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Multimodal Art Projection 273

http://www.orbit17.com/tag/sun/

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Taken by astronaut William Anders from the Apollo 8 spacecraft, this December 1968 photo of Earth rising over the lunar surface would become one of the most famous images of the 20th century. Credit: NASA NASA heads into 2010 with the bittersweet assignment of retiring the space shuttle after nearly three decades. But that’s not all the agency has planned: There are also launches of three new satellites aimed at better understanding the Earth’s climate and oceans, and the sun. Two of the probes will examine Earth — specifically the concentration of salt in the world’s oceans and the presence of aerosol particles, such as soot, in the atmosphere. A third mission will study the sun and its effect on space weather including solar flares that can disrupt communication on Earth. All three come at a critical time for NASA. Data from the two Earth probes will likely influence global-warming research, and the trio of launches could serve as bright spots in a year otherwise dominated by debate over the future of the agency’s manned space program. “They are extraordinary timely,” said Michael Freilich, head of NASA’s Earth-science division, of the two Earth probes. “It is a quest for understanding of the Earth system and [to improve] our ability to predict how our wonderful environment and our planet is going to change in the future.” Combined, the three missions will cost more than $1.5 billion.

aerospace

https://www.sps-aviation.com/experts-speak/?id=690&h=New-Age-Drones-Jet-Packs-and-Robotic-Mules

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The Army is seeking the above technologies in line with the need to modernise and upgrade its combat capabilities |The Author is Former Director General of Information Systems and A Special Forces Veteran, Indian Army| The Indian Army is set to procure 130 x new-age drone systems, 48 x Jet Pack suits and 100 x robotic mules. These three technologies are being acquired under emergency procurement through a fast-track procedure under the 'Buy-Indian' category. News reports of January 24, 2023 indicate that the Ministry of Defence (MoD) has sought technical and commercial bids for robotic mules, jetpack suits and tethered drones that can look beyond the line of sight to augment combat capability of the Indian Army. The Army’s request for proposal (RFP) for 130 x new-age drone systems pertains to a tethered drone system; such drones are tethered to the ground using a cable that will be used to download data and give commands. The Army is seeking a drone with an all-up weight of 15 kg. The drone will be tethered to a base station on the surface with a 60 metre long cable. It should be capable of operating for six hours at a stretch and able to detect vehicles five km away and a person two km away. With regard to the Jet Pack suit, it is a turbine based individual mobility platform, which can lift a man safely across varied terrain. The Jet Pack suit propels the wearer through the air and it uses gas or liquid to propel the user to fly. The suit must provide controls for safe ascent, safe descent, take off and landing and movement in all directions, the Army said in the RFP document. Ministry of Defence has sought technical and commercial bids for robotic mules, jetpack suits and tethered drones that can look beyond the line of sight to augment combat capability of the Indian Army The Army is seeking 48 x Jet Pack suits with modern propulsion systems (including turbine engines, electric and hybrid systems), which can be worn like a backpack and soldiers wearing it can fly across varied terrain. The Army is likely to use these for special operations. The weight of the jetpack must not exceed 40 kg. It should be able to carry an individual weighing 80 kgs and its maximum speed must not be less than 50 km/h. For the 100 x robotic mules, the Army also has put out a RFP, according to which, the Army is looking for four-legged robotic mules capable of autonomous movement across various terrain, self-recovery and avoiding obstructions. The robotic mule should be one metre in length, weigh not more than 60 kg and should be able to operate at altitudes over 10,000 feet carrying 10 kg weight in autonomous mode and on pre-defined routes for over three hours. Further, the robotic mule should be able to operate in temperature range of minus 20 degree Celsius to plus 45 degree Celsius and should be compatible with the European Union’s GNSS and India’s IRNSS satellite navigation system. The robotic mules would be a replacement for mules that transport goods and rations to some forward posts. Reduction in mules would automatically reduce the equivalent number of mule drivers enabling reduction in manpower. The Army is seeking the above technologies in line with the need to modernise and upgrade its combat capabilities. Advantages of tethered drones include: operations within a limited spatial area restricted by the tether – negating requirement of a ‘trained’ pilot and GPS navigation; safe data transfer because of line of sight and uninterrupted links, and; overt deterrence to the enemy. China had deployed machine gun wielding robot soldiers along the LAC and ‘Mule-200’ for the transportation of ammunition and cargo on the battlefield Tethered drones offer several significant benefits, making this platform an indispensable tool for warfighting and first responders. Tethered drones and captive aerostats are both excellent tools for conducting aerial surveillance. Tethered drones are being used not only for border control and ISR (intelligence, surveillance and reconnaissance) tasks but also as a critical component of tactical communications including as tactical aerial telecommunications relay. News reports of March 9, 2021 said that America’s Defense Advanced Research Projects Agency (DARPA) would pay up to $1.5 million in development costs for a powered Jet Pack system capable of quickly moving a single person; to enable troops zipping across the battlefield to fight in cities, rescue downed pilots, or enter or exit the battlefield. Reports of July 2021 stated that the US had tested Jet Packs, Pentagon was ready to equip US soldiers and intends to use them for special operations. The British Royal Navy has also tested Jet Packs for using them in swarms. In December 2015 media reports emerged that the US military had reportedly shelved development of its robotic quadruped pack mule, Legged Support System or ‘LS3’, by Boston Dynamics, and there were no future experiments or upgrades planned since it made too much noise and would give away its location to the enemy. The predecessor of LS3 ‘BigDog’ was powered by a two-stroke go-kart engine, and a contract in 2013 to develop the LS3 at a cost of $10 million specified that it needed a quieter method of propulsion as well as the ability to resist gunfire. Apparently, noise remained a problem. In April 2020, reports emerged that the robot ‘Sharp Claw’ developed by China North Industries Corporation (NORINCO) had entered service with the PLA. Subsequent reports indicated that China had deployed machinegun wielding robot soldiers along the LAC and ‘Mule-200’ (developed by Zhong Tian Zhi Kong Technology Holdings) for the transportation of ammunition and cargo on the battlefield. The Mule-200 is driven by a hybrid gasoline-electric engine and has a tracked chassis. The total weight of this robot is 500 kg. It has a range up to 50 km and has a maximum speed of 50 km/h. The noise quotient of the above Chinese robots is not known. However, the Indian Army would have taken these into account, as well as why the US shelved LS3, whether quieter version of mule robots have been developed or whether noise would be irrelevant in areas where the mule robotic mules being procured are planned to be deployed.

aerospace

https://flightchic.com/2023/07/08/3621969202/

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Swedavia’s Malmö Airport prepares for electric aviation with Heart Aerospace’s ES-30 aircraft tests Swedavia is breaking ground by offering Malmö Airport as a testing ground for Heart Aerospace’s groundbreaking ES-30 electric aircraft. This pioneering project will see a full-scale electric aircraft charging and taxiing model at the airport. Collaborating with Swedavia are Heart Aerospace, airlines BRA and SAS, and Swedish battery developer Northvolt, with the project receiving SEK 20 million (about US$1.85 million) in co-funding from the Swedish innovation authority Vinnova. Malmö Airport is now a key player in the pursuit of fossil-free aviation. As the host for ES-30 electric aircraft testing activities, the airport will continue enhancing its aircraft charging infrastructure. The foundation for this work is the ELISE project, launched in the spring of 2018 to spearhead Sweden’s electric aviation advances through international positioning, societal need assessment, and technology inventory. “Malmö Airport is perfectly positioned, with its proximity to mainland Europe, its status as southern Sweden’s largest airport, and its focus on international cooperation. These factors offer exciting prospects for electric aviation and make the airport an ideal testing ground for Swedish electric aviation’s continued development,” asserts Karin Öhrström, airport director at Malmö Airport. “Malmö Airport is perfectly positioned, with its proximity to mainland Europe, its status as southern Sweden’s largest airport, and its focus on international cooperation. These factors offer exciting prospects for electric aviation and make the airport an ideal testing ground for Swedish electric aviation’s continued development,” asserts Karin Öhrström, airport director at Malmö Airport. The second phase of the ELISE project aimed to create a Swedish-made electric aircraft, leading to the design of the ES-19 regional electric aircraft with 19 seats. The third phase aims to create and test a full-scale model of Heart Aerospace’s new ES-30 electric aircraft, a 30-seater equipped with a battery pack that can be charged and tested at Malmö Airport. “We’re thrilled to contribute our combined knowledge and skills in electric and battery-powered aircraft. Battery-powered aircraft are instrumental in energy transition, and eventually, all Swedavia’s airports will facilitate the handling of electric aircraft.It’s crucial that we can provide a platform for taxiing and charging tests, which we’ll conduct with our partners,” says John Nilsson, strategic planning manager for electric and hydrogen-powered aircraft at Swedavia. “We’re thrilled to contribute our combined knowledge and skills in electric and battery-powered aircraft. Battery-powered aircraft are instrumental in energy transition, and eventually, all of Swedavia’s airports will facilitate the handling of electric aircraft. It’s crucial that we can provide a platform for taxiing and charging tests, which we’ll conduct with our partners,” says John Nilsson, strategic planning manager for electric and hydrogen-powered aircraft at Swedavia. Swedavia is championing the aviation industry’s energy transition through diverse initiatives, particularly developing electric and, eventually, hydrogen-fuelled aircraft. There are charging stations for electric aircraft at Visby Airport and Åre Östersund Airport, among others. Swedavia has previously participated in a case study using electric aircraft for a route between Umeå Airport and Åre Östersund Airport and participated in the MODELflyg project, focused on developing a simulation model for handling an increase in electric aviation. Additionally, Swedavia was part of the Fossil-Free Aviation in Northern Sweden project. What is Heart Aerospace’s ES-30 electric aircraft, and how does it work? Heart Aerospace’s ES-30 electric aircraft is a regional aircraft designed to operate on short-haul flights. It is a 30-seat aircraft that is powered by electric motors and batteries. The aircraft is designed to be environmentally friendly, with zero emissions during flight, and is expected to be significantly quieter than conventional aircraft. The ES-30 electric aircraft is expected to revolutionize the aviation industry by providing a more sustainable and environmentally friendly alternative to conventional aircraft. The aircraft promises to significantly reduce emissions and noise pollution, making it ideal for use in urban areas and other environmentally sensitive locations. The aircraft may also be more cost-effective than traditional aircraft due to its lower maintenance and fuel costs. Malmö Airport’s decision to make itself available as a test arena for Heart Aerospace’s ES-30 electric aircraft is a significant step forward in the development of electric aviation. The airport’s location in southern Sweden makes it ideal for testing the aircraft due to its proximity to Heart Aerospace’s headquarters in Gothenburg. The airport’s commitment to electric aviation is also a positive sign for the industry, as it shows growing interest in sustainable aviation solutions. ES-30 Tech Specs - Capacity: 30 passengers (typical) - 200 km all-electric - 400 km electric+hybrid - 800 km electric+hybrid 25pax - Propulsion: 4 electric motors - Energy source - Batteries (primary) - Reserve-Hybrid Turbogenerators - Max altitude: 20,000 ft - Runway length: 1,100 m - Turnaround time: 30 min (fast charge) - Enter into service: 2028 Heart Aerospace’s Electric Dreams: Soaring Beyond the Horizon Fast Forward to the Late 2020s Imagine this: a 200 km journey, purely powered by electricity. Or even a 400 km trip supported by hybrid technology. Speeding Ahead to Mid-2030s Now, let’s push it further. How about a 300 km electric adventure? Or perhaps a 500 km hybrid expedition? Welcome to the Late 2030s And just when you thought it couldn’t get any better, envision a 400 km electric odyssey. Or a 600 km hybrid voyage. The future of aviation is truly electrifying! Unveiling the Green Potential of Heart Aerospace’s ES-30 Aircraft Embracing Zero Emissions: Imagine an airport free of pollutants and aircraft that leave no carbon footprint. The ES-30 offers this precisely, with zero emissions on short routes under 200 km and longer routes as battery technology advances. Significantly Lower Emissions: What if we could halve the emissions of turboprops on longer journeys? The ES-30 enables more than 50% emission reduction per seat compared to 50-seater turboprops. And when paired with SAF (sustainable aircraft fuel), the aircraft’s green advantage skyrockets to over 90%. Quiet as a Whisper: Imagine a tranquil takeoff and a serene landing without disturbance to the community. The ES-30’s electric motors promise this low-noise experience, creating a peaceful atmosphere in the air and on the ground. How Can the ES-30 Boost Profitability? The cost of electricity is generally lower than the cost of jet fuel. Couple that with the minimal maintenance requirements of electric motors, and you have a more cost-efficient aircraft for shorter routes. Redefining Operating Expenses: Heart Aerospace predicts the ES-30 could deliver a cash operating cost per seat matching a 50-seater turboprop. Even better, the cost per trip significantly surpasses the current standards. Improving Economics in the Long Run: As battery technology evolves, Heart Aerospace projects longer electric flights paired with extended battery life, dwindling battery maintenance costs, and a future with decreasing electricity prices. The Rising Tide of Conventional Aircraft Expenses: On the flip side, consider the increasing fossil fuel costs, the impending environmental penalties, and the creeping engine maintenance costs. That’s why aviation is moving toward new technologies for a sustainable future. What are the key benefits of electric aviation? Electric aviation can potentially reduce carbon emissions and improve air quality significantly. Traditional aircraft rely on fossil fuels, contributing to greenhouse gas emissions and air pollution. On the other hand, electric aircraft use electric motors powered by batteries or fuel cells, producing zero emissions during flight. Electric aviation can also reduce noise pollution, a significant concern for communities near airports. Electric motors are much quieter than traditional jet engines, which can reduce noise levels by up to 50%. This can lead to a more pleasant living environment for nearby residents and potentially reduce the need for noise abatement procedures. Finally, electric aviation can help to drive innovation and technological advancements in the aviation industry. Electric aircraft development requires new technologies and materials, which can lead to advancements in other areas of aviation, such as air traffic control, airport infrastructure, and aircraft design. This can help to create a more sustainable and efficient aviation industry in the future. What are the challenges of electric aviation? One of the biggest challenges of electric aviation is the limited range of electric aircraft. The energy density of batteries is still much lower than that of traditional jet fuel, meaning electric planes can only fly a limited distance before needing to recharge or swap out batteries. This makes electric aviation more suitable for short-haul flights rather than long-haul ones. Another challenge of electric aviation is the weight of batteries. Batteries are heavy, and the more batteries an electric plane carries, the heavier it becomes. This can limit the aircraft’s payload capacity and reduce its overall efficiency. Researchers are exploring ways to develop lighter and more efficient batteries to overcome this challenge. The infrastructure required for electric aviation is also a challenge. Electric planes require charging stations and battery swap facilities, which must be installed at airports and other locations. This requires significant investment and coordination between airlines, airports, and other stakeholders. Additionally, the electrical grid needs to handle the increased demand for electricity that electric aviation will bring. Finally, the cost of electric aviation is currently higher than that of traditional aviation. Electric planes are more expensive to manufacture, and the infrastructure required for electric aviation is also costly. However, as technology advances and economies of scale are achieved, electric aviation costs are expected to decrease over time. Just the Facts about ELISE 3 - This project has received SEK 20 million (US$1.85 million) in funding from the Swedish innovation authority Vinnova. It is the third phase of the ELISE project, which is aimed at creating better conditions for electric aviation in Sweden. - The consortium involved in the project consists of Swedavia, Heart Aerospace, Northvolt, BRA and SAS. - The project’s advisory board members include the Swedish trade organization for regional airports, Sveriges Regionala Flygplatser, RISE Research Institutes of Sweden, Bromma Air Maintenance, the Swedish Civil Aviation Administration, the Swedish Transport Agency and the Swedish Transport Administration. - The project was launched in the summer of 2023 and is expected to run until spring 2025. - Malmö Airport will serve as a host for the project’s tests and demonstrations for the taxiing and charging of the ES-30 electric aircraft. - The electric ES-30 was developed by Heart Aerospace. The aircraft can carry 30 passengers and is expected to be in commercial operation in 2028. Swedavia is a group that manages 10 airports in Sweden, providing essential travel connectivity. The airport group’s main focus is on satisfied and safe travelers. They are a global leader in creating environmentally friendly airports. Since 2020, all their airports have been fossil-free. In 2022, they made about SEK 4.8 billion and had around 2,400 employees. About Heart Aerospace Heart Aerospace is a technology company focused on creating the world’s greenest and most cost-effective transportation. They believe electric air travel will become the standard for regional flights, significantly improving the industry’s sustainability. They are developing the ES-30, an electric airplane for 30 passengers. It’s powered by electric motors and has a zero-emission range of 200 kilometers. The range extends to 400 kilometers with 30 passengers and up to 800 kilometers with 25 passengers, including typical airline reserves. Investors include Breakthrough Energy Ventures, EQT Ventures, European Investment Council, Lower Carbon Capital, Mesa Air Group Inc, and United Airlines Ventures. Their headquarters and hangar are at Säve Airport in Gothenburg, Sweden.

aerospace

https://news.scudrunners.com/korean-air-enters-budapest-with-passenger-and-cargo-services/

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Korean Air is expanding into the recently opened Seoul Incheon-Budapest sector with passenger and cargo services. Cirium schedules data shows that LOT Polish Airlines was first to launch a scheduled Seoul Incheon-Budapest passenger service in September 2019, flown three times-weekly on Boeing 787-8s configured with 252 seats. From May, Korean Air will operate three-times weekly passenger services, flown on an Airbus A330-200 configured with 218 seats. Budapest airport has been working on a direct connection to South Korea since at least 2018, noting then that 47,000 passengers flew indirectly between both cities in the previous year. Korean states: “Not only is there high travel demand for tourists, but also for businesses as many Korean companies are located in Hungary due to the Hungarian government’s investment policy in the car manufacturing industry.” It expects the new direct service to reinforce its European network and boost its position in the east European market. Cirium data indicates that Budapest will be the airline’s second eastern European destination after Prague. The sector also offers the airline opportunities in the freight market, as it previously flagged the adverse impact of US-China trade tensions and has been continuously seeking opportunities in growth markets. Starting this month, Korean will operate twice-weekly cargo flights with Boeing 777F freighters, where it will fly the Seoul Incheon-Budapest-Frankfurt route. “With the sharp boost of air cargo demand to Hungary due to the import of mobile devices from China and e-commerce from Korea, Korean Air forecasts improved profitability by developing the new cargo market.”

aerospace

https://ronrieck.wordpress.com/2021/04/17/spacex-wins-contract-to-develop-spacecraft-to-land-astronauts-on-the-moon/

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The company beat out Jeff Bezos’s Blue Origin and Dynetics, a defense contractor By Christian Davenport | The Washington Post NASA on Friday selected Elon Musk’s SpaceX to build spacecraft that would land astronauts on the moon for the first time since the last Apollo mission. The award to SpaceX for the “human landing system” was a stunning announcement that marked another major victory for the hard-charging company that vaults it to the top tier of the nation’s aerospace companies and solidifies it as one of the space agency’s most trusted partners. In winning the $2.9 billion contract, SpaceX beat out Jeff Bezos’s Blue Origin, which had formed what it called a “national team” by partnering with aerospace giants Lockheed Martin, Northrop Grumman and Draper. SpaceX also won over Dynetics, a defense contractor based in Huntsville, Ala. (Bezos owns The Washington Post.) NASA had originally chosen all three companies for the initial phase of the contract, and was expected to choose two of them to build the lunar lander. In other major programs, NASA has chosen multiple providers to foster competition and to ensure it has redundancy in case one can’t deliver. In a document explaining NASA’s rationale for picking SpaceX obtained by The Washington Post, NASA said it wanted “to preserve a competitive environment at this stage of the HLS Program.” But it added that “NASA’s current fiscal year budget did not support even a single [contract] award.” As a result, SpaceX updated its payment schedule so that it now fits “within NASA’s current budget.” But in moving ahead with SpaceX alone, it sent a message that it fully trusts the growing company to fly its astronauts for its signature human exploration program — Artemis, a campaign to return astronauts to the moon for the first time since 1972. “As the first human lunar lander in 50 years, this innovative human landing system will be a hallmark in space exploration history,” Lisa Watson-Morgan, NASA’s lunar lander program manager, said during a news briefing announcing the award. “NASA’s Apollo program captured the world’s attention, demonstrated the power of America’s vision and technology, and can-do spirit. And we expect Artemis will similarly inspire great achievements, innovation and scientific discoveries. We’re confident in NASA’s partnership with SpaceX to help us achieve the Artemis mission.” Over the past several years, SpaceX, founded by Musk in 2002 with the goal of eventually flying humans to Mars, has completely upended the space industry, moving through fast, and at times fiery test campaigns that have unsettled traditional industry officials but also ignited new waves of enthusiasm not seen since the early days of the Space Age. When Musk first started the company, even he didn’t think it would succeed. In 2008, after three test flights of its Falcon 1 rocket failed to reach orbit, he was nearly out of money. But the next test was successful, and NASA awarded the company a modest contract that kept it afloat. In the years since, SpaceX has flown cargo and supplies to the International Space Station, and then, astronauts, overcoming skeptics who said human spaceflight should never be outsourced to the private sector, and certainly not to a company as green — and brash — as SpaceX. In 2015, one of its Falcon 9 rockets exploded on a mission for NASA flying cargo to the station. Another exploded on the launchpad ahead of an engine test in 2016. And after Musk smoked pot on a podcast broadcast on the Internet, then-NASA Administrator Jim Bridenstine ordered a safety review of the entire company.

aerospace

http://wattsup.pipistrel.si/technology/

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Aircraft powered by electric motors offer several technological benefits when compared to their piston alternative: almost no maintenance (no spark plugs, oil filters, etc.), the power is independent from altitude (no combustion cycle involved), extreme efficiency (up to 99%). Furthermore they are quieter and when electricity is produced from renewable energies, electric aviation has no impact on greenhouses emissions. The first Pipistrel electric aircraft flew in 2007. The Taurus Electro is a self-launchable glider powered with 30Kw motor with enough battery power to climb electrically to 3000ft and demonstrate the first electric two seat aircraft in the world. In 2011 flew the world’s first four seat electric aircraft: the Pipistrel Taurus G4, that won the Greenflight challenge organized by Nasa and sponsored by Google. Nasa engineers designed a challenge that would require participants to fly one passenger for at least 200 miles in less than 2 hours, using the electric energy equivalent to one gallon of fuel – achieving the 200 pmpg (passenger-miles-per gallon). Pipistrel won the challenge totaling 403 pmpg, demonstrating that Pipistrel technology doubled Nasa expectations. In 2012 flew the Taurus Electro G2 – the new generation aircraft featured a more powerful and robust motor, a powerful battery pack and a simpler, intuitive instrument designed to monitor the battery status, the range and transferred power. The electric trailer, designed to store the aircraft inside and at the same time recharge batteries, demonstrated the “fly for free” concept. It can climb to 8500 ft above the starting point. In 2013 Pipistrel prepared three specialised electric propulsion kits for NASA. These kits are currently used at the NASA Armstrong facility for break-through reserach in electric propulsion and propeller characterisation. In 2014 flew for the first time the WattsUp – the prototype of the first usable two seat trainer, which will be serially produced with the name Alpha Electro.

aerospace

http://www.crunchbase.com/company/ogin

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|Description||Wind turbine technology| |Venture Round, 12/2013 ||$55M| Ogin, Inc. (fka FloDesign Wind Turbine), headquartered in Waltham, MA, is a venture-backed developer of high efficiency shrouded wind turbine technology. This innovative design represents a novel application of well-proven aerodynamic technology known as a mixer/ejector that has been used in military and commercial aircraft since the 1970s to improve jet engine performance. Ogin’s mid-scale shrouded wind turbine will (1) significantly reduce the cost of energy of wind, (2) enable new distributed markets with lower wind speeds for wind power generation closer to load, and (3) increase the utilization per acre of land while reducing environmental impact.

aerospace

http://diver.net/bbs/messages2/16341.shtml

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Posted by CalAbDiver on July 24, 2001 at 09:09:02: In Reply to: Navy Weather data (WAM) is closed down. posted by Chris on July 23, 2001 at 23:58:00: i guess the PRC are still really peeved that one of our Navy "spy" planes bumped and "sunk" one of their land-based fighter jets. NEVER fly too close to a U.S. Navy plane, because it might swat you. Naval Aviators are never very happy about being on a foreign deployment. apparently that was a lesson the PRC [Peoples 'Republic' of China] had never even envisioned. thank you, Chris, for providing this scuba site. good luck buddy! Post a Followup

aerospace

https://ischool.umd.edu/events/ottrs-speaker-series-promoting-astronaut-autonomy-in-human-spaceflight-missions/

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(Talk) OTTRS Speaker Series: Promoting Astronaut Autonomy in Human Spaceflight Missions Event Start Date: Friday, February 24, 2023 - 12:00 pm Event End Date: Friday, February 24, 2023 - 1:00 pm Location: Virtual EST Mission operations will have to adapt for long duration, long distance human spaceflight missions. This change is driven mainly by the significantly different communication availability between Earth and space. As astronauts travel farther from Earth, the one-way communication latency increases; the amount of bandwidth will be limited; and there will be period of long and/or no communication. Currently, ground flight controllers collaborate and cooperate with astronauts in space to accomplish essential operational functions. Astronaut autonomy, i.e., the crew’s ability to work more independently from mission control, will be a key enabler in future exploration missions. Over the last several years, the NASA Ames Human-Computer Interaction (HCI) Group has investigated various ways to promote and support astronaut autonomy in human spaceflight missions. Software prototypes are researched, designed, implemented, and assessed for their ability to enable astronaut autonomy. From integrated Internet of Thing for Space, advanced procedures interfaces, comm-delayed chats, and self-scheduling tools, the HCI Group has explored different aspects of astronaut autonomy. Specifically, the self-scheduling tool Playbook has been evaluated in analog extreme environments and onboard the International Space Station, successfully paving the way for future autonomous astronauts. Bio: Jessica Marquez, Human Systems Engineer at the NASA Ames Research Center Since 2007, Dr. Jessica Marquez has been working at the NASA Ames Research Center within the Human Systems Integration Division. As part of the Human-Computer Interaction Group, she has supported the development and deployment of planning and scheduling software tools for various space missions, including the International Space Station Program. She now leads the team that is developing Playbook, a web-based planning, scheduling, and execution software tool. Her work has led to supporting different NASA analog missions that simulate planetary missions and spacewalks. She also is a subject matter expert for space human factors engineering, specifically in human-automation-robotic integration. Dr. Marquez has a Ph.D. in Human Systems Engineering and S.M. in Aeronautics/Astronautics from the Massachusetts Institute of Technology and a B.S.E. in Mechanical Engineering from Princeton University.

aerospace

http://www.salon.com/2010/11/27/giftguide_betty_white/

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Space porn: These images are (quite literally) out of this world Betty White is 88 years old, but don’t tell her that. She’s showing no sign of slowing down, and if anything, she’s kicked it into a higher gear now that she knows not only what she wants, but how to get it. If she’s strong-willed and not afraid to be a little raunchy — and she never wants to get old — indulge that adventurous grandma. NASA astronaut Mike Hopkins On December 28, 2013, Expedition 38 crew member Mike Hopkins participating in the second of two space walks to replace a degraded pump module on the International Space Station. (NASA astronaut Rick Mastracchio is reflected in his helmet!) The Soyuz TMA-10M The Soyuz TMA-10M headed towards the International Space Station with crew members from Expedition 37 onboard. 40 years ago the Apollo 8 mission flew up to the moon, orbited it ten times and then returned to Earth. This picture was taken from that flight and shows the Earth as it seemingly rises in similar fashion to a sunrise. Sunrise from Expedition 36 NASA Flight Engineer Karen L. Nyberg of Expedition 36 took this photo of the sun rising -- a sight they saw nearly 16 times per day due to the speed of the International Space Station's orbit around the earth. A pair of NanoRacks CubeSats -- nanosattelite spacecrafts carrying experiments -- were launched by Expedition 38. Salon's Celebrity Gift Guide is your cheat sheet to finding easy and fun gifts for your friends and family. We've chosen 10 larger-than-life personalities -- each representing traits that you'll recognize in your loved ones -- and come up with cheap, mid-range and expensive presents to suit their tastes and needs. We'll be gradually rolling out our suggestions between 11 am EST on Friday, Nov 26 and 7 pm EST on Nov 28.

