx. - Aircraft Fleet Recycling Association (AFRA), “AFRA Accredited Companies,” 2012, http://www.afraassociation.org. - Airbus, France S.A.S. “PAMELA-Life Main Project Result” 2008, http://www.pamelalife.com/english/results/PAMELA-Life-project_results-Nov08.pdf. - M. Kingsley-Jones, “Airbus’s Recycling Master Plan—Pamela,” Flight International, 2008, http://www.flightglobal.com/articles/2008/05/26/224015/airbuss-recycling-master-plan-pamela.html. - Tarmac Aerosave, “First Industrial Company for Aircraft Storage and Dismantling,” 2011, http://www.tarmacaerosave.aero/TARMAC_Aerosave_en.pdf. - K. Reals, “Dismantling Company Finds Innovative Ways of Reusing Scrapped Aircraft Materials,” 2011, http://www.flightglobal.com/articles/2011/01/10/351596/dismantling-company-finds-innovative-ways-of-reusing-scrapped-aircraft.html. - R. E. Allred and R. M. Salas, “Recycling Process for Aircraft Plastics and Composites,” 2011, http://www.dtic.mil/cgibin/GetTRDoc?AD=ADA305806&Location=U2&doc=GetTRDoc.pdf. - E. Asmatulu, J. Twomey, and M. Overcash, “Recycling of fiber reinforced composites and reusing in different fields as low cost products,” Journal of Composite Materials. In press. - Boeing, “Boeing and Alenia to Support Italy's First Composite Industrial Recycling Plant,” 2008, http://www.boeing.com/news/releases/2008/q3/080715e_nr.html. - J. Yi, B. Yu, L. Du, C. Li, and D. Hu, “Research on the selectable disassembly strategy of mechanical parts based on the generalized CAD model,” International Journal of Advanced Manufacturing Technology, vol. 37, pp. 599–604, 2008. - Anonymous 1, “Electric Wire Recycling,” 2011, http://www.profitablerecycling.com/ElectricWireRecycling.htm. - W. Carberry, “Airplane Recycling Efforts Benefit Boeing Operators,” 2011, http://www.boeing.com/commercial/aeromagazine/articles/qtr_4_08/pdfs/AERO_Q408_article02.pdf. - Coveringsetc, “Recycled Airplane Parts Transformed into Bio-Luminum,” 2011, http://www.coveringsetc.com/BioLuminumHome.aspx?CategoryID=22. - Anonymous 2, “DrawCase for iPad,” 2011, http://www.topblogposts.com/2010/06/showcase-of-beautiful-apple-ipad-cases/. - P. E. George and W. L. Carberry, “Recycled carbon fiber performance in epoxy and polycarbonate matrices,” in Proceedings of the Composites Innovation Conference, Barcelona, Spain, October 2007. - M. Cacciottolo, “How do you recycle jumbo jet,” BBC News, 2011, http://news.bbc.co.uk/2/hi/uk_news/magazine/8542482.stm. - H. Lund, Recycling Handbook, McGraw-Hill Professional, 2nd Edition edition, 2000. - British Metals Recycling Association (BMRA), “About Metal Recycling,” 2011, http://www.recyclemetals.org/about_metal_recycling. - S. K. Das, J. A. S. Green, and J. G. Kaufman, “Aluminum Recycling: Economic and Environmental Benefits,” 2011, http://www.phinix.net/services/Recycling/Aluminum_Recycling_Economic.pdf. - A. Damgaard, A. W. Larsen, and T. H. Christensen, “Recycling of metals: accounting of greenhouse gases and global warming contributions,” Waste Management and Research, vol. 27, no. 8, pp. 773–780, 2009. - K. Wood, “Carbon Fiber Reclamation: Going Commercial,” High-Performance Composites, 2011, http://www.compositesworld.com/articles/carbon-fiber-reclamation-going-commercial. - A. H. Åström, Model for end of life treatment of polymer composite materials [Doctoral Thesis], Department of Machine Design, Royal Institute of Technology, Stockholm, Sweden, 2005, kth.diva-portal.org/smash/get/diva2:12611/FULLTEXT01. - P. B. Hayes, “Europe Pioneers Aircraft Recycling Initiatives,” Industry Beat, pp. 4, 2006, http://www.aiaa.org/aerospace/images/articleimages/pdf/AA_Aug06_IB.pdf. - S. K. Das, J. A. S. Green, J. G. Kaufman, D. Emadi, and M. Mahfoud, “Aluminum recycling-an integrated, industry wide approach,” The Minerals, Metals & Materials Society (TMS), vol. 62, no. 2, 2007. - S. K. Das, “Aluminum recycling: an integrated industry-wide approach,” in AIME Conference, pp. 22–24, Lausanne, Switzerland, July 2009. - V. Patel, “Composites Recycling: Market Opportunity Analysis,” 2011, http://www.frptoday.in/APRIL%202010.pdf. Copyright © 2013 Eylem Asmatulu et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

aerospace

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Uninvolved people are people who aren't directly involved with a drone operation and have been given a safety briefing from the remote pilot When flying in the Open Category (under an A2 C of C) or in the Specific Category (under an Operational Authorisation gained by a doing a GVC drone course) you always need to be aware of uninvolved people and what separation distance you need to maintain. An uninvolved person is a person that does not take part in the drone operation, either directly or indirectly. Therefore a person may be considered to be ‘involved’ when they have: - Given explicit consent to the drone operator or to the remote pilot to be part of the drone operation (even indirectly as a spectator or just accepting to be overflown by the drone); and received from the drone operator or from the remote pilot clear instructions and safety precautions to follow in case the drone exhibits any unplanned behaviour. In principle, in order to be considered a ‘person involved’, one: - is able to decide whether or not to participate in the UAS operation; - broadly understands the risks involved; - has reasonable safeguards during the drone operations, introduced by the site manager and the aircraft operator; and - is not restricted from taking part in the event or activity if they decide not to participate in the drone operation. As a drone operator, make sure you always give a safety briefing to people whom you want to be 'involved' with your drone operation. The person involved is expected to follow the directions and safety precautions provided and the drone operator or remote pilot should check by asking simple questions to make sure that the directions and safety precautions have been properly understood. Spectators or any other people gathered for sports activities or other mass public events for which the drone operation is not the primary focus are generally considered to be ‘uninvolved persons’. To put it simply, you cannot fly your drone over a football stadium whilst a football match is in play. People sitting at a beach or in a park or walking on a street or on a road are also generally considered to be uninvolved persons. An example: when filming with a drone at a large music festival or public event, it is not sufficient to inform the audience or anyone present via a public address system, or via a statement on the ticket

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1 Min Read SAN DIEGO, March 7 (Reuters) - China's CDB Aviation Lease Finance is poised to announce an order for 30 Boeing 737 MAX 8 passenger jets and is looking at placing further potential aircraft orders as it pursues international growth, industry sources said on Tuesday. Such a deal would be worth $3.3 billion at list prices, but manufacturers typically charge about half price for actual market transactions. Dublin-based CDB Aviation, an arm of China Development Bank, and Boeing both declined to comment on the order, which is believed to be on the planemaker's books already as an undisclosed customer. (Reporting by Tim Hepher, editing by G Crosse)

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Planetary Simulant Database Free Resource for Regolith Simulant Information |Component||P-MRS (wt.%)||S-MRS (wt.%)| Phyllosilicatic and Sulfatic Mars Regolith Simulants Simulant Name: hyllosilicatic and Sulfatic Mars Regolith Simulants Availability: May Be Available Developed By: German Aerospace Center DLR, Germany Available From: N/A Publications: Böttger, U. et al. (2012), Optimizing the detection of carotene in cyanobacteria in a martian regolith analogue with a Raman spectrometer for the ExoMars mission. Planetary and Space Science 60, 356-362. These two simulants were used to specifically test the Raman Laser Spectrometer (RLS) on the ExoMars rover and its ability to identify organics and minerals. They were meant to represent the environmental chance on Mars from early hydrothermal alteration to later cold and dry oxidizing conditions. The materials were crushed and mixed, then sieved to a <1 mm size fraction for experiments with cyanobacteria.

aerospace

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Happy National Moon Day! To mark the 50th anniversary of Neil Armstrong and Buzz Aldrin landing on the moon, I'm sharing CBS Sunday Morning's restrospective of the mission, To the Moon! Apollo 11's great adventure. Jeffrey Kluger, editor-at-large at Time magazine, recounts the human landmark of landing men on the lunar surface. Kluger talks with Apollo 11 command module pilot Michael Collins and astronaut Edwin "Buzz" Aldrin and, in archive footage, hears from mission commander Neil Armstrong about the achievement of the first Moon landing, and of the "magnificent desolation" they found there.I was nine years old 50 years ago and I sat in front of the TV waving an American Flag while Armstrong and Aldrin landed and again when they walked on the Moon's surface. I then scratched the date onto the label of a glass jar. That jar is still sitting in the kid's bathroom of my mother's house where I grew up. I plan on writing about returning to the Moon, both India's planned unmanned landing and NASA's plans to land humans on the Moon in 2024, after I follow through on my promise to continue blogging about the Saturn Awards nominees and celebrate Souther. Stay tuned.

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Do we have satellite images of Mars? One of humanity’s most productive, legendary satellites isn’t orbiting Earth. NASA’s Mars Reconnaissance Orbiter has zipped around the red desert planet for a decade and a half, beaming back a plethora of detailed images of Mars’ volcanoes, valleys, dried-up lakes, and beyond. Are Mars pictures colored? NASA provides several flavors of Mars imagery — including the raw, unprocessed color pictures; true-color versions that aim to duplicate what astronauts would see if they were on Mars; and white-balanced versions that show what a Martian landscape would look like under Earthlike lighting conditions. What satellites and or telescopes have taken pictures of or collected data on Mars? Mariner 6 and 7 In 1969, Mariner 6 and Mariner 7 completed the first dual mission to Mars, flying by over the equator and south polar regions and analyzing the Martian atmosphere and surface with remote sensors, as well as recording and relaying hundreds of pictures. Is there a Google Earth for Mars? 4. Can I see the Mars data using the Google Earth client? Yes, you can! Mars in Google Earth allows you to fly to the red planet in a virtual 3D environment. How dark is Mars? On Mars, near the equator, the duration of daylight is about 12 hours, followed by approximately 12 hours of darkness. A Martian greenhouse will need to be well insulated to avoid huge temperature drops at night. Can you see Mars surface with telescope? Nearly any telescope is better than none. On a night of good seeing near opposition, even a small telescope with 60mm to 80mm aperture will show the largest and most prominent features on the Martian surface, although the image will be small and the resolution too low to reveal much detail. What does Mars look like in telescope? Through a home telescope Mars will appear as a round reddish object. Don’t expect a bright red object. The red shade will be dull. You might get to see a white coloration at the ‘top’ or ‘bottom’ of your view, a polar cap, depending on the season or the tilt of the planet. Where can I find images of Mars from Mars Pathfinder? Note: If you are looking for images from Mars Pathfinder, they are posted on the Mars Pathfinder mirror sites and also at NSSDCA at: http://nssdc.gsfc.nasa.gov/planetary/marspath_images.html . Hi-Resolution TIFF? Global mosaic of Mars. Visible in the center of this mosaic is the largest known chasm in the solar system, Valles Marineris. Are there any images taken by the Viking orbiter on Mars? Reproduced from volume 59 of the Mission to Mars: Viking Orbiter Images of Mars CD-ROM set. The following images were taken by the Viking 1 and 2 orbiters. They are among the most requested images which NSSDCA archives. These images were taken of the region on Mars known as Cydonia Mensae and contain the feature commonly known as the “face”. What is the largest and smallest satellite on Mars? Mars’ largest satellite, Phobos. Reproduced from Volume 14 of the Mission to Mars: Viking Orbiter Images of Mars CD-ROM set. Montage of three separate images of Phobos taken by Viking 1. Mars’ smallest satellite, Deimos. Reproduced from Volume 59 of the Mission to Mars: Viking Orbiter Images of Mars CD-ROM set.

