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Multimodal Art Projection 269

http://lesterhein.com/7-minutes-of-terror-for-nasas-curiosity-rover/

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If you haven’t heard, NASA is sending a beach buggy to Mars. Well, ok, it’s a little more complicated than the Kokomo cart. The rover will need 7 minutes to descend from the top of the Martian atmosphere to the surface of the planet. Signals from Mars take 14 minutes to make it back to mission control, which mean that there will 7 minutes during which the fate of the little car that could is unknown; it could be fine, it could be smashed in to Mars dust. These are called the 7 Minutes OF Terror. Creepy, right? Watch as engineers, scientists and other smart people from NASA explain the perils of the landing, all set to sufficiently dramatic music that would make Christoper Nolan proud.

aerospace

http://joelsgulch.com/okay-i-guess-its-your-car-i-mean-its-not-like-anybody-else-wants-one/

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I thought the first SpaceX launches and recoveries were cool, finally bringing spacecraft technology into the fictional 1930’s. But since all they ever did with it was take NASA money to deliver pizza to the ISS, I lost interest quickly. Big Brother is more plugged into tech news than I am… BB sent me the linkage, along with better commentary than I could have come up with… At long last, it seems that the Falcon Nine Heavy might actually be only a few months away from its first launch attempt. (It’s been “next year” for how many years?) Unsurprisingly there are no customers who want to put an expensive scientific or commercial payload on such a risky flight, so the question of payload and destination has been open for some time now. My prediction would have been a load of water ballast lofted around the moon and back, but now there is official word; If Elon Musk is to be believed (and occasionally he can) the payload will be his Tesla Roadster and the destination will be Mars orbit. I wonder if Elon will ever be reunited with his car? If he’s to be believed – and I guess we can believe him on this point if no other – the answer is no. 😀 I guess once you’ve spent however much that thing cost to build, by comparison it doesn’t much matter what you use for ballast. It isn’t as though he’s selling so many he can’t afford to launch one into space. Musk apparently has a rep for Trump-like Twitter trolling, and not everything he says turns out to be true. And since the original announcement there has been some question as to whether they were really planning to use a Tesla as ballast for the first demo flight. Seems it’s so, though.

aerospace

http://56755.blogspot.com/2008/10/ferry-command-first-delivery.html

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On 15 January, 1940 just west of Emerson, the silence of the early morning was broken by the sound of aircraft. A truck, loaded with 45-gal fuel drums, several cars, their motors running, a team of horses and half a dozen people, some with newsreel cameras, were waiting in the freezing cold. The bundled individuals were looking skyward just to the southern horizon. Suddenly two twin-engined planes became visible. They were the first of a consignment of eighteen planes. They came in low. The cameraman started shooting film. The planes circled, the pilots clearly visible in the cockpits. After a quick check of the wind sock they circled to the south and began their final decent. Touching down on the US side of the field, the dark camouflaged Lockheed Hudson bombers, without markings or ordnance, taxied up to the boundary line. Joe Wilson, a local Emerson farmer, guided his team of horses, Prince and Fred, toward the planes. He attached a hook and tow rope to the aircraft’s wheel and dragged the bomber into Canada. The newsreel cameras rolled and newspaper photographers popped their flash bulbs. The sudden rush and the flashes were a slight annoyance to the team of horses, but Joe was an efficient teamster and within a matter of minutes both planes were on Canadian territory. The truck rolled up and the driver and a helper dressed in military-style coveralls, started filling the craft with fuel from the 45-gal drums. Moments after the planes were fueled up the flight crew emerged from the idling waiting cars. The engines roared into life and the Hudsons lumbered down the airstrip. Becoming airborne they circled once over the airfield and headed north for Winnipeg’s Stevenson Field. - Excerpt from “Bombers Across the Border” by James McClelland. Western Canadian Aviation Museum Review, June 1996

aerospace

https://cmva.com/publication/helicopter-tail-rotor-smoothing/

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HELICOPTER TAIL ROTOR SMOOTHING - By Ken Keith - 4 years ago - 31 views Tail rotor smoothing is preformed on helicopters to reduce vibrations of the airframe induced by slight imbalance of the tail rotor assembly. These vibrations are a leading cause of structural fatigue and also induce increased wear on the rotating components of the tail rotor and associated drive train. We will examine the case history of CH124 Sea King helicopter 124412, which reveals what can go wrong with a fairly basic and well documented procedure. Numerous problems were encountered such as equipment failure, incorrect assumptions, crew changes and poor inspection procedures. Success was eventually achieved and many lessons were learned through the mistakes that were made. This case history is used to train new personnel and will hopefully prevent these same errors from happening again and reduce any delays when performing tail rotor smoothing.

aerospace

http://www.modellhelischule.ch/

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The Different Types Of Remote Control Helicopters If you are thinking of getting into remote control helicopters as a hobby, you need to know about the different types. There are 3 main types of RC helicopters that you can choose from. Of course, not all of the types will be ideal for beginners and you need to be aware of this. If you are looking for recommendations for good RC helicopters, you can check out Best RC. The coaxial RC helicopter will be the best one for any beginners. These helicopters will come with 2 rotors on the tops which rotate in opposite directions. This will result in the torque reaction or spinning effect on the main body will be canceled out. These helicopters do not need a tail rotor and are the most stable when it comes to flying them. However, the stability of the helicopter does come with a drawback and this is the fact that they are not very reactive to control input. This drawback does have a positive side which is the fact that it is easier to fly because mild adjustments or knocks to the controls will not affect the flight. These will also be the cheapest RC helicopter on the market. This is important because as a beginner, you are more likely to crash. When you have a cheaper RC helicopter, you will be able to get extra parts fairly easily and without great expense. The Fixed Pitch If you are an intermediate helicopter hobbyist, the fixed pitch will be the best one. This type of RC helicopter will be a step up in difficulty from the coaxial as it only has one rotor on the top. These helicopters will often have a tail rotor to balance the torque reaction. The lift of this type of helicopter will be proportional to the amount of throttle input and the rotation of the motors. A higher throttle level will result in greater lift. Fortunately, these helicopters come in a range of sizes including small and mid-sized allowing them to be flown indoors and outdoors. The Collective Pitch The collective pitch helicopter should only be purchased by advanced pilots. This is due to the fact that the lift will not be produced by increasing the throttle. You will need to vary the pitch of the rotor blades to increase or decrease altitude. The speed that the blades spin will not have any impact on the lift that is produced. The way that these helicopters work will result in a snappy reaction to any control input making it less than ideal for beginners. However, this reaction does allow for some of the more advanced maneuvers such as inverted flying. These helicopters will be able to perform these aerobatics even in windy conditions. Of course, it is also important to note that the collective pitch will be the most expensive RC helicopter on the market. This is important for people who are on a budge or have not committed completely to this hobby. Here is a good YouTube video talking about RC helicopters: There are 3 types of remote control helicopters that you need to know about. These helicopters will be ideal for the different skill levels of the pilot with the coaxial being the best for beginners.

aerospace

http://worldaircraftsearch.com/airlines/ALL/OOM/

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||Marketed as a value for money airline. Any monies we saved had to be used to repurchase connecting flights, even though we had 6 hours between supposed arrival of Zoom Flight and the connecting flight. Also staff were not very helpful at all. On the flight was concerned to see an elderly passenger, unable to walk unaided and clearly with a bandaged arm seated in the exit row next to the door. Very lax attention to Safety procedures. Also flight time is a lot longer (due to routing - not mentioned anywhere at booking) than other airlines on this route. Would never use Zoom again.I used Zoom a lot when I lived in Vacnouver and found them to be great - far better than the service I received from BA, Air Canada or even Lufthansa. Of the 6 flights I had, one was delayed but as it was delayed by a whopping 12 hours, I didn't actually have to spend any more time at the airport than I would ordinarily...I just turned up 12 hours later. Also, because of the delay, the check-in lady let me only pay half of my excess luggage fee (which saved me $100 - I was leaving Canada for good). I also experienced a first with Zoom: the flight attendant brewed a pot of decaf coffee just for me (and did so cheerfully). And, of course, a complete bargain. My favourite airline.

aerospace

http://www.mndexetereastdevon.org/brian-is-soaring-high/

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Brian is soaring high! Earlier this year, one of our greatest supporters and fundraisers, Brian, who is living with MND, amazed us all by boarding a plane and flying it over Devon! Brian, who is a former Royal Marine, has been living with MND for 11 Years and for his birthday this year, he decided to fly a plane. Cynthia, one of our Association Visitors, describes the experience: “Getting in and out almost made Brian sing soprano, but determined as he is, he successfully got in! He then flew the plane, with the assistance of the pilot, who had very little to do, for one hour as far as Dartmouth. Brian stayed very calm, and thoroughly enjoyed the whole experience; to finalise it, he even landed the plane at Exeter Airport!”. A truly remarkable achievement! See Brian flying the plane and the views below.

aerospace

https://www.ig.com/en/news-and-trade-ideas/shares-news/boeing-unveils-fixes-to-737-max-flight-system-190328

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Boeing unveils fixes to 737 Max flight system The firm gathered hundreds of pilots including reporters for an event to unveil the changes to a software which has been blamed by aviation authorities for the crash of the planes of Ethiopian Airlines and Lion Air. Aircraft manufacturer Boeing on Wednesday unveiled a fix to the flight software system and the pilot training of its signature 737 Max plane, as it pledges to do all it can to prevent further accidents following two plane crashes that killed nearly 350 people. The firm gathered hundreds of pilots including reporters for an event to unveil the changes to the stall prevention system or Maneuvering Characteristics Augmentation System (MCAS), a software which has been blamed by aviation authorities for the crash of the planes of Ethiopian Airlines and Lion Air. ‘We're working with customers and regulators around the world to restore faith in our industry and also to reaffirm our commitment to safety and to earning the trust of the flying public,’ said Mike Sinnett, Boeing's vice-president of product strategy. ‘The rigor and thoroughness in the design and testing that went into the Max gives us complete confidence that the changes we're making will address any of these accidents.’ ‘We are going to do everything to make sure that accidents like this don't happen again,’ Mr Sinnett said. Boeing is currently under scrutiny from the United States Justice Department for the certification and marketing of its 737 Maxes. Investigators have drawn similarities in the flight data from both crashes, while aviation authorities are pinpointing the MCAS as the reason for the crashes. What will the new software update reflect? The software update will make changes on the MCAS, which originally was designed to automatically command a plane to go down if it senses an imminent stall. A change to the software will include data from another angle of attack (AOA) sensor, a sensor which measures the horizontal tilt of the plane. The earlier software only included data from one of such sensor. The use of one AOA sensor follows industry practises, said a Boeing official in a CNN article. Faulty data from the sensor had caused the MCAS to push Lion Air down towards the ocean, investigators in Indonesia have revealed. With the updated software, it will not create a downward pushing cycle when an abnormal reading is reflected on the AOA sensor, nor will it tilt in an angle that disallows a pilot to counteract it manually. Boeing is expected to hand in its final compliance documents for the update to regulators by this week. With the update, pilots will need to complete a new, intensive computer-based training before they are allowed to fly the plane, said Mr Sinnett. The new software updates to the planes will take around an hour. This information has been prepared by IG, a trading name of IG Markets Limited. In addition to the disclaimer below, the material on this page does not contain a record of our trading prices, or an offer of, or solicitation for, a transaction in any financial instrument. IG accepts no responsibility for any use that may be made of these comments and for any consequences that result. No representation or warranty is given as to the accuracy or completeness of this information. Consequently any person acting on it does so entirely at their own risk. Any research provided does not have regard to the specific investment objectives, financial situation and needs of any specific person who may receive it. It has not been prepared in accordance with legal requirements designed to promote the independence of investment research and as such is considered to be a marketing communication. Although we are not specifically constrained from dealing ahead of our recommendations we do not seek to take advantage of them before they are provided to our clients. Seize a share opportunity today Go long or short on thousands of international stocks. - Increase your market exposure with leverage - Get spreads from just 0.1% on major global shares - Trade CFDs straight into order books with direct market access Live prices on most popular markets

aerospace

https://penet.xyz/adult/adult-xspace-23.php

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SpaceX designs, manufactures and launches advanced rockets and spacecraft. The company was founded in to revolutionize space technology, with the . Adults Only (adultsonly)'s profile on Myspace, the place where people come to connect, discover, and share. We would like to show you a description here but the site won’t allow penet.xyz more. XSpace is changing the way we think about space. Whether you are rightsizing, looking for a place to build your business, scaling your investments or simply following your passion: XSpace offers multi-use condos that suit your needs. All with complete ease of access, flexible usage and a community of great people like yourself. Always wanted to be an astronaut but were too old for Space Camp? Adult Space Academy®, established in , is an adventurous, two-night weekend experience allowing trainees to assume roles in hands-on, interactive space missions and learn what it takes to be an astronaut.

aerospace

https://www.talkingacoustics.com/post/ep-6-christopher-allen-nasa

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Christopher Allen works for NASA as Manager of the Johnson Space Centre Acoustics Office. I was fortunate to meet him the 2017 Australian Acoustical Society Conference in Perth where he was attending as one of the keynote speakers. Prior to this conference I had never thought about what role acoustics has in space but I am fascinated by space and space flight and it turns out NASA faces some pretty interesting challenges in terms of acoustics. You can find some more information on NASA's work in acoustics here: https://www.nasa.gov/content/acoustics-and-noise-control-capability You can also download the book NASA has published on 'Acoustics and Noise Control in Space Crew Compartments' from the NASA Technical Reports Server here:

aerospace

https://www.therethinker.com/mens-gear/helicopter-of-the-future-volocopter-2x

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HELICOPTER OF THE FUTURE? - VOLOCOPTER 2X More green, a lot safer and super quite... is this the helicopter of the future? The Volocopter 2X is a series model of a passenger multicopter, a vertical take-off and landing (VTOL) aircraft powered purely by electricity and capable of carrying 2 passengers. In addition to the failure tolerance due to the Volocopter’s redundancy concept and its ability to fly emission-free, the low-noise operation marks another important advantage over other VTOL aircraft. The 2X is the consequent evolution of the VC200 prototype towards everyday use. Its battery replacement system allows for a quick swap and makes it ready for operation within a few minutes. Comments are closed.

aerospace

http://acvirtual.cf/

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Total miles flown You'll be able as a ACvirtual pilot to discover new features that other VAs haven't got. We have 4 ranks: ... AC virtual is the most realistic Air Canada VA with the same fleet, hubs, features and destination over the 5 continents. ACvirtual has got a rewards system that is related to your flight hours, the time you're flying fo AC virtual, your implication into the ACvirtual community and more. We are using the latest version of vaBase and vaBase ACARS system that is fully compatible with FSX, FSX Steam edition, Prepar3D and Xplane (9,10,11). We cover all real world Air Canada destinations including Air Canada, Air Canada Rouge, Air Canada Jazz and Air Canada Jetz. We also organize special events. ACvirtual highly recommend all of its pilots to flight on the VATSIM Network. ACvirtual has got partnership with many other airlines to make your flight experience better when flying codeshare flights. |Pilot||Flight No.||Dep ICAO||Arr ICAO||PAX||Cargo||Aircraft||Status| |There are no active bookings.| |Flight No.||Departure City||Arrival City||Pilot||Aircraft||Landing Rate| |ACA3311||GMMN||CYUL||ACA1000||B747-400D AIR CANADA||-1fpm| |ACA2135||CYUL||KLGA||ACA1000||B777-300ER AIR CANADA||N/A| |Pilot Name||Flight Number||Date||Landing Rate| |Nobody has performed an awesome landing yet!|

aerospace

http://iahomeworkjyqs.comicbookstores.us/an-overview-of-mars-a-planet-in-the-solar-system.html

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Mars is the fourth planet from the sun and the second-smallest planet in the solar system, after mercury named after the roman god of war, it is often referred to as the red planet because the iron oxide prevalent on. Our solar neighborhood is an exciting place the solar system is full of planets this band of asteroids sits between the orbits of the planets jupiter and mars. After earth, mars is the planet with the most hospitable climate in the solar system so hospitable that it may once have harbored primitive, bacteria-like life outflow channels and other geologic features provide ample evidence that billions of years ago liquid water flowed on the surface of mars. Mars is the fourth planet from the sun and is commonly referred to as the red planet the new solar system massachusetts: sky publishing, 3rd edition, 1990. Overview in depth on this page what is everyone knows that earth, mars and jupiter are planets at least the second largest planet in our solar system. Meet our solar system remember, kids—planets, stars mars i am the fourth planet from the sun i feel close to earth because it is my neighbor planet. Our solar system consists of an average star we call the sun, the planets mercury, venus, earth, mars, jupiter, saturn, uranus, neptune, and pluto it includes: the satellites of the planets numerous comets, asteroids, and meteoroids and the interplanetary medium. An overview of the solar system , venus, earth and mars: the planets of the outer solar one way to help visualize the relative sizes in the solar system. Watch video there used to be nine planets now there are eight, or maybe nine after all whichever you prefer, here is a list of them in the order they appear in the solar system. Planet order from the sun mercury, venus, earth, mars, jupiter, saturn, uranus and neptune our knowledge of our solar system is extensive but it is far from complete some of the worlds have never even been photographed up close the nine planets is an overview of what we know today. This ten minute video provides a good introduction to the solar system covering how it was formed, the sun and each of the planets and their major moons, dw. Venus is the second closest planet to the sun and orbits in an almost circular orbit at 108 million km as it orbits, venus comes closer to earth than any other planet in the solar system and can come to within about 40 million km. The inner solar system contains the sun, mercury, venus, earth and mars the planets of the outer solar system are jupiter, saturn, uranus, neptune and (maybe) pluto. Arid, rocky, cold and apparently lifeless, the red planet offers few hospitalities fans of extreme sports can rejoice, however, for the red planet will challenge even the hardiest souls among us home to the largest volcano in the solar system, the deepest canyon and crazy weather and temperature patterns, mars looms as the ultimate lonely planet. This complex arrangement in order the solar system unit reveals detailed facts about our sun and the planets it also addresses other components of our solar system, including dwarf planets, moons, asteroids, and comets certain reading resources are provided at three reading levels within the unit to support differentiated instruction. Zach and reggie sing an original song about our solar system learn all the names of the planets mercury, venus, earth, mars, jupiter, saturn, uranus, and n. Mars, otherwise known as the “red planet”, is the fourth planet of our solar system and the second smallest (after mercury) named after the roman god of war, its nickname comes from its reddish appearance, which has to do with the amount of iron oxide prevalent on its surface. The eight planets in our solar system are mercury, venus, earth, mars, jupiter, saturn, uranus, and neptune the largest volcano in the solar system is on mars. Solar system profile the objects in our solar system there are many different types of objects found in the solar system: a star, planets solar system facts to. Planet of the solar system pluto is so much smaller than the other eight planets that in 2006 astronomers reclassified it as a dwarf planet mars, the red planet. Welcome to planets for kids i really hope you enjoy the we have nine planets in our solar system these planets circle earth and not forgetting mars. Inner planets hello, hello, everyone i'm your tour guide, star welcome to out of this world tours today's unique tour of the solar system includes breathtaking views of the four inner planets, commonly called the terrestrial planets: mercury, venus, earth and mars. Earth is our home, and the third planet from the sun with a mean radius of 6371 km and a mass of 597×10 24 kg, it is the fifth largest and fifth most-massive planet in the solar system and with a mean density of 5514 g/cm³, it is the densest planet in the solar system like mercury, venus and mars, earth is a terrestrial planet. While the best way to gain an overview is to go and view one some of the on line solar system tours listed on the mercury mars: these planets are called. Mars is the fourth planet from the sun it is way smaller than earth but bigger than the moon sometimes it's also called 'the red planet' due to it's red color. Watch video learn about planet mars’ atmosphere, water supply and the possibility to support life the dust storms of the mars are the largest in the solar system. The latest news, images and features about nasa missions exploring our solar system and universe. Of all the planets in the solar system, the seasons of mars are the most earth-like, due to the similar tilts of the two planets' rotational axes. The solar system - an overview terrestrial planets - mercury, venus, earth, and mars are also often called the inner planets because they orbit close to the sun. Unit 2 :sun-earth connection (solar system) lesson 13 : the planets of our solar system 5e lesson planning: i plan most of my science lessons using the bscs 5e lesson model: engage, explore, explain, elaborate, and evaluatefor a quick overview of the model, take a look at this video.

aerospace

http://nftc.se/default.aspx?lang=en

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What NFTC offer and International cooperation`s! We offer education and vocational training within the field of aviation such as; flight mechanic, aeronautical/ helicopter technician with specialization towards civil aviation and helicopter. 14th & 15th March 2017 – 66th Meeting – hosts, Nordiskt FlygTeknikCentrum AB18 april 2017 Welcome to the 66th EAMTC meeting in Lulea Sweden. Hosted by Nordiskt FlygTeknikCentrum and Lulea, the city by the sea. Preliminary agenda agenda1-0. Registration form and booking hotel here Best regards and welcome to Lulea Peter Lindberg CEO NFTC AB Phone +46 (0) 70 5293016

aerospace

https://thecanadanow.com/air-canada-retires-its-first-a320-after-30-years-of-service/

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The Air Canada has dismissed its first A320 plane which served with the flag carrier for the past 30 years, it has been reported. The aircraft (C-FDQQ), which retired on 6th of April, will be grounded in Arizona and will be replaced by A220, Airways Magazine said in a report. Delivered in January 1990, the plane made its final flight from Montreal to Pinal Airpark, where AC had previously stored its Boeing 737 MAX fleet. The report by Airways Magazine also added that Air Canada and the Airbus have signed an order for 45 A220s as the A320 type is older, its maintenance and fuel-efficiency affect the carrier’s future plans – hence the A220 fleet in lieu of its services. Air Canada received its first A220-300 and the aircraft was expected to perform its maiden flight between Montreal and Seattle route on 4th of May and Toronto and San Jose in Spring. However, the launch of the services will have to wait due to latest flight restrictions and cancellations.

aerospace

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FlightSurv Aerial Survey Software JOUAV FlightSurv Software is a comprehensive aerial survey software system that integrates aerial survey mission planning, control and monitoring, data processing, and cloud services. The flight mission planning and execution function is powerful, supporting multiple measurements, multiple sorties, multiple operation modes, and working mode control matching, providing cloud simulation, cloud solving and other cloud service support. Guided interface design, simple and intuitive, users can quickly and conveniently complete the entire flight mission; One-stop control system, get rid of the trouble of one flight mission and multiple software switching, and improve the efficiency of aerial survey inside and outside business; Supports automatic planning of drone routes in multiple scenarios, with powerful route editing functions and high flexibility; JOUAV cloud services, providing pose cloud solution, drone management, vertical and horizontal cloud flight records, repair and maintenance testing services, data synchronization in the cloud, and support for multi-terminal login. Flight planning module Support task planning on the PC side, and support cloud project synchronization; With 3D map route planning function; Route design for multiple operation modes (including flight at terrain following mode, S shape route, corridor route, polygon route, oblique mapping route, inclined omnidirectional route, orbital route, etc.); With automatic block division function; With multi-region and multi-task functions; With the function of automatic sorting, the mileage of a single flight can be customized; Automatic route design, only need to input the requirements of aerial photography range, aerial survey resolution, and overlap rate, it can automatically generate aerial photography route and automatically extract survey area elevation information to ensure flight safety; Support professional zoning route planning and design. For high-drop areas, it is possible to design routes within a single flight according to different altitudes and overlap rates, so as to meet the requirements of aerial survey specifications; With the online and offline elevation browsing function of the route; Support altitude protection function, you can set the flight protection altitude, if there is a failure, the aircraft will fall up to the preset value, and it can automatically land to protect the aircraft; The PC has a built-in 3D earth, supports full 3D mission planning mode, and has precise route design imported by KML. Flight control module Step-guided operation process, fully automatic operation mode, support professional users to customize flight mode; With real-time information display, switching and voice broadcast functions. Real-time display of coordinates, altitude, direction, speed, rate of climb, engine speed, pitch angle, roll angle and other parameters, real-time display of GPS positioning status data, real-time display of the number of aerial images; real-time display of flight control battery, steering gear battery, Power battery voltage/oil volume; It has the functions of resuming flight at breakpoint, returning home with one button, stopping with one button, and landing with one button; Support 3D flight monitoring function; Equipped with visual replay function, replaying the flight telemetry data, and importing the display load to accurately take pictures. Cloud Flight Simulation Cloud simulation can be used to simulate flight, making flight operations safer and more reliable; for daily flight training, it can greatly improve training efficiency and reduce training costs.

aerospace

http://thecrispincorner.com/41140-astronaut-research-paper/

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Archived from astronaut research paper the original on March 22, 2012. Siceloff, Steve (August 7, 2017). He graduated from the Navy's All-Weather Flight School and, in 1961, from the.S. "Giffords gets visit from husband's twin brother". 16 The final stage of the selection process were interviews by the selection panel, which were conducted at the Manned Spacecraft Center in Houston between September 2 and. A b c d e f g h i j k l m n o p q r s t u v w Kelly, Scot; Dean, Margaret (2017). Schaub, Michael (April 6, 2016). After the helmet had been fit, I had to remove some of the large wrinkles from the sphere - so I used some wood filler! He was the backup pilot for Gemini 8, and then, in September 1966, the pilot of Gemini. He served as backup Command Pilot for Gemini 10 and backup lunar module pilot for Apollo. He was backup pilot, and later prime pilot for Gemini 9A in 1966, when he preformed the second American EVA. 18 :4041 Kelly attempted to transfer to the United States Merchant Marine Academy, where Mark astronaut research paper was enrolled, but was rejected for his poor academic record. Step 8: The Suit! "Former astronaut Scott Kelly is United Nations Champion for Space". "The Troubles of 'Astronaut' Edward. In 1979 Schweickart became Commissioner of Energy for the State of California 16 39 David. Kauderer, Amiko (August 4, 2010). "Crew Begins Year In Space". With Margaret Lazarus Dean ; adapted for young readers by Emily Easton. During his stay at ISS, Al Mansoori will undertake a scientific mission to study the impact of microgravity in comparison with that of gravity on Earth. He joined the Marine Corps, and graduated from the Navy Test Pilot School at Patuxent River, Maryland. Retrieved March 28, 2019. The STS-103 mission specialists conducted three EVAs to replace gyroscopes and a transmitter, and to install a new computer guidance sensor and recorder. 16 41 Training edit The Fourteen were given classroom instruction, which Collins felt was useful "to bridge the gap between aeronautics and astronautics, to minimize the technological shock we might otherwise experience." The 240-hour course covered astronomy (12 hours aerodynamics. I think I ended up applying six layers of paper, and it took. The nasa History Series. A b Garcia, Mark (September 11, 2015). In 1965, while teaching at Stanford,. He will also be conducting earth observation and imaging experiences, interacting with ground astronaut research paper stations, sharing information, as well as documenting the daily lives of astronauts at the station. Really round balloon (available at party stores). 18 :166170 After attaining the rank of captain in the.S. Garcia, Mark (July 5, 2015). "Update on nasa Astronaut Scott Kelly's Return to Houston" (Press release). Read more, mORE from Khaleej Times, general. Finalist in the Autodesk Employee Halloween Contest Share Recommendations Fandom Contest Classroom Science Contest Arduino Contest 2019. 51 52 Kelly and Lindgren performed a second EVA on November 6, 2015, to service the ammonia cooling system on the P6 truss. Hypoxia tests were carried out to see how they reacted to see how they reacted to a loss of oxygen, they were spun about in darkened rooms to test their resistance to motion sickness, and ice. Midway through college in 1952, Bassett enrolled in Air Force rotc but entered the.S. Carrying the Fire: An Astronaut's Journeys. Using some bailing wire, and some masking tape, I reinforced the cut edge of the helmet, so that it wouldn't slump on my head. Archived from the original on March 21, 2018. Rest of Asia, widodo expected to win second term, likely to pursue reforms. He himself had been rejected as an astronaut because of poor eyesight. Bowl, sewing Machine, serger, glue Gun, the hardest thing to find for this project was a phonebook. Slayton had developed a points system for assessing the candidates. 18 :110120 In 1988, he moved to Beeville, Texas, for jet training Naval Air Station Chase Field, where he trained on the T-2 Buckeye and the A-4 Skyhawk. Aldrin, Anders, Cernan, Collins, Gordon and Scott flew to the Moon (Cernan twice and Aldrin, Bean, Cernan and Scott walked. International Space Station (ISS) on Expeditions 26, 45, and. Bassett, II (Captain, usaf. Zimmer, Carl (April 12, 2019). Russian cosmonauts Malenchenko and Volkov conducted an EVA on February 3, 2016, to retrieve experiments and photograph the exterior portions of the Russian segment of the station. 34 In November astronaut research paper 2012, Kelly was selected for a one-year mission to the ISS, but was medically disqualified the following day due to his vision worsening in microgravity. 48 Expedition 45 began on September 11, 2015, when Padalka transferred command of the station to Kelly. Air Force Test Pilot School. Navy, Kelly retired from active duty on June 1, 2012 after 25 years of naval service. He graduated in June 1994, and was assigned to the Strike Aircraft Test Directorate at Patuxent River. 16 31 Eugene. He was among the astronaut research paper first six candidates accepted as scientist-astronauts. New York; London: Springer. Hubble Space Telescope, and lasted for just under eight days. Korolev Rocket and Space Corporation. He was commissioned into the United States Air Force, and served as a jet fighter pilot during the Korean War. 72 In 2007, Kelly was successfully treated for prostate cancer. 61 62 In addition to the biological tests conducted on all astronauts on the station, Kelly also participated in comparative study on the effects of spaceflight with his identical twin Mark as the ground control subject. "Three New Station Crew Members Launch from Kazakhstan". 16 37 Richard. Schierholz, Stephanie; Dean, Brandi; Hout, Dan (March 1, 2016). 18 69 Personal life edit On April 25, 1992, Kelly married his first wife, Leslie ( née Yandell whom he had met while stationed in Virginia Beach. In 1969, he flew to the Moon as Command Module Pilot of Apollo 11, the first Moon landing. "Astronaut Bio: Michael Collins". This was the third servicing mission to the. "Astronaut Bio: David Scott". Their average weight was higher too: 162 pounds (73 kg) compared to 159 pounds (72 kg) for the Seven and 161.5 pounds (73.3 kg) for the nine. Garriott wrote Introduction to Ionospheric Physics (1969) with Henry Rishbeth and, with David Hitt and his fellow astronaut Joseph Kerwin, Homesteading Space: The Skylab Story (2008). Ryba, Jeanne (November 23, 2007). He also invented a cleaner bot astronaut research paper that preserves the marine environment. Citizens ; Aged less than 34 on June 30, 1963; 6 feet 0 inches (1.83 m) or less in height; with a degree in engineering or the physical sciences; were experienced test pilots, or with 1,000 jet pilot flying time; and recommended by employer. Four were from the United States Navy : Lieutenant Commander Richard Gordon and Lieutenants Alan Bean, Gene Cernan and Roger Chaffee. Dunbar, Brian (June 9, 2014). While in high school, Kelly worked as an emergency medical technician in Orange and Jersey City, New Jersey. Archived from the original on July 19, 2016. "Soyuz TMA-M manned transport vehicle of a new series". "Discovery Makes Last Mission a Flight to Remember". Morse, Mary Louise; Bays, Jean Kernahan (1973). As lunar module pilot of Apollo 8 December 1968 First manned circumlunar flight; Anders was responsible for significant photography, notable the Earthrise photographs. Retrieved November 8, 2018. The back-up astronaut will be Sultan Al Neyadi, a former IT professional. Al Mansoori is undergoing his training with the prime team, while Al Neyadi is undergoing his training with the backup team. After undergoing training in Russia, he joined a Russian flight commander and an American flight engineer aboard Soyuz TMA-13 and arrived at the International Space Station two days later. 8 9 Their year in space began with the launch of Soyuz TMA-16M on March 27, 2015, and they remained on the station for Expeditions 43, 44, 45, and. At one point, controllers in Houston were flabbergasted to hear a womans voice reporting to mission control from Skylab: The boys havent had a home-cooked meal in so long, I thought Id bring one. National Aeronautics and Space Administration (nasa to oversee an American space program. The reaction of vital indicators of the human body will astronaut research paper be studied before and after the trip to compare with Earth results. Dwight graduated with Class 62-C in April 1963. In 1973 he was the science pilot. Maxime Faget, his director of engineering and development, had an objection: thirteen was an unlucky number. Garcia, Mark (December 23, 2015). He earned. A b "Expedition 25 and 26" (PDF). In 2015, Kelly was listed as one of the Time 100 Most Influential People. Read more, local Business, the app also allows for remote payments by entering the site and pump. He was Executive Secretary of the National Aeronautics and Space Council from 1969 to 1973, a member of the Atomic Energy Commission from 1973 to 1975, the first Chairman of the Nuclear Regulatory Commission, and United States Ambassador to Norway. He flew in space in October 1968 as lunar module pilot of Apollo 7, the first manned Apollo mission. "Astronaut Bio: Theodore. Garriott taught at the University of Alabama in Huntsville and conducted research in extreme environments, ranging from Antarctica to deep-sea thermal vents. Order Reprints, todays Paper, subscribe. Garcia, Mark (July 22, 2015). He returned to space in 1983 on the 10-day flight of the shuttle Columbia, which carried the European Space Agencys Spacelab 1 module, on which a multinational team of scientists conducted research. The nasa Historical Series. Archived from the original on May 11, 2015. Kauderer, Amiko (December 20, 2010). By the deadlines, 720 applications were received, of which 492 were from military personnel and 228 were from civilians. Line-of-sight guidance techniques for manned orbital rendezvous (Sc. Kelly and his brother astronaut research paper graduated from Mountain High School in 1982. Archived from the original on June 4, 2011. Freeman February 18, 1930 October 31, 1964 Born in Haverford, Pennsylvania, Freeman attended the University of Delaware at Newark for one year, then entered the United States Naval Academy, from which he graduated in 1953 with a Bachelor. All were accepted, so Class IV had fourteen members instead of the usual eight. "Expedition 23 and 24" (PDF). "nasa Administrator's Statement on CRS-7". Williams September 26, 1932 October 5, 1967 Born September 26, 1932, in Mobile, Alabama, Williams attended Spring Hill College from 1949 to 1951, and then transferred to Auburn University from which he received a Bachelor of Science degree in mechanical engineering in 1952. Kauder, Amiko (November 26, 2010). Demographics edit Seven of the Fourteen were from the usaf: Major Edwin (Buzz) Aldrin and Captains William Anders, Charles Bassett, Michael Collins, Donn Eisele, Theodore Freeman and David Scott. Cunningham, Walter (2009) 1977. I painted the outside of the helmet with white acrylic paint. 18 :262 In February 2019, his brother Mark announced his candidacy for US Senator from Arizona. Archived from the original on May 14, 2018. The primary goal of the year-long expedition aboard the orbiting laboratory was to better understand the effects of spaceflight on the human body. Space Task Group (STG) at the nasa, langley Research Center in, hampton, Virginia created an American manned spaceflight project called. "Twin astronauts remember their mother, West Orange's first female police officer". Four, Aldrin, Bean, Cernan and Scott, walked on the Moon. Humphries, Kelly (December 18, 2015). Build the future" (PDF). Advertisement, image, owen. The mission was delayed due to Hurricane Isidore, reducing the underwater duration to five days. Archived from the original on October 23, 2017. 16 They were sent to Brooks Air Force Base for medical examinations between July 31 and August. 16 29 Charles. See also edit References edit Calandrelli E, Escher A (December 16, 2016). The results of this study will later be compared with research conducted on astronauts from other regions. Garriott later revealed that the voice was his wifes, which he had recorded from their home during a private radio transmission the night before. "Astronauts Make Quick Work of Short Spacewalk". For Space Suit: Painter Suit, white Satin, silver Lame, interfacing. None of the four had a chance to fly in space. Kauderer, Amiko (October 23, 2010). He and Mark were selected to become astronaut candidates in April 1996; the first relatives to be selected. 3, kelly's third spaceflight was as a crewmember. The selection panel considered the applications between July 17 and 20, and selected the to 34 for further examination. The panellists were no astronaut research paper longer strangers, the questions they asked were no longer unpredictable, and he had the benefit of having attended the United States Air Force (usaf) Aerospace Research Pilot School (arps). One of his initial assignments was to investigate the F-14 crash that killed Kara Hultgreen. A b Ryba, Jeanne (November 23, 2007). A b Kramer, Miriam (March 28, 2015). Archived from the original on February 9, 2017. I plugged in the hot glue gun, and the soldering iron. Because if theres nothing else, you can look out the window, which would absolutely fascinate me for weeks on end. 26 Group members edit The Fourteen astronauts Image Name Born Died Career ref Edwin. Al Mansoori will be presenting a tour inside the ISS in Arabic, where he will explain the components of the station and the equipment on board. (2010) In late 2007, Kelly was assigned to Expeditions 25 and. The training in geology included field trips to the Grand Canyon and the Meteor Crater in Arizona, Philmont Scout Ranch in New Mexico, Horse Lava Tube System in Bend, Oregon, and the ash flow in the Marathon Uplift in Texas. Schweickart October 25, 1935 Born in Neptune, New Jersey, Schweickart received his Bachelor of Science degree from Massachusetts Institute of Technology (MIT) in 1956, and a Master of Science degree from there in 1963. My Journey to the Stars. I then traced out a basic shape around the sphere that would be the helmet's opening.

aerospace

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The Convair B Hustler , designed and produced by American aircraft manufacturer Convair , was the first operational bomber capable of Mach 2 flight. To achieve the high speeds desired, Convair adapted the delta wing used by contemporary fighters such as the Convair F The bomber was powered by four General Electric J79 engines in underwing pods. Later, four external hardpoints were added, enabling it to carry up to five weapons. Designed to replace the subsonic Boeing B Stratojet strategic bomber, the B became notorious for its sonic boom heard on the ground by the public as it passed overhead in supersonic flight. The B was designed to fly at high altitudes and supersonic speeds to avoid Soviet interceptors. Convair B Hustler - Wikipedia The B made its initial flight on Nov. The thin fuselage prevented internal carriage of bombs so an external droppable two-component pod beneath the fuselage contained extra fuel and a nuclear weapon, reconnaissance equipment, or other specialized gear. The B crew consisted of a pilot, navigator-bombardier, and defense systems operator. Bs set 19 world speed and altitude records and won five different aviation trophies. There were a total of Bs built: 30 test and pre-production aircraft and 86 for inventory. Convair B-58 Hustler of the U.S. Air Force The Convair B was the world's first supersonic bomber, and the first to reach Mach 2. The delta-winged B made its initial flight on November 11, The service ceiling of the plane was 60, feet, and it had a range of 4, miles. The Convair B Hustler was the first operational supersonic jet bomber capable of Mach 2 flight. It carried a nuclear weapon and fuel in a large pod under the fuselage rather than in an internal bomb bay. Replacing the Boeing B Stratojet medium bomber, it was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet fighters. The B received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight. The introduction of highly accurate Soviet surface-to-air missiles forced the B into a low-level penetration role that severely limited its range and strategic value, and it was never employed to deliver conventional bombs.

aerospace

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Satmodo is a satellite phone and data solutions store that offers an array of satellite cell phone and data options to keep you connected anytime and anywhere. We are here to answer all your satellite phone questions to make sure you get set up with the right product and service plan that best fits your business needs or around the world adventures. For those seeking a back-up satellite phone in the event of an emergency, we can help with that, too. Satmodo works with the leading satellite network providers (Iridium, Inmarsat, & Globalstar) to bring you the highest quality satellite service & equipment. We specialize in global satellite products for marine, land, and aviation applications. We have all of the accessories for your equipment too, so you are always able to adapt to your environment and stay connected to the rest of your team. We are committed to delivering reliable communications connectivity anywhere in the world, 24 hours a day, 365 days a year.

aerospace

https://today.umd.edu/new-dart-studies-confirm-nasa-can-bump-asteroids-out-of-collision-course-with-earth

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Maryland Astronomers Were Central to Planetary Defense Mission That Smashed Into Asteroid Moon Last Year Illustration by NASA/Johns Hopkins APL Humanity now has the ability to change the trajectories of near-Earth objects like asteroids to defend the planet, a group of four research papers about NASA’s Double Asteroid Redirection Test (DART) confirmed today in the journal Nature. The mission, which slammed a spacecraft into a small asteroid moon and changed its orbit last September, includes several University of Maryland astronomers. “We can’t stop hurricanes or earthquakes yet, but we ultimately learned that we can prevent an asteroid impact with sufficient time, warning and resources … preventing large-scale destruction from occurring on our planet,” said Derek Richardson, a professor of astronomy at UMD and a DART investigation working group lead. The four papers, which include more than ten UMD faculty, staff, students and alums as co-authors, detailed DART’s successful impact, the possible physics behind the collision, observations of the resulting debris ejected from the asteroid moon Dimorphos and calculations of its orbital changes. Among the findings: The DART spacecraft was not the sole provider of momentum in the impact with Dimorphos. An additional shove was caused by violent spews of debris when the spacecraft slammed into the diminutive asteroid moon. “There was so much debris ejected from the impact that Dimorphos was pushed approximately 3.5 times more effectively compared to being hit by the DART spacecraft alone,” said Richardson, who helped compute and verify the momentum transferred between the DART spacecraft and Dimorphos. According to UMD Principal Research Scientist Tony Farnham, who calculated the direction of the asteroid’s ejecta, this finding was confirmed when the team measured that the asteroid’s orbit had changed more than the team’s more conservative expectations. “Pre-impact, we expected the impact to shorten Dimorphos’ orbit by only about 10 minutes,'' Farnham said. “But after the impact, we learned that the orbital period was shortened even more, reducing an ordinarily 12-hour orbit by slightly more than 30 minutes. In other words, the ejected material acted as a jet to push the moon even further out of its original orbit.” The DART team anticipates that the upcoming European Space Agency Hera mission launching in October 2024 will unravel more information about the DART impact site. By 2026-27, the Hera spacecraft will revisit the binary asteroid system containing Dimorphos and Didymos (a larger asteroid the small moon orbits) to assess the internal properties of both asteroids for the first time, providing a more detailed analysis of the DART impact’s effects on the system and the geophysics behind solar system formation. “We still don’t know a lot about Dimorphos and Didymos because we have only seen the outsides,” said UMD astronomy Professor Jessica Sunshine. “What is their internal structure like? Are there differences in porosity between the two? Those are the types of questions we need to answer to really see how effective our deflections are and how celestial bodies like those asteroids form and evolve.” While the Hera mission is still in the construction phase, research from both DART and its predecessors like Deep Impact (a 2005 UMD-led NASA mission to collide with a comet for which Sunshine was deputy principal investigator) still offer a wealth of information on how humans can develop additional ways to defend Earth from approaching asteroids and comets. Thanks to a legacy of kinetic impact-testing initiatives and planetary defense research led by the late Distinguished University Professor of Astronomy Mike A’Hearn, UMD astronomers are equipped to evaluate and advance planetary scale impact experimentation. Richardson, Sunshine, Farnham and their colleagues hope to honor the work that led up to DART by continuing to help pioneer new methods of asteroid threat mitigation. “These papers are simply the very first results about the DART mission to be published,” Farnham said. “But there are dozens of studies currently underway that will help us further our understanding of the impact and implications for planetary defense while uncovering more interesting phenomena.” Other UMD-affiliated DART research contributors and co-authors include astronomy Principal Research Scientist Ludmilla Kolokolova, Adjunct Assistant Professor of astronomy Matthew Knight, astronomy Ph.D. student Carrie Holt, and alums Harrison Agrusa M.S. ’19, Ph.D. ’22, Jian-Yang Li M.S. ’02, Ph.D. ’05, Stephen Schwartz M.S. ’07, Ph.D. ’13 and Patrick A. Taylor ’03. The Johns Hopkins University Applied Physics Laboratory built the DART spacecraft and manages the mission for NASA. Maryland Today is produced by the Office of Marketing and Communications for the University of Maryland community on weekdays during the academic year, except for university holidays. Faculty, staff and students receive the daily Maryland Today e-newsletter. To be added to the subscription list, sign up here:Subscribe

aerospace

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An American Airlines flight scheduled to depart Boston for Charlotte, N.C., was forced to return to the gate on Monday following reports of an odd odor which ultimately sent a passenger and multiple crew members to the hospital. The airline has determined that the aircraft had turned around due to a mechanical issue, according to the Associated Press reports, although it’s unclear how the issue was, if at all, related to the odor. In total, four people were transported from Boston’s Logan International Airport to nearby hospitals, including three members of the flight crew and one passenger. The Massachusetts Port Authority, which operates the airport, has confirmed the news. The rest of the passengers continued on to Charlotte on a different aircraft, and after a nearly four-hour delay, adds MassLive.com. American has since confirmed that the plane was removed from service. This isn’t the first time an odor aboard an American Airlines flight has sent passengers or crew to the hospital. In July, at least three people were taken to a hospital after crew reported a mysterious odor on a flight from Houston to Miami. Later, in October, several crew members requested medical attention after reportedly smelling an odor on a flight that hadn’t yet left the gate. The Associated Press contributed to this report.

aerospace

https://swampbutt.com/in-space-no-one-can-hear-you-fart/

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In space no one can hear you fart. The allure and appeal of being an astronaut leaked out of a nations’ psyche like so many milliliters of urine or grams of fecal matter. Why? Because of the requirement by NASA as outlined in a competition to design the perfect space suite capable of keeping astronaut poop and pee in place during… I don’t know… long space walks, someone else is in the toilet, did not have to go then, who knows. But NASA wanted the space suit designed thusly as described in the following requirement: “For the competition, the space agency asked for solutions that could take care of up to 144 hours of human waste, which could include up to a liter a day of urine, 75 grams and 75 ml of fecal matter and up to 80 ml of menstrual collection.” Ewe! The only possible upside is that at least it’s your own poop and pee though the term ‘upside’ and ‘space toilet’ are at odds. Can’t astronauts just go outside? Yes, the have and do. See the attached photo for a graphic reference. In Space No One Can Hear You Fart In Space No One Can Hear You Fart Possible Reasons For This Requirement: - Did not have to go before we blasted off. - The Russians are hogging the toilet and used all the paper. - No Bucees in space. - Have you looked inside the bathroom on the ISS? - Everything in space is weightless. EVERYTHING! More than 5,000 proposals were submitted from more than 150 teams around the world for the challenge, hosted on the HeroX crowdsourcing site. The top winner was family physician and flight surgeon Thatcher Cardon, who won $15,000 for his idea – MACES Perineal Access & Toileting System (M-PATS). So explore the heavens while squirming in your own waste! Dream big you shiny diamond. To read the whole story, go here: NASA Makes It OK To Poop and Pee On Yourself While In Space.

aerospace

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One of the more annoying things about being a traveller from Montreal is not having as many direct flights as Toronto which means having to fly there to connect to other destinations. It’s even more annoying when you are flying from somewhere in Europe and have to fly over Montreal on the way to Toronto in order to fly back home. Thankfully, Montréal-Trudeau airport keeps on adding more and more direct flights to new destinations and welcoming new airlines. The latest is Norwegian which has been offering a direct connection to Pointe-à-Pitre and Fort-de-France since October. YUL is the first Canadian airport to welcome the airline. Beginning April 29, 2019, Austria Airlines will also offer direct, year-round flights to Vienna. The long-haul flights will operate with a Boeing 767 aircraft with daily service throughout the summer and five flights per week during the winter. Meanwhile, Sunwing will offer a new destination from Montreal starting on December 18. On that date, it will begin service to Mazatlán, the ninth Mexican destination served from YUL. Sun-seekers will also be glad to learn that flights to Saint Martin and San Juan are coming back into service starting in mid-December. Air Canada will serve San Juan while Air Transat will operate to both destinations. Flights were cancelled to those destinations last year following Hurricane Irma. With these additions this winter, Montréal-Trudeau will now connect to 127 destinations, including 69 international airports, which is an increase over the 123 destinations offered last year and sets a new record for air service during the winter season. As of next year, more than 150 direct destinations will be offered from YUL, including 91 international destinations. This represents the fastest growth in air service at Montréal-Trudeau in a decade with the addition of 11 new destinations, including two in the spring of 2019. Montreal travellers will also be glad to hear that the ultra low-cost carrier Canada Jetlines has announced that it will fly out of Saint Hubert Airport (YHU). Jetlines’ aircraft roll-out strategy combined with the airport’s recent refurbishment of its main runway and its plan to build a passenger terminal building could bring Jetlines to the province as early as 2020.