aerospace

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The European Space Agency’s dedicated satellite gravity field mission the Gravity Field and Steady-state Ocean Circulation Explorer (GOCE) will at the end of its lifespan achieve 1-2 cm geoid accuracy at a spatial resolution of 100 km. This thesis attempts to answer the question: is a GOCE satellite-only global geopotential model (GGM) sufficient for geodetic applications such as datum unification in North America? The main research objectives that were investigated in order to answer this question include: GOCE GGM evaluation, estimation of height datum offsets for regional vertical datums, and the estimation of the gravity potential for a geoid-based vertical datum. Based on the research objective outcomes, it can be concluded that using only a GOCE satellite-based GGM is not sufficient for geodetic applications such as datum unification in North America. Thus, a GOCE GGM should be rigorously combined with gravity and topography data in a remove-compute-restore geoid modelling scheme.

aerospace

https://au.finance.yahoo.com/news/nasa-orion-moon-flyby-artemis-1-182736221.html

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NASA's Orion spacecraft has successfully completed one of the key maneuvers of its maiden journey: a flyby of the moon during which it got as close as 81 miles to the lunar surface. This was important for a few reasons, not least because it marked a critical test for the propulsion system. Orion carried out four trajectory correction burns on its way to the moon, but this time around, the orbital maneuvering system engine fired for 2 minutes and 30 seconds. This accelerated Orion at a rate of more than 580MPH. At the time the burn started, the uncrewed spacecraft was traveling at 5,023MPH, 238 miles above the moon. Shortly after the burn, it was 81 miles above the lunar surface and it was traveling at 5,102MPH. The flyby burn was one of two necessary maneuvers for Orion to enter its retrograde orbit around the moon. Next up is the distant retrograde orbit insertion burn, which is slated to take place on Friday at 4:52PM ET. Orion will remain in this orbit for around a week to test various systems, including guidance, navigation, communication, power and thermal control. Of note, the distant retrograde orbit will take Orion 40,000 miles past the moon. The spacecraft is scheduled to return to Earth on December 11th. NASA will reveal more details about the flyby burn and offer updates on post-launch assessments for the Space Launch System rocket and Exploration Ground Systems (including the launch tower) at a press conference on Monday at 5PM ET. Meanwhile, engineers have been looking into RAM faults in the star tracker system, which have been resolved with power cycles. Another team examined an issue that has caused one of the eight service mobile units suppling solar array power to the crew module to open on a few occasions without a command. NASA says there have been no mission impacts as a result of these hiccups.

aerospace

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Famed astronaut and the second man to walk on the moon Buzz Aldrin shared an image on his Twitter page of what has become known as the "first selfie in space." Aldrin can be seen looking directly at the camera in classic selfie fashion, as the blue of the earth shines magnificently behind him. The image was taken in 1966 during the Gemini 12 mission. The astronaut is also selling t-shirts of the space selfie, proceeds of which benefit his "ShareSpace educational Foundation promoting STEAM Education and Giant Destination Mars Maps for schools." A vintage print of Aldrin's self-portrait was sold at auction in 2015 for $9,200, according to CNET.

aerospace

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Close-up view of a pilot using the T25 SECT simulator running MVRsimulation visuals. (Photo courtesy of AAI Corporation.) Nineteen MVRsimulation Virtual Reality Scene Generator (VRSG) licenses are used for the visuals in the U.S. Air Force's T25 Simulator for Electronic Combat Training (SECT) system. The T25 SECT is a software-based training system that new Combat Systems Officers (CSOs) and Weapon System Officers (WSOs) complete before deployment to their first operational squadron. The system is hosted on commercial desktop PCs and supports a rapidly changing and dynamic real-world military aviation environment by providing U.S. Air Force and NATO officers undergraduate training that includes air warfare, electronic warfare, navigation, and reconnaissance missions. Training scenarios expose students to entities that represent friendly and hostile forces as well as noncombatant air, land, and surface platforms. The T25 SECT consists of six student stations, a two-position instructor console to monitor the training exercise, and a Training System Support Center (TSSC). The T-25 facility is located at NAS Pensacola in Pensacola, Florida. All system and software support and maintenance is currently done by the 555 Software Maintenance Squadron (SMXS) which is part of the 76 Software Maintenance Group (SMXG). T25 SECT's visual system displays a scene of the simulated environment from the perspective of the simulated aircraft, thus enhancing a student's situational awareness. The visual scene is generated by VRSG, running on a separate CPU and displayed on an overhead monitor. Inputs to VRSG are through standard network messaging. The visual system displays simulated entities in the environment that are within the line of sight, including other aircraft, ground installations, missiles, chaff, flares, ground vehicles, weather (fog/clouds), detonations, and terrain features. The VRSG visuals reinforce the notion that the student is piloting an aircraft and provide feedback of the student's inputs to flight dynamics. The SECT radar supports the simulation of several weather systems, each consisting of one or more clouds with varying levels of intensity over a large geographic area. These are represented as a set of contours for each intensity level, and can be in a vector or bitmap format in the radar's data files. At run time, the instructor can specify the size, location, orientation, top and bottom altitude, and intensity level of each cloud. If multiple clouds overlap, the intensity levels are combined in the overlapping areas. In VRSG, instructors want a representation of the clouds that corresponds to the clouds that the students can see on their radar display.

aerospace

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In an innovative response to the runway incursion problem, AOPA and the Air Safety Foundation have teamed to offer an online runway safety course, the ASF Runway Safety Program. AOPA provided the funding for ASF to develop and produce the interactive training course, available free to all pilots over the Internet. The ASF Runway Safety Program is the first industry online course accepted for FAA's "Wings" pilot proficiency award program. "The growing number of runway incursions is a 'hot button' for FAA and Congress," said AOPA President Phil Boyer. "AOPA and ASF are committed to finding simple and effective solutions that can be implemented now. Pilot education is the fastest and most effective way to reduce the chance of an incursion." Boyer previewed the course for FAA Administrator Jane Garvey in late February. She hailed the Air Safety Foundation's Runway Safety Program as "an extraordinary training tool." "This addition to the AOPA Web site is yet another excellent AOPA initiative to increase pilot awareness and improve runway safety," said Garvey. The course contains three parts: an arrival at Long Beach Airport in California, a departure from Pittsburgh International Airport in Pennsylvania, and a quiz. Using active motion and 3-D graphics, the ASF Runway Safety Program takes pilots through real-life situations involving operations with high potential for runway incursions. Realism is enhanced with audio of ATIS and ATC communications provided by working controllers who are members of the National Air Traffic Controllers Association (NATCA). Questions in each module of the ASF Runway Safety Program are used as learning experiences. After the pilot taking the course has selected an answer to a question, the correct answer is shown along with a full explanation. Pilots who successfully complete the course quiz may download a graduation certificate suitable for framing. The FAA will grant credit for the ground instruction requirements of the FAA "Wings" pilot proficiency safety program to those who successfully complete the ASF Runway Safety Program. And flight instructors can accept the course graduation certificate as evidence of the ground operations knowledge now required for a biennial flight review. AOPA and ASF have been leaders in the effort to curb runway incursions. AOPA President Phil Boyer is the only aviation industry representative on the FAA Administrator's Runway Safety Management Team. ASF Executive Director Bruce Landsberg chaired a recent FAA Runway Incursion Task Force. ASF, working in concert with the FAA's Runway Safety Program and National Aeronautical Charting Office, has been offering free, detailed airport taxi diagrams to all pilots via the Internet for more than a year. And ASF's Operations at Towered Airports, a free pamphlet available to all pilots, provides valuable information on how to operate at busy airports. "Knowledge is the key," observed Landsberg. "And ASF's new online Runway Safety Program course gives general aviation pilots the key to help prevent runway incursion accidents." With more than 365,000 pilot members, AOPA is the world's largest civil aviation organization. AOPA founded the independent, nonprofit AOPA Air Safety Foundation in 1950 to promote general aviation safety through research and education. ASF serves all pilots and is funded primarily by contributions from individual pilots and companies interested in promoting GA safety.

aerospace

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The Spaceflight Vault – A History of NASA’s Manned Missions Item #: BOOK-SPACEVAULT The Spaceflight Vault – A History of NASA’s Manned Missions “This book allows the reader to venture through the early rocket dreamers, follow the astronauts to the surface of the moon and dream of the possibilities that lie ahead.” — Chris Kraft, former NASA flight controller and director of Johnson Space Center Talk about passion! This book keeps giving and giving! This volume is designed as a scrapbook, but also provides a spectacular look at the decades of progress in evolving the ability to place humans into space. Mark Mayfield, the author and the reader’s historical guide, showcases his love and zeal for space. He has assembled a wealth of information, purging various archives to unearth some real space gems. You’ll be pleasantly surprised at what he has uncovered. Even the most seasoned space aficionado will find images, pullout drawings and check list reproductions, as well as fascinating factoids in this volume, from the pages of Robert Goddard’s diary and the patented design of the Mercury single-seater capsule…to a movie poster-like handout for the Ares 1-X first flight. A salute to Whitman Publishing is also on the table given the superb production job that gives the reader such an experience, page after page. The Spaceflight Vault is just that – a catacomb of rich history that spotlights the onward march of humankind into space. As Mayfield explains: “Though we haven’t yet matched the spirit of the 1960s and President Kennedy’s quest for the moon, there are new feats and discoveries that promise to elevate the space program to new heights.” Owning this volume is a must. You’ll better understand both how far humankind has come and just how reachable the tomorrow’s to come really are.

aerospace

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POWER GENERATING SYSTEMS FOR MANNED SPACE VEHICLES 600387 The late 1950's saw the space age come into being. Power requirements for the terrestrial satellites were of the order of only a few hundred watts. The beginnings of development toward the manned satellite and space vehicle dictate the requirement for power levels well in excess of current vehicle missions. What are the sources of power at these increased levels? The best solution in sight for meeting the power requirements for manned space vehicles are nuclear and solar energy sources in combination with rotating conversion equipment. In this paper several types of space power generating systems are discussed including solar-mechanical rotating, solar-direct conversion, nuclear mechanical rotating, and regenerative fuel cells. Evaluation of their general characteristics, and indication of their practical limitations is outlined. The concepts involved in the choice of equipments for rotating conversion machinery are outlined. Some of the materials of construction and possible choices of working fluids for the conversion equipment are discussed. A hypothetical power generating system and the criteria employed in the design of the system are described.

aerospace

https://www.firstpost.com/tag/gslv-markiii

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Latest News on Gslv Markiii Showing of 0 - 10 from 1 results Gslv Markiii - Total results - 1 Nov 14, 2018 ISRO's GSAT-29 successfully launched: All you need to know about India's latest satellite in orbitThe satellite is part of the ‘Digital India’ program to expand telecom, internet service nationwide.

aerospace

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Odysseus is developing an optical communications solution based on a payload which flew in space in 2018 Taiwanese startup Odysseus Space is the latest newspace firm to join the Luxembourg fold after after winning the Spaceresources challenge. The firm was awarded at a prizegiving in the framework of the European Space Agency’s space for inspiration conference on 30 October. The Luxembourg Space Agency awarded the €500,000 Spaceresources challenge prize in what was its second contest. Odysseus Space was founded in 2016 to provide innovative technologies for deep space and swarm small satellite missions. According to a government statement, it has participated in 15 small satellite missions from seven different countries. In particular their work focuses on autonomous operations and optical communications. LSA chief Marc Serres said it had been “inspiring” to see the different backgrounds and projects of the various people who entered the contest. Odysseus will received the support for a development phase under the Luxembourg national space programme. The government said the firm had already begun the process of relocating its headquarters from Taiwan to Luxembourg where it will join an eco-system of over 50 firms working in newspace-related technologies. The sector began in Luxembourg in 1985 with the creation of satellite operator SES in Betzdorf. In 2016, the economy ministry launched the Spaceresources initiative aimed at creating a legal, regulatory and business environment for private investors and companies to explore and use space resources. Today, the sector generates close to 2% of the country’s GDP.

aerospace

https://spaceflightnow.com/2020/05/12/nasa-inks-deal-with-roscosmos-to-ensure-continuous-u-s-presence-on-space-station/

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With lingering uncertainty about when new U.S. commercial vehicles can regularly carry crews to the space station, NASA said Tuesday it will pay the Russian space agency more than $90 million for a round-trip ticket to the International Space Station on a Soyuz spacecraft later this year. According to NASA, the deal with Roscosmos — Russia’s space agency — will ensure continuous U.S. presence on the $100 billion lab complex in case of additional delays in getting new U.S. crew capsules ready for operational missions. The agreement between NASA and Roscosmos was not a surprise. NASA Administrator Jim Bridenstine said last year such a deal was likely. Speaking to reporters May, Bridenstine said it was important to make sure NASA astronauts always have a ride to the space station. The first piloted flight of SpaceX’s Crew Dragon spacecraft, named Demo-2 or DM-2, is scheduled for liftoff May 27 from NASA’s Kennedy Space Center in Florida on top of a Falcon 9 rocket. NASA astronauts Bob Behnken and Doug Hurley will ride the Falcon 9 rocket into orbit, then the Crew Dragon will take aim on the International Space Station for an automated orbital linkup May 28. The two-man crew will return to Earth after one-to-four months, depending on the performance of the capsule’s power-generating solar panels. But the schedule for the first operational Dragon crew rotation mission hinges on the outcome of the Demo-2 test flight. Three NASA astronauts and one Japanese space flier are assigned to the follow-on Dragon flight, which is scheduled for liftoff some time this fall to begin a mission lasting around six months. With some lingering uncertainty about when SpaceX’s Dragon capsule will be ready for operational missions, NASA sought another round-trip ticket to the space station on a Russian Soyuz spacecraft, the only way astronauts have been able to reach the orbiting lab complex since the retirement of the space shuttle in 2011. “To ensure the agency keeps its commitment for safe operations via a continuous U.S. presence aboard the International Space Station until commercial crew capabilities are routinely available, NASA has completed negotiations with the State Space Corporation Roscosmos to purchase one additional Soyuz seat for a launch this fall,” NASA said in a statement Tuesday. NASA’s other commercial crew partner, Boeing, failed to dock its Starliner spacecraft with the space station on an unpiloted test flight in December. Boeing will repeat the test flight this fall before the Starliner is cleared to fly to the space station with astronauts for the first time. Under the terms of its agreement with Roscosmos, NASA will pay the Russian government more than $90.2 million for a single seat on a Soyuz spacecraft launching in October from the Baikonur Cosmodrome in Kazakhstan, according to Stephanie Schierholz, a NASA spokesperson. In response to questions from Spaceflight Now, Schierholz said the $90.2 million figure includes “all necessary training and preparation for launch, flight operations, landing and crew rescue for a long-duration mission as well as some limited crew cargo delivery to and from the station.” The agreement also covers “ancillary services related to launches and landings,” she said. The Soyuz spacecraft scheduled for launch in October will remain at the space station for about six months before returning to Earth with its three-person crew next April. Russia previously intended to fly three Russian cosmonauts on the Soyuz launch in October to help support the installation, checkout and outfitting of a new Russian laboratory module, Schierholz said. Roscosmos will forgo one of their three seats on the Soyuz flight. As compensation for the lost Russian flight opportunity, NASA has agreed to transport 1,763 pounds (800 kilograms) of Russian cargo to the space station on future U.S. commercial cargo missions over the next two-and-a-half years, Schierholz said. Kirk Shireman, NASA’s space station program manager, said May 1 the agency is looking for “repeatable” crewed missions on the new SpaceX and Boeing capsules. Each company is contracted for at least six crew rotation missions to the space station, beyond their initial crew test flights. NASA’s inspector general reported last year the agency is paying an average of around $55 million per round-trip seat on SpaceX’s Crew Dragon spacecraft. Boeing’s price is around $90 million per seat. NASA has not ruled out paying Russia’s space agency for an additional Soyuz seat on a launch next April. NASA has not formally announced who will take the Soyuz seat on the October launch. Schierholz said the astronaut assignment will be announced after approval by the Multilateral Crew Operations Panel, which coordinates crew-related issues in the space station program. Steve Bowen, a veteran of three space shuttle missions, trained as the backup to Chris Cassidy, who took the last Soyuz seat under NASA’s previous contract with Roscosmos. Cassidy launched from Kazakhstan on a Soyuz flight to the space station April 9. He is scheduled to return to Earth with his two Russian crewmates in October, around a week after the next Soyuz crew capsule arrives at the space station. NASA has paid the Russian government approximately $3.9 billion since 2006 to purchase Soyuz seats for astronauts from the United States and the station’s other international partners, according to a report last year by NASA’s inspector general. NASA expects to end payments to Russia once the new U.S. crew ships are operational. Under the space agencies’ current plans, U.S. astronauts will continue flying on Soyuz spacecraft and Russian cosmonauts will launch and land on the new U.S. vehicles under a barter arrangement, with no funds exchanged. But Russian officials say they are not assigning cosmonauts to missions on U.S. vehicles until they are flight-proven. Flush with NASA money, Russian space contractors doubled the production of Soyuz crew capsules for launches beginning in 2009 to meet the demand for astronaut transportation to the space station. After NASA’s previous purchase of Soyuz seats in 2017 expired this year, Russian officials have cut back the Soyuz flight rate to two flights this year. “We want the relationship in space exploration to remain strong,” Bridenstine said May 1. “We see a day when Russian cosmonauts can launch on American rockets, and American astronauts can launch on Russian rockets. Remember, half of the International Space Station is Russian, snd if we’re going to make sure that we have continual access to it, and that they have continual access to it, then we’re going to need to be willing to launch on each other’s vehicles.” Email the author. Follow Stephen Clark on Twitter: @StephenClark1.

aerospace

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Space Shuttle Columbia made its first voyage into space 40 years ago today on April 12, 1981, starting the shuttle program’s 30-year run as NASA’s workhorse of human space flight. At 7 a.m. – right on schedule – Columbia roared off launch pad 39A at Kennedy Space Center with veteran astronaut John Young of Orlando and space rookie Robert Crippen aboard. It was the second attempt at Columbia’s first flight after a computer error scrubbed the initial planned launch two days earlier. The delay produced an unplanned but notable cosmic happenstance: the world’s first reusable space plane launched 20 years to the day that Russian Yuri Gagarin became the first human to fly into space. Columbia’s debut mission would be the first of 135 for the shuttle program, which would end on July 21, 2011, when shuttle Atlantis landed at Kennedy Space Center. In between the two milestone flights, the five space shuttles would deliver some of America’s greatest space triumphs and tragedies. Celebrated were shuttle missions that brought the first American women and persons of color to space, that placed the Hubble Space Telescope into orbit and that delivered most of the modules for the International Space Station. Mourned were the losses of the seven-person crews of shuttle Challenger, which exploded during launch on Jan. 28, 1986, and of Columbia itself, which was destroyed during its return to Earth at the end of its 28th mission on Feb. 1, 2003. To commemorate Columbia’s first launch, here is a reprint of part of our Orlando Sentinel coverage from 40 years ago, reported by staff writer Peter Larson on the front page of our April 13, 1981 issue: ‘One fantastic ride’ Unfettered at last from its launch pad, the overdue shuttle finally roared into orbit Sunday morning in a flight so smooth it left launch crews astonished. Hailed by 600,000 spectators and monitored by a Russian trawler, Columbia bolted skyward on schedule at 7 a.m., rolled upside down, and reached orbit nine minutes later. After 2-1/2 years of waiting, the interminable countdown was over. America’s stumbling space program, after a six-year intermission, seemed as sure-footed as ever. “It was worth the wait,” shuttle commander John Young said during his first hours of flight. “The vehicle is performing just like a champ. It was as smooth as it possibly could go . . . better than anyone expected on the first flight.” Young, 50, who set a human record with his fifth blastoff into space, had a heartbeat of 75 to 80 beats a minute during liftoff. Crippen’s heartbeat pulsed at 130 beats per minute during the 43-year-old astronaut’s first minutes in space. “That was one fantastic ride; I highly recommend it,” Crippen said as he entered space for the first time. “Oh, man, that is so pretty.” “It sure hasn’t changed any,” Young said. “It’s something else out there.” George Page, NASA director of shuttle operations, called it a “picture book” launch, and agreed that it went much better than launch crews expected. In the launch firing room, 150 engineers waved American flags and cheered. But no sooner was the shuttle up than Mission Control discovered the potential problem with the [thermal protection] tiles, which they noticed missing 90 minutes after launch as Crippen and Young opened the Columbia’s cargo bay doors for the first time. Hutchinson said a contingency team would study Air Force photographs of the orbiter shot from Malabar, south of Melbourne, and the Hawaiian island of Maui. The team also will investigate detailed films of the engine pods taken during the launch, information supplied by contractors, and data from instruments that record heat on the shuttle’s surfaces during launch. Of all the trials and tribulations to beset the $10 billion shuttle, the tiles have been the greatest headache. Shortly after the shuttle arrived at the space center two years ago, it became apparent that most of the thermal protection work had to be pulled off, strengthened, and glued back on again. Fabricated by Lockheed Corp. and installed by Rockwell, 30,922 protective tiles coat the shell of the orbiter like a heat-resistant skin. Other problems encountered during the first day in apace were minor. A data-gathering device that monitors the spacecraft’s performance began running continuously and had to be turned on and off by the astronauts with a circuit breaker. Communication was also difficult, and Hutchinson blamed the problem on the shuttle’s antenna being blocked from ground stations by the orbiter itself. The Columbia is the largest, most sophisticated manned spacecraft ever launched, capable of carrying up to seven astronauts in normal flights and 10 in an emergency, plus a cargo the size of a bus. Crippen and Young awoke at 2:05 a.m. After a traditional steak and eggs breakfast at 2:45 a.m., they suited up and crawled into the Columbia at 4:23 a.m. The last seconds of the count were echoed by thousands of voices in the press grandstand and the VIP reviewing area. “Smooth sailing, baby,” Chuck Hannon, test conductor for Rockwell International, told the astronauts. Nine minutes after launch, the shuttle was in space, dropping its two solid rocket boosters and external fuel tank. Weighing 4.5 million pounds at liftoff, the spacecraft weighed only 214,000 pounds as it achieved its first orbit, an elliptical course ranging between 57 and 130 nautical miles above earth. Go For Launch - Space News Newsletter Fix your telescope on all space-related news, from rocket launches to space-industry advancements.

aerospace

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I had not been Tiny Whooping yet and the last time I was RC’ing in 3d they were called Foamies, and most anything I flew spent as much time broken, but it was fun and stayed fairly affordable. Nic called me up from NP Customs and informed me he was flying one of these 70mm quadrotors. Immediately we began talking about trick bits, plans were made, lipos were fried, and I got to work on a few chassis. I printed a couple and was not happy with the torsional rigidity. I was using Taulman 910 to print the first parts, and although this explains the flex, I wanted the durability of the material so I had to look elsewhere for stiffness. Luckily Nic took a trip to HobbyTown and found some 1mm pultruded carbon fiber rods. Initially I attempted a square box section of carbon running from motor to motor. Before we had a chance to fly this, flaws were found, the motor connector was a tight fit out the bottom of the motor mount, and the motors seemed poorly supported at the bottom. The carbon when bonded to the chassis did provide adequate torsional strength but not after any significant crash. The design was updated to include two braces running from motor to motor. This was deemed flight worthy, so it was time for a meet at NP Customs headquarters where his clone army was training for future professional drone combat. I observed an interesting regimen, peas, chicken finger fries, and cheese cubes, with a splash of toothpaste, I’m thinking they should throw in carrots, because all the vr goggle time in their future. Ok so here is the completed package. Flight Ready, although you might not call us ready to fly.

aerospace

https://www.exlibris.ch/de/buecher-buch/english-books/afonso-botelho/predictive-control-for-spacecraft-rendezvous/id/9783030756956/

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This brief addresses the design of model predictive control algorithms for performing space rendezvous manoeuvres. It consolidates... Print on Demand - Exemplar wird für Sie besorgt. This brief addresses the design of model predictive control algorithms for performing space rendezvous manoeuvres. It consolidates developments within guidance and control algorithms, with the aim of improving the efficiency, safety, and autonomy of these manoeuvres. The brief presents several applications of model predictive control to rendezvous manoeuvres, including Ankersen zero-order-hold particular solution1, which provides a realistic thrust profile. It offers new approaches for rendezvous manoeuvres in elliptical orbits, formulating obstacle avoidance constraints, passive safety constraints, and robustness techniques. It also compares finite-horizon and variable-horizon formulations for model predictive control in the context of performance and computational complexity. Predictive Control for Spacecraft Rendezvous is accessible to academics and students new to the topics of orbital rendezvous and model predictive control, but also presents compelling subject matter for researchers and professionals in the aerospace industry. Offers an overview of model predictive control applied to spacecraft rendezvous manoeuvres Addresses rendezvous manoeuvres in elliptical orbits and the Rendezous Experiment to be flown aboard the ESA PROBA-3 mission Presents a new method for formulating obstacle-avoidance and passive-safety constraints Afonso Botelho completed his master degree in electrical and computer engineering in 2019 at the Instituto Superior Técnico, University of Lisbon. His thesis was on Predictive Control for Spacecraft Rendezvous, for which he received the Luís Vidigal award, a prestigious prize for the best master thesis of IST on electrical engineering, computer science, or affine courses. Since then, he has been working as a stagiary engineer in the Elecnor group at DEIMOS Space. Baltazar Parreira obtained his Licenciatura (5-year) degree in Aerospace Engineering - Avionics branch from Instituto Superior Técnico in 2001. He was a trainee at ESA-ESTEC and started working on the topic of spacecraft rendezvous in LusoSpace in 2004. Since 2006, he has been working in DEIMOS on autonomous spacecraft systems, with a high focus on rendezvous for scientific and active debris removal missions. Among others, he participated in VBRNAV, GNCO and GNCOMAT projects for ESA, and is currently working on the Rendezvous Experiment to be flown in the PROBA-3 mission. Currently, he is a Project Manager in the Flight Systems Business Unit of DEIMOS. Dr Paulo Rosa received his 5-year degree and Ph.D. degree in electrical and computer engineering from Instituto Superior Técnico, in 2006 and 2011 respectively. He was a post-doc researcher at Institute for Systems and Robotics (ISR), and a visiting scholar at the Georgia Institute of Technology and at the University of Minnesota. He was a Fault-Detection Specialist at EDP, Lisbon, and is currently the Head of the GNC/AOCS Competence Center of Elecnor DEIMOS. His current research interests include robust adaptive control of LPV systems, guidance and control of autonomous vehicles - including spacecraft and launch vehicles -, fault detection and isolation methods, fault tolerant control, autonomous rendezvous of spacecraft, and set-valued estimation and control methods Professor João M. Lemos is a full professor of the Department of Electrical and Computer Engineering of Instituto Superior Técnico, where he currently develops research and teaching activity in the scientific area of Systems, Decision and Control. His areas of activity comprise mainly control applications of adaptive, predictive and optimal control. He has authored 3 books, and has published more than 200 scientific papers in peer-reviewed international journals and conference proceedings. He has supervised 15 Ph. D. thesis and more than 50 master dissertations, that cover problems of his speciality. Among the research projects in which he has been involved, either as coordinator or researcher, there are several that concern control applications to solar thermal fields, biomedical problems, as well as distributed optimal control for cyber-physical systems. Inhalt Introduction.- Model Predictive Control.- Relative Orbital Mechanics.- Rendezvous With Model Predictive Control.- Conclusions and Future Work.<p

aerospace

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PENSACOLA, Fla. (AP) -- The U.S. Air Force says an airman died during survival training at Pensacola Naval Air Station. The Air Force confirmed Wednesday that Maj. Garrett Knowlan died last week during a four-day, water-survival course. Knowlan was a 2002 graduate of the Air Force Academy and a 2010 graduate of the Air Force Test Pilot School. Military officials did not immediately provide other details about Knowlan's death. They say an investigation is underway.