aerospace

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While scientists are yet to produce the likes of a Borg bio-ship, a new self-healing spacecraft being developed by the Department of Aerospace Engineering at the University of Bristol in England, shows that science often follows in the footsteps of science fiction. Building a spacecraft is a complex task, even more so when the lives of astronauts are at stake. They are precision pieces of engineering that have to survive in the airless environment of space, where temperatures can swing from hundreds of degrees Celsius, to hundreds of degrees below zero, in moments. Once a spacecraft is in orbit, engineers on the ground have virtually no chance of repairing anything that breaks. But what if the engineers didn’t have to? Funded by European Space Agency’s (ESA) General Studies Programme, the new study into self-healing spacecraft has allowed engineers to take a step towards that amazing possibility. The scientists involved said that they looked to nature for their inspiration. Such technology would be an invaluable safeguard for space missions, as even the smallest of breaches in a ship’s superstructure can lead to catastrophic failure. Extreme temperatures can cause small cracks to open, as can impacts by micrometeoroids – small dust grains travelling at speeds of several kilometres per second. Over the lifetime of a mission the cracks build up, weakening the spacecraft until a disaster becomes inevitable. So, just how do you get a spacecraft to self-heal? The engineering may prove to be difficult, but the beauty of the concept itself is in its simplicity. The challenge for Semprimoschnig was to replicate the human process of healing small cracks before they can open up into anything more serious. He and the team at Bristol did it by replacing a few percent of the fibres running through a resinous composite material, similar to that used to make spacecraft components, with hollow fibres containing adhesive materials. Ironically, to make the material self-repairing, the hollow fibres had to be made of an easily breakable substance: glass. “When damage occurs, the fibres must break easily otherwise they cannot release the liquids to fill the cracks and perform the repair,” said Semprimoschnig. In humans, the air chemically reacts with the blood, hardening it. In the airless environment of space, alternate mechanical veins have to be filled with liquid resin and a special hardener that leak out and mix when the fibres are broken. Both must be runny enough to fill the cracks quickly and harden before it evaporates. Don’t hold your breath waiting to see how the new “skin” holds up in space, as development still has some way to go yet. “We have taken the first step but there is at least a decade to go before this technology finds its way onto a spacecraft,” says Semprimoschnig, who believes that larger scale tests are now needed. There are a number of benefits associated with a self-healing spacecraft. First, ships could stay out on Earth orbits for double the time they do now, which would roughly halve the cost of the mission. Second, doubling a ship’s lifetime means that mission planners could contemplate missions to far-away destinations in the solar system that are currently too risky. A new era of more reliable spacecraft could be just what the struggling space industry needs to move ahead. What’s next? Astronauts assimilating with their craft? Comments are closed.

aerospace

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By Evan Ackerman Today is the 40th anniversary of the landing of Apollo 11 on the moon, and Google has added a new moon feature to Google Earth, allowing you to zoom around the moon and take tours of the landing sites narrated by the astronauts themselves. If you have Google Earth 5.0 installed, you can get to the moon by clicking the planet button on the top toolbar and selecting the moon. If not, you can download Google Earth for free, here. If you weren’t lucky enough to be alive on July 20, 1969, you can experience the landing in real time at http://wechoosethemoon.org/. The site takes a little while to load, but it’s streaming live radio transmissions from Apollo 11, timeshifted by 40 years. It’s awesome… And not just the “wow, that’s awesome” sort of awesome. It’s the sort of awesome where the “awe” really means something.

aerospace

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The structure is made in such way it will be filled with warmed air inside and after the balloon is full it can then effectively take off with as many people as possible but depending on the size of fabric or air bag used. Since these bags can fly hundred of meters above the ground safety measures should be put in place in advance to minimize the risk flying. The structure can experience some technical problems when it is on the sky and so the pilot is required to have all the necessary measures put in place to cater or counter attack such issues. The crew can even be provided with parachutes just in case the wind becomes so violent and the structure fails to hold against such winds. For a successful flight the wind prevailing in that day should be favorable so as to facilitate taking off easily and also enable safe landing. The reason why many people prefer it is because it flies very quietly without making a lot of noise and it moves swiftly without even the passengers noticing. When the balloon is being inflated, cold air is first filled by the use of a common fan. The fabric bag is a gigantic sail and if wind will approach it at ten mph will actually make filling that bag so difficult. The wind if at high speed will cave the bags sides in such way they will cave inside placing tremendous weight on the basket and also fabric. The facility should on fly certified aircrafts which are especially designed for riding and not those crafts designed for sporting or even hobby equipment. Pilots are required to do a thorough prior flight inspection before any passenger gets on board. Another thing a faculty looks at is weather. They should be conscientious with weather as it the major or key determinant for a safe and successful flight. There also some guidelines those institutions operating these air envelopes should follow to ensure maximum safety for their flights at all times. Apart from the safety guideline, a perfect location for flying over is also important to choose. A pilot should choose to fly in an area which is open with two hundred feet by some other two hundred feet clear from any obstacles and any overhead line of electricity. The practice though has very strict rules and policies that govern it. Some of these rules and policies include not taking on board all women who are pregnant, the weight of an individual person intending to board the basket should not pass one hundred and thirteen kilograms, all the crew members should be fit physically for modest take off and all the members are required to be at least taller than basket height. About the Author: If you like this article please shere it

aerospace

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An airline pilot brought a loaded gun on board a flight, according to officials. The Southwest Airlines pilot was arrested at St. Louis Lambert International Airport on Wednesday. Transportation Security Administration (TSA) detained the 51-year-old male pilot, who had the gun in his carry-on. The unnamed pilot was traveling from St. Louis to Las Vegas. At a checkpoint, he was caught carrying a loaded 9mm pistol in his luggage early Wednesday morning, KMOV reports. A spokesperson for Lambert Int’l. Airport said the pilot had not declared the handgun, as is required, ahead of the screening process. Airlines allow passengers to travel with firearms, but they must be declared and stowed in checked luggage. It is unknown whether the pilot was scheduled to be a crew member on the flight, or if he was flying to another stop. He reportedly did not have a conceal and carry permit or authorization to carry a firearm, according to the airport. Southwest issued the following statement in response to the incident: We are aware of a situation involving a Southwest Pilot at St. Louis Airport. We are currently working alongside the appropriate authorities to gather more information. We have no further information to share at this time. The pilot was arrested on suspicion of unlawful use of a weapon. The pending charges will be handled through St. Louis County.

aerospace

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Unmanned Aircraft Systems (UAS) can revolutionize NOAA's ability to monitor and understand the global environment. There is a key information gap today between instruments on Earth's surface and on satellites - UAS can bridge that gap. Operated by remote pilots and ranging in wingspan from less than six feet to more than 115 feet, UAS can also collect data from dangerous or remote areas, such as the poles, oceans, wildlands, volcanic islands, and wildfires. Better data and observations improve understanding and forecasts, save lives, property, and resources, advancing NOAA's mission goals. NOAA's UAS work draws on expertise from industry, academic, and government partners. This broad coalition seeks to apply technologies used in national defense - including high- and low-altitude UAS, communication technologies, and instruments - to benefit the global environment.

aerospace

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On Tuesday, 18 November, 36 of OneWeb's satellites shipped from the Florida Space Coast to the Vostochny Cosmodrome. Our December launch is a major milestone for the team as we resume our launch campaign with Arianespace that will include 16 launches with 34-36 satellites per launch. We have all recognised the necessity and value of connectivity, and now more than ever, we are absolutely committed to supporting communities, businesses and countries where they are digitally underserved. This shipment of satellites for our next launch represents another great milestone in OneWeb’s journey and a feat of logistics in these unprecedented times. We are making tangible progress and ready to resume launches to fulfil our goal in providing connectivity to all. Our fourth launch and third for this year, will bring the total in-orbit fleet to 110 satellites in Low Earth Orbit. The satellites were built by OneWeb Satellites thanks to its leading-edge satellite manufacturing process that can build up to two satellites a day on a single production line. The facility is running at full speed, within the COVID-19 guidelines, manufacturing satellites that are tested and ready now, and for future launches. As we look to 2021, we are focused on scaling the satellite constellation to begin commercial services starting at the end of 2021 to the UK, Alaska, Canada, Northern Europe, Greenland, Iceland, and the Arctic Seas. Check out the pictures of the loading and preparation here: https://we.tl/t-DvhNAT51iV

aerospace

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New Delhi, January 21: Indian officials on Sunday said that an Indian plane was not involved in a crash in Afghanistan amid reports that an aircraft from India met with an accident there last night. A senior official said that a Moroccan-registered DF 10 aircraft was involved in the crash in Afghanistan. Plane Crash in Afghanistan: Passenger Plane Crashes Near Topkhana in Badakhshan Province. Another official said the aircraft that crashed in Afghanistan last night was not that of an Indian carrier. The clarification came against the backdrop of reports from Afghanistan that an Indian plane was involved in the crash.