aerospace

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The St. John’s Heliport has been a critical element for our local oil & gas industry ever since the first rotation of workers went to the Hibernia Platform in 1997. Helicopters are the main way personnel are transported to our offshore oil facilities. Helicopters also serve an extremely important function in our offshore safety strategy and are quickly deployed in case of emergency. - Helicopter Pilots – manipulate the helicopter flight controls in order to achieve controlled aerodynamic flight. - Aircraft Engineers – service and repair aircraft and aircraft components Business and Administration: - Logistics Coordinators – oversee entire events or projects that typically have many facets, including scheduling, delivery and coordination of equipment, materials and people. - Security Agents – develop, document, and implement policies and procedures for protecting company assets.

aerospace

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Airbus A320 -Two Design Flaws? Wednesday's dramatic landing of the JetBlue A320 at Los Angeles was heartstopping. It was amazing to see the flight skid to a halt right in the middle of the runway. Watching this on TV, I was told that such incidents of the front landing gear are very rare. Good thing, because you could see how a plane in the hands of a lesser pilot could have skidded off the runway, or flipped over. But now the New York Post reports that there have been at least seven prior incidents of the front landing gear being stuck. The NY Daily News says that there have been at least five prior incidents of this type. That's not so wonderful. Previous incidents have been blamed by Airbus on bad maintenance, but I'm not sure about that. And this plane supposedly cannot dump fuel in flight. If that's true, I see this as a major design error. There will be times when a large plane needs to dump fuel in order to minimize fire / explosion risk in an emergency landing, or to minimize the weight of the plane when it is necessary to land very soon.

aerospace

http://www.northamericantcc.com/private-jet-charter-miami/

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Private Jet Charter Miami: Fast And Convenience Air Travel Option Convenience is the main reason why many in the business community prefer private jet charter over commercial air travel. The indolent formalities and time-consuming procedures synonymous with commercial flights are the major drawbacks that make chartering a private jet to or within Miami a suitable option. Private charters may not be cheap, but the benefits of this air travel option often compensate for the cost of travel. The reasons for choosing a private jet charter as the preferable mode of transport to the next destination may differ, be it you are traveling on business or vacation. However, you need to know a few things about chartering a private jet before you consider making such travel arrangements in Miami. What You Need To Know In as much as chartering a private jet may be viewed a costly, the cost should not be prohibitive. In fact, a private jet charter is the least expensive mode of private air travel in comparison to jet cards and fractional ownership shares. It might be costlier than commercial air travel but a chartering a plane will ultimately cost you less if you account for the convenience of time and travel options is has over commercial flights. A commercial flight in the United States is restricted to only 550 airports, which can accommodate big commercial planes. As such, commercial air travel will have limitations in terms of destination. On the other hand, taking a private jet charter Miami will give you more destination options since the aircraft is small and can fly into around 5500 airports around the country. With a chartered private flight, gone are the long hours of waiting for an available plane. Moreover, the flight is pre-planned and can still be changed if you the need arises during the trip; this is not possible with a commercial flight. Moreover, you will have a flight with an excellent in-cabin service, commitment to a tight flight schedule, devoid of paperwork and other flight formalities of a commercial flight. What To Consider When Booking A Private Jet Charter In Miami If you are considering booking a private chartered flight to Miami, then you should consider two important things that will ensure you get the right kind of service. The two are the Miami company you will approach, and the type of plane you will need. 1). Do not be quick to judge a private jet charter Miami company based on their prices, focus on the company’s reputation. Yes, the cost might be a factor that you cannot overlook, but it should not be the primary deciding factor. A reputable company will offer you different planes that can suit your needs and expectations and open enough to allow you access to all pertinent information you need about their planes and services. Compare at least two or three flight charter companies before making is final decision. 2). You flight options when opting for a private jet charter in Miami will include a choice of plane to use. You can pick from different size aircraft based on your needs. The options range from heavy jets, midsize jets, super-midsize jets, and light jets with the latter being a common choice for many travelers that prefer private jet charters.

aerospace

https://csulawfaculty.org/2017/02/21/sundahl-publishes-on-maritime-courts-in-ancient-greece-and-the-regulation-of-non-traditional-space-activities/

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C|M|LAW Professor Mark J. Sundahl has published an article regarding the procedural aspects of the ancient Athenian maritime commercial courts. The piece was published in Symposion 2015, a book published by the Austrian Academy of Sciences collecting the papers presented at the 20th Symposium of the International Society for Greek and Hellenistic Legal History which took place in August 2015 in Coimbra, Portugal. Professor Sundahl has also published an article describing the recent evolution of U.S. regulation of new space ventures including on-orbit servicing and refueling of satellites, private lunar missions, and asteroid mining. The article examines how U.S. regulations are expanding along with new types of space activity and explores what degree of regulation is required in order to comply with international law. Regulating Non-Traditional Space Activities in the Wake of the Commercial Space Launch Competitiveness Act was published in the Air & Space Law, a peer-reviewed journal published by Wolters Kluwer.

aerospace

https://www.ice.csic.es/8-news/285-more-than-5-million-kilos-of-material-released-after-the-dart-probe-collision-with-dimorphos-asteroid

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On 27 September 2022, NASA's DART (Double Asteroid Redirection Test) mission collided with its target, the asteroid Dimorphos, changing its orbit. This was the first planetary defense test mission designed to alter the course of an asteroid. Its success was followed by an intensive analysis of the collision, which includes the study of the tons of asteroidal rocks that were displaced and thrown into space. The results of these analyses are published today in four articles in Nature, that include the participation of researchers from the Institute of Astrophysics of Andalusia (IAA-CSIC) and the Institute of Space Sciences (ICE-CSIC). The DART mission sought to prove the usefulness of the kinetic impact method to deflect potentially dangerous asteroids without using explosive charges. Its target, located 11 million kilometres from Earth, was the Dimorphos satellite (with a 160-m diameter) that orbits the asteroid Didymos (with a 780-m diameter), forming a binary system. The impact of the probe, which was travelling at about six kilometres per second, deflected Dimorphos’ orbit and shortened its orbital period by more than half an hour regarding Didymos, which was a success for the project. "However, many other aspects remained to be studied, in particular, the characterisation of the material ejected after the collision," says Fernando Moreno, a researcher at the IAA-CSIC who participates in one of the articles. Thus, from the moment of the impact and up to several months later, the Hubble Space Telescope (HST) has taken images of this material and characterised its evolution. The CSIC researcher clarifies: "Although part of the material consists of particles ejected at a high speed, at several hundred metres per second, and that quickly disappears from the field of view of the cameras, we have been able to observe the low-speed component." This article presents a fundamentally morphological study of the evolution of this material, which allowed us to determine the complex interaction between the asteroid system and the dust under the action of the solar radiation pressure. “When DART excavates the impact crater, the surface and subsurface structure of the asteroid play a role. Large rocks are thrown but, to a large extent, we have seen that many have been weakened by space processing on the surface of the asteroid and, therefore, were preferentially shredded by the impact and immediately thrown into space in the opposite direction of the projectile as centimetre to micrometre particles, then being subjected to the solar radiation pressure”, points out Josep Maria Trigo, a researcher at the ICE-CSIC and member of the Institute of Space Studies in Catalonia (IEEC) and co-author of the study. “This radiation pressure pushes micrometre particles away to distances of several thousand kilometres in a couple of days, while the larger particles, ejected at speeds close to the escape velocity of the system (about forty centimetres per second) show spiral movements around the system and a complicated evolution over the days. We see, for example, the appearance of a double tail, which could be related to the re-impact of a portion of the largest emitted particles or ‘boulders’ on the surface of Didymos, either because of the disintegration of those same boulders due to high speed of rotation or to the effect of mutual collisions”, indicates Moreno. Asteroid activation is a phenomenon that occurs naturally in the Solar System and produces an increase in brightness of the object and the deployment of a tail of dust similar to that of comets. The DART experiment will help characterise active asteroids in which collisions with other asteroids act as a trigger mechanism. Great effiency in deflecting asteroids On the other hand, Trigo, ICE-CSIC and IEEC researcher, has studied and interpreted the Dimorphos images obtained by the Draco camera onboard DART and from the Italian LICIACube probe, as well as the effects produced in the environment of the binary system of some of the largest telescopes on Earth and in space before and after the impact. The specialisation of the ICE-CSIC team in the chondritic meteorites that make up these asteroids has made it possible to improve the interpretation of the processes that occurred in them. The CSIC researcher has also contributed to quantifying the impulse factor produced by the DART crash, the so-called beta factor, participating in three of the four articles published by Nature. “We have verified through these images the effects caused by the impact of DART. For several weeks, Dimorphos' period of revolution measurements were hampered by the enormous amount of dust emitted by the DART crater. We cannot forget that Dimorphos is enormously fractured by colossal impacts and seems to have a fragile rubble pile structure, with which the density and porosity of the material are key factors when it comes to quantifying the beta factor”, says Trigo. Scientists have found that a probe like DART, based on a technique known as a kinetic impactor to deflect asteroids, has great potential to be effective. “Humanity now has a plan in case an asteroid on a direct collision path with the Earth is discovered. In fact, we could say that DART has ushered in a new era of active planetary defense against the danger of asteroid impact,” he concludes. The DART mission observations will produce more results shortly. “We will characterise the ejected material with the application of Monte Carlo dynamic codes, which allow us to study the dynamic evolution of the particles and build synthetic images, which in turn reveal the properties of the dust: size distribution, velocities and total ejected mass. This is very important with a view to determining the so-called beta factor on the efficiency of the transmission of linear momentum in the collision, apart from the knowledge that it transmits about the natural collision processes in the asteroid belt”, specifies Fernando Moreno. “We will soon obtain a better understanding of the structure, composition and porosity of both asteroids thanks to the arrival in this binary system of the Hera mission of the European Space Agency (ESA), which will allow us to delve even deeper into the dynamic origin and collisional evolution of these bodies, representative of those that could jeopardise life on Earth”, says Trigo. The Applied Physics Laboratory (APL) at John Hopkins University (USA) built and operated the DART spacecraft and manages the DART mission for NASA's Planetary Defense Coordination Office as a project of the Office of Missions Program Planetary of the American agency. LICIACube (Light Italian Cubesat for Imaging of Asteroids) is a mission of the Italian Space Agency (ASI) that is part of the DART mission carried out by Argotec. The properties of the crater generated on the surface of Dimorphos, as well as the evolution of the system's dynamics, will be studied by the ESA's Hera mission, which will be launched in 2024 and will begin the study of the system in 2026.

aerospace

https://ronecarpenter.com/author/

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Ron Carpenter was found and fostered by a young woman when he was two and a half years old. At the age of eleven, he started to find a job, had worked on a farm— from sunrise to sunset— and did some other odd jobs after school. He quit high school to join the military and fought a war in Korea. After his honorable discharge, he received his General Education and pursued in college with the GI Bill assistance. While on a plane ride with his wife’s friend, he discovered that he could handle the plane fairly well and was hooked on flying since then. With much vigor to chase after his newly found course, he took the hard way of becoming a pilot of his own aircraft. He found a job in Fairbanks as a computer field engineer working for the military and a couple flying jobs on his own. He then applied with FAA and formed his own air taxi service before running into snag with other bush pilot operations. Now, he was with one of the local carriers and is flying the dream he ought to have.

aerospace

https://aircord.co.jp/en/projects/jal-sky-museum/

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aircord was responsible for the overall planning, producing, direction, and as well as technical direction, development and production for all aspects of the the complete renewal of the JAL SKY MUSEUM, a facility which brought in 140,000 visitors in 2018, as part of JAL’s activities to contribute to society. The old museum had issues in terms of updating content, customer access, scalability of facilities, multi-language support, and universal design. With these issues in mind, the museum was renovated—bringing its facilities from analog to digital, from standardized tours to free exploration, from single-purpose to multi-purpose use, from Japanese to multilingual, and a more universal design. The new museum utilizes its new concept—connections—to become a hands-on facility where visitors can learn about jobs in aviation, the history and future of JAL, as well as learn about aircrafts and science. The JAL brand identity was expanded with technology and creativity, aiming to stimulate the curiosity of visitors and provide new experiences involving the skies. The JAL SKY MUSEUM is composed of the following zones. The runway-like space contains an aircraft cockpit, a large-scale screen, life-size displays of staff members representing each role. All of JAL’s historical documents from the 1950s through the 2010s are digitally archived, with touch panels to allow visitors to view the documents from each decade. There are also model planes, real uniforms, and historical documents on display. An area where visitors can experience JAL's future projects through an interactive exhibition utilizing multi-projection and surround sound. ・Imperial Household Flights / Special Flights Area An introduction to the many special flights that JAL has operated to date, including the imperial household flights used by the emperor of Japan and rescue charters used in times of emergency. - Creative Director / ProducerToshiyuki Hashimoto (aircord / The Shift) - Chief Planner / Project ManagerYasutaka Sasaki (aircord) - Technical ProducerOsamu Iwasaki (aircord) - Technical Director / Software EngineerHisaki Ito (aircord) - Technical Director / EngineerToshiyuki Sumida (aircord / graico) - Software EngineerTakeshi Doi (UNLIT Inc.) - Technical Director / DesignerSeiya Nakano (aircord) - Technical SupportKeitaro Irisuna (aircord) - Project ManagerMotoyo Ochiai (aircord) - Production SupportSana Yamaguchi (aircord) - Production SupportMaho Ishizaka (aircord) - DesignerJiyu Park (The Shift) - Art Director / Designer / Project Manager6D-K - Editor / WriterIto Research Institute Inc. - Director / Art Director (Archives Zone / OnScreen Media / Official Website)TWOTONE - Producer / Project Manager (Archives Zone)puzzle - Producer / Production Manager (Video Contents)P.I.C.S. - Motion Director / Designer (Video Contents)LIKI inc. - Productioin and Construction (Space / Exhibition Fixtures)TSUMURA KOGEI Co.,Ltd. - Audio Visual HardwareG-Smatt Japan - Cockpit InstallationINTERCRAFT Corporation - Director (Video Contents)Takafumi Tsuchiya (connection) - Planner / Director (Archives Zone)Takayuki Rokutan (MUJURYOKU) - Art Director / Chief Designer (Exhibition and Space Design)Takeshi Tanio (mumedesign) - Direction Support (Exhibition and Space Design)Takashi Nakahara (DENBAK-FANO DESIGN) - Lighting Designer (Exhibition and Space Design)Atsushi Sugio (SUGIO LIGHTING DESIGN) - Designer (Exhibition and Space Design)Daisuke Hayakawa (DENBAK-FANO DESIGN) - Designer (Exhibition and Space Design)Kouhei Nagata (DENBAK-FANO DESIGN) - Designer (Exhibition and Space Design)Jin Hatanaka (eleven) - Producer (Official Website)Jun Kawashima (TENT) - WriterAkiko Yamamoto (Freelance) - Cinematographer (Video Contents)Makoto Tajima (office TATEOKA) - Lighting Engineer (Video Contents)Kayoko Maekawa (mugico) - Offline Editor (Video Contents)Atsuya Otsuka (Freelance) - Post Production (Video Contents)Ko Yamamoto (PPC) - Motion Designer (Video Contents)Shunsuke Takase (Freelance) - Animation Director (Video Contents)mizuhiro (Freelance) - Sound Designer (Video Contents)Yoshiteru Himuro (Freelance) - Sound Designer (Video Contents)Keiichi Yasuda (PACO)

aerospace

https://www.immaturebusiness.com/what-is-aerospace-precision-machining/

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Aerospace precision machining makes it possible for designers and engineers to produce complex aircraft components with precision. You’ll find out what makes a part of an aircraft complex. And you’ll learn about the benefits of Intrex aerospace precision machining, including the ability to reduce weight without compromising quality. In order to ensure maximum performance and safety, aircraft rely on high-quality components and CNC machining technology. CNC machining can provide high tolerance and speed to the entire process, resulting in seamless fabrication and seamless surface finishes. However, precision and accuracy are critical factors when manufacturing an aircraft. To find out whether your company is a good fit for CNC machining, you must research the industry. Choose a machine that can achieve the necessary tolerance. Ideally, it should meet the standard measurements of the model. Aerospace precision requires tight tolerances in order to maximize performance and quality. However, it increases the overall cost, as a perfectly manufactured part is more expensive. Therefore, make sure to invest in high-quality CNC machining to get the most out of your aerospace tooling. You should also find a CNC machining company with a high level of customer support and service. While it’s possible to perform precision machining of large components on a standard milling machine, 5-Axis machinists typically focus on producing parts of a more complex design. These parts may include turbine blades and valves. The automotive industry also utilizes 5-Axis machining to produce complex parts in higher volumes. These parts must meet strict tolerances and often have unique shapes. Many benefits of using these machines for aerospace manufacturing include greater efficiency and a smoother finish. Compared to three-axis machining, 5-axis machines require less manual repositioning and tool changes. Also, the 5-axis machine allows operators to reach all sides of the workpiece with ease and precision. In addition, 5-axis machining is much safer and more secure than other types of machining. As the aerospace industry relies heavily on high-precision machining, it faces unique challenges. For example, aerospace tolerances are much tighter than in most other industries, so even a small miscalculation can compromise the mission of a platform. Consequently, 5-axis machining is critical to the success of this industry. And, if you’re considering purchasing a 5-axis machining machine, make sure to consider the requirements for your work envelope. Thermal stability control Thermodynamic simulations of temperature changes during aerospace precision machining can greatly improve the accuracy and reliability of parts produced in these applications. A key element of this research is the determination of Telecommunications Service Priorities (TSPs) that are stable and accurate in the long term. To determine TSPs, a number of experimental methods are used. One of these methods is the uncertainty-correlation coefficient. The uncertainty-correlation coefficient is inversely proportional to the correlation coefficient. In other words, when TSPs are chosen by minimizing uncertainty, they will be more stable. The first step is to select a TSP model. The ideal TSP model is one with a high correlation to thermal error. However, the correlation between the temperature and the thermal error may be unstable and change with the temperature conditions of the machine tool. This instability can drastically reduce the accuracy of thermal-error compensation models. Therefore, a TSP model should be based on data rather than a mathematical model. The benefits of aluminum alloys include their lightweight and high strength. They are also non-toxic, recyclable, and formable. Precision machining can be done on these metals, as they have various strengths and characteristics. For example, if an aluminum part needs to be thin, it can be milled to fit the shape. Additionally, aluminum alloys can be used for aerospace precision machining, as they are highly resistant to corrosion. The 2000 series aluminum alloy is the most popular for aircraft parts, as it contains copper as its main alloying element. It is also easy to weld and machine. This alloy is used for aerospace parts and is the most affordable grade of aluminum. The 6000 series aluminum alloys contain silicon and magnesium. This aluminum alloy is used in aerospace precision machining for aerospace parts because of its high strength and corrosion

aerospace

http://events.gazette.com/colorado_springs_co/events/show/293598725-space-systems-engineering-a-short-course-for-space-professionals

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Space-Systems Engineering: A Short Course for Space Professionals Space-Systems Engineering is a short course offering an introduction to the characteristics of space, and why it can be a complete challenge apart from other engineering disciplines. This course is designed for space professionals managing projects and engineering designs, team members assigned component development tasks for system integration, and personnel involved with communications and logistical issues, before and after deployment. Created by UCCS_ExtendedStudies 1420 Austin Bluffs Pkwy. University Center, Room 116 Colorado Springs, CO 80918

aerospace

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Space Weather News for March 9, 2012 INCOMING CME: As Earth's magnetic field reverberates from the impact of one CME on March 8th, a second CME is on the way. Big sunspot AR1429 unleashed an M6-class solar flare today, and the eruption hurled a cloud of plasma almost directly toward Earth. Forecasters say the CME could reach our planet during the late hours of March 10th or early hours of March 11th. Strong geomagnetic storms are possible when the cloud arrives. Check http://spaceweather.com for more information and updates. SPACE WEATHER ALERTS: Would you like a call when geomagnetic storms are in progress? Aurora alerts are available from http://spaceweathertext.com (text) and http://spaceweatherphone.com (voice). You are subscribed to the Space Weather mailing list, a free service of Spaceweather.com. New subscribers may sign up for free space weather alerts at http://spaceweather.com/services/ .

aerospace

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Forms & Templates Other Template Forms for Purchasing or Selling Aircraft Conyers Dill & Pearman Mark Goldstein, P.A. Saavedra & Goodwin Aerlex Law Group Andreini and Company Rhodes Risk Advisors Lance Toland Associates LL Johns & Associates Aviation Tax Services Aviation Tax Consultants No Plane No Gain Mach Point One Escrow & Title Services AIC Title Service, LLC Insured Aircraft Title Services, Inc. Wright Brothers Aitcraft Title News / Magazines Aviators Hot Line Aircraft For Sale Fifty Sky Shades FBO & Charter Today Equipment Finance Advisor Professional Pilot Magazine Propwash Sign Up from Aero News Corporate Jet Investor Aviation News Today General Aviation News Aviation Phonetic Alphabet - Asset-Based Finance - Financing extended to a borrower with primary focus on the value of the collateral, not the borrower. - Balloon -Final payment on a lease or loan that is substantially larger than the preceding payments, expressed as a percentage of the loan amount: ex., 'a 10% balloon.' Interest is paid on the entire amount outstanding during repayment, but the 10% principal payment is made when the loan matures. - Capital Lease - A capital lease is a lease in which the lessor only finances the lease, and all other rights of ownership transfer to the lessee. The lessee can only record the interest portion of a capital lease payment as expense. - Dry Lease - A short-term lease of the aircraft, not including the crew, insurance and maintenance. - FAR Part 91 - Federal Aviation Regulation; created and mandated by the FAA. An aircraft maintained FAR Part 91 cannot be used to generate a profit; cannot be used for charter, transporting freight for a fee, sightseeing tours, parachute jumping, etc... FAR Part 91 certification is generally used for corporate and privately-operated aircraft with a passenger capacity of 19 or less; used for executive and/or personal transportation. - FAR Part 121 - Federal Aviation Regulation; created and mandated by the FAA applicable to Air Carriers and Commercial Operators - Commercial Use (Same as FAR Part 135, but used for aircraft with a passenger capacity of over 19.) - FAR Part 129 - Federal Aviation Regulation; created and mandated by the FAA applicable to Foreign Operators and Foreign Carriers. - FAR Part 133 - Federal Aviation Regulation; created and mandated by the FAA applicable to Rotorcraft (helicopter) external-load operations (Firefighting, Search & Rescue, Agricultural, etc...). - FAR Part 135 - An aircraft maintained FAR Part 135 can be used to generate a profit; can be used for charter, transporting freight for a fee, sightseeing tours, parachute jumping, etc... FAR Part 135 certification is generally used for aircraft with a passenger capacity of 19 or less for the above purposes. However, corporate and/or privately-operated aircraft used for executive and/or personal transportation can be FAR Part 135 certified; the aircraft is generally considered safer and worth more at resale time due to additional and more frequent inspections required by this certification. The aircraft must be flown by a commercially-rated pilot. - FAR Part 145 - Federal Aviation Regulation; created and mandated by the FAA. A certificate or rating issued to a repair station. A person who meets the requirements is entitled to a repair station certificate for aircraft maintenance. There are certain requirements that are necessary such as employee training. - Finance Lease -A lease of an aircraft over most of its economic life. Risks and rewards of ownership belong to the lessee over time, though lessors retain the right to repossess in the event of a default. - Helicopter - Any of a class of heavier-than-air craft that are lifted and sustained in the air horizontally by rotating wings or blades turning on vertical axes through power supplied by an engine. A type of rotorcraft in which lift and thrust are supplied by rotors. - Jet Aircraft - Propelled by jet engines, (nearly always a fixed-wing aircraft) (jet propulsion). - Lease - A contract to operate an aircraft over a specified time in exchange for rental payments. The lessee operates the aircraft, while the lessor remains the legal owner. - Leaseback - When a company owns the aircraft, then sells it to another company only to immediately lease it back from the new owning company. - Lessee - Individual or company who leases an aircraft from its owner. - Lessor - The owner of an aircraft that leases it to another party. - Operating Lease - Operating leases usually range in length from three to 10 years. In an operating lease, the lessee pays to use the aircraft during the lease term, but does not fully repay the lessor's investment and does not own the aircraft when the lease ends. - Piston Engine Aircraft - Piston airplanes have one or more piston-powered engines connected to the propeller(s), which provide thrust to move the aircraft on the ground and through the air. - Sub Lease - The lease to the end user in an asset management structure, where a third party continues to make payments on the head lease to the asset's owner. - Turbo Prop - A turboprop engine is a turbine engine that drives an aircraft propeller. In contrast to a turbojet, the engine's exhaust gases do not contain enough energy to create significant thrust, since almost all of the engine's power is used to drive the propeller. - Wet Lease - A short-term lease for seasonal needs, including the aircraft, crew, insurance and maintenance(ACIM) during the period of the lease.

aerospace

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The Office of Space Science Education (OSSE) was established within the Space Science & Engineering Center (SSEC) at the University of Wisconsin-Madison to conduct K-12 education and public outreach programs. OSSE strongly emphasizes partnerships between scientists and teachers in local, regional and international schools to develop standards-based programs that achieve the mutual objective of improving the level of literacy for STEM (Science, Technology, Engineering and Mathematics) education. OSSE believes that state and national STEM education goals will be achieved by sharing the excitement of new discoveries acquired through space exploration and earth remote sensing research. Our programs encompass the multidisciplinary areas of space science including; earth systems science, atmospheric science, solar system exploration, and astronomy. OSSE engages in community programs including, teacher professional development in earth and space science, K-12 student programs and science museum programs in partnership with state, national and international organizations including Europe and India. Programs and activities are supported by funds from NASA, NOAA, UW – Madison Baldwin Endowment, the Indo-US Science & Technology Forum (IUSSTF), and the European Space Agency (ESA). Over the past decade, outreach efforts have included the Cooperative Institute for Meteorological Satellite Studies (CIMSS), the Antarctic Astronomy and Astrophysics Research Institute (A³RI), and other UW-Madison departments such as Astronomy (Space Astronomy Laboratory and the Space Place), Atmospheric & Oceanic Sciences, Physics, and Geoscience and the Wisconsin Department of Public Instruction (WDPI). Our most recent E/PO programs and collaborative efforts include the European Space Agency’s Venus Express Mission (in cooperation with NASA) and independent evaluation support for the University of Arizona’s OSIRIS-REx Asteroid Sample Return Mission. OSSE Director, Ms. Rosalyn Pertzborn has significant experience in design, implementation and evaluation of Education and Public Outreach (E/PO) programs for NASA Space Flight Missions. OSSE founder and Planetary Scientist, Dr. Sanjay Limaye continues to function as lead scientific advisor. Ms. Hsuan-Yun Pi supports product development and training activities as well as website design and multimedia development. Ms. Margaret Mooney was an outreach specialist for OSSE's earth science programs, including GLOBE (Global Learning and Observations to Benefit the Environment) and is currently a lead outreach specialist for CIMSS's education and outreach program.

aerospace

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IRIDIUM provides voice, messaging and data services through a constellation of 66 low-earth orbiting (LEO) satellites. The Iridium satellite system is the only provider of truly global, truly mobile satellite voice and data solutions with complete coverage of the earth, including oceans, airways and Polar Regions. Iridium delivers essential communications services to and from remote areas where terrestrial communications are not available The maritime solution offers you a wide range of benefits: Call (+47) 22 72 60 60 or use our (Contact us or Book a meeting)

aerospace

http://vocerolatinonews.com/cle-celebrates-nasas-75th-anniversary-with-art-exhibition/

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Cleveland Hopkins International Airport (CLE) Temporary Art Exhibition Program was conceived to help the Airport continue to enhance travelers’ experience by providing examples of the artistic richness and cultural diversity of the greater Cleveland area. In recognition of this year’s 75th Anniversary of the National Aeronautics and Space Administration’s (NASA) John H. Glenn Research Center, Mayor Frank G. Jackson gave brief remarks at the Art Exhibit event held at CLE on Riverside Drive. Named after former senator, John H. Glenn, an Ohioan who was the first-American to orbit Earth when he piloted “Friendship 7” around the globe three times in 1962, the Glenn Research Center designs, develops and tests innovative technology for aeronautics and spaceflight. Additionally, the Center designs game-changing technology for spaceflight that enables further exploration of the universe and creates cutting-edge aeronautical technology that revolutionizes air travel. Mayor Jackson was joined by Dr. Janet Kavandi at the opening of the exhibit, Research Rising: Celebrating 75 Years of the NASA Glenn Research Center, which is currently on display at Cleveland Hopkins International Airport. The exhibit captures the essence of NASA’s commitment to transforming aviation by dramatically reducing its environmental impact, maintaining safety in more crowded skies and paving the way to revolutionary aircraft shapes and propulsion. Powered by Facebook Comments

aerospace

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Manila Air Show draws large crowd The 2002 Manila Air show drew a large crowd in spite of the high temperatures. The sixth annual air show is sponsored by the Manila Pilots' Association (MPA) and the city of Manila with area businesses contributing to make the event something special for the entire family. Sarah Hargrave, a Manila high school senior, sang the National Anthem while skydivers from the Central Arkansas Parachute Company kicked off the show by carrying the Arkansas Flag and the American Flag made a perfect landing. The Central Arkansas Parachute Company has been part of the Manila show every year since the beginning. In addition to tandem diving, daredevil aerobatics, wingwalking, kiddie ground rides, airplane rides, food, entertainment by Crowley's Ridge Cloggers under the direction of Leona Miller, and aircraft of all kind were exhibited. Members of the MPA are very pleased each year to open the Manila airport for the public to enjoy. There is no charge to the public for the show or parking. Nelson Benson, president of the MPA, said the day was very successful with well over 2,000 in attendance. Michael Kennedy and Lowell Sterchi of the Swift Magic Aerobatics Team based in Lebanon, Tenn., performed in their 1940's style Swift fighter plane. Designed in 1939, the Swift was the first civilian aircraft certified for manufacture at the end of World War II. However, an overly optimistic production rate and the Korean War ended the building of Swifts in 1951. Approximately 1,500 were built before final production. Kennedy and Sterchi specialize in flying in close formations. The pilots get within three to five feet apart and do everything in formation. In their first appearance at the Manila Air Show, Jimmy and Carol Franklin held the crowd spellbound as Franklin did stunts in his jet-powered 1940 Waco biplane while his wife wing walked. Franklin has received numerous awards and has been seen in movies and television shows such as "Terminal Velocity," "Rocketer," "Three Amigos" and "World's Most Amazing Videos." Sip Stewart made his second appearance at the Manila Air Show flying his Pitts Special Aerobic plane. Luckily Stewart managed a safe landing in spite engine failure due to air induction problem during his first performance. The problem was quickly remedied and he was to make the second performance with a little extra for the crowd. Clint Allen, 80 years old, flew the Citabria in both shows and Greg Bird flew the German Built Extra 300. Butler Smith and Todd Green provided an additional wingwalk routine. Dr. Johnny Smith flew his High G Ultr-X ultra light aircraft in a breathtaking aerobic routine "We had a tremendous amount of fly-ins attending the show including some war birds from Little Rock," Greg Smith performer chairman of the MPA said. Mark Frankum, KAIT-TV Meteorologist and pilot, served as announcer for the day.

aerospace

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The atmosphere on Mars is usually thin, dry and cloudy days are rare. And clouds are typically found at the planet’s equator in the coldest time of year, when Mars is the farthest from the Sun in its oval-shaped orbit. But the scientists noticed clouds formin… Excavations at the Israeli site of Nesher Ramla have recovered a skull that may represent a late-surviving example of a distinct Homo population, which lived in and around modern-day Israel It also includes the sound of the violent scene of supermassive black holes colliding. Astronomers found 1,715 stars with an unobstructed view of Earth in the last 5,000 years - FirstpostExperts like late Stephen Hawking have warned against reaching out to aliens because they could harm us. Strawberry Moon 2021: Netizens Share Majestic Photos of Year’s Last Supermoon on Twitter (View Pics) - LatestLYThe Strawberry Moon was visible in the night sky on June 24. People from across the globe have shared several stunning pictures of the last supermoon of 2021 on Twitter. The Strawberry Moon marks the last Full Moon of the spring season and the first Full Moon of the summer. The summer season began in the northern hemisphere with the Solstice on June 21, which marked the longest day of the year. China could beat the United States in manned mission to the Moon as NASA confirms technological delay - Space Bollyinside - BollyInside“A fast-tracked schedule to meet this ambitious date – along with some technical risks – mean that it’s less likely a lunar landing will happen in 2024,” With the Ingenuity helicopter continuing to demonstrate its abilities on Mars, NASA engineers are examining concepts for larger, more capable helicopters. The ambitious target is part of a plan to build a base on the Red Planet, in an intensifying space rivalry with the US. Israeli researchers said Thursday they had found bones belonging to a "new type of early human" previously unknown to science, shedding new light on the course of human evolution. Can migratory robins ‘see’ Earth’s magnetic field at night? Harvard scientists state that the report will admit that UAP is real, wonders if the recorded UAPs are natural or extraterrestrial or is there a possible link between the UFO seen on earth and ’Oumuamua. As the US, China compete to land humans on the moon, NASA’s 2024 deadline for another manned mission to the Moon looks increasingly doubtful Mars has earned a lot of headlines lately, but dozens of missions are fanning out across the solar system to learn about other weird worlds too.

aerospace

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Until recently, a mental image was like something out of a science fiction novel, but with the growing popularity of unmanned aerial vehicles (UAVs) that quietly fly over remote landscapes, far-removed from human civilization, those images have now become a reality. In fact, by using small, high-resolution cameras attached to the undersides of UAVs, it’s now possible to take snapshot after snapshot, slowly mapping the curves and contours of the terrain, regardless of where it is, and on command, they turn around and head back to base. The information gathered by the UAVs is reviewed, analyzed and often followed shortly thereafter by large rigs filled with mining equipment designed to take the search one step closer to exploration and development. Thanks to the presence of drone technology, more and more mining companies are also saving time and money by using UAVs for remote site inspections. One company that has witnessed this trend is The Sky Guys, Oakville, ON., and as its CEO Adam Sax explains, “We’ve been working with mining companies across the globe and currently we have two strategic partners helping us provide our services: Skycatch out of the U.S. provides us with proprietary data processing, while our Canadian partner Aerobotika offers in-house training, and acts as a partner on international mining projects.” According to Sax, his company has invested into both commercial and military UAVs, hand-picking only the most experienced UAV pilots and teams. Although they specialize in high-rise real estate, their mining-related services are expanding. He says they make a point of working closely with their clients during the mapping process, training in-house crews and consulting on equipment purchases and lobbying efforts. “Drones are beginning to take flight in the mining industry,” writes Mining Global’s Robert Spence. “The newly adopted technology, which has been utilized for a wide array of mining activities, is taking another step forward. Unmanned aerial vehicles, otherwise known as UAV, are turning the mining sector into an emerging frontier for new technology. In recent years, these miniature helicopters have helped the industry find cheaper and safer ways to map deposit sites and explore for minerals via remote control.” Physical site inspections are gruelling and expensive. You need pilots, you need people capable of recognizing what you’re looking for, and you need to navigate a sea of rules and regulations. With no guarantee that a company will find anything worth mining, it almost isn’t worth the effort. UAVs, on the other hand, enjoy a much less stringent regulatory environment which, in addition to the significant cost savings, make them a far superior alternative to helicopters where surveying and planning is concerned. And with the advent of advanced analysis platforms such as Switzerland’s Pix4D, even the smallest photos can be translated into data. “With our specialized drones, a two-man team can map a region anywhere in the world,” says Sax. “Our state-of-the-art camera equipment allows us to provide clients with ultra-high resolution 2D and 3D maps that they can work with. In addition, we’re able to attach different types of payloads such as infrared and thermal cameras – and all of this at a fraction of the cost of a helicopter flight.” “[UAVs] could be instrumental in mining safety,” notes Promine, citing the firm. “Their wide aerial view will allow them to monitor traffic and note staff infractions, much like a traffic camera on a city street. Quick interventions will improve safety and road conditions, and drones could also assist in rescue operations by delivering necessary supplies quickly and efficiently. Moreover, they could help keep track of a widely dispersed site that might otherwise require enormous time or resources to monitor.” Safety, surveying and planning are only the tip of the iceberg. Only a few short decades from now, we’re likely to see the first automated mines on Earth. Only a few short decades from then, we’ll see them move off Earth. “Technological advances in the development of drones and robots will help create mines of the future in remote locations such as Mongolia that can be directed from NASA-inspired control rooms in first-world cities in the U.S. and Australia,” writes Bloomberg’s David Stringer. “While drones swarm overhead, the mines of 2030 may also see scuttling robots which map underground chambers to within a millimetre of detail with lasers or use automated drills to separate waste from valuable ore as they burrow into rock. At waste dumps, so-called molecular sponges created from crab shells will be used to extract every last metal particle.” There are challenges to overcome here, of course. The regulatory environment surrounding drone technology is still largely uncertain, and questions of safety at sites where drones and humans work side by side will undoubtedly surface. As with other regulatory challenges, however, these will be overcome with time – and once they are, the mining industry’s going to be catapulted into a new era. “Without a doubt, technology is going to continue to play a larger role over the next 20 years. Drones will become dominant in both the planning and extraction process, while more advanced cameras will allow us to see deeper into the earth’s surface, perhaps even from thousands of miles away,” says Sax. “Looking towards the future, our mission is to become the leading provider in drone services globally. We plan to continue investing in newer and more advanced technology, which will ultimately save time, money, lives and the environment – while at the same time helping move the mining industry forward.” Thanks to drone tech, it almost feels as though our society has entered into the realm of science fiction. But we haven’t. Drones and their valuable applications in mining are all too real. Today, we’re starting with mapping and surveying, but as we move forward into the future, automation is as inevitable as the tides. Nicholas Greene is a Calgary-based writer.

aerospace

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After many long conversations with a friend Eng. Jerzy Mularczyk discussing details of a new light sport design, we had an idea of building a replica of the RWD-6. This aircraft was a hallmark of Polish aviation, an aviation milestone whose legacy has lasted for a very long time. We could not pass the opportunity to fulfill a dream by providing our talent and knowledge to give Polish society an aircraft with such high historical value. Since Eng. Mularczyk had already proven such an accomplishment is possible (see the chapter "What has been done"), we decided to make it happen. Mularczyk started to obtain data necessary to recreate the design of the aircraft. This task required a lot of patience and knowledge since none of the documentation survived the Nazis and the later Soviet occupation. A lot of aviation enthusiasts, engineers and historians offered their help. Among these people were Andrzej Glass (Ph.D. Eng) and Mr. Roman Postek. While we met a few of our old friends, the response simply met our expectations. Lech Jarzebinski, Ph.D, long time Analysis Group Manager at PZL "Warszawa-Okecie", agreed to provide his expertise and help during the aircraft design stage. Eng. Marian Jakoniuk agreed to provide his expertise during the manufacturing and certification process. Since RWD6 production also required a specific knowledge of wooden component technology, we recruited Mr. Wieslaw Plonka, whose work meets the aviation requirements. Mr. Plonka also made wing and tail surfaces for the RWD-5R aircraft. The Foundation "RWD-6 Will Fly Again" (a non-profit organization) has been established under two simple rules: - To design, build, certify and fly the RWD-6 aircraft. - To pass the ownership of the aircraft to Museum of Polish Aviation in Cracow. Most of us have worked at PZL "Warszawa-Okecie" in the design office, as well as the testing facility and production with various aircraft designs including aircrafts like the PZL-104 Wilga, PZL-106 Kruk, PZL-110 Koliber and the PZL-130 Orlik.

aerospace

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Log In to Anagrammer Scrabble word: AIRCRAFT In which Scrabble dictionary does AIRCRAFT exist? Definitions of AIRCRAFT in dictionaries: - noun - a vehicle that can fly - n - any machine or device capable of flying There are 8 letters in AIRCRAFT: A A C F I R R T All anagrams that could be made from letters of word AIRCRAFT plus a wildcard: AIRCRAFT? Scrabble words that can be created with letters from word AIRCRAFT 8 letter words 6 letter words 5 letter words 4 letter words 3 letter words 2 letter words Images for AIRCRAFT - BeechcraftRaytheon Hawker 750 aircraft Charter Plane Details ... - Ground Attack aircraft Wallpaper - Military aircraft Screensaver screenshot 1 - With this screensaver you ... - FileC17 aircraft alt.jpg - Wikipedia the free encyclopedia - Free Navy aircraft Wallpapers and Navy aircraft Backgrounds - Cessna Citation Mustang aircraft Charter Plane Details - Stratos ... - US Fighter aircraft Photograph the newest fighter aircraft the F-22 ... - French Military Aviation aircraft france french military planes - ... Boom Demonstration aircraft.jpg - Wikipedia the free encyclopedia - ... Scientists Military aircraft and aircraft Equipment Tutorials SCRABBLE is the registered trademark of Hasbro and J.W. Spear & Sons Limited. Our scrabble word finder and scrabble cheat word builder is not associated with the Scrabble brand - we merely provide help for players of the official Scrabble game. All intellectual property rights to the game are owned by respective owners in the U.S.A and Canada and the rest of the world. Anagrammer.com is not affiliated with Scrabble. This site is an educational tool and resource for Scrabble & Words With Friends players.

aerospace

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Get The Official Santa Monica Airport Jr. Aviator Logbook For Your Kids So They Can Learn Aviation at Santa Monica Airport This book will inspire your kids to: - Have fun learning science through aviation - Visit Santa Monica Airport & record your visits - Learn the parts of an airplane and all about the airport - Read stories and interviews from real pilots and people who work at the airport - Learn the fascinating hidden history of this landmark 100 year old airport Latest Santa Monica Airport Blog Posts A manufacturing trick with magnetic fields produces a battery that may discharge fast enough to get an aircraft off the ground. SANTA MONICA, Calif. – In a judgment handed down on June 12, the U.S. Court of Appeals for the D.C. Circuit rejected a challenge to an historic Consent Decree that allowed Santa Monica to shorten the runway at Santa Monica Airport (reducing jet traffic by over 80%) and gave the City the absolute right to close the airport at the end of 2028. On Friday March 23rd, Angel Flight West, a Santa Monica-based charitable aviation organization, will mark its 75,000th flight. His passenger will be 19-year-old Juan E. Juan has an unpronounceable genetic disorder, familial hypercholesterolemia, which can lead to premature heart attacks or strokes. Once a month, the teenager sees a cardiology specialist at Cedars-Sinai Medical Center in Los Angeles, with transportation provided by Angel Flight West (AFW) -- for free. New and revised earthquake fault zones mapped by the California Geological Survey—including a newly identified Santa Monica fault boundary—reinforce aviation advocates’ assertion that Santa Monica’s embattled airport could play a lifesaving role in disaster-relief operations if a major earthquake struck the area. The Ninety-Nines is the international organization of women pilots that promotes advancement of aviation through education, scholarships, and mutual support while honoring our unique history and sharing our passion for flight. The Long Beach Ninety-Nines is a local chapter and they have decided to host a Summer Social event at Santa Monica Airport. Hangar 24 Craft Brewery will donate proceeds of its Wheels Up Helles Lager to Angel Flight West, which organizes flights for people who need to travel long distances to access medical care, as well as flights for kids and teens to attend specialty camps, and for individuals escaping domestic violence. Opponents of Santa Monica airport, including all seven members of the Santa Monica City Council and a tiny minority of Santa Monica households, .0001%, from August 2015 airport reports, are working to close the airport, they claim, on the grounds of noise, safety and pollution. However, more traffic, more congestion, and more development will inevitably follow if the Santa Monica Airport is closed. JetSuiteX donates up to $25,000 in flights to Angel Flight West to transport underserved patients to medical treatment. Breakthrough air travel company commemorates its first year in operation by supporting air travel and ground transportation with endeavor award auction donation. The Jr. Aviator Logbook will inspire your kids to: Have fun learning science through aviation, visit Santa Monica Airport & record your visits, learn the parts of an airplane and all about the airport, read stories and interviews from real pilots and people who work at the airport, learn the fascinating hidden history of this landmark 100 year old airport. We wrote this blog up to bring you some of the latest news updates from November and December 2016. The Federal Aviation Administration on Tuesday ordered Santa Monica to halt the evictions of two aviation companies at its municipal airport until the agency can finish an investigation into the city’s effort to shut down the facility.

aerospace

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The Apollo Program made it possible for a lot of young people to learn about the world and the future. The Apollo astronauts were just two of the many young people who took the leap and did something that we would never do today. And they made a difference in the lives of millions of people. But their lives are still very much in the spotlight. In the weeks since the Apollo program ended, the Apollo 17 mission and the Apollo 18 mission are still being celebrated and celebrated in various ways, including the anniversary of Apollo 17, a mission that changed our lives. Here are five of our favorite stories about the Apollo era and how it changed our world. Apollo 17’s Apollo 17 moon landing was a watershed moment for American science. In 1969, just a year after the Apollo missions, the United States was in the midst of a planetary exploration boom. The US had been exploring the Moon for decades, and NASA had launched the first human mission to the Moon in 1969. But that wasn’t enough to help the country get ready for a massive new era of space exploration. So NASA started looking at ways to use the lunar surface as a stepping stone to explore the solar system, a big jump from the previous decade’s exploration of the moon. And one of those ideas was to use a small, lunar-shaped satellite, called a lunar rover, to look for water ice in the surface of the Moon. That’s a good thing, since water is an essential part of life on the Moon, which would make life easier for future human explorers. But it also meant NASA needed a way to send humans to the moon without having to launch astronauts on the Space Shuttle. In a 1969 interview with the New York Times, the then-NASA administrator, William Colby, said that NASA wanted to be able to send a small number of people to the lunar outpost without having them launch. In other words, the agency wanted to send astronauts to the surface without having any humans land there. Colby had been in charge of NASA’s exploration program since 1965. In 1972, he left NASA to become the director of the Office of Science and Technology Policy. A small lunar rover with no crew, was launched on a rocket to the top of the mountains. Image: NASA NASA has been developing its own space vehicle, the Orion, ever since. In 1979, the Space Launch System, or SLS, was completed, making it the most powerful rocket ever built. By the late 1990s, the SLS was in orbit around the Moon and was in a high-speed descent toward Earth. But after that first launch, the space shuttle program was going nowhere. And NASA needed something to get them to the Space Station. The agency thought it had a good idea for a mission called the Apollo Lunar Landing Test Vehicle or ALT. It would land on the lunar coast and then send a spacecraft to the base of Mount Sharp. But there was a problem: there wasn’t a large rocket for a lunar landing on the moon with no human onboard. NASA eventually decided to look at the idea of launching a small rocket from the Kennedy Space Center, about 15 miles away from where NASA was preparing to launch the ALT mission. In January 1972, a small satellite named Apollo 13 launched atop a Delta IV Heavy rocket. The rocket flew up the launch tower, landed on the rocket’s launch pad, and then landed on an empty pad. NASA was about to begin its first test of the Space Transportation System. The test was intended to prove that the Space Transfer System, which is the part of the NASA mission that manages the launch of astronauts to and from the space station, worked. But NASA engineers didn’t like the idea that they were actually launching a test rocket. They wanted to test the system in real-world conditions to see if it could handle the high-risk launch of a large, heavy rocket on a test flight. They called it the ALTs Test. A lunar rover landed on Mount Sharp in the middle of the desert, without anyone on board. Image of Apollo 13 rocket landing site. Image courtesy of NASA. It was a risky mission, and not the sort of mission that most people would ever want to go on. But for NASA, the mission was important because the mission would give them the confidence to launch humans to Mars and back. So it was also a mission to show that the agency was serious about the science and exploration of space. But the mission itself was risky. The lander and its crew were meant to land on a mountain called Mount Sharp, which rises about 10,000 feet (3,400 meters) above sea level. At that height, the Sun’s rays can’t penetrate the Martian atmosphere, and the rover had to be tethered to the ground. But even at that height on the planet, the lander’s descent would have been difficult. It took an average of four hours for the craft to climb to the summit. If it did manage to climb the mountain

aerospace

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other Towns & Cities! Do You Want to Know Exactly What Will be Expected From You? Our book will give you all of this and more. This book features one of the world's largest databases of cabin crew interview questions and tells you exactly what you need to know about the company, aircraft and the aviation industry to pass your knowledge based interview questions. |Copyright© 1999 - 2017 USFreeads Classifieds. All rights reserved| Please read our Terms of service & Privacy Statement

aerospace

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Crowds Enjoy Great Weather for Airport Festival The Ocean City Airport Festival took place on Saturday at the Ocean City Municipal Airport. Clear skies and warm September weather made for a perfect day at Saturday's Airport Festival at the Ocean City Municipal Airport. Thousands of visitors gathered for the 27th annual festival 10 a.m. to 3 p.m. The event included classic and rare airplanes on display, a Mitchell World War II B-25 bomber, a model airplane exhibition, a paper-airplane-making and flying contest, face-painting for children, antique cars, music, food, airplane and helicopter rides and more. Ocean City's aviation weekend continues Sunday with the annual Boardwalk Aerobatic Airshow 1 p.m. to 3 p.m.