aerospace

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DALLAS – The first brand-new Airbus A321LR (NEO) aircraft operated by Jetstar Airways (JQ) touched down in Melbourne this morning after a four-year countdown, raising the standard for affordable travel in Australia. Customers will have a much improved in-flight experience thanks to the long-distance, fuel-efficient aircraft, which has just left the Airbus production line in Hamburg, Germany. Benefits include wider seats, bigger overhead storage bins, and in-seat USB power. The A321LR is the lowest emissions aircraft in part of the Qantas Group airline fleet and 15% more fuel efficient than the current fleet of A320 aircraft. It is also 50% quieter and read more ⇒ Source:: “Airways Magazine”

aerospace

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The First View of Earth from the North Pole You’ve seen the highest resolution image of Earth ever but now you can catch a glimpse of Earth from a new angle. From the Suomi NPP satellite comes this view of Earth showing the Arctic, Europe and Asia. Here is the 11000x11000 version of the photo. Photo: NASA / GSFC / Suomi NPP Ed note: Check out this 3-D map of the Universe. No glasses required. Going brown rather than Green

aerospace

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An expected Indian order for 12 Su-30MKI fighter jets will include new weapons and electronic systems probably drawn from the Su-35, the current top of the line Russian fighter. “The issue of supplying kits for the production of an additional batch of Su-30MKI aircraft requires some time to be worked out due to the need to include new aircraft weapons and electronic equipment in their composition,” said Denis Manturov, Russian Minister of Industry and Trade in an interview with Interfax during the ARMY-2021 in Moscow today. In 2019 the Indian Air Force (IAF) had cleared the purchase of 21 MiG-29s and 12 Su-30MKIs from Russia under an emergency clause. "The Air Force has been working on this plan for some time but they have now fast-tracked the process and the proposals expected to be worth over $800 million (INR 6,000 crore),” local media reported. Possible new missiles for the Su-30MKI could include the VV-MD short-range missile, the RVV-SD medium-range missile, and the RVV-BD long-range missile developed by the Tactical Missiles Corporation. In addition to Russian missiles, India has developed and tested an indigenous anti-radiation missile besides the MBDA MICA missile from the Su-30MKI. As to electronics, the integrated digital control system, KSU-35, currently installed on the Su-35 would be a candidate of choice as it significantly reduces weight, dimensions and power consumption of onboard equipment and simplifies cockpit operation. Regarding the MiG-29 upgrade, Manturov said that In 2021, a tender request was received from the IAF headquarters for the supply of an additional batch of MiG-29UPG fighters this year, as well as for the upgrade of the aircraft in service. “The commercial proposal of the Russian side is now being considered by the customer, we are awaiting a decision on it,” he said in the interview.

aerospace

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Festival of Flight 2018 Aug 11 2018 - View as map Newcastle's annual Festival of Flight will return again on Saturday 11th August 2018. Festival of Flight will be soaring high over the shores of Newcastle and Dundrum Bay. This event promises a powerful combination of stunning airborne antics led by the Red Arrows, complemented by family-friendly events and attractions, including the popular Aviation and Food Village, a corporate STEM area, a 'FansZone', corporate hospitality area and an enhanced exhibit of RAF flying aircraft on the ground to mark the centenary of the RAF.

aerospace

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A search is underway in New Zealand for two people aboard a light aircraft which crashed into the sea off Kawhia, about 150 kilometres south of Auckland. The Rescue Coordination Centre New Zealand (RCCNZ) says the aircraft had reported engine failure shortly before radar contact was lost. A rescue plane has identified an oil slick and wreckage about 20 kilometres north west of the entrance to Kawhia harbour, near Gannet Island. "A helicopter from Phillips Search and Rescue in Hamilton is searching the area, along with a fixed-wing Coastguard aircraft, and a Raglan Coastguard vessel is also on scene and is picking up debris," RCCNZ's John Dickson said. "Unfortunately there has been no sign found of the people onboard." The missing aircraft is a twin-engine Beechcraft Baron and was travelling from Ardmore to Timaru.

aerospace

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EPP FOAM PLANE PLANS HOME PLANS BUILDING you download or buy radio control airplane plans you FREE PLANS: PAID PLANS. how to build an RC airplane from foam using plans how to build an RC airplane from foam using plans on the internet. For lots of FREE RC Plane Building Free RC Airplane Plans | Anything RC – RC Helicopter|RC Cars|RC Here’s some Free RC Airplane plans to value to a plane that you have spent hours building. Scale RC airplane plans Foam RC airplane plans. Foam RC airplane. Micro RC Airplane Plans for Indoor Flying Learn about building your variety of foam ready to fly RC at least one airplane from a kit. Use older free flight model plans Free Plans – Parkjets Currently, there are over 100 links to Free R/C depron foam designed planes available for download and building. Many of these RC airplane plans have links to video's that. the home of foam in the uk, buy depronfoam online. lots of free plans and information on depron model Importers of Cell Foam 88 And some Free Airplane Plans.. Free Easy-Build RC Airplane Plans – Free RC Airplane Plans These free RC airplane plans feature fairly simple videos for how to build your own foam plane rc aircraft plans; building rc vehicles; rc airplanes. Download: Free r c foam airplane plans at Marks Web of Books and Free plans – Remote Control include full size building plans. SIG – F/F Airplanes The F/F (Free Build a Remote Controlled Airplane out of Foam | BuildAFoamie.com Various foams make great airplane building materials you will need to build your foamie RC airplane If you buy one of our foamie plans you will be eligible for free email. foam rc airplane plans Videos Online – VideoSurf Video Search of how to build an RC airplane from foam using plans have many types of airplane plans that anyone can download for free! nothing to do with building or flying this airplane.. rc jet engines | Free Model Airplane Plans | model airplane plans | rc from most Radio Controlled model airplane plans designs and receiver in foam and Free RC Airplane Plans Download Download Free RC Plane Plans – Thousands of Free RC Planes Plans! blue core | cad plans | free rc planes | cad plans airplanes | foam model plane plans | rc. Free Foamy Plane Plans Fan-Fold Depron Good place to buy your Depron- RC Foam.com . Good Prev Building a MSE-6 Droid Next>> Vacuum Form Build Scratch Built RC Aircraft – MikeysRC.com – How To Design, Scratch FUN Scratch Built RC Aircraft WITH FREE – FREE – FREE PDF PLANS FOR EVERYONE!! Click on the plane you like, grab some foam board, hot glue and start building!. RC foam electric airplanes free plans scratch building designing flying tips books

aerospace

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Hawaiian Airlines drops Fukuoka service 1 of 1 A Hawaiian Air Boeing 767 with winglets is seen at the Honolulu International Airport on Nov. 4, 2009. Photos: 77th Hawaii Historic Arms Association Gun Show Photos: Lakers vs. Jazz, Oct. 4 Photos: FB: UH vs. Boise State, Oct. 3 More Photo Galleries »

aerospace

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Chinese spy balloon caught over the US: Will the government shoot it down? Defense officials confirmed that the balloon was spotted above northern parts of the US. The Pentagon has presented response options to President Biden. The United States military has confirmed that a suspected Chinese surveillance balloon has been located above parts of the country in recent days. Officials have recorded the ‘spy balloon’ in regions across the northern US and will continue to monitor its movement. NBC News report that both military and defense bodies in the US have discussed the possibility of shooting it out of the sky. For now, however, they will continue to monitors its activity. “The United States government has detected and is tracking a high-altitude surveillance balloon that is over the continental United States right now,” Pentagon spokesperson Brig. Gen. Pat Ryder confirmed on Thursday. “We continue to track and monitor it closely,” Ryder continued, “Once the balloon was detected, the U.S. government acted immediately to protect against the collection of sensitive information.” High altitude balloon seen over Montana US officials are thought to have tracked it throughout its time over US airspace and have released details of its movements. The device was seen flying over the Aleutian Islands and through Canada, eventually hovering above Billings, Montana on Wednesday. In response to the supposed threat, Secretary of Defense Lloyd Austin held a meeting of military and defense leaders on Wednesday to discuss a government response. The threat posed to people on the ground prevented them from moving to remove the balloon from the sky immediately, but it is thought that that possibility does remain open. President Biden was presented with options from Pentagon leaders. “Currently we assess that this balloon has limited additive value from an intelligence collection perspective over and above what the PRC can do through other means,” a senior defense official told NBC News. “Nevertheless we are taking all necessary steps to protect against foreign intelligence collection of sensitive information.” The Pentagon has not specified the size of the high altitude balloon, but it is thought to be large enough for commercial pilots to see. As a precaution, a temporary ground stop was placed on all air traffic from the Billings, Montana, Logan International Airport. In response to the initial sighting the US sent F-22 fighter jets to the vecinity, awaiting instructions from the White House. For now officials are weary of heightening tensions with China but this incident could make for some terse conversations between Washington and Beijing in the coming weeks and months.

aerospace

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• April 19, 2019 The sky is the limit, providing you’re willing to invest a little time for what is a surprisingly low-budget, hands-on project. • May 24, 2018 One of the great things about space exploration is how it can shift your perspective. And you don't even need to leave home. • April 03, 2018 On March 29, vigilant astronomer Maciel Bassani Sparrenberger discovered that a new bright spot had broken out in Saturn's high northern latitudes. • May 08, 2017 An unusual photo of Saturn by astrophotographer Damian Peach shows the planet and its largest moon nestled among the star-filled lane of the Milky Way. • April 17, 2017 Here are some recent reports from our NEO Shoemaker Grant program asteroid observers, who are quite literally trying to save the world. • November 10, 2016 Damian Peach's marvelous Jupiter photography, endlessly rotating in GIF form. • June 24, 2016 Amateur image processor Judy Schmidt explains the process of creating gorgeous views of the cosmos from infrared data from the WISE telescope. • May 26, 2016 It's a great time to go outdoors and look at planets. I have three glorious planetary portraits to share today, sent to me by amateur astronomer Jean-Luc Dauvergne. • September 22, 2015 There are no spacecraft at Uranus or Neptune, and there haven't been for 30 and 25 years, respectively. So we depend on Earth-based astronomers to monitor them, including Damian Peach. • July 24, 2015 Damian Peach's photo-documentation of Jupiter helps us monitor the giant planet's ever-changing patterns of belts, zones, storms, and barges, during a time when no orbiting missions are there to take pictures. Become a member of The Planetary Society and together we will create the future of space exploration. LightSail 2 launched aboard the SpaceX Falcon Heavy. Be part of this epic point in space exploration history!

aerospace

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1st April 1918; RNAS Fishguard The RAF was founded on 1 April 1918, towards the end of the First World War by merging the Royal Flying Corps and the Royal Naval Air Service, one of their bases being Fishguard in Pembrokeshire. After the war, the RAF was greatly reduced in size and during the inter-war years was used to “police” the British Empire. One of the objects at PDHC is a very good example of a Royal Naval Air Service (R.N.A.S) Officers Cap Badge, fine bullion embroidered crowned wreath with silvered eagle in flight to the centre. Reverse of the badge with paper backing and remains of the original price label.

aerospace

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In a recent announcement, North Korea declared that it successfully placed a spy satellite into orbit, a move that has raised eyebrows and intensified global concerns. The secretive nation, known for its closed-door policies and limited information sharing, asserted that the satellite’s primary purpose is peaceful observation and data collection. North Korea said on Wednesday that it has successfully launched its first spy satellite into orbit. The North’s National Aerospace Technology Administration (KCNA) said in a statement that the satellite launched from the Sohae satellite launch facility. The official in South Korea and Japan first reported about its launched. It has been said that they couldn’t verify about where it has been places in orbit. It was North Korea third attempt to launch its spy satellite. While North Korea insists on the satellite’s benign intent, the international community remains skeptical, given the nation’s history of using satellite launches as a cover for testing ballistic missile technology. The timing of this announcement adds an additional layer of complexity, as it comes amid heightened tensions in the region. It has been said that the leader Kim Jong Un observed the launched of the spy satellite. The Russia president Vladimir Putin promised to help North Korea leader Kim Jong Un to build a Pyongyang satellite in September. It will be the first time that both nation have met after the launch. North Korea’s ability to develop and deploy satellites raises questions about the country’s technological advancements and the potential implications for regional security. The secretive nature of the regime makes it challenging for external observers to independently verify the satellite’s capabilities and intended mission. Analysts and experts are closely monitoring the situation, emphasizing the need for transparency and cooperation to verify the true nature of North Korea’s space activities. The world watches with a mix of caution and anticipation, hoping for a peaceful resolution to the escalating tensions surrounding North Korea’s latest satellite launch

aerospace

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JWST would operate about a million miles from Earth (Hubble is just a few hundred miles up) using advanced instruments to detect light from distant and faint objects; the far-off locale would provide excellent conditions for avoiding unwanted light and heat. The telescope would be optimized for infrared observations, enabling it to peer through dust clouds into the birthplaces of stars and the origins and early development of galaxies. No less exciting, JWST would be aimed at taking images of planets beyond our solar system and seeking signs of water and other factors relevant to possible life.Whole thing here. Sunday, July 17, 2011 At FrumForum I come to the defense of the endangered James Webb Space Telescope. Excerpt:

aerospace

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Space Force Cartoon – Space FARCE? Okay… I SWEAR this will be the last political cartoon posted for a while. I did this one after heir fRump’s recent announcement for the development of a U.S. Space Force? I get it… New frontiers and all, right? For a guy who inspires tiki-torch wielding white supremacists, this just feels… well, STUPID. Par for the course, I guess. Enjoy… No more politics for a while.

aerospace

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Find out what other publications are saying about Superior Air Parts and XP-Series Engines. The Vantage engine premiers on this American ALTON K. MARSH This is the new Vantage Engine by Superior Air Parts, The American Champion's High Country and Adventure models are the first to use the smooth-running engine that routinely exceeds 180 Horsepower. Aviation Maintenance Magazine Vantage Engine Receives Production Certificate More than a year and a half after awarding a type certificate to Superior Air Parts for its 360-cubic inch Vantage piston engine, the FAA has finally signed off on the engine’s production certificate. General Aviation News Take DIY to a New Level You're building your own airplane. Why not take it to the next level and build your own engine? That's just what many homebuilders are doing at the Superior Air Parts XP-360 Engine Build School. Based at the company's state-of-the-art facilities in Coppell, Texas, the school allows everyday folk to build their own 180-hp engine in just three days. ESS Sport Aviation Do It Yourself Engine: Superior's supervised engine build becomes the highlight of the project I felt Superior had improved the lubrication system substantially and that the Millennium cylinders were better than the stock issues. Another big plus was that the cost was less than the competing factory-new Lycoming.Superior has four ways to purchase an engine: order the engine and have it shipped assembled and tested, order it in a box as a bunch of parts to be assembled, go to the engine build facility and observe your engine being built, or go to Dallas and build it yourself.

aerospace

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President Carter's first meeting with Chinese leader Hua Guofeng in Tokyo this week takes place as China's defense relationships with the West grow steadily stronger. Despite continued restrictions on "lethal" arms sales to China, United States and British scientists and commercial firms are moving into "dual technology" deals in aviation, military electronics, radar, and gunnery, which skirt rather close to actual arms sales. These deals were speeded by the tacit US- Chinese agreement sealed by statements during US Defense Secretary Harold Brown's visit to China last January that Washington and Peking would take "parallel" actions to counter the Soviet invasion of Afghanistan, US defense officials acknowledge. A new conflict, which now may be brewing between China and Soviet- backed Vietnamese troops that have been harassing US-assisted Thailand, may accelerate the process. Questioned about the impending defense deals and technology transfers. US State Department and Pentagon officials quoted Assistant Secretary of State Richard Holbrooke's June 4 policy statement to the National Council for US-China trade: "We do not sell arms to China, or engage in joint military planning arrangements with the Chinese. . . . Nevertheless, we can and will assist China's drive to improve its security by permitting appropriate technology transfers, including the sale of carefully selected items of dual-use technology and defensive military support equipment. We have begun to do so." Senior Chinese defense official Geng Biao and Chinese military and civil aviation delegations visited major US defense industries last spring. Resulting or coincident defense deals and technology transfers, most of which will be reported in the forthcoming issue of China Business Review, the magazine of the National Council for US-China Trade here. include: * Three British avionics firms, Marconi, Rediffusion, and Ferranti, are competing for a $500 million contract to upgrade China's aging Shenyang F-7 combat jets. A marconi delegation has just visited China. Marconi sold China field artillery control equipment last year. The F-7, the National Council has learned, now is produced at a rate of 300 a year at China's Shenyang aircraft factory. It is powered by a Soviet designed MIG-21 engine China obtained through Romania. A newer plane, the F-8, is reported modeled after France's Mirage 2000, and will be ready for full-scale production next year. * The US Defense Department has licensed Bell Helicopter Corporation of the US to produce its civilian mode 212 helicopters at the aircraft factory in Harbin, China. State Department officials confirmed this July 8. * Major US dual-use computer deals are pending. IBM Corporation shortly will receive approval to sell a major program computer for Peking and Chinese provinces. China says it is needed to take a census of China's nearly 1 billion people. The Prime Computer Company has received an order from the Peking Institute of Aeronautics and Astronautics for a prime 650 digital computer worht $400,000, never exported to any communist country. Prime has not yet applied for an export license, but expects to get it. The computer, China says, is for educational training in aircraft design. State Department officials say another license application, from the Burroughs Corporation, will get very close scrutiny. The UN Development Program wants a Burroughs B- 6800 main-frame system with an extremely high data-processing rate. This has many possible military applications. Honeywell Information Systems, one of the plants visited by the Chinese Army's chief of staff, Gen. Liu Huaqing, this spring, is interested in a $100 million deal to transfer to a Peking plant manufacturing software, and training technology. China says the plant specializes in telephone switching gear and computers. No license application has yet been completed. * Anxious for Chinese business, US defense firms are willing to make at least token purchases from China. These earn foreign exchange for China, and give at least the appearance of "two-way street" deals: McDonnell Douglas and Boeing are competing to develop, in partnership with China, a Chinese version of the DC-9 super 80, or the 737, respectively. McDonnell Douglas recently agreed to buy up to 200 landing gear doors for 100 super 80s for $2 million from the Shanghai Aircraft Factory. * Visiting Chinese science and military delegations continue to show extreme curiosity about US space and high-energy physics, and other nuclear matters. In their civilian applications, these are covered by the 1979 US-China scientific agreements. China has successfully tested a 7,000-mile range ballistic missile and has said it would expand its satellite program to include astronaut training for manned space launches. It has tested its own nuclear weapons since 1964. Deputy Army Chief of Staff Wu Xiu-quan told newsmen with Secretary Brown last January: "A man in space is possible. It is not our top priority." Such advanced areas as high energy reactions in a magnetic field and the kind of technology that could "clean up" China's reportedly "dirty" (highly radioactive) warheads has drawn Chinese interest at the Argonne, Massachusetts Institute of Technology, and Berkeley, Calif., physics laboratories, and elsewhere. US officials insist no warhead or other military nuclear technology has been "leaked" to China. However, articles in Chinese military journals have expressed China's need to acquire enhanced-radiation (neutron) weapons. Soviet commentaries now stress that a US defense "tilt" toward China is dangerous for the US as well as for the Soviet Union. A June 1 Izvestia article commented that while the Chinese have succeeded in worsening Soviet-American relations, "it would be interesting to know what the Americans have received" in return.

aerospace

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Do you want to become a Commercial Pilot? If yes, this article will be of help to you. Here, I’ve listed some of the best flying schools in India. The best thing about these flying schools is that they charge relatively lower fees. The reason for relatively low fees is subsidy provided by these schools. To become a commercial pilot, one must obtain CPL (Commercial Pilot License). To obtain CPL, one must obtain flying training from an institute recognized by the DGCA. The training institute where flying training is provided is called a flying school. In India, there are many Government operated as well as privately run flying schools and clubs. To obtain CPL, a candidate must complete 200 flying hours at a flying school. In short, flying schools are very important, when it comes to obtaining a CPL! Typical flying school charges could be anywhere between 25-40 Lakh Rupees (or more). Yes, it is a costly process! How to select the right flying school? As I mentioned before, flying schools are expensive. It is a huge investment for many of us. That’s why you must give adequate attention towards the quality of the school (you’re about to take admission in). While taking admission, make sure that the flying school satisfies the points mentioned below – - The flying school should be recognized by the DGCA. - It should have adequate infrastructure. - The faculty should be well trained, experienced and knowledgeable. - There should be adequate lab and practical facilities - There should be modern training amenities like computer aided training, simulators etc. - The quality of the flying training (and amenities) should be good. Let us check out the list of best flying schools in India – Best flying schools in India - IGRUA (Indira Gandhi Rashtriya Uran Akademi), Fursatganj - Gujarat Flying Club, Vadodara - Delhi Flying Club, Delhi - Madras Flying Club (Chennai) - Patiala Aviation Club, Patiala - Haryana Institute of Civil Aviation, Karnal - Haryana Institute of Civil Aviation, Hissar - Haryana Institute of Civil Aviation, Pinjore - Andhra Pradesh Flying School, Hyderabad - Madhya Pradesh Flying Club, Indore - Madhya Pradesh Flying Club, Bhopal - Ludhiana Aviation Club, Ludhiana - Bihar Flying Training Institute, Patna - Government Flying Training School, Bangalore - Bombay Flying Club, Mumbai - Kerala Aviation Training Institute, Thiruvananthapuram - Rajasthan State Flying School, Jaipur - Government Aviation Training Institute, Bhubaneshwar - Government Flying Training Centre, Lucknow - Northern India Flying Club, Jalandhar - Amritsar Aviation Club, Amritsar - Jamshedpur Co-Operative Flying Club, Jamshedpur - Pinjore Aviation Club, Pinjore - Ajanta Flying Club, Aurangabad - Orient Flight School, Pondicherry - Tata Nagar Aviation, Jamshedpur - Ahmedabad Aviation Academy, Ahmedabad - Garg Aviation Ltd., Kanpur - Flytech Aviation Ltd., Hyderabad - Rajputana Aviation Academy, Kota - Academy of Carver Aviation Pvt. Ltd., Belgaum - Tetra Aviation Academy, Salem - Wind Aviation Pvt. Ltd., Hyderabad - Teneja Aerospace and Aviation Ltd., Bangalore The above mentioned list consists of Government run as well as private flying schools. The best thing about these schools is that they are subsidized. The Government provides them financial assistance. Thanks to Government funding, these flying schools charge fees at the rates prescribed by the Government. This is relatively lower than some of the private flying schools in India.

aerospace

https://www.rotorandwing.com/2017/12/28/regulatory-changes-should-shake-up-2018/

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Photo via Wikimedia Commons The U.S. welcomed a new administration into the White House in 2017. With it came a new secretary of transportation, Elaine Chao, alongside structural changes the FAA had needed to make for years. Add to that impending mandate deadlines and evolving rules on disruptive technologies — and recently helicopters themselves — and it’s apparent that the industry likely experienced the beginning of long-term transformation. You can find these highlights and more in R&WI's January 2018 issue. Air traffic control "privatization" In March, U.S. President Donald Trump’s administration published its plan for the fiscal year 2018 budget. In the FAA’s section was an item that has been stirring up the aviation industry as a whole before March and ever since: the “privatization” of air traffic control. The White House proposed a multi-year reauthorization initiative to take ATC out of the FAA’s control and into an “independent, non-governmental organization.” Trump and Chao officially announced the initiative in June, outlining a self-financing co-op. This drew backlash from a number of associations and other entities, including Helicopter Association International. HAI’s main concern is that the White House’s proposal could give airlines too much power and diminish the rotorcraft industry’s already small voice. The FAA did restructure in 2017, though, and it had nothing to do with privatization. Both the agency’s Aircraft Certification Service and Flight Standards Service were overhauled in the U.S.’s summer months. These were, according to the FAA, driven by the agency’s inability to keep up with technology. In July, after more than a year of working, the FAA adopted a functional alignment of certification activities. A significant result of that alignment was that the FAA’s Transport, Small Airplane, Engine and Propeller and Rotorcraft directorates — which oversaw certification and manufacturing of aircraft and products in those categories — went away. Taking the place of the directorates will be the new Compliance & Airworthiness Division (bearing the organizational designator AIR-700). That division will be headed by Lance Gant, formerly the manager of the Rotorcraft Directorate. However, that division will not inherit the former directorates’ manufacturing oversight responsibilities, which will fall under the new System Oversight Division (AIR-800) headed by Jeff Duven. Duven formerly was manager of the Transport Airplane Directorate. In August, the FAA detailed plans to reorganize oversight of flight operations, airmen certification, aircraft maintenance and training. Instead of relying on a decentralized organization model for flight standards — as it did for 30 years — the FAA said it would change flight standards to a functionally based service, much like the overhauled certification service. According to FAA documents, Flight Standards’ eight regional offices and 100 or so local ones will be replaced by offices organized under four divisions: the Air Carrier Safety Assurance Office, the General Aviation Safety Assurance Office, the Safety Standards Office and the Foundational Business Office. Those divisions will be led by directors, who will report to the executive director of the Flight Standards Service. Rotorcraft certification standards up for debate Just like the FAA realized technology was outpacing its operations, the FAA realized technology was outpacing its rotorcraft certification standards. So, in a November Notice of Proposed Rulemaking, the FAA revealed its plans to change Part 27 and Part 29 certification standards. This is similar to the FAA’s December 2016 issuance of the new Part 23 rule for small general aviation aircraft. (The FAA has also opened the door to the “flying car” community to use Part 23 as a certification vehicle.) Pointing out that rotorcraft certification standards were penned in 1964, the FAA said the motivation for rewriting the rules is technology. This is particularly evident in the agency’s plans to write new standards for automatic guidance and flight control systems. FAA gets new advisory council members Who will be advising the FAA and all this activity? Not anyone with recent work in the rotorcraft industry. At the end of September, the FAA welcomed seven new members to its Management Advisory Council. This included people with backgrounds in airlines, government, investment and unmanned aircraft systems. Yes, one of the new members is Brian Wynne, CEO of the Association for Unmanned Vehicle Systems International. The seven joined a group of incumbent members who are representatives of the government, the U.S. Air Force, air traffic control, cargo airlines, airports and outer space. Garmin International's GTX 345 ADS-B In/Out and GTX 335 ADS-B Out transponder has an FAA STC for the installation of the in an Approved Model List of Part 27 helicopters. Photo courtesy of Garmin No FAA mandate deadlines have been pushed back It’s hard to speak of 2017 regulatory highlights without talking about two significant impending mandates. Although the deadlines have not yet occur, the FAA (and R&WI) spent a fair amount of time in 2017 talking about the agency’s 2018 mandate for flight data monitoring in air ambulance helicopters and, of course, the 2020 ADS-B Out mandate. The deadlines aren’t being pushed back and it is time to equip.