aerospace

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Hey there, space enthusiast! You’re probably wondering, “Is the Space Traveler still in business?” Well, you’re in luck because we’ve got some fresh-off-the-press info to quench your cosmic curiosity. The Space Traveler, a pioneer in commercial space travel, is indeed still very much alive and kicking. They’re not just surviving; they’re thriving! It seems that despite all the challenges thrown its way – from technical glitches to market fluctuations – this company has managed to steer clear of any major obstacles. In fact, they’ve been making quite a splash recently with their ambitious plans for future missions. So if you’ve been dreaming of soaring through the stars or simply love keeping up-to-date with all things astronomical, rest easy knowing the Space Traveler isn’t going anywhere anytime soon. Understanding the Current State of Space Traveler So, you’re wondering about the current state of Space Traveler? Good news! You’ve come to the right place. Let’s dive in on this fascinating topic. First off, let’s get something straight. When we talk about ‘Space Traveler’, what we’re really talking about is the industry that’s emerged around commercial space travel. Companies like SpaceX and Blue Origin are leading the charge with new technologies and ambitious plans for exploration and colonization. Now, you might think that space travel is just a pipe dream for billionaires or trained astronauts, but that’s not entirely true anymore. The last decade has seen some significant developments that have brought us closer than ever to making space tourism a reality. Just recently, Virgin Galactic completed its first fully crewed flight to the edge of space, signaling a major milestone in commercial space travel! Browse Our Huge Selection of Official Shark Tank Products: SHARK TANK STORE >>> And let’s not forget SpaceX’s Starship prototype which successfully landed back on Earth after reaching an altitude of 10 kilometers during a test flight earlier this year! It was a huge leap forward for reusable spacecrafts — these bad boys could potentially slash costs and make space more accessible for everyone. But hold on! Before you start packing your bags for Mars, it’s worth noting that there are still many challenges to overcome. From technological hurdles to regulatory issues and safety concerns – there’s plenty standing between us and our interstellar dreams. So yes, while we might not be vacationing on Titan anytime soon (sorry Saturn enthusiasts!), it’s clear that commercial space travel is here to stay. With each passing year we’re getting closer to turning those sci-fi fantasies into reality – so keep those cosmic passports at hand! Here’s a quick rundown of some key stats: |SpaceX||Successful landing of Starship prototype| |Virgin Galactic||First fully crewed flight| The Financial Health of Space Traveler « Where to Buy Toymail: Your Ultimate Guide to Snagging the Best Deals StormBag: Shark Tank Update After the Show » Have you ever glanced at the twinkling stars and wondered what it’s like to be a space traveler? It’s not just about the thrill of exploring uncharted territories. Behind those spacesuits and high-tech gadgets, there’s a business that needs to stay afloat. Let’s talk about the financial health of our favorite company – Space Traveler. When it comes to funding, Space Traveler has been lucky. They’ve managed to raise an impressive $1 billion in their last round alone! This is no small feat in an industry as expensive as space exploration. Here are some highlights: |Funding Round||Amount Raised| |Series A||$100 million| |Series B||$200 million| |Series C||$700 million| But it’s not all rosy for the company. Keeping up with cutting edge technology and ensuring safety measures can burn through cash faster than a rocket burns fuel. Operating costs have surged over recent years due to increased research and development activities. - Last year, R&D expenses were around $500 million. - Maintenance cost another hefty chunk, coming in at about $300 million. You might now be thinking “Where does revenue come into play?” Well, hold onto your hats because we’re diving into that next. Space tourism is one promising avenue for raking in big bucks. Recently Space Traveler sold tickets for its first commercial flight at a whopping price tag of over $250k each! Now that’s some serious moolah! And let’s not forget lucrative contracts from governmental agencies such as NASA or international collaborations which also bolster Space Traveler’s coffers significantly. So while expenses run high, potential income streams look promising enough to keep Space Traveler soaring above any financial black holes – for now. Conclusion: Is The Space Traveler Still in Business? So, you’ve stuck with us through this cosmic journey and now, you’re probably wondering, “Is The Space Traveler still in business?” Well, let’s dive into that. First off, it’s essential to remember that the space industry is a tough one. Despite the challenges though, as of our last check-in, yes! The Space Traveler is very much still soaring high amongst the stars. Here’s a quick rundown – - They’ve managed to secure several significant contracts recently. - Their financial health seems pretty stable. - And don’t forget about their ambitious future plans! But hey! Don’t just take our word for it. Check out some hard data: |Year||Revenue (in Million $)||Profit/Loss (in Million $)| These numbers paint a picture of a company that has not only weathered storms but actually grown stronger. What does this mean for you? It means if you’re dreaming of taking off into outer space with them someday – your dreams are still very much alive. Just keep an eye on things because as we all know, in both life and space travel nothing is guaranteed! We hope this clears up your questions about The Space Traveler’s current status. Remember though, things can change rapidly in an industry like this so stay tuned for updates!

aerospace

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2017 AGU Habitability Press Conference The search for life beyond Earth is riding a surge of creativity and innovation. Following a gold rush of exoplanet discovery over the past two decades, it is time to tackle the next step: determining which of the known exoplanets are proper candidates for life. Scientists from NASA and two universities presented new results dedicated to this task in fields spanning astrophysics, Earth science, heliophysics and planetary science — demonstrating how a cross-disciplinary approach is essential to finding life on other worlds — at the fall meeting of the American Geophysical Union on Dec. 13, 2017, in New Orleans, Louisiana. • Giada Arney, NASA’s Goddard Space Flight Center • Stephen Kane, University of California-Riverside • Katherine Garcia-Sage, NASA’s Goddard Space Flight Center/Catholic University of America • Dave Brain, University of Colorado-Boulder Please give credit for this item to: NASA's Goddard Space Flight Center - David Brain (University of Colorado Boulder) - Giada Arney (NASA) - Katherine Garcia-Sage (Catholic University of America) - Stephen Kane (University of California-Riverside) - Dan Gallagher (KBRwyle) - Joy Ng (KBRwyle) - Kathalina Tran (SGT)

aerospace

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Services for Rex T. French, 76, of Kilgore, Texas, was held at 10 a.m. Monday, Aug. 12, 2013 in the Chapel at Rader Funeral Home of Kilgore. The Reverend John Whitehurst officiated. Interment follow at Danville Cemetery. The family received friends at the funeral home from 6-8 p.m. Sunday evening, Aug. 11. Mr. French passed away Thursday, Aug. 8, 2013 at his home. Rex was born July 8, 1937 in Mt. Sterling, Ohio, to the late Franklin Osborne and Florence Blanche French. Rex attended public schools at Mt. Sterling and went on to attend Williams College and Ohio State University Rex was the owner of Autumn Aviation and was an original test pilot for Lear Jet. He completed test work on Lear Jets at Edwards AFB, and worked for Flight Safety International teaching piloting classes throughout the United States. He worked for Executive Jet Aviation, flying many retired Air Force Colonels and Generals. Rex flew the Jet Star for former president Lyndon B. Johnson and flew an executive jet for Roger Miller, Jack Nicklaus, Yasser Arafat and Bill Clinton. Rex flew for many renowned people and completed a total of 30,000-35,000 hours of flight time for 50-55 years of his life. Rex had recently embarked on a project at Danville Cemetery and had been working tirelessly to make the grounds more attractive by planting all of the needed trees at Danville. Rex is survived by one daughter and son-in-law, Christy and Bradley George of Kilgore; one son and daughter-in-law, Ricky and Ann French of Longview; five grandchildren, Derek French, Amanda French and Elizabeth French of Longview, and Kennedy Buyher and Trace Buyher of Kilgore. He will be remembered by many loving family and friends. Memorial contributions may be made to the Rex French Memorial Tree Planting Program, C/O BBVA Compass Bank, 1200 N. Kilgore St., Kilgore, TX 75662. Please leave online condolences at www.raderfuneralhome.com.

aerospace

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I saw a gas-filled balloon floating in the sky. I wondered what would eventually happen to the balloon. Would it stay in the sky forever? A gas-filled balloon cannot stay in the sky forever. The gas will leak out and the balloon will slowly fall back to earth. If the gas does not leak out, the balloon will become bigger and bigger, the higher it rises, because of decreasing air pressure and eventually it will reach such a size that it will burst. Source: Read Full Article

aerospace

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Rocket Craft - EnchantedLearning.com Kids’ Science Challenge - Build A Soda Straw Rocket The V2 rocket was a short-range rocket or ballistic missile developed by the Nazi regime during World War 2 in Germany.Look at the balloon rocket car experiment and notice that as soon as you let go of your grip the air escapes through the straw nozzle, propelling the car across the flat surface in the opposite direction because the balloon air is under pressure.Fun for the whole family, except the dog. A rocket is any vehicle that obtains thrust from a rocket engine. His full name was Galileo Galilei and he was an Italian scientist who opened the eyes of the world to a new way of thinking about how our solar system works and astronomy in general.It is so fast that only two weeks after planting, the leaves will be ready to pick for salads and sandwiches. Rocket science for kids | Education | The Guardian Chemistry Rocket (Acid/Base Reaction) | ScienceThe game gets progressively more difficult as the time winds down.It is used by the space program at the National Aeronautics and Space Administration (NASA) to launch space probes and satellites, conduct space experiments, and build space stations.Rockets are awesome scientific inventions that capture the attention of many people and caused exciting scientific discoveries over hundreds of.More astronomy crafts: EnchantedLearning.com Rocket Craft More Kids Crafts. Butterfly Facts for KidsThe story of space exploration, for kids, is fully covered here, starting with the mechanics of rockets and the history of the Space Race, and ending with new horizons in space travel. Model Rocket Information | National Association of RocketryChildren have a special fascination for space and astronauts, making these rocket ship drawings very popular among them.Place the toothpick in the glue so half of it extends out the bottom of your rocket. Ready Jet Go! . Games . Jet's Rocket Ship Creator | PBS KIDS Best 25+ Rocket ship craft ideas on Pinterest | RocketOne interesting rocket fact for kids is that the first rockets were used and launched in China during the Sung Dynasty from A.D. 960 to 1279. Typing Rocket - Keyboarding Game - ABCya.com NASA Kids is a Marshall Space Flight Center Web site, aimed at a slightly younger age group.Hydrogen Facts Hydrogen is the most common element found on Earth.It might be easier to get rocket launchers on your feet instead of walking. Rockets - Online Space Camp for Kids | A2Z Homeschooling The SpaceX Falcon Heavy is the rocket Elon Musk says will one day head to Mars.Rockets were originally used for fireworks and for rescuing people at sea.Balloon Rocket on a String Experiment with force and pressure by building a balloon rocket.The first rocket to ever reach and cross the boundary of space, 100 kilometers from the surface of the Earth, was the German V2, a ballistic missile used by the Nazis during World War II. Water Rocket | eBay This graphical presentation includes a collection of more than 50 images tracing rocketry from ancient times to the present day.Here, the air escaping the balloon is the action, while the car moving towards the other direction illustrates the reaction.When you think of mixing vinegar and baking soda, you probably recall homemade volcano demonstrations at school and wonderful, stinking messes in the kitchen sink at home. These printable pages allow them to color rocket ships of various shapes and sizes, providing a huge thrust to their creativity.Stomp Rocket, the original kid powered toys, launching rockets over 200ft in the air. What Are the Different Kinds of Rockets? | Sciencing | Big bear lake boat rentals | Hawaii packages from los angeles | Celebration of christmas phoenix first assembly | Plaza suites mexico | Giggle moon naples | Lafayette promo code | Walking with dinosaurs showtimes | Undercar products | Snowboard ontario | Ticket prices for radio city christmas spectacular