aerospace

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Chuck Yeager, a World War II fighter ace who was the first man to travel faster than sound and whose gutsy test pilot exploits were immortalized in the Hollywood blockbuster “The Right Stuff,” died Monday, his wife said. He was 97. “It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET,” Victoria Yeager tweeted on her husband’s account. “An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever.” She did not specify the cause of her husband’s death. Fr @VictoriaYeage11 It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET. An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever. — Chuck Yeager (@GenChuckYeager) December 8, 2020 NASA Administrator Jim Bridenstine said in a statement that Yeager’s death was “a tremendous loss to our nation.” “Gen. Yeager’s pioneering and innovative spirit advanced America’s abilities in the sky and set our nation’s dreams soaring into the jet age and the space age. He said, ‘You don’t concentrate on risks. You concentrate on results. No risk is too great to prevent the necessary job from getting done,’” Bridenstine said in his statement. “In an age of media-made heroes, he is the real deal,” Edwards Air Force Base historian Jim Young said in August 2006 at the unveiling of a bronze statue of Yeager. He was “the most righteous of all those with the right stuff,” said Maj. Gen. Curtis Bedke, commander of the Air Force Flight Test Center at Edwards. Yeager rocketed into history by breaking the sound barrier in the experimental Bell X-1 research aircraft in 1947, helping to pave the way for the US space program. “Sure, I was apprehensive,” he said in 1968. “When you’re fooling around with something you don’t know much about, there has to be apprehension. But you don’t let that affect your job.” The modest Yeager said in 1947 he could have gone even faster had the plane carried more fuel. He said the ride “was nice, just like riding fast in a car.” In 2007 he said: “It opened up space, Star Wars, satellites.” Charles Elwood Yeager was born on February 13, 1923 in the tiny town of Myra, West Virginia, and grew up fixing pickup trucks alongside his father. “What really strikes me looking over all those years is how lucky I was, how lucky, for example, to have been born in 1923 and not 1963 so that I came of age just as aviation itself was entering the modern era,” Yeager said in a December 1985 speech at the Smithsonian Air and Space Museum. “I was just a lucky kid who caught the right ride,” he said. Yeager joined the Army Air Corps in September 1941, three months before the United States entered World War II, and started out as an aircraft mechanic before undergoing flight training. Based in England, Yeager began flying combat missions in a P-51 Mustang in February 1944 and downed a German Me 109. Yeager was shot down behind enemy lines in March 1944 but was able to rejoin his unit in England with the help of the French resistance after a harrowing trek over the Pyrenees. He resumed combat and was credited with 12.5 aerial victories by the war’s end, including downing five German Me 109s on a single day and four FW 190s on another. Yeager booked his place in history as a test pilot when he broke the sound barrier in the rocket-powered Bell X-1 on October 14, 1947, earning him the title of “The Fastest Man Alive.” After the X-1 was dropped from the belly of a B-29 bomber at 45,000 feet (13,700 meters), Yeager flew at supersonic Mach 1.06 (700 miles/1,130 kilometers per hour). Yeager’s colleague Chalmers “Slick” Goodlin, another test pilot for Bell Laboratories, once famously described the X-1 as a “bullet with wings.” It was, in fact, modeled after a .50-caliber bullet, with short wings and a pointed tip, allowing it to pierce the air more efficiently. The aircraft, nicknamed “Glamorous Glennis” in honor of Yeager’s first wife, now hangs in the National Air and Space Museum in the nation’s capital. Before his historic flight, Yeager said he received advice from Colonel Albert Boyd, who headed the Air Force’s supersonic flight program. “Get above Mach 1 as soon as you can, don’t bust your butt, and don’t embarrass the Air Force,” Yeager said Boyd told him. “I had done what the old man had sent us out to do,” the matter-of-fact Yeager said. Yeager’s accomplishment was depicted in the iconic 1983 film “The Right Stuff” based on the book by Tom Wolfe. Sam Shepard received an Oscar nomination for best supporting actor for his portrayal of Yeager in the movie about the Mercury program astronauts. But when National Geographic and Disney+ adapted the same material for the small screen in 2020, Yeager was left out of the series. Yeager would go on to set numerous other flight records, but most of his career was spent as a military commander directing US fighter squadrons throughout the 1950s and 1960s. He retired from the US Air Force in 1975 as a brigadier general. “I’ve flown 341 types of military planes in every country in the world and logged about 18,000 hours,” he said in an interview in the January 2009 issue of Men’s Journal. “It might sound funny, but I’ve never owned an airplane in my life. If you’re willing to bleed, Uncle Sam will give you all the planes you want.” Yeager never forgot his roots and West Virginia named bridges, schools and Charleston’s airport after him. “My beginnings back in West Virginia tell who I am to this day,” Yeager wrote. “My accomplishments as a test pilot tell more about luck, happenstance and a person’s destiny. But the guy who broke the sound barrier was the kid who swam the Mud River with a swiped watermelon or shot the head off a squirrel before going to school.” Yeager was awarded the Silver Star, the Distinguished Flying Cross, the Bronze Star, the Air Medal and the Purple Heart. President Harry S. Truman awarded him the Collier air trophy in December 1948 for his breaking the sound barrier. He also received the Presidential Medal of Freedom in 1985. Yeager retired from the Air Force in 1975 and moved to a ranch in Cedar Ridge in Northern California where he continued working as a consultant to the Air Force and Northrop Corp. and became well known to younger generations as a television pitchman for automotive parts and heat pumps. He married Glennis Dickhouse of Oroville, California, on Feb. 26, 1945. She died of ovarian cancer in December 1990. They had four children: Donald, Michael, Sharon and Susan. Yeager married 45-year-old Victoria Scott D’Angelo in 2003. Hans Guido Mutke (25 March 1921 – 8 April 2004) was a fighter pilot for the German Luftwaffe during World War II. He was born in Neisse, Upper Silesia (now Nysa, Poland). On 25 April 1945, Mutke landed at Dübendorf, Switzerland, flying the Me 262A-1a jet fighter, ‘White 3’, from 9. Staffel, Jagdgeschwader 7. He claimed that he got lost during a combat mission and landed there by mistake, although there were suspicions that he’d defected. The Swiss authorities never attempted to fly the plane, keeping it in storage and returning it to Germany on 30 August 1957. He sued the post-war German government, unsuccessfully, for the return of the plane, claiming it was his own property. Mutke also made the controversial claim that he broke the sound barrier in 1945 in an Me 262, but mainstream opinion continues to regard Chuck Yeager as the first person to achieve this milestone in 1947 in a Bell X-1. On 9 April 1945, Fähnrich Mutke, part of the Ergänzungs-Jagdgeschwader 2 (EJG 2) conversion squadron, 3rd flight, took off from Lagerlechfeld in his Messerschmitt Me 262, marked Weiße 9, for a planned high-altitude flight. He was climbing through at an altitude of 12,000 m (36,000 ft) in near perfect weather with a visibility of over 100 km, listening to the radio conversations, when his chief instructor Oberstleutnant Heinz Bär detected a P-51 Mustang approaching the plane of a comrade, Unteroffizier Achammer, from behind. Mutke went into a steep 40° dive with full engine power. While passing through the altitude of 12,000 m, his Me 262 started to vibrate and began swinging from side to side. The airspeed indicator was stuck against its limit of 1,100 km/h (684 mph) (the maximum speed of the Me 262 is 870 km/h). The speed of sound is 1,062 km/h (660 mph) at an altitude of 12,000 m, depending on the environmental variables. The shaking intensified, and Mutke temporarily lost control of his plane. He reported that with the airspeed indicator still off the scale he attempted to recover from the uncontrollable dive by adjusting the main tailplane incidence angle. Rather than just having a hinged elevator, the Me 262 could change the angle of incidence of the whole tailplane, a design feature that was later added to the Bell X1. Suddenly, the buffeting stopped, and control resumed for a few seconds. Mutke throttled back and his engines flamed out, and after the short period of smooth flight, the buffeting resumed and the aircraft began shaking violently again. He fought to regain control and re-light the engines eventually reducing the speed below 500 km/h. After a difficult landing, it was found that his plane was missing many rivets and also had distorted wings. At the time, Mutke did not understand the reasons for this strange behavior. Only after learning about the supersonic flights of Chuck Yeager in 1947 did he attribute these phenomena to the effects of supersonic flight and claim to have broken the sound barrier—years before Yeager did. This claim is disputed, and there are a number of other pilots and countries that claim the first supersonic flight. However, Mutke never claimed he was the first person to break the sound barrier, but instead argued that his flight was merely proof that the Me 262 was capable of reaching and exceeding Mach 1 and that therefore other German fighter pilots may have done so even before him. In a series of carefully controlled flight tests conducted in World War II by Messerschmitt, it was established that the Me 262 went out of control in a dive at Mach 0.86, and that higher Mach numbers would lead to a nose-down trim that could not be counter-acted by the pilot by use of the control column. The resulting steepening of the dive would lead to even higher speeds and self-destruction of the airframe due to excessive negative G loads. Postwar testing by the British government corroborated Messerschmitt’s results, though neither actually exceeded Mach 0.86. Mutke claimed to have overcome the ever steepening dive by adjustment of the 262’s tailplane incidence. This is the same technique employed by Chuck Yeager in the Bell X-1 to avoid what is known as Mach tuck. Furthermore, Mutke’s observation that he briefly regained control of the aircraft, while still accelerating, corresponds with later accounts of supersonic flight. After the war, American test pilots filed reports about the Me 262, including the possibility of a speed of Mach 1. Compressibility in pitot tubes of the time often resulted in exaggerated speed readings near the speed of sound, particularly in German equipment, which was adversely affected by supply shortages as the war progressed. American Sabrejets and other high-speed aircraft (including the Bell X-1) also experienced anomalous airspeed readings in the high-subsonic flight regime (between 0.8 Mach and Mach 1). The Me 262’s pre-area rule fuselage would have additionally resulted in very high transonic drag, and its engines were already underpowered and temperamental to begin with. However, aircraft such as the Bell X-1, F-86 Sabre and Convair F2Y Sea Dart similarly did not have area ruled fuselages, yet are acknowledged to have flown at supersonic speeds — here the engine thrust, either alone or in combination with the pull of gravity during a dive, supplies enough force to accelerate the airplane to supersonic speed. Due to the nature of Mutke’s combat flight, it is impossible to determine the exact speed of his plane, and it is also difficult to estimate the exact speed of sound at that temperature and altitude. Therefore, it is not possible to either prove or disprove his claims, and there is much discussion among experts as to whether the Me 262 was able to reach the speed of sound. It is believed that the damaging effects experienced by Mutke were a side effect of supersonic airstream and shock waves over different parts of the airframe, called buffeting. This effect occurs at speeds approaching Mach 1 but ceases above Mach 1. A number of other Me 262 experienced similar strange accidents, or breaking apart in the sky because of buffeting and the different aerodynamics at the sound barrier. Transonic buffeting effects had also been widely reported by pilots of propeller-driven Allied fighters including the Supermarine Spitfire, P-38 Lightning, P-47 Thunderbolt and P-51 Mustang, aircraft that were known to have top diving speeds of less than 0.85 Mach (although one Spitfire was measured at 0.92 Mach). Allied fighter pilots reported seeing supersonic shock waves and popped rivets during dives as the high-speed air rushing over the wing exceeded Mach 1 even though the forward airspeed of the overall aircraft was well below that speed. Many proponents of the claim also believe that after the end of the war the Allied powers had no interest in emphasizing any German achievements during the war. Mutke’s claim, however, is without controlled, experimental confirmation.

aerospace

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There have been numerous space launches throughout this decade that made great impacts on the exploration of space.For example, “On June 26, 1995, the Space Shuttle Atlantis embarked on a rendezvous with Russian space station Mir during a ten day mission on STS-71” (Shipman 65). There have been numerous space launches throughout this decade that made great impacts on the exploration of space.For example, “On June 26, 1995, the Space Shuttle Atlantis embarked on a rendezvous with Russian space station Mir during a ten day mission on STS-71” (Shipman 65).Tags: Staples Business PlanEssay Authoritative ParentingSurvey Questions Research PaperComputer Virus Research PaperFive Paragraph Essay For Elementary StudentsEssay On My Best Friend For Class 8The Silver Sword EssayShort Essay On FootballDo Kids Have Too Much HomeworkWriting Creative Stories But what they may not realize is that space exploration has a lot of relevance to things on earth.Since the Wright Brothers took off from the ground during the dawn of the last century, mankind’s gaze has turned towards the skies and beyond. The year 1969 was another great landmark, as back then man left earth and set foot on another celestial body.A few years later, two unmanned probes were launched to leave the solar system and go in search of other civilizations.Hence, the more time spent on studying the sky, the more that we will obviously know.So, it would be safe to say that now is a great time to continue the exploration of space.The debate on global warming and global climate change has been going on for several decades.One group is of the opinion that man in the name of technological progress has actually caused damage to the environment and was the reason of the global climate change. Essay on animal topic selection can be tricky as for the variety of the choices available.It was able to make numerous observations during this time.Lastly, “NASA launched the first in the Discovery series of spacecraft, the Near-Earth Asteroid Rendezvous (NEAR) spacecraft, aboard a Delta II-7925-8 rocket on February 17, 1996” (Shipman 85).Also, “On December 7, 1995, the Galileo spacecraft arrived at Jupiter, performing an orbit while dropping a probe into the atmosphere, and put a satellite into orbit, which will spent the next two years orbiting the planet” (Shipman 72).This was important because it spent a significant amount of time researching the atmosphere and celestial bodies.

aerospace

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How to Become a Pilot in India? Flying high is a dream of millions. However, only a few will be able to achieve their desire. Many students fail to making their dream true just because of less information. To help those aspirants we have provide the entire details on how to become a pilot in India. The journey of becoming a pilot starts from early age. One must have complete dedication and support to get what they want. There are two type of pilots in India one is commercial pilot and another is defence pilot. Students make have different goals after becoming a pilot in India. If good salary package is your motive then surely go for commercial pilot and if desire to serve the country with grace and glory then undoubtedly choose the later. Now, let’s start with the Eligibility Criteria to Become A Pilot in India - Candidates must have qualified Class 10+2 with physics, Chemistry, and Maths obtaining a minimum of 60% marks in aggregate. - Medical fitness for both defence pilot and commercial pilot is a must. Your eye vision should be sharp and height should be atleast 5″ feet. The minimum age limit required to apply for Pilot License, are as follows: - Student Pilot License-16 years - Private Pilot License- 17 years - Commercial Pilot License-18 years Steps to Become A Commercial Pilot Enroll in a Flying School- After completing 12th standard with minimum requirement, candidates have to enroll themselves in a good flying schools. List of India’s best flying schools - Flying Training Institute, Behala, Kolkata - Madhya Pradesh Flying Club - Indira Gandhi Rashtriya Udaan Academy, Uttar Pradesh - Assam flying Club, Guwahati Airport, Guwahati - Government Flying Club, Aerodrome, Lucknow - Indian Aviation Academy, Mumbai - Aquman School of Pilot Training, Delhi etc. After completing the course, candidates have to apply for the pilot licence. These flying schools also assist the students to get their licence. Apart from commercial pilot, candidates can apply for NDA or AFCAT exam to become a pilot in defence services. The complete pilot course fee will be arranged by the respective services Air Force, Army or Navy. Also, the students will get the official certificate to fly the aircraft. Every flying schools have it’s own terms and conditions and fee structure. Most of institutes takes around 40 to 60 lakhs to complete the course to become a pilot. To make it easy, banks also give loans and help to achieve goals. Scope after Becoming a Pilot There are many prestigious companies or organization who give golden opportunity to the pilots. There is the scope of opportunities and growth which is higher than others. These are as follows- - Air Asia - Air India - Spice Jet - Department of Civil Aviation - Artificial Intelligence and Robotics Pvt Ltd - Skyworld Charter Services Salary after become a pilot - Salary of Commercial Pilot – As a fresher they can earn 1.5 Lakh per month and after having experience they can get Rs. 5 to 6 Lakh per month on International route. - Salary of Military Pilot – Starting salary can be Rs. 80,000 per month and in Mid Level Salary can be 15,00,000 - Salary of Private Pilot – Starting salary can be 1.5 to 2 Lakh and after gaining experience it goes 10,00,000 to 20,00,000.

aerospace

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The Acquisition of Satellites and Craters The Acquisition of Satellites The Earth today has one satellite. In the former age and in a remote environment, evidently it had two, one being the Moon and the other being Mars. Jupiter has four satellites plus a coal-black ring system. Typically Jove's satellites are badly cratered. Saturn has nine major satellites plus an icy ring system. Saturn's satellites also are badly battered, banged up bodies of various sizes. The icy rings of Saturn are evidence one icy satellite got too close to Saturn. It penetrated Saturn's Roche Limit and the ice ball fragmented. Subsequently the ice fragments drifted toward the plane of Saturn's equatorial bulge, where today they display their icy fragments in a magnificent, icy ring system. Uranus has five satellites, each bearing scars of ancient, massive catastrophes. In addition, like Jupiter and Neptune, it has a dark, nearly coal black ring system which is similar to Saturn's rings except for color. The dark ring of Uranus is evidence of a former sixth satellite, one which penetrated the Uranian Roche Limit and fragmented. It is offered that Jupiter, Saturn and Uranus each acquired its system of satellites in much the same manner as did the much smaller Earth. Further, those badly battered satellites are liberally pocked with craters. They must have encountered debris in remote space as did Mercury and the Moon. The Acquisition of Countless Crustal Craters We offer that these giant planets captured their satellites as they wandered across the cosmos, 1,000 to 2,000 a.u. from the Sun, anderhaps in regions even more remote. At 2,000 a.u., it is eleven or twelve "light days" from the Sun. In this region, as satellites of Jupiter, Saturn, Uranus or Neptune, they continued to intercept interstellar debris. The countless craters on the satellites are their scars of distant conflict. The Physical Geography of Jupiter's Satellites Io, the innermost, is slightly larger than our Moon. It is not as heavily cratered as is the Moon. However, many of its craters may have been masked by immense electrical discharges and consequent vaporization of surface materials. There is an electrical flux tube between Io and Jupiter, ongoing, carrying immense voltages across the vacuum of nearby space. This flux tube and its cause is discussed in Volume 2, in a chapter entitled "The Electric Show." Io is well-cratered. Europa, the next innermost, is somewhat smaller than the Moon, and has about 67% of the mass of the Moon. It has a paucity of craters; however it has an abundance of surface ice that may have masked ancient craters. In general Europa has demonstrably few craters. Ganymede is the largest satellite in the Solar System, and is twice as massive as the Moon. Ganymede is speckled heavily with numerous craters. It seems that these craters were acquired one by one, and not in a barrage. Callisto is almost twice as massive as the Moon, and is over one million miles from Jupiter. If Ganymede is heavily cratered, Callisto is so badly cratered that craters make up about a third of all of its surface. Callisto has encountered tens of thousands of interstellar debris. Some offer that asteroids from the asteroid belt created the craters, but Callisto's craters are both more numerous and decidedly distant from the asteroid belt. Callisto encountered debris hits elsewhere, where debris exists but cannot be seen by our telescopes. Callisto did not acquire its dense spread of craters in the inner solar system. Nor did Ganymede, Europa or Io. There aren't enough asteroids to make a small portion of Callisto's craters, nor do very many of the asteroids intercept Jupiter's orbit. Thousands upon uncounted thousands of craters indicates a lot of miscellaneous debris exists in deep space where Callisto once roamed. Mercury's surface reads the same story. Our Moon's surface reads the same, as does the surface of Ganymede. Saturn's Satellite Surfaces Mimas is Saturn's innermost satellite, and is some 240 miles in diameter. Its surface is ice, and despite that, its surface is freckled thickly with small craters. Enceladus is some 150,000 miles from the center of Saturn. Its diameter is 315 miles. Its surface has been badly battered. Tethys is 650 miles in diameter. Tethys has numerous craters. One has a diameter 40% of the diameter of Tethys itself. It is surprising that Tethys could absorb such a blow without shattering. Dione, the fourth innermost satellite of Saturn, is a little larger than Tethys. Its diameter is 650 miles. Numerous craters are sprinkled across the surface of Dione. Rhea, the fifth, is larger yet, with a diameter of 950 miles. It is some 325,000 miles from the center of Saturn. Rhea has uncounted thousands upon thousands of craters. Titan, the sixth moon of Saturn, is the second largest in the solar system. It is 65% more massive than the Moon. We have no information on the crater count of this giant. Hyperion, the seventh moon of Saturn, is odd-shaped, not spherical. Its diameters are 250 miles on one side and 150 miles on another. It, too, is a badly battered bonanza of catastrophism. Iapetus, the next to outermost, is 900 miles in diameter. It is over 2,200,000 miles distant from Saturn. Once again, Iapetus is thickly and uniformly sprinkled with thousands of craters. Satellites of Uranus Uranus has five small satellites, named Miranda, Ariel, Umbriel, Titania and Oberon. Some very violent physical geography is found among these satellites, astounding astronomers. Interpretations are yet to be established. As all realize, the Moon is badly pocked on both sides with craters. Craters on Mercury are even denser and bigger. A dozen satellites of Jupiter, Saturn and Uranus are known to be badly battered and heavily sprinkled with craters. We find evidence indicating that all of these planets and their satellite systems formerly were in deep space, beyond 900 a.u. There must be blizzards of bad luck battering blast-creating ballistics in the region from where these planets and their satellites have come. With the overabundance of craters on these bodies, we come to a further conclusion. Deep, frigid, remote space cannot be empty. Its debris may be revolving at much slower velocities, one or two thousand mph instead of 66,000 or 107,000 mph (like Earth and Mercury.) Yet, those velocities are sufficient to create major impacts, and badly scar the surfaces of many of them. The worst ever case of measles is better than the faces some of these satellites display. When examined closely, on the one hand, the gradualistic advocates who have a difficulty persuading astute observers that the Moon's numerous craters were all results of local asteroid impacts over the last 4.6 billion years, ... or however much time they choose. The asteroids are too few, too small and too distant in our region of space. On the other hand, the leading advocates of ex nihilo creation ignore crater densities altogether. They argue that these planets and satellites were suddenly created in place with instant sculpted craters. Who is kidding whom? Then, one can review the cratered chaos on Mercury. When one realizes that asteroids in Mercury's region have been counted at just one (Icarus.) asteroids cannot be the answer. The realm beyond 1,000 a.u., apparently, is more densely-populated with debris than the inner regions. The realm beyond 1,000 a.u. is a more appealing answer. Story 5 - Region of Acquisition of Satellites and Craters For the acquisition of satellites by the Earth, Jupiter, Saturn and Uranus, the evidence favors a capture environment, 900 a.u. or beyond. Along with the acquisition of spin rates in that realm, there was acquisition of satellite systems and craters on the satellites. The conclusion is that deep space is densely populated with debris, which means there have been numerous fragmentationís there. This makes sense considering the slower velocities that prevail. The evidence pointing in that direction forms the fifth story of our skyscraper of catastrophism. As to the acquisition of craters for the satellites of the Earth, Jupiter, Saturn and Uranus, and like Mercury, those satellites apparently revolved at lower velocities in a realm where miscellaneous debris is thick, and is often encountered. Some bodies were captured; four or five by Jupiter. Nine or ten by Saturn. Five or six by Uranus. Some are twice the mass of our Moon. Ganymede and Titan for instance. Some are a hundredth of the mass of our Moon. Mimas and Umbriel for instance. The fifth story of our cosmology of planetary catastrophism concerns acquisition of craters by satellites, and acquisition of satellites by planets, in a remote, frigid realm some 1,000 a.u. or farther from the Sun. The inner solar system, within the orbit of Neptune, has several thousand asteroids, 90 or so icy comets and perhaps two dozen meteor streams. But inner space is evidently a region thinly populated with wandering debris compared to regions out farther. An appeal to a mythical billions upon billions of years for the formation of planet satellites in their present places, is an excuse wearing thinner and thinner, and as we shall soon see, paper thin. PREVIEW. Chapter 6 may be the most important chapter of this book, and also of the quartet in this series. Evidence is collected and displayed regarding The Delivery System, i.e., the United Parcel of the Cosmos. How did the Earth get here? And when? And Venus, Mercury and Mars? Will it return? What is its period? Some of these questions we can answer, and some we can't. Read on. The Recent Organization of The Solar System by Patten & Windsor

aerospace

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FLORIDA BREAKS BOUNDARIES For Aviation, Aerospace and Defense companies, business isn’t just good, it’s soaring. Meet Florida companies at the 2022 Singapore Airshow in the Florida Pavilion, Stand C-M87 Tuesday, February 15 to Thursday, February 18, 2022 in Changi Exhibition Centre, Singapore Enterprise Florida, Inc. is proud to welcome you to the Florida Pavilion at one of the world’s largest aviation, aerospace and defense trade shows – Singapore Airshow. Every two years, high-level government and military delegations, as well as senior corporate executives from around the world attend the Singapore Airshow. There, they forge partnerships and seal deals to buy products and services for a global market. As Asia’s largest airshow, it is the place to be for well-established and new to market companies supporting the aviation, aerospace and defense sectors. Florida has long been the world’s premier gateway to space, undisputed air traffic hub for the western hemisphere, a major center for flight training and MRO, and home to manufacturing of aircraft and aviation/aerospace components. Few states can match the broad range of industry expertise available in Florida. Florida’s Aviation and Aerospace Industry #1 state for MRO operations in the U.S. #2 state for aerospace products and parts manufacturing establishments in the U.S. MRO Activity Generates 1.5 Billion in GDP Annually Visit the Florida Pavilion Florida ranks #1 in the U.S. for MRO operations with more than 630+ establishments.

aerospace

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NAF Alpha jet pursuing Islamist insurgents declared missing By Cyril Mbah, Abuja The Nigerian Air Force says it lost contact with an Alpha-Jet during an air interdiction mission in a field battle with Boko Haram insurgents in Borno State. It was gathered that the fighter jet went missing on Wednesday around 5pm and military authorities fear that it might have been lost in action or shot down by the Boko Haram terrorists, who are now being supported by a more deadly Islamic State West African Province fighters. The Nigerian Air Force in a statement confirmed the Alpha Jet is missing and stated that details of the whereabouts of the aircraft were still sketchy. NAF Director of Public Relations and Information, Air Commodore Edward Gabkwet, said, “An NAF Alpha-Jet has lost contact with radar in Borno State, while on interdiction mission in support of ground troops. The mission was part of the ongoing counter-insurgency operations in the North East. The loss of radar contact occurred at about 5:08 pm on 31 March 2021. “Details of the whereabouts of the aircraft or likely cause of contact loss are still sketchy but will be relayed to the general public as soon as they become clear. Meanwhile, search and rescue efforts are ongoing.”

aerospace

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So Richard Branson wants to send people into space, huh? Not my cup of tea exactly. I'm more of an earthling. Especially when it's powered by laughing gas and rubber. But full marks to them for effort though. The Virgin marketing blurb makes it sound a bit like a roller coaster ride at Thorpe Park with their liberal use of exclamation marks. "Your journey out of this world begins not on the launch pad like a conventional space rocket but on a runway. Virgin Galactic craft are carried under a mother ship to almost 10 miles above sea level. Then the countdown begins! 5, 4, 3, 2, 1…..the VSS Enterprise, your spaceship, is released from the mother ship. Almost immediately, as your astronaut pilot ignites the engine, you will hear the roar of the rocket behind you as the enormous power accelerates you at 4G to a speed faster than a bullet! All the time, the ergonomic design of the seats will keep you comfortable. As you hurtle through the edges of the atmosphere, through the panoramic individual windows you will be able to see the cobalt blue sky turn to mauve and indigo and finally black. Out will come the stars, clear and bright... even though it is daytime! Soon the rocket motor cuts out. Now, from the rush of adrenalin and the rocket motor, everything is quiet. You are weightless... You are in space! The ship will manoeuvre, so you can look for the first time back at the planet you have just come from. The view will be over a thousand miles in any direction. That’s like seeing North Africa if you were in a spaceship above London or Miami from overhead Washington DC. You will see the clarity of the solar system and the harshness of the sun. It will be humbling! It will be spiritual! After these precious minutes soaking up the thrill of space, you will start your return to earth. Your seats will recline to make the journey through the atmosphere as comfortable as possible. At around 50,000 feet the spaceship will return to a glider-like configuration for the landing back at the spaceport. Possibly, later that evening, at a magnificent gala dinner, you will be awarded your astronaut wings and maybe even a part of the rocket motor used on your trip for you to keep as a memento." Terms and conditions apply: I.e. we can only take 5 people, you'll need a week's pre-flight training, the whole trip will only last 3 hours, you'll only be weightless for three minutes, you'll have to travel to the Mojave Desert and it'll cost you about £100,000. But, hey, you'll get a slap-up meal and a bit of rusty engine as part of the deal!

aerospace

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San Francisco, Calif., May 26, 2010 — Aechelon Technology, Inc. announced that it has been awarded a contract by Northrop Grumman Corporation to provide image generators and databases for the US Navy’s RQ-4N Broad Area Maritime Surveillance Unmanned Aircraft System (BAMS UAS) Ground Stations. Aechelon Technology will supply its new pC-NOVA™ v5.0 Image Generators supporting simulation of the BAMS Electro-Optical Infrared Sensor (BEIS) featuring fully digital image tracking and multi-spectral radar paging. Aechelon Technology will also provide undisclosed multi-spectral global databases, moving models, airfields and foreign areas of interest. The United States Navy’s Broad Area Maritime Surveillance (BAMS) Unmanned Aircraft System (UAS) program provides persistent maritime Intelligence, Surveillance, and Reconnaissance (ISR) data collection and dissemination capability to the Maritime Patrol and Reconnaissance Force (MPRF) as an adjunct to the P-8/P-3 community. The BAMS UAS, at full operational capability, will provide ISR persistence over large maritime distances for long periods of time for up to five simultaneous orbits worldwide. The BAMS UAS missions include, but are not limited to, maritime surveillance, collection of enemy order of battle information, battle damage assessment, port surveillance, communication relay, and support of the following missions – maritime interdiction, surface warfare, battlespace management, and development of the Common Operational Picture (COP). About Northrop Grumman Corporation Northrop Grumman Corporation is a $30 billion global defense and technology company whose 120,000 employees provide innovative systems, products, and solutions in information and services, electronics, aerospace and shipbuilding to government and commercial customers worldwide. Internet at www.northropgrumman.com About Aechelon Technology, Inc Aechelon Technology, Inc. is a leader in real time computer graphics applications for training, simulation and entertainment markets. The company provides COTS-based, high resolution, multi-channel, geo-specific image generators, OTW and correlated sensor databases and integration services. The company’s image generators are field proven, and are delivered with full logistics support and documentation. Aechelon Technology is ISO 9001:2008 certified, and is located on the Internet at www.aechelon.com and headquartered in San Francisco, CA. For further information regarding this press release or Aechelon Technology products, please contact: Director of Programs Aechelon Technology Inc. Aechelon Technology and pC-NOVA are trademarks of Aechelon Technology, Inc. Any other trademarks mentioned in this press release are the property of their respective owners.

aerospace

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The Secondary Anchor Sling is a failsafe device that is designed to attach easily to a helicopter via a girth hitch. A release cable is routed through the aircraft door, giving the crewman or pilot access to the secondary. If the electronic cargo hook fails, the secondary will take the load. When an emergency is encountered, the crewman pulls the secondary activation handle to transfer the load. Secondary Anchor Sling - Colour: Yellow Webbing/Red Cloth Sleeve. - Weight: 1.6 lbs - Sizes: 46", 48",82" & 98" Long. - Inspections: Inspect for damged lifting webbing and hardware prior to each use.

aerospace

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If you’re looking to buy a drone in South Africa, you’ve come to the right place. Drones have become increasingly popular in recent years, not just for hobbyists, but also for professional use in industries such as photography, videography, agriculture, and surveying. With so many options available in the market, it can be overwhelming to choose the best drone that fits your needs and budget. That’s why we’ve put together this comprehensive guide to the best drones available in South Africa. In this blog post, we’ll be discussing the top drones in South Africa that offer great value for money and meet the needs of both beginner and professional users. We’ll cover their features, specifications, and price range to help you make an informed decision. Additionally, we’ll also provide tips on what to look for when buying a drone, such as flight time, camera quality, and range. Whether you’re a first-time drone buyer or a seasoned professional, this guide will help you find the best drone for your needs in South Africa. So, let’s dive in! Best Drones in South Africa 1. DJI Mavic Mini 3 Pro The DJI Mini 3 Pro is a top choice for anyone seeking a lightweight drone packed with features. With a take-off weight of only 249g, you don’t need to register it with the South African Civil Aviation Authority, making it perfect for casual users or hobbyists. If you were considering the Mini 2 but wanted more advanced capabilities, the Mini 3 Pro is an ideal upgrade. This impressive drone can fly up to 25 kilometers away in South Africa and has an extended flight time of 47 minutes. The Mini 3 Pro’s camera captures stunning images at an incredible resolution of 4K and takes sharp photos with its massive 38MP sensor. Some drawbacks include lacking the AirSense ADS-B system and slight GPS lock-on lagging issues. However, its portable design, superior digital zoom, ability to tilt upward, and three-way obstacle sensors make this drone stand out among its competitors. With two control options available – app and LCD – the DJI Mavic Mini 3 Pro caters to various preferences while offering fantastic performance in its compact form factor. 2. DJI Mavic Enterprise Advanced The DJI Mavic 2 Enterprise Advanced is a compact yet powerful drone designed to capture precise details during various operations. Its high-resolution thermal and visible cameras, paired with the RTK module, allow for accurate placement within just a few centimeters. The drone’s high-definition visual camera offers ultra-zoom capabilities so you won’t miss any crucial information when magnifying your view. Weighing only 909g, this drone can fly up to 10 kilometers away in South Africa while maintaining an impressive flight time of 31 minutes. Its maximum speed of 72 km/h allows for efficient coverage of large areas. Equipped with advanced obstacle avoidance technology, the Mavic 2 Enterprise Advanced keeps you and your equipment safe during flights. However, keep in mind that it isn’t water-resistant, and commercial use requires a drone pilot license due to its advanced features. 3. DJI Mini SE The DJI Mini SE is a powerful yet affordable drone that offers many exciting features without needing registration with the South African Civil Aviation Authority, thanks to its lightweight design (less than 250g). This compact drone is perfect for casual users and hobbyists who want high-quality images and videos. Equipped with a built-in high-definition camera, the Mini SE records video in 2.7K resolution and captures sharp photos at 12MP. Although the video resolution might be lower compared to some smartphones, it still delivers excellent aerial visuals. With a flight time of up to 30 minutes and a range of around 4 kilometers in South Africa, you’ll have enough time for exploration and enjoyment. However, there are some limitations: the absence of collision sensors and the lack of raw photo capabilities. Nonetheless, the DJI Mini SE’s balance between power, price, and image quality – plus manual shutter speed and ISO control – make it an attractive choice for those seeking an easy-to-use drone with solid features. 4. DJI Mavic Phantom 4 The DJI Phantom 4 stands out as one of the most advanced drones on the market, offering unparalleled obstacle detection and tracking capabilities. Its top-tier camera shoots stunning 4K videos at 100Mbps and captures sharp images with its large 20MP sensor. With a flight time of up to 30 minutes and a range of around 4 kilometers in South Africa, you can explore vast areas and capture breathtaking aerial views. This high-performance drone is fast and sturdy, reaching speeds of up to 72 km/h. However, it’s also quite large and bulky compared to other models available in South Africa. Due to its intricate features, the Phantom 4 might be more complex for beginners or casual users. Although it has some downsides regarding size and complexity, the DJI Mavic Phantom 4 remains an excellent choice for those who want cutting-edge technology coupled with exceptional image quality. 5. DJI Mavic Avata The DJI Mavic Avata is an exciting drone choice for those who love the first-person view (FPV) flying experiences. This incredible machine lets you see the world through its camera using VR goggles instead of a smartphone screen, making it perfect for thrill-seekers. The nose-mounted camera, motion-sensitive remote, and 50 km/h Sport mode create an exhilarating ride. With a flight time of up to 18 minutes and a range of around 10 kilometers in South Africa, this drone offers plenty of opportunities to explore your surroundings. The Mavic Avata captures high-quality images with its 12MP camera while recording videos in stunning 4K resolution. However, there are some downsides: it’s pricier than other options and can be slow when facing shifts in white balance. Additionally, the FPV system may not be suitable for crowded or sensitive areas where safe navigation is crucial. But if you’re looking for an easy-to-fly drone that delivers thrilling POV visuals through superior FPV goggles, the DJI Mavic Avata is worth considering. 6. DJI Mavic Mini 2 The DJI Mavic Mini 2 is an excellent drone option for those who want a lightweight and feature-packed flying companion. In South Africa, its 570g take-off weight means you don’t need to register as a drone pilot, making it convenient for casual users. This compact gadget boasts a three-axis gimbal 4K video camera that also captures stunning 12MP still images. Its GPS and Find My Drone capabilities ensure safety during your flights. With a flight time of up to 31 minutes and a range of around 4 kilometers in South Africa, exploration becomes even more enjoyable. The Mavic Mini 2 can reach speeds of up to 58 km/h, allowing you to cover areas quickly. However, the drone lacks features like color profiles for JPGs and video, HDR or obstacle avoidance, Hyperlapse or ActiveTrack. 7. Autel Evo 2 The Autel Evo 2 is an extraordinary drone that showcases innovation, style, and top-notch performance. This amazing device surpasses its predecessors, the Autel 1 and Mavic 2 Pro, with better speed and flight time. With a flying range of up to 9 kilometers in South Africa and a remarkable flight time of 40 minutes, this drone offers extensive coverage for your adventures. One unique aspect of the Autel Evo 2 is its choice between an 8K or a 6K camera, both delivering stunning visuals. There’s even an option for dual 8K with a FLIR thermal sensor for specialized needs. Weighing just over a kilogram (1.1 kg), it comes equipped with obstacle-detection technology that keeps your drone safe during flights. Despite requiring a smartphone app to access most of its functions and lacking 10-bit Log video in the 6K version, the Autel Evo 2 still presents itself as one of the best drones available in South Africa today for those who demand high-quality imaging capabilities combined with advanced features. 8. DJI Mavic 3 The DJI Mavic 3 stands out as a top-flight drone designed for both consumers and professional users. This amazing gadget is an all-weather flying machine that offers exceptional image quality, thanks to its primary wide-angle camera mounted on the drone. The camera captures impressive stills and videos in 5.1K and 4K resolution, giving you crystal-clear visuals every time. In South Africa, this powerful device can fly up to 15 kilometers away with an incredible flight time of 46 minutes. Its maximum speed of 75 km/h allows you to explore vast areas quickly. What sets this drone apart from others is its 360-degree obstacle avoidance system that ensures safety during your flights. On the downside, the Mavic 3 comes with a high price tag and might be considered underwhelming in terms of telephoto capabilities. However, for those who can afford it, the DJI Mavic 3’s outstanding performance makes it one of the best drones available in South Africa today. 9. DJI Air 2S The DJI Air 2S is an exceptional drone for those who prioritize image quality without sacrificing portability. Smaller and lighter than the Mini 3 Pro, it boasts a 20MP 1-inch sensor similar to the Mavic 2 Pro. Its remarkable 5.4K video resolution ensures stunning visuals every time you fly. With a flight time of up to 31 minutes and a range of around 8 kilometers in South Africa, exploring your surroundings becomes an enjoyable experience. Equipped with obstacle detection technology, this drone helps you avoid any potential accidents during flight. However, one limitation is that the aperture cannot be adjusted, which may be essential for some photographers or videographers. Despite this drawback, many users find the DJI Air 2S to be an excellent balance between performance and convenience, making it an ideal choice for both professionals and hobbyists alike. 10. Autel Evo 2 Dual The Autel Evo 2 Dual is a fantastic drone choice for those needing advanced imaging capabilities. This outstanding machine combines two cameras, one capturing visible light and the other sensing thermal images. It’s perfect for industrial work or emergency response situations where high-quality aerial pictures are essential. With an impressive flight time of 40 minutes and a range of up to 9 kilometers in South Africa, this powerful drone can cover vast areas efficiently. Its 8K video resolution ensures that every detail is captured clearly, while its omnidirectional obstacle avoidance system keeps it safe during flights. The only drawback is that it doesn’t provide temperature data on thermal images or live spot metering, but overall, Autel Evo 2 Dual remains an excellent investment for professional applications.

aerospace

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5 Aerospace Engineering Jobs in Germany You Should Know About for 2022/2023 If you're looking for an aerospace engineering job in Germany, you've come to the right place! In this blog post, we'll give you an overview of five different types of aerospace engineering jobs that are available in Germany for the year 2022/2023. We'll also provide a brief description of each job so that you can get a better idea of what the position entails. Many aerospace engineering jobs in Germany are available today, and many will be available by 2022/2023. For those looking to find their dream job in the field, it’s important to know about all of the opportunities that exist before you dive into your job search. It’s also important to know about the things you can do to ensure you get the job you want, even if there are hundreds of other candidates with similar backgrounds. However, The field of aerospace engineering encompasses several different career paths, many of which require advanced degrees and years of experience to achieve. Whether you’re looking to change your existing aerospace engineering job or are just starting as an aerospace engineer. Here are five aerospace engineering jobs in Germany to know about for 2022 and beyond. What is Aerospace Engineering Aerospace engineering is the branch of engineering that deals with the design, construction, and science of aircraft and spacecraft. Aerospace engineers are employed in the aviation, defense, and space industries. To become an aerospace engineer, one must have a bachelor's degree in aerospace engineering or a related field. There are many different types of aerospace engineering jobs, ranging from designing aircraft to working on the space shuttle. Aerospace Engineering in Germany The German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) is the national aerospace research center of the Federal Republic of Germany. With approximately 8,000 employees, it has locations throughout Germany. The DLR is engaged in a wide range of research and development projects in the field of aeronautics, space, transportation, energy, and security. When it arrives to aerospace engineering jobs in Germany in 2022/2023, Airbus Industrie GmbH is one of the leading players on the global aerospace scene. Headquartered in Hamburg, Airbus Industries produces civil aircraft from its final assembly line and provides comprehensive support services to airlines, passengers, and airports worldwide. Siemens AG is one of the world's largest manufacturers of electrical equipment with products ranging from household appliances to systems for power generation and transmission to medical devices. List of Germany Aerospace Engineering companies offering Jobs The following are five aerospace engineering jobs in Germany that you should know about for 2022/2023. - MTU Aero Engines Meanwhile, we are going to explain these Companies in detail. Airbus is one of the world's leading aerospace companies and is headquartered in Germany. They are a major employer in the aerospace engineering field, with over 5,000 employees worldwide. If you're looking for an aerospace engineering job in Germany, Airbus is a great place to start your search. They have several facilities throughout the country and offer competitive salaries and benefits. For example, new hires at Airbus can expect a starting salary of €60,000-€65,000 per year. There are many jobs available in this sector at Airbus and they hire both experienced aerospace engineers as well as new graduates with aerospace engineering degrees. 2. MTU Aero Engines MTU Aero Engines is one of the leading aero-engine manufacturers. The company is headquartered in Munich and has over 15,000 employees. MTU engines power some of the world’s most popular aircraft, including the Airbus A320neo and Boeing 737 MAX. If you’re looking for an aerospace engineering job in Germany, MTU is a great option. RUAG is a leading international technology group with two core businesses: aerospace and defense. They offer a wide range of products and services in both areas, from general aviation to spaceflight. With over 10,000 employees worldwide, they are one of the largest employers in the aerospace industry. They have several locations across Germany, making it a great place to start your search for an aerospace engineering job. Additionally, their aerospace engineers develop new technologies and systems such as wing structures or structural composites. As a result, they can be found at the forefront of aerospace research. The German company ThyssenKrupp is one of the largest aerospace engineering employers in the country. They are headquartered in Essen and have been in operation since 1873. In 2017, they had over 158,000 employees worldwide. For those looking for an aerospace engineering job in Germany, ThyssenKrupp is a great option. They offer a variety of positions for engineers at all levels of experience. For aerospace engineering jobs in Germany in 2022/2023, visit their website to see current openings. EADS is a global leader in aerospace, defense, and related services. They employ over 140,000 people worldwide and have operations in over 130 countries. In Germany, they are headquartered in Munich and have several other facilities around the country. They offer a variety of positions for aerospace engineers, including aircraft design engineers, systems engineers, flight test engineers, and more. Krauss-Maffei Wegmann: KMW is a German company that provides high-quality military vehicles to German armed forces as well as to international customers. They manufacture combat vehicles, tanks, howitzers, self-propelled artillery pieces, air defense systems, etc. More Related posts Applying for Part-Time Jobs in Liverpool as a Student in 2022/2023 Best Caregiver Jobs With Visa Sponsorship in the UK 2022 Finding a Payroll Administrator Job in the USA as a Foreigner Other Available Job offers in The Germany 1. Gas Turbine Engineer (m/f/d) Aerospace ALTEN Technology GmbH Blankenfelde-Mahlow, Germany (+1 other) At ALTEN you can develop everything - especially yourself! We are one of the world's leading development service providers in key industries. Our employees represent our success factor. Are you ready for exciting projects where you can impress with your technical know-how? Join our team! Gas Turbine Engineer (m/f/d) AerospaceYour Tasks • Supporting project activities through parts of the aero-engine development lifecycle • Supporting the delivery of the project • Suggesting technical solutions & improvements • Reporting the development status & defining team tasks • Interfacing with the internal teams and customers 2. 68898: Master Student Aerospace Engineering or similar (f/m/x) - Design German Aerospace Center (DLR) Area of research: Other, Diplom & MasterJob description: The ramp-up of sustainable aviation fuel (SAF) usage enables new opportunities for reducing aviation’s climate impact during a flight mission. These novel opportunities include adjusting the flight routing with respect to the available jet fuel or optimizing the refueling strategy. However, currently, these potentials cannot be fully exploited since the required fuel property data (e.g. aromatics content, heat of combustion) is not collected systematically at the airport or is only checked using costly and time-consuming laboratory analysis. Digital Product Owner - Aircraft Delivery Centre Hamburg (d/f/m) Bishop Aeronautical Engineers Digital Product Owner - Aircraft Delivery Centre Hamburg (d/f/m) Ref.2022_489 • Be the Hamburg Local focal point of the Delivery Centre digital board • Promote the Digital strategy locally • Act as Product owner for some digital solutions • Support business in Tool deployment including change management. • Work closely with all other POs of the team ensuring a good team spirit Contribute to the permanent improvement of our processes in line with program requirements and company strategy. • Report advancement and risks to the Customer Line digital board It's never too early to start planning your career, and if you're interested in aerospace engineering, then you should definitely consider looking into jobs in Germany. Here are five of the best aerospace engineering jobs in Germany for the upcoming year. These include positions with Airbus Group, Rolls-Royce Deutschland AG, Deutsche Aerospace AG, and MTU Aero Engines GmbH.