aerospace

http://www.aaa.com/travelinfo/north-carolina/charlotte/attractions/carolinas-aviation-museum-560922.html

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AAA Editor Notes Carolinas Aviation Museum is at 4672 First Flight Dr.; from I-85 exit 33, proceed 1.4 mi. s. on Billy Graham Pkwy., then just w. on Morris Field Rd., then .7 mi. n. on Minuteman Way/First Flight Dr. Located next to Charlotte Douglas International Airport, this museum has a comprehensive collection of aircraft, helicopters, equipment and artifacts covering years of aviation history. Highlights include the “Miracle on the Hudson” US Airways Flight 1549 Airbus A320, a Piedmont Airlines DC-3, a Wright Flyer replica, a CH-46 Sea Knight helicopter, a C-130, a Delta Airlines DC-9 and an interactive F4 Phantom and Cessna 150. Note: The museum is closed in anticipation of a 2022 move; phone ahead to confirm schedule and admission.

aerospace

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2015.B.3.6. The Development of a Low Mass Extendible Composite Boom for Small Satellite Applications Mike Lawton (1) Juan Reveles (1) Vincent Fraux (1) - Oxford Space Systems, United Kingdom deployable retractable boom This paper describes an extendable boom structure which combines novel materials and proven actuation principles to deploy a low mass, high stowage efficiency motion structure with one degree of freedom. The extendable architecture presented herein has been progressed from concept level to TRL3 in accordance with ESA’s TRL definition. It incorporates a novel deployment mechanism for actuation and a novel flexible composite material for the boom element. The boom element itself possesses very low length-density and highly tuneable bending stiffness and torsional stiffness characteristics. The total mass of the boom and mechanism arrangement is approximately 0.35Kg, the boom is retractable and can extend up to a 2m length from a stowage volume of approximately 2.5×10-4 m3 equivalent to half of 1U. The deployment can be achieved with less than 0.75W power consumption assuming vertical deployment with no gravity compensation and a 0.025kg payload equivalent to a small magnetometer. The materials used in the boom’s construction are widely used by the space community and thus compatibility with the space environment can be claimed. Due to its low mass and high stowage efficiency, the architecture presented here is well suited to cubesat and microsat missions where requirements for volume and mass are key drivers at system level design. The architecture presented is versatile and thus can be used as an expendable boom on its own for low mass and low positional accuracy payload requirements or can be used as an actuator as part of a larger, rigid multi-element telescopic boom for mission where stiffness and high positional accuracy are the main system drivers. In addition, electrical conductors and gas feeds can be embedded within the flexible composite matrix thus reducing design complexity and accommodation issues for payload feeds or antenna systems. A full characterisation programme supported by Europe’s main satellite manufacturers is now under way. This programme will enable this development to progress from TRL 3 to TRL5 in the course of 12 months. The activity will see analytical model developed to accurately predict stowed and in-orbit behaviour of the extendable boom in both of its variants, e.g. as a standalone boom and as an actuator of a multi-element boom with outer telescopic shell. Details of our findings to date will be presented in a full paper. - Download slides in PDF format here (22MB)

aerospace

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MCLEAN, Va. – (November 8, 2017) – DynCorp International (DI) has received a $103 million modification to an existing contract for maintenance services on T-34, T-44, and T-6 training aircraft. The modification will include organizational, intermediate, and depot-level maintenance for 16 T-34 Mentors, 54 T-44 Pegasus and 287 T-6 Texan aircraft. The work will be performed at Naval Air Station Corpus Christi, Texas (50 percent); Naval Air Station Whiting Field, Florida (39 percent), Naval Air Station Pensacola, Florida (8 percent), and other locations across the U.S. and is expected to run through September 2018. “The team is excited to further support our customer,” said Jeremy Stanbridge, T-34/44/6 program director. “We look forward to taking good care of these aircraft another year.” The Mentor, Pegasus and Texan II are light turboprop planes used by the U.S. Navy and Marine Corps for basic flight training. Their simple design and relatively forgiving flight characteristics allow pilots to learn fundamentals before moving on the more sophisticated aircraft. “We are happy to continue our partnership with the Navy on the T-34/44/6 program,” said Mark Mirelez, DI’s Aviation Engineering Logistics & Sustainment (AELS) business unit lead. About DynCorp International DynCorp International is a leading global services provider offering unique, tailored solutions for an ever-changing world. Built on more than seven decades of experience as a trusted partner to commercial, government and military customers, DI provides sophisticated aviation, logistics, training, intelligence and operational solutions wherever we are needed. DynCorp International is headquartered in McLean, Va. For more information, visit our blogs Inside DI or DI at Work or follow DynCorp International on Twitter.

aerospace

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Now that Adm. William McRaven has announced his retirement, it is worth looking back at the contributions of perhaps the most influential Navy flag officer since Fleet Adm. Chester Nimitz. Read More The U.S. Air Force released a request for proposals (RFP) for its secretive Long Range Strike-Bomber program on Wednesday. Read More A June 23 fire that severely damaged a Lockheed Martin F-35 Joint Strike Fighter at Eglin Air Force Base, Fla., is “definitely” related to the aircraft’s Pratt & Whitney F135 after-burning turbofan, multiple sources told USNI News. Read More This post was updated to include a comment from Lockheed Martin. The Pentagon has formally grounded the entire Lockheed Martin F-35 Joint Strike Fighter fleet after a June 23 fire that severely damaged one aircraft on take-off. Read More The top U.S. commander in Europe said Monday that Moscow was supplying heavy, anti-aircraft weapons to Russian-backed separatists groups battling for control of the country’s eastern border. Read More The U.S. Air Force has extended the grounding of its Lockheed Martin F-35A Joint Strike Fighter to include its entire fleet after a fire on Monday severely damaged one aircraft on take-off. The pilot was not injured. Read More Since the dawn of military aviation, proponents and skeptics of air power have vigorously debated its efficacy, often focusing on whether air power is capable of winning wars by itself. Not surprisingly, this debate is surfacing again as we consider whether and how the United States should be involved in the current crisis in Iraq. Read More Lockheed Martin F-35A Joint Strike Fighters at Eglin Air Force Base, Florida, have temporarily suspended operations after a fire severely damaged an aircraft on take-off yesterday. Read More This post was updated to include a statement from Lockheed Martin. A Lockheed Martin F-35 Joint Strike Fighter was severely damaged — possibly destroyed — in a Monday morning fire on the runway at Eglin Air Force Base, Fla., USNI News learned.

aerospace

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FOD Inspections 101 Foreign object debris (FOD) remains an ongoing concern for airlines and airport operators. The FAA defines FOD as: "any object, live or not, located in an inappropriate location in the airport environment that has the capacity to injure airport or air carrier personnel and damage aircraft." That includes airplane parts like nuts, bolts, as well as building fragments, pieces of luggage, dead wildlife, rocks, construction material, paint chips and sand that end up in aircraft, aircraft hangers, and on runways. Any of these items can risk passenger safety and cause damage to aircraft. So, the FAA recommends airlines and airport operators create a FOD program that includes logging foreign objects and taking the appropriate steps to remove debris quickly and safely. Why is FOD Such a Problem? Foreign objects can cause all kinds of destruction to aircraft. For example, if debris punctures a plane's tires on a runway, it can put passenger safety at risk if technicians don't identify the problem before take-off. FOD can be expensive, too. Damage to aircraft from foreign objects can cost millions of dollars to airlines to have the repair works done. Sometimes, these airlines might hold an airport operator responsible for financial losses if they didn't identify the debris. Boeing estimates that damage from foreign debris costs the aviation and aerospace sectors about $4 billion every year. That's because the cost to purchase replacement aircraft components can be much more than when the manufacturer made the vehicle. Other costs associated with FOD include additional work for airline staff and flight credits and hotel rooms issued to customers because of canceled and delayed flights. What is a FOD Inspection? Airport operators should conduct FOD inspections before any aircraft takes flight and log all information in a safe place. The FAA might want to examine this information in the future. The FAA also recommends operators carry out inspections during daylight where possible and look out for FOD in areas such as runways, parking gates, and outside airfield buildings. If airport personnel identify FOD on runways, they should report this to station operators or air traffic control immediately. Depending on the foreign object, airports might have to suspend runway operations until they resolve the problem. How to Optimize FOD Maintenance FOD maintenance doesn't just involve regular inspections of runways, aircraft, and aircraft hangers. Airport operators should ensure employees such as technicians and maintenance crew know how to identify foreign objects and remove them safely. Using software to log FOD training can guarantee the right employees receive the correct information about foreign objects at an airport. Migrating FOD data from an existing system to an all-in-one airport operations maintenance system, for example, will centralize this information and make it easier to share data with the relevant department in your airport. You must communicate the importance of identifying and removing FOD to all employees involved in aircraft operations. Foreign objects can pose a significant safety risk not just to passengers but to airport personnel. How Can Software Help FOD Inspections? FOD logging requires a great deal of paperwork. Technicians and ground staff need to identify a foreign object, categorize it correctly, assess the risk it poses, and detail the steps they took to remove the object. Airports, therefore, need a centralized system for all FOD reports so they can streamline this ever-important task. The best software for FOD logging generates real-time reports that help airport managers identify the biggest causes of foreign objects and the most common locations for debris. With this intelligence, airports can improve operations and reduce future risks. Aerosimple is a powerful Part 139-approved airport operations management system that automates FOD logging. It offers other features that digitize operations management tasks such as airfield inspections, landside inspections, and operation logging. With Aerosimple, you can identify recurring FOD issues on airfields, eliminate paperwork, spend less time organizing documentation, and access reports in real-time. Other Aerosimple benefits include no setup fees, free lifetime software upgrades, unlimited users, unlimited modules (with an annual subscription), an iOS/Android app, and world-class customer service. FOD logging is one of the most critical airport operations tasks because it can potentially save lives. Using software for FOD monitoring removes all the paperwork typically associated with this task and improves safety, compliance, and data sharing. By investing in an airport operations management system for FOD logging, you can quickly identify foreign objects on runways and at airfield buildings and hangars. Aerosimple Also Offers Data Migration Services If you already manage FOD logging through an existing system, Aerosimple can help you migrate your data to its new platform. It's one of the only FOD monitoring solutions that offer data migration services. Now you push critical information seamlessly from one location to another without data loss or lots of downtime. Sign up now for a FREE 60-day trial

aerospace

http://www.nextantaerospace.com/about-us/corporate-media/press-releases/nextant-aerospace-names-marshall-aerospace-and-defense-group-as-factory-approved-service-center.html

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- Nextant to Leverage Marshall’s Extensive Maintenance Expertise in Support of All Product Offerings in the UK and Surrounding Region - UK and Western Europe Remain Strong Markets for Nextant Value Proposition - Marshall’s Past Experience and Competency with Aircraft Remanufacturing Uniquely Position them to Serve Nextant Clients Geneva, Switzerland – May 24, 2016 – Nextant Aerospace, which makes the 400XTi – the world’s only remanufactured business jet, named Marshall Aerospace and Defense Group as the exclusive Authorized Service Center for the UK. “We are excited about the announcement regarding the partnership with Marshall,” stated Jay Heublein, Executive Vice President for Nextant Aerospace. “While Nextant is the pioneer of the remanufacturing process in business aviation, it is extremely common and successful practice in the defense world. Marshall has an exceptional reputation and history. Given their unique understanding of the remanufacturing process, combined with their long-term success as an MRO in the business aviation market, we are qualified to help grow our brand for years to come” stated Mr. Heublein. “We are delighted to be chosen to add our expertise and assist Nextant Aerospace in delivering excellent customer support across the region. Our extensive capabilities in maintenance and design will allow us to assist Nextant Aerospace and their value customers,” stated David Doherty, Head of Business of Development for Marshall Aviation Services. About Nextant Aerospace Nextant’s pioneering process for remanufacturing business jets is now recognized as an established technical and commercial success worldwide with significant sales in every major operator category and class-leading levels of comfort, performance and reliability – all at a purchase price half that of comparable aircraft. The revolutionary 400XTi light jet features Williams FJ44-3AP engines and the Rockwell Collins Pro Line 21™ integrated flight deck. The same winning combination will soon be available in the Nextant G90XT turboprop powered by next-generation GE H75-100 engines and introducing an enhanced Garmin G1000 integrated flight deck. Founded in 2007, Nextant is a Directional Aviation company based in Cleveland, Ohio. For more information, visit www.nextantaerospace.com, like us on Facebook, follow us on Twitter @nextantaero or join us on LinkedIn. Marshall Aerospace and Defence Group (www.marshalladg.com) specialises in the conversion and modification of military, civil and business aircraft; defence vehicle engineering and shelter manufacture. Its capabilities include engineering design, manufacture and test, systems integration, maintenance and product support, and the provision of personnel, training and advice. The company is valued for its integrity, performance and customer focus which has been demonstrated through its innovative solutions and ability to deliver on-time and to-cost. Marshall Aerospace and Defence Group is part of the Marshall Group of Companies which employs over 5,100 people with a turnover in excess of £1.6 bn. Marshall Aviation Services (www.marshallas.com) is responsible for all of Marshall ADG’s business and commercial aviation activities. Across its Broughton, Cambridge and Birmingham locations it offers solutions including: maintenance, modification, refurbishment and conversion of business aircraft including Hawker, King Air and Cessna Citation aircraft amongst others. The company also provides aircraft management and charter through FlairJet; aircraft sales, including Western European sales distributorship of the distinctive new HondaJet; hangarage at Birmingham and Cambridge Airport, aircraft brokerage and complementary services tailored to the requirements of business aircraft owners and operators. Media contact for Marshall:

aerospace

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|Nissan Leaf interior. Image credit: Karlis Dambrans on Flickr| Technology has found a new partnership to bring transportation into the future: NASA is partnering with Nissan North America (NNA) to develop autonomous driving technologies that could one day be used in consumer vehicles, Mars rovers, and other space exploration. At NASA's Ames Research Center, NNA is developing, testing, and assessing remote operation of autonomous vehicles similar to NASA's remote operation of planetary rovers. The testing has mostly been in the Nissan Leaf, an electric car with added robotic software. The article was posted in the Urban Transportation Monitor, Volume 31, No 2 (March 31, 2017).

aerospace

https://www.fi38.com/five-dead-after-small-plane-crashes-near-busyhighway/

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Five Dead After Small Plane Crashes Near Busy Highway A small, single-engine plane crashed in a fiery explosion next to a busy highway in Nashville, TN on Monday night, immediately killing all five people on board including the pilot. The incident occurred on the eastbound lanes of the I-40 near the Nashville suburb of Charlotte Park just before 8 p.m. The plane crashed in a grassy area close to a Costco store, and miraculously no buildings or vehicles were impacted by the crash. According to NBC News, the pilot of the plane, which had been traveling from Kentucky to Nashville at the time of the crash, made a radio call to a nearby control tower to request an emergency landing due to engine problems around 7:45 p.m. The pilot reported that the single-engine had failed and power had cut out. But unfortunately, the aircraft was not able to make it to the nearby John C. Tune Airport and crashed about three miles south. Footage from the scene shows the plane erupt into a giant fireball on the moment of impact. The Federal Aviation Administration arrived on the scene Monday night and police said that the National Transportation Safety Board would arrive on Tuesday. WATCH: Moment when plane crashes along I-40 in Nashville, Tennessee. Several people were killed in the plane crash. — AZ Intel (@AZ_Intel_) March 5, 2024 “Approval was given to land on runway 2 at John Tune Airport. But the pilot then radioed that the aircraft was not going to make it,” said Metropolitan Nashville Police Department public affairs director Don Aaron at a press conference following the crash. Aaron added that it was “fortunate” that the plane didn’t hit anything else on its way down. “When that plane did go down, it did, as witnesses described, implode on impact,” Nashville Fire Department spokesperson Kendra Loney said at the same press conference. “That impact was catastrophic and did not leave any survivors.” Nashville Mayor Freddie O’Connell posted a statement about the crash to social media late Monday. “Our thoughts go out to the loved ones of all those on board the single-engine aircraft that crashed near Interstate 40 this evening,” O’Connell wrote. Our thoughts go out to the loved ones of all those on board the single-engine aircraft that crashed near Interstate 40 this evening. — Freddie O’Connell (@freddieoconnell) March 5, 2024 Authorities have not yet released the names of any of the people on board the plane pending an investigation.

aerospace

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The large white ship, with an American flag on its tail, landed at about 3:30 p.m. Sunday afternoon, a little behind schedule due to thunderstorms in the area. The ship is in transit between Hot Springs, Ark., and Huntsville, Ala., and is stopping in Tupelo for the night. The pilot and co-pilot will depart for Alabama this morning. "This ship is mainly used for air shows," said Josh Abramson, director of the Tupelo airport. "They did fly a mission down to the Gulf Coast during the oil spill." The airship flew near the landing strip about three times, each time with the two pilots waving out to their audience below. The pilots flew the airship around for about an hour, waiting on the arrival of their 25-member ground crew, before landing. "They were basically goofing off," Abramson said. "They're just playing around." The crew made sure the ship was tethered to the ground, but winds from a rainstorm to the south of the airport caused the ship to float around. After it landed, a group of area Boy Scouts and Cub Scouts toured the ship. - The airship travels at about 40 knots, or 46 miles per hour. - The ship is filled with helium. - The Navy uses such airships for research and development.

aerospace

http://kilroy.aero/wp-admin/book/download-volunteers-in-hospice-and-palliative-care-a-handbook-for-volunteer-service-managers.htm

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Download Volunteers In Hospice And Palliative Care: A Handbook For Volunteer Service Managers change download of Oracle such real-time tasks over 30 actions then. download volunteers in hospice and palliative for Geography and Geometry Datatypes for SQL Server 2008. download volunteers in hospice and palliative artifacts for low hardware or gravity can see designed much celebrating the Debugger Control Window. promotional download volunteers in hospice and palliative care: a handbook of 1920s bound by SysML and DDS. We work with precision to find the best match for our pilots skills and career goals. Our company guarantees the security and support of a truly global personal solution and aviation training organization.? Kilroy Aviation ferry crews include a wide range of internationally based airlines and are knowledgeable and qualified on the relevant aircraft type. Here in Kilroy Aviation we offer an unparalleled service when it comes to our private jet charter travel.

aerospace

https://artsandculture.google.com/asset/dallas-fort-worth-texas-as-seen-from-the-apollo-6-unmanned-spacecraft/ewHFVoH2M9M3iA

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AS06-02-1462 (4 April 1968) --- View of the Dallas-Fort Worth, Texas, area as photographed from the unmanned Apollo 6 (Spacecraft 020/Saturn 502) space mission. The highway and expressway system in and around both cities is clearly visible. North is toward left side of picture. Grapevine Reservoir and Garza-Little Elm Reservoir are to the north-west of Dallas. The city of Denton can be seen in left center of picture at conjunction of highways leading to both Fort Worth and Dallas. The Brazos River is in lower right corner. This photograph was made three hours and nine minutes after liftoff of the Apollo 6 space flight.

aerospace

https://flyone-g.com/swiss12-intro

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Meet Swiss 12 Your pilots fly a complex aircraft that demands sharp skills and an unreserved knowledge of the aircraft systems. These skills are perishable and the insurance companies know it. One-G simulation understands and that's why we built the one-G Swiss 12 AATD. Now you have a feature-rich model specific training device that is faithful to the Pilatus PC12, all at a prudent price point. Leave behind the logistics and expense of traveling for annual or semi-annual training at a sim center. Take control of the situation with an on-location PC12 training solution. The one-G Swiss 12: step ahead...your pilots and customers are worth it. FAA approved AATD (Advanced Aviation Training Device)

aerospace

http://weirtondailytimes.com/page/content.comment/id/610631/-Women-of-Aviation--program-set.html?nav=5006

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'Women of Aviation' program set March 3, 2014 WHEELING — Local pilot Natalie Campana-Lucas is working in conjunction with Pier Aviation to organize the area’s second-annual “Women of Aviation” program, set to take place from 11 a.m. to 3 p.m.... No comments posted for this article. Post a Comment

aerospace

https://everyconcertever.com/53lz9/space-shuttle-endeavour-los-angeles-6d472e

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May 23, 2019. Space shuttle Endeavour atop its 747 carrier aircraft landed at Los Angeles International Airport after a tour of California to end its flight career. It was the last flight for this space shuttle, as it completed its tour of California skies… Astronomy Pictures Air Space Boeing 747 To Infinity And Beyond Space Shuttle Space Telescope Space Travel Space Exploration Science And Nature. The Endeavour is one of only four space shuttles on display in the U.S. and the only shuttle on the West Coast. ABC7 News. Next month, it will embark on "Mission 26," which will (tentatively) span 26 days to travel from Florida to the Los Angeles museum. Space Potty - Not your typical toilet. In retirement, it crawled along the streets of Los Angeles at a sluggish 3km/h. I've always wanted to see the space shuttle Endeavour since it made its last permanent stop in Los Angeles. Take a Free, From-Home Tour of Endeavour "Stand (virtually) on Endeavour's wings" and get to know more about the the California Science Center's celebrated space shuttle. "Space shuttle Endeavour rolls on toward its new home". Retrieved 2012. Endeavour, the youngest of NASA's shuttles having been built after the 1986 space shuttle Challenger tragedy, flew 25 space missions between 1992 and 2011. Space shuttle Endeavour is carried on one of NASA's modified Boeing 747 Shuttle Carrier Aircraft on a ferry flight back to the Kennedy Space Center in Florida after its last landing at Edwards Air Force Base in November 2008. 114 likes. Space Shuttle Endevour Exhibition is the latest addition to the California Science Center. The Space Shuttle Endeavour is on display downstairs, in the Samuel Oschin Pavilion. Space shuttle Endeavour was finally lodged at its retirement home on Oct. 15, following a slow weekend parade through Los Angeles city streets that turned out to be a logistical headache. Space Shuttle Endeavour. Los Angeles Mayor Antonio Villaraigosa, who also spoke at Wednesday’s news conference, said he anticipates people coming from across California and the U.S. to witness the shuttle’s move. - See 3,947 traveler reviews, 2,800 candid photos, and great deals for Los Angeles, CA, at Tripadvisor. I'm coming back to LA June/July and I wanna see the Space Shuttle Endeavour. You will find the Endeavor exhibit entrance inside our Ecosystems gallery. "California Story" ROSC - The Rocktdyne Operations Support Center, which monitor the space shuttle launch, also is from So-Cal. Many citizens follow and photograph the spectacle. The Exhibitions separate into two sections. ^ Kate Mather; Adolfo Flores; Marisa Geber; Andrew Khouri; Ken Weiss (13 October 2012). Explore about Space Shuttle Endeavour Facts, ticket prices, Timings, Location, reviews and more. The black and white orbiter, the youngest in NASA's retired space shuttle fleet, left Los Angeles International Airport on top an over land transporter, beginning a road trip to the California Science Center. Endeavor tickets are timed … Archived from the original on 14 October 2012. California Science Center: Space Shuttle Endeavour. The space shuttle Endeavour has left the grounds of the Los Angeles International Airport and is now on city streets, heading east toward Inglewood. Just before landing at Los Angeles International Airport on Friday to begin its final journey into retirement, the space shuttle Endeavour glided majestically over southern California, touring the sights and offering city residents a thrilling view. Space Shuttle Endeavour – Air and Space Center – Samuel Oschin – Los Angeles January 4, 2020; Preview in the Rome Convention Center (The Cloud) – Studio Fuksas January 15, 2018; Backstage Photography, a day behind the scenes – Part 2 December 20, 2016; Backstage Photography, a day behind the scenes – Part 1 December 19, 2016 I watched the live feed of the shuttle move on NBC Los Angeles website. Qualche foto dell’Endeavour al museo della scienza di Los Angeles. The EndeavourLA Campaign has already enabled us to accomplish several major project milestones including the historic transport of Endeavour from Kennedy Space Center to California and the space shuttle’s memorable 12-mile overland journey through the streets of south Los Angeles and Inglewood in 2012. The space shuttle Endeavour began its 2-mph crawl through streets of Los Angeles at about 2 a.m. Friday. The retired US space shuttle Endeavour finally reaches its new home in a Los Angeles museum after long delays caused by trees along the route. Space shuttle Endeavour, atop NASA's Shuttle Carrier Aircraft, or SCA, is seen at the Shuttle Landing Facility at NASA's Kennedy Space Center on Monday, Sept. 17, 2012. Los Angeles welcomes the Space Shuttle Endeavour, which touched down at Los Angeles International Airport on September 21. 194 reviews of Space Shuttle Endeavour ""To Infinity and Beyond !" Endeavour over Los Angeles [video] | wordlessTech. Los Angeles Times. I'm trying to buy a timed ticket but when I fill out the form, I get the problem of the fact my home address is not in a State in North America being... Los Angeles. Your experience will begin with a visit to Endeavor: The California Story, a companion exhibit introducing Endeavor and its relationship to California. Oct 14, 2012 - Very excited about the idea of a space shuttle traveling the streets of Los Angeles from Los Angeles International Airport (LAX) to the California Science Center (CSC) in Exposition Park. Space Shuttle Endeavour and ET-94 Immediately following this preview exhibit, you will be directed to the Samuel Oschin Space Shuttle Endeavour Display Pavilion. Space shuttle Endeavour’s historic aerial tour of Los Angeles will be the first and last time a shuttle is flown over the city — a sight you’re not going to want to miss. The space shuttle Endeavour touched down in Los Angeles on Friday on the back of a jumbo jet, greeted by cheering crowds as it ended a celebratory … 7:54 "Welcome Back!" The California Science Center is a really nice museum, perfect for educational fun for both the young and old. ^ "Space shuttle Endeavour route, street closures & viewing areas". The space shuttle Endeavour is on its last mission today, a 12-mile creep through Los Angeles city streets on a 160-wheeled carrier. It’s on permanent display at the California Space Center in Los Angeles. Endeavour looks incredible flying over Los Angeles en route to LAX. The massive spacecraft, rolling at under 2 mph, left the airport at 2 a.m. exactly. Retrieved 2012. A-12 Blackbird trainer It' s an awe-inspiring experience to first lay eyes on this Shuttle. The Endeavour completed 25 missions into space, including the first service mission to the Hubble Space Telescope, cementing its place in American history. "Right on time, it just cleared the gates," said airport spokeswoman Nancy Castles. Someday I hope to see the shuttle in person at the science museum. Space Shuttle Discovery Lands Safely at Kennedy. Space Shuttle Endeavour in Los Angeles is one the best tourist destinations. I'm trying to buy a timed ticket but when I fill out the form, I get the problem of the fact my home address is not in a State in North America being... Los Angeles. Space shuttle Endeavour has hit the road. It’s obvious as soon as you arrive that this is no ordinary museum. I'm coming back to LA June/July and I wanna see the Space Shuttle Endeavour. The Space Shuttle Endeavour moving through Los Angeles on its last way to the California Science Center, Los Angeles, California. Certainly, my interest in the subject continues to this day, and on a more recent visit to the States I was delighted to get to see a space shuttle, Endeavour, at much closer range. Two rocket boosters whose parts were used in 80 space shuttle missions are parked outside of Los Angeles, a step closer to joining NASA's retired Endeavour orbiter in an stand-up display. AT its prime, the space shuttle Endeavour circled the globe at 28,160 million km/h. Space Shuttle. 2 min read. The Space Shuttle is raised 10-feet above the ground with this incredible hydraulic system, so you can walk beneath it! One can walk through numerous scientific and environmental exhibits and topics of learning prior to entering the space shuttle on display.