aerospace

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Want to go to Mars? You’ll have to fly there on a monster. Fortunately, this monster is being designed to carry and care for humans, not eat them! A Space Launch System, or SLS, is actually not a new idea, nor is sending humans to Mars. But the potential for it to be a reality, well, that’s pretty new! An SLS is a giant rocket that is capable of hauling an enormous amount of material through space. Operational Specs for a Beast - 70-ton initial payload capability - 130-ton final payload capability - 4 RS-25 engines per rocket - 211-foot core stage - 730,000-gallon (2.76 million liters) fuel storage NASA’s SLS has all of this, with numerous alterations available depending on the mission requirements. The first proposed budget for the SLS was a hefty $3 billion, with an initial five-year investment into research and development. However, thanks to political maneuverings, those five years of research went out the window, and Congress decided that NASA should begin construction on the rocket right away. Whether this is a good or bad thing remains to be seen. However, that slash of R&D wasn’t the worst thing that could’ve come from Congress. Because NASA is a government organization, its budget relies solely on what Congress and the President can dole out. In this case, Congress kept the original budget. However, that $5 billion is only related to the actual building of the spacecraft. The entire project, including multiple launches, new technologies, and different configurations may bring the whole budget up to $35 billion. Honestly, though, can you really complain when we’re trying to achieve interplanetary space travel? Altering the R&D timeline had a few consequences, but one thing it did appear to save was jobs. The sudden crunch forced NASA to use an older design — an SLS similar to Magnum. This design has been tested for over 50 years, which makes it sturdy, well-studied and as safe as any kind of space travel can be. The first official flight of the SLS will be to fly out to a stable orbit beyond the moon and return safely to Earth. This first flight will be unmanned, to minimize potential risk. The second flight, which should happen sometime between 2021 and 2023, will carry astronauts to the same area of space. This will be deeper into space than any astronaut has traveled before and should give NASA a good idea of how capable the SLS is. Then there will be several deep-space missions, mostly manned; that should help scientists figure out how we’re going to get to Mars. Of course, to do this, the craft must be able to keep people on it and keep them alive, for much longer than the average rocket. For this, it has a habitat module. This would be bare-bones, but enough to keep a crew of four alive and collecting data. It could involve an air compressor for heating and air circulation, a lab, utility tunnel and, of course, living quarters. From there, the long-term goals kick in, of which there are currently two. The first one is to put astronauts on an asteroid, which would be the first time humans have ever landed on any space object besides the moon. The second, and the really big one is to successfully land humans on Mars, and then bring them home. But there’s a lot to be done before we get there! Risks to the Monster Of course, the SLS is not without precedent. However, the former models for this idea never made it off the drawing board. There are any number of things that could shut it down that have nothing to do with space travel. We’re talking mundane concerns like politics and finances. Of course, once these hurdles are passed, there are the things that can actually go wrong with the SLS. Space travel is incredibly dangerous, and humans are poorly equipped to handle it. Since we have never been this far into space, it’s impossible to tell what dangers we face. Radiation, long-term weightlessness, cosmic rays, space debris and plain old boredom are all serious factors for a long-term mission. Of course, one of the best parts of the SLS is that it’s designed to be altered. Parts can be disassembled and updated as technology changes, or for different mission requirements. This is a beast that’s being made to stand the test of time. Let’s hope it can stand the test of politics as well, and make interplanetary space travel a reality!

aerospace

https://www.allaero.com/news/convert-your-redundant-stock-to-revenue

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Convert your redundant stock to Revenue If your MRO or flight department has changed its support capabilities Allaero would be interesting in any excess inventory you may have. Alternatively if you feel you have old stocks that you would like to dispose of we would be more than happy to view them. Please contact our purchasing team at [email protected] with any rotable or consumable packages of surplus stock for business aircraft or any tooling or workshop equipment that you may have. Allaero have provided business aircraft parts for corporate aircraft since 1988. Our rotable exchange pool provides complete support to the Hawker Series, Bombardier Challenger 604-605 and Piaggio Avanti. In addition our dedicated brokering and repair service can assist in sourcing hard to find items as well as repairing customer owned components. We also hold additional stock for the Bell range of helicopters, Challenger 300, Pilatus PC12, Hawker 400XP, Beechcraft Premier and KingAir. All our Business aircraft parts are supplied in accordance with the requirements of EASA, FAA and TCCA and are available 24 hours a day through our AOG service. For more information, or to check our online parts inventory, please visit www.allaero.com.

aerospace

https://www.gokite.org/nasa-armstrong-celebrates-75-years-of-innovation/

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NASA Armstrong Celebrates 75 Years of Innovation on September 30 In 1946, 13 members of the National Advisory Committee of Aeronautics (NACA) were sent to Muroc Army Airfield in the California Mojave Desert determined to achieve supersonic flight. In less than two years, the NACA helped achieve the first supersonic flight with the X-1 aircraft. Fast forward 75 years, and that NACA outpost is NASA’s Armstrong Flight Research Center in Edwards, California, and it is preparing to take the X-59 Quiet SuperSonic Technology aircraft into the same skies. Aside from work in aeronautics research and contributing to aeronautical technologies and aviation safety, the center also conducts work in space transportation and has a key role in many Earth and space science missions. To celebrate 75 years of innovation, milestones, and discoveries on September 30th, NASA Armstrong will have special anniversary materials released throughout the year. There will be playing cards, planners, and limited prints of the Flights of Discovery coffee table style book produced, as well as an interactive online version. A special edition of NASA Armstrong’s X-Press E-Pub will highlight the center’s work with interactive features. Stickers, patches and pins with the 75th anniversary logo will be available at events the center supports. The 75th anniversary webpage will include images of NASA Armstrong that were part of an exhibit previously on display at the Lancaster Museum of Art and History in Lancaster, California. The snapshots in time show how the center works to advance science and technology through flight. A 75th Anniversary video series focuses on a variety of subjects and will be published monthly on social media. In addition, Wallpaper Wednesdays will be posted twice a month to give people an opportunity to download different images that can be used as wallpaper on your device, or a fun background to use on video calls and virtual meetings. To learn more: https://nasa.gov/centers/armstrong/about/75years/index.html [email protected]Last Updated: Sep 30, 2021Editor: Laura Newton The Startup Space mobile app is designed to help entrepreneurs like you access the right resources. Through multiple filtration options, discover resources that are uniquely positioned to help you build a successful business. Connect with mentors and other thought leaders in your community who can help you expand your business.

aerospace

https://www.avweb.com/aviation-news/business-aviation-news/bombardier-introduces-global-8000/

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Bombardier has unveiled the latest addition to its Global business jet family with the official introduction of the Global 8000 on Monday. Offering a range of 8,000 NM and a top speed of Mach 0.94, the company is touting the aircraft as the “fastest and longest-range purpose-built business jet” in the world. Bombardier further noted that a flight using a Global 7500 flight test vehicle to demonstrate some of the Global 8000’s performance capabilities reached speeds above of Mach 1.015. “Today, Bombardier solidifies once more its position as the leader in business aviation with the newest member of the industry-leading Global family,” said Bombardier President and Chief Executive Officer Éric Martel. “The Global 8000 aircraft leverages the outstanding attributes of the Global 7500 aircraft, providing our customers with a flagship aircraft of a new era. We remain unmatched, which for an innovation-focused team like us, is great.” The Global 8000 will be powered by GE Aviation Passport engines and equipped with the Bombardier Vision flight deck. It will feature the company’s Smooth Flex Wing, a four-zone cabin, cabin altitude of 2,900 feet and Soleil circadian lighting system. List price for the Global 8000 is expected to be around $78 million and entry-into-service is targeted for 2025. According to Bombardier, current Global 7500 operators will be able to retrofit their aircraft to “experience the incredible performance enhancements on the Global 8000” once the 8000 enters service.

aerospace

https://newyorkcrunch.com/2021/06/22/mars-helicopter-ingenuity-nails-eighth-flight-on-the-pink-planet/

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NASA’s experimental Mars helicopter, Ingenuity, has now flown eight occasions on the Pink Planet, touring farther than scientists hoped can be attainable. The little chopper made its most up-to-date Mars sortie on Monday (June 21). Throughout the flight, Ingenuity remained aloft for 77.4 seconds, flew 525 ft (160 meters), and landed about 440 ft (133.5 m) away from its companion, the Perseverance rover, in keeping with a tweet from NASA’s Jet Propulsion Laboratory in California, which operates the helicopter. Ingenuity is a expertise demonstration mission that hitchhiked to Mars with NASA’s a lot bigger Perseverance rover, which touched down on the Pink Planet on Feb. 18. Earlier than starting its science work in earnest, Perseverance started its keep on Mars by testing the helicopter and one other expertise mission that may flip carbon dioxide from the Pink Planet’s skinny ambiance into oxygen. Monday’s flight happened two weeks after Ingenuity’s earlier flight, on June 8. The success of the brand new flight marks a second flawless flight for the helicopter after a tough sixth flight that examined the chopper’s resilience. Though Ingenuity was initially designed to fly solely 5 occasions, its regular successes inspired the company to increase its mission and experiment with extra formidable flights. Whereas the helicopter’s early flights started and resulted in the identical place, dubbed Wright Brothers Discipline after pioneers of flight on Earth, Ingenuity is now hovering from one new airfield to a different. So whereas NASA has not but introduced when the helicopter will make a ninth flight, undoubtedly count on such an outing to come back eventually. In response to SpaceNews reporter Jeff Foust, the helicopter could preserve exploring for months. Talking with a bunch that advises NASA about Mars exploration, the mission scientist of the Mars 2020 mission, which incorporates each Perseverance and Ingenuity, mentioned that Ingenuity might make “a pair flights a month” for “a couple of extra months,” Foust reported. These sorties would see the helicopter preserve tempo with Perseverance’s personal travels on Mars to higher perceive how rovers and plane can conduct science work in tandem. In the meantime, Perseverance faces its personal formidable agenda, centered on evaluating the previous habitability of its touchdown web site, Jezero Crater, and stashing away intriguing rock samples for a later mission to hold to laboratories on Earth for extra detailed evaluation. E-mail Meghan Bartels at [email protected] or comply with her on Twitter @meghanbartels. Observe us on Twitter @Spacedotcom and on Fb.