aerospace

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Showing Collections: 1 - 4 of 4 General information on programs offered in the Mechanical, Materials, and Aerospace Engineering Department including posters about events, brochures and other mailings, and course information. Flyers, posters, and other information on events sponsers by the Materials, Mechanical, Electric, and Aerospace engineering Department including workshops, meetings, alumni day. ssorted research publications from faculty and lab staff associated with the Mechanical, Materials, and Aerospace Engineering Department including: 1. Philip G. Hodge jr. publication, 1967- 1969 2. X-Ray Diffraction, 1969 3. Research Themis Project, 1969 4. Project Themis Report, 1970 5. Project Themis Technical Report, 1970 6. Study Mobile Overpass Roadway Repair Vehicle, 1970

aerospace

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- Space weather - Space-based education Teaching & Supervision - PHYS 111.6, General Physics - GE 124.3, Engineering Mechanics I - GE 125.3, Engineering Mechanics II - PHYS 115.3, Physics And The Universe - PHYS 155.3. Introduction to Electricity and Magnetism - PHYS 156.3. Electromagnetism and Waves for Engineering - PHYS 356.3, Intermediate Electromagnetism - EP 271.3, Heat Kinetic Theory and Thermodynamics - EP 370.3, Heat Kinetic Theory and Thermodynamics - PHYS 391.3, CaNoRock Canada Norway Student Sounding Rocket Course - GPS 974. Graduate Professional Skills - GPS 984. Thinking Critically Professional Skills for Global Citizens Curriculum Development and Science Communication - CaNoRock - Canada Norway Student Sounding Rocket Program (undergraduate) - CaNoRock STEP - Research-based Ph.D. field school - Principal Investigator, NSERC CREATE International Space Mission Training Program (M.Sc.) - First Year Review Steering Committee and Bridging Committee Member, College of Arts & Science - Science Leadership Fellow, University of Toronto (2013-4) - Physics Undergraduate Program Chair (2015-2019) Atmospheric & Space Physics Space-based education SuperDARN aurora ionosphere radars space weather Dr. McWilliams is the Director of the SuperDARN Canada National Research Facility and the Chair of the international SuperDARN project. SuperDARN (Super Dual Auroral Radar Network) is a ten-nation collaboration who synchronize the operation of their space weather radars in the north and the south to produce space weather maps of the Earth's ionosphere. These radars measure the convection velocity (equivalently the voltage) over vast areas of the Earth. SuperDARN measurements are made in the regions where the aurora borealis and the aurora australis (the northern and southern lights) are most active. These regions are very important to the Earth's space environment, as they are the regions where huge amounts of energy can be transferred to the upper atmosphere from the solar wind via the Earth's magnetosphere. For example, during a typical substorm 50 gigawatts of power can be dumped into the Earth's ionosphere. This produces the beautiful aurora that we can see at night in Saskatoon. Dr. McWilliams' main research interest is the Earth's magnetosphere-ionosphere system. Her research relies on assimilative data combination to study the electromagnetic picture of electric fields, magnetic fields, and electrically charged particles in the Earth's space environment and upper atmosphere. She combines SuperDARN measurements of the Earth's ionosphere, images of the ultraviolet aurora from space, images of the visible aurora seen from the ground, magnetic fluctuations observed on the ground and in space, and particles detected in the upper atmosphere, the magnetosphere, and the solar wind. This multi-instrument approach is well suited for system science studies of space weather. Dr. McWilliams was first involved with SuperDARN as an NSERC summer student, when she was part of the team that built the radar located just outside of Saskatoon. Her M.Sc. work at the U of S involved estimations of field-aligned currents from SuperDARN velocity maps. Field-aligned currents are the primary means by which the magnetosphere and the ionosphere are linked. During her M.Sc. program, Dr. McWilliams spent several months at Imperial College, London, analyzing magnetic field data from Saturn from the Voyager 1, Voyager 2, and Pioneer 11 spacecraft. She also worked for several months at the British Antarctic Survey, which is home to the group that operates the Antarctic SuperDARN radar located at Halley Station. After her M.Sc. work, Dr. McWilliams received a Commonwealth Scholarship and went to the University of Leicester in the UK, where she worked with the Radio and Space Plasma Physics Group, who operate the CUTLASS SuperDARN radars. Her Ph.D. work was an examination of the direct coupling of the solar wind to the magnetosphere-ionosphere system, primarily by means of transient magnetic reconnection, or 'flux transfer events.' Dr. McWilliams returned to the University of Saskatchewan in 2002 as an NSERC postdoctoral fellow, where she rejoined the Canadian SuperDARN team. Dr. McWilliams is heavily involved in research-based educational program development. She is an original member of CaNoRock (the Canada-Norway Student Sounding Rocket Program) team. Canadian and Norwegian students who participate in CaNoRock spend a week in northern Norway, where they build and launch a rocket. Dr. McWilliams was also a member of the CaNoRock leadership team that developed the highly successfuly CaNoRock STEP Ph.D. School, where students are challenged to write a leading-edge scientific paper in ten days, given appropriate datasets and mentorship on scientific research and paper writing by experienced researchers. This learn-by-doing concept proved so successful that every CaNoRock STEP school has resulted in at least one published journal article led by students. Dr. McWilliams also leads the International Space Mission Training Program, an NSERC-CREATE funded training opportunity for M.Sc. students from Norway and Canada. The ISM was an outstanding success, with students going on to careers in the space sector and to further space related education. Education & Training NSERC Postdoctoral Fellow (2002-2004) Ph.D. (University of Leicester) 2001 Commonwealth Scholar (1998-2001) M.Sc. (University of Saskatchewan) 1997 B.Sc. (University of Saskatchewan) 1994

aerospace

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You are here Escort Fighter Pilot Ghost SRE Syndicate is looking for a full time Escort Fighter Pilot to serve as an officer in our scouting, reconnaissance, and exploration fleet. The Escort Fighter Pilot will be responsible for security of the physical space around the fleet's flagship exploration vessel, Ghost, an Anvil Carrack, as well as securing airspace above the Captain's ground crew when he's conducting planet-side operations. The Escort Fighter Pilot will report to the fleet's Gunnery Officer. Starting rank is Second Lieutenant and pay is on a per mission basis, commiserate with experience, and includes a healthy bonus structure for successful operations. Qualified candidates may fly their own vessel OR use the fleet's Mustang Delta. Pilot's choice. 100+ hours of Arena Commander with top rankings Obsessive interest in zero-g flight combat Experience piloting a Mustang Delta Full knowledge of the operation of single seat fighter craft. Ability to defend a fleet or larger, multi-crew exploration vessels. Ready to apply? If you'd like to apply for this crew position login to your existing Star Citizen Crew Finder account or register now! You can use a Star Citizen Crew Finder account to apply and post available crew positions for your ship or organization for free. You can also integrate crew finder positions with your organization website with RSS. Thanks for using Starship Crew Connector. We reserve the right to remove or edit accounts or content for violating the following rules: - Content which is offensive. - Content which is not relevant to recruiting for crew positions. - Fraudulent content - Erroneous content - Egregious duplicating - Any attempts to hack or misuse the system Copyright © 2021,

aerospace

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Engineers are working hard to keep it that way EVERY DAY a tonne or two of defunct satellites, rocket parts and other man-made orbiting junk hurtles into the atmosphere. Four-fifths of it burns up to become harmless dust, but that still leaves a fair number of fragments large enough to be lethal. It is testament to how much of Earth’s surface is sea, and how sparsely populated the remainder remains, that the only recorded victims of this artificial hailstorm are five sailors aboard a Japanese vessel, who were injured in 1969, and a woman in Oklahoma who was grazed by a piece of falling rocket in 1997. But it is also testament to luck—and the odds of that luck holding are shortening. Population growth means that the fraction of Earth’s surface which space debris can hit harmlessly is shrinking. At the same time, more spacecraft are going up (111 successful launches in 2018, compared with 66 a decade earlier, and with many launches carrying multiple payloads). And payloads themselves are increasingly designed so that equipment which has fulfilled its purpose falls out of orbit years or decades sooner than it otherwise would, lest it collide with functioning spacecraft. In light of all this, more attention is being paid to the safe disposal of satellites and other space junk. To do that, space agencies and private companies alike want to steer craft to the least risky impact-destinations possible, and also reduce the number of fragments that will survive re-entry and endanger people and property. A drop in the ocean One tried and tested solution is to plunge a re-entering craft into a zone known as the South Pacific Ocean Uninhabited Area. This is the expanse between Chile and New Zealand. It is island-free, little sailed and little overflown. Such controlled re-entries are not a completely precise science. Any ships and planes heading into the vicinity at the time will be advised to steer clear of a potential impact area that may exceed 10,000km2—roughly the size of Lebanon. But if everyone takes these warnings seriously, then controlled re-entries are as safe as it gets, according to Holger Krag, head of the European Space Agency’s Space Debris Office in Darmstadt, Germany. Job done, you might think. Yet only a few controlled re-entries are carried out each year. The reason is cost. If a spacecraft is to be put into the steep descent needed to aim it reasonably precisely at a particular spot on Earth’s surface, it will need to carry two or three times as much fuel as is required for standard orbital adjustments. It will also require larger thrusters. That fuel and those thrusters add to a mission’s weight, and therefore its launch costs. Ground controllers are also necessary to supervise the re-entry. Ending a mission with a controlled re-entry can thus add more than €20m ($22m) to its cost. A cheaper alternative is a “semi-controlled” re-entry. Instead of diving towards a pre-arranged target, a satellite is lowered gradually into the atmosphere using either what thruster-fuel remains to it or a specially designed drag-sail. This sail intercepts air molecules that have leaked into space from the atmosphere, slowing down the satellite it is attached to and thus decreasing the craft’s altitude until it reaches a point where air resistance to the body itself pulls it into the atmosphere. The trade-off is that the danger zone associated with such a de-orbiting is much larger than that of a properly controlled re-entry. It is still possible to arrange for this zone to have lots of oceans and few big cities. But there is not the certainty of no casualties that the South Pacific Ocean Uninhabited Area brings with it. Also, though more economical than the fully controlled variety, semi-controlled re-entry is not free. Saving fuel for it shortens mission lengths. Adding a drag sail adds to launch weight. In practice, therefore, almost all spacecraft re-enter the atmosphere at random. But this has not prevented experts from working out the probability that the random re-entry of a given mission will cause casualties. And that is useful information, because it can be used to decide whether a mission should go ahead in the first place. Re-entry-survivability analysis, as it is known, is done using software that crunches data on the size, shape, configuration, composition and thickness of a satellite’s components. That provides an estimate of the number, weight, size and shape—and therefore potential harmfulness—of pieces that atmospheric friction will not reduce to dust. The probability of casualties can then be calculated in light of the population density under the spacecraft’s orbit. Hyperschall Technologie Göttingen (HTG), a German firm, charges about €50,000 for such an analysis. Its clients include three European satellite manufacturers—OHB System of Germany, Elecnor of Spain and Airbus—as well as several space agencies. For their money, these organisations get a bespoke assessment of the likely fate of a particular spacecraft, based on digital files of its design, and using programs with names like “Spacecraft Entry Survival Analysis Module” and “Debris Risk Assessment and Mitigation Analysis” that have been calibrated by experiments in the plasma wind tunnels owned by Germany’s space agency. If these calculations come back showing that the risk of a satellite killing or injuring someone during re-entry is greater than one in 10,000—which roughly half do—then permission to launch will probably be denied unless the craft is redesigned or can be rigged for a semi-controlled entry at more favourable odds. The idea of setting the acceptable risk at 10,000 to one, though derided by some as arbitrary, was adopted by America’s space agency, NASA, in 1995, by Japan in 1997, by France in 1998 and by a dozen or so other places in the years since. Feeling the heat Having to do such calculations at all, though, is suboptimal. The best solution to the problem of re-entering space debris is to build spacecraft so that nothing will reach the ground in the first place. One way to “design for demise”, says Ettore Perozzi, an expert on debris at Italy’s space agency, is to build a spacecraft “like a chocolate bar”, so that it snaps easily into pieces. The idea is for specially positioned weak parts to fail early during re-entry, ripping the thing apart at an altitude of about 125km, rather than the standard 80km or so. This exposes the spacecraft’s guts to greater destructive heat for additional seconds. One promising means of getting a spacecraft to rip open early, according to Charlotte Bewick, head engineer for debris at OHB System, is to forge screws, nuts and other parts for couplings out of special “shape memory” alloys. When heated, these alloys return to a “remembered” shape they once held—which, in this case, will facilitate a rapid wiggling apart early in re-entry. Thales Alenia Space, a Franco-Italian firm, sees more promise in another way of accelerating a spacecraft’s break-up. It has patented a “demisable” coupling that, thanks to a special washer, comes apart quickly when heated. Engineers are testing prototypes in a plasma wind tunnel and reckon the winning design will contain a low-melting-point alloy of zinc. Another way to reduce what reaches the ground is to substitute refractory materials such as titanium and steel, used to make things like fuel tanks and fly wheels, with substances such as aluminium and graphite epoxy that vaporise more easily. According to Lilith Grassi, a debris expert at Thales Alenia, this approach is bearing fruit. Even these measures, though, will not bring every spacecraft into compliance with the one-in-10,000 rule. So engineers have thought up additional ways to lower the likelihood of a casualty. Those at OHB System, for example, have proposed fastening together with strong cabling any components expected to survive re-entry. That will prevent them from fanning out—meaning, as Dr Bewick puts it, that the surviving debris will hit Earth like a single bullet instead of a shotgun blast, thus reducing the chance that anyone will be struck. OHB System has yet to find a customer for a satellite fitted with such containment cabling. It would add weight, and thus cost. Moreover, some dislike the notion of increasing the amount of material that will strike Earth, even if that increase reduces the chance of a death. But a related approach is under study at Thales Alenia. This firm may begin encasing in a single package the lenses and other components of optical systems that currently often hit the ground as a spray. Something no one seems to be asking in all this, is what an appropriate level of safety for satellite re-entries actually is. The original reason for picking 10,000 to one as an acceptable risk level has been lost in the mists of time. To a given individual in Earth’s human population of 7.5bn, it translates into one chance in 75 trillion per re-entry. This is vanishingly small, even in a world where re-entries are numbered in the hundreds per year. On the other hand, any death delivered from outer space in this way would be headline news, and might result in calls for the rules to be tightened still further. So far, the satellite business has a pretty good safety record. It would like to keep things that way.

aerospace

http://www.internationaljournalssrg.org/IJME/paper-details?Id=40

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Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes |International Journal of Mechanical Engineering| |© 2018 by SSRG - IJME Journal| |Volume 5 Issue 10| |Year of Publication : 2018| |Authors : Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R| Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R, "Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes" SSRG International Journal of Mechanical Engineering 5.10 (2018): 5-9. Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R,(2018). Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes. SSRG International Journal of Mechanical Engineering 5(10), 5-9. The transonic aerodynamics of a missile body is critical, which dictates the structural design aspect and controllability of the vehicle. ANSYS-FLUENT has been used to investigate the aerodynamic characteristics over a Canard controlled missile configuration for subsonic and transonic Mach numbers ranging from 0.6 to 2. The co-efficient of pressure, shock location, flow separation and reattachment regions have been extracted. A.B.Blair, Jr., jerry m. Allen, and Gloria Hernandez, “Effect of tail- fin span on stability and control charicteristics of an canard-controlled missile at supersonic mach number”, Langley Research center, June 1983. Curtis P.Mracek and D. Brett Ridgely, “Optimal control solution for duel tail and canard control missile”, Raytheon Missile Systems, January 2006. Hong Chuan Wee, “Aerodynamic analysis of a canard missile configuration using ANSYS-CFX”, Defence Science & Technology Agency, Singapore, December 2011. James Despirito, Milton E. Vaughn Jr. & W. David, “Numerical investigation of aerodynamic of canard-controlled missile using planar and grid tail fins - subsonic and transonic flow”, Weapons and Materials Research, U.S. Army Aviation and Missile Command, March 2004. Scott M. Murman, “Cartesian-grid simulations of a canard- controlled missile with a spinning tail”, NASA, Ames Research Centre, June 2003 Missiles, Canard, Fins, Transonic Aerodynamics

aerospace

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Flights from Millau To Alvor Millau to Alvor DistanceDistance between Millau and Alvor is 1252 KM. Millau to Alvor Flying TimeThe flying time is approximately 2h 2m. Current local time in Millau and AlvorCurrent time in Millau is 22:18:00 CEST and date is Monday 20 August 2018 Current time in Alvor is 21:18:00 WEST and date is Monday 20 August 2018

aerospace

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Commercial Aircraft with Accessories Get ready for take-off with this large commercial aircraft with two powerful engines from SIKU. The front flap in the roof can be raised to allow the four passengers to their seats. The rear flap opens a storage space for a favourite car, which can be brought along for the holiday. At full speed, the plane takes off, and the undercarriage can be retracted. Get ready for the landing, lower the undercarriage and switch on the landing light. The light turns off automatically after 10 minutes. The aircraft has landed. The aircraft tractor with the tow bar is in position for the next departure. Made with metal and some plastic parts/accessories - these are some durable and long lasting toys.The plane measures 39cm in length and is 36cm wide. Age Recommendation: 3 Years + Dimensions: 39.5cm x 38.5cm x 10cm (Box) Country of Design: Germany Country of Manufacture: China Primary Material: Diecast metal Assembly Required: No Gift Wrap: Yes Brand SKU: SI5402 GUARANTEED SAFE CHECKOUT Our Elves Also Think You Will Love Sorry, this product is not currently available in the requested quantity. Please contact us if you would like additional information regarding when more will become available.

aerospace

http://www.ornithopter.org/

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How to Design & Build Web Site Links About This Site is an "ornithopter"? An ornithopter is a mechanical "bird" that flies by flapping wings. was the first ornithopter? About 1870, but the first was flown in 1942. your own ornithopter! Simple school projects to advanced robotics. New Type of Ornithopter - S1 Robotic Bird is a device that imitates the flapping-wing flight of birds. Ornithopters were flown successfully in the 1870s. However, most ornithopters to date used a simple crank mechanism for flapping the wings. This doesn't allow much control over how the wings move. The new system of the S1 Robotic Bird (www.birdkit.com) mimics the nervous system and muscles of a real bird, allowing total control over the wing movements. move indepently for steering, and they can go to a level position for gliding whenever desired. In fact, you can program the wing movements any way you can imagine, to try various flight styles and aerobatic maneuvers. S1 Robotic Bird grew out of my earlier research in flapping-wing flight. I built my first "robotic" ornithopter in 2005. Just like the S-1, that earlier project had an onboard computer or "microcontroller" to control the wing However the S-1 uses new, commercially available technology, instead of an elaborate custom-built system. This makes the S1 Robotic Bird much easier to build and accessible for many hobbyists. The Robotic Bird is available today from is a device that flies by flapping wings. it different from an airplane or helicopter? Those machines are driven by rotating airfoils. In an ornithopter, the driving airfoils have back-and-forth motion instead. This imitates nature, because no animals have any rotating parts. da Vinci did not invent the ornithopter. of the ornithopter goes back to ancient times. Ancient Assyrians depicted God flying in a winged chariot or ornithopter at least 3,000 years ago. Ornithopter attempts were made before Leonardo's time, and Leonardo himself never actually built one -- he only drew sketches. The first successful flight of a manned ornithopter took place in 1942. your own ornithopter! the challenge of building your own ornithopter, with model kits from BirdKit.com. Bird kits range from simple models powered by rubber band, to advanced robotic birds. They are all great flyers and perfect for school projects! Olympiad: Students compete to see who can make the longest flight time with an ornithopter or "flying bird"of their own construction. The challenge of building and flying these models is a great way for kids to learn about science and also how to work together as a team. Hobbyists: For many years, hobbyists have enjoyed building and flying their own ornithopters. The ornithopter provides enduring satisfaction: Although it's now easy to get started in this hobby, you can go on and pursue an endless variety of more advanced projects. Air Vehicle Ornithopters: Researchers are developing tiny ornithopters that can pass as a bird or insect. Some of these MAV ornithopters can hover in place and carry useful payloads like spy cameras. Typical MAV ornithopters are controlled Ornithopters: A few manned ornithopters have made successful flights. Many people are not aware of this work and still believe that manned flapping-wing flight is impossible. A more accurate understanding is that it requires more advanced technology compared with the simple propeller-driven airplane. Q: What is A: An ornithopter is a device that imitates the flapping-wing flight found in nature. The word "ornithopter" (c.1908) combines the ancient Greek words for "bird" and "wing". An ornithopter doesn't need to have feathers, though. What makes it birdlike is the flapping motion! Airplanes have a rotating propeller. Helicopters have a rotary wing that provides both lift and thrust. But animals don't have any rotating parts! Q: Why flapping A: I build ornithopters because people are blown away when they see one of these machines, flying high overhead, doing something they thought was utterly impossible. There are practical benefits as well: flapping wings potentially offer improved efficiency, better maneuverability, and reduced noise compared with the rotary-driven airplanes and helicopters. The resemblance to a real bird can also be useful, e.g., for spying or for keeping birds away from airport Q: Have people ever flown in an ornithopter? A: Yes. Adalbert Schmid's engine-powered manned ornithopters, flown in 1942 and 1947, were the most successful to date. Several other manned ornithopters have made Q: How does an ornithopter fly? A: The ornithopter works on the same principle as the airplane. The forward motion through the air allows the wings to deflect air downward, producing lift. The flapping motion of the wings takes the place of a rotating propeller. more Q: Why doesn't the upstroke cancel out the downstroke? A: The force produced by a wing depends on the angle the wing is held at, relative to its motion through the air. This is called the "angle of attack". During the upstroke, the angle of attack is reduced, keeping air resistance to a minimum. more Q: Can I build my own ornithopter? A: Yes! It is very challenging, but many people build ornithopters as a hobby or school project. There are free plans on this web site, but you will have a better chance of success if you start with one of the flying bird model kits available at BirdKit.com. can I get funding to build a manned ornithopter? A: I don't know of any funding sources. I can only suggest that if you build a working, radio-controlled model of your proposed design, that will probably make it much easier to get funding. Learn more about ornithopters by subscribing to the newsletter, Flapping

aerospace

https://blog.axway.com/learning-center/software-development/api-development/ci-cd-or-to-the-moon-and-back

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If you’ve ever visited the Kennedy Space Center in Florida, then you’ve undoubtedly been totally awestruck at the size and magnitude of the engineering effort that it took to land man on the moon. (Okay, let’s politely ignore the conspiracy theories.) The iconic image of Neil Armstrong taking his “one small step” from the “Eagle” lunar module will forever be etched in the minds of mankind. The goal of the mission was to land a man on the moon and return – the application that was built to achieve this incredible feat was Apollo 11. Apollo 11 on the moon. (Source: spaceflightinsider.com) Apollo 11 transported the astronauts from Earth to Moon and back to Earth, but it was the processes, engineering and infrastructure that were the true catalysts that allowed the journey to be successful. The number 11 is a good indicator that this was not the first Apollo mission. Also remember that Gemini and Mercury came before Apollo, as did many different rockets, before the Saturn V was ready. What the space program was demonstrating for us was the process, engineering and infrastructure required to integrate/improve continuously (CI). Each launch or mission, demonstrated the capability to continuously deliver (CD); as long as the integration was successful, it was “GO for launch”. This was an incredible feat, the height of mankind’s capability at the time, but this was, pardon the pun, astronomically expensive! In order to build and get the lunar module to the moon, NASA built the Saturn V rocket. The infrastructure that was needed to support and assemble the Saturn V rocket was incredible: - The Vehicle Assembly building, which at the time of construction was one of the largest buildings in the world - The crawler to carry the rocket to the launch pad is one of the biggest vehicles ever built in the world - The Mobile Launch Platform took five years to complete from inception to first launch, but would be used over fifty times in its lifetime, supporting the first five Saturn V flights and over fifty more shuttle missions Saturn 5 rocket and launch tower on crawler outside the Vehicle Assembly building (Source: NASA) Believe it or not, creating a cloud native application is similar to the Apollo mission. Of course, it is not life or death, but the tenants for success are similar. When deploying a software application, the success criteria is not as simple as just building, deploying and then running the application. Instead, for a cloud application to be successful, it requires a huge level of investment in resources and time. You will need to observe success, as part of an integration process, before moving forward to deliver the application. To achieve this goal, you must invest, because there is no customer lining up to pay for your infrastructure, but they will pay for a product that provides current/innovative business value, continuously. Also, this investment is not cheap, but neither is obsolescence. This investment is what is known today in the software world as CI/CD. Continuous Integration (CI) & Continuous Delivery (CD) A Continuous Integration (CI) process is one, whereby developers are required to integrate their code into a shared repository (git, SVN, etc) several times a day. Each check-in or commit, is then verified by an automated build that will exercise many tests against the code. This practice allows teams to detect problems early and fix them, pre-launch, quickly. While this is an integral piece and highly beneficial to code quality and speed, it’s only the first step of many to deliver value – much more automation is needed. The next stage of the pipeline is Continuous Delivery (CD). CD is a software development discipline where you build software, in such a way, that software can be released to production, at any time, with low risk. How is this possible? A significant investment in the delivery infrastructure, just like the Apollo’s delivery infrastructure, is necessary to build the tooling, automation and reporting that can verify the readiness of the application, before it is delivered to the customer. Do not confuse Continuous Delivery with Continuous Deployment. Continuous Integration (CI) & Continuous Delivery (CD) need continuous investment in maintaining unit tests, automated integration tests, automated end-to-end tests, and testing of non-functional aspects of the system. All this need to be automated and may either run on each merge to master or on less frequent intervals. Test pyramid (Source: Coveros.com) Continuous Deployment (CD) The Apollo craft was launched into space by the Saturn V. The Saturn V was a three-stage liquid-fueled super heavy-lift launch vehicle that was developed to support the Apollo. Saturn V rocket launching (Source: Smithsonian) You launch your application / service with Continuous Deployment. With Continuous Deployment every change that goes through the pipeline will automatically get placed into production, resulting in many production deployments every day. Keep in mind, these deployments must have successfully passed through all the automated pipeline hurdles and upstream environments (QA, pre-production etc.), before they will be candidates for deployment to production. If, at any point, during the pipeline, a failure is detected – you must go back to the beginning (without collecting your $200/ NO SOUP FOR YOU!). Achieving Continuous Deployment is the holy grail. It is difficult to attain, but immeasurable in terms of its impact to speed, quality and opportunity. Remember, solutions generally don’t deliver business value until they are deployed to production; so, the faster that we deploy, the faster we get to business value. QED. Remember, for any service, if you want it to be successful, it’s important to invest in the support infrastructure of CI-CD-CD around your service, just like NASA did for the Apollo missions. Itemized estimate of the run-out cost of the Apollo program (the total came to $23.9 billion): |Saturn I launch vehicles |Saturn IB launch vehicles |Saturn V launch vehicles |Launch vehicle engine development |Tracking and data acquisition |Operation of installations In Kennedy’s speech on the USA’s space effort, he delivered the immortal words “We choose to go to the Moon!”. Do you think at the time he knew that to support the goal, he’d build the biggest earth vehicle ever or the most powerful rocket? So, remember when your boss tells you that “We choose to go to the Cloud” that you will need to make similar levels of investment in your infrastructure for CI/CD. One small step for man, one giant step for software development!

aerospace

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ISRO has successfully launched 104 space satellites in one go & made anew World Record. It is a great proud moment for every Indian. Check out video of this launch here at www.SUNOBAWA.xyz All the big leaders have congratulated ISRO in this proud moment & for its success. The launch was done from Satish Dhawan Space Centre, Sriharikota ,Andhra Pradesh. Check out what leaders tweeted on this big achievement. India Breaks Russia’s Record Sends 104 Nano Satellites To Space — ISRO (@isro) February 15, 2017 One Hundred & three nano satellites were took by Cartosat-2 series satellite, weighing 718 kg. These satellites from different countries including Kazakhstan, United Arab Emirates, Israel, Netherlands were injected within a time span of 28 minutes. Around 96 of these satellites belonged to USA. This was also India’s Polar Satellite Launch Vehicle, PSLV-C37, 39th mission completed successfully. On this successful mission, ISRO chief AS Kiran Kumar said “All 104 satellites successfully placed in Orbit. My hearty congratulations to the entire ISRO team for the wonderful job they have done.” PM Narendra Modi & president Pranab Mukherjee applaud the achievement of the Indian Space Research Organziation. Congratulations to @isro for the successful launch of PSLV-C37 and CARTOSAT satellite together with 103 nano satellites! — Narendra Modi (@narendramodi) February 15, 2017 President Tweeted This : This day shall go down as a landmark in the history of our space programme #PresidentMukherjee — President of India (@RashtrapatiBhvn) February 15, 2017 Congree president Sonia Gandhi & vice president her son Rahul Gandhi too congratulated the scientists. — Office of RG (@OfficeOfRG) February 15, 2017 To watch video of this launch you may visit to this link : Watch Here That’s how big leaders reacts on success of Indian Scientists & India. What to do you think about this great Achievement of India ?? Tell Your views below in comment section.

aerospace

http://www.ledburyreporter.co.uk/news/9933260.Air_cadet_Luke_gets_some_flying_practice/?ref=rss

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Get involved! Send your photos, video, news & views by texting MG NEWS to 80360 or e-mail us Air cadet Luke gets some flying practice MALVERN teenager Luke Branfield got a rare chance to take to the air thanks to a Help For Heroes ball organised by one of the town’s defence technology firm 3SDL. Luke’s father Paul attended the ball in July and won a flight in a Diamond Aviation DA-42 aircraft as one of the raffle prizes. As Luke, aged 14, has just joined the local air cadets, and was keen to gain flying experience, Mr Branfield agreed to take him along. On a sunny day, the two travelled to Gloucester Airport at Staverton, near Cheltenham, and enjoyed an overflight of the Malvern Hills and the town. The trip took them above the eaves of the family home in St Andrew’s Road, and the family were all spotted down of terra firma waving back at the two lucky passengers. Luke sat in the front seat next to the pilot and even had an opportunity to fly the aircraft himself. Mr Branfield said: “Thanks go to 3SDL for providing us both with a fantastic experience. “Luke and I couldn’t have picked a better day to enjoy the exhilaration of the flight on the DA-42 and the pilot gave Luke the memorable opportunity of flying the aircraft which was a dream come true for him. “All-in-all a wonderful day in support of a very worthwhile charity.” Comments are closed on this article.

aerospace

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Dyson Changes Focus to Space Ventures Friday, March 30, 2007 8:30:00 AM PDT | VentureDeal Staff VIENNA, VA -- Esther Dyson thinks that space is the next frontier for technology and that the Internet may be old hat. If her recent efforts to lend her tech industry high profile to the space race are any indication, Dyson is changing her focus up to the stars. She has invested in tourism firm Space Adventures as well as Zero Gravity, a firm that offers customers a few minutes of zero gravity flight. Other investments include rocket engine maker XCOR Aerospace and Constellation Services, both makers of low cost rocket boost solutions. Dyson will give a keynote address this June at the Aspen Institute's 3rd annual Flight School forum, highlighting the challenges that space entrepreneurs face. Email Page | Print Page

aerospace

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The Civil Aviation sector includes Airports, Scheduled and Non-Scheduled domestic passenger airlines, Helicopter services / Seaplane services, Ground Handling Services, Maintenance and Repair organizations; Flying training institutes; and Technical training institutions. For the purposes of the Civil Aviation sector: (i) Airport means a landing and taking off area for aircrafts, usually with runways and aircraft maintenance and passenger facilities and includes aerodrome as defined in clause (2) of section 2 of the Aircraft Act, 1934; (ii) Aerodrome means any definite or limited ground or water area intended to be used, either wholly or in part, for the landing or departure of aircraft, and includes all buildings, sheds, vessels, piers and other structures thereon or pertaining thereto; (iii) Air transport service means a service for the transport by air of persons, mails or any other thing, animate or inanimate, for any kind of remuneration whatsoever, whether such service consists of a single flight or series of flights; (iv) Air Transport Undertaking means an undertaking whose business includes the carriage by air of passengers or cargo for hire or reward; (v) Aircraft component means any part, the soundness and correct functioning of which, when fitted to an aircraft, is essential to the continued airworthiness or safety of the aircraft and includes any item of equipment; (vi) Helicopter means a heavier-than -air aircraft supported in flight by the reactions of the air on one or more power driven rotors on substantially vertical axis; (vii) Scheduled air transport service means an air transport service undertaken between the same two or more places and operated according to a published time table or with flights so regular or frequent that they constitute a recognizably systematic series, each flight being open to use by members of the public; (viii) Non-Scheduled Air Transport service means any service which is not a scheduled air transport service and will include Cargo airlines; (ix) Cargo airlines would mean such airlines which meet the conditions as given in the Civil Aviation Requirements issued by the Ministry of Civil Aviation; (x) Seaplane means an aeroplane capable normally of taking off from and alighting solely on water; (xi) Ground Handling means (i) ramp handling , (ii) traffic handling both of which shall include the activities as specified by the Ministry of Civil Aviation through the Aeronautical Information Circulars from time to time, and (iii) any other activity specified by the Central Government to be a part of either ramp handling or traffic handling. FDI in Airports is allowed in the following categories: (a) Greenfield projects: FDI is allowed up to 100% through automatic route. (b) Existing projects: FDI is allowed upto 100% where FDI upto 74% is allowed through automatic route and beyond 74% FDI is allowed through government approval route. Regarding Air Transport Services: (a) Air Transport Services would include Domestic Scheduled Passenger Airlines; Non-Scheduled Air Transport Services, helicopter and seaplane services. (b) No foreign airlines would be allowed to participate directly or indirectly in the equity of an Air Transport Undertaking engaged in operating Scheduled and Non-Scheduled Air Transport Services except Cargo airlines. (c) Foreign airlines are allowed to participate in the equity of companies operating Cargo airlines, helicopter and seaplane services. FDI in Scheduled Air Transport Service/ Domestic Scheduled Passenger Airline is allowed upto 49% (100% for NRIs) through automatic route. FDI in Non-Scheduled Air Transport Service is allowed upto 74% (100% for NRIs) where upto 49% is allowed through automatic route and beyond 49% and upto 74% through government approval route. FDI in Helicopter services/seaplane services requiring DGCA approval is allowed upto 100% through automatic route. Other services under Civil Aviation sector are as follows: (1) FDI in Ground Handling Services subject to sectoral regulations and security clearance is allowed upto 74% (100% for NRIs) where upto 46% can be through automatic route and beyond 49% but upto 74% can be made through government approval route. (2) FDI in Maintenance and Repair organizations; flying training institutes; and technical training institutions is allowed upto 100% through automatic approval route.

aerospace

http://studiahumana.com/news,The-Mars-Colonization.html

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Studia humana (SH) is a multi-disciplinary peer reviewed journal publishing valuable contributions on any aspect of human sciences such as... read more... The Mars Colonization date: February 1st, 2016 The opportunity of colonization of other planet in the Solar system is the current real challenge for the humanity. This issue is considered especially by the experts in the field of engineering sciences. However, we can find an important challenge also for philosophy and the social sciences. Let us assume that the human technology will allow prepare the highly developed transport modes and spacecrafts. Assume that also other troublesome and strategical for survival issues will be solved as living in such specific and unnatural Martian environment, water, food and air supply, etc. It appears that these issues will not be the great trouble because now we can find at least two projects of the Mars colonization. One of them, commercial project known as MarsOne is a plan to send in the next ten years four people on Mars. These volunteers will live there forever. The other great mission of Mars colonization is preparing by National Aeronautics and Space Administration (NASA). For example, the current recruitment for the new astronauts by NASA is made for the purpose of the future human missions on Mars. Beside technological challenges, we can find some ethical, social, political and cultural issues associated with the future Mars colony. It seems that its development is the great puzzle which is rather impossible to predict. We can refer only to the human evolutionary past and we can try to predict the possible future development of the Martian society only by comparison with the human evolution on the Earth. The most important questions are as follows: - What kind of social organization will be developed by the future Mars colony? - Which type of society could be the best option? - Which norms and values will be developed by the Martians? - What about the natural human tendency to aggression, conflict and, at least, to strong competition? - What will be the attitude of the Martians towards the Earth? You can find more questions and some preliminary answers in the following papers: Konrad Szocik, “Unseen challenges in a Mars colony”, Spaceflight, January 2016, Vol 58, pp. 20-23; Konrad Szocik, “Etyka kolonizatorów Marsa” (“Ethics of Mars colonizers”).

aerospace

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In this week’s video, this aircraft needs no introduction. You’ve seen it before. You’ve probably flown it. You’re probably thinking about buying it. It is the ultra safe, record setting Cessna 172 Skyhawk! So let’s take a quick look at the Cessna 172, how much it costs to buy, how much it cost to own, some different variations on the market and an incredible record-setting attempt. I’ll also throw in some interesting projects where guys from the Internet have basically turned their spare bedroom into a home Cessna 172 cockpit. Taking its longevity and popularity into account, the Cessna 172 is probably the most successful aircraft in history. The first production model was made in 1956 and as of today, they are still producing them. More than 44000 have actually been produced in that time. That is an incredible number. The 172 is basically a tricycle landing gear configuration of the old Cessna 170. We all know that a tricycle landing gear configuration is easier to land. This was tested out on the World War Two bombers the B24, B25 and B26. In this configuration of having one nose wheel and the two main wheels behind it. It means that the centre of gravity is actually in front of the main wheels. That’s important because if you’re crooked on landing, the aircraft’s weight will help to straighten you out. So, by contrast, on the tail dragger aircraft, with the weight of the aircraft behind the main wheels on a crooked landing, the mistake is actually made worse by the influence of the aircraft’s weight. This is why today most of the aircraft you see are in the tricycle configuration, simply just easier and safer. So let’s take a look at costs now. Costs are going to vary widely on the purchase price because there are over 20 different variations of this aircraft going back to 1955, right up to the present day with the current brand new Cessna 172 as Skyhawk currently costing around about $300k – $350k U.S. dollars. But if you want to look on the used aircraft market, judging by the Find Aircraft For Sale website and database, we’ve seen Cessna 172 going from anywhere between 30,000 US dollars right up to the hundreds of thousands of US dollars. If you are looking at the cheaper end and you’re thinking, you can pick one up for about forty thousand dollars. But what is that going to cost me per year to run and maintain? That is actually a difficult question to answer because there are a lot of factors that are going to vary. But I want to give you some very rough estimates. Things to consider are any loan that you have in order to purchase the aircraft hangar reach or tie down space. The annual service fees and also just general maintenance of the aircraft, including oil and anything else. From doing a little bit of research on a couple of owners of a similar kind of aircraft, it looks like both of them are getting an annual fixed cost fee of about 3000-3,500 dollars per year. And the variable cost burning 8.5 gallons an hour. You are looking at about $40 an hour costs when you consider fuel and oil. So it can cost anywhere between $7000 per annum, right up to about $20,000 per annum, depending on how much flying you do, where you store the aircraft and all of those different variables. But that’s the ballpark figure that you’re looking at. If you want some more information on this, just check out the links in the video description. For my fellow European viewers. okay, that was in dollars. Things might be a bit more expensive because as it is an EASA rated aircraft, not Annex 2. So obviously, all the parts and anything that you need fitted to the aircraft are going to be subjected to EASA costs and rated inspectors. Right, there are 20 different variations. OK. Let’s not go through them all, but let’s have a look at some of the notable ones that changed things up a bit. Fun fact for you. This Skyhawk name, which we all associate the Cessna 172 with wasn’t originally its name. The Skyhawk name used to be reserved for the premium package until the Cessna 172 B Skyhawk came along in 1960. The 172D brought Omni Vision in 1963. What is Omni Vision I hear you saying, well, Omni is just a fancy word for, saying in all directions. Omni Vision means you can see in many directions basically the back window in. And the up-to-date Cessna 172 Skyhawk incorporates the Garmin G1000, so you’ve got your glass cockpit in that version. Let’s take a look at some performance stats for the Cessna 172 Skyhawk. So you’re looking at a cruise speed of around 124 knots. You are looking at a maximum range of about 638 nautical miles and a climb rate of 730 feet per minute. It has an operating altitude ceiling of 14000 feet with capacity for 4 people. Let’s take a look at what was probably one of the most interesting things that’s ever been done with a Cessna 172. Back in 1958/1959, a record was set for endurance, the longest time flying in the air ever with an incredible 64 days, 22 hours and 19 minutes of flying without landing! Robert Timm and John Coke must have been absolutely insane, they were literally sleeping on a four by four foot foam mattress at the back of the aircraft and were getting up to only two to three hours sleep per rotation. The aircraft was, of course, modified with an extra ninety five gallon belly fuel tank added to the bottom of the aircraft. And check out the refueling system they had. They came down low-level to catch up with a fuel in truck which was traveling seventy five miles an hour on the road. They threw a line down to pull up a hose to fuel the aircraft with. They would do this up to twice a day on limited small amount of sleep! The pilot would be flying and the co-pilot would be sorting all this out, fixing any problems, having his lunch etc. I’m losses for words. It just sounds so incredibly dangerous. And they did this up to 28 times over the 64 days of flying, incredible, It was a publicity stunt for the Hacienda Hotel. OK, speaking of blokes doing crazy things, let’s talk about some amazing home cockpits. That’s right. One of the brilliant things about this aircraft and its popularity means that there’s loads of equipment on the market for the home simulator enthusiast that mimics the Cessna 172 Skyhawk. Simulators are a great way to keep your eye in and keep your practice level up. I just think that it’s pretty incredible that people can build such great and detailed home simulators in the house to practice their flying on. If you have flown or own a Cessna 172, want to discuss ownership or maintenance Facebook Group, feel free. If you are looking to buy an aircraft or sell an aircraft on the European or U.S. market, go to Find Aircraft For Sale. The site is totally free to use for everybody. If you’re an aircraft broker, get in touch with me. I’ll do all the work. I’ll post them up and I’ll refer anybody who’s interested to you. If you are going for your pilot’s license and you’re trying to pass those. Final exams, check out PPL, Easy Pass on Android, and IOS, the only app of its kind that allows you to study and then take simulated tests and then find out which questions zero constantly struggling on. So you can focus your learning to improve as quick as possible. PPL Easy Pass Apple here PPL Easy Pass Android here Thanks for reading and watching. Subscribe for more videos like this. Happy flying, everybody.

aerospace

http://www.newamericanagent.com/drone-in-real-estate-82916?archived=True&Category=all&Page=26

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You've probably heard of curb appeal, but what about a home's air appeal? It may not seem necessary to consider what your property looks like from above, but if current trends involving the use of drones in real estate are any indication, it may be much more important soon. Drones are making it easier to get a unique look at a home. If you're not familiar, a "drone" is a term that generally describes a small, remote-control aircraft, usually in the shape of a miniature helicopter. Thanks to recent advances in technology, drones that are small enough to be carried with one hand but big and powerful enough to support a high-quality camera are now affordable. This has led to an explosion in drone use in a very short amount of time, with amateur hobbyists flying them anywhere possible. The NPD Group's Retail Tracking Service estimated that sales of consumer drones increased 224 percent between April 2015 and 2016, allowing the market to grow into a multi-billion dollar industry1. Drones may be fun to fly, but they are increasingly being sought for professional applications like aerial photography. Since they are easy to operate and much cheaper than contracting a helicopter or plane, many in the real estate business have begun using drones to take photos or videos of listing properties from above. The technology and ways in which drones are used change rapidly, in many cases faster than standards and regulation can keep up. Real Estate Agents need to be prepared before making the decision to add a drone to their repertoire. Law of the Land The first thing any professional, including a Real Estate Agent, needs to know about using drones for their work is the regulations surrounding it. As of 2015, the Federal Aviation Administration mandates anyone flying a drone for commercial purposes to register the aircraft. However, some new rules taking effect August 2016 will change stipulations slightly2. Commercial drone users will no longer need to file for an exemption to FAA Section 333, as long as their drone weighs less than 55 pounds. This should cut down on time and paperwork considerably. Still, agents must pass certification for any small remote-control aircraft, called a Part 61 pilot certificate. These can be obtained at several approved testing centers. Once going through the proper channels, agents can purchase a drone that works best for them and get started with flying. Before taking off, though, it's vital that new pilots understand laws and etiquette regarding drone use. Drones may only fly during daylight hours A drone may not exceed an altitude of 400 feet The aircraft are prohibited from certain areas, including a five-mile radius around airports, the entirety of the District of Columbia, over sports arenas and many other sites. Consult the FAA for a full list of restrictions. In addition to these laws, drone pilots should follow some basic rules to keep everyone safe and prevent misunderstandings with homeowners, neighbors or law enforcement3. Always ask homeowners or property owners for permission before flying Gain enough practice flying in a wide-open area before graduating to more congested airspace Never let anyone get too close to a drone in flight, especially children or dogs. In less than 2 weeks, commercial drone rules take effect. NAR reports from White House. https://t.co/zUeivAsShL — REALTORS® (@nardotrealtor) August 18, 2016 Using Drones for Real Estate After practicing enough to feel confident in flying abilities, Real Estate Agents are ready to use those skills to take amazing aerial footage of listings. There are many possibilities for unique ways these photos and videos can be leveraged, beyond just giving potential buyers another viewing angle4. Getting a view of the area from high up can also help buyers tell a lot about the home's surroundings. Nearby tree cover and vegetation can be easily seen. A little maneuvering may enable viewers to see local amenities like schools, grocery stores or hospitals. Especially with more rural properties, drone photography could provide an excellent way to get a lay of the land. That's not to mention giving buyers and inspectors a great view of one of the home's biggest and most important assets: the roof. Drones are a new addition to the Real Estate Agent's arsenal, and with the right knowledge and creativity, they can potentially revolutionize the profession. 1NPD via Marketwatch 3National Association of Realtors

aerospace

https://www.raisingthefawn.com/web-stories/how-to-watch-nasas-artemis-1-launch-to-the-moon/

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Engineers started preparing the Artemis 1 Space Launch System moon rocket for launch on Monday for a long-overdue test flight to send an unmanned Orion capsule on a 42-day journey around the moon. This preparation came after months of tests, troubleshooting, and repairs. After midnight, lightning and rain showers moved within five nautical miles of launch pad 39B, causing Launch Director Charlie Blackwell-Thompson to postpone the beginning of propellant loading by 55 minutes. Then, as the fueling was proceeding, a hydrogen leak was found. Finding the root of a brief communications hiccup in one of the channels carrying commands and information to and from the Orion spacecraft. One such probable concern was a potential sign of a leak of some kind, a thermal insulation crack, or some other malfunction seen on the exterior of the rocket's core stage. What effect, if any, the problems may have on the scheduled 8:33 a.m. launch time was not immediately apparent. During a two-hour launch window, engineers had intended to send the most potent rocket NASA has ever constructed out on its eagerly anticipated first flight.

aerospace

https://calendar.uga.edu/event/drone_journalism_workshop

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Drone Journalism Workshop The Grady College of Journalism and Mass Communication partners with the NPPA and the Drone Journalism Lab at the University of Nebraska to continue their innovative program to train journalist in using drones, or unmanned aerial systems, for their news coverage. The program will offer training on safe drone operations and information journalists need to study for the Federal Aviation Administrations part 107 Drone Pilot’s Certificate. The program will also help those needing to go through the recertification process. In addition, the three-day workshops will focus on the ethical issues of drone journalism, community best practices and coordinated operations in a breaking news environment and explore ways drone photography can be used in innovative storytelling. Friday, October 12, 2018 120 Hooper Street, Athens, GA 30602

aerospace

https://ijsrd.wordpress.com/2014/05/24/drone-delivers-pizza-mumbai/

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Mumbai, notorious for its traffic snarls, has achieved a first in the country after a city-based pizza outlet used an unmanned drone to execute a delivery by taking the aerial route recently. “All of us had read about (global e-commerce giant) Amazon’s plans of using drones. We successfully carried out a test-delivery by sending a pizza to a customer located 1.5 km away from our outlet on May 11,” Francesco’s Pizzeria chief executive Mikhel Rajani said. He stressed that this was only a test-flight but its results confirm that it can be used routinely in a few years. A four-rotor drone took off with the order from its outlet in central Mumbai’s Lower Parel area and delivered it to a high-rise building in adjacent Worli area, Rajani said, claiming that it is for the first time that the ubiquitous drone has been used for such a purpose in the… View original post 207 more words

aerospace

https://gcanyon.wordpress.com/2012/02/19/how-much-is-an-astronauts-life-worth-reason-m/