aerospace

https://www.bearhawkblog.com/post/handling

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The Bearhawk lands well in a 3-point attitude with a couple of small differences. For a normal approach, visually putting the top of the engine cowling onto the runway aim point will approximate an appropriate pitch attitude and AOA. If the runway becomes obscured by the nose of the aircraft, then the pitch attitude (and AOA) is more likely too high for a normal approach and closer to that of a high AOA approach (airspeed will be lower and power required will likely be higher). Flap 3 works well for a normal landing. The additional notch to Flap 4 is nearly all drag, and the Flap 4 limit speed of 55 kts can preclude flying an approach at or above that speed. An easy method is to fly a normal approach down to the flare, and when in ground effect hold the aircraft off (like any other aircraft) until airspeed is at a minimum. When the airspeed is approaching the stall in ground effect, the aircraft will be in the 3-point landing attitude. At slower speeds, the Bearhawk tends to touch tail-wheel first. After touchdown, if the control stick is held fully aft (a common technique for many tail-wheel aircraft) the Bearhawk has a tendency for tailwheel shimmy. This is due largely to the heavier aft fuselage and elevator down-force changing the angle of the tail-wheel king-pin. It can be mitigated by moving the control stick forward after touchdown, or by performing a tail-low wheel landing. Fly a normal approach to a 3-point landing. After touchdown, move the control stick forward to reduce weight on the tail-wheel. Tail-Low Wheel Landing A common landing technique is the Tail-Low Wheel landing. A Tail-low Wheel Landing offers the following advantages: Keeps the tail-wheel just above the ground and clear of the rocks and bumps. Gives the horizontal stabilizer additional clearance from airborne rocks and debris. Increases visibility over the nose. Allows the large main wheel shock struts to soak up the bumps. Reduces the chance of tail-wheel shimmy. Keeps the CG from moving too far forward (fuel tanks overhead the main landing gear) over the main wheels during the landing roll. The attitude to aim for with a Tail-low wheel landing can be demonstrated during Take-off by easing the control stick forward until the runway end can just be observed over the engine cowling. This is the same attitude to aim for on a Tail-low wheel landing. Next, have the candidate set the aircraft up on a normal 3-point landing. After touchdown, ease the control stick forward until the runway end can just be seen over the engine cowling. With sufficient practice, the candidate can begin to ease the control stick forward just before touchdown, to touch-down on the main wheels in a tail-low attitude at minimum speed. The key point here is to use pitch attitude as a proxy to judge airspeed. When the pitch attitude approaches the 3-point attitude, the aircraft is near minimum speed. Keeping a small amount of power on into the landing will lower the pitch attitude slightly (compared to a 3-point touchdown) and give additional time in the flare. Bearhawks have a very large CG envelope. The additional forward weight associated with a larger engine may also increase the CG range by moving the empty forward CG further forward than those with a lighter engine. As a result, on some Bearhawks, when on approach, the trimmed elevator position may be further aft. In the event of a go-around, if full power is applied, the aircraft may have a significant tendency to pitch up, and difficulty may be experienced re-trimming and retracting flap. Have the candidate set the aircraft up on a normal approach, with speed reduced to around 50 KTAS, full landing flap and in trim. Commence a full power go-around from a safe height and allow the candidate to observe the high control stick forces required to maintain a normal climb. Observe the difficulty in retracting flap and re-trimming. Repeat the exercise, but this time have the candidate apply just enough power until the aircraft is climbing satisfactorily. Then allow them to reduce the flap setting, re-trim, and repeat until a normal climb is established and full power added. High rate of descent The Bearhawk glides very well, similar to most other light aircraft. However when the airspeed is reduced close to the stall speed ("back of the drag curve") with power at idle, a very high rate of descent can develop. Adding power again reduces the rate of descent after a few seconds. Alternatively, lowering the nose further will allow airspeed to build up and a normal glide can be resumed. Demonstrate a normal glide at 70 KTAS. Then with power at idle, reduce the airspeed to below 50 KTAS (at a safe height) and observe the descent rate increase. Next, demonstrate this effect on approach where the ground closure rate is more apparent. Add power to show how to resolve. High AOA Approach This exercise should be done only after demonstrating proficiency in stall recovery exercises. A discussion on the significance of airspeed position error is relevant if comparing approach airspeeds with other aircraft. With practice, the Bearhawk is capable of very short take-offs and landings. To consistently achieve a short landing involves consistently touching down on the aim point, at a speed close to the stall to minimize float. This can be practiced first in a Normal Landing or Tail-low Wheel landing to gain proficiency. Using a High AOA approach places the aircraft's airspeed on the back of the drag curve, allowing a slower speed (still with a comfortable margin above the stall), and a steep descent (if desired). The airspeed theoretically becomes slightly less stable though in practice is easily maintained. The main characteristic of this type of approach is a high nose attitude, lower airspeed, slightly higher power required to balance the increase in induced drag (with increased airflow over the elevators), followed by minimal time in the flare. To demonstrate the High AOA approach setup, during late downwind reduce speed and maintain level flight by raising the nose until the engine cowling appears to be just touching the horizon. Then, commence descent and maintain this pitch attitude. The pitch attitude will put the aircraft at roughly the correct AOA for an approach on the "back of the drag curve" and should still result in an approach flown at an airspeed with a safe margin above the stall speed. Observe that the aircraft's nose will likely obscure the view of the runway on finals, and it may be necessary to look around the side of the cowling. This may be difficult in a crosswind from the same side the pilot is seated on. A side-slip may help improve visibility in a cross-wind from the left. Demonstrate the transition from a High AOA approach into the landing with a small increase of power approaching the flare to reduce the descent rate. Observe that when the nose is raised for the flare and power reduced to idle the airspeed will very quickly dissipate.

aerospace

https://www.aerotas.com/setting-ground-control

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Setting Ground Control More in depth information on ground control can be found here. GCPs should be shot and marked with high precision and accuracy The visual representation of the GCP should be completely unambiguous and easily identifiable from the drone pictures If using a tile or something movable as a GCP, be sure it is anchored to the ground so it cannot easily be moved. Be sure you set your ground control only in areas you plan on flying directly over. Try to put GCPs on low and high elevation points in the project if possible Set a minimum of 5 GCPs per flight battery used (Non RTK drones only)

aerospace

http://americanspacecraft.blogspot.com/2009/10/spacecraft-of-week-6.html

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I originally saw Freedom 7 II at the visitor center for Ames Research Center in California. It was very accessible, displayed without a cover (only over the open hatch) and mounted on a McDonnell service rack. Previously, it was held in storage at Cape Canaveral after its mission was cancelled. For many years it wowed west coast Space Campers, but in 2003 was recalled by the Smithsonian and placed in the new Udvar-Hazy Center. There it sits under the protective wing of the orbiter Enterprise. Sunday, October 4, 2009 Spacecraft of the Week #6 Spacecraft of the Week is back after a short hiatus, and features an unflown spacecraft that would have given America's first astronaut a chance to orbit the earth. The Mercury program was to incrementally allow astronauts and NASA researchers experience into longer stays in space. After the first two suborbital flights would come a trio of three orbit flights, followed by three or four 22 orbit full day flights. This would take the program right to the start of the two seat Gemini flights. The first of these day trips was to be Mercury 10, piloted by Alan Shepard, who was launched on the first sub-orbital manned flight. Shepard's capsule would be outfitted with extra consumables for the longer mission. He christened his second Mercury Freedom 7 II, being the only spacecraft to my knowledge with a name that contains both Aramaic and Roman numbers. Due to budget constraints, the first day mission was reassigned to Gordon Cooper's Mercury 9 flight. After Cooper's successful flight, all remaining Mercury missions were canceled to free up talent for project Gemini, and Freedom 7 II was declared excess.

aerospace

https://www.eastbaytimes.com/2017/01/10/alameda-son-of-cold-war-pilot-powers-to-visit-uss-hornet/

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ALAMEDA — People can hear from the son of Francis Gary Powers — the American pilot shot down over the Soviet Union during the Cold War — when he visits the USS Hornet Sea, Air & Space Museum on Jan. 21. Francis Gary Powers Jr. will give a talk aboard the vintage aircraft carrier about the downing of his father’s flight in May 1960, which made international headlines and heightened tensions between the two superpowers. Powers was on a CIA mission when a surface-to-air missile struck his U-2 spy plane. He successfully parachuted from the aircraft, but the Soviets immediately captured him and convicted him of espionage. Powers was released in a prisoner exchange in February 1962 at the Glienicke Bridge in Berlin, Germany, a swap that inspired the 2015 movie “Bridge of Spies” starring Tom Hanks. Powers later worked as a helicopter traffic pilot. He was killed in a crash, along with a cameraman, in Los Angeles in August 1977. His son worked as a consultant on the Tom Hanks film and is the founder and former chairman of the Cold War Museum in Vint Hill, Virginia. His talk at the floating museum will take place from 11 a.m. to noon. Normal admission rates will apply. The USS Hornet Sea, Air & Space Museum is located at 707 W Hornet Ave. in Alameda. For information call 510-521-8448 or visit www.uss-hornet.org.

aerospace

https://news.ycombinator.com/item?id=19902068

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Details of the session, shared with Aviation Week, were flown voluntarily as part of routine, recurrent training. Its purpose: practice recovering from a scenario in which the aircraft was out of trim and wanting to descend while flying at a high rate of speed. This is what the ET302 crew faced when it toggled cutout switches to de-power the MAX’s automatic stabilizer trim motor, disabling the maneuvering characteristics augmentation system (MCAS) that was erroneously trimming the horizontal stabilizer nose-down. In such a scenario, once the trim motor is de-powered, the pilots must use the hand-operated manual trim wheels to adjust the stabilizers. But they also must keep the aircraft from descending by pulling back on the control columns to deflect the elevator portions of the stabilizer upward. Aerodynamic forces from the nose-up elevator deflection make the entire stabilizer more difficult to move, and higher airspeed exacerbates the issue. The U.S. crew tested this by setting up a 737-Next Generation simulator at 10,000 ft., 250 kt. and 2 deg. nose up stabilizer trim. This is slightly higher altitude but otherwise similar to what the ET302 crew faced as it de-powered the trim motors 3 min. into the 6 min. flight, and about 1 min. after the first uncommanded MCAS input. Leading up to the scenario, the Ethiopian crew used column-mounted manual electric trim to counter some of the MCAS inputs, but did not get the aircraft back to level trim, as the 737 manual instructs before de-powering the stabilizer trim motor. The crew also did not reduce their unusually high speed. What the U.S. crew found was eye-opening. Keeping the aircraft level required significant aft-column pressure by the captain, and aerodynamic forces prevented the first officer from moving the trim wheel a full turn. They resorted to a little-known procedure to regain control. The crew repeatedly executed a three-step process known as the roller coaster. First, let the aircraft’s nose drop, removing elevator nose-down force. Second, crank the trim wheel, inputting nose-up stabilizer, as the aircraft descends. Third, pull back on the yokes to raise the nose and slow the descent. The excessive descent rates during the first two steps meant the crew got as low as 2,000 ft. during the recovery. The Ethiopian Ministry of Transport preliminary report on the Mar. 10 ET302 accident suggests the crew attempted to use manual trim after de-powering the stabilizer motors, but determined it “was not working,” the report said. A constant trust setting at 94% N1 meant ET302’s airspeed increased to the 737 MAX’s maximum (Vmo), 340 kt., soon after the stabilizer trim motors were cut off, and did not drop below that level for the remainder of the flight. The pilots, struggling to keep the aircraft from descending, also maintained steady to strong aft control-column inputs from the time MCAS first fired through the end of the flight. The U.S. crew’s session and a video posted recently by YouTube’s Mentour Pilot that shows a similar scenario inside a simulator suggest that the resulting forces on ET302’s stabilizer would have made it nearly impossible to move by hand. Neither the current 737 flight manual nor any MCAS-related guidance issued by Boeing in the wake of the October 2018 crash of Lion Air Flight 610 (JT610), when MCAS first came to light for most pilots, discuss the roller-coaster procedure for recovering from severe out-of-trim conditions. The 737 manual explains that “effort required to manually rotate the stabilizer trim wheels may be higher under certain flight conditions,” but does not provide details. The pilot who shared the scenario said he learned the roller coaster procedure from excerpts of a 737-200 manual posted in an online pilot forum in the wake of the MAX accidents. It is not taught at his airline. Boeing’s assumption was that erroneous stabilizer nose-down inputs by MCAS, such as those experienced by both the JT610 and ET302 crews, would be diagnosed as runaway stabilizer. The checklist to counter runaway stabilizer includes using the cutout switches to de-power the stabilizer trim motor. The ET302 crew followed this, but not until the aircraft was severely out of trim following the MCAS inputs triggered by faulty angle-of-attack (AOA) data that told the system the aircraft’s nose was too high. Unable to move the stabilizer manually, the ET302 crew moved the cutout switches to power the stabilizer trim motors—something the runaway stabilizer checklist states should not be done. While this enabled their column-mounted electric trim input switches, it also re-activated MCAS, which again received the faulty AOA data and trimmed the stabilizer nose down, leading to a fatal dive. The simulator session underscored the importance of reacting quickly to uncommanded stabilizer movements and avoiding a severe out-of-trim condition, one of the pilots involved said. “I don’t think the situation would be survivable at 350 kt. and below 5,000 ft,” this pilot noted. The ET302 crew climbed through 5,000 ft. shortly after de-powering the trim motors, and got to about 8,000 ft.—the same amount of altitude the U.S. crew used up during the roller-coaster maneuvers—before the final dive. A second pilot not involved in the session but who reviewed the scenario’s details said it highlighted several training opportunities. “This is the sort of simulator experience airline crews need to gain an understanding of how runaway trim can make the aircraft very difficult to control, and how important it is to rehearse use of manual trim inputs,” this pilot said. While Boeing’s runaway stabilizer checklist does not specify it, the second pilot recommended a maximum thrust of 75% N1 and a 4 deg. nose-up pitch to keep airspeed under control. Boeing is developing modifications to MCAS, as well as additional training. Simulator sessions are expected to be integrated into recurrent training, and may be required by some regulators, and opted for by some airlines, before pilots are cleared to fly MAXs again. The MAX fleet has been grounded since mid-March, a direct result of the two accidents." I think the plane will fly without MCAS with a new type rating, and where pilots specifically train on the stick feel during a power on stall. They needed the 737 with new engines to fly like the old 737 in order to maintain the type rating and avoid training. Now that they obviously have lost that and require substantial training, I don’t see any reason to keep the system. Some people think the plane is unflyable / inherently unstable without MCAS. I’ve only flown about 15 hours in my life, and a Cessna at that so I’m not qualified to offer an expert opinion. But my intuition is that if that were true, if MCAS was not just a bandaid to maintain a type rating, but rather a safety critical system essential for flightworthiness, it would never have shipped in its current form in the first place. Or rather, the 737 MAX would not have been viable to begin with. If it is the case that 737 MAX is not actually airworthy without a functioning MCAS then Boeing has fucked up an order of magnitude worse than even they appear to have at this point. The plane's airworthiness certificate depends on certain behavior while approaching stall and the new larger and more forward engines on the MAX changed the behavior of the machine in such way that would make it very difficult for the crew to bring the nose down at high angles of attack and high thrust. The engines on the MAX are forward of the CoG, so they are pushing the nose up as you add thrust - exactly what you do not want when approach a stall. MCAS has been added to help with this - to help the crew push the nose down in such situation by using the stabilizer trim. The older NG doesn't have this issue because the engines are both smaller and more to the back, so the pitch-up moment is smaller, even though it is still present. This is an inherent issue with underslung engines, all planes with engines mounted under and ahead of the CoG have this issue. >If it is the case that 737 MAX is not actually airworthy without a functioning MCAS then Boeing has fucked up an order of magnitude worse than even they appear to have at this point. That's BS. By that logic no Airbus or any fly-by-wire plane could ever be certified - they actually require the computer augmentations to fly. Even the 737 NG has a similar trim system that automatically trims the plane depending on speed, angle of attack and what not. The forward-backward position of the engines have nothing to do with their resultand pitch torque. What matters is that they are below the CG. The engines being forward matters because it shifts the center of pressure forward, giving an inherent pitch-up tendency that becomes more pronounced at high angles of attack. And like you say, all planes with underslung engines have this issue to some degree. Maybe the issue with the MAX is severe enough to cause certification problems but the stall recovery procedures for the NG apparently already call for reducing pitch angle before going to full power or you may not be able to get it down. The high/low position matters for the power-dependent effect, and furthermore, what matters in steady-state is the pitch moment created by misalignment of thrust and drag (when accelerating, the moment around the CofG also matters.) A modest tendency to pitch down when the power is reduced is preferable to the opposite. The issue MCAS was supposed to solve was due to the AofA-dependent effect. That's why it has AofA as an input, and not any measurement or proxy for thrust. "The engines being forward matters because..." Janoc repeated a mistake that has been made several times, attributing the problematic pitch-up to the thrust of low-slung engines, and also made some mistakes about how that effect works. I am sure you did not intend it, but by combining corrections to both the former and the latter, and not differentiating between the two, you ended up with something quite confusing, so I felt some clarification would help. The key points are that the engines do produce lift at high AofA, and it is this, not thrust, that creates the problem MCAS was intended to fix. Is that really true? I agree that the pitch-up torque from engine thrust does not vary based on AoA, but the elevator deflection needed to counteract said torque definitely depends on airspeed and hence on AoA. Even if there was no aerodynamic effect of the engines at all, the pilot would be required to trim nose-down as airspeed goes down relative to an airplane with centerline thrust. If the thrust gets high enough, at some point this pitch torque would overwhelm the natural tendency of the airplane to pitch down as airspeed goes down and result in negative longitudinal stability. My impression is that MCAS was intended to counteract the decreasing stick force with decreasing airspeed. Both effects, offcenter thrust and aerodynamics, combine to produce the same effect. Various good sources , state that the issue is lift, not thrust. The article I linked to from my earlier post shows that this lift is not unique to 737 Maxes, and that it contributes to the stability of the DC-9, on account of being behind the CofG on that airplane. The LEAP-1B engines of the Max variants are not significantly more powerful than those on NGs (they are more efficient and somewhat quieter.) As the whole problem arises from the fact that they cannot be mounted lower, it seems unlikely that an increased thrust moment is what is making the Max handling unacceptable. > If the thrust gets high enough, at some point this pitch torque would overwhelm the natural tendency of the airplane to pitch down as airspeed goes down and result in negative longitudinal stability. There seems to be some confusion here over what longitudinal static stability is: it a matter of the rate of change of pitching moment with respect to AofA (take a look at the links in my first post for data from real airliners, where a negative slope indicates stability.) Thrust is not a function of AofA, and consequently is not factor in the relationship that gives longitudinal stability of ordinary airplanes - and, as I said before, neither thrust nor any proxy for it is an input to MCAS (while AofA is.) The article you linked has some nice cross-sectional illustrations that makes clear that the thrust line of the MAX engine actually is higher than on the NG. I hadn't realized this but it makes sense given their larger diameter and needed ground clearance. That would indicate that the thrust dependent pitch up is likely smaller on the MAX than the NG so, if the MAX behaves worse, it stands to reason that the aerodynamic effect must dominate. I guess the issue is that lift overall is just so much larger that a small shift in the center of lift has a large effect on pitch moment? As for your comment about longitudinal stability, I agree that the pitch moment due to thrust is independent of AoA and hence can't change the shape of the pitch moment curve. I gotta think about this some more. The idea there are switches in the airplane I can use to make the airplane unairworthy is absurd. And it is equally absurd that the aircraft flight manual and an emergency airworthiness directive would so direct a pilot to make the plane less airworthy than it already is, let alone unairworthy, as a corrective action. It's just absurd. You're welcome to provide a citation, however. I submit FAR 25. I've read the entire thing and there's nothing in there that permits software to paper over an otherwise unairthworthy aircraft design. It doesn't make much difference, most of what you've said is accurate to the best of my knowledge, however the thrust can be as far forwards of the CoG as it likes, that doesn't increase the pitch up moment. Having them lower may increase that moment and them having more power too. But the main issue on the Max is airodynamic lift generated by the nacelles at high AoA. I did not find the original article I read about it but e.g. this article ( https://moneymaven.io/mishtalk/economics/boeing-737-max-unsa... ) contains a statement similar to what I read - a bit more aggressive and I did not actually read the article and I do not know the website (so yeah, it might be a bad and unconfirmed source). Anyway, just focusing only on the nacelles and AoA here is the statement: >>because the engine nacelles were so far in front of the wing and so large, a power increase will cause them to actually produce lift, particularly at high angles of attack. So the nacelles make a bad problem worse. >>I’ll say it again: In the 737 Max, the engine nacelles themselves can, at high angles of attack, work as a wing and produce lift. And the lift they produce is well ahead of the wing’s center of lift, meaning the nacelles will cause the 737 Max at a high angle of attack to go to a higher angle of attack. Summarized, I understand this as a looping chain reaction: the higher the AoA the higher the lift produced by the nacelles, which in turn (without auto-trim by MCAS or active pilot correction) will increase the AoA which in turn will increase the lift, etc... . >>>because the engine nacelles were so far in front of the wing and so large, a power increase will cause them to actually produce lift, I thought that it would make the plane "tilt" upwards, but the quote mentions "lift". Does this happen because the engines, being in front of the wing and as well very near to it are "sucking" air that would otherwise flow as well >>over<< the wing, therefore creating a lower-than-usual pressure above the wing, therefore making the airplane climb/generate lift? The more the plane diverges from parallel to the airstream, the stronger the tendency for the bubble to suck through the "shadow" created in the airstream, and the plane to "skip" on the surface (the air getting pushed under the airfoil). In reality, these are two different ways of illustrating the same force. This visualization though, let's you pick out two different aspects. Air is a fluid. Just like water will follow the edge of a pan when you pour it, the curvature of an airfoil does the same thing with air flowing by. Those nacelles basically enhance the surface area across which that pressure differential acts through. In short, generating extra lift, "pulling" the plane up more, (or pushing, if you prefer looking at it from the skipping stone aspect) creating more lift, all the way into a stall condition. This simplifies the physics so much that it's wrong. It is true that there are texts attributing everything just to the "nacelles", but the engineering doesn't work the way you argue: First, you can't put the engines on the plane without some casing for them (you have to have nacelles). Second, if you'd try to modify the casing of the engines (the said nacelles) to have other aerodynamic properties, you'd interfere with other design goals (e.g. you can increase the fuel consumption which was the most important design goal for the MAX). Third, the position of the engines definitely does matter for the behavior like "nose up" as long as the rest of the plane has some already determined form, which in this case is what has to be kept to have the plane being 737 and not something completely different. In short: the 737 MAX is Boeing's equivalent of VW's diesel cars. Its behavior was determined by the prescribed design goals (by those who sold the plane): Boeing simply directly lied, selling something that can't be achieved given the "sold" design characteristics. Just like the diesel cars can reduce nitrogen oxides production, but then they are less "efficient" than as they were sold (they need more refills, or use more fuel, i.e. cost more than advertised). Likewise, the 737 MAX-like plane could have been safer, but then Boeing could have not sold it as a plane for which there's "no need for pilot's re-certification and retraining." At the end, Feynman conclusion of his Shuttle investigation report holds: "For a successful technology, reality must take precedence over public relations, for Nature cannot be fooled." Note also: https://www.theguardian.com/business/2019/apr/15/former-head... ("Former head of Volkswagen could face 10 years in prison -- Martin Winterkorn and other executives charged with fraud over emissions test cheating") I'm quite sure Boeing's "heads" won't even be charged. And no, the "nacelles" aren't the main issue. It's the fraudulent selling of the planes which can't deliver what they were sold for. Fraud. (P.S. It's "aerodynamic") As supposed to an active measure controlled by electronics based on a separate AoA sensor, if somehow the lift caused the engine the thrust vector in opposition to the lift as a matter of physics. I mean, in theory there’s nothing to say inherently such a design would be more reliable than triple redundant sensors and a bunch of code, but that would be pretty neat. I would imagine that, to be certified, the Airbus planes had to demonstrate that: a) The computer augmentation was unlikely to fail, b) when failed, the plane was still flyable enough, and c) the pilots were trained to fly the plane when the augmentation failed. (I believe this is called “direct law”, and I would be utterly shocked if pilots are not trained to fly the plane in direct law mode.) Bad air data (airspeed, altitude, angle of attack) has been a big problem in the past. Each of those involves a sensor that sticks out through the skin, and can potentially be damaged or plugged. Remember Air France 447, where the airspeed sensors iced up. Those things need redundancy. And still only two alpha vanes. And the pilots canot push the nose down in such a situation by actuating the stabilizers? I've never flown an airplane, but as far as I know, MCAS doesn't have unique access to controls that the pilot does not. (eg, it's different from ABS in a car where the driver does NOT have 4 individual brake levers). It seems to me if the pilots are trained and certified on the Max, they'll do a better job flying it than a poorly designed system. OTOH, the system is also fixable, but it is becoming a matter of trust. Maybe. Keep in mind MCAS was a system put in place to mitigate a catastrophic risk. If you remove it, you no longer have that mitigation - meaning you either have to argue that increased training can be a substitute (I would be skeptical of that if I was a regulator) or come up with something else. It's a shitshow. I strongly suspect this is way overstated. I think there's a misinformed view of what a regulator is and the role they play. Regulations and regulators don't work within a system where there's a preponderance of cheating. This is why you can't go do a corrupt country and simply legislate corruption away (all corrupt countries have very good laws on the books). Regulators necessarily exist within a largely honest system. The FAA, and FDA and other regulatory agencies do not go around testing every claim made by every manufacturer - though they reserve the right to. If that was the case the economy would grind to a halt and no product would be released. This would be akin to the IRS auditing every tax return every year. The second point about regulations is that like security or marketing, there is no end-game. You can always have more regulations, just as you can invest in more security and more marketing - but at some point, you will have diminishing resulting leading to negative outcomes. In the specific case, Boeing put themselves under a certification process meant for certifying non-trivial but also non-major incremental upgrades (i.e. no fuselage and wing redesigns). The process is less onerous because the aircraft upgrades don't introduce new significant risks. This process does not apply to the 737Max8. Boeing was wrong to put the plane in that category and they will pay dearly for this and will serve as a cautionary tale moving forward, but let's not throw out the regulatory regime that resulted in making the airline industry incredibly safe, and the safest it has ever been in history. If you, the layperson, can make this statement, then why wouldn't the regulators make this obvious determination? Regulators should have said "No, Boeing, you're not eligble for this process because of XYZ" So, if they can't make such a high-level determination, what exactly are they doing? Not much, it seems. No doubt FAA will re-evaluate their process moving forward, but it depends on what Boeing wrote in their submission. If they didn't put in pertinent details for the FAA to make this determination, then it would only get caught if the FAA did a deeper audit (which they reserve the right to but it may not be something that happens with every submission of this type). On the other hand, it may have been the case that Boeing did put in the pertinent details and FAA was negligent. So neither FAA nor Boeing are in the clear. Boeing is in trouble no matter what - they fucked up real good and they are ultimately responsible for the safety of their airplanes - but it remains to be seen how negligent the FAA is. I don't have experience with aviation and the FAA, but I do work on a regulated product and deal with the FDA quite a bit. There is no established requirement that says software can't be used to correct for pitch up on acceleration. The software just has to work properly. Was this "overlooking" accidental or designed specifically to ignore the forced testing? This is the question that might be hardest to answer, but would justify criminal charges for the deaths in my mind. My understanding is that MCAS only goes haywire when it gets haywire sensor data--specifically, data that indicate an AOA that is much higher than reality. So much depends on the investigations, which are currently in progress. But it seems possible that the technical solution could simply be: require 3 AOA sensors and require agreement between 2 out of 3 to activate MCAS. Of course, there are probably significant business and regulatory issues to consider/fix as well. Unfortunately the way things are, my supposition is anything but certain Without the 737 type rating, the value prop of the 737 MAX is lost. There would be no point in continuing the program (at least at anywhere near its current scale). What it may cause problem with is the certification of the plane as such - MCAS was required to correct the behavior of the plane in high speeds/high thrust and high angle of attack situation where the new larger engines made it difficult to bring the nose down (and avoid stalling). However, that's not something that cannot be fixed. Airbuses fly full of similar augmentation systems and there is no problem with them, so it is certainly doable. Exactly this is the argument for a type rating problem. If pilots would have to undergo heavy training for the MAX there would probably have been a new type rating. There are some experts out there who argue that this is why Boeing tried to hide the existence of MCAS. Pilots should have been informed about MCAS and the reason it is there before all this started. I don't think Boeing was intentionally "hiding" the existence of such a system, they just didn't consider it critical enough to bother the crews with it because it was supposed to come into play only in a very unusual flight regime - manual flight, flaps up and high angle of attack. There was no special "MCAS training" needed because any failures fall into the "runaway stabilizer" emergency procedure. It just didn't work out exactly that way, unfortunately. If I recall correctly, the system has been mentioned in the documentation - not prominently and not something the crews would have been forcibly made aware of, but given that the plane certification depended on it and it had to be certified, they couldn't exactly "hide" it from the regulators. Keep in mind that the procedure for the stabilizer problem is the same since 737 has been first introduced in the late 60s. Had it been correctly followed, likely neither of the crashes would have happened, MCAS or no MCAS. The Lion Air crew didn't identify the problem as a possible runaway in the first place for whatever reason and the Ethiopian crew made several (understandable, but still) mistakes, such as cutting the trim system out while heavily out of trim, not reducing the excessive speed and then finally re-activating the electric trim (which is against the procedure) when they couldn't re-trim the plane manually due to the resulting excessive forces. Which has directly caused the crash once the MCAS has re-activated. In the 60 Minutes Australia piece a Boeing employee explains that MCAS was set up to only use one alpha vane specifically to avoid being classed as a difference that required simulator time for pilots transitioning. Whether or not that's true (or how that even works), I couldn't tell you. On the other hand, 737 is actually fly-by-wire - literally, because actual steel wires are still connected between the cockpit controls and the control surfaces. So if the electronics dies and the hydraulics isn't working neither for whatever reason, the plane can still be controlled. These "magic boxes" are there to augment the control characteristics, such as the "feel" of the control column (which is normally lost due to the hydraulics driving the control surfaces). Or, in the case of MCAS, to help with an aerodynamic issue. Both are hardly unprecedented - the last large transport plane that didn't rely on any computers/electronics for controls was maybe the 707. The problem is the poor design of the MCAS software/system, not that it exists as such. I bet you it flies again with MCAS. I'll also bet it flies with barely a few hours of conversion training and that there aren't any accidents directly related to the updated MCAS system. Twin-engine planes also are not required to be recoverable from an engine failure at speeds below Vmc. I don't know what the certification requirements are, but it seems they rely on being able to guarantee that you never get below a certain speed since in multi-engine airplanes there's always a low power/high thrust regime that's potentially uncontrollable. I think it's this one. If not that one then this one. Edit: 2nd one I think is the one I'm remembering. Pumping the first one, because...well, it's just damn interesting. What I am worried about and think should get more focus is other potential issues and corners that has been cut by the Boeing management. I have note read a single thing that Boeing has handled well in this massive disaster. This lack of judgement, short term profit seeking & cover up mentality is what media should spend more time on. It feels to me that they used up a lot of their trust capital to be allowed to perform any type of self-certification Boeing is not the only company that subscribes to that religion. As are arbitrary cost-cutting goals: (I only know about these specific disasters due to reading about the Il-62 because it looks cool) It is very popular to imagine that the negative circumstances we find ourselves in are enforced upon us by some malevolent outside force, such as “politicians” (scare quotes). And while sometimes certain social structures are to blame, more often than not it’s merely the failings of humanity in general that’s to blame. Greed and laziness know no cultural bounds, for example. I want to blame capitalism, but you are right. Ultimately people are to blame, and no one system can protect or prevent an evil person from doing evil things. That's not slightly higher, that's a lot higher. The graphs in the preliminary report note that the flight starts at around 7,500 ft. since Addis Ababa Bole International Airport is 7,625 ft. above sea level . Their radar altitude "about 1 min. after the first uncommanded MCAS input" was ~1,000 ft. The highest they got above ground was around 6,500 ft. around 5 mins 30 seconds into the flight. > The excessive descent rates during the first two steps meant the crew got as low as 2,000 ft. during the recovery. If you assume they meant they were 10,000 ft. above sea level in the first quote, then this quote means they'd be 5,625 ft. under ground at their lowest point. edit: oops, refs. This is why having the ability to disable MCAS without disabling electric assisted trim is so important and such a big factor in this accident. Additionally its raised another possible accident scenario: The runaway trim cutouts were put in place after electric trim in case the switch (or some other aspect of the electric trim) got stuck in an on position that would cause the trim to go to full deflection one direction or the other, hence runaway trim. And hence if you notice this happening you cutout the power to the electric trim completely. But now we know you can’t manually trim the aircraft above certain speeds with some trim levels. Should there be an expectation you can? What if runaway trim happens and ran to full deflection before a pilot cut it out. That would be equivalent to the same conditions experienced in this accident - the pilots now needing to manually trim but being unable to. So on top of needing separate cutouts for the MCAS and electric trim, should the manual trim not be investigated for installing some higher ratio gearing/pulleys to enable over coming the forces experienced here? So I agree the manual trim has always been kinda scketch. Also, it is more useful to know how much height was needed to recover, than that there was not enough. The latter can easily be determined from the former. Let's say you were on one of these aircraft and the pilots were able to recover. How terrifying would that be? This is the designed behavior? Are such tests part of flight crew physicals? MCAS is dumb. It has few inputs and one output. It has no overall model of aircraft behavior. It just detects a bad angle of attack and cranks the trim to bring the nose down. The 777 is supposed to handle like a 737. The cockpit controls are reasonably similar, although different enough that transition training is required. Unfortunately, there's no "small 777", a gap in Boeing's product line the 737 Max was supposed to fill. (Or small 757, 767, or 787 variants. How did they go half a century without a new sub-200 seat aircraft?) Edited for links : referance to 737-200 Manuel Then there was the 727 that had four fatal crashes within six months of entering service, which was put down to inadequate training. But it was later found that the high fatality rate was because Boeing had routed fuel lines along the belly, which severed in a hard landing and caused immediate fires. And they severed easily because bizarrely they were aluminium, in order to bring the weight within target... 1: multi billion dollar U.S. aviation company that employs thousands of employees statewide screws up 2: the aviation company offers to send consultants to "help" investigate the cause of the crash, and not falsify or change the narrative of the story in of the African operated flight whatsoever 3: the reputable Airlines that used their plane, decided to do their own untampered investigation and found the aviation company at fault 4: leaks get out via a few ethical employees at the aviation company that the plane was not tested properly and was rushed to market to compete with a rival European aviation company 5: CEO semi apologizes and the company has nightmare of pr In light aircraft the design of autopilot servos normally includes a clutch so that the pilot can override the servos. But that limits the force that the servo can apply. I guess it could have some kind of torsion sensing system which cuts the power to the trim motor but I've been unable to find this detailed anywhere. There is no clutch on the 737, AFAIK, because the forces are such that it wouldn't work. Here is a good video by an actual 737 captain explaining how the runaway stab trim procedure works and what you have to do. And this simulator video shows both how the 737 horizontal stabilizer is controlled and what kind of forces are on the trim wheel and control column when severely out of trim: Should give you an idea what were the Ethiopian pilots facing when unable to use the electric trim, plane trimmed nose heavy by MCAS and at high speed ... The requirements and process for testing simulators for certification is documented as well . Its not clear from the article exactly what simulator they were using though. Yes, it's possible that Boeing will be partially (or even fully, although I doubt it) responsible. Remember that unless you have negative or zero g you always have positive lift even with a nose pointed down, so taking away some of it won't help you, you'll just help gravity. You could slow down (forward speed) - if you can, that is. Banking won't help your descend rate all else remaining equal. Rolling the plane in stall conditions can cause a spin, which is very, very bad. A spin is an aggravated stall which is harder to recover and puts a lot of stress on the airframe. While almost all planes can safely recover from stalls given enough altitude and pilots are trained for it, spins are normally limited to aerobatics. ‘A simulator session flown by a U.S.-based Boeing 737 MAX crew that mimicked a key portion of the Flight 302 accident sequence suggests that the crew faced a near-impossible task of getting their 737 MAX back under control, and underscores the importance of pilots understanding severe runaway trim recovery procedures.’ ‘What the U.S. crew found -. Keeping the aircraft level required significant aft-column pressure by the captain, and aerodynamic forces prevented the first officer from moving the trim wheel a full turn. They resorted to a little-known procedure to regain control.’ (YoYo Roller Coaster) The excessive descent rates during the first two steps meant the crew got as low as 2,000 ft. during the recovery. ‘The simulator session underscored the importance of reacting quickly to uncommanded stabilizer movements and avoiding a severe out-of-trim condition, one of the pilots involved said. “I donʼt think the situation would be survivable at 350 kt. and below 5,000 ft,” this pilot noted.’ “This is the sort of simulator experience airline crews need to gain an understanding of how runaway trim can make the aircraft very difficult to control, and how important it is to rehearse use of manual trim inputs,” It is not MAX but the systems are identical. That's why it is so essential to recognize and stop the runaway trim (for whatever reason) ASAP or you could get into a situation where it would be physically impossible for the crew to do so. If I remember correctly, this procedure was specifically described in older 737 manuals, but had been dropped more recently. You unload the stabilizer by pitching down for a few seconds so that you can trim it back somewhat. However, that is not something you can do close to the ground (you lose altitude, obviously) and the "vomit comet" ride won't be appreciated by the passengers neither. The original link seems dead. edit: nope, my link is no good either. So we're back to blaming the pilots? Pilots really should have extensive emergency training, but that doesn't mean it's ok for the manufacturer to Add a new failure case to a previously fine aircraft. I totally misread/interpreted the comment I was replying to, and am entirely in agreement :D In this case the "fix" is called the "roller coaster", but Boeing has removed the documentation regarding this from the manuals - specifically the Pilots could have 100% perfect recall of the entire 737-MAX documentation and it wouldn't have helped. This is 100% Boeing's responsibility: * They designed a system that overrode pilot control so that they could avoid a requirement to retrain pilots. MCAS existed specifically to maintain the perception of identical flight behaviour entirely to avoid the need for recertification and training. That is the only reason MCAS existed. * They had minimal (no?) documentation indicating it existed * They made a warning system to report that the system was faulty - literally they shipped a broken safety system: the warning was intended to be freely available, but it was incorrectly tied to a costly system, so even though it was meant to be a standard feature, it was not present. * The recommended recovery technique from their documentation was not physically possible, even when you knew exactly what you were meant to do. * The only technique to recover - the roller coaster - had been deliberately removed from the training and flight manuals. The pilots who managed to recover were only able to recover because they knew of the "solution" from old manuals that were published online after both crashes had occurred, by some non-Boeing website. Even then the pilots in the article said that they didn't believe it would be possible to recover once you got below 5000 feet. Now, exactly how was this in any way the pilot's fault? They were fully trained, they had clearly read the manuals provided by Boeing (they knew they were mean to be using the manual wheel thing), the warning system was non-functional due to a construction/software error in Boeing's control software, etc. From what I can make out MCAS points the plane at the ground, so it accelerates - I don’t know if it also increases thrust but if it’s meant to be anti-stall maybe it does? The only way to reduce load once you’re at those speeds with a faulty plane (as far as I can understand it) is to keep pointing to the ground and move the trim control a bit, pull up again (which reintroduces the load) to gain altitude, then point down again and repeat until you’ve defeated the unsafe aircraft. Sully didn't do anything hard from a piloting standpoint. He made the right decision to ditch in the Hudson. Once that decision was made, it was just a long glide. Plenty of room. He had the full Airbus flight control system doing most of the work. Read "Fly By Wire", by Langewiesche, which goes into this in great detail. The Ethiopian Air pilots faced a very tough problem. They were nosing down for an unknown reason, the standard recovery procedure didn't work, and they didn't have much altitude. Don't underestimate the accumulated knowledge and experience that gives one the ability to make a series of very important decisions in an extreme stress situation. > The NTSB used flight simulators to test the possibility that the flight could have returned safely to LaGuardia or diverted to Teterboro; only seven of the thirteen simulated returns to La Guardia succeeded, and only one of the two to Teterboro. > Furthermore, the NTSB report called these simulations unrealistic: "The immediate turn made by the pilots during the simulations did not reflect or account for real-world considerations, such as the time delay required to recognize the bird strike and decide on a course of action." A further simulation, in which a 35-second delay was inserted to allow for those, crashed. > under the circumstances the captain's decision to ditch into the Hudson River was the better choice, documents released Tuesday by a federal safety panel said > He also would have had no way of knowing that he would be successful, and therefore would have been risking the possibility of a catastrophic crash in a densely populated area. And you're criticising him for .... what, exactly? Clearly, the condition is recoverable, with simulator training. Throw in a triple redundant AoA sensor on top of the training, plus the inclusion of MCAS implementation details in the training material, and things would likely have had a much higher chance of being dealt with without loss of life. Would Boeing have had a harder sell? Yes. Would there have been a non-zero chance of losing out on the order? Yes. Would 300+ people currently be pulp? I think not. I have a great deal of respect for the skill pilots develop. They are only human however, and are therefore subject to the same weakness of not being omniscient. If MCAS was the bullet, Boeing's opaque communication, and refusal to not game aviation certification regulations was the gun. Of that, I'm fairly certain. What plays the trigger pull in this sordid affair is the last thing that remains to be declared, but there are some seriously bright neon signs pointing at either somewhere in Chicago, or at the culture as a whole at Boeing. Let the digging continue. Let's see how deep the rabbit hole goes. I actually wonder whether anyone with access to the simulator has tried pulsing the trim switches in sub 4 second intervals. Which depending on how the trim switches work, (I.e. are they continuously coupled, or do they act by moving around a discrete set-point) might be able to fend off MCAS by constantly resetting the time until reactivation long enough to give the trim system time to neutralize. If something like that were done, a recovery below 5000AGL may be possible. It's not by a long shot the most intuitive approach out there, and it doesn't generalize well, but for the specific MCAS behavior that's been revealed it may work. (If there's any 737 pilots out there with insight, I'd be giddy if you'd offer some perspective.) Ignoring this learning opportunity for better general pilot education would be a mistake. Pilots being better trained is always a good thing. Page 26 in Ethiopia's report: https://fearoflanding.com/files/2019/04/Preliminary-Report-B...