aerospace

http://www.google.com/patents/US5269489?dq=6289460

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|Publication number||US5269489 A| |Application number||US 07/840,091| |Publication date||Dec 14, 1993| |Filing date||Feb 24, 1992| |Priority date||Feb 28, 1991| |Also published as||CA2061823A1, CA2061823C, DE69201142D1, DE69201142T2, EP0501658A1, EP0501658B1| |Publication number||07840091, 840091, US 5269489 A, US 5269489A, US-A-5269489, US5269489 A, US5269489A| |Inventors||Christopher N. West, David M. D. Rees, Andrew D. Belben, Brian F. Seymour| |Original Assignee||Westland Helicopters Limited| |Export Citation||BiBTeX, EndNote, RefMan| |Patent Citations (9), Referenced by (15), Classifications (17), Legal Events (4)| |External Links: USPTO, USPTO Assignment, Espacenet| 1. Field of the Invention This invention relates to strut assemblies and particularly to strut assemblies for interconnecting parts of a structure for transmitting operational loads and for introducing forcing loads as part of an active vibration reducing system. 2. Description of the Prior Art U.S. Pat. No. 4,819,182 describes an active vibration reducing system in which a plurality of force actuators are connected at or across locations between parts of a structure which are capable of relative movement at dominant vibrating forcing frequencies. A number of sensors measure the vibration response at key locations on the structural part in which vibration is to be reduced and the resulting signals are fed to an adaptive computer./controller which provides optimal signals to the actuators to produce forces at the sensor locations in the structural part. The actuators are powered by pulsed fluid supplies, preferably hydraulic supplies. In such a system it is essential that the interconnected parts of the structure possess different stiffness and mass characteristics so that actuator forces are reacted by the part having the greater stiffness and mass to impart movement to the other part of the structure having the lower stiffness and mass and in which vibration is to be reduced. The aforementioned vibration reducing system is particularly suited for use in helicopters in that a fuselage structure in which it is desired to reduce vibration is generally constructed to be lightweight and flexible and is attached beneath a gearbox and rotor structure that has a high mass and is constructed to be as rigid as possible. Not surprisingly then, an exemplary embodiment of U.S. Pat. No. 4,819,182 envisages connecting the force actuators between the gearbox and the fuselage although it is clear that other locations are possible. Furthermore, whilst such a system, known as a dual point actuation system, has been used the actuators can alternatively be connected between the fuselage structure at one point and a seismic mass to generate the required forcing. Such a system is termed a single point actuation system. The system of U.S. Pat. No. 4,819,182 has been demonstrated on the Westland 30 helicopter and that installation is described in a paper presented at the 15th European Rotorcraft Forum in September 1989 titled "An evaluation of active control of structural response as a means of reducing helicopter vibration". In the Westland 30 the gearbox and rotor are mounted on a raft connected to the fuselage by four elastomeric units which provided an ideal location for the force actuators, and four electro-hydraulic actuators were incorporated in modified elastomeric units in which the actuators operate in parallel with the elastomer spring. Such a system of force actuators is however not widely applicable since in many helicopters the gearbox is attached directly to lift frame members in the fuselage either through a plurality of gearbox mounting feet or a plurality of external angled strut assemblies. Such a strut assembly is disclosed for use with one embodiment of a prior single input/single output vibration reducing system that is the subject of U.S. Pat. No. 3,477,665. Thus, FIG. 7 of that specification discloses a strut assembly incorporating an electro-hydraulic jack straddling an oblate oval elastic ring which in operation is required to transmit primary lift and manoeuvring loads whilst permitting the jack to input forcing loads to reduce vibration. Problems with the prior strut assembly are that the oval elastic ring represents an inefficient primary load path and it is difficult to tailor the bending loads in the ring to suit operational requirements in respect of both mechanical strength and elastic properties. The elastic ring requires a large space envelope and is bulky and heavy which may also frustrate installation in some applications. These problems would be multiplied in attempting to utilise the strut assembly of U.S. Pat. No. 3,477,665 in the more sophisticated vibration reducing system of U.S. Pat. No. 4,819,182 because of the necessity for a plurality of jacks all inputting forcing loads simultaneously. An objective of this invention is therefore to provide a strut assembly which overcomes the aforementioned problems. Accordingly, in one aspect, this invention provides a strut assembly for interconnecting two parts of a structure for transmitting operational loads between the parts and for inputting periodic loads to at least one of the parts, said strut assembly comprising an axially elastically extensible tube having attachment means at each end for attaching said strut assembly between said parts and an axially extensible actuator attached within the tube between its ends, the axial stiffness of the tube being selected so that reciprocal axial extensions of the actuator cause elastic longitudinal displacements of the strut assembly to input said periodic loads. The actuator may extend coaxially within the tube and may comprise a body portion attached to the attachment means at one end of the tube and an actuator ram attached to the attachment means at the other end. Conveniently, the actuator body portion may be attached to an annular surface at an inner end of a tubular support member extending coaxially within the tube from said attachment means. The actuator may comprise an electro-hydraulic actuator. Preferably, the axially elastically extensible tube is manufactured from fibre reinforced plastics materials. In another aspect, this invention provides a strut assembly for interconnecting two parts of a structure for transmitting operational loads between the parts and for inputting periodic loads to at least one of said parts, said strut assembly comprising an axially elastically extensible tube having attachment means at one end for attachment to one of said structural parts and its other end attached to a support member having attachment means for connection to the other of said structural parts, an axially extensible actuator attached co-axially in the tube between said support member and the end of the tube, the axial stiffness of the tube being selected so that reciprocal extensions of the actuator cause elastic longitudinal displacements of the strut assembly to input said periodic loads. In yet another aspect this invention provides a strut assembly for connecting a gearbox to a helicopter fuselage for transmitting flight loads from the gearbox to the fuselage and for inputting periodic forcing loads into the gearbox as part of an active vibration control system, said strut assembly comprising an axially elastically extensible tube having attachment means at its ends for attachment respectively to said gearbox and fuselage, an axially extensible actuator attached co-axially within the tube between its ends, the axial stiffness of the tube being selected to be capable of transmitting operational loads and so that reciprocal extensions of the actuator cause elastic longitudinal displacements of the strut assembly to input said periodic forcing loads. The invention will now be described by way of example only and with reference to the accompanying drawings in which: FIG. 1 is a generally schematic fragmentary sideview of a helicopter incorporating a plurality of strut assemblies constructed according to this invention, FIG. 2 is a longitudinal sectioned view of one of the strut assemblies taken on arrows A--A of FIG. 1, and FIG. 3 is a longitudinal sectioned view of part of the strut assembly of FIG. 2. Referring now to FIG. 1, a helicopter generally indicated at 11 has a fuselage 12 carrying a gearbox 13 driving a main sustaining rotor 14 about a generally vertical axis 15. Gearbox 13 is supported from the fuselage 12 by four strut assemblies 16 (two only being shown) attached between the gearbox 13 and fuselage 12. Each of the strut assemblies 16 transmits primary flight and manoeuvring loads from the gearbox 13 to the fuselage 12. In addition each of the strut assemblies 16 incorporates an electro-hydraulic actuator 24 as hereinafter described, the actuators being connected to a controller 17 of an active vibration control system for inputting forcing loads as described in the aforementioned U.S. Pat. No. 4,819,182. As shown in FIG. 2, each strut assembly 16 includes an axially elastically extensible tube 18 manufactured from fibre reinforced plastics materials and having attachment means comprising apertured end fitting 19 bolted into one end to facilitate attachment to the gearbox 13. The other end of tube 18 is bolted to an external surface of a generally tubular co-axial support member 20 having an integral apertured end fitting 21 for attachment to the fuselage 12. The tubular end of support member 20 extends co-axially within tube 18 to terminate at an inner annular surface 22 partially along the length of tube 18. A body portion 23 of the electro-hydraulic actuator 24 is bolted to the inner surface 22 of support member 20 through an integral flange 25 so as to extend co-axially in respect of the tube 18. An outer end of an actuator ram 26 of actuator 24 is bolted centrally to the end fitting 19 at the end of tube 18. Hydraulic supply and return lines (not shown) are connected respectively to ports 27 and 28 extending radially from the body portion 23 and protruding through clearance holes 33 in the support member 20 and clearance holes 34 in the tube 18. Electrical signals from controller 17 (FIG. 1) are supplied to the actuator 24 through a cable 29 routed through an aperture in the wall of support member 20. The stiffness characteristics of the axially elastically extensible tube 18 are determined for each particular application and are achieved by the choice of materials used in its manufacture and, in the case of fibre-reinforced materials, the particular lay-up of such materials. Referring now to FIG. 3 the basic tube 18 of the illustrated embodiment comprises fourteen layers of unidirectional glass reinforcing fibres in a polymer matrix. The glass fibres are `S` glass fibres and the polymer is a thermoplastic polyetheretherketone (PEEK) resin. Seven of the plies are arranged with the fibres at 0 degrees to the longitudinal axis of the tube 18 and seven plies are arranged with the fibres at ±45 degrees. The outer end of tube 18 which is attached to end fitting 19 (FIG. 2) is thickened internally at 31 by an additional twenty eight plies with the fibres arranged at both 0 and ±45 degrees, and the other end is thickened externally at 32 by a similar amount. The use of fibre reinforced plastics materials facilitates the manufacture of the tube 18 and ensures it has the necessary mechanical strength and elastic properties in order for the strut assembly 16 to perform its operational functions. Thus the tube 18 has sufficient mechanical strength to enable the strut assembly 16 to provide support between the helicopter fuselage 12 and gearbox 13 in order to sustain the lift and manoeuvre loads emanating from the sustaining rotor 14. Furthermore, the elastic properties of the tube 18 provide appropriate axial elastic extensibility such that the actuator 24 mounted in parallel and signalled from the controller 17 of the active vibration control system can input the displacements to introduce forcing loads into the strut assembly 16 by axial elastic extension of the tube 18 to control the dynamic response of fuselage 12 in the manner disclosed in U.S. Pat. No. 4,819,182. The strut assembly 16 of this invention provides a simple, compact and lightweight device. The use of an axially elastically extensible tube 18 in parallel with the actuator 24 provides an efficient primary load path and the tube 18 can be readily tailored during manufacture to provide optimum mechanical strength and elastic properties. The fibre reinforced tube 18 of the illustrated embodiment can be manufactured using any available techniques such as moulding using an inflatable inner mandrel and a female mould tool, and the fibre reinforced material can be in the form of pre-impregnated sheets or in the form of continuous fibres laid using available automated winding techniques. Although described herein in respect of its application as part of a vibration reducing system on a helicopter, the strut assembly 16 of this invention can be used to good effect in other installations incorporating active vibration reducing systems. For example the strut assembly 16 could be used to support the engines in the engine bays of fixed wing aircraft to reduce fuselage vibration as well as in land or sea vehicles or in fixed installations. Furthermore, the strut assembly 16 of this invention can be used in both dual point and single point actuation systems and, in the latter type systems, it will be understood that the mass comprises one of the two structural parts interconnected by the strut assembly 16. Whilst one embodiment has been described and illustrated it will be understood that many modifications may be made without departing from the scope of the invention. For example, other suitable fibre reinforced materials such as carbon or boron reinforcing fibres and thermosetting resins may be used for the manufacture of the axially elastically extensible tube 18. Furthermore, in some installations especially in which the weight of the strut assembly 16 is not a design consideration, the axially extensible tube 18 can be manufactured from metal, for example titanium. Other suitable forms of actuator can be used in place of the electrohydraulic actuator 24 of the described embodiment. |Cited Patent||Filing date||Publication date||Applicant||Title| |US3477665 *||Aug 17, 1967||Nov 11, 1969||Sud Aviat Soc Nationale De Con||Vibration attenuating method and electrohydraulic attenuator for rotarywing aircraft| |US4536114 *||Jul 1, 1983||Aug 20, 1985||The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration||Variable length strut with longitudinal compliance and locking capability| |US4546960 *||Jun 20, 1983||Oct 15, 1985||Gould Inc.||Vibration isolation assembly| |US4819182 *||Feb 4, 1987||Apr 4, 1989||Westland Plc||Method and apparatus for reducing vibration of a helicopter fuselage| |US4848525 *||Nov 2, 1987||Jul 18, 1989||The Boeing Company||Dual mode vibration isolator| |US4974794 *||Mar 28, 1989||Dec 4, 1990||Aerospatiale Societe Nationale Industrielle||Elastic strut having an integrated hydromechanical resonator in particular for the suspension of a transmission box on a rotor aircraft and a suspension device using such a strut| |US5042784 *||Jul 7, 1989||Aug 27, 1991||Takenaka Corporation||Damping support structure| |US5065555 *||Nov 21, 1989||Nov 19, 1991||Kajima Corporation||Elasto-plastic damper| |US5087491 *||Feb 9, 1990||Feb 11, 1992||The United States Of America As Represented By The Secretary Of The Navy||Vibration-damping structural member| |Citing Patent||Filing date||Publication date||Applicant||Title| |US5435531 *||Aug 18, 1993||Jul 25, 1995||Bell Helicopter Textron Inc.||Vibration isolation system| |US6229898||Dec 23, 1998||May 8, 2001||Sikorsky Aircraft Corporation||Active vibration control system using on-line system identification with enhanced noise reduction| |US6416016||Nov 29, 2000||Jul 9, 2002||Sikorsky Aircraft Corporation||Actuator for an active transmission mount isolation system| |US6467723||Oct 10, 2000||Oct 22, 2002||Lord Corporation||Active vibration control system for helicopter with improved actustor placement| |US6634862||Sep 14, 2001||Oct 21, 2003||General Dynamics Advanced Information Systems, Inc.||Hydraulic actuator| |US8091481||May 1, 2009||Jan 10, 2012||Floyd Brian A||Gas strut separation for staged rocket| |US8113321||May 7, 2007||Feb 14, 2012||Lord Corporation||Helicopter reduced vibration isolator axial support strut| |US8538590||Mar 28, 2010||Sep 17, 2013||Sikorsky Aircraft Corporation||Active vibration suppression via power minimization| |US8783026||Dec 10, 2011||Jul 22, 2014||Brian A. Floyd||Gas strut separation for staged rocket| |US9086113||Oct 10, 2011||Jul 21, 2015||Airbus Operations S.A.S.||Safety link device and aircraft equipped with such a safety link device| |US20050056117 *||Jun 25, 2004||Mar 17, 2005||Kaiser Compositek, Inc.||Composite strut and method of making same| |US20080142633 *||May 7, 2007||Jun 19, 2008||Mcguire Dennis||Helicopter reduced vibration isolator axial support strut| |US20100262300 *||Oct 14, 2010||Fanping Sun||Active vibration suppression via power minimization| |EP2241502A2 *||Mar 25, 2010||Oct 20, 2010||Sikorsky Aircraft Corporation||Active vibration suppression via power minimization| |EP2241502A3 *||Mar 25, 2010||Jul 3, 2013||Sikorsky Aircraft Corporation||Active vibration suppression via power minimization| |U.S. Classification||248/550, 188/266.1, 244/17.27, 248/638, 188/378, 267/136| |International Classification||F16F1/366, B64C27/52, F16F15/02, B64C27/00, B64C27/51| |Cooperative Classification||B64C2027/002, F16F1/366, B64C27/001, F16F2230/16| |European Classification||B64C27/00B, F16F1/366| |Feb 24, 1992||AS||Assignment| Owner name: WESTLAND HELICOPTERS LIMITED, ENGLAND Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:WEST, CHRISTOPHER N.;REES, DAVID M. D.;BELBEN, ANDREW D.;AND OTHERS;REEL/FRAME:006030/0918 Effective date: 19920211 |Jun 3, 1997||FPAY||Fee payment| Year of fee payment: 4 |May 24, 2001||FPAY||Fee payment| Year of fee payment: 8 |May 17, 2005||FPAY||Fee payment| Year of fee payment: 12