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If we could put a man on the Moon, why can’t we put a man on the Moon? Starting with near zero space capability in 1961, the National Aeronautics and Space Administration (NASA) put men on our companion world in eight years. Yet despite vastly superior technology and hundreds of billions of dollars in subsequent spending, the agency has been unable to send anyone else farther than low Earth orbit ever since. Why? Because we insist that our astronauts be as safe as possible. To NASA: it’s “To boldly go,” and, you’re doing it wrong. To add another Kirk quote, “There are certain things men must do to remain men.” And NASA, you’re not doing them. I’m not sure what odds I would accept if I were going on a Mars mission. I’m pretty sure I’d take a .1% chance of failure/death. But I’m certain there are people out there who would accept much greater risk than that, and as the article says, we’re committing statistical murder, as well as shortchanging the human race, by not letting those people take their shot at glory. There was a time when NASA understood that in order to achieve the mission you mitigate risk rather than running away from it. Many years will pass before going to space is as safe as going to New York, but that doesn’t mean we shouldn’t go.

aerospace

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Investigation Continues into Owatonna Plane Crash Posted at: 04/27/2013 5:13 PM Updated at: 04/29/2013 10:26 AM (ABC 6 NEWS/AP)-- A small plane crashed Saturday morning at the Owatonna Degner Regional Airport. It happened just after 11am. Authorities tell us, three people were in the plane. Federal Aviation Administration spokeswoman Lynn Lunsford says investigators could arrive at Owatonna Degner Regional Airport as early as Monday. Lunsford tells the People's Press the crash landing Saturday seriously injured one person and caused minor injuries to the two others on board. The FAA says the Piper four-seat plane went off the runway after landing and crashed. Stay with ABC 6 News for the latest on the investigation.