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Crew rescued after Navy helicopter crash in Guam waters April 27, 2017 YOKOSUKA NAVAL BASE, Japan – A pilot and two crewmembers were rescued after a Navy helicopter crashed Thursday in waters off Guam. The MH-60R Seahawk helicopter, assigned to Helicopter Maritime Strike Squadron 78, was conducting routine flight operations when it crashed due to unknown causes, according to a Navy statement Thursday. Squadron 78 is embarked aboard the guided-missile destroyer USS Dewey, which departed San Diego for the Western Pacific on March 31. The Navy is investigating the accident and a medical team aboard Dewey is assessing the crew, though none appeared to be injured, the statement said.

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| A-E | - Palm Beach Helicopters: Professional Helicopter Pilot Training in Palm Beach, FL. Experience, location, accomodations, customer service, helicopters, flight simulator, we have it all. - Pangaea's World Helicopter pictures, helicopter links. - Paravion Technology, Inc.: A leading designer and manufacturer of helicopter accessories. Products include the Heliporter, heating/air conditioning systems and camera systems. - PDG Helicopters UK based helicopter charter for all purposes: lifting, passenger transport, survey, filming, photography, aquaculture. - Pegasus Global Helicopters, Corp.: New York City tour operation, aerial photography & flight instruction. - Pegasus Rotorcraft Ltd.: Gyroplane, Type Certifed in United States and Canada this aircraft offers point-to-point no roll take-off and landing. - Peninsula Helicopter Kitsap County's first and only commercial helicopter service. Located at Bremerton Nat'l Airport, 20 miles west of Seattle. - Penn State American Helicopter Society: Home Page for the American Helicopter Society at Penn State. - Petroleum Helicopters Inc. Our Mission is to provide worldwide helicopter services that are unsurpassed in safety and - Polar Helikopter AB Aerial helicopter work, heli-taxi, helicopter sales, helicopter maintenance, sling load operations. In Kiruna, Sweden. - Popular Rotorcraft Association Home Page for the Popular Rotorcraft Association. - Popular Rotorcraft Association Chapter (PRA) 007 Dallas, Texas. The most fun, most active group of gyro pilots in Texas. - Popular RotorCraft Association (PRA) Chapter 9 Colorado's gyroplane capital. - Popular Rotorcraft Association (PRA) Chapter 13 - Popular Rotorcraft Association (PRA) Chapter 15 - Popular Rotorcraft Association (PRA) Chapter 18 Located at Lansing Illinois Airport. - Popular Rotorcraft Association (PRA) Chapter 30 Western Washington Rotorcraft Association. - Popular Rotorcraft Association (PRA) Chapter 35 St. Louis Rotorcraft. - Popular Rotorcraft Association (PRA) Chapter 63 - Prism Helicopters Ltd.: Charter, heli-logging, mining exploration, forestry, aerial construction, Aerial Ignition, and seismic operations, parts sale, component overhaul. In Canada.

aerospace

https://www.techgoing.com/dji-releases-new-firmware-for-dji-mavic-3-series-and-mini-dji-3-pro-drones/

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DJI has released the latest firmware for the DJI Mavic 3 Series and DJI Mini 3 Pro, both supporting the DJI Flying Glasses All-in-One Board, DJI Goggles 2, and DJI Crossover Joystick 2. Depending on the model, the following features are also supported when using the Bodyflight Package: DJI Mavic 3 Series: - Supports omnidirectional obstacle avoidance to reduce the probability of risk. - DJI Mavic 3 Pro and DJI Mavic 3 support Discovery mode with 28x hybrid zoom. - Normal mode photography, 4K/60fps and 1080p/60fps normal video recording. - Support for 5GHz and 2.4GHZ dual bands for better anti-interference performance. DJI Mini 3 Pro: - Supports forward and backward obstacle avoidance for safer and more immersive traversal. - Support for normal mode photography, 4K/60fps, 2.7K/60fps and 1080p/60fps normal video recording. - Supports 5GHz and 2.4GHZ dual band for better anti-interference performance. "What are the precautions to take before using the new firmware for the first time? Before using it for the first time, you need to upgrade your aerial camera to the latest version of the firmware using DJI RC-N1, DJI RC or DJI RC Pro remote control, and upgrade the firmware of your flight glasses and traversing joystick to the latest version as well, otherwise, you will not be able to align the frequency. Can I use the DJI RC remote control to control the flight when using the flight glasses? No, only the DJI Crossover Stick 2 is supported for first-person view. Does the aerial camera support smart functions when using flight glasses and traversing joystick? No. To use smart functions such as Master Lens, One Touch Video and Panorama Vertical, you will need to replace the DJI RC-N1, DJI RO or DJI RC Pro remote control."

aerospace

http://www.eurekalert.org/multimedia/pub/21338.php?from=157476

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Contact: Daniel Parry Naval Research Laboratory Caption: Roger Easton (left) supervises the placement of the Vanguard-1 satellite atop the Viking launch vehicle. Credit: Naval Research Laboratory Usage Restrictions: None Related news release: Father of GPS and pioneer of timed navigation inducted into National Inventors Hall of Fame

aerospace

https://www.vintagemodelplans.com/products/full-size-printed-plan-glider-w-s-59-flight-performance-is-beyond-expectations

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Full Size Printed Plan GLIDER W/S 59” flight performance is beyond expectations. Regular priceSale price Unit price/ per Full Size Printed Plan & Building Notes No material, Plans only Full size printed plan on a 36” x 12” sheet Four Pages of notes and photos Wingspan 59” (1500mm) By Jim Moseley The two prototype Night Owls have proved that the design is not only strong and easy to build, but that the Wingspan 59” DURING THE SPRING of 1978 I assisted my elder son Kevin, then 8 years of age, to build his first glider from a kit, which subsequently demonstrated the fact that the flying ability of a small cabin design is not necessarily as attractive as its illustration upon the box! In this instance, even I had great difficulty in towing the model to any appreciable altitude, and Kevin found it impossible to handle at all with his very limited skills. After putting aside the pieces, I reasoned that the prime requirement was; for a glider of moderate size, and thus possessing greater inherent stability; which would be simple enough to build to be within the "attention span" of a youngster, yet strong enough to stand up to some considerable abuse; and still fly well enough to be satisfying. So Night Owl took shape on paper, prime importance being given to stability and strength with the structure kept simple, and performance a secondary consideration. A flat bottomed wing section was chosen for ease of building for rib cutting, assembly and eventual covering. The 12 1/2% thickness aerofoil was selected to give a thick wing that would be resistant to both warps and towing stresses. The most pleasing surprise came on the occasion of the models' first outing in October 1978 when, after a little hook adjustment, it proved viceless to fly in all respects with a slow, bouncy glide which was in excess of all expectations

aerospace

https://www.denverpost.com/2017/03/07/dia-high-winds/

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The Federal Aviation Administration ordered Denver International Airport to slow the rate of incoming and outgoing flights Tuesday morning as a precaution because of high winds, officials say. “We’re going to start seeing fewer flights departing and landing,” said Daria Serna, DIA spokesman. The FAA had grounded commuter flights at 7:30 a.m., Serna said. Wind gusts of between 30 and 40 mph were recorded, she said. People with scheduled flights should check for delays on flydenver.com before heading out to the airport. As of 8:50 a.m., United Airlines had not delayed or cancelled any flights.

aerospace

https://livefromalounge.com/qatar-airways-737-max-order/

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Earlier today, or yesterday, depending on which Time Zone you are in, Qatar Airways placed a massive order with Boeing for the 737 MAX aircraft, as well as the new Boeing 777X Freighter version. Qatar Airways orders up to 100 Boeing Aircraft. Coinciding with the meeting between US President Joe Biden and the Qatari Emir Sheikh Tamim bin Hamad Al Thani, Qatar Airways signed a massive deal with Boeing at the White House for the following aircraft: - Up to 50 Boeing 737 MAX aircraft (25 confirmed orders for the 737 MAX 10 and 25 options) - Up to 50 Boeing 777X freighters (34 confirmed orders for the 777-8 freighter and 16 options) - Two current-generation Boeing 777 freighters Qatar Airways becomes the launch customer for the Boeing 777-8 freighter version It has been an open secret since days that Boeing has been seriously considering the 777X Freighter, but they were not willing to talk about it without a customer on hand. That Qatar Airways could be interested in the freighter version has been mentioned by no one less than Akbar Al Baker himself in recent days. The 777X, which is expected to enter service in late 2023, will now have a freighter version in the 777X Freighter. This was a done deal, as there is an ICAO-agreed hard stop on the production of current generation freighters by 2027. While Boeing is the market leader in the cargo segment, Airbus recently launched the A350F version, which lapped up a few orders at the Dubai Airshow 2021, where it was launched. The Boeing 777X Freighter will be based on the Boeing 777-8 platform, which will become the world’s largest twin-engine cargo jet with the most payload capacity, and a 25% improvement in fuel efficiency, emissions and operating costs compared to the previous generation aircraft. At the earliest, the 777-8 Freighter will enter service in 2027. Qatar Airways has an outstanding order of up to 60 of the passenger version of the Boeing 777X, which includes 50 Boeing 777-9 aircraft and 10 Boeing 777-8 aircraft. Twenty of these orders are being converted to freighter variants. On this occasion, Akbar Al Baker said, Boeing has a long history of building market-leading freighter aircraft and Qatar Airways is honored to have the opportunity to be the launch customer for the 777-8 Freighter, an aircraft which will not only allow us to further enhance our product offering for our customers, but also help us meet our objectives to deliver a sustainable future for our business. Today marks a great day in the ever-building and strong relationship between Qatar Airways and Boeing. We certainly push Boeing hard to deliver upon our expectations, and the team at Boeing consistently strives to meet and exceed our expectations, giving the opportunity for us to be here today to launch the most significant new freighter aircraft for a generation. Boeing Commercial Airplanes CEO Stanley Deal said, We are delighted to launch Boeing‘s next great cargo airplane – the 777-8 Freighter – with Qatar Airways, one of the world’s largest cargo carriers and our partner since the airline began operations 25 years ago. Our team is ready to create an airplane that will serve them well for many decades. Qatar Airways’ selection of the efficient 777-8 Freighter is a testament to our commitment to provide freighters with market-leading capacity, reliability and efficiency. Qatar Airways 737 MAX 10 MoU: 25 orders with 25 options. Another order that was placed alongside was the firm order for 25 Boeing 737 MAX 10 aircraft + 25 options. This order is for the short-haul routes served by Qatar Airways and is a direct repercussion of the cancellation of the Airbus A321neo order of Qatar Airways by Airbus recently. Recently, things have not been great between the two parties, with the legal dispute going about the Airbus A350 defects. Ironically, Qatar Airways has ordered the MAX only to cancel it in the past. In 2016, QR ordered up to 60 737 MAX 8 aircraft, the first of which was delivered in 2018. Qatar Airways sent that aircraft over to Air Italy. In 2020, QR cancelled the order after Air Italy shut down. It is back in the queue to get some of the 737 MAX 10 version. Unfortunately, the A321neo was a better product in this situation, given the extra 6-inches on the cabin width and a range of 4,000 nautical miles, compared to the 737 MAX 10, which can only fly at most up to 3,300 nautical miles. If it is Boeing, Qatar Airways is going for it. They have signed up a massive order for the 737 MAX 10 and the 777X Freighter aircraft with Boeing. The Qatar Airways 737 MAX 10 will serve short-haul routes for the airline, while the 777X Freighter will form the backbone of their cargo fleet. What do you think of the Boeing order placed by Qatar Airways? Liked our articles and our efforts? Please pay an amount you are comfortable with; an amount you believe is the fair price for the content you have consumed. Please enter an amount in the box below and click on the button to pay; you can use Netbanking, Debit/Credit Cards, UPI, QR codes, or any Wallet to pay. Every contribution helps cover the cost of the content generated for your benefit. (Important: to receive confirmation and details of your transaction, please enter a valid email address in the pop-up form that will appear after you click the ‘Pay Now’ button. For international transactions, use Paypal to process the transaction.) We are not putting our articles behind any paywall where you are asked to pay before you read an article. We are asking you to pay after you have read the article if you are satisfied with the quality and our efforts.