aerospace

https://news.writecaliber.com/education-kuwait-ack-school-of-aviation-continues-its-achievements/

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KUWAIT: Since the beginning of the pandemic, the School of Aviation (SOA) at the Australian College of Kuwait (ACK) is determined to provide aviation students the best teaching methods and ultimate expansion opportunities. Hence, the SOA in line with the current situations adopted the (E-learning) and started its academic 2019/2020 year through Microsoft Teams platform, after receiving the needed approvals from all aviation authorities such as Directorate General of Civil Aviation (DGCA), European Aviation Safety Agency (EASA) and General Civil Aviation Authority (GCAA). It is worth mentioning that it was a common argument of all relevant people that Aviation students would still have to attend their practical sessions in person and the EASA license examinations should be conducted in person too. In this sense, the SOA in collaboration with the Health and Safety Department of ACK has created COVID-19 safe campus protocols after receiving the necessary approvals from the local authorities. Thus, aviation students and instructors were able to resume the...read more...

aerospace

https://haynes.com/en-au/blackburn-buccaneer-manual

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Designed as a carrier-borne strike aircraft for the Royal Navy, the Blackburn/BAe Buccaneer eventually went on to serve with the RAF and the South African Air Force. Operating from Royal Navy aircraft carriers to deliver nuclear weapons and conventional ordnance, the Navy transferred its Buccaneers to the RAF in 1969 where they were used in the overland strike role, later seeing combat in Gulf War 1 in 1991. The last Buccaneers were retired from RAF service in 1994. Author Keith Wilson gives compelling insights into the design, operation and preservation of this iconic Cold War jet. Author: Keith Wilson is the author of Red Arrows in Camera (2012), RAF Battle of Britain Memorial Flight in Camera (2013), RAF Battle of Britain Memorial Flight Operations Manual (2014), Avro Shackleton Manual (2015) and Vickers/BAC VC10 Manual (2016) for Haynes. He lives in Cambridgeshire.