aerospace

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A History of Coast Guard Aviation The Growth Years (1939-1956) The Coast Guard was transferred to the Navy Department by executive order 8929 on November 1, 1941. In actuality, certain units of the Coast Guard had been under Navy control for some time. Congress had passed the Neutrality Act on November 4, 1939. This legislation was designed to preserve the neutrality of the United States and made it unlawful for any U.S. vessel to carry material or passengers to any designated belligerent State. Coast Guard aircraft and vessels were used to enforce this act. In April of 1941 an agreement was signed with Denmark for the protection of Greenland. Cutter based aircraft played an important part in this operation. The Japanese attacked Pearl Harbor on December 7, 1941 and by December 11 a state of war existed with both Japan and Germany. The German U Boats immediately conducted a devastating attack on allied shipping along the Eastern Seaboard and then moved into the Gulf of Mexico in mid 1942. Chief of Naval Operations ADM Ernest J. King did not aggressively oppose the German operation. The Coast Guard had a series of coastal air stations ideally suited for anti submarine patrol. They were located at Port Angeles, Washington; San Francisco, California; San Diego, California; Biloxi, Mississippi; St. Petersburg, Florida; Miami, Florida; Elizabeth City, North Carolina; Brooklyn, New York; and Salem, Massachusetts. The problem was lack of aircraft. There were a total of 51 aircraft, none of which were armed. In the spring of 1942 the Coast Guard acquired 53 OS2U-3 Kingfisher aircraft for ASW patrols. It would be 1943 before the Coast Guard acquired aircraft that could be considered combat capable and by this time the German submarine offensive had relocated to the North Atlantic. Nevertheless, beginning in January of 1942, the existing aircraft were armed to the limit of their capabilities and patrols commenced. Coast Guard aircraft delivered 61 bombing attacks on enemy submarines during World War II. From the beginning Coast Guard patrol aircraft played an important roll in rescuing survivors from torpedoed vessels. There are numerous stories in which these aircraft were landed in the open sea and picked up survivors of torpedoed ships. Many times they were so overloaded with survivors that they could not take off. In some cases they could taxi to shore but most of the time they would transfer the survivors to small vessels as soon as possible. At other times they would direct surface vessels to the survivor's location. The experience the Coast Guard had acquired over the years served them well in the effective coordination of surface and air assets and the greatly enlarged search and rescue operations that would come. In 1943 the loss of life associated with the tremendous increase in aircraft training activities and operational missions became a major concern of the Joint Chiefs of Staff of the Army and Navy. Admiral Waesche, Commandant of the Coast Guard, proposed that the Coast Guard be assigned Air Sea Rescue responsibilities to address this situation. The Joint Chiefs determined that the scope of the operation was beyond the capability of the Coast Guard but an Office of Air Sea Rescue, under the Commandant, was established to coordinate and develop Air Sea Rescue equipment and operational procedures. The Army and the Navy would remain responsible for providing their own Air Sea Rescue. The Navy, in turn, assigned Air Sea Rescue responsibility for all continental Sea Frontiers to the Coast Guard. This more than doubled the size of Coast Guard aviation. The first Navy Air Sea Rescue squadron was formed at San Diego, California under the command of LCDR Chester Bender USCG to provide SAR coverage for extensive West Coast pilot training. It was an all Coast Guard squadron equipped with nine PBY-5A aircraft and AVR rescue boats. The Coast Guards association with the International Ice Patrol and its experience in Arctic operations lead to a primary role in the Greenland area. On 5, October 1943 Patrol Squadron 6 (VP-6CG) was officially established. This was an all Coast Guard unit. The home base was at Narsarssuak, Greenland, code name Bluie West-One. It had 9 PBY-5A's assigned. Commander Donald B. Mac Diarmid was the first commanding officer. As additional PBY's became available, the units area of operation expanded and detachments were established in Argentia, Newfoundland and Reykjavik, Iceland, furnishing air cover for North Atlantic and Greenland convoys. Hundreds of rescue operations were carried out during the 27 months the squadron was in operation. During early stages of the war the Coast Guard became a driving force in the development of the helicopter. CDR. William J. Kossler, chief of the Aviation Engineering Division at Coast Guard Headquarters, was the Coast Guard representative on the Inter-Agency Board administering the Dorsey Act which pertained to the development of rotary-wing aircraft. The first official American helicopter demonstration occurred on 20 April 1942. CDR Kossler and CDR Watson A. Burton attended this demonstration. Impressed by the demonstration, both Coast Guardsmen agreed that the helicopter would meet many of the service's requirements. During the summer of 1942 the number of merchant ship sinkings was horrendous. Erickson wrote a letter to Vice Adm. Russell Waesche, Commandant of the Coast Guard, outlining how the helicopter could be used in anti-submarine warfare. This was followed up by Kossler. During this period, the British who had also witnessed the original demonstration put in an order for 200 helicopters. A helicopter demonstration was arranged for Waesche. He was very impressed. He contacted Adm. Ernest J. King, Chief of Naval Operations on the subject. On February 19, 1943 King issued a directive which placed the development of the helicopter with the Coast Guard. There were no objections from the Army. The first tests got underway in May of 1943 to develop the helicopter as an anti-submarine warfare (ASW) aircraft. The CGAS Brooklyn, NY was officially designated as the helicopter training base. CDR Erickson was the commanding officer. In January of 1944, Coast Guard helicopter pilot LTJG Stewart Graham made the first flight from the deck of a merchant ship in convoy in the North Atlantic. In April of 1944, experiments with dipping sonar commenced. By January 1945 the monthly sinkings of US merchant vessels had declined to 15,745 tons. With the threat of the submarine all but gone, the helicopter program was cut back. Erickson, however, had simultaneously continued multi-purpose testing of the helicopter and submitted design recommendations to facilitate its use as a rescue vehicle. Perhaps the most significant development during this period was the development of the hydraulic hoist. On 6 February 1945 the training base at Brooklyn was closed and the aircraft stored. The Coast Guard was not interested in further development. It was a setback for Erickson but his work had not gone unnoticed. It was valued by both the Army and the Navy. His dream of a rescue helicopter and lifesaving machine came to pass during the Korean War. The Navy developed a helicopter ASW program using the expertise of Coast Guard. In 1951 the Coast Guard was the recipient of the nations top aviation award. President Truman presented the Collier Trophy for the development of the helicopter. Starting in early 1945, Capt. MacDiarmid, who was now the commanding officer of the Coast Guard Air station San Diego, initiated a multi-year study of open sea landing procedures. Tests showed that landing and taking off parallel to the swell was the safest course. Further experiments revealed that reversible pitch propellers shortened the landing run and jet assisted takeoffs (JATO) reduced the takeoff run. The results of this research work resulted in an internationally accepted manual on air sea rescue techniques. The Octave Chanute Award for 1950 was presented to Commander MacDiarmid for his work. After the war suitable search and rescue aircraft became readily available. The flying boat had always been associated with Coast Guard operations and reached its peak during this period. At one time, midway between 1945 and 1950, the service was operating some 56 PBY-5As plus 23 PBM-5 Mariners. It is fortunate that a surplus of existing Navy aircraft was available. The Coast Guard was downsized significantly and the budget was severely restricted. Additional Air Detachments were established but they were limited in size. The PBYs were phased out and replaced by long range search aircraft such as the PB-1G flying Fortress, the P4Y-2G Privateer, and the R5D Skymasters. It was not until 1951 that the UF-1G Albatross and the HO4S were procured. The PBYs were gone by 1954. The PBMs were reduced in number with the procurement of the UF and were gone with the purchase of seven P5M-1Gs acquired in 1954 and the T-tailed P5M-2G that followed. North Korean forces crossed the thirty-eighth parallel in June of 1950 resulting in the Korean War. The Coast Guard remained under the Treasury department throughout the conflict. The Navy requested that the Coast Guard assume the responsibility for port security and also requested additional Ocean Stations and search and rescue capability in the Pacific. Search and Rescue Groups with enhanced communication equipment and one or more cutters assigned and were established at Sangley Point in the Philippines and Midway, Wake, Guam islands. This was necessitated by the dramatic increase in air traffic between the United States and the Orient. The Navy and the Air Force desired more extensive LORAN coverage and Coast Guard aviation soon found itself in an increased role in LORAN station supply efforts. LORAN station supply would continue long after the war ended and the Coast Guard began to set up air stations with logistics as the primary mission.. World War II had a profound affect on many things. This was the case with Coast Guard Aviation. It more than doubled in size; assumed a primary roll in Search and Rescue; and over the next several decades assumed additional missions and expanded horizons. Search and Rescue Prior to World War II Coast Guard Aviation operated a total of 51 aircraft from nine air stations along the coastal regions of the United States. Search and rescue was local in scope. During the war Coast Guard aviation was assigned a specific roll in developing the capability and operational evolution of Search and Rescue. Rescue Coordination Centers were established and effective utilization of both aircraft and surface vessels over a wide area was established. The budget was tight but by the mid 1950s there were 127 aircraft assigned to 22 Air Stations and Air Detachments stretching from Sangley Point in the Philippines and on the islands of Midway, Wake and Guam to San Juan Puerto Rico. The number of survivors rescued and lives saved increased dramatically and would continue to do so. The rescue aircraft of choice was the seaplane/amphibian. Starting in late 1947 the first of a small number of HO3S helicopters was purchased. By 1951 the number of helicopters had doubled with the procurement of 14 HO4S-1/2's. This was followed by an order for 23 HO4S-3Gs. They had a more powerful engine, carried hydraulic hoists and the Coast Guard designed rescue basket. They also were fully equipped for instrument and night flight operations. With the loss of life and aircraft while attempting open sea landings and a series of stunning helicopter rescues, such as the one at Yuba City, Arizona where two crews alternated flying a HO4S and rescued 138 people, took place, it became obvious that the helicopter could perform missions that no other aircraft could perform. The helicopter had become, and would remain, vital to Coast Guard rescue operations. Historical Time Line of Events: 1939 - Grumman JRF-2/3 and 5G Purchased: Grumman developed the G-21 Goose as a civilian transport aircraft designed to meet the needs of wealthy business organizations. It was put on the market in 1937. The Goose was a high wing monoplane amphibian with a two step hull. It was powered by two Pratt & Whitney Wasp Jr radial engines mounted on the wing leading edge forward of the cabin. The engines were fitted with collector rings exiting above the wings to reduce noise in the cabin. Positions for two pilots were provided in a cockpit forward of the wings and accommodations for four to six passengers were provided in the cabin below the wing. An entrance door was located on the port side just aft the cabin. Baggage storage compartments were provided aft of the cabin and in the bow of the aircraft. The aircraft had hand cranked landing gear. The main gear retracted upward into the side of the fuselage and a steerable tailwheel retracted into the hull behind the second step. The wing floats could be removed, if desired, for land operation and the airplane could be equipped with skis for winter operation. The Navy began acquiring the G-26 version in 1938 and designated them as JRF, Seven G-39 design aircraft designated JRF-2, built to Coast Guard specifications, were purchased by the Coast Guard in 1939 and 1940. Three additional JRF-3s were purchased in 1940. The JRF-3 had deicing boots on the leading edges of the wings and tail surfaces. In addition to utilizing these aircraft for transports and utility purposes the Coast Guard saw their value as search and rescue aircraft. . All were fitted with electric starters and automatic pilots and were capable of carrying a single-lens aerial mapping camera. Beginning in 1941 Grumman Aircraft Corporation commenced delivery of the G-38 design JRF-5. The Coast Guard purchased 24 of the G-38 model, designated JRF-5G, beginning in 1941. The JRF-5 engines were Pratt & Whitney R-985-AN-6 radials. Prior to World War II these aircraft carried out search and rescue as well as aerial mapping flights and participated in the Coast Guard's contribution to the enforcement of the Neutrality Patrol. During the war, the JRFs conducted search and rescue operations, transported supplies and personnel and were utilized for ASW operations. Depth Charges or Bombs were carried externally under the wing. Most of the remaining Coast Guard's JRF-2/3s were disposed of shortly after the end of World War II while many of the JRF-5Gs remained in service with the Coast Guard until 1954. 1939 - Coast Guard Participates In the Neutrality Patrol: On 3 September 1939, two days after the German invasion of Poland, France and Great Britain declared war against Germany. The war would expand to all of Europe. European allies, much the same as in World War I, would again look to the United States for munitions and supplies which could reach them only by ship. It was realized that the Germans would make every effort to halt such traffic and the Atlantic Ocean would become a major battleground. The mood in the United States was isolationist and the Neutrality Act of 1935, made further restrictive by amendment in 1937, forbade arms exports, either direct or by trans-shipment, to any belligerent. President Franklin D. Roosevelt issued his first proclamation of neutrality on September 5, 1939 declaring in part that any use of United States territorial waters for hostile operations would be regarded as unfriendly, offensive, and in violation of United States neutrality. On 6 September, the Chief of Naval Operations directed the establishment of air and ship patrols to observe and report, by classified means, movements of belligerents approaching or leaving the east coast of United States or the eastern boundary of the Caribbean. Ships were to be identified by name, nationality, estimated tonnage, color, markings and were to be photographed. Course and speed was to be estimated and included in the report. By the middle of September, Atlantic coastal waters from Nova Scotia, Canada to the Lesser Antilles, were under daily surveillance by surface and air patrols. Forces involved were primarily patrol planes from Patrol Squadron VP-51 (12 PBY-1s) which was deployed to San Juan; Patrol Squadron VP-52 (6 P2Y-2s) which deployed to the Coast Guard air station at Charleston, SC; Patrol Squadron VP-53 (12 P2Y-2s) initial based out of Norfolk and in November deployed to Key West; Patrol Squadron VP-54 (12 PBY-2s) based at Norfolk and deployed a detachment to Newport RI; Patrol Squadron VP-33 which deployed to Guantanamo Bay, Cuba. The Navy patrol effort was expanded by Coast Guard coverage of inshore areas by aircraft based out of Miami, Charleston, Brooklyn and Salem (19 aircraft). The Coast Guard aircraft utilized were the Curtiss SOC-4 , Douglas RD4, Fairchild J2K, Grumman JF-2, and the PH-2 Hall Boat. Surface forces assigned were ships of the Atlantic Squadron, four seaplane tenders and the aircraft carrier USS RANGER with her air group. Coast Guard cutters supplemented the effort and were assigned inshore areas. The scope of the Neutrality Patrol expanded during 1940. The war in Europe saw the apparently invincible German Forces defeat France and bring Britain to her knees by the success of the U-Boat actions in the Atlantic. The specter of a British defeat and the danger to the United States was obvious. In September of 1940 President Roosevelt announced that, by executive agreement, the United States would exchange 50 World War I destroyers and 10 Coast Guard cutters for 99 year leases on British sea and air bases in the Western Hemisphere. The "Destroyers for Bases Deal" marked the functional death of U.S. neutrality and the beginning of a period of "non-belligerency." Two of the sites, Argentia, Newfoundland and Bermuda became key elements in the Battle of the Atlantic. Patrol Squadrons VP-55 and VP-56 were commissioned and both equipped with PBM-1s. VP -54 deployed to Bermuda and VP-52, after acquiring PBY aircraft and finding the Coast Guard air station at Charleston no longer large enough to support a PBY operation, deployed to San Juan and then to Argentia, Newfoundland. The Coast Guard acquired Grumman JRF amphibians in 1940 and the Grumman J4F amphibian came on board in 1941. These aircraft replaced the RD4s and the JK-1s. On April 8, 1941 VP-51 moved to NAS New York (Floyd Bennett Field) and together with VP-52 based at Argentia, patrol activity was expanded to include convoy escort and ASW search in the northern offshore shipping lanes. As the countdown toward WW II continued during the final months of 1941, the Neutrality Patrol operations moved ever farther from "neutrality" toward active support of the Allies. Convoy escort and ASW patrol planes began carrying general-purpose and depth bombs during the summer months. Orders for attacks on hostile forces threatening U.S. and non-Axis foreign flag shipping were in force and were amplified and extended by Navy Argentia Air Detachment Op Orders in September and October. Based on Commander in Chief, Atlantic Fleet (CinCLantFlt) orders, these directives were explicit regarding the protection of shipping. With the torpedoing of the USS Kearny (DD-432) and the loss of the of the USS Reuben James (DD-245) Congress took action to relax the restrictions of the Neutrality Act by allowing U.S. ships to escort convoys into combat zones and U.S. merchant ships to be armed. Just five weeks after these final events in the history of the Neutrality Patrol, the attack on Pearl Harbor plunged the United States into WW II. 1940 - The Coast Guard and the Birth of the Helicopter: Starting in 1909 a series of attempts at vertical flight was conducted. The concept was feasible but the technology had a long way to go before any significant advances could be made. Apart from the lack of a suitable engine, powerful, and light enough to enable a helicopter to lift more than its own weight, the principle problem which all the early pioneers encountered was controlling the helicopter. Vertical flight did not really progress until the arrival of the autogiro. Both the Army and the Navy evaluated the military application of a Pitcairn autogiro in the mid thirties but it did not meet their needs. The Navy dismissed the idea of vertical flight but the Army Air Force continued to show interest. The then LT. H.F. Gregory who became the Army's Rotary Wing Project Officer remained faithful to his belief that rotary-wing aircraft had great potential for military applications. The Platt-LePage XR-1 helicopter was experiencing difficulties and did not make its first tethered flight until May 22, 1941. By this time Sikorsky had already tested the VS-300 in tethered flight and established a new International helicopter endurance record. The board, impressed by Sikorsky's accomplishment met on December 17, 1940 and decided that two helicopters of different design were better than one, but only $50,000 of the appropriations remained unspent. United Aircraft agreed to provide an additional $50,000. Additional funds came later. Since the beginnings of Coast Guard aviation the concept of a "flying life boat" for air rescue work was pursued. The aircraft chosen were lightweight, landing and takeoff speeds were low, and the distances required across the surface of the sea was short. Successful open-sea landings became common - so did crashes. The frequency of these crashes prompted a request by the Commandant that each aviator submit suggestions for developing safe procedures for open-sea rescues by airplane. The danger in these operations became a deep concern for CDR Kossler and a young aviator by the name of Frank Erickson who had worked on developing methods for aerial delivery of survival equipment without the necessity of landing in the open sea. After witnessing the Sikorsky demonstration Kossler had found his answer. He was so impressed that he would dedicate the rest of his life to achieving a Coast Guard aviation organization built around the rescue helicopter. The demonstration caused great excitement in all that viewed it. Kossler, openly enthusiastic, wrote a report to the Commandant pointing out the many advantages of using the helicopter for rescue work. CDR. P.A. Leamy, Aviation Operations Officer was impressed and advocated the purchase of several helicopters for training and experimental development. Kossler thought that three should be purchased for $250,000, but neither the Coast Guard's Engineer-in-Chief, Rear Admiral Harvey Johnson nor the Assistant Commandant, Rear Admiral Lloyd Chalker were in favor of the purchase. Chalker, in 1939, had attended a conference that set performance criteria for rotary-winged aircraft. Due to lack of real data the committee established parameters that mirrored general requirements for fixed wing aircraft of this period. This most probably influenced his reasoning. The reasons cited for disapproval were that the cost of acquisition was too great for the limited performance capabilities of the aircraft and the helicopter was not essential to the war effort. Kossler was told; "Hell, Bill, the Navy isn't interested in life saving; all they want to do is get on with the business of killing the enemy." Without the support of these two officers- next in rank to the commandant- the future for Coast Guard helicopters looked bleak. Kossler was upset with the reception his helicopter proposal received but he remained undaunted. Over the next several months he would orchestrate a series of events which would lead to the Coast Guard's involvement with the helicopter. The emphasis would be placed on a machine that had the capability "to get on with the business of killing the enemy." The German submarines were extracting extraordinary losses. Surprisingly it was the Army Air Force, that recognized the helicopter might have a potential as an antisubmarine weapon. The Army was already flying antisubmarine patrols using fixed-wing aircraft and Gregory, speculating that the helicopter could be an extension of this mission, began experimental development with the XR-4. Kossler, aware of this, discussed the situation with LCDR Frank Erickson and enlisted him as part of the team. Erickson was the Executive Officer at Coast Guard Air Station Brooklyn. Burton was the Commanding Officer and had been favorably impressed with a helicopter demonstration. CGAS Brooklyn would make be an ideal location to develop and evaluate the helicopter. Several days later LT. Bill Healy, Kossler's assistant, arrived at the air station and during lunch he asked if someone could fly him to Bridgeport for an appointment with Igor Sikorsky. Erickson quickly volunteered. Erickson spent hours with Sikorsky and his Chief Engineer, Michael Gluharoff, discussing possible uses for the helicopter. He witnessed a convincing demonstration of the VS-300 which including repeated landings within an inch or two of a given point. This was an important factor if the aircraft was to be operated from a small platform on board ships in rough water. Erickson put together a proposal to Headquarters. Fully aware of Kosslers set back in his proposal of the helicopter as a rescue aircraft, he stressed the use of the helicopter as an anti-submarine weapon to operate from vessels in convoys. In the proposal he pointed out specifics. He said that a 30-foot square platform would be needed on ships that would carry helicopters. He further stated that the XR-4 could give greater protection for a convoy than a similar number of blimps or airplanes. With a crew of two and a 325 pound depth charge on board the helicopter could scout for enemy submarines at a speed of 25 to 60 miles per hour for up to four hours per sortie. A top speed of 100 miles per hour could be obtained when desired. Additionally he suggested an arrangement for rescuing survivors of torpedoed ships. He also pointed out that the British were switching from the autogiro to the helicopter for anti-submarine protection. This was based on the recommendation of Wing Commander Brie who had witnessed the XR-4 demonstration. CDR Burton strongly endorsed Erickson's proposal alluding to the fact that the Coast Guard was actively engaged in this type of warfare. CDR Burton's endorsement pointed out: Erickson's proposal arrived in Headquarters in early July, 1942 immediately after one of the most disastrous months in the anti-submarine war. During June, 55 U.S. Merchant ships comprising a cumulative total of 289,790 tons or more than 4% of the total U.S. Tonnage, had been sunk. Kossler's endorsement advised haste knowing the Army planned on completing a six month test program and return the XR-4s to Sikorsky. This time the helicopter proposal was given serious consideration. Appearing at the bottom of Kosslers endorsement is a handwritten note: "I concur. HFJ." (Harvey F. Johnson , Engineer-in-Chief USCG). Kossler had his support. Kossler suggested that the British, who were procuring helicopters under lend lease, might turn a few helicopters over to the Coast Guard if requested. On July 24,1942, the Navy Bureau of Aeronautics ordered four helicopters - one YR-4, similar to the XR-4 (Navy designation HNS) and three XR-6s (a later model that would become the XHOS). The Commander Coast Guard Forces, Third Naval District, Rear Admiral Stanley V. Parker, a World War I aviator, still very interested in aviation, let it be known that he would like to see the VS-300. He and Kossler flew to the Vought-Sikorsky plant at Stratford, Connecticut on December 21. Dr. Sikorsky was delighted. It was his first opportunity to show his helicopter to an officer of flag rank. RADM Parker was also a former dirigible pilot. He was forward thinking and had requested his training in LTA aircraft when going through flight training. He also required it of those pilots going through training at the time of the first Coast Guard air station on the premise that it might prove valuable to Coast Guard search and rescue efforts. He was converted to the helicopter that day by a pull-out-all-stops demonstration by both Dr. Sikorsky and Les Morris. RADM Parker wrote to the commandant: As a result of Parkers comments, ADM Waesche, the Coast Guard Commandant, decided to go to Bridgeport. He and several high ranking officers arrived at Bridgeport on February 13, 1943. They were greeted by Igor Sikorsky and Michael Gluharoff. During the demonstration, Sikorsky flew the VS-300 while Morris flew the XR-4. Two helicopters in precision maneuvers, impressively showed their potential for anti-submarine warfare. ADM Waesche was completely "sold." He conferred with CNO, ADM King, who then issued a directive placing upon the Coast Guard the responsibility for developing the sea-going helicopter. Kossler had the beginnings of his program, the support of his superior and a direct conduit to the Commandant. This project and the subsequent development of the helicopter laid the groundwork for the extensive Navy and Marine Corps helicopter programs that followed. 1940 - Coast Guard Air Station Elizabeth City Established: Search and rescue became the primary mission in 1944. PBYs and PBMs were the initial aircraft; PBIG long range search aircraft came on board in 1946; the P5Ms in 1954; R5Ds in 1958 followed by the C-130s in 1960. The operational helicopters arrived in 1948 with the assignment of two HRPs. The HO3S followed which were in turn followed by the HO4S; the HH-52; and then the HH-60J. The capabilities of the rescue aircraft has increased exponentially. The HH-60J medium range recovery helicopters are outfitted with the most comprehensive all weather electronics package available. Our aircrews consist of two pilots, a flight mechanic and rescue swimmer. These crews have access to an array of equipment that increases their ability to detect persons and vessels in the water, including forward looking infrared radar (FLIR), direction finding (DF) radio equipment, and night vision goggles. Rescue swimmers are experienced in many different environments. Along with their rescue abilities they are also nationally registered Emergency Medical Technicians. The C-130 long-range surveillance aircraft are also equipped with extremely effective radio and navigation packages. Aircrews consist of two pilots, a flight engineer, navigator, radio operator, and dropmaster. The aircrews have an assortment of rescue equipment aboard that can be deployed by parachute including life rafts, radios, survival kits, pumps, and survival suits. Since 1995 the Air Station has averaged over 360 search and rescue missions each year. In the last 60 years the Air Station has launched on over 20,000 missions, day and night, fair weather or foul, to rescue or assist over 10,000 people. In April 1946, a repair and supply facility was added to the Air Station. By 1948 it had expanded and became a separate Headquarters Unit. In 1949 training enlisted personnel in some aviation rates become another responsibility. The training facilities were later expanded and consolidated into an independent command. In 1964, the Fifth Coast Guard District established Air Base Elizabeth City and in 1966 The Air Base expanded after absorbing the air stations located in Bermuda and Argentia, Newfoundland. Since the closure of Argentia C-130 aircraft based out of Elizabeth City have been the chief air support for the International Ice Patrol. The Atlantic Strike Force was welcomed aboard in 1973. This is a cutting-edge force of personnel and equipment whose purpose is to facilitate preparedness and response to oil and hazardous pollution incidents. Since 1976 there has been a dramatic increase Drug Interdiction, Fisheries Enforcement, and Alien Interdiction Operations. With the transfer of the Coast Guard to the Department of Homeland Security The Coast Guard developed the Maritime Security Response Team. This is a counter terrorism force with advanced interdiction capabilities. The team is supported by an aviation detachment in Elizabeth City, N.C., as well as a Helicopter Interdiction Tactical Squadron (HITRON) in Jacksonville, Fl. The Elizabeth City complex continues to play a vital role in Coast Guard Aviation. AS of 2006 the complex consists of The Support Center, Air Station, Aircraft Repair and Supply Center, Aviation Technical Training Center, and the National Strike Force Coordination Center. P5M-2 launching at Air Station Elizabeth City (cir 1950) 1940 - Coast Guard Provides Aircraft and Crews for The US Coast and Geodetic Survey: On February 10, 1807 Congress authorized an accurate survey to be taken of the coasts and harbors of the United States. The Survey of the Coast was established to provide this service. The name of this organization evolved into the United States Coast and Geodetic Survey. (C&GS). Each chart was built from two types of surveys. The first was a hydrographic survey, which mapped the depths of the waters and depicted hazards. The other was a topographic survey which mapped the land, including the shoreline, natural features, and elevations above the sea. The first shoreline map drawn by the Coast Survey covered the shore of Great South Bay on Long Island, New York. The Coast Survey relied on a method called plane table surveying. This was the primary method of mapping for the next 80 years. The aircraft was configured to include a mount to accommodate the nine-lens camera in the "waist gunners" position. The first assigned crew under the command of LCDR George Bowerman included Captain Kay, a C&GS officer. This crew and aircraft conducted the first aerial survey assignment utilizing a Norden Bomb-sight in the aerial mapping process. The PB-1G selected was transferred to the Coast Guard in 1946 and given the CGNR 7254. It had only 52 and ˝ hours on the airframe at the time of acceptance making it for all practical purposes a new aircraft. The bomb bays were sealed and oxygen tanks installed. The aircraft construction readily accepted the nine-lens camera under the fuselage. The Norden Bomb-sight was retained. The capability of the aircraft was such that most of the photo-mapping missions were flown between 20,000 and 30,000 feet. At 22,000 feet the camera could photograph 315 square miles of terrain with one click. For twelve years the 7254 flew mapping missions ranging from Alaska to Puerto Rico. During these years the aircraft, home based at the Elizabeth City air station, flew just under 6000 hours covering more than one and a half million miles. As the years past the nostalgia generated by the aircraft continued to increase. Coast Guard crews stated that in cases when they would transit or base out of an Air Force installation, where the commanding officer had flown B-17s during World War II, the reception was especially warm. The 7254 was the last PB-1G/B-17 operated by the United States military services. The last flight was made on 14 October 1959. Coast Guard PB-1G 7254 and the ramp Adak, Alaska The Coast Guard operated 15 R5D-3/4 (C54) aircraft, nine of which had been acquired from the USN and six from the USAF. The first six R5D-3's were acquired from the USN in 1945. The remaining nine were acquired after 1949. In addition to logistical and transport duties, these aircraft were used for search and rescue (SAR), service with the International Ice Patrol. Specific missions such as electronic testing and photographic mapping were assigned to specially equipped aircraft. The R5D CGNR 2486 had been an RC54V aircraft, V denoting photo reconnaissance, and in 1960 the nine-lens C&GD camera was installed. This became the photo-mapping aircraft for the next four years. In 1964, after 25 years of working together the Coast Guard and the C&GS service ended their arrangement for aircraft services. In 1965, the C&GS was reorganized along with the Weather Service and some other agencies to form the Environmental Sciences Service Administration (ESSA) in the Department of Commerce. Under ESSA the C&GS leased aircraft and in 1969 acquired a surplus deHavilland Buffalo aircraft. Converted to aerial photography, this aircraft served for ten years. The ESSA was reorganized in 1970 and became the National Oceanic and Atmospheric Administration (NOAA) 1941 - Coast Guard Air Station San Francisco Established: While the airframes evolved, the primary mission of Air Station San Francisco remained unchanged for six decades - maritime search and rescue along 300 miles of coastline from Point Conception to Fort Bragg. In addition to SAR, Air Station San Francisco expanded its missions to include maritime law enforcement, environmental, aids to navigation, and logistics. In 2003, the USCG became part of the Department of Homeland Security, further expanding the Air Station's role in protecting America's shores and its citizens. Coast Guard Air Station San Francisco - Mills field 1941 - The Coast Guard and the Greenland Operations: On May 20, 1940, the USCG Cutter COMANCHE transported James K. Penfield, the first American Consul to Greenland, and a new American consulate was established at Godthaab. Over the next three weeks the Coast Guard Cutters CAMPBELL, DUANE and CAYUGA worked in the Davis Straits and Baffin Bay, taking soundings and making preliminary charts of the coast line. The source of the extant charts of Greenland was located in German occupied Copenhagen. The Duane carried a Grumman SOC-4 seaplane which augmented this operation and additionally identified possible locations for the construction of airfields Two pilots, Lieutenant Shields USCG, Captain Lacy US Army Air Corps, and Coast Guard Aviation Radioman Merada were the aircraft crew. The cutter NORTHLAND put a 3-inch gun ashore at Ivgtut and the CAMPBELL delivered assorted small arms. Fourteen Coast Guard personnel were recruited from within the Coast Guard, accepted discharges, but retained their ratings, and formed the nucleus of an armed guard at the mine. This became the model used to form the American Volunteer Group, Flying Tigers, for operation in China prior to the US entry into WWII. American bases were under construction in Newfoundland, American troops were present and strategic planning was changing to include the defense of Iceland and Greenland. A joint meeting of the State Department, War Department, and Navy department took place on 6 February1941. It was agreed that it would be desirable to have the defense of Greenland under U.S. control. The conference further recognized that efforts by the Germans to obtain weather data from Greenland were to be expected. During the late summer of 1940 the British had dismantled several weather stations under German control in northeastern Greenland and intercepted a vessel off the coast of Greenland with fifty Germans, some of them meteorologists, on board. In March a survey expedition made up of American diplomats, military commanders and a representative of the Royal Canadian Air Force departed Boston on the Coast Guard Cutter CAYUGA to locate sites for airfields, weather stations and other military installations. Narsarssuak was reported to be the most promising. On 9 April 1941 an agreement signed by Secretary of State Hull and Hendrik Kauffmann, the Danish Minister to Washington, established an American protectorate over Greenland for the duration of the war. The Chief of Naval Operations, ADM Harold Stark directed naval operations in the Greenland area be expanded to serve two purposes. The first purpose was to support the Army in establishing Greenland airdrome facilities for use in ferrying aircraft to England. This generated convoy escort responsibilities. The second purpose was to defend Greenland and specifically to prevent German operations in Northeast Greenland. This would be a coordinated multi-tasked operation in a harsh environment and the U.S. Coast Guard with its long experience conducting the Bering Sea Patrol, the International Ice Patrol and experience in Greenland waters was the logical choice to head up the operation. In the early summer of 1941 the American naval forces operating in Greenland waters were officially organized. The patrol consisted of two sections; the Northeast Patrol with CDR Edward "Iceberg" Smith in command consisted of the cutters NORTHLAND, NORTH STAR, and the USS BEAR, that had served many years on the Bering Sea Patrol and now had a modernized superstructure. The South Patrol with LCDR Harold Belcher was composed of the cutters MODOC, COMANCHE,RARITAN, and the Navy auxiliary BOWDIN. In October the two commands were consolidated under CDR Smith as the Greenland Patrol, designated Task Force 24.8, and placed under the jurisdiction of the U.S. Atlantic Fleet. From Cape Farewell up the east coast of Greenland to the Scorseby Sound area where previous German weather station activity had taken place, was a distance of over 600 miles with only one settlement, the village of Ammassalik, in between. There was no habitation between Scorseby Sound and the northern tip of Greenland 1000 miles away. There were, however numerous fjords and other locations along the entire coast where German weather stations could be set up. The NORTHLAND the NORTH STAR and the BEAR. the nucleus of the initial northeast patrol, each carried a Grumman J2F-4. amphibian. Although cumbersome to put in and take out of the water they proved to be invaluable. These aircraft were sent on countless long search missions over the fjords and mountains looking for enemy activity. They greatly increased the cutters operating and search capabilities. When the new cutters such as the STORIS and Wind Class icebreakers arrived they continued to utilize on board aircraft. USCG Cutter NORTHLAND War with Germany was declared December 11, 1941 and Smith, who had been promoted to Captain, found himself extremely short of aircraft and escort vessels to convoy the intensive increase in Greenland shipping and to supply the outposts and the Army weather stations on the Greenland coast. Navy Patrol Squadron 93 was assigned to the Naval Air Station Argentia Newfoundland in May of 1942 to combat the German submarines and provide convoy cover. Six aircraft were based at Argentia and six were based in Greenland; three at Bluie West 1 and three at Bluie West 8. The aircraft based in Greenland were also used by Task Force 24.8 for search, rescue and supply purposes. Smith located ten 120-foot fishing trawlers in Boston, and recognizing their potential for the Greenland operation, requested assistance in obtaining them from the Commandant of the Coast Guard Vice Admiral Russell R. Waesche. They were very capable navigating the narrow fjords, dense fields of icebergs and ice cake, and their maneuverability could not be equaled by larger ships. They served well until a new generation of ships especially designed for the Greenland operation arrived in mid 1943. Smith was also largely responsible for the creation of the Greenland Sledge Patrol, a contingent of Eskimos, Danish and Norwegian hunters, recruited by the Greenland government, supported by the Coast Guard cutters and supplied by the Army. They patrolled the northeastern coastal regions on dog sleds looking for German weather and radio installations. The NORTHLAND, with two Danish-speaking interpreters on board, became the nerve center for the Sledge Patrol's operations. The patrol had scarcely begun operations when it proved its worth by assisting in the capture of the trawler BUSKOE on 12 September, as that vessel, a small German-controlled Norwegian ship, was attempting to establish a radio and weather station in the Mackenzie Bay area. The patrol continued to be effective in this type of operation throughout the war. Although not one of the primary reasons for establishment, the patrol proved to be valuable for rescue operations as well. From the beginning all European invasion plans called for the movement of large numbers of U.S. military aircraft to the British Isles. This began in late 1940 when the first Lockheed Hudson was ferried to Ireland through Gander and in March 1941 B-17s and B-24s commenced flying from Gander to Prestwick, Scotland. These aircraft had long cruising ranges and were instrument equipped for flying in bad weather. For fighter aircraft with more restrictive cruising ranges to make it to England, a northern flight route consisting of a series of legs was required. The distance concept between landing fields on the northern route was that a P-38 Lightning, chosen at that time to be the dominant fighter aircraft in Europe, need not fly more than 850 miles to advance to the next base. This left the aircraft with enough fuel to return to the departure base if the destination weather went down. This was part of a Top-Secret operation and was code named Operation Bolero. On 15 July eight aircraft, six Lockheed P-38s and two B-17s departed Bluie West 8 for Iceland after several days delay. They left with out of date communications codes (codes changed daily) and ran into blizzard conditions. They became lost -were unable to communicate - began icing up and the six P-38s were running out of gas. They reversed course and just barely got back to the east coast of Greenland where all eight crash landed on the icecap. The AAF contacted the Coast Guard and a PBY and crew was made available for a search. The downed aircraft were located near Bluie East 2 East. The Coast Guard cutter NORTHLAND happened to be there. Contact was made and the PBY, piloted by Lt. George Atterberry, USN, led a dog sled team to the crash site. All 25 crewmen were rescued and transported to the NORTHLAND, were picked up by the PBY and returned to Bluie West 1. LT. John Pritchard and ENS. Dick Fuller of the NORTHLAND lead a rescue party that reached the crew of a Royal Canadian Air Force bomber that had been stranded on the ice cap for 13 days and brought them safely back to the ship. Searches and rescues would continue throughout the year. When not needed by the Coast Guard cutters the assigned J2Fs flew out of Bluie West 1 or Bluie West 8. Seaplane ramps were constructed at Bluie West 1 and at Ivigtut. Although good relations existed between the Coast Guard and Army Air Force personnel at the local level, with Coast Guard liaison officers assigned to the bases, the Army Air Force command was adverse to requesting search and rescue assistance from the Coast Guard unless circumstances forced them to do so. Such was the case in early November 1942. A C53 transport went down somewhere on the east coast of Greenland. It was never found. Several in transit B-17s were sent to look for it. One of the B-17s, PN9E, experienced a white out and flew into the ice cap near Comanche Bay. The ice cap in this area had multiple crevices. The base commander at Bluie West 8 commandeered a TWA C-54 and located the PN9E. Even though the NORTHLAND was in the area the Army decided to do the rescue themselves and set up at Bluie East 2 approximately 80 miles north of the crash site. An attempt was made to equip an Army aircraft with skis but it did not work. The base then sent its two motorized sleds to the downed B-17. One sled was lost in a crevass. On November 28 the Coast Guard entered the operation. The NORTHLAND launched Lt. John Pritchard, with ARM1 Bottoms as crew member, at daybreak and located the downed B-17. He dropped a note asking about landing conditions. The pilot of the downed B-17, 1st Lt. Monteverde signaled Pritchard not to land because the site was surrounded by crevices. Pritchard found a clear spot about two miles distant and landed in the snow with wheels retracted. Using a broomstick to test the snow, Pritchard and, Bottoms made their way on foot to the B-17. They returned to the J2F with three B-17 crewmembers and after pushing it free, departed with two survivors for the NORTHLAND and landed after dark. Early the next morning Pritchard took-off again for another load. After landing the weather deteriorated rapidly and they left with only one B-17 crewmember. A heavy fog engulfed the entire area and Pritchard was unable to locate the NORTHLAND and crashed on the ice cap. The wreckage of the J2F was located by an aircraft four months later but the crew was never found. LT. Pritchard and ARM1 Bottoms were awarded Distinguished Flying Crosses for their efforts. Lt. Pritchard's citation is below. Winter set in and the crew of the B-17 was sustained by airdrops. Lt. Spencer used the other motorized sled in attempt to get three badly injured men out. The sled broke down on the way back and a base camp was set up about 6 miles from the downed B-17. Lt. Bernard W. Dunlop USN, flying a PBY, made the first of three landings on the icecap on February 5 and got three men out taking them to BE-2. On March 17 he again landed on the ice cap bringing a dogsled party to travel to the B-17 and return to the landing site with survivors. On 5 April he returned to pick up the dog sled party but had engine problems on take off which required repair. The PBY departed with no survivors the next day with reduced power available in one of the two engines. The Dog sled team departed the site for Beach Head Station, Comanche Bay. The dog sled and team was picked up by ENS Henderson on April 18 and flown to BE2. On May 8 the Coast Guard party that had been searching for Bottoms and Pritchard were flown out of Comanche Bay for BE-2. Both PBYs returned to BW-1 on May 13. Lt. B. W. Dunlop USN landed on the ice cap to deliver a dogsled party to travel to B-17 - PNPE and get the remaining three survivors out. The 230 foot Coast Guard Cutter STORIS, designed to serve as a supply ship for Bluie bases, was commissioned on September 30 1942 . The ship was lightly armed, had sonar, a hull strengthened for ice operations and carried an aircraft. In mid 1943 three of the new 180 foot Buoy tenders arrived. They were single screw and had icebreaker bows. They were used to install and maintain aids to navigation, supply duties and when required; convoy duty. The establishment of the airbases and Army installations in Greenland generated more marine traffic than had ever before been experienced. Prior to the Greenland Patrol the Danes had operated one light station and piles of rocks upon which kerosene lanterns were hung. Late in 1941 the Coast Guard began the implementation of a system of aids that would make the fjords and coastal waters tolerably safe for navigation. In the course of two years, in extremely primitive conditions, they set up range lights, shore lights, shore markers and radio beacons at more than 50 sites. In autumn of 1944 the new ice breakers EASTWIND and SOUTHWIND, specifically designed for artic operations, arrived. They were armed with four 5-inch guns, twelve 40mm anti-aircraft guns six 20mm anti-aircraft guns, depth charges, hedgehogs, and carried an aircraft on board. Aircraft ferry operation plans for 1943 called for discontinuing the Bolero flights of fighter aircraft going to Europe. With convoy losses considerably reduced these aircraft and some twin engine bombers would again be transported by ship. During the Bolero operation, June 1942 to January 1943, 185 P-38s, 150 transports and 366 heavy bombers had been delivered to Great Britain over the northern route. Four engine bombers were to fly directly from Gander to Prestwick and two engine aircraft two engine aircraft were scheduled for the northern route via Greenland. However, in practice many four engine aircraft also used the northern route. . Ferried aircraft in 1943 moved over the ferry routes with much greater safety. Experience had been gained; communications had improved; weather reporting and forecasting had improved; and on March 11 the Coast Guard's Greenland LORAN station went on the air. The North Atlantic LORAN chain, the first of many throughout the war, vastly improved navigation capabilities of both surface and aircraft. The aircraft loss rate for 1943 was 1.14%. The Greenland Patrol PBYs were organized into an all Coast Guard VP squadron in August of 1943. It is the only Coast Guard VP squadron to have been designated as such and was in reality an evolution. The development of VP 6 is treated as a separate Timeline narrative in order to provide a more complete and detailed history. Coast Guard Cutter STORIS with J2F-5 on board RADM Smith had been appointed to flag rank in June of 1942 and in November of 1943 was given the command of all of Task Force 24 which included both Iceland and Greenland and surrounding waters. Coast Guard combat operations continued and as late as the end of 1944 units were still engaged in locating and destroying German weather stations and support operations. The cutter NORTHLAND left dry-dock at the Boston Naval Yard at the end of May 1944, for the trip back north.. The ice-blue-and -white camouflage, which proved to be very effective in the Greenland ice pack, had been painted on both the hull and superstructure. LTJG Ken Bilderback, his aviation crew, and a J2F-5 joined the ship in Casco Maine. The initial destination, via Bluie West 1, was Reykjavik Iceland where 20 Army Commandos were picked up for northeastern Greenland operations. LTJG Ken Bilderback received the following citation. The patrol was continued until the first week of October. By then it was semi-darkness most of the day. High wind sleet, snow, and fog were daily affairs. In mid October the NORTHLAND accompanied by the cutter STORIS arrived at Reykjavík and the J2F was put ashore. The final campaign against the weather stations marked the end of American actions against the Germans in Greenland. 1941 - Grumman J4F-1 Purchased: J4F-1 in Pre World War II Livery The Civil Aviation approved type certificate for the Grumman model G-44 Widgeon was issued on 5 April of 1941. The initial production of 41 aircraft was delivered to civilian customers and the Portuguese Navy. Production then switched filling orders for both the Navy and Coast Guard for a light amphibian utility transport designated as J4F-1. The Coast Guard acquired 25 J4F-1 aircraft purchased in two groups. The initial order consisted of eight aircraft, purchased under contract TCG-33459, with the first aircraft delivered from Grumman on 7 July 1941. These aircraft were given USCG service numbers V197 through V204. The following year the second batch, consisting of 17 aircraft, was acquired under contract TCG-34026. The first J4F from this batch was delivered to the Coast Guard on 25 February 1942 and the final was delivered on 29 June 1942. These aircraft were given the service numbers V205 through V221. In addition to utilizing the J4F-1 as a utility transport the Coast Guard intended to use them for search and rescue purposes. The Coast Guard J4F-1, basically the civilian G-44 Widgeon differed only in the addition of a hatch on top of the fuselage, just behind the wing, for loading stretchers. With the advent of World War II these aircraft were assigned to coastal anti-submarine patrols and a wing rack was added to each aircraft beneath the starboard wing. These racks could hold a depth charge, a bomb, a raft, or search and rescue gear. A J4F-1 patrolling out of the Houma, Louisiana , piloted by Chief Aviation Pilot Henry C. White, was credited with sinking the U-166 on 1 August 1942 in the Gulf of Mexico. In the year 2001 this was determined to be in error when a diving operation located the U-166 in a position different from the location of White's attack. White's aircraft has been preserved in the Naval Aviation Museum in Pensacola, FL. 1941 - Coast Guard Acquires Consolidated PBY-5A/6A Aircraft Coast Guard PBY-5A on the ramp San Diego with airborne droppable life boat attached. The Consolidated PBY Catalina was created in response to the U.S. Navy's request to replace the Consolidated P2Y and the Martin P3M. The XP3Y, designed by Isaac Laddon, distinguished itself clearly from its precursors by its monoplane configuration. First flown in 1935, it was an all-metal flying boat with internal wing bracing which greatly reduced drag. The wing tip floats retracted upward into the wing tip adding to the aerodynamics of the wing. Performance was modest but it was a sturdy, reliable aircraft, ideally suited for long patrols over the oceans. The US Navy had given the prototype the designation P3Y, but then changed it to PBY because of the Catalina's ability to carry four 1000 pound bombs under the wing. PB meant "patrol bomber", and Y was the manufacturer letter assigned to Consolidated. Consolidated received an initial order for 60 PBY-1s, the first production model, in 1935. The first aircraft of this series entered service in 1937. They were followed by 40 PBY-2s, 66 PBY-3s, and 33 PBY-4s; the latter model introduced the large dorsal blisters that became so characteristic for the Catalina. Starting in September of 1940 there were 684 PBY-5s built. A retractable tricycle landing gear was added and the amphibian PBY-5A became operational in October 1941. The name Catalina was given to the aircraft by the British, but later also adopted by the U.S. Navy. It was called a Canso by the RCAF. Two Pratt & Whitney R-1830 radial engines were installed in the wing leading edge just aft of the cockpit. To keep the propellers away from the water, the wing was put on top of a sturdy pylon, and braced with two struts on each side. The fuselage itself had a two-step flotation bottom, and a rounded upper side. The fuselage was wider than it was high, an unusual feature for a flying boat, and inside there was only one deck. In the nose, there was a position for a gunner / bombardier. Behind him was the cockpit for the two pilots, and immediately aft of the cockpit there was a cabin for the navigator and the radio operator. Behind them was the flight engineer, whose workplace extended into the wing pylon. Aft of the wing there was a cabin with bunks; finally, there were two waist gun positions covered, in most versions, with large blisters. The PBY was one of the first US aircraft to carry radar. At first this was a metric wave radar with arrays of dipole antennas on the wings, and later a centimetric radar in a fairing on top of the cockpit. A Leigh light was installed under the wing. The Naval Aircraft Factory built 156 Catalinas. These were designated PBN-1 and named Nomad. They had a new, sturdier wing, larger fuel tanks, a longer hull, and a taller tail surface. These changes were also incorporated in the PBY-6A. The first PBY obtained by the Coast Guard, V189, was purchased from the Navy in the spring of 1941. It was specially outfitted at Air Station San Francisco with a nine-lens-camera for mapping coastal regions around the country. While the arrangement worked well in the lower 48, after two mapping trips to Alaska the camera was transferred to a newer PBY-5A (PBY BuNo 08055), an amphibian, making it more versatile in the extreme environment of Alaska. The detachment operated out of NAS Kodiak. Because of the Navy's great need for PBY patrol aircraft in the North Atlantic and the Pacific it would be early 1943 before the Coast Guard acquired them in significant numbers. In 1943 Construction of the Pacific LORAN chains began. Coast Guard PBY aircraft, V189, reported for duty, having been assigned by Headquarters to transport personnel, mail, supplies, and materials, to the various sites to expedite the construction. Flight surveys of the sites for the Loran stations were made. These inspections provided a good grasp of the problems involved in the landing of materials and the construction of the stations. Construction of the Loran chains began in Alaska and the construction of additional chains followed the battles across the Pacific to Japan. V-189 was permanently assigned to this Top Secret project. On 5 October 1943 an all Coast Guard Patrol Squadron, VP-6 CG, home based at Narsarssuak, Greenland, code name Bluie West 1, became operational. Thirty officers and 145 enlisted men were assigned to the squadron. In the hostile environment of the North Atlantic VP-6 provided anti-submarine patrol, air support for convoys, search and rescue, intelligence survey flights, as well as mail and medical supply delivery. In December of 1943 the Navy established the first Air Sea Rescue Squadron at Air Station San Diego. An all Coast Guard unit, it lead to the Coast Guards heavy involvement in Air-Sea Rescue. Starting in 1944 the Coast Guard had the Search and Rescue responsibility for the Continental Sea Frontiers. By the end of 1944 there were 114 PBY-5A/6As in Coast Guard service. Consolidated PBY-5A / 6A "Catalina" 1941 - Coast Guard Aviation Anti- Submarine Operations: The East Coast of the United States There was a shortage of anti-submarine vessels partly because of President Roosevelt's 1941 decision to loan 50 obsolete destroyers and Coast Guard Cutters to Britain in exchange for bases and partly because available escorts were used for North Atlantic convoy duty. ADM King directed a frantic effort to reinforce the Pacific Fleet and compensate for loses. VP-51, VP-71, and VP-72 were ordered to the West Coast and thence to Hawaii. Patrol Wing 8 was transferred to the West Coast. VP-52 and half of VP-81 stationed at Key West were immediately sent to patrol the Pacific approaches to the Panama Canal in case of a Japanese attack. To compound the problem ADM King held the Atlantic Fleet in reserve. For all practical purposes the East Coast of the United States had been stripped of escort vessels and its anti-submarine aviation. Once in the hunting grounds, German submarines would rest on the continental shelf from early morning until late afternoon. During the day the U-boat would rise to the surface for air and sunlight, usually during late morning, for a limited time, submerging again if sighting any object. Late in the afternoon they began the night's activity against the shipping lanes. Unbelievably the merchant ships ran with their running lights on and were silhouetted against the fully-lit coastal cities and resort towns. All navigation aids were still lit and the ships followed the established sea lanes. The surfaced submarine would lay in wait for an appropriate target to pass by. Surface attacks were preferred by the U-boat commanders. The Type IX boat had a surface speed of 18 knots. The submerged range was limited to 70 mile at 4 Knots. Periscope depth attacks were made if operations dictated. With the advent of submarine tankers the VII boat also began operating in American waters. An aerial patrol utilizing available aircraft was initiated. With the limited daylight operations conducted by the submarines and the effectiveness of aircraft limited by a lack of radar and darkness, the odds of locating a submarine were not good. What they did see were oil slicks where the tankers had been sunk, debris, lifeboats with survivors, people clinging to rafts, some in life jackets and dead bodies. This was the result of the previous night's U-boat activity. The aircraft would drop provisions to provide immediate help, find a ship or boat and direct it to the survivors. Many were wounded or badly burned and in great need of medical assistance. Others were beyond the point of endurance and slipped away into the sea. When evaluating the situation the lives of the survivors were balanced against the risks off an offshore landing. Many were made. Coast Guard records showed 95 landings in the sea and over 1000 rescued during the period Jan 1942-June 1943. In February negotiations were begun which promised to alter this situation. On the last day of January, the Commandant of the Coast Guard informed the Bureau of Aeronautics that personnel under his command were not being used to full advantage. It was his recommendation that forty-six additional planes be assigned to bases throughout the country. One week later the Chief of the Bureau of Aeronautics approved this recommendation with the suggestion that forty OS2U-3s be assigned to Coast Guard Stations as soon as possible. On the ninth of the month, the Chief of Naval Operations took further action in the matter by ordering that all of these aircraft be located on the Eastern Coast instead of dispersed throughout the country as originally planned. On the 13th, the planes were assigned to five Coast Guard air stations from Salem, Mass., to St. Petersburg, Florida, but the dates of delivery were estimated as February 27 through March 11. The first OS2U-3 was delivered on The 28th and the rest at the rate of four per day. Additional OS2U-3s were later delivered to the Biloxi and San Francisco air stations. The JRFs and the increasing numbers of J4Fs were fitted with bomb/depth charge racks and in some cases local fabrications provided additional capability to previously unarmed search planes. The Coast Guard air stations finally had armed aircraft. OS2U-3s on the ramp -- Coast Guard Air Station Salem By the end of 1941 the British Navy had developed convoy protection to the point where Admiral Doenitz elected to deploy assets to the mid-Atlantic. It was suggested to Admiral King that a similar convoy system be set up to combat the German submarine operations along the eastern seaboard of the United States. ADM King rejected the suggestion. In March representatives of the petroleum industry met with the Navy and War departments warning them that if the rate of tanker sinkings was maintained that America would be crippled due to the lack of oil. The situation was so serious that in the same month Winston Churchill wrote President Roosevelt "I am most deeply concerned west of the fortieth meridian and in the Caribbean Sea. The situation is so serious that drastic action of some kind is necessary." President Roosevelt got ADM Kings attention and RADM Andrews was directed to plan and develop a coastal convoy system. RADM Andrews put a temporary convoy system, referred to as the "Bucket Brigade," into operation which moved ships from protected anchorage to protected anchorage by whatever escort vessels were available. During January and February the preponderance of sinkings occurred along the coastline between Cape Hatteras, North Carolina to a point south of Cape Cod, Massachusetts and then off shore on the route to Halifax Nova Scotia where Atlantic convoys were formed. By April the majority of all sinkings were occurring in the Cape Hatteras area. Based on this information the Commander Eastern Sea Frontier chose the Cape Hatteras area to evaluate the effectiveness of the convoy system. RADM Andrews's assets were still limited but more were coming available. Ships sailing between the Chesapeake and Cape Lookout spend the night in protected anchorages. In the early morning the merchantmen would form up in four ship columns. RADM Andrews had Two Coast Guard 165 foot cutters, Four Coast Guard 125 footers, eight British trawlers, four PC-110 footers and a pool of 20 Coast Guard 83 footers attached to the Fifth Naval District that were available. Aircover was provided. Coast Guard Air Station Elizabeth City had the patrol responsibility for the Cape Hatteras area. The activity report of the Eastern Sea Frontier lists an attack on an enemy submarine by a Coast Guard OS2U on 7 April, another on 8 May, and on May 15 an OS2U spotted a U-boat off Cape Hatteras. Twelve men were seen on deck just as the aircraft started the bombing run. The U-boat at the same moment began to dive. Ten of the submariners were able to get down the hatch but two were left on deck. Two depth charges were dropped 150 ahead of the conning tower. The U-boat went under and the two depth charges exploded. The pilot continued to circle and was joined by another aircraft. He could no longer see the men in the water but he did see pieces of wood rising and then an oil slick. The destroyer Ellis came over and dropped more depth charges and more oil came up. They did not sink the U-boat. It was later determined that the Ellis had depth charged a sunken ship and that was where the oil came from. Still the Coast Guard plane made a nearly successful attack on a U-boat and this was a harbinger of things to come. With the success of the "Bucket Brigade" a 20% increase in escort vessels and aircraft was made and the first full convoy took place on May 11. On May 10 RADM Andrews sent a dispatch to his command outlining his expectations. Very little had been left to chance including air support. A circle with a radius of 20 miles was patrolled around the ships and searches were to be made along the track of the convoy 25 miles to each side. It was a south bound convoy leaving Hampton roads and on the first day it was covered by planes from Langley Field and CGAS Elizabeth City, On the second day aircraft from Cherry point covered them at daybreak and then the convoy was picked up by aircraft from Wilmington and Charleston. On the third day the planes from Charleston accompanied the convoy all the way to Jacksonville and stayed there. On the fourth day planes from Banana River picked up the convoy and on the fifth day aircraft from the Coast Guard Air Station Miami took over. By the last of May a full convoy system had been established. During June Convoy escort and aircover, some of the aircraft newly equipped with airborne radar, were provided for coastal convoys from Halifax in the north to Key West in the south. ADM Doenitz had recognized in early May that the "American shooting season" as it was called in Germany was over. By use of submarine tankers placed in prearranged location he was able to deploy his submarines into the Florida Straits, the Caribbean and the Gulf of Mexico. The Gulf of Mexico forces at his disposal were even less than RADM Andrews originally had at his disposal and they were overwhelmed by the events that followed. The first ship sunk by a U-boat in the Gulf Sea Frontier was an American tanker, PAN MASSACHUSETTS. ADM Doenitz had moved his main point of attack southward to a position off the Florida coast. During the month of April 18 additional ships were sent to the bottom. During May, with the advent of RADM Andrews full convoy system extending down to Miami, the German U-boat emphasis switched to the Gulf of Mexico. The first U-boats U-506 and U-507 entered the Gulf of Mexico at the beginning of May to take up station southeast of New Orleans. There were six submarines operated in the Gulf during May and seven during June. They sank 38 ships. The initial surface force to oppose this consisted of two Destroyers, nine Coast Guard Cutters of various sizes, a limited number of small patrol craft and unarmed Coast Guard Auxiliary vessels. Aircraft available consisted of Navy Patrol Squadron VP-81 flying six PBYs and a detachment of three B-18 bombers at Key West, nine Coast Guard OS2Us at St. Petersburg, six CG OS2Us and two armed JRFs, and the first of the armed J4Fs at Biloxi. There were in addition 8 unarmed aircraft. In mid May RADM James L. Kaufman took command and began taking action. He felt the Keys were too remote and moved the Frontier offices to Miami which provided better communications with air and surface forces. He instituted a coastal dimout and patrolled for compliance. A hunter killer group concept was launched and additional forces were obtained. On June 13, after being pursued through the Bahama Channel by a Key West Killer group consisting of two destroyers, the Coast Guard Cutter THETIS and Army B-18s the U157 was sunk by the THETIS. The B-18s were equipped with early air to surface radar, not as effective as the later microwave radar, but never the less a welcome addition. During 1942 and 1943 the Coast Guard air station at St. Petersburg flew patrols over Tampa Bay and its approaches both south and north. The air station had nine OS2U aircraft assigned capable of carrying a 325 pound depth charge under each wing. A two plane detachment of OS2Us known as the 'Port St. Joe Detail" flew patrols in the northeastern Gulf of Mexico in the area of Cape San Blas. The tanker JOSEPH Mc CUDABY was sunk southwest of Tampa on May 4th and another ship off Cape San Blas on June 29th. Surprisingly this was the sum total off the west coast of Florida. OS2U-3 with aerial depth charges attached There were 10 U-boats that operated in the Gulf during July and 7 in August, usually for two week periods, resulting in 27 merchant vessels sunk. Most of the sinkings were concentrated in an area south of the Mississippi River delta. This was the mid point of the patrol area assigned to the Coast Guard air station at Biloxi. The Biloxi patrol area extended from a position east of Mobile Bay to the Galveston area. On 1 August 1942 Chief Aviation Pilot Henry C. White with RM1 George H. Boggs as his sole crewmember was flying the afternoon patrol. They were at 1500 feet at the base of a broken cloud deck 100 miles south of the Houma base. Through the open windows of their twin-engine Grumman J4F-1 Widgeon amphibian they could see about 10 miles across the hazy gulf sea. White had just turned to the northeast to set up a ladder search for the assigned area and moments later they saw a surfaced German submarine. White started to maneuver the Widgeon behind the sub for a stern attack but it immediately ibecame obvious that as soon as White and Boggs had seen the sub, the sub had seen them, and the U-boat began to slide underwater in a crash dive. White banked sharply to starboard and from a half mile away began his dive towards the sub fully aware that he had only a sole depth charge under his wing and that he would have but one try. At an altitude of 250 feet the single depth charge was released. Boggs stuck his head out of the window and watched the depth charge fall into the Gulf waters, its fuse set to explode 25 feet below the surface. He estimated it entered the water 20 feet from the submarine on the starboard side. Boggs saw a large geyser of water rise from the explosion. White later wrote that the submarine was visible during the entire approach being just under the water but still clearly visible when the depth charge was released. When they circled back around they saw only a medium oil slick. German records obtained after the war verified that the U-166 had been sunk in that area during at the beginning of August. White and Boggs were given credit for the sinking. Bottom searches of the area of the reported attack by the USCG J4F Widgeon have done by civilian divers and no wreckage of any kind has been found. Interestingly, another U-boat, the U-171, reported coming under attack by an Allied aircraft on 1 August 1942 in the general area of that White reported attacking a U-boat. The U-171 was sunk prior to the end of the war and the ships log is not available for verification. Additional assets became available and by the end of July a full convoy system was in place. In addition the Army Air Force Anti Submarine Command had supplied additional aircraft for patrol and convoy escort. The convoys proved effective and the number of sinkings decreased. There were 7 sinkings in August and I in September. Doneitz redeployed assets to the North Atlantic and to the trade routes coming along the African Atlantic coast. The submarine battle of the Atlantic and Gulf Coasts was essentially over. The Last German submarine left the Cape Hatteras area on 19 July and the last of the U-Boats left Gulf of Mexico during the first part of September 1942. From February through December of 1943 there were one or at times two U-Boats that reappeared, however, during this 11 month period only four vessels were sunk. Singular U-Boats also returned during 1943 and mined the approaches to the East Coast and Gulf Coast ports. Sporadic sinkings did occur but they were far fewer in number. The West Coast of the United States The Japanese had the most diverse submarine fleet of any nation in World War II. The fleet included midget submarines, medium-range submarines, long-range fleet submarines with ranges exceeding 20,000 miles, and submarines that could carry and launch aircraft. They built 110 submarines capable of submerged speed 16 knots and a surface speed of 23 plus knots. In addition they employed the Type 95 torpedo which gave them three times the range of the Allies. coast and another was shelled. A forth tanker was shelled off the mouth of the Columbia River. The detachment withdrew and there was no further activity off the coast until February 1942. Navy Patrol Wing Eight had the responsibility for training and ASW warfare on the West Coast. The aircraft available were initially limited as the majority of VP squadrons were being deployed to the Pacific. Squadrons operated OS2Us, PBYs and PV Hudson Bombers based primarily out of San Diego and Moffet Field. The Army Air Corp provided two heavy bombardment squadrons and three light bombardment squadron for ASW purposes. The Coast Guard had three Air stations on the West Coast. San Diego, San Francisco, and Port Angeles. Coast Guard Air Station San Diego experienced little expansion and little change in function during the period leading up to the fall of 1943. The station had two unarmed Hall Boats, a PH-2 and a PH-3, and three JF-2s, capable of carrying 325 pound aerial depth charges, assigned. They provided search and rescue services and, other than occasional convoy escort assignments, performed utility and administrative missions for the Navy. The Navy VP squadron at North Island was assigned the ASW duties for the area. Search and rescue missions remained primary and this experience made Coast Guard Air Station San Diego the ideal choice for the Navy's first Search and Rescue Squadron in the fall of 1943. By January 1945 the number of aircraft assigned totaled 16 PBYs. Coast Guard Air Station San Francisco was formally dedicated on February 15, 1941. In the years immediately prior to World War II the volume of marine and air commerce increased dramatically in the San Francisco area. There were two Coast Guard air stations on the west coast at the time; San Diego, 440 statute air miles to the south and Port Angeles 750 statute air miles to the north. Immediately after Pearl Harbor anti-submarine patrols began with the unarmed aircraft assigned to the station. In April of 1942, the station came under the command of the Western Sea Frontier. A squadron of Navy OS2U-3 aircraft was attached to the base and six additional Coast Guard OS2U-3s were provided for the air station operations. It was in practice a joint operation and on a number of occasions missions were flown with mixed crews. The area of responsibility was the Bay and approaches to San Francisco as well as inshore patrols both north and south of the Bay. Two Japanese submarines arrived off the west coast during February 1942. The first, the I-8 patrolled northward from off San Francisco to the Washington coast without taking action against any shipping and then returned to Japan. The second arrived off San Diego on the 19th of February and on the 23rd it surfaced off the California coast near Santa Barbara and fired thirteen rounds of 5 ˝ inch shells at oil installations. The damage was negligible. After this attack the I-17 proceed north to a point off Cape Mendocino in northern California and then returned to Japan. On June 7 the SS COAST TRACKER was sunk by I-26 south of the Strait Of Juan de Fuca. A Port Angeles J4F spotted the survivors and directed a Canadian Corvette to the rescue site. The I-26 shelled the radio station at Estevan Point, Vancouver Island on June 26 and the I-25 shelled Fort Stevens, Oregon on June 21. On September 9,1942 the Japanese submarine I-25 surfaced near the Cape Blanco Light House, close to Port Oxford, about 60 miles from the California-Oregon border. The intent was to cause panic along the Pacific Coast. On the fore deck of the submarine was a hangar containing a disassembled single engine Yokosuka E14Y1 "Glen" seaplane. The aircraft was assembled, armed with two 170 pound phosphorus fire bombs, and launched. Its mission was to drop the incendiaries among the giant forest of the Northwest triggering a vast firestorm. The aircraft flew inland over the Siskiyou National Forest. Everything was concealed by a dense fog so it was not possible to see the point of impact when the bombs were released. It had been foggy and rainy for a period of time and the forest area was very wet. Possibly this is the reason that the forest did not ignite. The aircraft returned to the I-25 and just as the crew had finished putting the aircraft back in the hangar the submarine was attacked by an army anti-submarine patrol aircraft. The 1-25 crash dived for safety sustaining only minor damage. Daringly the submarine sought refuge in the Port Oxford harbor and remained motionless on the bottom. Two days later the I-25 slipped out to sea. The I-25 mounted a second attempt on September 29. Japanese Navy records indicated that the pilot observed flames on the ground after this attack. The bomb did start a small fire which was quickly extinguished. On October 4 the freighter SS CAMDEN was sunk off Coos Bay Oregon and on October 6 the tanker SS LARRY DOHENY was sunk off Cape Sebastian. These attacks marked the end to direct enemy activity off the west coast of the continental United States. Many have argued that the Japanese submarine forces would have been better used patrolling allied shipping lanes. It would seem reasonable that an all out blitz of the American west coast during the period that this country was desperately building up its Pacific forces would have had caused great difficulty. Losing a significant number of merchant ships in addition to those sunk by the Germans would have required the spreading of the meager defenses even more thinly and would have had substantial consequences for the United States. 