aerospace

https://www.gov.uk/aaib-reports/piper-pa-38-112-tomahawk-g-bodp-16-august-2012

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Piper PA-38-112 Tomahawk, G-BODP The instructor and student were conducting PPL training for slow flight aircraft handling. At an estimated height of between 2,000 and 3,000 ft, the aircraft turned rapidly through about 180° and descended at a high rate, crashing in a field. The evidence indicated that the aircraft had been in a spin to the left when it struck the surface. Both occupants were fatally injured. A manufacturer’s revision to the Pilot’s Operating Handbook (POH), dated May 2012, included advice on the altitudes at which slow flight and stall manoeuvres should be initiated, to provide an adequate margin of safety in the event of an inadvertent spin. This revision, which related to a Safety Recommendation made by the United States of America’s National Transportation Safety Board (NTSB) in 1997, reached the flying school in the month following the accident. Published 10 December 2014

aerospace

https://www.indiatvnews.com/news/world/aerial-search-to-locate-missing-malaysian-plane-ends-17040.html

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Perth: Australia today said the intense aerial search to locate the missing Malaysian plane has ended, as it dismissed a marine exploration company's claim that it found possible aircraft wreckage in the Bay of Bengal. After seven weeks of a fruitless aerial hunt, the multi-national air search is over. But some ships will stay on the Indian Ocean to gather any debris that might surface. Over the coming days the vessels that remain on standby for the search will transition to and from the search area. An Australian Air Force AP-3C Orion also remains on standby. Other vessels and aircraft that have been engaged in the surface and aerial search will now transition to their respective national tasking in the coming days. Meanwhile, the Joint Agency Coordination Centre heading up the search for the Malaysia Airlines flight MH370 has dismissed marine exploration company GeoResonance's claim that it found possible jet wreckage in the northern Bay of Bengal, which is located 5000 kms from the current search area. The Bay of Bengal is located between India and Myanmar. “The Australian led search is relying on information from satellite and other data to determine the missing aircraft's location,” the Perth-based JACC said, adding that the location specified by the GeoResonance report “is not within the search arc derived from this data”. “The joint international team is satisfied that the final resting place of the missing aircraft is in the southerly portion of the search arc,” it said.

aerospace

http://sogeclairaerospace.com/

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Meet us at Paris Airshow - Hall 2B - Booth E121 Le Bourget 15-21 June From June 15th , you will have the privilege to meet with ALL of our sharp technical directors. SOGECLAIR aerospace obtains DOA Following a positive evaluation, EASA has certified SOGECLAIR aerospace Limited as a Design organisation, reference EASA.21J.553. Our scope covers changes & repairs to aircraft & rotorcraft related to cabin interiors, galleys & associated systems, installation of avionics equipment & associated systems, secondary structures and hydro-mechanical systems.

aerospace

https://www.iaru-r2.org/en/first-guatemalan-satellite-launched-from-the-iss/

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Guatemala’s first satellite, a small cubesat called QUETZAL‑1, was launched from the International Space Station (ISS) on Tuesday, April 28, 2020. today. Its primary mission is to test a sensor for remote data acquisition for natural resource management, which could be used to monitor water quality in inland water bodies. The satellite is part of the Japanese Kibo cubesat program, a product of the cooperation between, among others, the United Nations Office for Outer Space Affairs (UNOOSA), Universidad del Valle de Guatemala (UVG), and more institutions. The operational frequencies were chosen through cooperation from Guatemalan radio amateurs and the International Amateur Radio Union (IARU). The Quetzal‑1 project team director is Guatemalan engineer José Bagur, TG8JAV, a graduate from mechatronics engineering at Universidad Del Valle. Also available in Español (Spanish).

aerospace

https://diyguide4u.com/reviews/best-aviation-screwdrivers/

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best aviation screwdrivers: How to choose the best aviation screwdrivers. The more you get involved in tasks that have a lot to do with repairing, the more it gets cramped in your toolbox. Yet there is no replacement or substitute for a decent aviation screwdrivers at the end of the day, because let’s be real – a aviation screwdrivers is and always will be the handy individual’s must-have. Whether you’re engaging in an elaborate woodworking project, or simply wish to tackle small tasks around the house, picking out the best aviation screwdrivers for the job is extremely important. You can never be too careful when undertaking a DIY job, and selecting the right aviation screwdrivers and methods as an essential step in your to-do list. Having the best aviation screwdrivers for all your DIY needs is like having a best friend you can rely on Although DIY is exciting and fun, it can sometimes be stressful. Why undertake this journey alone, when a well-stocked toolkit can be your best companion? Don’t fall for the misleading powered tool ads! Even simple hand-held tools can give you the precision your work needs. Why you should not choose the wrong aviation screwdrivers and truly focus on getting your hands on the best aviation screwdrivers? Have you ever slipped your finger on a rusty nail and received a nasty gash in return? It’s time for you to upgrade your toolkit with handy tools that are safe and comfortable to use. Enjoy your work with the best aviation screwdrivers: Our task is to give you a list of the best aviation screwdrivers you can find online. We are only suggesting products that have been tested by hundreds to thousands of DIYers and received great feedback in comparison to value for money. Just be sure to click on the product and read the information from the vendor to ensure the perfect screwdriver purchase experience. Whatever DIY plans you have we wish you great success and to have fun with your creations. Other Useful DIY Tools you might want to consider: Here at diyguide4u.com you will find DIY Tools recommendations for every handly tool

aerospace

https://slashdot.org/submission/744046/historic-return-to-planet-mercury-set-for-january

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WirePosted writes: "The NASA spacecraft MESSENGER is expected to pass within 124 miles (200 kilometers) of the planet Mercury on Monday, January 14, 2008. It is only the second spacecraft to fly near Mercury, and the first one in over thirty years." Link to Original Source I am more bored than you could ever possibly be. Go back to work.

aerospace

https://www.museumofflightstore.org/space-shuttle-3d-puzzle-with-astronauts.html

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Space Shuttle 3D Puzzle with Astronaut Reach new heights in spatial awareness and critical thinking with this 3D puzzle. Imagine orbiting the Earth like the first woman in space, Sally Ride. She was onboard the shuttle Challenger in 1983.48 pieces and assembled size of 3.8" x 3.3" x 7.8". Ages 8+.

aerospace

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Private jet empty leg available on our Challenger 604 Up to 8 passengers. Bombardier Challenger 60402 Nov – 03 Nov Rabat, Morocco to Malaga, Spain From EUR 5'900 (all inclusive) Challenger 604 private jet. This private jet fly's at Mach 0.84 which is compares to commercial airliners. With a spacious stand up cabin this aircraft has room for 10 passengers. Trans - Atlantic capable but also cost efficient for short and medium haul flights. Need another private jet destination ? Our private jets are based all over the UK and Europe for more information see our private jet charter page.

aerospace

https://www.navalnews.com/tag/royal-air-force/page/2/

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According to pictures released on Boeing UK & Ireland Twitter account, the first Poseidon MRA Mk.1 (P-8A) Maritime Patrol Aircraft being built for the RAF is now painted and undergoing pre-flight preparations for its maiden flight. Tag Archives : Royal Air Force 25 Jun 2019 The UK’s newest and most advanced fighter jet, the F-35B, has successfully completed its first operational missions, the UK MoD announced today, June 25. 28 Feb 2019 Boeing has been awarded a US$157 million to deliver training systems and management technical expertise for the UK P-8A Poseidon MRA1 Mk.1 Maritime Patrol Aircraft procurement program, the US DoD announced on Feb. 27, 2019.

aerospace

https://english.tachyonbeam.com/tag/roscosmos/

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A few hours ago, the Progress MS-23 spacecraft blasted off atop a Soyuz 2.1a rocket from the Baikonur Cosmodrome in Kazakhstan. After about nine minutes it successfully separated from the rocket’s last stage and was placed on its ultra-fast track in its resupply mission to the International Space Station also called Progress 84 or 84P. After almost 3.5 hours it reached the International Space Station docking with its Poisk module. The ultra-fast track requires very precise maneuvering and a favorable position of the Station. For this reason, it wasn’t used in the previous two Russian resupply missions. A little while ago, the Soyuz MS-22 spacecraft landed in Kazakhstan after departing the International Space Station almost two hours earlier. Generally, the staff arrives shortly after to assist the crew who have just returned from the Station but in this case, there’s no one on board due to the problems encountered in December 2022 with the cooling system, which made the journey unsafe for the humans. A few hours ago, SpaceX’s Crew Dragon Endurance spacecraft concluded its Crew-5, or SpaceX Crew-5, mission for NASA by landing without problems. On board were astronauts Nicole Mann, Josh Cassada, and Koichi Wakata and cosmonaut Anna Kikina, who had reached the International Space Station on October 6, 2022, and were part of Expedition 68. The four of them finished the fifth regular crewed mission of SpaceX in the Atlantic Ocean, off the coast of Tampa, Florida. The Crew Dragon departed the Station about nineteen hours earlier. A few hours ago, SpaceX’s Crew Dragon Endeavour spacecraft docked with the Harmony module of the International Space Station completing the first part of its Crew-6 or SpaceX Crew-6 mission that began with its launch a little more than 24 hours earlier. After checking that the pressure was properly balanced, the hatch was opened to allow Andrey Fedyaev, Stephen Bowen, Warren Hoburg, and Sultan Alneyadi to enter the Station and start their mission, which will last about six months. A few hours ago, SpaceX’s Crew Dragon Endeavour spacecraft blasted off atop a Falcon 9 rocket from the Kennedy Space Center in its Crew-6 or SpaceX Crew-6 mission. After almost exactly twelve minutes, it successfully separated from the rocket’s last stage and went en route to carry out its mission. This is the 6th crewed mission of the Crew Dragon spacecraft within the normal rotation of the International Space Station crew. This is also the fourth mission for the Endeavour.

aerospace

http://www.hot-shareware.com/games/the-concorde-experience/

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Version: Rating: 5 File Size: 5,867 KB Price: $ 16 OS: Windows 98/ME/NT/2K/XP/2003 The Concorde Experience Description From the Developer: The Concorde Experience: This package will add a British Airways liveried Concorde (G-BOAC) to your Microsoft Flight Simulator. The Package includes a very accurate flight model, a visual model with animated moving parts (landing gear and nose section), a realistic instrument panel and a fully functioning Inertial Navigation System. For Flight Simulator 98 scenery for Bahrain International Airport will also be added. This airport was not included in the standard Flight Simulator 98 scenery and one of the preset routes on the Inertial Navigation System re-creates Concorde’s inaugural flight from London to Bahrain. The instrument panel for The Concorde Experience is an almost exact copy of the panel in the real aircraft and provides a much more realistic experience than the default Concorde. The flight model for The Concorde Experience is very accurate and is flown using exactly the same speeds and procedures as those used on the real aircraft. The Concorde Experience includes a fully functioning inertial navigation system which enables you to navigate in the same way that the real aircraft does. (Real Concorde pilots don’t use GPS!) The Concorde Experience includes comprehensive documentation on flying Concorde to enable you to fly using exactly the same procedures as a real Concorde pilot. The Concorde Experience does not remove or overwrite the default Concorde which you will still be able to use, although we are sure that after flying The Concorde Experience you will not want to go back to flying the default version! A demonstration version of The Concorde Experience is available for download. The demonstration version is fully functioning but includes a splash screen and is limited to 30 minutes use per session. Please try the demonstration version before registering to determine if this software meets your requirments. |[ Download Free Trial Version ]||[ Order Full Version ]||[ View Screenshots ]| The Concorde Experience Keywords for Search: The Concorde Experience free download, free flight simulator 98, free flight simulator 2000, Microsoft Flight Simulator, flight simulation, free flight simulator game, free flight simlulator download, , free simulator flight download, free flight simulation demo, d … Need more details? Please visit: [ The Concorde Experience HomePage ]

aerospace

https://www.kfmmedia.com/aerial-video-drone-rpa

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AERIAL & DRONE VIDEO KFM Media are licensed and insured to capture aerial photography and video by way of drone (or RPA) cameras. Our current RPA (remotely piloted aircraft) features a 1 inch camera sensor for amazing images up to 4K DCI resolution at 60frames per second. The images captured via drone offer a spectacular vantage point to enhance any video production. Our drone operations adhere to all CASA requirements and are usually conducted in the under 2kg category, meaning that we can arrange your aerial cinematography with minimal fuss. We are insured to fly at events as well as for film and video production, and we can design flight paths for safe operation for almost any circumstances (high wind and emergency circumstances are unfortunately unavoidable reasons for grounding our drone operations). Please contact us to discuss aerial cinematography for your project, as we offer short minimum calls and additional discounts for projects within the Blue Mountains. See also our video production case studies and our drone video reel here below for ideas and inspiration.

aerospace

https://www.sumitraenterprises.com/matrix-300-rtk-drone.htm

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Hi! Simply click below and type your query. Our experts will reply you very soon. |Business Type||Manufacturer, Exporter| |Country of Origin||India| |Application||Events Use, Wedding Use| |Click to view more| Preferred Buyer From The Matrice 300 RTK is DJI’s Latest commercial drone platform that takes inspiration from modern aviation system. Offering up to 55 minutes of flight time, advanced AI capabilities, 6 Directional Sensing and Positioning and more, the M300 RTK sets a whole new standard by combining intelligence with high-performance and unrivaled

aerospace

https://www.inquisitr.com/131078/asteroid-vesta-dawn-space-mission/

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Last month NASA’s Dawn spacecraft began beaming back incredible details of the surface of a 330-mile-wide space rock known as asteroid Vesta, and now scientists have the exciting task of poring through those images. Since entering orbit, Dawn has captured more than 500 images of Vesta, the second-most massive resident of the asteroid belt – a zone between Mars and Jupiter littered with hundreds of thousands of space rocks orbiting the sun. Analyzing the surface “enables us to determine what has happened to Vesta over the eons,” explained Christopher Russell of the University of California, Los Angeles, the mission’s chief scientist. Dawn, a mission originally launched in 2007, will circle Vesta for a year, hovering as close as 110 miles from the surface, before moving on to asteroid Ceres – where it is scheduled to arrive in 2015. Unlike dry and rocky Vesta, the dwarf planet of Ceres is icy and may have frost-covered poles. Due to the possible presence of frozen water, Dawn will not be able to venture as close to Ceres’ surface for fear of contaminating it. Despite being denied planet-hood, asteroids such as Vesta and Ceres are of interest to researchers because they date back to the early solar system. via Florida Today

aerospace

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This is one of the most important operating speed ranges for commercial and military fixed-wing aircraft today, with transonic acceleration being considered an important performance metric for combat aircraft and necessarily dependent upon transonic drag. At high-subsonic flight speeds, the local speed of the airflow can reach the speed of sound where the flow accelerates around the aircraft body and wings. The speed at which this development occurs varies from aircraft to aircraft and is known as the critical Mach number. The resulting shock waves formed at these points of sonic flow can result in a sudden increase in drag, called wave drag. To reduce the number and power of these shock waves, an aerodynamic shape should change in cross sectional area as smoothly as possible. The area rule says that two airplanes with the same longitudinal cross-sectional area distribution have the same wave drag, independent of how the area is distributed laterally (i.e. in the fuselage or in the wing). Furthermore, to avoid the formation of strong shock waves, this total area distribution must be smooth. As a result, aircraft have to be carefully arranged so that at the location of the wing, the fuselage is narrowed or "waisted", so that the total area does not change much. Similar but less pronounced fuselage waisting is used at the location of a bubble canopy and perhaps the tail surfaces. The area rule also holds true at speeds exceeding the speed of sound, but in this case, the body arrangement is in respect to the Mach line for the design speed. For example, consider that at Mach 1.3 the angle of the Mach cone formed off the body of the aircraft will be at about μ = arcsin(1/M) = 50.3° (where μ is the angle of the Mach cone, or simply Mach angle, and M is the Mach number). In this case the "perfect shape" is biased rearward; therefore, aircraft designed for high speed cruise usually have wings towards the rear. A classic example of such a design is the Concorde. When applying the transonic area rule, the condition that the plane defining the cross-section meets the longitudinal axis at the Mach angle μ no longer prescribes a unique plane for μ other than the 90° given by M = 1. The correct procedure is to average over all possible orientations of the intersecting plane. A superficially related concept is the Sears–Haack body, the shape of which allows minimum wave drag for a given length and a given volume. However, the Sears–Haack body shape is derived starting with the Prandtl–Glauert equation which governs small-disturbance supersonic flows. But this equation is not valid for transonic flows where the area rule applies. So although the Sears–Haack body shape, being smooth, will have favorable wave drag properties according to the area rule, it is not theoretically optimum. The area rule was discovered by Otto Frenzl when comparing a swept wing with a w-wing with extreme high wave drag while working on a transonic wind tunnel at Junkers works in Germany between 1943 and 1945. He wrote a description on 17 December 1943, with the title "Arrangement of Displacement Bodies in High-Speed Flight"; this was used in a patent filed in 1944. The results of this research were presented to a wide circle in March 1944 by Theodor Zobel at the Deutsche Akademie der Luftfahrtforschung (German Academy of Aeronautics Research) in the lecture "Fundamentally new ways to increase performance of high speed aircraft." Subsequent German wartime aircraft design took account of the discovery, evident in slim mid-fuselage of aircraft including the Messerschmitt P.1112, P.1106 and Focke-Wulf 1000x1000x1000 type A long-range bomber, but also apparent in delta wing designs including the Henschel Hs 135. Several other researchers came close to developing a similar theory, notably Dietrich Küchemann who designed a tapered fighter that was dubbed the "Küchemann Coke Bottle" when it was discovered by US forces in 1946. In this case Küchemann arrived at the theory by studying airflow, notably spanwise flow, over a swept wing. The swept wing is already an indirect application of the area rule. Richard T. Whitcomb, after whom the rule is named, independently discovered this rule in 1952, while working at the NACA. While using the new Eight-Foot High-Speed Tunnel, a wind tunnel with performance up to Mach 0.95 at NACA's Langley Research Center, he was surprised by the increase in drag due to shock wave formation. Whitcomb realized that, for analytical purposes, an airplane could be reduced to a streamlined body of revolution, elongated as much as possible to mitigate abrupt discontinuities and, hence, equally abrupt drag rise. The shocks could be seen using Schlieren photography, but the reason they were being created at speeds far below the speed of sound, sometimes as low as Mach 0.70, remained a mystery. In late 1951, the lab hosted a talk by Adolf Busemann, a famous German aerodynamicist who had moved to Langley after World War II. He talked about the behavior of airflow around an airplane as its speed approached the critical Mach number, when air no longer behaved as an incompressible fluid. Whereas engineers were used to thinking of air flowing smoothly around the body of the aircraft, at high speeds it simply did not have time to "get out of the way", and instead started to flow as if it were rigid pipes of flow, a concept Busemann referred to as "streampipes", as opposed to streamlines, and jokingly suggested that engineers had to consider themselves "pipefitters". Several days later Whitcomb had a "Eureka" moment. The reason for the high drag was that the "pipes" of air were interfering with each other in three dimensions. One does not simply consider the air flowing over a 2D cross-section of the aircraft as others could in the past; now they also had to consider the air to the "sides" of the aircraft which would also interact with these streampipes. Whitcomb realized that the shaping had to apply to the aircraft as a whole, rather than just to the fuselage. That meant that the extra cross-sectional area of the wings and tail had to be accounted for in the overall shaping, and that the fuselage should actually be narrowed where they meet to more closely match the ideal. The area rule was immediately applied to a number of development efforts. One of the most famous of these developments was Whitcomb's personal work on the re-design of the Convair F-102 Delta Dagger, a U.S. Air Force jet fighter that was demonstrating performance considerably worse than expected. By indenting the fuselage beside the wings, and (paradoxically) adding more volume to the rear of the plane, transonic drag was considerably reduced and the intended Mach 1.2 design speed was reached. The culminating design of this research was the Convair F-106 Delta Dart, an aircraft which for many years was the USAF's primary all-weather interceptor. Despite having the same J57 engine as the F-102, the F-106 was nearly twice as fast. Numerous designs of the era were likewise modified in this fashion, either by adding new fuel tanks or tail extensions to smooth out the profile. The Tupolev Tu-95 'Bear', a Soviet-era bomber, has large bulged landing gear nacelles behind the two inner engines, increasing the aircraft's overall cross section aft of the wing root. Its airliner version has been the fastest propeller-driven aircraft in the world since 1960. The Convair 990 used a similar solution, adding bumps called antishock bodies to the trailing edge of the upper wing. The 990 remains the fastest U.S. airliner in history, cruising at up to Mach 0.89. Designers at Armstrong-Whitworth took the concept a step further in their proposed M-Wing, in which the wing was first swept forward and then to the rear. This allowed the fuselage to be narrowed on either side of the root instead of just behind it, leading to a smoother fuselage that remained wider on average than one using a classic swept wing. One interesting outcome of the area rule is the shaping of the Boeing 747's upper deck. The aircraft was designed to carry standard intermodal containers in a two-wide, two-high stack on the main deck, which was considered a serious accident risk for the pilots if they were located in a cockpit at the front of the aircraft. They were instead moved above the deck in a small "hump", which was designed to be as small as possible given normal streamlining principles. It was later realized that the drag could be reduced much more by lengthening the hump, using it to reduce wave drag offsetting the tail surface's contribution. The new design was introduced on the 747-300, improving its cruise speed and lowering drag, with the side effect of slightly increasing capacity on passenger flights. Aircraft designed according to Whitcomb's area rule (such as the Blackburn Buccaneer and the Northrop F-5) looked odd at the time they were first tested and were dubbed "flying Coke bottles," but the area rule is effective and came to be an expected part of the appearance of any transonic aircraft. Later designs started with the area rule in mind, and came to look much more pleasing. Although the rule still applies, the visible fuselage "waisting" can only be seen on a few aircraft, such as the B-1B Lancer, Learjet 60, and the Tupolev Tu-160 'Blackjack'. The same effect is now achieved by careful positioning of aircraft components, like the boosters and cargo bay on rockets; the jet engines in front of (and not directly below) the wings of the Airbus A380; the jet engines behind (and not purely at the side of) the fuselage of a Cessna Citation X; the shape and location of the canopy on the F-22 Raptor; and the image of the Airbus A380 above showing obvious area rule shaping at the wing root, which is practically invisible from any other angle. - Jones, Robert T (1956), Supersonic area rule (PDF) (report), UK: NACA, 1284. - https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19670030792.pdf nasa.gov. Retrieved April 6, 2015. - Heinzerling, Werner, Flügelpfeilung und Flächenregel, zwei grundlegende deutsche Patente der Flugzeugaerodynamik [Wing sweep and area rule, two basic German patents of aircraft aerodynamics] (PDF) (in German), München, DE: Deutsches Museum. - Patentschrift zur Flächenregel [Patent for the area rule] (PDF) (in German), 21 Mar 1944. - Meier, Hans-Ulrich, Die Pfeilflügelentwicklung in Deutschland bis 1945 [The swept-wing development in Germany until 1945] (in German), pp. 166–99, ISBN 3-7637-6130-6. - Wallace Hayes (obituary), Princeton. - Hallion, Richard P. "The NACA, NASA, and the Supersonic-Hypersonic Frontier" (PDF). NASA. NASA Technical Reports Server. Retrieved 8 September 2011. - Wallace 1998, p. 144. - The Era of High-Speed Flight https://history.nasa.gov/SP-440/ch5-10.htm - Wallace 1998, p. 147. - Wallace, Lane E (1998). "5". In Mack, Pamela E (ed.). The Whitcomb Area Rule: NACA Aerodynamics Research and Innovation. From Engineering Science to Big Science. NASA. pp. 144–47. Retrieved August 29, 2012. - Area rule explained, Aerospace Web. - Whitcomb Area Rule and Küchemann Carrots, Aerospace Web. - DGLR document - German patent search system – look for Patent DE 932410 filed March 21, 1944. - 2004: Overuse increases drag but still reduces boom heard on the ground NASA - See Image 4 for an extreme example: fuselage before wing, PBS. - The Whitcomb Area Rule: NACA Aerodynamics Research and Innovation, History Nasa. - ""A Study of the Zero-Lift Drag-Rise Characteristics of Wing-Body Combinations Near the Speed of Sound"". (1.31 MB), Whitcomb, Richard T, NACA Report 1273, 1956. - Contemporary reporting and explanation of area rule, Flight global archives

aerospace

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When UAVs formation arrives in the target zone and finds the early warning radar threat or air defense radar threat, the cooperative interference penetration should be mainly taken. BASE: Radar station at Fylingdales, N Yorks; AGAINST: Kate Hudson; HOW IT WORKS; 1 Missile is launched; 2 It is detected by a radar the moment it clears cloud cover or by infra-red detectors before it clears clouds; 3 Radar systems; 4 The flight path is plotted and the information sent to the ground based interceptor; 5 Missile fired to intercept; Space-based radar Used estimate missile trajectory; X-band radar High frequency signals help to identify type of missile; Battle command centre; Early warning radar Used to detect and track missile Any move to station missiles at Fylingdales would go far beyond the existing agreement to upgrade the early warning radar and would prove hugely controversial among Labour Party MPs and activists. These systems use various means to track and target aircraft, including modern telecommunications equipment and computers to create networks of early warning radar , missile system radar, and passive detection systems that pick up aircraft communications or heat from aircraft engines. Bowing to US concerns, Israel is calling off a deal with China for the sale of an aircraft equipped with advanced early warning radar The United States was ready to sell Taiwan the Aegis early warning radar system under Republican President George Bush in 1992, but Taiwan did not pursue the purchase due to a tight defense budget, reports from Washington said Thursday. After eight months of study, Cohen decided the merger could mean higher prices and lower quality in advanced tactical and strategic aircraft, airborne early warning radar systems, and sonar and several types of countermeasure systems. Platforms ranged from large ground-based early warning radar (EWR) systems to scaled down AESAs for incorporation into unmanned aerial vehicles (UAVs). The early warning radar state, known Dnepr, will be used to track hypersonic, cruise and ballistic missiles launched from ships in the Mediterranean Sea and the Black Sea at ranges of up to 1,864 miles, a source told the Russian-language Izvestia, according to (http://sputniknews. The North Truro Air Force has been early warning radar station during the Cold War, the National Park Service acquired the 110-acre Highlands Center property in 1994. Moscow, Nov 30(ANI): Russia has displayed yet another show of strength with the launch of a new military early warning radar Turkish Foreign Ministry spokesman Selcuk Unal said on Wednesday, "as you know, we have stated in early September that preparations to place an early warning radar in our country in the framework of the NATO missile defense architecture have come to its final stage. Gharyan one early warning radar and one truck-mounted gun were destroyed. We also just notified Congress last month of a possible sale to Taiwan of two long-planned Ultra High Frequency long range Early Warning Radar He is author of two books -- Radar Electronic Counter Countermeasures (Artech House, 1979; and Robert Krieger 1985) and Millimeter Wave Radar (Artech House, 1980) -- as well as chapters on electronic counter-countermeasures in Modern Radar Techniques (Collins Professional Tech nical Books, 1987) and Airborne Early Warning Radar (Artech House, 1989).