aerospace

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Science, Tech, Math › Science Apollo 13: A Mission in Trouble Share Flipboard Email Print Science Photo Library - NASA/NOAA, Brand X Pictures/ Getty Images Science Astronomy Space Exploration An Introduction to Astronomy Important Astronomers Solar System Stars, Planets, and Galaxies Chemistry Biology Physics Geology Weather & Climate By Nick Greene Astronomy Expert Nick Greene is a software engineer for the U.S. Navy Space and Naval Warfare Engineering Center. He is also the U.N. World Space Week Coordinator for Antarctica. our editorial process Nick Greene Updated February 15, 2019 Apollo 13 was a mission that tested NASA and its astronauts to the hilt. It was the thirtheenth scheduled lunar space exploration mission, scheduled for liftoff at the thirtheenth minute after the thirteenth hour. It was supposed to travel to the Moon, and three astronauts would attempt a lunar landing on the thirteenth day of the month. All it lacked was a Friday to be a paraskevidekatriaphobe’s worst nightmare. Unfortunately, no one at NASA was superstitious. Or, perhaps, fortunately. If anyone had stopped or made changes to the schedule of Apollo 13, the world would have missed one of the scariest adventures in space exploration history. Luckily, it ended well, but it took every bit of brainpower among the astronauts and the mission controllers to make it work. Key Takeaways: Apollo 13 The Apollo 13 explosion was a result of faulty electrical wiring, which lowered the crew's supply of oxygen.The crew devised a workaround for their oxygen supply based on instructions from mission controllers, who had an inventory of materials onboard the ship that could be used for the fix. Problems Began Before Launch Apollo 13 faced problems even before its launch. Just days before liftoff, astronaut Ken Mattingly was replaced by Jack Swigert when Mattingly was exposed to German measles. There were also some technical issues that should have raised eyebrows. Shortly before launch, a technician noticed a higher pressure on a helium tank than expected. Nothing was done about it besides keeping a close watch. In addition, a vent for liquid oxygen would not close at first and required several recyclings before it would shut properly. The launch, itself, went according to plan, although it went off an hour late. Shortly afterward, though, the center engine of the second stage cut off more than two minutes early. In order to compensate, controllers burned the other four engines an additional 34 seconds. Then, the third stage engine ired for an extra nine seconds during its orbital insertion burn. Fortunately, this all resulted in a mere 1.2 feet per second greater speed than planned. Despite these problems, the flight went ahead and things seemed to go smoothly. Smooth Flight, No One Watching As Apollo 13 entered the Lunar corridor, the command service module (CSM) separated from the third stage and maneuvered around to extract the lunar module. That was the portion of the spacecraft that would take the astronauts to the Moon. Once this was completed, the third stage was driven out along a collision course with the Moon. The resulting impact was to be measured by equipment left behind by Apollo 12. The command service and lunar modules were then on "free return" trajectory. In case of complete engine loss, this meant the craft would slingshot around the moon and be on course for a return to Earth. Pictures of Apollo 13 Mission - The Actual Apollo 13 Prime Crew. NASA Headquarters - GReatest Images of NASA (NASA-HQ-GRIN) The evening of April 13, the crew of Apollo 13 had to do a television broadcast explaining their mission and about life aboard the ship. It went well, and Commander Jim Lovell closed the broadcast with this message, "This is the crew of Apollo 13. Wish everybody there a nice evening and a, we're just about to close out our inspection of Aquarius and get back to a pleasant evening in Odyssey. Goodnight." Unknown to the astronauts, the television networks had decided that traveling to the Moon was such a routine occurrence that none of them broadcast the news conference. Routine Task Goes Awry After completing the broadcast, flight control sent another message, "13, we got one more item for you when you get a chance. We'd like you to err, stir up your cryo tanks. In addition, have a shaft and trunnion, for a look at the Comet Bennett if you need it." Astronaut Jack Swigert replied, "OK, stand by." Fighting to Survive on a Dying Ship Moments later, disaster struck. It was three days into the mission, and suddenly everything changed from "routine" to a race for survival. First, technicians in Houston noticed unusual readings on their instruments and were starting to talk amongst themselves and to the crew of Apollo 13. Suddenly, Jim Lovell’s calm voice broke through the hubbub. "Ahh, Houston, we've had a problem. We've had a main B bus undervolt." This Is No Joke What happened? It took a while to figure out, but here's a rough timeline. Immediately after attempting to follow flight control's last order to stir the cryo tanks, astronaut Jack Swigert heard a loud bang and felt a shudder throughout the ship. Command module (CM) pilot Fred Haise, who was still down in Aquarius after the television broadcast, and mission commander, Jim Lovell, who was in between, gathering cables up, both heard the sound. At first, they thought it was a practical joke previously played by Fred Haise. It turned out to be anything but a joke. A view of the damaged Apollo 13 service module after it separated from the rest of the spacecraft. NASA Seeing the expression on Jack Swigert’s face, Jim Lovell knew immediately that there was a real problem and hurried into the CSM to join his lunar module pilot. Things did not look good. Alarms were going off as voltage levels of the main power supplies were dropping rapidly. If power was completely lost, the ship had a battery backup, which would last for about ten hours. Unfortunately Apollo 13 was 87 hours from home. Looking out a port, the astronauts saw something that gave them another concern. "You know, that's, that's a significant G&C. It looks to me looking out the ahh, hatch that we are venting something," someone said. "We are, we are venting something out the, into the ahh, into space." From Lost Landing to Struggle for Life A momentary hush fell over the Flight Control Center in Houston as this new information sank in. Then, a flurry of activity began as everybody conferred. Time was critical. As several suggestions for correcting the dropping voltage were raised and tried unsuccessfully, it quickly became apparent that the electrical system could not be saved. Mission Control in Houston, where ground technical personnel worked with the astronauts to devise fixes to their spacecraft to bring them home safely. NASA Commander Jim Lovell’s concern continued to rise. "It went from 'I wonder what this is gonna to do to the landing' to 'I wonder if we can get back home again,'" he later recalled. The technicians in Houston were having the same concerns. The only chance they had of saving the crew of Apollo 13 was to shut down the CM entirely to save their batteries for reentry. This would require the use of Aquarius, the lunar module as a lifeboat. A module equipped for two men for two days of travel would have to sustain three men for four long days in a scramble around the Moon and back to Earth. The men quickly powered down all the systems inside Odyssey, scrambled down the tunnel and climbed into Aquarius. They hoped it would be their lifeboat and not their tomb. The Aquarius capsule shown after separation. It was where the astronauts huddled for safety during the trip back to Earth after the explosion. NASA A Cold and Frightening Journey There were two problems to be solved to keep the astronauts alive: first, getting the ship and crew on the fastest route home and second, conserving consumables, power, oxygen, and water. However, sometimes one component interfered with the other. Mission control and the astronauts had to figure out a way to make them all work. As an example, the guidance platform needed to be aligned. (The venting substance had played havoc with the ship's attitude.) However, powering up the guidance platform was a heavy drain on their limited power supply. The conservation of consumables had already begun when they shut down the command module. For most of the rest of the flight, it would only be used as a bedroom. Later, they powered down all of the systems in the lunar module except those required for life support, communications, and environmental control. Next, using precious power they could not afford to waste, the guidance platform was powered up and aligned. Mission control ordered an engine burn that added 38 feet per second to their velocity and put them on a free-return trajectory. Normally this would be a fairly simple procedure. Not this time, however. The descent engines on the LM were to be used instead of the CM’s SPS and the center of gravity had changed completely. At this point in time, had they done nothing, the astronauts' trajectory would have returned them to Earth approximately 153 hours after launch. A quick calculation of consumables gave them less than an hour of consumables to spare. This margin was far too close for comfort. After a great deal of calculating and simulating at Mission Control here on Earth, it was determined that the lunar module’s engines could handle the required burn. So, the descent engines were fired sufficiently to boost their speed up another 860 fps, thus cutting their total flight time to 143 hours. Chilling Out Aboard Apollo 13 One of the worst problems for the crew during that return flight was the cold. Without power in the command module, there were no heaters. The temperature dropped to around 38 degrees F and the crew stopped using it for their sleep breaks. Instead, they jury-rigged beds in the warmer lunar module, although it was only slightly warmer. The cold kept the crew from resting well and Mission Control became concerned that the resulting fatigue could keep them from functioning properly. Another concern was their oxygen supply. As the crew breathed normally, they would exhale carbon dioxide. Normally, oxygen-scrubbing apparatus would cleanse the air, but the system in Aquarius wasn’t designed for this load, there was an insufficient number of filters for the system. To make it worse, the filters for the system in Odyssey were of a different design and not interchangeable. The experts at NASA, employees and contractors, engineered a makeshift adapter from materials the astronauts had on hand to allow them to be used, thus lowering the CO2 levels to acceptable limits. The makeshift device engineered by the Apollo 13 crew for life support. It was made from duct tape, maps, and other materials onboard the spacecraft. NASA Finally, Apollo 13 rounded the Moon and began its journey home to Earth. They still had a few more hurdles to overcome before they could see their families again. A Simple Procedure Complicated Their new re-entry procedure required two more course corrections. One would align the spacecraft more towards the center of the re-entry corridor, while the other would fine tune the angle of entry. This angle had to be between 5.5 and 7.5 degrees. Too shallow and they would skip across the atmosphere and back into space, like a pebble skimmed across a lake. Too steep, and they would burn up on re-entry. They could not afford to power up the guidance platform again and burn up their precious remaining power. They would have to determine the attitude of the ship manually. For experienced pilots, this would normally not be an impossible job, it would just be a matter of taking star sights. The problem now, though, came from the cause of their troubles. Ever since the initial explosion, the craft had been surrounded by a cloud of debris, glittering in the sunlight, and preventing such a sighting. The ground opted to use a technique worked out during Apollo 8, in which the Earth’s terminator and the sun would be used. "Because it was a manual burn, we had a three-man operation. Jack would take care of the time," according to Lovell. "He'd tell us when to light off the engine and when to stop it. Fred handled the pitch maneuver and I handled the roll maneuver and pushed the buttons to start and stop the engine." The engine burn was successful, correcting their re-entry angle to 6.49 degrees. People in Mission Control breathed a sigh of relief and continued working to bring the crew home safely. A Real Mess Four and a half hours prior to re-entry, the astronauts jettisoned the damaged service module. As it slowly receded from their view, they were able to make out some of the damage. They relayed to Houston what they saw. One whole side of the spacecraft was missing, and a panel was blown out. It really looked like a mess. A later investigation showed that the cause of the explosion was exposed electrical wiring. When Jack Swigert flipped the switch to stir the cryo tanks, the power fans were turned on within the tank. The exposed fan wires shorted and the Teflon insulation caught fire. This fire spread along the wires to the electrical conduit in the side of the tank, which weakened and ruptured under the nominal 1000 psi pressure within the tank, causing the no. 2 oxygen tank to explode. This damaged the number 1 tank and parts of the interior of the service module and blew off the cover for bay number 4. Two and a half hours before re-entry, using a set of special power-up procedures relayed to them by Mission Control in Houston, the Apollo 13 crew brought the command module back to life. As the systems came back on, everyone aboard, in Mission Control, and around the world breathed a sigh of relief. Splashdown An hour later, the astronauts also jettisoned the lunar module that had served as their lifeboat. Mission Control radioed, "Farewell, Aquarius, and we thank you." Jim Lovell later said, "She was a good ship." The recovery of the crew of Apollo 13 after the splashdown of what was left of their ship, 17 April 1970. NASA The Apollo 13 Command Module splashed down in the South Pacific on April 17 at 1:07 PM (EST), 142 hours and 54 minutes after launch. It came down within sight of the recovery ship, the USS Iwo Jima, who had Lovell, Haise, and Swigert aboard within 45 minutes. They were safe, and NASA had learned valuable lessons about recovering astronauts from dangerous situations. The agency quickly revised procedures for the Apollo 14 mission and the flights that followed.

aerospace

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Estimated life cycle cost: $890 million Estimated impact of COVID 19 in 2020: $60 million Estimated future impact: $29.2 million and a nine-month launch delay Causes: Schedule slippages in manufacturing, delivery, assembly and testing. What is Plankton, Aerosol, Cloud, Ocean Ecosystem (PACE)? PACE is a satellite that will observe global ocean biology, tiny particles suspended in the atmosphere, and clouds. According to NASA, the end goal is to assess the health of the ocean, air quality, and the Earth’s climate. PACE comprises two main science instruments — an Ocean Color Instrument (OCI) and Multi-angle Polarimeters. NASA believes that they will be a major advance in satellite observing technology and be capable of monitoring any changes in our ecosystem. The instruments will also be able to observe the ways in which the atmosphere and ocean interact.

aerospace

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This map is a visualization of the existing normative landscape in outer space. Created from detailed coding of 90 space governance documents and additional expert feedback from an online survey and global series of workshops, it identifies the prevailing values, documented activities, and prescribed behaviours that currently influence practices in space. In November 2020, global space experts were invited to participate in a series of regional online workshops to identify priorities and possible next steps in the development of norms related to space-based military capabilities and activities. More states are preparing for war in outer space. The result could be accelerated, intensified conflict; environmental destruction; and nuclear winter. Even if we avoid the ultimate catastrophe, the consequences of war in space are serious. The destruction of space systems would harm every human on Earth. We must start working to protect civilians on Earth from such a fate. In this video, Senior Researcher Jessica West presents work conducted as part of a project funded by the Canadian Department of National Defence (DND) Mobilizing Insights in National Defence (MINDS) program to generate knowledge about how existing and emerging norms of responsible behaviour in outer space can be applied to contemporary space-based military capabilities and activities. The goal is to … On September 28, Ploughshares Senior Researchers Jessica West and Branka Marijan participated in an online panel on the future of peace and conflict hosted by the Balsillie School of International Affairs. Event description From the invention of the machine-gun, to the proliferation of nuclear weapons, to the use of armed drones, technological advances in war craft have transformed geopolitical rivalries … What if space has already been weaponized? This is the claim of the United States military. Following the official establishment of the Space Force in January 2020, a new Defense Space Strategy published in June presents a strategy for “winning wars” in a domain that it depicts as “weaponized” by Russia and China. Russia and China have made similar accusations against the United States. On July 23, 2020, the United States Space Command Public Affairs Office released information claiming that on July 15, Russia “injected a new object [Object 45915] into orbit from Cosmos 2543” and “released this object in proximity to another Russian satellite.” As part of a wider research project that is mapping the normative landscape in outer space with the aim of informing the further development of norms related to space-based military capabilities and activities, we invited global space experts to participate in a survey that was open from May 15 to June 10. The security of outer space is a cooperative endeavor to achieve a shared benefit. Yet, while cooperation is essential for space security, it is often fraught. This chapter examines the logic for cooperation as an approach to space security, including supportive governance mechanisms, and traces the impetus and evolution of such efforts over time, marked by struggle to overcome strategic competition. The new Netflix parody series Space Force, starring Steve Carell, is currently #1 on the platform in Canada. We at Project Ploughshares are watching, too. On June 2, with our colleagues from the Centre for Peace Advancement, we hosted an online social event to watch the first episode. Inspired by U.S. President Trump’s call in 2018 to establish a Space …