1942 - The Coast Guard Acquires OS2U Kingfisher Aircraft Vought OS2U-3 Kingfisher In 1937 The U.S. Navy issued specifications for a two seat Observation Scout floatplane with non-folding wings and the capability for a quick conversion to a land plane. Vought proposed the XOS2U-1 all metal monoplane as opposed to the biplanes currently in use. Spot welding construction was used providing a smooth, non-buckling fuselage skin. Weight was saved by covering the wings with fabric aft of the main spar. The aircraft featured full span flaps that hung from the trailing edge of the wing. Spoilers were also incorporated to supplement aileron control at low speeds. The aircraft was equipped with a Pratt & Whitney R-985-48 engine producing 450 HP. The small engine was selected in order to remain within weight requirements imposed by shipboard handling. The OS2U, however, could carry a respectable load. For antisubmarine work the aircraft carried two 325 pound depth charges, Two 100 pound bombs could be substituted if desired. A fixed .30 caliber machine gun was mounted in front of the pilot to fire forward and flexible .30 caliber mount was installed aft for the crewmember. The OS2U, named Kingfisher, was the U.S. Navy's primary ship-based scout and observation airplane during World War II. Vought delivered 54 OS2U-1s by November 1940. The OS2U-2 model was equipped with leak-proof fuel tanks, armor protection and a more powerful R-985-50 engine. The OS2U-3 was similar to the OS2U-2 but had increased fuel capacity. In September of 1942 production passed to the Naval aircraft Factory, with no basic changes, the aircraft designation became OS2N-1. The Kingfisher could and did perform a variety of tasks. Beginning in March 1942 the Coast Guard received the first of 76 Kingfishers; 68 OS2U-3s, 7 OS2U-2s and 1 OS2N-1. Their primary purpose was to provide the Coast Guard's early anti-submarine efforts along the coastlines of the United States. Area patrols were flown and air cover for merchant convoys was provided. They carried two 325 aerial depth charges and could fly patrols of up to six hours. None of the OS2Us were credited with sinking a submarine but they did make a number of attacks on submarines along the seaboards. There were 61 recorded attacks on enemy submarines made by Coast Guard aircraft. The preponderance of these was made in 1942 when there was a heavy concentration of German submarines off the Atlantic and Gulf coasts. They also made and coordinated many rescues of survivors from torpedoed ships. The Kingfishers were discontinued from Coast Guard service by October, 1944 1943 - Coast Guard Assigned the Sea-going Development of the Helicopter: The helicopter as an anti-submarine weapon Kossler, although disappointed, was not about to give up. This was the period of an intensive and effective German submarine campaign off the east coast of the United States. He reasoned that the helicopters vertical take-off capability would enable it to operate from a merchant ship underway and provide protection from submarines. A series of events - some manipulated and others serendipitous - took place that would result in the development of the helicopter by the U.S. Coast Guard. Erickson immediately started drafting a report for headquarters. The rescue capabilities of the helicopter were obvious but being aware of Kossler's set back he submitted a proposal for the use of the helicopter as an anti-submarine weapon. In the proposal he laid out specifics as to armament, aircraft capabilities, and utilization. He further stated that Coast Guard aircraft were presently flying anti-submarine patrols and it would be a natural for the Coast Guard to develop the anti-submarine capabilities of the helicopter. Burton strongly endorsed Erickson's proposal. Burton's endorsement pointed out that the Army had demonstrated its belief in the value of the helicopter by contracting for a number of the present models. His endorsement continued "Unfortunately the Navy has not shown any great enthusiasm for this type of aircraft. It is therefore, an excellent opportunity for the Coast Guard, with a very modest appropriation, to initiate and proceed with the naval development of the helicopter." Rear Admiral Stanley V. Parker, Commander Coast Guard Forces Third District also favorably endorsed it. Kossler noted that there was good reason for believing the Army would turn over a few of their machines for evaluation. This proposal for helicopter acquisition was approved by the Commandant in June 1942 -- a month during which 55 merchant ships totaling 289,790 tons were sunk. A request was made for one YR-4 trainer and three XR-6 helicopters. The Navy designation for the YR -4 was HNS-1, the XR-6 was designated XHOS. RADM Parker, who held Coast Guard Aviator Designation Number 7, was interested in seeing the helicopter. Erickson called Sikorsky and advised them of the request. They were delighted. Up until this time the highest ranking naval officer to see the Sikorsky helicopter was the inspector of naval aircraft at the Vought-Sikorsky plant and his primary interest was fighter aircraft production. Joined by Kossler and Erickson, Parker visited Sikorsky on the 21st of December, 1942. Igor Sikorsky and Michael Gluhareff gave the Admiral the "Red Carpet" treatment and put on an impressive demonstration of the capabilities of the helicopter. How effective is indicated by the following letter Parker sent to Admiral Waesche dated 24 December: Admiral Waesche decided to come to Bridgeport to see the helicopter for himself. On February 13 a flight demonstration using both the XR-4 and the VS-300 was conducted. Admiral Waesche was completely sold. On his return to Washington he addressed the issue of helicopter development with Admiral Ernest J. King, Chief of Naval Operations. As a result of this conference Admiral King issued a directive to the Chief of the Bureau of Aeronautics which ordered that testing and evaluation of helicopters be initiated and expedited to determine their practical value for operating from merchant ships in ocean convoys. The Bureau of Aeronautics was to carry out the tests with the Maritime Commission providing a typical merchant ship with suitable platform and equipment, and with the Army Air Force providing three of its YR-4A helicopters. The last paragraph was of the most significance to the Coast Guard so it is quoted in full. The next day Admiral Waesche sent the Engineer-in-chief a letter which quoted the above directive and stated: Kossler lost no time with his new authority. That very day a confidential directive went out to the chief personnel officer soliciting volunteers to apply for training as pilots and mechanics in the new helicopter program even though a training program was not yet in existence. Two days earlier, Kossler had contacted Commander Labort of the War Shipping Administration urging a higher priority be given to a speedier delivery of the first of the YR-4As. The original date had been the latter part of April. On the 19th he was at Sikorsky's plant discussing training and technical matters. Test pilot Charles Morris was drafting a training syllabus. He and Colonel Frank Gregory USAAF, who was involved with the Army's helicopter test program at Wright Field, were the only two pilots qualified to teach helicopter flight. That left Morris limiting the initial number of qualified pilots. Kossler made arrangements with the Army Air Force and the Navy's BuAer for pilot and maintenance training. Erickson was selected to be the first Coast Guard Aviator to qualify as a helicopter pilot. Kossler's target date for the commencement of training was April. CMM Oliver Berry and Aviation MM1 James Boone accompanied Erickson and completed the mechanics course. The Army chaired the Dorsey Commission and thus was involved in the development of the helicopter. Previously the Navy had not been interested and had not interfered. However, with the Coast Guard moving aggressively and assuming the role of developing the helicopter for the anti-submarine mission BuAer suddenly saw this development as their responsibility. Kossler was quietly informed that BuAer's interpretation of Kings directive was that the Coast Guard's role was subject to bureau's needs. The Commandant immediately sent a letter - authored by Kossler - to the chief of the Bureau of Aeronautics RADM John S. McCain asserting the Coast Guards primary role in the development of the helicopter. A test of wills took place. It is not clear if Admiral King became involved but the climate at BuAer suddenly changed. On March 12 Kossler received a telephone call from CDR. McCoffrey USN, newly assigned at BuAer, informing him that a letter was being sent to ADM Percy Noble, head of the British admiralty delegation creating a joint committee to evaluate the helicopter. Members of the committee would be the British, the Coast Guard, and BuAer. The machines to be used were to come from the present Army procurement program now assigned to the British. Kossler was pleased with this for the British were also very interested in the development of the Helicopter and would be an asset. In April Erickson showed Sikorsky and Morris a photo of a tanker broke in half after being torpedoed. The point of interest was a platform built on the deck amidships. Morris had already landed a helicopter on a platform at the Army's Wright Field. He and Sikorsky agreed a XR-4 could operate from a platform like the one depicted despite the obstruction s of rigging and superstructure. Erickson passed this information to Kossler who immediately contacted R.W. Seabury, President of the War Cargoes Incorporated, who was extremely interested in protecting his merchant vessels. An arrangement was made for a meeting at the Sikorsky plant. After a thorough discussion and briefing on the potential of the helicopter Sikorsky asked Mr. Seabury if it would be possible to use one of his ships with a platform of the type under discussion. He said yes and immediately started making arrangements. Seabury then conferred with Admiral Davison of the Bureau of Aeronautics. He then called Kossler and told him that everything was ready and trials would be held the first week of May. The tanker BUNKER HILL was made available for the tests and a deck 78 feet long, with obstructions at both ends, was put in place. An eight foot bulls-eye in the center of a square was painted in the middle of the platform. Colonel Frank Gregory arrived on 6 May to fly the Army XR-4 provided for the tests. The entire helicopter project rested on the XR-4s ability to land on a ship. Gregory was concerned at first. His "shipboard" experience was limited to a stationary 20 foot platform at Wright Field. He immediately set about getting "additional experience." Gregory noted with reference to his first attempt: He continued to practice landings and takeoffs that afternoon with the ship at anchor, then underway at five, seven and one-half, ten and fifteen knots. As the speed increased the landings became more difficult because of increased turbulence over the superstructure but the helicopter proved to be completely controllable. The next morning guests were ferried out to the BUNKER HILL. They included Representatives from the War Production Board, National Research Council, Representatives from the Office of Secretary of War, Army Transportation Corps, The delegation from Great Britain, Bureau of Aeronautics, Mr. Seabury of War Cargoes, , RADM Parker USCG, Kossler, Erickson and almost all of the top officials from United Aircraft- Sikorsky. A total of 97 names appeared on the guest list. Gregory put on an impressive and flawless performance as the ship cruised at various speeds up to 15 knots and on various headings with relation to the wind which was blowing at 12 knots. Everyone was very favorably influenced. Capt. Walter Diehl of the Bureau of Aeronautics, in a shift in attitude toward the helicopter, confided to Erickson that if he had seen a film of what just took place he would have been sure that it was faked. There would continue to be periodic assertions of authority on the part of the Bureau of Aeronautics but Kossler, with well placed support, was winning his battle. YR-4 Hitting the spot on the BUNKER HILL The first meeting of the joint US-British Board for Evaluation of Helicopters for Anti-submarine Warfare was held on 18 May, 1943. The board decided the test would be conducted in three phases. Phase 1 would be carried out in calm water such as Long Island Sound; Phase 2 would be carried out in the open seas; and Phase 3 would involve operation from a convoy on an Atlantic crossing. Two vessels were to be fitted with helicopter landing decks. The War Shipping Board turned the GOVERNOR COBB over to the Coast Guard and the other was the SS DAGESTAN, a cargo vessel taken over by the British under a Lend-Lease agreement. The second YR-4 scheduled to be delivered to the British and the third to be delivered to the Navy were due in early July. The Army had taken delivery on the first helicopter in May. This generated an immediate need to start a flight training program. One naval officer, two army officers and Erickson were in the first class. Les Morris, the Sikorsky Chief Test pilot was the instructor. Morris continued to give instruction to the British pilots involved in the program. The Army had stated that they did not see the development of the helicopter for ASW purposes their primary responsibility but were exceptionally supportive of the Coast Guard. A second helicopter demonstration was conducted by the Army on board the Army Transport JAMES PARKER on the sixth and seventh of July. The official observers included many of those who had been on the BUNKER HILL, however, this was the first helicopter demonstration that CDR. James Russell of the Bureau of Aeronautics had seen. On the ninth of July, Russell turned in a very favorable report on the helicopter. Shortly thereafter the Bureau of aeronautics placed an order for 173 helicopters consisting of 23 HNS (R-4) trainers, 100 HOS-1s (R-6) with 225 HP engines and 50 HO2S (R-5) with the 450 HP engine. CDR Charles Booth, the naval aviator in the initial class, was involved in moving the Navy's flight test facility from NAS Anacostia to the Naval Test Center at Patuxent River Maryland and as a result had not followed through on his qualification. Erickson thus remained the only naval aviator qualified in the helicopter. In the summer of 1943 Erickson took charge of the Navy's helicopter development program. On 3 September the Chief of the Bureau of Aeronautics requested that Erickson prepare a weekly report for the Bureau outlining the progress made on various model helicopters, estimates of completion, trial and delivery dates; and in addition, such other technical information determined from time to time which had or may have a bearing on present or future operations of this type aircraft. Erickson submitted his first report on 18 September. It noted that the YR-4s for the joint evaluation program were on schedule. The two British helicopters had been completed but had not yet been delivered because of rotor problems. He further stated the problems were being addressed. On 25 September a YR-4A was released to the British and the first Navy helicopter was accepted for delivery on 16 October. CDR Booth returned to complete his course at Sikorsky - It would be his responsibility to conduct aerodynamic, stability and performance tests on the new helicopters at Patuxent River as soon as one could be assigned. With the acceptance of two additional helicopters at the end of October the Sikorsky facilities became very crowded. Erickson sought to transfer all operation to Floyd Bennett Field. The Chief of Naval Operations approved and designated the Coast Guard Air Station Brooklyn as the Helicopter Training and Development Base. On 20 November LCDR John Miller, USN and LTJG Stewart Graham, USCG completed flight training. Graham received Coast Guard Helicopter Pilot Designation Number Two. LT Graham departing the M/S Daghestan in convoy during Atlantic crossing 16 January 1944 On November 23 a helicopter detail proceeded to Bridgeport to take part in the joint US-British ASW Evaluation Trials. The British SS DAGHESTAN arrived the same day. Two helicopters were used - one British and one American. Weather was bad but improved by the 25th allowing for training flights in preparation for Phase 1. Among those observing was GEN Frank E. Lowe, Military Executive of the Special Committee Investigating the National Defense Program. He became an interested ally of Erickson. Phase one was essentially a repeat of the tests on the BUNKER HILL. Phase two was conducted off Block Island. The most difficult condition under which operations were conducted were a wind of 42 knots over the deck, roll of four degrees, and a vertical deck movement of five feet. There were 328 landings made during this operation. The only major difficulty encountered was starting and stopping the rotor in high winds. Phase three consisted of operations from a vessel in convoy on the Atlantic crossing. The SS DAGHESTON sailed in convoy in January. Wind and sea conditions prevented any attempt at flight operations except for three days during the 16 day voyage. The ship's roll was never less than 10 degrees and during the worst conditions the roll increased as high as 45 degrees. Wind gusts were as high as 80 knots. A 30 minute flight was conducted on 16 January by LT Stewart Graham USCG and a 30 minute flight was conducted by F/L Jack Cable RAF. Both pilots, and later the Board, concluded that helicopters could operate from ships at sea but the performance of the helicopters presently available was too marginal to be operated satisfactorily off merchants ships in convoy. There still existed, however, a possible defensive ASW role. In March of 1943 LCDR George Synon USCG, working as a researcher, advised Kossler of a sound device created by DR. Harvey Hayes. The device was to be suspended from a cable and lowered into the water to search for submarines. The letter stated that this could possibly be operated from a helicopter. It was not followed up on at the time because there were only two helicopters in operation, both with limited capabilities. Evaluations were made using Lighter-Than-Air craft. This did not prove to be satisfactory and development stopped. In December of 1944 under the direction of LT. Roy Rather USN the earlier efforts of Dr. Hayes were reopened. Dr. J.J. Coop, who had earlier been involved, assisted. On 12 January the Vice Chief of Naval operations was directed to make available the Hayes equipment to the Anti-Submarine Development Detachment. Technical assistance was to be provided by the Bureau of Ships and the Naval Research Laboratory. The Coast Guard was directed to provide the helicopter and crew. This would later prove to be the thread that kept the development of the helicopter going and is covered in a later narrative in this Time Line. The helicopter as a rescue vehicle New and more powerful helicopters being developed would have been able to operate off the merchant ships but the submarine threat had decreased substantially and it was obvious the helicopters would not be ready to play an important ASW role during World War II. During the testing and evaluation program modifications had been made and the ability of the helicopter to take off and land vertically had been successfully demonstrated. Nothing, however, had been done to take advantage of the helicopters ability to hang motionless over a specific spot. Preparations for the convening of a formal school to train pilots and maintenance personnel had continued through winter of 1943 and into the spring of 1944. LCDR O.R. Smeder USCG, in charge of ground school wrote most of the training manuals. Four additional Flight instructors had been trained and the first of 12 British Officers arrived 15 January. In May the Royal Navy flying School was set up at Brooklyn and would remain until 7 March 1945 when it transferred to the United Kingdom. A 40 by 60 foot landing platform that simulated landing conditions aboard ship by rolling five to ten degrees with a period of ten seconds became operational on 1 April. It was christened USS Mal de Mer. Soon actual landings were being made on the COBB which had been specially equipped with a deck designed for this purpose. In addition a synthetic trainer, a flyable cockpit simulator, an effective training device ahead of its time, was designed and fabricated. Erickson formalized the flight curriculum and the first six week course began on 4 June. Kossler attended the first class and completed the course on 1 July. On 3 January, 1944 an event occurred that would provide the first test of a helicopter in an emergency situation. The USS TURNER, anchored off of Sandy Hook, New Jersey had an enormous explosion which was followed by a second 47 minutes later sinking the ship. The survivors were brought to the hospital at Sandy Hook. The weather was snow squalls and sleet, winds of 20 -25 knots and extremely reduced visibility, All airfields in the area were closed and blood plasma was needed. Admiral Parker called Erickson and asked if was possible to pick up plasma at the Battery in New York and get it to Sandy Hook. Erickson answered "Yes." and within minutes he, with Walter Bolton as co-pilot, was on his way. The visibility was so low that considerable care was exercised passing around the ships anchored in Gravesend Bay. Wind was blowing off the buildings at the pick up area creating a considerable amount of turbulence. Weight restriction was a problem and in order to facilitate the delivery of the plasma, Bolton reluctantly stayed behind. Erickson had to back the helicopter out on departure. It was evident that the weather conditions were such that no other type aircraft could have completed the mission. It was so noted in a New York Times editorial dated 6 January. In April, when Admiral Waesche testified before the House Appropriations Committee in support of the Coast Guard's procurement of helicopters he stated to the committee "The Coast Guard has been assigned the duty of carrying on extensive experimentation in connection with the use of helicopters, both aboard ship and at coastal stations in connection with both anti-submarine warfare and air-sea rescue operations." This may have been a stretch at the time but it indicated that the Commandant was aware of the rescue capability evaluations that Kossler and Erickson were engaged in. This was the first official recognition of the search and rescue potential of the Helicopter. When it became time for the helicopter demonstration to start, four men wearing life jackets equipped with pick-up harnesses were put over the side in two rubber life rafts. Graham started the engine and when it had warmed up he took off and hovered 15 feet above the deck. He then hoisted a man up to the helicopter and lowered him to the deck testing the hoist and hovering performance of the helicopter. Seeing this, the observer boats all headed for the COBB. Exactly on schedule at 1700 Graham flew off the ship and made a circle to approach the first raft from downwind. He hoisted a man up to the helicopter and returned to hover over the ship and lower the man to the deck. He repeated the routine for the other three men except for the last pick up during which he flew backwards from the ship to the life raft. All four pick-ups were completed in less than the ten minutes allowed. A rescue demonstration by a blimp followed the helicopter demonstration. They ran into troubles and required 45 minutes to lift one man from the water. The contrast between the helicopter and blimp was obvious. One man that was very much impressed was RADM Ramsey USN. From that day on the helicopter program had his unqualified support. The Army Air Force was also impressed with the performance of the hoist and ordered twelve rescue hoists and visited the Coast Guard helicopter unit to copy details of the installation. The hoisting equipment was installed on the XHOS (R-6) and worked just as well. Sikorsky was impressed and submitted a proposal to the Army Air Force recommending this modification be made on all Army Air Force R-6s. The Army agreed. On 15 December RADM Ramsey conferred with Erickson to discuss the Navy helicopter program. He told Erickson he wanted all Navy helicopters equipped with hoists for rescue work. Erickson was directed to coordinate this with the Naval Aircraft Modification Unit at Johnsville Pennsylvania. Actual rescues continued and a number of different opportunities presented themselves to demonstrate the versatility and capabilities of the helicopter. The Brooklyn Navy Yard asked for the service of a helicopter one day a week for use in calibrating fire control radars on ships. It worked so well that the practice became common at other shipyards and would continue for several years. In October of 1944 an evaluation of the utilization of helicopters for spraying mosquitoes to control malaria was conducted. Sikorsky HOS-1 (R6) Helicopter The Coast Guard Helicopter Development Program terminated Events took place that led to the termination of the Coast Guard helicopter development and training program which had been established at Coast Guard Air Station Brooklyn. In March of 1944 the Air Sea Rescue Agency was established when the Joint Chiefs of Staff requested the secretary of the Navy to establish an agency in the Coast Guard to conduct joint studies and assemble information on technical data, design of air sea rescue equipment, methods and techniques, and procedures including adequate facilities for air-sea rescue. The agency was to disseminate this information to appropriate agencies and maintain liaison with agencies of other nations. The Navy and the Army Air Force were to continue to provide search and rescue for their own operations.. The Coast Guard was still part of the Navy at the time and was directed by the Navy to provide the men and material for search and rescue operations in the Continental Sea Frontiers. This function was carried out by the Coast Guard Office of Search and Rescue - not to be confused with the Air-Sea Rescue Agency. The number of authorized aviators was increased and fixed wing amphibians and seaplanes were provided. This was beneficial for the Coast Guard and solidified its claim to prominence in search and rescue operations. Many people involved in the search and rescue operation saw little or no benefit in the helicopter and some thought it to be detrimental. Kossler and Erickson felt that just the opposite was the case. They strongly believed that the future of Coast Guard rescue operations involved having helicopters placed at small stations up and down the coasts, supported by air stations, and working in conjunction with Coast Guard cutters and lifeboats. Both men were visionaries that possessed the capabilities to turn a vision into reality and they did it well. Erickson was willing to assume authority, was direct and totally dedicated to the development of the helicopter. He was able to convince many of the value of the helicopter. These same traits would come to alienate those within the Coast Guard aviation establishment that he was not able to convince. Senator Meade and two members of the Helicopter Subcommittee, senators Harley Kilgore and Homer Ferguson inspected the facilities on 17 February. They reported that they were pleased with the progress being made with the helicopter but time was running out for the helicopter program. With the end of the war in site the large orders for helicopters were cancelled. Kossler was again in poor health and requested the Commandant transfer the helicopter program into regular channels. Headquarters aviation staff saw no use for the helicopter in the Coast Guard ASR operations and steps were taken to discontinue operations. Training classes at the school were canceled except for Navy personnel that would commission and operate the first Navy helicopter squadron. The majority of the helicopters were put in storage. The landing platform and training simulator were scrapped. Only enough helicopters were kept in service for the limited amount of training; the radar calibration flights that had been set up with the Navy for the ship yards at Boston, New York and Philadelphia: and the XHOS-1 which was scheduled for the testing of the Hayes sonar equipment as per direction of the Vice Chief of Naval Operations. CDR Arthur J. Hesford USCG relieved Erickson as Commanding Officer of Coast Guard Air Station Brooklyn in March. Erickson was not transferred as is customary with relieved commanding officers nor was he reverted to executive officer or any other position in the chain of command. Erickson located in a small office and continued with the sonar project assigned by the Navy with little interference. It was not the best of circumstances for either Hesford or Erickson. Hesford was considerate and it was reciprocated. However, the relationship between Erickson and the headquarters staff is best described as acrimonious. Erickson had been relieved; he had no command; but he still had the CNO's letter of 15 February 1943 ordering the development of the ASW helicopter. In January of 1945 Lt Roy Rather USN and project engineer DR J. J. Coop reopened the earlier effort in developing underwater sound detection equipment. Within two months they believed they had the earlier problems solved and had a unit ready to install on a helicopter. During this period Erickson accepted a new XHOS-1. Rather and Coop arrived at Floyd Bennett Field early in March, ready to begin the tests. The rescue capability of the helicopter was again displayed at the end of April. On 19 April a Canadian PBY-5A had been forced down 180 miles south of Goose Bay Labrador. Two men were badly burned when the PBY caught fire after crashing in the wilderness. Several days passed before a USAAF C-47 spotted their distress signal. Two RCAF Norseman ski-equipped planes dispatched to the scene landed safely. One crashed on take off after taking aboard survivors. No injuries resulted. One managed to take off with the two burned survivors. A blizzard prevented any further attempts during the next two days. When the weather cleared, the Norseman returned and landed, but when the takeoff was attempted the skis became bogged down in the mushy snow and they could not take off with any survivors aboard. Both were stripped to reduce weight and later flown out without survivors. Rescuers anticipated the nine men left behind would be stranded for weeks until the lakes thawed sufficiently for float planes to land. The answer was the helicopter. The XHOS was loaded with sonar equipment and involved in the sonar testing. However, Erickson still had an operable HNS. Though lacking in range, and capable of carrying only one passenger it was disassembled, loaded on an Army Air Force C-54 and flown to Goose Bay, arriving on the twenty-ninth. Working continuously the crew had it reassembled by the morning of the thirtieth. That morning Lt. August Kleisch, USCG, departed in the float equipped helicopter, burdened with seven five-gallon cans of gasoline lashed to the floats, for the 184-mile trip to Lake Mecatina via the survivor's camp. Kleisch, escorted by a Canadian PBY, landed about midway on the flight, refueled the helicopter from the gas cans and departed for the survivor's camp. The plan was to fly the survivors to the Mecatina radio range station located on an island in the middle of Mecatina Lake. This was 32 miles distant from the crash site and served as a base camp. Gasoline was available there. With a helicopter that flew the trip at 50 miles per hour only one man was evacuated on the first day. Kleisch continued the next day. The last survivor came out three days and nine round trips later on the afternoon of 2 May. The survivors were flown from the base camp to Goose Bay. News of this remarkable feat spread and even with a war on it captured the public's interest. Gen Lowe dropped by to see Erickson within days of the rescue bringing with him Genera Jacob L. Devers, US Army for a helicopter demonstration. Devers had just returned from Europe to take command of the Army Field Forces. Erickson tailored his demonstration to his audience. The Army, moving ahead, assigned R4s to Liberty ships with landing platforms designated as Aircraft Repair Units in the Pacific. On 1 May Lt. Carter Harmon USA in an R-4 (HNS-1) made the first Combat SAR helicopter pickup behind Japanese lines in Burma. Erickson continued to promote the helicopter to all that would listen. In 1946 Erickson and a small dedicated group moved to a location on the Elizabeth City Air Station to continue development work. 1943 - Coast Guard Acquires Martin PBM-3/5 Flying Boat Coast Guard PBM with Air-Sea Rescue markings The Glenn L Martin Company began work on an improved military flying boat in 1937. Martin developed the "Model 162". On 30 June 1937, the Navy awarded Martin a contract to build a prototype with the naval designation of "Experimental Patrol Bomber Martin 1 (XPBM-1)". The Model 162 featured a deep hull and shoulder-mounted gull wings, with a flat twin-fin tail assembly, and wing floats that retracted inward. The gull wing kept the engines out of the ocean spray without use of a drag inducing parasol wing mount. The aircraft was to be powered by twin 1,600 HP Wright R-2600-6 Cyclone engines. The XPBM-1 prototype first flew on 18 February 1939 and deliveries of 21 PBM-1s began in October 1940. The type was given the name "Mariner", in keeping with Martin's custom of giving their aircraft names starting with "M". A single PBM-1 was converted as a prototype of a long-range variant of the Mariner, designated the "XPBM-2" and used for development purposes. The Navy's experience with the PBM-1 was satisfactory enough to order 379 improved model designated PBM-3s in the fall of 1940, with the ultimate quantity being about twice that number. The initial PBM-3 was similar to the PBM-1 in most respects, differing mainly in the addition of upgraded Wright R-2600-12 Cyclones rated at 1,700 hp each; a four bladed propeller; larger and fixed wing floats; and revised engine nacelles that featured much bigger bombbays. A number of variants PBM-3 C/D/R/and S were produced. The variants primarily addressed differences in armaments and improvements in engine power. Inadequate engine power remained a problem and a PBM-4 series that was to be powered by Wright R-3350-8 Cyclones rated at 2700HP each was considered. Orders were placed but the availability of the R-3350 engine became an issue and the PBM-4 orders were canceled. When the more powerful P&W R-2800-34 Twin Wasps, 2,100 hp engines became sufficiently available the Navy went to the PBM-5 The engines were fitted in revised and lengthened cowlings and drove four-bladed Curtiss props. The PBM-5 was fitted out for "jet (rocket) assisted take-off" (JATO). The configuration of the PBM-5 was otherwise similar to that of the PBM-3D, with the same defensive armament, armor, self-sealing fuel tanks, and AN/APS-15 radar. Deliveries began in August 1944, with 589 delivered before the end of the war and the abrupt termination of production. The very last Mariner model to be produced was the PBM-5A, which was a PBM-5 fitted with tricycle landing gear for amphibious operation. The nose gear had twin wheels and retracted backward, while the main gear had single wheels and rotated up into the sides of the fuselage. Salem PBM-5 making Jet Assisted Take-off The Coast Guard acquired 27 Martin PBM-3 during the first half of 1943. In late 1944, the service acquired the first group of 41 PBM-5 models and the additional PBM-5s were delivered in the last half of 1945. The last of the PBM-3s were retired from service July 1, 1946. By May of 1947 there were only 24 PBM-5s still in service. The last ten were still in service in 1955 although all were gone from the inventory by 1956. These flying boats became the backbone of the long-range aerial search and rescue efforts of the Coast Guard in the early post-war years. 1943 - The Development of Air-Sea Rescue In 1941 the Army Air Force (AAF) was not prepared nor equipped for rescue operations at sea. Help came from the U.S. Navy and the British. The Navy readily provided assistance, however, Navy policy was that rescue efforts were not to interfere with operations. By formal agreement with the Royal Air Force it was stipulated that the AAF would not duplicate Britain's well-organized and experienced air-sea rescue service. American crews were protected by the existing British service over the English Channel, the North Sea, North Africa and the waters off India and Burma. The U.S. Coast Guard had developed some of the aspects of the British system prior to the war but facilities were local and the practice of diverting commercial surface craft in cases of forced landings at sea had experienced parallel growth with prewar aviation advancement. As of the spring of 1943 the scale of the AAF combat operations was no longer limited enough to allow the continued dependence upon the assistance of others for air-sea rescue. The Navy was experiencing a growing requirement with the expansion of the war in the vast area of the Pacific Ocean. Added to the normal hazards of war was a pilot training program that had grown exponentially. As a result forced landings and ditchings increased substantially. The problem of achieving better co-ordination of effort between the Navy and the Army Air Force, and a closer liaison with interested Allied services was addressed by the Joint Chiefs of Staff. An integration of existing services promised savings in equipment and personnel and additionally would establish common rescue procedures among the Armed Services. There was agreement on the need for improvement but disagreement on how to achieve it. The Navy argued that the rescue function should be turned over to the Coast Guard as a logical step based upon that services' traditional mission. It was pointed out that the Coast Guard could supply a trained cadre of pilots and crews versed in over-water operation; personnel trained in small boat operations; and with existing and newly established shore stations; could effectively emulate the highly successful British model. It was further argued that, with the diminished submarine threat off the coasts of the United States, the Coast Guard could transition to an effective air-sea rescue force quickly. This proposal was fully supported by the Commandant of the Coast Guard, Admiral Russell R. Waesche, in a letter of 23 July 1943. The Army's preference was to retain its own rescue forces with the establishment of a liaison committee providing coordination of efforts, procedures, and equipment. The Air-Sea Rescue Agency AAF arguments prevailed in the deliberations of the Joint Chiefs of Staff which concluded that the Coast Guard, despite its well earned tradition as a search and rescue organization, would face insurmountable obstacles should it have to expand its responsibilities to provide Air-Sea Rescue for both the Army and the Navy. It was recommended that the Army and the Navy continue the development of separate rescue services but that a new agency be established for their coordination. On February 15, 1944 the Joint Chiefs issued a memorandum which resulted in the Air-Sea Rescue Agency. It is quoted as follows: The Agency was established as recommended. Agency committees reported directly to the board on the following subjects: (1) Emergency and survival Publications; (2) Adequacy of Air- Sea Rescue Facilities; (3) Communication Facilities and Requirements for Air-Sea Rescue. (4) Special Aircraft Equipment for Rescue and Survival; (5) Life-saving on Transports; (6) Medical and Physiological Aspects of Air-Sea Rescue; (7) Ditching Procedures. Liaison with the air-sea rescue agencies of Allied nations was carried out through working contacts with their missions in the United States. Liaison with the services of the United States was maintained through liaison officers from the Agency attached to combat theater and frontier commands. The attached liaison officers were Coast Guard. AAF leaders, still fearing that the Navy wished to turn full Air-Sea Rescue responsibility to the Coast Guard, objected in that this could result in executive functions given to a body that had been designated as advisory. The Navy continued the practice as beneficial to those involved. ADM Russell R. Waesche, Commandant of the Coast Guard and head of the Air-Sea Rescue Agency, very clearly outlined the importance the Agency played during World War II when he said; " Our aviators and seamen, with confidence that they will fly and sail again, dare to face greater odds in the war today. Vision of the Services, and ingenuity of industry have provided survival and rescue equipment, which has lessened the hazards, improved the safety, and given our men greater courage. May we never be content with the present equipment, but constantly improve it with experience, continued study, and cooperative effort." Coast Guard PBY-5A in Air-Sea Rescue markings Air-Sea Rescue Operations In the fall of 1943 the AAF drafted plans to organize seven Emergency Rescue Squadrons (ERS). Each squadron was to be equipped with PBY-5As for rescue operations, Stinson L5s for liaison and Beechcraft AT-7s for utility purposes. The schedule called for the squadrons to be operational by the spring of 1944. Most of these units were scheduled to support the Pacific Air Forces and rescue support for the Air Transport Command. Initial PBY training was provided by the Navy at NAS Pensacola. This formed the nucleus for the establishment and training of the 1st ERS at Boca Raton, Florida and The 2nd ERS initially at Hamiliton AAF California and then Keesler AAF, Biloxi, Mississippi. Delays were incurred during training and squadron implementation. The AAF had procured Canso PBYs (OA10) manufactured by Canadian Vickers. Hull reinforcement was required to prevent damage during water landings resulting in shortage of aircraft. There were very few personnel experienced in small boat handling and training had to be conducted. As a result there were only two ERS squadrons in operation by the summer of 1944. Another became operational in the Southwest Pacific by the end of the year but the others did not achieve that status until mid 1945. The Coast Guard had been given ASW duties within the Sea Frontiers beginning in early 1942. By mid 1943 the submarine offensive off the coasts of the United States had diminished significantly and the Coast Guard air stations experienced a gradual shift in emphasis back to a rescue mission operation. As air traffic and merchant marine operations increased in scope the number of planes and vessels requiring assistance increased accordingly. By the end of 1943 the Coast Guard air stations were operating primarily as rescue units. In August 1944 the Commander in Chief of the United States Navy directed Naval Sea Frontier Commanders to establish centralized control for Air-Sea rescue operations. In the same month, Army authorities established Emergency Rescue organizations (ERS) at strategic points , particularly in Alaska and along Air Transport Command routes. The AAF additionally completed organization of its air-land rescue system with emphasis on the western mountain regions of the United States under the control of the Second and Fourth Air Forces. The Chief of Naval operations further directed that, for the duration of the war, control of Air-Sea Rescue was to be effected through and as an integral part of the existing sea frontier facilities. Required operational units were to be supplied primarily by the Coast Guard. Rescue task units were established consisting of specially equipped and manned air and surface rescue craft under the operational control of the Commanders of the various naval districts within the Sea Frontiers. Coast Guard officers were assigned to the Sea Frontier staffs. Operational procedures and communication doctrine were established. The Commanding Officers of the nine major Coast Guard air stations were assigned as primary task unit commanders. The air stations operated as control centers. Aircraft and crash boats were located at the parent air station and at assigned detachments strategically located throughout the Sea Frontiers. Within the Eastern Sea Frontier, for example; in addition to the three parent air stations there were 33 aircraft located at 16 different aviation facilities throughout the Sea-Frontier. As soon as a distress was reported immediate action was initiated. A determination of available assets was made. If a search was required to locate survivors then the last know position was obtained and using the know characteristics of the object searched for and the sea currents and present weather conditions, a most probable area of location was determined and rescue craft were launched. The air stations were part of the effective communication network. Specific search patterns and procedures were utilized. Coast Guard assets were primary but if assets of other services were closer or better able to perform the mission, a request was made directly to that organization. This at times could be awkward as the air station Commanding Officer was apt to be junior in rank to those that assistance was requested from. It was handled well. In August of 1944 the Coast Guard had 16 Grumman JRFs, 21 Grumman J4Fs, 18 Martin PBM-3s, and 20 PBY-5A aircraft available for Air-Sea Rescue duties. The Navy supplemented this by transferring 90 PBY-5As and 23 PBM-5s to the Coast Guard. In addition five PB4Y-1 Liberators and five PB2Y flying boats were supplied. Two of the PB4Y-1s were assigned to VP-6 and one replaced V-189 as the Loran survey aircraft. It is not known where the other two were assigned. The PB2Y Coronados were based out of San Francisco. Seventeen PB-1s (B-17s) were set aside for the Coast Guard but they did not arrive until 1946. There were 334 Aviators and Aviation Pilots on board at the end of August 1944, Over the next several months, in addition to current Coast Guard personnel assigned to flight training, the Navy commissioned 175 graduating Naval Aviation Cadets in the Coast Guard. By the end of December 1945, a little over a year later, the number of aviators and aviation pilots on board was 570. An extensive training program was organized and carried out.. Close coordination with the Air-Sea Rescue Agency ensured that the latest equipment and procedures were utilized. On the first of December 1944 the Commandant of the Coast Guard established the Coast Guard Office of Air-Sea Rescue. This office was a component part of Coast Guard Headquarters established to deal with aspects of air-sea rescue operations of Coast Guard vessels, aircraft and shore stations. It should not be confused with the Air-Sea Rescue Agency which was a joint advisory and development committee under the direction of the Commandant of the Coast Guard. During the 1942 period the Eastern Sea Frontier had been assigned the secondary function of providing rescue, assistance and salvage to vessels up to 500 miles off shore. In August of 1944 when the Commander Eastern Sea Frontier was directed to develop suitable methods and procedures to implement the Air-Sea Rescue program he elected to integrate existing sea frontier facilities into the procedures. Close and rapid coordination and dissemination of information as to the location and occurrence of distress was provided for. Shore based radar and high frequency direction finding equipment was utilized. A continuous Air-Sea Rescue Operations watch was established at a control center and manned by qualified Coast Guard watch standers. Air Sea Rescue Task Units were established at the Coast Guard Air Stations. Group operation plans were developed and communication channels were established. Assets included aircraft, 65 foot and 104 foot rescue boats, Coast Guard Cutters, and lifeboat stations. The operations center also maintained a continuous plot of all Merchant and Naval vessels within the frontier area. The coordination of Coast Guard, Navy AAF and civilian assets through a centralized operational control provided a very effective search and rescue operation and was the basis of future Coast Guard search and rescue organization. The objective of the ASR organization was to first find the wrecked vessel or plane; to provide the survivors a means to remain on the surface of the water until help arrived; to provide food and water, and when required medical supplies, to keep survivors alive; and finally to transport them safely ashore. Properly equipped planes and rescue boats and vessels, manned by well trained crews worked together as an effective team. All rescue agencies operated as a basic unit once on scene. Normally the unit aircraft assumed command of all units. The aircraft on scene, unless the situation dictated that a landing be attempted, acted as a communication platform and directed surface vessels to the survivors. An excellent Coast Guard communications system contributed to the efficient and effective interaction of surface vessels, air stations, coordination centers, task unit commanders and on scene ASR units. The Coast Guard performed ASR well. Although the Prime responsibility for ASR in Alaska was the responsibility of the AAF, the Coast Guard established an air detachment at Ketchikan on Annette Island and a parachute rescue unit trained by the U.S. Forrest Service was based at Ketchikan. The helicopter was used very effectively on several occasions but was not assigned as part of the Air-Sea Rescue operations. 1943 - Coast Guard Patrol Squadron VP-6CG Established: In June and July of 1941, the American forces congregating around Greenland were organized into the Greenland Patrol. The purpose of the Greenland Patrol as outlined by ADM Stark, the Chief of Naval Operations, was to: 1. Support the Army in establishing airdrome facilities in Greenland for use in ferrying aircraft to the British Isles. Greenland remained a Coast Guard operation throughout World War II. CDR Edward "Iceberg" Smith USCG was designated Commander Greenland Patrol which became task force 24.8. He would remain so during Greenland operations and was promoted in accordance with the increase in responsibility. In June of 1943 he was promoted to the rank of RADM and in November of that year he was given command of all of task force 24 which encompassed operations in both Greenland and Iceland. Because of extremely limited Coast Guard aviation assets initial aerial support by Coast Guard aircraft was limited to J2F amphibians carried aboard those cutters equipped to handle them. Anti-submarine Patrols and search and rescue activities were carried out by Navy aircraft assigned to Commander task force 24.8. The initial Navy aircraft (PBY-5As) assigned to Smith's operation, in the spring of 1942, were provided by VP-93 based out of NAS Argentia, Newfoundland. Six aircraft were retained at Argentia; three were deployed to Bluie West 1 (Narsarssuak) and three to Bluie West 8 (Sonde Stromfjord) on the west coast of Greenland. They were under operational and administrative control of Fleet Air Wing 7 (FAW-7). The mission was aerial coverage for convoys between Newfoundland and Greenland and the Greenland section of the North Atlantic convoy route to the British Isles. They also provided search and rescue support. As Navy patrol squadrons transitioned to long range land based operations PBY-5As, which Smith considered essential for Greenland operations, were obtained from various sources. This evolved into a Greenland Air Group supported by VB-126 and Headquarter Detachments (HEDRON) under control of FAW_7. The area of responsibility encompassed Greenland, Labrador and the Canadian Artic. In early 1943 plans were in place for the transfer of FAW-7 to the European Theater of Operations. Air support in Iceland would become the responsibility of the British but the Commander US Atlantic Fleet wanted the Greenland area of responsibility to remain a Coast Guard function. It was planned to establish an all Coast Guard patrol squadron for Greenland operations. In June of 1943 the Commander of FAW-7, Captain William H. Hamilton, met with CAPT C.C. Von Paulson USCG who was SOPA at the time in the absence of RADM Smith. They discussed the coming Coast Guard aviation operation. Von Paulsen advised that the Coast Guard had the crews but not the desired PBY-5As. On July 16 1943 orders were issued by C in C U.S. Fleet for the Coast Guard to organize a patrol squadron to operate PBY-5A aircraft. It was designated VP-6 (CG) and attached to FAW-7 for duty in Greenland, Labrador, and the Canadian Arctic. The first of the VP-6 (CG) personnel arrived at Argentia on 23 July and a training and indoctrination program was immediately initiated for pilots and crews using four PBY-5As transferred from HEDRON 7. Training consisted of qualification in aircraft type and a thorough familiarization with arctic flight operations. The Training program remained in continuous operation until 1 October. On 21 August 1943 VP-6 (CG) was established at Argentia Newfoundland, under FAW 7, CDR Donald B. MacDiarmid USCG, commanding. The squadron's main mission was anti-submarine patrol and convoy coverage. On 13 October three PBY-5As assigned to the Bluie West One (BW-1) HEDRON detachment were relieved by VP-6 (CG) aircraft and air support became an all Coast Guard operation. Administrative control was transferred to FAW 9. All personnel matters however remained the responsibility of Coast Guard Headquarters. Coast Guard PBY-5A aircraft on the ramp at Bluie West 1 The squadron's home base was BW-1. Initially there were six aircraft assigned plus CG PBY-5A #7243. The squadron compliment was composed of 30 officers and 145 enlisted men; 22 of the officers were aviators and eight of the enlisted personnel were aviation pilots. The squadron mission was anti-submarine patrol; air support for convoys; search and rescue; surveying and reporting ice conditions; and delivering mail and supplies to military bases and villages. All of these missions were conducted in a hostile environment. The PBY-5A was well fitted for the duties assigned. It could carry 4000 pound bombs, two torpedoes, or four 325 pound depth charges. The cruise speed of 105 knots and range of 2000 miles made it an excellent search vehicle. The amphibious capability was a definite asset. The drawback was that the aircraft were not heated and even with heavy winter clothing, cold and frostbite were problems. Flying over thousands of miles of ice and open sea with few navigational aids was the norm. Strong winds over the ice cap of 120 knots were a constant threat. At BW-1, surface winds were rarely less than 25knots and the single runway had a considerable slope towards Narssarssuak Fjord. Landings were made uphill and takeoffs down hill. Under inclement weather conditions it was necessary to fly up or down the fjord at low altitudes to get in or out. There were 4000 foot mountains on each side and the pilots said it was like flying in a tunnel. John Redfield, one of the squadron pilots, said. "Most of the time, our return to BW-1 during bad weather conditions was an exercise in nail-chewing. We had very few instrument landing aids. Sometimes when we were inbound with one-quarter to one-half mile visibility we would receive a report that another plane had just departed BW-1 on a priority mission! After radar was installed in the PBYs navigation up and down the fjord became easier and safer. At the last turn to the west, if we could not see BW-1, less than a mile away, we would pull up and climb out." Ramp at Bluie West 1 - note steel mating on the ramp and Quonsets in the background At BW-1 the squadron aircraft sat outside and all maintenance, refueling and arming took place in the open regardless of weather conditions. Moving the aircraft in and then out of a heated hangar caused condensation resulting in subsequent freezing in fuel pumps, controls, and instruments. Herman Nelson F-1 portable heaters were used to warm the engines and aircraft interiors prior to starting. Maintenance was done outside - If a hangar was needed the aircraft was flown to Argentia In December of 1944 six aircraft were replaced by new PBY-5As direct from Consolidated's San Diego plant. Three additional aircraft arrived by the end of March. Five aircraft operated under operational control of Commander Greenland Patrol. Two planes were assigned to ice observation and two were in Argentia for operations and maintenance. All squadron aircraft rotated through Argentia for maintenance. With the coming of summer operations were expanded. On 15 May CDR William I. Swanston, USCG relieved CDR D.B. MacDiarmid as Commanding Officer of VP-6 (CG). The authorized strength had been raised to twelve aircraft but three of these were retained at Air Station Elizabeth City for training of replacement crews. The rapid expansion of Coast Guard aviation produced a shortage of experienced pilots. A pre-training syllabus was set up at Elizabeth City to provide initial training newly assigned for VP-6 (CG) crews. Relief of personnel was staggered over a four month period to permit absorption and orientation training for replacements without disrupting operations. In July of 1944 two aircraft were deployed to the Canadian Arctic, Crystal-1 and Crystal-2, to provide ice reconnaissance and provide air cover for vessels operating in the Hudson Bay, Hudson Strait, Frobisher Bay and off the Coast of Labrador. The detachment returned at the close of the navigational season having flown over 400 hours on this assignment. Convoy support and ice observation also showed a marked increase during the summer months. As an example; LT. Carl H. Allen's record shows he flew more than 100 hours a month during this period. The detachment at Argentia was increased to three aircraft and VP6 (CG) was redesignated as VPB-6 (CG) in October. During the period from mid September to 16 November 1944, two PBY-5As and their crews, under the command of LCDR. G.R. Evans, were sent to RAFB Reykjavik Iceland to provided ASW sweeps, ice reconnaissance and support of four Coast Guard cutters engaged in thwarting German efforts to establish weather stations in northeast Greenland. During February of 1945 the installation of AN/APS-3 radar in squadron aircraft began. Germany surrendered in May and U-Boat activity ceased. However VP-6 activity in search and rescue operations, ice reconnaissance, logistic support and LORAN station supply continued unabated and the squadron remained very active. Enroute aircraft traffic across the Atlantic picked up considerably. 1944 - Air Detachment Annette Island Alaska Established: CGAS Annette Island - circa 1957 1945 - Coast Guard Auxiliary Aviation: The Coast Guard Reserve Act of 1939 passed on June 23 of that year, created an organization that was unique in the federal government. The new Reserve was composed of citizens of the United States and its Territories and Possessions who were owners, sole or in part, of motorboats or yachts. The Reserve had four broadly defined interests: (a) The safety of life at sea and upon the navigable waters; (b) The promotion of efficiency in the operation of motorboats and yachts; (c) A wider knowledge of and better compliance with, the laws, rules, and regulations governing the operation and navigation of motorboats and yachts; and (d) facilitating certain operations of the Coast Guard. The Coast Guard Reserve was a civilian volunteer organization and the members were not considered to be government employees. Members did not to hold ranks, wear uniforms, or receive military training. Reservists were invited to place their boats at the disposal of the Coast Guard with the understanding that each such boat would be commanded by a regular Coast Guard officer or petty officer. The Coast Guard reimbursed the owners for operating cost incurred during an assigned mission. The basic unit of the Reserve was a flotilla, consisting of 10 or more boats and presided over by an elected civilian with the title of Flotilla Commander, Five or more Flotilla composed a Division with an elected Division Captain. The Reserve Divisions within each Coast Guard District were administered by civilian officials called the District Commodores. The Coast Guard administered the Reserve through a regular officer with the title Chief Director of the Reserve. He was located at Headquarters and was assisted by a Director in each Coast Guard District. In this original form the Coast Guard Reserve lasted less than two years. In early 1941 the Coast Guard was preparing for war. On February 19 Congress passed a law restructuring the Coast Guard Reserve to function as a military source of wartime manpower like the reserves of the other armed services. Two Reserve categories were created. "Regular Reservists" met full military requirements, were paid for their service, and when assigned active duty, were assigned anywhere the Coast Guard deemed appropriate. Men who for any reason could not meet these requirements were invited to become "Temporary Reserve" (TR) members. A Coast Guard TR was a less than full time volunteer who served only in some designated geographic area, usually near his home. Age limits for "TRs" were 17 to 64 and physical requirements were not stringent. Members of the initial organization were invited to enroll in the reserves as "TRs." These reservists, along with newly enrolled civilians, performed coastal defense and search and rescue duties. They engaged in anti-submarine patrols and port security. As the ranks grew, thousands of Coast Guard personnel were freed up for service overseas. The war changed the character of the initial Reserve. It was conceived as a boaters organization but during the war the Coast Guard had used it as a means to recruit and man the Temporary Reserve. Many of these "TRs" did not own boats and filled billets not directly related to boating. When the Coast Guard obtained funding after the war for a small military Reserve the need for a civilian peacetime auxiliary was affirmed. This organization became the Coast Guard Auxiliary. The functions of the Auxiliary were identified as: (a) To provide orderly and efficient means for bringing to the attention of the Coast Guard, recommendations for improvement in matters of maritime safety for which the Coast Guard is responsible. (b) To provide continuous liaison between the Coast Guard and small craft interests. (C) To provide means for the prompt and efficient mobilization of volunteer resources in case of local casualties. (d) To provide nucleus for assistance in mobilization of personnel and small craft resources in case of National Emergency. (e) To encourage universal safe and courteous operation of vessels by precept and example of members of the Auxiliary and to assist in dissemination of safe marine practices. Aircraft had joined the Auxiliary informally during World War II. Public Law 451, passed by congress in September 1945, added owners of aircraft and radio stations to those eligible for membership in the Auxiliary. Public education, vessel examinations and search and rescue became the basic missions. The postwar period brought cutbacks in funding and reductions in the number of personnel, aircraft and vessels available for search and rescue while at the same time the need was increasing. The Auxiliary supplemented active duty forces and proved to be a welcome addition. The Coast Guard, over the years to come, would rely on the Auxiliary to fill the gaps. Aircraft utilization increased and as a result there were several Auxiliary Districts that had aviation flotillas. Pilots from the 11th district operated out of Vail Field in Los Angeles and the 14th District formed two air divisions in Hawaii where the Coast Guard total aviation assets were very limited. In 1952 the Commandant of the Coast Guard, ADM Merlin O'Neill, authorized the creation of Auxiliary Operational Units (AUXOPS). Specially trained groups consisting of five boats, two aircraft, two radio stations, and 50 Auxiliarists were organized to assist the Coast Guard in emergencies. This evolved into a specialized, rigorous training program for individual Auxiliarists. A member who passed seven courses, Administration, Communications, Patrols, Piloting, Seamanship, Weather, and Search and Rescue, were eligible for the AUXOP status , symbolized by an insignia incorporating a wreath of excellence. An eight-lesson course in "Outboard Safety" was offered in the early fifties. This was added to and expanded and by the mid 1950s more than thirty thousand men and women had participated in the Auxilliary education program. In 1958 the Auxiliary helped implement provisions of the Federal Boating Act. By the early 1960s the number of registered yachts and motorboats had surpassed five million. The Auxiliary offers free vessel safety checks These safety checks are the best way of learning about problems that might put you in violation of state or federal laws, or worse, create danger for you or your passengers on the water. In 1962 the Coast Guard and the Auxiliary initiated a program with the National Oceanic Service in which copies of its charts were provided to members of the Auxiliary for the purpose of identifying and reporting discrepancies. The sheer number of Auxiliarists became a significant asset to the Oceanic Service. During the Vietnam Conflict 82 foot patrol boats were transferred from their normal patrol stations to Southeast Asia. Auxiliarist put their boats to work as replacements. As a result of the 1971 Federal Boating Act, Flotillas were established on state and inland waters. Search and rescue cases increased dramatically. During the spring of 1980 a mass exodus from Cuba occurred. For a period of three weeks Auxiliarists manned radios, performed SAR along the Florida coast, and stood watch at Coast Guard stations from which personnel had been deployed to the Florida area. Auxiliary aviation assets did not expand nearly as much as surface assets during this period. To a large degree this was a result of emphasis. Utilization tended to be location and mission specific. The aircraft were effective in search missions as they could cover more area in less time. They also were effectively used in checking and verifying the operation and location of various aids to navigation. In a number of Coast Guard Districts they were used to provide rapid transportation to and from Coast Guard stations not served by commercial air transport. On the Great Lakes they were used for ice patrol. During the period the Coast Guard was engaged in air interdiction of drug smugglers they served as target aircraft effectively duplicating the flight characteristics of drug running aircraft. Beginning in 1991 auxiliarists began flying as observers on Coast Guard HC-130 aircraft. When missions involve the movement of an Auxiliary aircraft they are termed patrols. Most patrols are multi-mission in concept. Aircraft may be tasked with several simultaneous or sequential missions. Some types of missions carried out in AUXAIR's multi-mission environment are as follows: The success of AUXAIR has been due in large part to coordination and liaison with Coast Guard air stations. Maintaining this relationship and joint training is essential for maximum effectiveness of AUXAIR. 1945 - Coast Guard Acquires P4Y-2G Privateer For Air Sea Rescue Duties: Marsten Matting, a series of portable prefabricated interlocking pierced steel planks, had been developed, enabling rapid construction of runways in forward combat areas capable of supporting heavy gross weight aircraft operations. In order to take advantage of this capability the US Navy wanted a force of land based B-24 Liberators to fly long range overwater maritime patrol missions against enemy shipping and submarines. A share of the B-24 production, slightly modified, and designated PB4Y-1 was agreed to in July 1942. Five of these aircraft were eventually used by the US Coast Guard. The development of a B-24 variant, more suitable for Navy operations began in May 1943. Wind tunnel testing by Consolidated Aircraft Corporation had demonstrated that the B-24 would be more stable if the twin fins and rudders were replaced by a single large tail fin and rudder. Since most Navy missions were flown at low altitudes the engines were changed to non-supercharged R-1830 -94 engines. The oil cooler scoops were repositioned above and below the nacelle and a single tall vertical tail was installed. In addition the fuselage was extended to accommodate a flight engineers station. Defensive armament was also increased. This variant was given the name of Privateer and designated PB4Y-2. The first Privateers were delivered in October of 1945. The Privateers were built by Convair-San Diego. The PB4Y-2 was used exclusively in the Pacific theatre in World War II where it was used primarily for patrol missions in support of amphibious operations. After the war numerous PB4Y-2s were converted for various other missions. The Privateers were again used in the Korean War with the last one leaving Fleet service in mid-1954. During 1945, with the expansion of Air Sea Rescue responsibilities, the Coast Guard took delivery of the first of nine Privateers which were designated P4Y-2Gs. Their long range capability and reliability made them well suited for maritime search and rescue missions. Armament was removed and turrets were replaced by large observation blisters and glazing. The aircraft operated out of Coast Guard air stations at Barbers Point, Hawaii and San Francisco, California. They were also used at the Coast Guard air rescue detachments at Guam, Wake and Midway Islands during the Korean War By 1958 only four remained in service and in 1960 they were returned to the US Navy for disposal. A number of the Coast Guard P4Y-2Gs were later utilized by private corporations as aerial fire bombers. 