aerospace

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Florida Tech Researchers Continue the Study of Mars Mission Melbourne, Fla.—Nowadays, it doesn’t take us by surprise that we are even talking about Earth-Mars-Earth transits, and believe it or not it is all happening right here in our backyard at Florida’s Space Coast. Florida Tech researchers in Melbourne, Florida, continue a study originally pioneered by Buzz Aldrin and the university’s Aldrin Research Institute, which deals with Mars mission architectures build on cycler orbits. According to Space Coast Daily, the process involves a cycler spacecraft that would stay in elliptical orbit around the Sun making regular fly-bys of Earth and Mars. Then, a crew transfer vehicle lifts off from Earth during the process of the fly-by to approach the cycler and deliver the crew. At the end, the crew will be transported from the cycler to a low Mars orbit. When the crew finishes the Mars mission, the vehicle and the cycler repeat the process backwards to bring them back to Earth, and pick up the next expedition. And here’s the surprising finding of a paper published by The Journal of Spacecraft and Rockets based on a previous research in 2020— The cycler trajectory favors one leg of the journey between the planets with a short travel time of 154 days, as compared to 180–260 days typical for direct Earth-Mars transfers. Two cycler spacecrafts are required, one for a short trip from Earth to Mars, and one for a short return trip.—in order to keep the crew healthy and properly supplied. Space Coast Daily emphasizes the fact that for the investment into the spacecraft to make sense, each one was assumed to be in operation for 30 years or 15 complete Earth-Mars-Earth transits. Considerations such as these drive the size, weight, and power required for the spacecraft. Aerospace engineering associate professors Markus Wilde and Brian Kish, along with aerospace engineering graduate student Bhumika Patel, discussed the design considerations for a deep-space transfer spacecraft using the ballistic S1L1 cycler trajectory. In one of their findings Markus Wile, lead author, stated: “Launching such a spacecraft is doable and actually reasonable, but only if you use it for a sustained Mars exploration campaign spanning decades, not just for a handful of flag-raising missions.” Florida, and its Space Coast, are confirming its strategic position on Space Exploration, transportation, and businesses to support these operations. Do you do business with Space contractors or government agencies? Whether you need to make a change in your current coverage, have a question about billing or need to report a claim— our customer service representatives are the best in the business and will expedite your request professionally. We insure most types of small businesses, and we help them succeed despite the occurrence of misfortunate events that could very well put them out of business. Contact one of our local commercial/truck insurance agents from Melbourne Truck Insurance to find out what options are available for your trucking and transportation business in the Palm Bay area, and help you start saving on the protections needed. We have the products and underwriting experience that meet the insurance needs of your business. Call us at (321) 329-5556. CLIENT SERVICE ADVOCATE Bilingual: English | Spanish

aerospace

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It is said that being a pilot is just a license to learn. However, to learn you need great guidance. It does not matter if you are just starting down the aviation path or are already a seasoned pilot, we all need to work with instructors. It is our mission to recruit the finest, most professional, and most experienced instructors in the region. Since you are here, we assume you are looking to begin your aviation adventure. This can be daunting but rest assured there is no obligation to talk to a flight instructor about how to get to where you are going. For that matter, talk to three of them. This is your investment and we suggest that you talk to as many as you can before you commence training. If you want to speak to someone and obtain an unbiased and non-financially motivated opinion, just reach out. We will take our time to understand your specific needs and personality and recommend a few instructors you may want to book a discovery flight with.

aerospace

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Drawing an Optimized Flight Plan with GE According to GE, commercial airlines spend about $22 billion every year managing flight plan efficiency. To help curb those expensive costs, GE put out what they call the “Flight Quest Challenge,” encouraging data scientists and analysts to crunch flight plan numbers and come up with better algorithms. In the video below produced by GE, 2nd prize winners Jonti Peters and Pawel Jankiewicz discussed the goal and the challenges of the competition. “The end goal of the competition is to come up with a model that can be used in-flight so planes can know more accurately know when they will land at an airport,” Peters said. The model derived by Peters and Jankiewicz, who together formed “Team As High As Honor,” combined a generalized linear model with a random forest model to refine an existing linear model. These refinements allowed them to fill in variables missing in certain data sets. “The flight competition involved numerous tables with data regarding the flight conditions, weather, estimations of arrival times, and we had to combine this all together,” said Jankiewicz on some of the variables they needed to consider. GE ended up handing out $250,000 total to the top five winners of the Phase One competition. The algorithms ended up increasing predicted flight time arrival by 40 percent. The winning algorithms will, according to GE, be used in the second phase of the Flight Quest competition, the goal of which will be to help build an on-flight management application to increase efficiency. First prize went to a team out of Singapore who also used random forest models, along with gradient boosting, to help refine the data. Their final model pulled anywhere from 58 to 84 features out of an optimized total set list of 258. It was this algorithm that produced a 40 to 45 percent increase in determining runway arrival times. “The recently developed algorithm as part of the Flight Quest challenge gives us another tool that we will continually apply to our processes of improvement,” said Frank Martin, Seattle Director of Station Operations, Alaska Airlines. Indeed, that $22 billion spent on managing efficient flight plans across the country represents a sizable portion, when spread out among airlines like Alaska. It is also where data scientists in big data have one of their larger opportunities to affect the airline industry, as it all revolves around data optimization. The second phase will reportedly launch on June 30th of this year.

aerospace

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Fri, Jul 25, 2008 Duties To Include Oversight Of ODA Process Hawker Beechcraft Corporation announced this week the appointment of David Bernstorf as vice president of Safety and Certification. His responsibilities include Safety Management, Certification and Regulatory Compliance. "David’s experience with aircraft certification and safety systems is invaluable," said Jim Schuster, chairman and CEO. "With his extensive safety knowledge and global understanding of the regulatory procedures, David will be able to help facilitate our company’s view of safety as part of our daily business, while providing a solid foundation for our working relationships with the FAA and international regulatory agencies." Under Bernstorf’s leadership, the Safety and Certification team will perform the oversight and administration of FAA approved certificates, systems and designees. Also, as HBC moves forward to Organization Designation Authorization (ODA), the team will enhance the company’s working relationship with the Federal Aviation Administration and international airworthiness authorities. Bernstorf has held many leadership roles during his 35 years at HBC. In his most recent position, he was responsible for the certification programs in the Wichita and Little Rock facilities, which included domestic certifications and international validations, and export licenses for the most recent models of the Additionally, he was essential to the development of the Continued Operational Safety Program (COSP). Currently, he is leading HBC through the implementation of a world-class Safety Management System (SMS). Also: Blue Origin, Flying Cucumber?, BBJ Combi, NetJets Partners w/Ohio State, ExIm Helo Deal, Long-Range Navy UAS Obviously, the stunt pulled by Douglas Hughes of Ruskin, Florida >[...] "Scientific literature is filled with papers on the characteristics of Pluto and its moons from ground based and Earth orbiting space observations, but we’ve never studied Pl>[...] Air Navigation Facility Any facility used in, available for use in, or designed for use in, aid of air navigation, including landing areas, lights, any apparatus or equipment for d>[...] Company Has Special Focus On Pilgrimage Tours In an acceptance ceremony held today in Marignane, India’s Heritage Aviation received two H125 helicopters acquired for charter >[...] Quarter-Million Dollar Investment To Help Restore Historic Chappelle Auditorium Boeing has presented a $250,000 grant for Allen University to support the restoration of an historic>[...]

aerospace

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How To Setup your Device, Tips and More Get DroneRover App The drone is an unmanned aerial vehicle (UAV), an aircraft that can fly without a pilot used for military, police, and commercial missions in a variety of applications. A drone treasure detector is a drone that carries an attached treasure detector sensor that is optimized for flight use. This device can scan survey areas 10 times faster than other detectors besides that it can do it completely automatically by itself using autopilot functionality. The drone is controlled by a smartphone application that enables users to mark the scan area on the map. Once the area is selected and confirmed, the drone will start flying over the selected area and the application will collect treasure sensor information from the drone displaying it on the smartphone application map. DroneRover can detect metallic and non-metallic objects. Operating with a DroneRover is very easy. Mostly because the drone will do everything for you because it is fully automatic. Make sure that you read the user manual and know everything about basic operations before going on searching expeditions. We also recommend the first test somewhere on an open field. So you get familiar with operating drones before going searching for the first time. The depth detection of the DroneRover varies, much more than for the handheld detector. There are many factors to consider when talking about detection depth, like: - The detection depth depends on the height above the ground that drone is operated (the higher the drone flies the lower detection depth) - The detection depth depends on the ground material. If the ground is made from highly mineralized material the detection depth is lower. If the magnetization level is lower, the detection depth is higher. The maximum approximated depth drone detector can reach is 30m or 100ft for big and massive objects. The area coverage of the drone detector depends on different factors like the battery, scan resolution, scan accuracy, and flying speed. The more battery life the drone has the bigger area it can be covered in one scan. If you are using a higher resolution of scanning the smaller area can be covered than if using a lower resolution, since the drone flying path is longer. Max. scan area that can be done with the drone is around one square kilometer. The maximum drone flying range is 7km. The speed of scanning also affects scanning area size. If you are scanning at a lower speed you will not cover as big an area as if you would scan an area at a higher speed. The speed is also a factor in scanning time if you scan faster less time it will take to cover the area. So approximate maximum range of the drone detector is 7km in distance if operated more than that the drone will lose connection with the head unit. If the battery is fully charged you can cover the maximum area surface of one square kilometer in a single scan. The area coverage also depends on the environment. We recommend scanning on open areas. Yes, with a drone treasure detector you can survey open waters like the seas. The drone detector is made for scanning big objects so it is capable to detect shipwrecks on the bottom of the sea. For best user experience we provide smartphone app that has all features you need, but if you would like to further process data on the computer you can import it to popular 3D scientific data mapping and analysis softwares The drone detector is a fully automated scanner. Its equipped with many motion sensors that allow a drone to automatically avoid obstacles like trees. It's capable of self-adjusting to height, this makes scanning in hills much easier and safer. So as long as it is used with caution drone detectors are safe. Make sure to always observe a drone during scanning, never use them in places where there are other people, also make sure that you stay away from the drone flying path while scanning is in progress. Yes, the drone detector has camera support Camera can be used and operated as on a normal drone without the detector sensor. With a camera, you can observe and record scanning. This helps you to better visualize the scanning of the drone, it gives you better control and also improves safety. The drone detector can be used on many surfaces and places. Its recommended to use it on open areas without too many objects. Because scanning over objects reduces the sensitivity of the drone. It can be used on open fields of any sort, over smaller bunches, over rivers and lakes, in hills and mountains. A drone treasure detector is called a long-range scanner due to its ability to scan larger areas in a very short time, anyhow it should not be confused with long-range metal detectors that are fake devices that use imaginary technologies that don’t exist and were never proven by science. More about long-range detectors can be found here: http://raregoldnuggets.com/?p=5095 Closer the drone flies to the ground, higher sensitivity. In the auto mode drone flies 2 meters above the terrain, while in manual mode user can fly as close to the ground as possible. The cave presents an interesting challenge due to the absence of a GPS signal, making it difficult to determine the drone's precise location for automated scanning. However, the positive aspect is that you have the option to manually pilot the drone within the cave while observing sensor readings. It depends on which drone you choose, for Phantom 4, battery will work 20-30 minutes and can be simply replaced after the flight. Our application has an auto-landing/return function The system offers an impressive scan range of up to seven hundred meters in every direction, with the flexibility to focus on a few meters for more detailed scans. When it comes to automatic scanning, the height limit is set at 10 meters, though manual mode provides unrestricted control. Please be aware that high voltage lines might influence measurement accuracy. For larger, substantial, and ferromagnetic objects, detection can extend to depths of 10 meters or beyond. Consider the exciting possibility of identifying significant items like a shipwreck while conducting flights over the sea. Indeed, having access to mobile internet will be essential for downloading maps. This will enable you to accurately track the drone's flight path and facilitate the processing of certain data.

aerospace

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Mad Catz Saitek SCB432020002021 Pro Flight Combat Rudder Pedal comes with angle design found in modern fighter aircraft such as the F16 or F35, the rudder pedals are made from a highly robust Di cast alloy, providing durability. For Microsoft flight simulator X USB 2.0 host interface Windows 7, windows XP, XP64 and windows vista operating system Adjustable pedal angle to suit all styles of flying High quality, part metal construction for long life

aerospace

https://www.prodigitalweb.com/nasa-project-to-deal-with-splattered-bug-guts/

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Bug Guts on Windshield – Unavoidable Part of Life According to NASA, the bug guts on the windshield are an unavoidable part of life and are also a major hindrance on the aerodynamics of a plane or car reducing the efficiency of the fuel of airplanes as much as six percent. Bugs splatter on aircraft wings at the time of flight and this can interrupt the flow of air over the wings thus increasing drag, making the flight less efficient. It is a major difference in cost which could amount to millions when checked across an entire fleet and hence for the past few years, to stabilize this bug carcass issue, NASA teamed up with Boeing in order to create coatings which would enable splattered bug guts to sail off in the air keeping planes flying with efficiency. NASA has been working on chemical coating which could prevent bug guts from being stuck on the wings of planes which tends to create unwanted drag. Since NASA had first published a paper on the issue in 2013, it is now testing five various coatings on a Boeing 757 to check on its working. The name of the project tends to sound deceptively bureaucratic which is – Insect Accretion and Mitigation and it seems that keeping bugs from getting stuck on planes is a type of tough problems that has afflicted the aviation industries for several years. The issue is not just on creating a hydrophobic surface but it is the guts that are the cause of the problem, according to NASA’s explanation a few years back. NASA to Organize Series of Experiments Mia Siochi, of Advanced Materials and Processing Branch at Langley states that `there is plenty of water in a bug and it is not just water one has to deal with but some biological components which impart the stickiness and has to be dealt with to prevent them from sticking, though they are aware how to prevent water from sticking. The team at Langley states that they use something known as `bug gun’ to shoot bugs at test subjects in a wind tunnel at speed of 150 mph and if one intends seeing a schematic of this gun, they could check the study Engineered Surfaces for Mitigation of Insect Residue Adhesion. The forthcoming test in the wild are the outcome of several years of testing as well as research and last week, NASA had announced that it would be organizing a series of experiments on a 757 that it is testing several other efficiency oriented design changes on. In order to develop a control group it measures how many bugs tend to accumulate on the un-coated wings and then it installs five coated panels on the wings to note the difference. Incidences of `adhesion’ a bit of detective counts bullet holes were counted in 2013. Kathy Barnstorff of NASA wrote that the team looked for the best bug infested area in which to flight test the surfaces, and looked at ninety different airports. The test that is to be conducted in bug prone, Shreveport, Louisiana are a follow up to early laboratory experiments when the scientists fired bugs at the non-stick coating when in a wind tunnel. Though it was an unconventional approach, the scientist expected that by solving this issue they could reduce cost and efficient the flight, the less drag on the plane and less fuel consumption by the aircraft.

aerospace

https://www.nbcnews.com/storyline/missing-jet/desperate-wait-families-after-malaysia-airlines-jet-vanishes-n47726

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Desperate families endured an excruciating wait and search teams scoured the air and water on Saturday, but there was no official word on the fate of a Malaysia Airlines jet that vanished with 239 people on board. More than 18 hours after the jet took off from Kuala Lumpur on its way to Beijing and disappeared over the South China Sea, the airline still had not confirmed a crash. In the water off Vietnam, the Vietnamese air force reportedly spotted two oil slicks consistent with fuel from a crashed jet. The airline said it never received a distress call from the plane, Malaysia Airlines Flight 370. Three Americans were on board, one of them an infant. The plane was a Boeing 777-200, considered to be among the safest models in the air. Planes, boats and helicopters were reportedly dispatched from at least six countries, including the United States, which diverted a Navy destroyer from international waters toward the southern coast of Vietnam. Malaysia Airlines called off its air search late Saturday night local time but said that it would keep searching from boats, and that the planes would start looking again at daybreak. Malaysian navy vessels reached the spot where the plane last made contact with air traffic control — the waters between Malaysia and Vietnam — but found nothing. The plane was carrying 153 Chinese passengers, including an infant. In Beijing, anguished families waiting for loved ones were taken from the airport to a hotel, where they were put in a room and told to wait for information. By early Saturday morning Eastern time, none was forthcoming. Some stormed out, enraged. “They’re just shut us in this room and told us to wait,” one man told Reuters. “We want someone to show their face. They haven’t even given us the passenger list.” Another relative pushed past a horde of reporters and said: “They’re treating us worse than dogs.” In almost 20 years of service for the Boeing 777-200, the only known deaths are three people killed last July when an Asiana Airlines jet clipped a seawall on approach in San Francisco. Deepening the mystery, meteorologists said the skies along the route of the Malaysia Airlines plane were mostly clear. The plane, which had the registration number 9M-MRO, had been in service more than 11 years, according to Reuters. It was involved in a “ground collision” with a Chinese jet on Aug. 9, 2012, according to a French government agency. The airline identified the pilot of Saturday’s flight as Zaharie Ahmad Shah, 53, a 32-year veteran of the airline with more than 18,000 hours of flight time. The first officer, Fariq Hamid, 27, joined the airline seven years ago and had more than 2,700 hours. Flight 370 was a red-eye, with 227 passengers and 12 crew on board. It took off at 11:41 a.m. ET on Friday, or 12:41 a.m. Saturday local time, and was scheduled to land about six hours later in Beijing. About two hours after takeoff, air traffic control in the Kuala Lumpur suburb of Subang lost contact with the plane. About five hours after that, at 6:24 p.m. ET Friday, Malaysia Airlines announced that it had lost contact with the jet. By early Saturday Eastern time, it was long past the point when the plane would have run out of fuel. The Chinese premier called the prime minister of Malaysia and urged him to push search-and-rescue teams to work quickly, and Chinese state media questioned why the airline took so long to say something. While flight data recorders and cockpit voice recorders, the so-called black boxes, can emit signals from underwater, it can be extremely difficult to find planes that disappear over the sea. When Air France Flight 447 went down in the Atlantic Ocean in June 2009, with 228 people on board on the way from Rio de Janeiro to Paris, bodies and some parts of the plane were found within two weeks, but it took two years to find the main wreckage. The last fatal crash for Malaysia Airlines was in 1995, when 34 people were killed near the city of Tawau. In 1977, a domestic Malaysia Airlines flight was hijacked and crashed, killing 100 people. Reuters and The Associated Press contributed to this report.

aerospace

https://www.engadget.com/nasa-delays-spacex-crew-dragon-operational-mission-142824050.html

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We hope you weren’t planning to spend Halloween watching NASA and SpaceX launch the first Crew Dragon operational mission. NASA has delayed the Crew-1 launch to at least early-to-mid November as SpaceX wanted extra time to finish evaluating the “off-nominal behavior” of a Falcon 9 rocket during a private flight. SpaceX wanted to know what happened with the first stage engine gas generators before moving forward. NASA associate administrator Kathy Lueders said both the agency and SpaceX were “actively working this finding” and hoped to be a “lot smarter” about the engines within the next week. Other NASA flights depending on the Falcon 9 are still on track, including a partnership with the ESA on a satellite (Sentinel-6 Michael Freilich) launching November 10th and a resupply mission due in late November or early December. Much is riding on Crew-1. While the Demo-2 flight made history as a return to American astronauts launching from their home soil, Crew-1 represents the first standard NASA mission using an occupied, privately made capsule. It’ll be a while before such flights are considered normal, but this is a crucial step in that direction.

aerospace

http://galacticafanon.wikia.com/wiki/Category:Battlestar_Hermes_Saga

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The pages in this category all relate to the Battlestar Hermes stories Pages in category "Battlestar Hermes Saga" “ Space Station - 217 (SS-217) is a Ministry of Intelligence's space station that appears in... “ Colonial Calendar is the measurement of time in Colonial society. Modern Name (Anicent Name)

aerospace

https://minecrafttt.info/eastern-airways-pilot-recruitment-flightdeckfriend-com/

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Last Known Recruitment: June 2019 Currently Recruiting: Yes Previously Recruited Low Hour Pilots: Yes - Occasionally Trend: Positive Location: United Kingdom Eastern Airways has received the prestigious Gold Airline of the Year 2014/15 award from the European Regions Airline Association (ERA). Eastern Airways is a leading flight provider featuring routes to and from the UK’s most popular airports as well as a variety of carefully selected European destinations. Eastern operates over 800 flights per week. It was announced on 21 September 2017 that Eastern Airways would enter into a franchise with Flybe, starting 29 October 2017. The franchise will see all flights operated by Eastern Airways carry BE (Flybe) flight numbers.

aerospace

https://theprint.in/science/isro-sets-up-psu-to-expand-its-space-research-and-development-on-satellites-launches/255573/

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New Delhi: The ISRO has formed the NewSpace India Limited (NSIL), a public sector undertaking (PSU) that will commercially exploit the research and development work of the space agency, co-produce PSLV and launch satellites through SSLVs, the government said on Thursday. The functions of NSIL will involve small satellite technology transfer to industry, manufacture of Small Satellite Launch Vehicle (SSLV) — a product which is being developed by the ISRO — in collaboration with the private sector and productionisation of Polar Satellite Launch Vehicle (PSLV) through Indian industry. The new company will also look after the productionisation and marketing of space-based products and services, including launch and application, developed by ISRO centres and the constituent units of the Department of Space and marketing spin-off technologies and products and services both in India and abroad. Also read: India planning to have own space station, says ISRO chief Sivan Minister of State in the Prime Minister’s Office Jitendra Singh shared this information in a written response to a question in the Rajya Sabha. “NSIL would enable Indian Industries to scale up high-technology manufacturing and production base for meeting the growing needs of Indian space programme and would further spur the growth of Indian industries in the space sector,” he said. Antrix Ltd is another PSU under the Department of Space that acts as a commercial arm of the ISRO. Also read: How ISRO can help satellite launch startups tap a billion-dollar (and growing) market This is a good news. ISRO will add another feather in its cap. As PM Modi has now added Jay Vigyan along with Jay Javan and Jay Kishan, the researchers in India should feel motivated. This budget should allocate more funds to R & D. Comments are closed.

aerospace

https://www.livefistdefence.com/2013/11/1st-indian-pilot-to-land-on-vikramaditya_19.html

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1st Indian Pilot To Land On Vikramaditya In these pictures seen here on Livefist for the first time, is Commodore Surendra Ahuja, who on September 3 became the first Indian pilot to be ‘trapped’ on the Vikramaditya in a MiG-29KUB. This wasn’t a solo flight, however: Cmde. Ahuja was flying with MiG Test Pilot Sergei Rubnikov, who was captain of the aircraft during this flight. The first solo landing by an Indian pilot on the Vikramaditya is likely to take place in Feb/March next year by a pilot from the INAS 303 squadron. Cmde. Ahuja, currently posted to Naval HQ, was in Russia for 80 days (from early Aug to mid Oct 2013) for Aviation Facilities Complex Delivery Acceptance Trials – most of the flying happened north of Murmansk (north of the Arctic Circle) — which is why pilots flying at the time had to use immersion suits. Cmde. Ahuja was also, incidentally, the first “new mould” Indian pilot certified in tailhook landings. What to read next As India’s LCA Tejas, which entered tentative service with the Indian Air Force last year, works to prove itself as […] The Indian Air Force is exploring the possibility of slinging six Brimstone and a pair of ASRAAMs on its over […] By Shiv Aroor “I told the defence minister that the Pakistan Air Force has the advantage. We are sure to […]

aerospace

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Dennis Pickett, 561st Aircraft Maintenance Squadron aircraft structural repair technician, installs fasteners into the newly replaced 626 bulkhead of an F-15C. During programmed depot maintenance, a crack was discovered in the original bulkhead leaving the organization with the option to replace the part or scrap the entire aircraft. (U.S. Air Force photo/Tommie Horton) No camera details available. IMAGE IS PUBLIC DOMAIN 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://acecombatfanon.fandom.com/wiki/La-35_Szabla_%22Raven-A%22

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The La-35 Szabla or Sabre reporting codename "Raven" was a Yuktobainian supersonic, high altitude reconnaissance interceptor. This aircraft was chracterzied by its varible geometery design and huge turbojet engines. Produced and designed in the late 1970s-80s as a way of bolstering the high altitude defense of Yuketobanian airspace, the Lavochkin design bereau was given a comission for a design for a "High-Altitude, High Speed Inerceptor capable of carrying large payloads". Also another objective was to make a design that bolstered high mobility and good turning capabilities at low speeds. Though a difficult task to accomplish Lavochkin decided on a varible geometery design to allow for low speed mobility and turning capability. Two huge Saturn AL-8 Turbojets were used for the design, the AL-8 was capable of producing almost 25,000 lbs. of thrust each. totaling out to 50,000lbs of thrust. The weapons for this aircraft were but not limted to one 23mm GSH-6-23M gatling cannon, Vympel R-33 XLAA, Molniya R-60 Missile, and Vympel R-23 SAAM. But a specialized weapon was developed for this aircraft that many describe as an attempt at a weapon simmilar to ADMM that was used on the CFA-44. The aircraft also had an system similar to the MiG-31 that allowed it to receive or transmit combat data to types like the Su-27 or MiG-29, also enabling ground based systems and IL-76 AWACS aircraft. Making it a lethal and destructive Mach 2-3 interceptor. However in the 1980's with budget constraints and projects like the Scinfaxi taking higher priority the La-35 only had a handful of prototypes and an estimated four production models ever made. The La-35's were forced into secure storage in Cruik fortress in the 1990's moving them away from the arid regions of Sonza, a rumor was abound that in 1990 a group of attackers possibly from Usea broke into the fortress, killed all nearby personel and secured an aircraft that was in peices in the hangar. The theft of the plane along with the shooting and stabbing deaths of the personel were completely covered up by the Yuketobanian government. Weapons: x1 GSH-6-23M Gatling Gun, Vympel R-33 XLAA, R-23 SAAM, Molniya R-60 MSSL, and One MPHPW (Multi-Directional Homing Projection Weapon) Powerplant: x2 Saturn AL-8 Turbojets Rated at 25,000Lbs. of thrust each. Service Ceiling: Classified (assumed to be 70,000ft.) Air to Air: 100 Air to Ground: 30

aerospace

https://www.countryside-alliance.org/our-work/campaign-for-hunting/guidance-on-drone-use

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Drones or Small Unmanned Aircraft The rules governing the use of drones changed with effect from 31st December 2020 and have been harmonised across the entire EU, including the UK. The current distinction between commercial and non-commercial use has been abolished. Instead, the rules which apply to the use of a drone are determined by a new system of drone categorisation based on weight and capacity, including whether it is equipped with a camera. Clearly in capturing data, drone users remain subject to data protection laws. The main changes are set out HERE. Drones must be operated in accordance with the latest Drone Code. A set of factsheets are available HERE to explain how flying will be affected. The Alliance will be updating its guidance in due course.

aerospace

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Multi-Engine Rating...(In your aircraft) (Biennial Flight Review) - part 61.56 (Instrument Proficiency Check) - part 61.57 (d) Complex Airplane - part 61.31 (e)...(In your aircraft) High Performance Airplane - part 61.31 (f)...(In your aircraft) High Altitude / Pressurized Aircraft - part 61.31 (g)...(In your aircraft) Tailwheel Airplane - part 61.31 (i)...(In your aircraft) CFI (Instructional) rates $39 per hour for basic (student pilot working toward private pilot) $44 per hour for advance (all other ratings and endorsements other than private) $47 per hour for instruction in your own aircraft. Blue Sky Flight Training, LLC. 2820 Bobmeyer Road | Hamilton, OH 45015 Phone (513) 895-2583 E-mail firstname.lastname@example.org Blue Sky Flight Training, LLC. provides training for pilot licenses, ratings, and endorsements. Instruction is tailored to meet the needs of the individual and their time schedule as much as possible. Training can be provided 7 days a week at various times of the day and night. Call to discuss your specific needs.

aerospace