aerospace

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Results-oriented leader with over ten years of experience managing high-performing teams in demanding and ambiguous environments. Demonstrated expertise in mentoring and encouraging team members to meet and exceed company goals, built throughout an illustrious 20-year military career. Strong background in problem-solving, communication, process improvement, and maintaining compliance. Highly-motivated toward organizational achievement and ready to take on a challenging role as an Amazon Area Manager. • Led and mentored 236 employees; guided team to Air Force Team Excellence Award, Air Force Outstanding Unit Award, and two Aircraft Maintenance Unit of Year Awards. • Enforced culture of quality/safety, designed robust inspection program; drove historical high 96% quality assurance pass rate on 12,000 task evaluations. • Expertly managed completion of four multi-billion dollar projects, 186 process improvement efforts; founded Air Force's first Joint Strike Fighter Operational Test Organization. • Trained, organized, and equipped staff with adequate resources; resolved employee constraints/conflicts, administered discipline/counseling appropriately. • Managed 4,000 assets and 68 programs including safety, hazardous materials, security, and OSHA; ensured 100% compliance with federal, state, and local regulations. • Oversaw organization's training/development program, evaluated employee skills/abilities; designed comprehensive training program, reduced employee qualification time by 58%. • Assessed employee work performance and provided feedback/counseling; addressed strength/weakness and encouraged personal/professional development. • Directed maintenance operations on twelve aircraft worth $960 million; drove highest performance metrics in Combat Air Force for eight consecutive months. • Supervised seventy-two employees across three shifts, maintained twenty-four aircraft worth $2.4 billion; guided team's Squadron of Year (2011, 2013), Aircraft Maintenance Unit of Year (2012, 2015, 2016), and Air Force Outstanding Unit of Year (2017) wins. • Enforced strict adherence to/compliance with work policies, management procedures, and safety programs. • Oversaw work-center administration, manning, performance, welfare, and discipline; applied conflict resolution, problem solving, interpersonal communications, and leadership tactics. • Trained, equipped, and motivated employees to meet organization objectives; acquired resources to meet evolving requirements and minimize constraints. • Monitored/evaluated employee skills, performance, and growth; provided feedback/counseling to encourage continual progress. • Reinforced safety, reliability, and quality control methods in fast-paced and challenging environments; facilitated organization's Safety Achievement Award. • Managed thirteen work center programs, 430 equipment worth $11.2 million; aced Inspector General/Logistics Compliance Assessment Program Inspections. • Organized and led work-center training/development plan; reduced process failures by 60%, achieved organizational best 97% quality assurance pass rate. Resumes, and other information uploaded or provided by the user, are considered User Content governed by our Terms & Conditions. As such, it is not owned by us, and it is the user who retains ownership over such content. Job Titles Held:

aerospace

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A LIAT aircraft aborted a landing at the E.T. Joshua Airport at the last moment around 9:20 p.m. Friday because a laser beam was pointed into the cockpit. “The aircraft was very close to touchdown when it had to “pull up”’ and abort landing,” Director of Airports, Corsel Robertson said in a statement on Saturday. Robertson said that the fact that the pilot had to abort the landing gives an indication of the seriousness of this act. “The pilot needed to take drastic action to prevent what could have been a major accident,” she said. A decision was made to divert the flight in the interest of safety, and the flight returned to Barbados without landing at the E.T. Joshua Airport. “This is a very dangerous practice. A laser beam can blind or impair the vision of the flight crew to the extent that it can cause an accident or crash. To deliberately point this light at an aircraft is to threaten the safety of the passengers, crew, aircraft, property and lives on the ground, and civil aviation in general. This can lead to the loss of lives and should not be taken lightly,” Robertson said. She said the act is a considered a very serious offence and would be dealt with under the full severity of the law. “Persons who have engaged in this dangerous practice are strongly urged to cease and desist from repeating such an offence.” She said the pilot has reported that the beam seems to have originated in the Dorsetshire/Queens Drive area. “The cooperation of the general public is solicited in the protection of its fellow members who travel by air. Please refrain from engaging in any such act and discourage anyone whom you know maybe considering such an activity. You should also report anyone who carries out such activities,” Robertson said. “Once again, I am appealing to the public not to engage in pointing laser lights at any aircraft and if you see or know anyone who is considering or doing so, please report it to the Police or the Airports Department at 458-4011,” Robertson said.

aerospace

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BAKU, Azerbaijan, July 10. Alert and alarm sign issued at Heydar Aliyev Worldwide Airport because of the compelled touchdown of Korean Air plane, Development reviews citing the press service of Heydar Aliyev Worldwide Airport. The Airbus A330 plane working the Istanbul-Seoul flight made an emergency touchdown on the Baku airport on account of a malfunction of one of many engines. The aircraft landed efficiently at 22:25, there have been no casualties throughout the incident. In reference to the introduced alarm sign, all emergency providers of the Baku airport have been placed on standby. At present, the plane is being inspected, a set of mandatory measures is being organized to determine all of the circumstances and causes of the incident.

aerospace

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Editor’s note: This article is a reprint from the July 22, 2005, issue of The Drop Zone. History was made here on Aug. 6, 1974, as Navy Ensign Jane Skiles successfully completed the C-130 pilot training course at Little Rock Air Force Base, becoming the first female qualified to fly the Herk. In fact, she had been in the first class of women to go through naval flight school the previous year. Her training at Little Rock AFB also made her the first woman to go through Air Force pilot training. Capt. Al Rowe of the 16th Tactical Airlift Training Squadron administered the check ride and commented that Ensign Skiles was not overly nervous. She had slept well the night before and had remarked, “If you don’t know it then, you’ll never know it.” She certainly did know it, and she passed the test. The check ride was an otherwise routine flight to Jackson, Miss., but the crowds of people present at base operations when the aircraft taxied in demonstrated it was anything but routine to visiting press, dignitaries and ordinary sightseers. “I didn’t expect anything like this,” she later said. Exiting the aircraft, she rendered sharp salutes to Col. John Davis, the former 314th Tactical Airlift Wing commander, and Navy commander Robert Baril, the commander of the U.S. Navy Recruiting District in Little Rock, and the two commanders presented her with a certificate of completion of training. Ensign Skiles departed Little Rock AFB for her first operational assignment flying C-130s at Naval Air Station Rota, Spain. She went on to a long and productive career, setting other firsts along the way. As a pioneer, she did face obstacles and prejudice, but she followed through with her career. She ultimately attained the rank of captain (0-6 in the Navy) and retired in 1997. At the end of her career, Captain Skiles-O’Dea advised women aviators to “Dig and scrap for every opportunity they’ll give you, and be prepared to prove yourself.”

aerospace

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Paine Field (KPAE) already had tons of large planes that are built and flown around the local area. Last week, the Federal Aviation Administration (FAA) approved commercial flights to operate from Paine Field (KPAE) in Everett, WA. Will that mean flights will actually start at the airport? Maybe not. Paine Field is located about [...][Read More] A walk-up bar in the premium cabin stocked with snacks and refreshments will be a first for any U.S. airline and adds another distinctive luxury feature to the 777-300ER. Photo from American Airlines. Today, American Airlines took delivery of their first Boeing 777-300ER (aka 77W). They become the first airline in the US to [...][Read More] The Bahamas puts the “blue” into JetBlue. JETBLUE ECONOMY REVIEW BASICS: Airline: JetBlue Aircraft: Embraer E-190 N317JB, Deja Blue Departed: Lynden Pindling International Airport (NAS) Arrived: Boston Logan International Airport (BOS) Stops: None Class: Economy Seat: 7D Length: 3hrs Cheers: Great little bonuses: full soda can, free TV, lots of snacks and one free [...][Read More] ANA’s special 60th anniversary livery on a Boeing 767 model. Photo from ANA. Back in September I shared a special livery contest that All Nippon Airways (ANA) was holding for people to design a special livery to celebrate their 60th birthday. Shockingly, my design was not chosen. After 7042 designs were submitted, the airline [...][Read More] Tiara Air’s Boeing 737-300. Photo courtesy of Tiara Air. I think more airlines should be named after the kids of their founders. Imagine how much more personal an airline like American would be if it had a name like “Nicole Airlines.” Tiara Air, based at Queen Beatrix International Airport in Aruba, was founded by Alejandro [...][Read More] Boeing illustration showing what the Boeing 737 MAX will look like with Icelandair livery. Boeing and Icelandair announced a commitment today for 12 MAX 8 and MAX 9 aircraft. Currently, the airline only operates the Boeing 757, with a fleet of 23. “This commitment is the result of our research into what aircraft manufacturers have [...][Read More] United Airlines First 787 at Paine Field in Everett. Phone: Mal Muir – Airlinereporter.com On Tuesday the 4th December 2012, United flight 1146 scheduled from Houston to Newark, diverted to New Orleans due to a mechanical issue. An emergency had been declared during descent and following standard procedure, the flight was to be welcomed [...][Read More] The wing is astounding on the Boeing 787 Dreamliner. Photo: Malcolm Muir / AirlineReporter.com. This is the final installment of a multi-part (PART 1 & PART 2) series was written by AirlineReporter.com correspondent Mal Muir on the Qatar Airways Boeing 787 Dreamliner delivery flight (note: Qatar Airways covered Malcolm’s trip to Doha to cover [...][Read More] An Alaska Airlines Boeing 737 at Paine Field (for maintenance). Copied and pasted from Alaska Airlines email. This story will not show up on the main AirlineReporter.com page. Statement from Andrew Harrison, Alaska Airlines’ vice president of planning and revenue management: “Alaska Airlines believes the Puget Sound region is best served by Seattle-Tacoma International [...][Read More] The first A350 XWB flight test aircraft has moved to the Station 30 ground test station at Airbus’ final assembly line in Toulouse, France following its structural assembly and initial electrical power-on in the facility’s main assembly hall (Station 40) . Image from Airbus. Click for larger. This is a copy and paste from [...][Read More]

aerospace

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The Tiger attack helicopter was very cool and the pilots were very talkative and friendly. The helmets are just amazing as was the weapons systems. |C17 , Just simply Huge| |Inside the C17| |Will taking a rest in the C17| Below, the drone was a lot larger than I expected Here's a bunch of shots, just one or two or the many I shot.

aerospace