1946 - Post World War II Coast Guard Search and Rescue: The Navy pressed ahead and assigned ASR responsibility to the Sea Frontiers and designated the Coast Guard to man and operate ASR facilities for the Sea Frontiers. The combination of aircraft, ships, shore stations and communication facilities were developed into a highly efficient operation. The Navy position was enhanced when in March 1945 General George, ATC commander, officially expressed concerns over the assignment of responsibility to ATC for rescue coverage on transportation routes. As part of his conclusion, disagreed with by many within the Army Air Force, he wrote that when the magnitude of the operation for emergency rescues at sea is realized, that a conclusion is reached that the only way to provide the maximum rescue capability is by turning this responsibility over to the Navy. There were those within the Coast Guard that had serious reservations. During 1944 a comprehensive description of the functions the Coast Guard expected to perform in peacetime had been drawn up. The result would be an expansion of pre-war activities but a dramatic reduction in the size of the Coast Guard from the wartime level. It was felt by some that an Air-Sea Rescue responsibility of the size envisioned would expand one branch of the Service to the detriment of the others. It was further feared by some that the full implementation might result in a degree of Navy jurisdiction in Coast Guard operations. ADM Wasche, who was ill, retired effective 1 January 1946, the date the Coast Guard was returned to the Treasury Department. As a result the Coast Guard lost its most effective advocate for the expansion of Coast Guard rescue duties. A series of events took place, however, that established a logical transition into a much greater role in search and rescue operations on the part of the Coast Guard. Fifty-two allied and neutral states met in November of 1944 and an interim agreement was reached for a Provisional International Civil Aviation Organization (PICAO), with headquarters in Canada, to become effective 6 June, 1945. Regional meetings were held dealing with the various technical subjects of concern to civil aviation such as Aerodromes, Air Routes and Ground Aids; Air Traffic Control; Communications; Air Navigation Aids; Meteorology; and Search and Rescue. Although it was not readily apparent in the early stages of the PICAO that the Coast Guard would become involved to any great extent, it was noted that at least two and possibly three of the technical subjects under discussion involved items in which the Coast Guard had an interest. The Montreal divisional meeting in the fall of 1945 was concerned with the development of a search and rescue program. LT. John M. Waters attended as the Coast Guard aviation representative. The meeting developed certain search and rescue terminology, the conditions under which search and rescue action was taken; and outlined requirements for the establishment of Rescue Coordination Centers and specially equipped rescue units. The work which the representatives performed in this meeting was important as it established a firm foundation upon which the future organization of international search and rescue would be built. The Coast Guard had developed and was operating the LORAN navigation system. This too would effect future operations. This system was in use by both aviation and marine transportation. PICAO policy was that the LORAN, along with certain other aids, should remain in operation until a final determination of a standardized long range air navigation system evolved. Upon final determination, LORAN became the standard navigational system and remained a Coast Guard operation. As a result of these duties and previous experience the Coast Guard was designated as the coordinating agency for Search and Rescue operation and the agency with primary responsibility for providing Search and Rescue facilities and services to meet United States obligations to PICAO. This was in addition to Coast Guard responsibility for search and rescue operations upon and above the maritime waters and adjacent areas of the United States and its Territories. On 3 September The Air-Sea Rescue Agency, in recognition of expanded responsibilities, was renamed the Search and Rescue Agency and Search and Rescue (SAR) became the descriptive name of choice. When the Coast Guard transferred back to the jurisdiction of the Treasury Department nine Coast Guard air stations plus the detachments at Annette Island Alaska and the detachment at Kaneohe Bay were returned to Coast Guard operational control. Additional air detachments were established at Traverse City Michigan and Sangley Point in the Philippine Islands during 1946. A detachment was also established as part of the joint North Atlantic Ocean Patrol (NORLANTPAT) at the Naval Air Station Argentia, Newfoundland. The function of the patrol was to maintain up to 11 Ocean Station Vessels, the North Atlantic Loran chain, and provide rescue services for the area. In 1947 air detachments were established at Kodiak, Alaska; Guam and San Juan, Puerto Rico. NORLANTPAC was discontinued and the air detachment at Argentia remained as a Coast Guard air detachment The PB-1G went operational in 1946 and P4Y-2 long range search aircraft were on board replacing a number of the PBYs. PBM-5s were also obtained and replaced the PBM-3s and some of the PBYs. The Coast Guard, in 1947, was operating four ocean stations in the Atlantic and two in the Pacific. A realignment of LORAN was taking place to better serve the needs of the present military and civilian requirements. A reduction of personnel and obtaining sufficient funding were serious problems faced by the Coast Guard as a whole after the war. ADM Joseph Farley had become commandant of the Coast Guard and the task confronting him was gargantuan. He oversaw the Coast Guard's demobilization and supervised the renewal of traditional peacetime activities without neglecting the duties that had accrued to the service during the war. By mid 1947 the Coast Guard reached a nadir of 2,195 officers, 532 warrant officers, and 15,730 enlisted men, little more than half the number thought necessary to carry out the post war program drawn up by ADM Waesche's planners. Several senior officers later asserted that the Coast Guard would have fared better during the immediate postwar years had it remained under the Navy Department for a longer period of time, principally because neither the Treasury department nor congressional committees responsible for Coast Guard support after the war had any recent knowledge of the Coast Guards expanded role and attendant requirements. By early 1948 the number of operational aircraft had been reduced from 195 to 71. Never the less, the Coast Guard continued to perform the search and rescue mission very well. Extensive evaluation of methods, procedures and techniques used to land seaplanes in rough water were conducted by the Coast Guard under the direction of the then CDR. C.B. MacDiarimid beginning in 1945. Largely as a result of this work, seaplane rough water landings in the open sea became safer - not safe - but safer. The results were also used successfully in training aircrews, both military and civil, for ditching at sea. The Coast Guard initiated and carried out a program to indoctrinate commercial and military flight crews in correct emergency procedures. An understanding of swell and wave action by a pilot ditching is essential. Following closely in importance to the pilot placing the aircraft on the water properly, correct evacuation procedures are crucial. Crew members must be able to get liferafts and associated equipment into the water promptly. To safely evacuate persons on board, fast and effective action is necessary. Training was conducted at principal Coast Guard air stations. Mock-ups were employed with good success. At San Francisco where the crews of many airlines flying the Pacific, both US and foreign, received training, the fuselage of a four engine plane was moored half submerged in San Francisco Bay. After preliminary training crews were placed aboard the mock-ups and exercised in abandoning the mock-up and getting survival equipment into the water. Most trainees were afforded the opportunity to participate in an exercise with a large cutter. They would depart a smaller vessel rigged with a mock-up hatch and wing section and upon signal the trainees would abandon the mock-up in liferafts which they themselves inflated. In a heaving sea this was an illuminating experience. The initial concept of air-sea rescue was geared to the survival and rescue of the crews of aircraft who, for whatever reason, were in peril due to the loss of their aircraft. Two approaches were advanced. The Army Air Force (AAF) approach was to analyze the frequency and concentration of aircraft traversing a given area. This was known as route coverage. Facilities were the responsibility of the command and were placed to reach a given location in the shortest period of time. The approach used by the Navy was area coverage in which facilities were placed so as to provide a blanketing effect on the entire region. The potential drawback here is that the number of facilities is determined by equipment availability. When the Coast Guard was charged with air-sea rescue responsibilities for the Sea Frontiers they integrated both approaches into a very effective network. Vessels such as 110 foot PCs, 125ft and 165ft cutters were factored into the equation. In addition to the AVR boats at the air stations they drew upon a series life boat stations, all equipped with small boats, up and down the coasts. Further, they fully utilized an excellent land-line and radio communication system. Coordination was a key part of the equation. It was recognized that it would be impossible, from an economical standpoint, to establish adequate facilities for the exclusive use of search and rescue. However, other assets already in existence for other purposes can frequently be utilized to great advantage. Arrangements were made to monitor merchant vessel position reports and liaison was maintained with various HF/DF radio facilities. Additional liaison was maintained with Federal, State, and Municipal agencies capable of rendering assistance. The matter of establishing a working plan and providing for the supervision of available facilities best describes what is meant by coordination. Rescue Coordination Centers were established for this purpose. Commandant Coast Guard Circular 13-44 dated 1 April, 1946 established four Coast Guard Area Commands, to act as Task Force Organizations under the Commandant. The Task Forces functions, analogous to the naval Sea Frontiers, maintained joint operation control centers. The Task Forces were composed of the Coast Guard Districts within their respective areas. The Eastern Area command had the added responsibility of the North Atlantic Ocean Patrol. The number of Task Forces was later consolidated into Eastern Area and a Western Area commands. This concept is illustrated by an incident involving a twin engine Navy patrol bomber that departed from an overseas base for Norfolk. Disaster does not always arrive all at once. It may start as a minor difficulty that is soon compounded by others. Shortly after takeoff, the LORAN, an electronic device for determining the position of the aircraft, was found to be inoperative. The flight entered clouds prohibiting taking a sun line by sextant or obtaining a drift reading from the sea below. But with only several hours remaining before reaching Norfolk the flight continued and the navigator computed his assumed position from course and speed flown. The aircraft was on autopilot and a steady course of 295 degrees was flown. Late in the afternoon the aircraft broke out of the clouds and the pilots realized that the sun was not setting in the position it should have been. Disengaging the auto pilot the aircraft was turned toward the sun. The compass card did not move. The compass was stuck and it was not known how long it had been in that condition. They did not know where they were! Intercept and escort of lost aircraft as well as those experiencing a loss of an engine became a regular part of search and rescue (SAR) activities. Accuracy in aerial navigation was a relative thing. Over the United States and Canada, with the vast electronic navigation system, a professional pilot on an instrument flight plan called his fixes down to the minute. But over many vast stretches of ocean, navigation aids were few and the aircraft could be 50 miles in error in its position without seriously affecting the flight. As it approached its destination and picked up shore based aids the position became increasingly accurate. It is difficult to locate survivors in the water. The greater the uncertainty of the location of survivors the greater the possibility they will not be located. The loss of an engine affected the range and endurance of an aircraft. Even four engine aircraft were affected by the loss of an engine. The loss of two became a very serious matter. The intercept and escort of an aircraft provided a positive fix in case of a ditching. In some cases, if the escort was a seaplane and a landing could be made it was, but in all cases additional life rafts and survival equipment could be provided and surface vessels could be directed to the location of the survivors. In the years to come, aircrew training, the ocean station program and aircraft escort were phased out as the jet aircraft came on the scene. The jet was faster, more dependable, had greater range and navigation aids improved dramatically. The services provided the early trans-ocean operation were no longer needed. Many an hour was spent searching for overdue recreational boats and/or commercial fishing vessels. Many ships and vessels were saved by cutters arriving with additional pumps. Soon after World War II some unrecognized Coast Guard genius came up with the idea of a small portable pump which could be delivered rapidly by air and parachuted to a sinking vessel. A pump, capable of pumping over 60 gallons of water a minute, was packed in a water tight container complete with suction and discharge hoses and a can of fuel. They proved to be immediately successful. A retrieving line and parachute were attached to the container. The retrieving line was strung out and the pump was dropped from a low but sufficient altitude in such a manner that a portion of the retrieving line came to rest upon the vessel. The decade beginning in 1945 was the age of the seaplane in Coast Guard aviation. In addition to landings in the open sea to pick up survivors, medical evacuations became a regular occurrence. Large seaplanes from San Diego would fly down the Baja to remove injured seamen from charters and tuna boats. San Francisco was kept busy. East Coast and Gulf aircraft would fly far out to sea to make emergency pickups. It was a dangerous undertaking and accidents did occur and aircraft were lost. IRA McMullan landed 800 miles off San Francisco, had his elevator torn off and the fuselage broke in two. Harry Solberg landed off Bermuda and the bow gave way. He escaped underwater after the crew had evacuated. Andy Couples landed to pick up a sick sailor from a submarine and both engines tore loose from their mounts. John Vuckic landed in 12 foot seas close to the Red China Coast to rescue the crew of a P2V that had been shot down by Communist anti-aircraft fire. On take off, after the JATO had been fired, one engine failed and they crashed. Four Navy and Five Coast Guardsmen were lost. By 1951 the performance of the helicopter had been greatly improved and it was becoming and integral part of the SAR picture. The HO4S could pick up multiple people close in to shore that in former years would have required a seaplane's help. As the range of the helicopter increased, seaplane landings became even less frequent. Moreover the helicopter could hoist people from vessels at sea or from the water in sea conditions that the seaplane could not operate in. The helicopter also proved to be an ideal vehicle for flood and hurricane relief. The P5M Mariner aircraft, designed for rough water operation were obtained in the mid fifties but proved very costly to operate. They were retired from service a short while later leaving only the amphibious HU-16. The helicopter soon became predominate. 1946 - Coast Guard Air Detachment Argentia Established: NORLANTPAC ceased being a separate operation under the Area Command but the duties of the air detachment continued. The PB4Y-1s were replaced by PB-1Gs which were used for searches and for the International Ice Patrol. In addition there were two PBY-5As assigned which were used for search and rescue (SAR) and the supply of LORAN stations. The stations were, for the most part, in rather isolated locations. Heavy supplies, equipment and fuel were supplied by land transportation to the Newfoundland LORAN stations and during the summer months a Coast Guard supply vessel serviced the Labrador station. Aerial supply took place approximately every two weeks. During the winter months when water landings were restricted because of ice, the supply part of the mission was conducted by flying over the station and dropping supplies by parachute. The pickup of outgoing mail, repairable items, and used parachutes was accomplished by hooking a line strung between two poles. 1946 - Coast Guard Air Station Traverse City Established: Until the assumption of these additional responsibilities and increased pressure to extend the Great Lakes navigation season there was serious question, in view of escalating costs, as to whether operational justification in fact existed to maintain the aviation unit at Traverse City. Strong justification now exists. PBY-5A - Over Traverse City 1946 - Pacific LORAN and Post War Aviation Support; CG Air Detachments Sangley Point and Guam Established: LORAN (LOng RAnge Navigation) is a terrestrial navigation system using ground-based transmitters. Hyperbolic LORAN lines of position (LOP) are formed by measuring the difference in reception times of synchronized signals. A LORAN net, or chain, requires a master station, initiating the pulse, and a series of slave stations. In very simplified terms, the master transmits and the slave responds. Charted values of this time delay measurement were placed upon a navigational chart. The measurement observed placed one somewhere along a LOP. That information is of little value without a LOP from a second pair. The point of intersection of the two LOPs is the location of the ship or aircraft receiving the signals. The station configurations thus must provide a geometry that allows such intersection. This initial LORAN system is known as LORAN A. This 'Top Secret" project was developed during World War II in response to needs of military ships and aircraft for a precise navigational system. Scientists at the Massachusetts Institute of Technology and the Bell Laboratories, with the support of the War and Navy Departments made theory a reliable reality. The Coast Guards involvement began in 1942 when Vice Admiral Waesche, Commandant of the Coast Guard, was asked to recommend an officer to direct the program. Lieutenant Commander Lawrence M. Harding was given the task and brought rapid progress to the project. In mid 1943 the North Atlantic chain became operational. The success in the North Atlantic led to rapid expansion elsewhere. In the post war period LORAN became the primary electronic navigation system for both ships and aircraft. The Coast Guard was given the responsibility of maintaining and operating the vast majority of all LORAN stations. The LORAN chains in the Pacific were realigned and modified to support post war military and commercial requirements. Whenever and wherever support could be obtained from local sources and/or other military installations, it was utilized. A number of the stations, however, were constructed on isolated islands or other remote locations. Completing the picture was regular aviation support. The isolated stations in Alaska were serviced out of Air Station Kodiak and French Frigate Shoals was supplied initially by the Air Detachment at Kaneohe, Hawaii and continued when the air detachment moved to Barbers Point. In addition to French Frigate shoals the detachment flew an extended logistic flight throughout the Pacific, The logistic flights were WESTPACs and those that flew these flights referred to themselves as "Cosmic Overseas Airways." In addition there were air detachments established at Sangley Point in the Philippines and at Guam to provide logistic support to isolated LORAN stations. Coast Guard Air Detachment Sangley Point SAR coordination and responsibility rested with the Joint Search and Rescue at Clark AFB. The Air Force had a rescue squadron at Clark but for reasons not completely clear, rarely responded to requests for help from the civilian sector. The Navy limited SAR activities to its own and the Philippine Air Force operated SA-16s but were not overly involved. Though the primary mission of the Coast Guard air detachment was logistics, it always responded. Medivacs from LORSTA, ill and injured Filipinos from remote provinces, searched for overdue boats and aircraft, assisted in relief to disaster areas and helped the Navy search for missing aircraft. SAR decreased in the mid to late 60s. In 1953 two additional LORAN stations became operational and the air detachment was then supporting five LORAN stations. Conditions and resources were primitive by today's standards. The Coast Guard facilities consisted of a cluster of Quonset huts between the main entrance road and the runway. One Quonset housed the Commanding Officer, XO, the administrative staff, Operations and wardroom. Two smaller Quonsets housed the Avionics Shop and Supply Office. Next came the Spare Parts, Hydraulic, and Aircraft Maintenance Office. Two UF-2G aircraft were maintained in an open nose dock with a corrugated steel roof. UF-2G 7234 in the maintenance nose dock It was a different time and a different environment. The District Headquarters was over 4000 miles away. There was no direct communications with the air detachment. The pilot in most cases was his own everything. Once away from the Manila area, navigation was the LORAN that was being serviced and a low-powered radio beacon at the LORAN station. Visual flight operations were dominate. IMC could be flown but approaches to the destinations had to be fabricated. The destination facilities were marginal. A description of the air operations at the five LORAN stations (LORSTA) is of interest. LORSTA Batan: The Batanes Islands lie 375 miles north of Sangley Point midway between Luzon and Taiwan. The normal morning flight path was north over central Luzon and the return flight normally diverted over the west coast to circumvent the afternoon cumulonimbus build ups. The LORSTA was located on the east side of the main island and the airstrip was on the west side at the capital city of Basco. Basco International Airport, as it was referred to by the Coast Guard aviators who flew in there, was 3000 feet long, unpaved and situated on the side of a mountain running from the sea upslope with approximately a 5 degree grade, Landings were made uphill. Takeoffs were made down hill and normally had a tail wind. JATO was armed and ready in case it was needed for the take off. The trip to the LORSTA was an adventure. Supplies were transported by station vehicle over a narrow twisting one lane road carved out of the side of the mountain. LORSTA Catanduanes: The island of Catanduanes lies 230 miles east-southeast of Sangley Point. The hilly terrain was unsuitable for an aircraft runway. The LORSTA, known simply as Cat, was situated at the north end of the island with a bay immediately to the west that was adequate for UF/HU-16 water operations as long as the wind and sea conditions were favorable. The aircraft tied up at a buoy and supplies were unloaded by small boat and transported to the boat dock. The bay was semi-exposed to the sea and when the incoming swells made the bay dangerous, landings were made at the south end of the bay. This was separated from the main bay by an island and coral reefs. The aircraft, when using the south bay had to be unloaded at anchor and supplies transported to the LORSTA. LORSTA Naulo Point: Naulo Point LORSTA was in the midst of a coconut plantation on the west Coast of Luzon five miles south of Santa Cruz. Naulo had a grass and dirt 3000 foot airstrip with tall palm trees at each end that the native land owners refused to have cut down. When wet the runway limits were defined on each side by heavy mud and an errant taxi turn would result in the aircraft being bogged down requiring a combination of truck and caribou power to regain the runway. Caraboa (water buffalo), the beast of burden in the Philippines, grazed on the runway and had to be herded off prior to landing. Usually this was accomplished by the combined effort of station personnel and the distinct loud propeller noise generated by a UF making a low pass. The impact of a main gear coming in contact with a freshly deposited pile of carabou dung produced the expected results. LORSTA Tarumpitao: Tarumpitao was located on the western shore of Palawan Island, 375 miles southwest of Sangley Point. The station was a collection of Quonset huts and a 3000 foot grass runway set in a clearing in the middle of a dense jungle. The strip had been built by Coast Guard civil engineers and there was little doubt in crewmembers minds that the person who designed it hated aviators. The runway ran into the jungle perpendicular to the shoreline. A tall hill was at the other end. Of further concern was the narrow clearance between the runway and the trees and the prevailing wind was across the runway at a ninety degree angle. During the rainy season the runway was covered with standing water. Braking action was nil and reverse thrust was used to stop the airplane. The native population, unlike at the other LORSTAs, were Morros and were Muslim. There was friction between the Morros and Christians but for some reason that did not apply to the Coast Guardsmen. A discarded Quonset had been donated by station personnel for use as a school house. There was a standing invitation to the locals to come on board the station and watch the movies. The invitation was eagerly accepted. The entire Coast Guard Philippine Section operation was turned over to the Philippine Government in 1971 and the Coast Guard air station was closed. Coast Guard Air Detachment Guam In 1946, after World War II, all coast Guard activities in the western Pacific area were consolidated under a command called the Western Pacific Section. In 1947 a Coast Guard air detachment consisting of one PBY-6A and crew was established at the Naval Air Station, Agana, Guam to provide aerial logistics support for LORAN stations in the southern Marianas and Western Caroline Islands. In 1953 the Western Pacific Section became the Marianas Section located at Cabras Island, Guam. The LORAN stations supported by the Marianas Section were Saipan, Cocos Island, Ulithi, and Anguar in the Palauan Islands. The Moratai chain had been discontinued at the end of World War II and the Palau LORAN station was moved from Peliliu to the previous monitor station at Anguar. Anguar was then paired with Ulithi. The LORAN stations at Saipan, Ulithi and Anguar were serviced by the air detachment. Cocos Island at the southern end of Guam was serviced directly by the Marianas Section. By the mid 50's the PBY had been replaced by a UF (Grumman Albatross amphibian). The air detachment consisted of several Quonset huts adjacent to the runway used for administration and maintenance support. A section of a large Quonset, open at both ends, was used as a nose hangar for maintenance. It was wide enough for the wings to be under roof but the tail protruded into the open. Spare parts, if not in stock, were not readily available. It was a long way to the supply base in Elizabeth City. In some cases parts could be obtained from the Coast Guard Air Detachment at Barbers Point and some could be borrowed from naval sources at Guam, but quite often parts were rebuilt or repaired by the stations maintenance personnel. The units maintenance personnel were or soon became quite talented. The primary mission of the air detachment was aerial supply of the Marianas section LORAN stations. The LORAN station at Saipan received support via facilities on the Island and the aerial supply by detachment aircraft was Coast Guard specific in nature. This was transportation of Section personnel, transfers of personnel in and out, and light maintenance equipment and operational repair parts. The sequence of flight would depend upon need. The LORAN stations at Ulithi and Anguar were scheduled weekly. These stations were located in the region known as Micronesia encompassing an area of 3,000,000 square miles of the tropical Western Pacific Ocean. Most of the islands were quite small, the total land area being only 700 square miles. The Coast Guard personnel got along very well with the Ulithians and twice a year, Christmas and the Fourth of July, people from all the inhabited islands were invited to the Loran station on Falalop to celebrate. Activities were athletic games, native dancing and a feast. Movies were always open and well attended by the people of Falalop. Inhabitants of the other islands would periodically come over for that purpose also. When the Yap LORAN C station went on the air in 1964 the Ulithi Loran A station was decommissioned and the LORAN A function was moved to Yap Island. Anguar is an island in the Palauan Chain (Western Carolines) with an area of three square miles and a population that varied around 200. It lies 4000 miles west/southwest of the Coast Guard District Headquarters in Hawaii, 826 miles southwest of Guam and 620 miles east of the Philippine Islands. The population of Palau, primarily Melanesian, had experienced outside influence by both Japanese and German administrations which introduced coconut planting and phosphate mining to the islands. Anguar as well as the adjacent island of Peliliu saw extensive military battles during World War II. When the islands were taken from the Japanese a 7000 foot runway was built on Anguar to accommodate B-24 bombers in the campaign against the Philippine island. This runway was maintained and used to supply the LORAN station located a short distance away. The trip to Anguar usually included an over-night (RON) stay either at the station or at Koror 46 miles to the north. Koror was a water operation and had a seaplane ramp which was used to park the aircraft. Trust Territory and Coast Guard personnel were flown in and out as requested. The distance from Guam, size of the cargo loads, and the fact that the route of flight passed through the Inter-tropical Convergence Zone could at times make the round trip "fuel critical." As a result aviation fuel, in 55 gallon drums, was transported to Anguar quarterly. Fuel would be put into the float tanks and transferred to the mains. Fuel in 55 gallon drums was also stored at the Ulithi station in case it was needed. The establishment of the United Nations Trust Territory of the Pacific Islands (TTPI) in 1947 affected the Guam operation. The United States was named as the administering authority. The area stretched from the Marshall Islands in the east to the Carolines in the west and included the Marianas (excluding Guam). The headquarters of the Trust Territory was located in Saipan. In the early years transportation was limited and requests for assistance were frequently made of the Coast Guard. A number of islands within the Trust Territory had runways built during WWII but a number did not. The Coast Guard had an amphibian that could utilize the runways and was capable of water operations where runways did not exist. As a result the air detachment would make flights to Majuro, Ponape, Truck, Yap, Koror, and other destinations when requested. The Trust Territory established its own air transportation service and by 1960 had three SA-16 (UF) aircraft that were flown on contract by Pan American World Airways. The Coast Guard continued to supplement the operation but normally in emergent situations. As development continued airport facilities were constructed where needed and jet service was initiated. The initial priority within the Trust Territory was education followed by economic development. Initial schooling was provided by missionaries and this was followed by the establishment of elementary schools. If a young person wished to go to High School or Junior College they had to go to Guam. In order to facilitate this, personnel on Guam were asked to "sponsor" these young people which meant to take them into ones home not as a servant but rather as part of the family. A number of the people attached to the air detachment sponsored these young people during this period. It is of note that Kuniwo Nakamura, sponsored by Merrill and Mona Woods, air detachment, 1962-1964, went on to the junior college at Guam and from there to the University of Hawaii. Kuniwo became the third President of the Republic of Palau in 1993 and served two four year terms. In 1965 the movement toward autonomy began. In 1975 the Northern Marianas voted to become a commonwealth of the United states. By 1986 all remaining island groups were either Federations or Republics and the Trust Territory agreements were no longer in effect. SAR activities were limited. They consisted primarily of medical evacuations both Coast Guard and Trust Territory. The loss of aircraft or ships at see was infrequent. When they did occur, the Coast Guard was called upon to assist. The on-scene search time of the UF was of definite value to the search operation. In 1962 a Typhoon devastated the Island of Guam destroying the facilities and for a two year period operations were conducted out of temporary structures until the new hangar and Marianas Section building was completed at Agana. In 1964 a Loran C station was constructed on Yap Island which is an Island about 106 miles almost due west of Ulithi. An airport was built at the same time. A LORAN A station was co-established, replacing Ulithi, and continued to operate until the LORAN A chain was disestablished in 1978. The UF aircraft was replaced by two C-123 aircraft capable of hauling larger and more bulky loads. In 1966 one of the Guam C-123s, with crew, was deployed to assist in the construction of LORAN stations in Thailand and Vietnam. This was a Top-Secret project requested by the US Air Force. It is detailed in a narrative in the 1957-1975 section of the History Timeline. The Coast Guard air detachment, by then called an air station, was disestablished in 1972. 1946 - Post War Helicopter Development: On 18 June 1946 Erickson was moved to the Coast Guard Elizabeth City air station. His downsized Helicopter Test and Development Unit consisted of a small group of dedicated personnel, one hangar, one HNS and two HOS helicopters. The hangar had been used for livestock and required considerable effort to make it suitable. The first project the unit undertook after arriving at Elizabeth City was the development of floatation gear that was concealed in "pants" on the landing gear, with the wheels extending through for normal ground operations. In case a forced landing on water, the donut shaped floats inflated keeping the fuselage out of the water. Erickson had been and continued to promote the helicopter. In July of 1946, the Coast Guard icebreaker NORTHWIND with a HNS helicopter aboard participated in Operation NANOOK. The purpose of this mission was to assist in the establishment of advanced weather stations in the Arctic regions and to aid in the planning and execution of more extensive naval operations in polar and sub-polar regions. The HNS, on floats performed very well. This would lead to the Coast Guard icebreaker NORTHWIND having a helicopter aboard for Operation High Jump at the end of the year. In December 1946 Operation HIGH JUMP began. This was an exploratory expedition to Antarctica. The Navy had purchased four new Sikorsky S-51s in November which they designated HO3S. One was placed on the Seaplane Tender CURRITUCK, another on the PINE ISLAND. A third was placed on the carrier PHILIPPINE SEA and the forth on the icebreaker BURTON ISLAND. The BURTON ISLAND was not commissioned until January 1947 and joined the expedition later. The Coast Guard ice breaker NORTHWIND had a Grumman J2F-6 Duck aboard and, at the insistence of the commanding officer, a Coast Guard HNS-1. The NORTHWIND lead the center group through the ice pack to the Bay of Whales. It was this group that established Little America. CAPT Charles W. Thomas, commanding officer of the NORTHWIND, was euphoric in his praise of the helicopter. He sent the following message to the Commandant U.S. Coast Guard: "HELICOPTER BEST PIECE OF EQUIPMENT EVER CARRIED IN ICE VESSELS." He deliberately capitalized all letters for effect. The Navy lost two of the HO3Ss. In January 1947, four Sikorsky S-51 helicopters, which had been sold to small commercial operators, were returned to Sikorsky. Sikorsky had originally designed the S-51 with rescue utilization in mind. They were offered to the Coast Guard. CAPT Richard Burke, who had been responsible for sending the helicopters up to Newfoundland for the Sabena rescue, had been assigned as the Chief of the Coast Guard Aviation Division at Headquarters. He managed to find the money for the purchase and the Coast Guard acquired four S-51 helicopters which were designated as HO3S-1G. The HO3S saved thousands of lives over the next several years. Emergency flotation gear was developed for the HO3S as was an external stretcher that was equipped with a blister to protect a survivor during a medical evacuation. This concept was used by the U.S. ARMY during the Korean War to transport wounded directly from the front lines to Mobile Army Surgical Hospitals (MASH) in Bell HTL helicopters. The saving of countless lives was the direct result. Many other lives were saved when survivors were hoisted from the sea by HO3Ss operating as "plane guards." The hoist operation had been improved upon but the development of a rescue basket was essential, especially for Coast Guard operations, because in addition to men, it was called upon to rescue women and children who did not fit into the type of sling that had come into use. Records showed a significant number of cases where people could not get into the sling or they put it on backwards or fell from the sling while being hoisted. Gus Grissom, for instance, got into the sling backwards on his first sub-orbital flight which lead NASA to use a basket device for further water recoveries. Coast Guard Piaseki HRP-1 In early 1948 CDR Erickson was ordered to proceed to Buffalo New York in one of the HO3S-1G helicopters and report on board the Coast Guard icebreaker MACKINAW, which was about to start the icebreaking season. With the demand for steel the greatest since World War II it was essential that the Great Lakes be opened as early as possible to transport iron ore from the Mesabe range in eastern Minnesota to the steel producing centers. CDR Edwin J. Roland was assigned as Commander of a task force which consisted of the MACKINAW and several buoy tenders with icebreaking capability. CDR Harold J. Doebler was in command of the MACKINAW. An ice survey and photographic flight of Lake Erie was conducted on 16 March and on 18 March the MACKINAW led a convoy of ore carriers out of the harbor and headed for Cleveland. It was the earliest opening of Buffalo Harbor in recorded history. CDR Roland flew every day keeping a constant check on the ice conditions. A change of direction or force of the wind could cause windrows of ice to form or blow an ice field ashore with ships trapped in it. Advantage was taken of open leads in the ice that could only be spotted from the air. This speeded up the operation considerably and as a result the Great Lakes were opened to navigation two months earlier than in the past. The helicopter was praised in the press for its part. One aviation periodical carried the following account: The Navy was expanding its helicopter operations. In April of 1948 VX-3 was deactivated to form two helicopter utility squadrons. HU-2 took over the training activities and the responsibility for providing the helicopters and personnel for plane guard and utility duties on board vessels of the Atlantic Fleet. HU-2 records indicate that the demand for helicopters was so great that out of 25 HO3S helicopters on hand during 1948, 23 were constantly deployed. Catapults were removed from cruisers leaving sufficient room for helicopter operations. HU-1 was assigned to the Naval Auxiliary Air Station Miramar and supported the Pacific Fleet. The Marines were also making progress in their assault concept and the Army, now separate from the Air Force, was expanding helicopter operations. Unfortunately the Coast Guard program continued to fall behind. The HNS and HOS helicopters were obsolete and wearing out. The only helicopters acquired since World War II were four used HO3S-1s and two new Bell HTLs previously mentioned. Three HRPs had come on board at the end of the year. This was the extent of the Coast Guard helicopter program, most of which took place at the Rotary Wing Development Unit. There was no helicopter available for the NORTHWIND on Bering Sea patrol that year and the commanding officer, stated in his report, that the lack of a helicopter reduced the effectiveness of the patrol. In general, the higher Coast Guard administrative officers supported the helicopter program as did all of the commanding officers of the icebreakers. Commandant Farley wrote an article published in American Helicopter supporting the development of the helicopter for Coast Guard use. This position was backed by the EBASCO Group, a firm of efficiency experts, hired by the Coast Guard in 1948 to conduct a study of the Coast Guard and make recommendations to improve its operations. On the subject of aircraft the following was concluded. The report further recommended: As a result of this report the Rotary Wing Development Unit was established as a separate Headquarters unit under the direction of the Engineer in Chief. In addition an order was placed for five new HO3S helicopters. The Coast Guard helicopter program continued to have difficulties because of opposition from some senior aviators in key positions and most of the recommendations submitted by EBASCO were simply ignored. The seaplane advocates did everything in their power to make the seaplane look good while strongly pointing out the shortcomings of the helicopter. There is no doubt they believed themselves to be right and the helicopter, at this stage, did have significant shortcomings but also entering into the equation is a resistance to change and the old idea of a seaplane "flying lifeboat" died hard. As is the case in many instances the immediate dominates and vision suffers. The Coast Guard rotary wing advocates were just as determined to prove that the helicopter was the future in Coast Guard rescue operations. Over the next several years Erickson and his group took every opportunity to showcase the helicopter and demonstrate that it could do things that the seaplane could not. In the process they stretched the existing aircraft to the limits and in some cases beyond. HO3Ss made medical evacuations at night using the phosphorescence of the surf as a visual clue. Rescues were made in swamps as well as the open sea. The hoist was used effectively and at times the helicopter actually touched down on the ship in distress to affect the rescue. Range was stretched to the limit and many times skill and experience compensated for the machines lack of power. Erickson wrote prolifically for various publications and would talk to any group that would listen. In early 1949 the Marine Division of the Canadian Department of Transport became interested in using helicopters. A Mr. Jack Charleson, who had received helicopter pilot training provided by the U.S. Air Force, spent a period of a week on the MACKINAW which carried a Bell HTL-1 on floats. Thus he had the opportunity to fly ice recon flights and become familiar with icebreaking work. On Charleson's return to Ottawa he submitted a request through the U.S. Embassy to U.S. Coast Guard Headquarters that CDR. Erickson be assigned temporary duty with the Canadian Department of Transport in connection with drawing up plans for a flight deck and hangar facilities for the icebreaker D'IBERVILLE. The request was granted and the Canadians became the first to design an icebreaker from the keel up with all of the facilities needed for helicopter operations. A later modification provided a telescoping hangar to accommodate larger helicopters. This lead to hangars being placed on Coast Guard icebreakers and the high endurance cutters when built. During 1949 the Air Force loaned the Navy a new Sikorsky H-19 for tests at the Naval Test Center. The aircraft had been designed to carry ten passengers. The cabin was directly under the main rotor which eliminated potential center of gravity problems. The aircraft had a hydraulic flight servo control system that relieved the pilot of the heavy control forces encountered in earlier helicopters. It was equipped with a rescue hoist on a boom just forward of the sliding cabin door and could be cranked out to clear the side of the helicopter. The hoist had 110 feet of cable and a lifting capacity of 400 pounds. The Navy placed an order for a HO4S-1, which was equivalent to the Air Force H-19A, on 28 April, 1950. On 25 June the Republic of Korea was invaded by North Korean Forces and helicopter production increased significantly. In early 1950 the Coast Guard Rotary Wing Development Unit had completed the development projects it had been authorized and as a result the unit was decommissioned on 31 March, 1950. The December 22nd issue of Colliers Magazine in 1951 announced that: Colliers explained the Coast Guard's contribution in the following statement: HO4S-3G making hoist with rescue basket During November 1951 the first of seven HO4S-1Gs was obtained followed by an additional seven HO4S-2GS. In January of 1952 the first of 23 HO4S-3Gs were purchased. The 3G was powered by a Wright R-1300-3 700 horsepower engine. It was instrumented and had all weather capabilities. It had a cruise speed of 80 knots and a range of almost 400 miles. It would be operated inshore and far out at sea. The cabin could easily accommodate the rescue basket. An additional eight HRS-3 were obtained and configured for Coast Guard operations. The HO4S-3Gs were placed at all major air stations. An additional eight HO5S-1Gs were purchased in 1952 but proved too small and short ranged to be effective. With the purchase of the HO4S-3G the helicopter became an integral part of the Coast Guard search and rescue operations. In the years to come the helicopter became predominate. During the 1960s, Frank Erickson's dream of having helicopter life-saving stations along the coasts had become a reality. Brief Description of Helicopters of the period A description and narrative of the HO4S-3G is included in this section as a separate and expanded narrative. 1946 - International Ice Patrol - Aerial Surveillance Becomes Primary The principal origins of icebergs that reach the North Atlantic Ocean are the 100 or so major tidewater glaciers of West Greenland. Between 10,000 and 15,000 icebergs are calved each year. Glaciers are formed by thousands of years of snowfall accumulation which eventually is compressed into ice. Being fresh water they will float and be carried by ocean currents It is estimated that these glaciers account for 85% of the icebergs which reach the Grand Banks of Newfoundland. Other sources of icebergs are the East Greenland glaciers, which produce about half the amount of icebergs as the West Greenland glaciers, but account for only 10% of the icebergs reaching the Grand Banks. The remaining 5% are thought to come from glaciers and ice shelves of northern Ellesmere Island. The cold Labrador Current carries some of the icebergs south to the vicinity of the Grand Banks and into the great circle shipping lanes between Europe and the major ports of the United States and Canada. Vessels transiting this area try to make their voyage as short and as economical as possible. Therefore, ships in the vicinity of the "limit of all known ice" normally will pass just to the south of this boundary. Vessels passing through Ice Patrol's published ice limit, run the risk of a collision with an iceberg and insurance concerns. In this area the Labrador Current meets the warm Gulf Stream and the temperature differences between the two water masses, of up to 20 degrees Celsius, produces dense fog. The combination of icebergs, fog, severe storms, fishing vessels and busy trans-Atlantic shipping lanes makes this area one of the most dangerous. Iceberg information is made continuously available to interested parties. On July 12 1945 the administrative control of VP-6CG was transferred from FAW9 to the Commandant of the Coast Guard. A month later the squadron was transferred to facilities at NAS Argentina Newfoundland. The aircraft complement was six PBY-5As and two PB4Y-1 equipped with AN/ASP-15A radar used for ice reconnaissance. In January of 1946 the Coast Guard again became part of the Department of the Treasury and aircraft of the decommissioned VP-6 became an air detachment, based at NAS Argentia, assigned to the North Atlantic Patrol. (NORLANTPAC) NORLANTPAC responsibilities included ships and crews manning almost a dozen Ocean Weather Stations in the Atlantic Ocean; operating the electronic LORAN navigation system from isolated land based stations in Newfoundland, Labrador and Greenland; and the operation of the International Ice Patrol using both ships and aircraft. The air detachment was further charged with providing search and rescue services for both civilian and military entities. During the ice season of 1946 the International Ice Patrol was resumed and the Coast Guard air detachment assumed primary ice surveillance responsibility using the two PB4Y-1s. The aircraft were assisted by the Coast Guard Cutter MOJAVE. In 1947 the NORLANTPAC Air Detachment was formally commissioned as Coast Guard Air Detachment Argentia. The unit had two PBY-5As attached and the PB4Y-1s had been replaced by two PB-1G aircraft. PB-1G aircraft conducted Ice Patrol surveillance during the period 1947 through 1958 at which time they were replaced by R-5D aircraft which were in turn were replaced by HC-130 aircraft in 1963. HU-25 aircraft were used in 1989 but proved to be range limited. Coast Guard PB4Y-1 on the ramp Argentia - They retained the Navy markings and armament Coast Guard PB-1G aircraft used for SAR and International Ice Patrol Coast Guard R5D with early 1960 livery markings Coast Guard HC130 with modern markings During the period 1947-1982 visual aerial reconnaissance was conducted. Compared to today's standards the procedures used were rudimentary and unsophisticated. Until 1964, when Doppler navigation equipment was installed on the aircraft, the primary navigation available was LORAN-A. The radar in use could not distinguish between a ship and an iceberg so during periods of reduced visibility, when a radar contact was made, the aircraft would approach the target at an altitude of 300 feet, determined by a radio altimeter, for visual identification. The flight path flown resulted in the target passing close in on the starboard side of the aircraft. When an iceberg was identified its position was noted and logged into the flight report which was turned in upon return to base. The Ice Patrol maintained a hand plot of iceberg positions and predicted motion. The PB-1G search track was 1000 miles and the normal mission was 12 hours. The R5-D operation extended the search track to 1200 miles. This was extended to 1500 miles with the HC-130B and again extended to 1800 miles with the HC-130H. A standard parallel track search pattern was used. During heavy seasons, or when operations dictated, two aircraft based out of Argentia were used. The Coast Guard has conducted experiments to determine means for accelerating the disintegration of icebergs. It was determined that approximately one hundred 1000 pound charges of conventional explosives would be needed for the destruction of an average berg. Furthermore, to melt a medium-size berg of 100,000 tons would require the complete theoretical heat of combustion of over a quarter of a million gallons of gasoline. Such methods are, of course, economically, as well as practically unsound. From 1947 until 1970 Ice Patrol reconnaissance aircraft were based out of Argentia Newfoundland. The Coast Guard Air Detachment Argentia was decommissioned in 1966 but a C-130 deployed out of the Elizabeth City Air Station to Argentia for the next four years. With the closing of NAS Argentia in 1970 the deployed aircraft operated out of the Canadian Forces Base at Summerdale, Prince Edward Island. This resulted in increase transit time and decreased search time and as a result the operation was moved to St. Johns, Newfoundland. In 1973 inertial navigation systems were installed on the aircraft followed by GPS in the early 1990s. 1983 saw the introduction of the APS-135 Side Looking Airborne Radar (SLAR). The use of SLAR altered the Ice Patrol aircraft deployment schedule. A C-130 was no longer deployed to Canada on a continuous basis during the ice season. A SLAR equipped aircraft was deployed for a one week period every other week. 1946 - Coast Guard acquires PB-1G Long Range Search and Rescue Aircraft: In 1944 specifications were drawn up by the US Army Air Force for a 27 foot boat, with two engines, providing a speed of 8 knots, designed to be carried by an aircraft and dropped by parachute. The Higgins Company built the boat and it was in full production by January of 1945. The initial boats were configured to be carried by stripped down B-17 aircraft. The boat was faired into the belly of the aircraft and as a result produced little additional drag resulting in the loss of but 6 mph airspeed. The boat was usually released at a speed of 120 mph from an altitude of 1,500 feet. The boat proved satisfactory in operation. During the last year of World War II and shortly thereafter, the US Navy acquired 48 former USAAF B-17s for ASW patrol work. Initially these aircraft operated under their original USAAF designations but at the end of July they were given a Navy designation of PB-1W. The B stood for Boeing and the W stood for anti-submarine warfare. This was actually a misnomer as the B-17s in question were built either by Douglas or Lockheed but Boeing had been the primary designer. In July of 1945, 18 B-17Gs were set aside by the USAAF for transfer via the US Navy to the Coast Guard to be used as search and rescue aircraft. Rework began to convert the aircraft in question for search and rescue duties and provide for the carrying of droppable lifeboats. On 1 January 1946, the Coast Guard was returned to the Treasury Department, but nevertheless, the Navy continued to rework the B-17s and transferred the first of 15 to the Coast Guard in July of 1946. These aircraft were Lockheed-Vega and carried Navy serial numbers. An additional PB-1G was obtained directly from the USAAF in 1947 and it served with a truncated AAF serial number. The PB-1Gs were stationed throughout the hemisphere and were used primarily for search and rescue purposes. They were also used for Ice Patrol and photo mapping. The photo aircraft carried a nine-lens, 1.5 million dollar, aerial camera for mapping purposes. Interestingly, the Norden bombsight, used by the B-17s in the bombing campaign against Nazi Germany was retained and was used to pinpoint targets for the camera. The PB-1Gs were painted in yellow and black air-rescue markings and those utilized for search and rescue initially carried the droppable life boat. The PB-1G carried no armament and the B-17 chin turret was replaced by a search radar. The USAAF had made several successful lifeboat drops during the war but no record of an actual Coast Guard drop could be located. The Coast Guard PB-1Gs served well over a period of years - the last was not withdrawn from service until October 14 1959. 1946 - Operation High Jump: The American political environment, territorial claims of several governments, and deteriorating Soviet-American relations created the opportunity for the United States Navy to heavily expand polar operations. The purpose was both strategic and exploratory. It was deemed to be in America's best interest to expose and prepare men, ships and equipment to the harshness of polar regions as rapidly and efficiently as possible. (1) Train personnel and test material in the frigid zones; (2) Consolidate and extend American sovereignty over the largest practical area of the Antarctic continent; (3) Determine the feasibility of establishing and maintaining bases in the Antarctic and to investigate possible base sites; (4) Develop techniques for establishing and maintaining air bases on the ice, with particular attention to the later applicability of such techniques to operations in interior Greenland, where, it was claimed, physical and climatic conditions resembled those in Antarctica; (5) Amplify existing knowledge of hydrographic, geographic, geological, meteorological and electromagnetic conditions in the area. It was planned to construct an American base on the Ross Ice Shelf near Little America III, home to Richard Byrd's 1939-41 expedition. When the base, known as Little America IV, was established, a systematic outward radial expansion of air exploration would be conducted by ship-based planes operating along the Antarctic coastline and by land-based airplanes departing from the base camp.. Although not specifically stated in the August 26, 1946 orders, a central objective of the project was the aerial mapping of as much of Antarctica as possible, particularly the coastline. RADM R. H. Cruzen was the Task Force Commander and RADM Richard Byrd, who based his operations at Little America IV, headed up the scientific and technical work of the expedition. In order to expose as many men as possible to polar conditions, none of the ships used in Operation Nanook, with the exception of the NORTHWIND, were sent south. Instead the commanders of the Pacific and Atlantic Fleets each designated six ships for the expedition. A conference was held in early autumn to prepare charts and navigational aids. Cruzen, Byrd and others gave serious thought to the goals and priorities of the expedition and agreed that the primary objective should be the complete mapping of the Antarctic coastline and as much of the interior as possible. The expedition was divided into three groups with the central group, led by the USCGC NORTHWIND thrusting into the ice pack of the Ross Sea. Following close behind were the cargo ships USS YANCEY and USS MERRICK, the submarine USS SENNET, and the flagship USS MOUNT OLYMPUS. The Navy's newly launched icebreaker USS BURTON ISLAND was undergoing sea trials and did not arrive until late in the final stages of the operation. On either side of the center group was the Eastern and Western Groups. The Eastern Group, built around the seaplane tender USS PINE ISLAND, rendezvoused at Peter Island and moved towards zero degrees longitude. With the PINE ISLAND was the oiler USS CANISTO and the destroyer USS BROWNSON. The Western Group was built around the seaplane tender USS CURRITUCK. With the CURRITUCK was the oiler USS CACAPON and the Destroyer USS HENDERSON. The Rendezvous point was the Balleny Islands. Each of the seaplane tenders carried three PBM flying boats. The aircraft carrier USS PHILIPPINE SEA was used to deliver six specially equipped R4D aircraft for operation out of Little America IV. The Navy purchased three additional HO3S helicopters for the expedition. One was assigned to the USS Philippine Sea and one to each of the seaplane tenders. A forth HO3S was carried by the USS BURTON ISLAND when she joined the Task Group. Two of the HO3Ss were lost. The USCGC NORTHWIND had a J2F-6 amphibian and a HNS-1 helicopter aboard. The helicopter was aboard at the insistence of the commanding officer, Captain Charles W. Thomas. A HNS-1 had been used during Operation Nanook, in Artic waters during the past Summer and proved to be of significant value to the operation. The NORTHWIND departed Norfolk Virginia on December2, 1946 bound for the Antarctic via the Panama Canal. The J2F made reconnaissance, liaison and supply flights and acted as a standby rescue and medical evacuation aircraft. The helicopter served admirably in finding leads in the ice for the NORTHWIND. The Central Group rendezvoused at Scott Island on December 30, 1946 to follow the NORTHWIND through the pack ice into the open waters of the Ross Sea. RADM Cruzen shifted his flag to the NORTHWIND and the convoy, strung out at 100 yard intervals, headed south along the 180 degree meridian. The HNS-1 operated from a specially built platform and was put into immediate use. The Helicopter flew at 600 feet and surveyed the packed ice that barred entry into the Ross Sea. The three pilots aboard the NORTHWIND were Lt. Jim Cornish, Lt. Dave Gershowitz and aviation pilot Jack Olsen. Lt. Gershowitz stated that both Captain Thomas and Admiral Cruzen, who had changed his flag to the NORTHWIND for the trip through the ice pack, went up on every suitable occasion. Gershowitz wrote that due to the low temperatures the air was very dense and greatly increasing helicopter performance. Aircraft corrosion was not a problem but on one occasion the airspeed indicator froze up. Only 60 minutes of preparation for the purpose of pre-heating the engine and removing ice from the rotor blades was necessary The sun shone 24 hours a day, a condition that made possible the maximum utilization of the helicopter. As the NORTHWIND began to buck the ice pack the helicopter would fly slowly in front of the caravan scouting the vast area ahead looking for ice leads; - the cracks in the pack which made penetration by the convoy possible. When it became apparent that the ice presented a serious danger to the USS SENNET, the NORTHWIND towed and escorted the submarine back to Scott Island and then rejoined her convoy. It took 18 days to wedge through 600 miles of ice and reach the Ross Sea and proceed to the Bay of Whales. The Central Group reached the Bay of Whales on 15 January, with the NORTHWIND breaking out a harbor for them. RADM Cruzen shifted his flag back to the USS MOUNT OLYMPUS. Vital time had been gained because the NORTHWIND did not have to slow up when the helicopter was searching for leads. Three operational flights were made by the J2F enroute but open water was needed for takeoff and landings and valuable time was lost in getting it over the side. The Duck had a greater range but the slow moving ships created a situation where range was not too important. Upon arrival construction began immediately. An assortment of vehicles including tractors, jeeps, weasels, bulldozers and other tracked equipment were used in the undertaking. By the beginning of February Little America IV consisted of many tents, one Quonset hut, three compacted snow runways and a short airstrip made of steel matting. Once at Little America the mission broadened for both NORTHWIND aircraft to include photo flights and the transfer of personnel. Special floats were made for support in the snow. Jim Cornish was the first aviator to fly a helicopter in and out of Little America. A total of 128 flights were made in the helicopter during Operation High Jump. Gershowitz wrote that the Emperor penguins stared at them in ill-concealed astonishment whenever they took off and landed. They named the HNS-1 the "Flying Penguin." Weather turned typically Antarctic limiting flights to only three days for the rest of February. On March 1 the final flights were made in the vicinity of the Ingrid Christensen Coast. On March 3 the USS CACAPON, the USS HENDERSON, and the USS CURRITUCK sailed for Sydney Australia. Further photomapping flights from the USS PINE ISLAND were conducted covering the Getz Ice Shelf to the vicinity of Thurston Island. In early February the ship moved to the northeast of Charcot Island and flights were made to Charcot and Alexandria Islands and Marguerite Bay. By March 4, the Eastern Group had departed Antarctic waters. USCG Cutter NORTHWIND during Operation Nanook with HNS-1 helicopter on board Arguably the greatest achievement of Operation High Jump was the acquisition of approximately 70,000 aerial photographs of the Antarctic Coast and selected inland areas. The Navy had proved its capability of operating in the harsh polar climates. From the operational stand point the use of and need for helicopters in polar operations was firmly established. The following account of operations was written by Captain Charles W. Thomas, Commanding Officer of the USCGC NORTHWIND. Dave Gershowitz and friends 1947 - Coast Guard Aircraft Repair and Supply Base Established: Although the need for a central supply and overhaul facility became evident during World War II it was not until the end of the war that locations became available for consideration. A large facility used by the Consolidated Vultee Corporation had been constructed by the Navy at the Coast Guard air station located at Elizabeth City, North Carolina. It was a modification center for Lend-Lease aircraft being delivered to Canada and Great Britain and at the end of the war the facility was closed. The Elizabeth City infrastructure had been expanded to accommodate multiple military units and had become a center Coast Guard aeronautical activity during the war. The former Consolidated plant was the logical selection. In April of 1946 a small compliment of officers and men were assigned to the Elizabeth City air station for the purpose of establishing an aircraft repair and supply base for Coast Guard aircraft. Nine months later, as a result of focused effort, the Coast Guard Aircraft Repair and Supply Base was ready to go into operation. On 3 January 1947 it was placed in commission as a Headquarters Unit with a complement of 10 officers and 63 men. The supply support function began immediately while the aircraft overhaul program was being set up and developed. The first aircraft to complete overhaul was a Grumman J4F which was returned to operational service in October of 1948. It was at this point that the first civilian employees were brought on board. From 1948 through 1963 the types of aircraft overhauled included the J4F, JRF, PBY , PBM , OY , UF/HU-16, JRB, R4D, PBIG, RM-1Z, C-123 and HO3S, HTL, and HO4S helicopters. Beginning in 1958 the program consisted almost entirely of HU-16 and helicopter overhauls. The HU-16 was phased out in 1979. In 1964 the first HH-52A was inducted and a transition from the HO4S to the HH-52A overhaul was made. In 1972 the HH-3F was inducted. With the phase out of the HH-52 and HH-3F, emphasis was on the HU-25 and the HH-65. Structural modifications such as that done on the C-123 and C-131 and EC-130 were made. In addition a number of electronic installations and modifications were manufactured and/or installed. During 2006-2007 a retrofitting of all 95 of the Coast Guard's HH-65 helicopter engines was accomplished. Aircraft components are also overhauled. Parts are occasionally manufactured when this is more economical than buying outside or the part in question becomes difficult to obtain. In 1946 the Aircraft Repair and Supply Base was renamed the Aircraft Repair and Supply center. (ARSC) Today (2007) the ARSC is the location for all Coast Guard aviation logistic support. ARSC is responsible for overhauling/repairing aircraft; providing aircraft parts and equipment to the fleet; re-engineering and manufacturing aircraft parts, performing complex , multi-million dollar contracting actions; providing technical engineering support; and providing teams of personnel who perform on-site field assistance to Coast Guard air stations and deployed aircraft. Major support functions are contained within four streamlined product lines. The focus is on HH_60, HH-65, HC-130 and HU-25 aircraft. ARSC occupies 14 buildings on 55 acres of the 822 acre support complex. ARSC employs 149 military, 495 civilians and 278 contractors. It has the largest unit operating budget in the Coast Guard and possesses an inventory valued at $743 million. 1947 - Coast Guard Air detachment San Juan Puerto Rico Established: By 1956 UF-2G aircraft were aboard and the Coast Guard Air Detachment was also serving as the aviation facility for the Navy Base at Isla Grande. In the early 1960s a C-123 was added for LORAN logistics. The C-123 made bi-weekly flights to Supply the LORAN stations at South Caicos and San Salvador. In addition flights were made to Grand Turk to obtain fuel for the generators at South Caicos. The fuel trailers were easily on-loaded and off-loaded from the C- 123. The supply run was reversed in 1967 and the C-123 was based out of Miami. UF-1G flying over the north shore of Puerto Rico With three HU-16s and the desire to provide helicopter coverage for the Puerto-Rico area, Isla Grande had become too small. In November 1971, the Air Station relocated to its present location at what was then Ramey Air Force Base in Aguadilla, and became known as Coast Guard Air Station Puerto Rico. Two years later the Air Force discontinued its operation at Ramey, turning the facilities over to the Commonwealth of Puerto Rico and the United States Navy. The Coast Guard assumed the host role in July 1976, when the Navy vacated the station. It was then that the unit was designated Coast Guard Air Station Borinquen. The Air Station originally utilized three HU-16E Albatross seaplanes and two HH-52A Sea Guard helicopters to affect its search and rescue missions. In March of 1973, three HH-3F Pelican helicopters replaced these aircraft. The need for increased range for interdiction law enforcement and search and rescue resulted in the addition of four HU-25A Falcon Jets to the Air Station's inventory in late 1983 and early 1984. In 1985, four new HH-65A Dolphin short-range rescue helicopters replaced the three HH-3F Pelicans, giving the Air Station a shipboard deployment capability. The HU-25A Falcons were replaced in 1987 by three HC-130 Hercules aircraft that provided long range search and surveillance capability until their departure in June 1996. Due to the increased tempo of operations in the Caribbean, the Air Station again added four HU-25A Falcons to the inventory from July 1999 until September 2001. The Air Station currently operates with HH-65 Dolphin helicopters while also supporting a variety of forward deployed aircraft. 1947 - Coast Guard Air Detachment Kodiak Alaska Established: On 1 July 1964 the unit was designated an air station. It had grown from one PBY-5A, seven officers and 30 crewmembers to 26 officers and 100 enlisted personnel. January of 1966 saw the arrival of the HH-52 helicopter. The first HC-130 was assigned in 1968 and in 1972 the first HH-3F helicopter arrived. The Navy's roll in Kodiak also terminated in 1972 and the entire complex was transferred to the Coast Guard. By 2002 the air station had a diverse inventory of five HH-65 helicopters, four HH-60J helicopters and five HC-130H tactical fixed wing aircraft. The HH-65 operates as a short range SAR and Law Enforcement asset regularly deployed on Alaska Patrol cutters. The HH60J is a long range SAR asset and the SAR workhorse of the unit. HC-130s provide long range SAR and helicopter escort and a most capable law enforcement platform patrolling the vast area of responsibility. SAR detachments are maintained at Cordova from May through September and St. Paul Island during the crab seasons. The Air Station is the major tenant of Integrated Support Command (ISC) Kodiak, and the largest command in D17 and the entire Pacific Area (PACAREA). The mission of the Coast Guard Air Station Kodiak is to provide aircraft and crews in support of the Coast Guards core missions which include Search and Rescue Operations, covering 4 million square miles including the Gulf of Alaska, Bristol Bay, Bering Sea and the Pacific Ocean above latitude 40N. Enforcement of Laws and Treaties primarily focused on the nations most active fisheries; logistical support of isolated Coast Guard units; Marine environment protection; aids to navigation; Military defense; and assistance to numerous local, state and federal agencies. 1948 - Coast Guard Provides Aviation Support For The Treasury Departments Alcohol Tax Unit: In order to avoid detection, the manufacture of illicit whiskey, commonly referred to as 'Moonshine," typically took place in hard to reach remote areas. Most common locations were the deep woods or a swamp. One method used by law enforcement to address this was aerial surveillance. From the air, the difference between growing bushes and those cut and put over a still could be seen. The still, whether in the deep woods or a swamp, had to be reached and if specific routes to a still were used these quite often could be detected from the air. Unfortunately, the OY-2 crashed while searching for illicit stills in Texas on 11 February 1958, killing the pilot. The Treasury agent survived. The aircraft was working with two radio-equipped cars and while searching a heavily wooded area it struck some tree tops and then plunged to the ground. The cause of the accident could not be determined. After the accident the single OY remaining was surveyed. All future support efforts for the ATU/ATF were performed by helicopter. The helicopter had developed to the point where it was better suited for the mission than a fixed wing aircraft. Future support was specific in nature and when requested, was provided by an air station in the area being worked by the ATF agents. 1949 - Coast Guard Air Detachment Barbers Point Established: During the Korean War Barbers Point became the major air search and rescue unit in the central Pacific with four PB4Y-2Gs, two R5Ds, one PBY and one JRF. The detachment deployed aircraft and crews on a continuing basis to operate as subordinate rescue units at Wake and Midway Islands during the conflict. By 1961 the PB4Y-2Gs and the PBYs had been replaced resulting in a mix of three C-130s, two UF amphibians and one C-123. The C-123 was later replaced by another UF. The unit received its present designation as an Air Station in 1965. In 1969 the three UFs were replaced by two HH-52A helicopters. In August of 1987 the HH-52As were replaced by four HH-65s. Air Station modernization and upgrading began in 1968 with the construction of the circular bachelor enlisted quarters, an experimental design for noise reduction. The hangar and administration building was dedicated in 1970. This building comprises two hangar bays, fifteen shops, plus 63 rooms and offices. Other construction included facilities for ground support equipment, and a solar hot water for washing aircraft. Social and recreational facilities were also constructed. In 1993 NAS Barbers Point was closed as per the Base Closure and Realignment Commissions recommendation to Congress. The Coast Guard Air Station remains at Barbers Point, which now serves general aviation and hosts units of the Hawaii National Guard. Coast Guard Air station Barbers Point, Hawaii In a typical year, the air station flies 1200 hours in search and rescue missions, saves 50 lives, assists 700 others and preserves five million dollars in property. The HC-130 is configured primarily as a search and rescue aircraft. It has the ability to airdrop rescue equipment to survivors at sea or on land and its moderate speed and extensive endurance are well suited to long range search missions. The aircraft can be configured for medical evacuations.. The HH-65 routinely conducts hoists from grounded or sinking vessels, day or night. In the aftermath of Hurricane Iniki, Dolphin crews hoisted an elderly couple from their de-masted sailboat and located a fisherman clinging to a cooler after his vessel was sunk by the hurricane. In another spectacular event, a critically ill fisherman was hoisted from a merchant vessel in heavy seas, then kept alive by the helicopters rescue swimmer and a navy flight surgeon performing CPR en route back to Oahu. The HC-130s ability to take off and land on short, unprepared airfields makes the Hercules an ideal logistical support aircraft as well. The HC-130 provided transport for millions of tons of equipment and thousands of personnel to Coast Guard stations throughout the pacific. The air station assisted the district and played a critical role in assisting the State of Hawaii and the Department of Defense services with the model return of an area to its natural state by relocating 690,000 pounds of equipment and 174 personnel from Kure Island to Oahu. The HC-130 provided typhoon and hurricane relief supplies to islands including Chuuk, Samoa and Guam in addition to delivering over 468 tons of food and equipment to the people of Kuaui following Hurricane Iniki. Additional Law Enforcement duties are also carried out. 1950 - The Korean War and Coast Guard Aviation Participation: A Coast Guard contingent, for the purpose of establishing a Korean "coast guard" was set up in 1946. In 1948, when the Koreans decided this was to be a Navy in lieu of a "coast guard," the active duty personnel were replaced by retired officers to continue with the training of the nascent naval force. The training liaison was in progress at the time of the invasion. The Coast Guard also supported the war effort by manning and operating nine LORAN stations throughout the Pacific. LORAN was the primary navigation system for ships and aircraft. One of the nine was the newly constructed and located on the Korean peninsula itself. In 1952 the Navy also requested that the Coast Guard provide aircraft search and rescue capability. Two air rescue detachments were established; One at the newly reopened Naval Air Station at Midway Island; one at Wake Island. The Midway air detachment had a P4Y-2G and a PBY. Aircraft and aviation personnel were permanently assigned as part of the SAR Group. Ocean Station Vessels would rotate through Midway for consecutive three week periods. The aircraft and cutters worked together as a unit. Wake's Group Commander had an 83 footer permanently assigned. P4Y-2G aircraft and crews were supplied on a monthly basis from Barbers Point. Several Ocean Station vessel records show three week standby duty at Adak. A Coast Guard SAR air detachment at Adak, Alaska has been mentioned in several papers but no particulars have been located to date to substantiate this. The air detachment aircraft were primarily engaged in the intercept and escort of military and commercial aircraft that had experienced engine failures. The reason for intercept was that if conditions deteriorated the position of aircraft in distress would be known and the escorting aircraft could drop additional rafts and survival equipment to those in the water. In addition to SAR training exercises, searches for missing or down aircraft were conducted jointly with the Coast Guard cutters when assigned to SAR support duties. In addition search and Rescue capabilities were upgraded at the existing Coast Guard air detachments at Barbers Point, Hawaii; Guam; and Sangley Point in the Philippine Islands. Guam acquired an additional P4Y-2G and worked with the Ocean Station SAR Standby cutters. Two PBM-5Gs and a JRF were assigned to augment the PBY-5A at Sangley Point. The Coast Guard Cutter Vance, WDE 487, was assigned to the Commander Philippine Section. The most dangerous of the search and rescue missions undertaken by the Coast Guard took place off the coast of mainland China in early 1953. Communist Chinese forces shot down a Navy P2V in the Formosa Strait while on a covert patrol of the China coast. The Coast Guard air detachment at Sangley Point responded to the call for assistance scrambling a PBM-5G Mariner seaplane. In command was Lt. John Vukic, one of the most experienced seaplane pilots in the Coast Guard. The initial PBM-5G was followed by a second PBM-5G piloted by Lt. Mitch Perry as back-up. Upon arriving on scene the P2V crew was located floating in rafts close to shore. The seas were observed to be between 12 and 15 feet making an PBM-5G at the ready SAR position Sangley Point attempted landing extremely hazardous but with nightfall closing in and almost certain danger of hypothermia the decision was made to attempt the landing. A successful landing was made and 11 survivors in the first raft were brought aboard and the jet-assisted take off bottles (JATO) were attached for use during take-off. Two survivors in a second raft had been swept ashore and captured by the communist forces. With a wind at 25 knots and the seas rising the take-off was attempted. The take-off progressed well and the JATO bottles were fired. It was at that critical moment that the left engine failed. The plane slammed into the sea and broke up. The second PBM-5G on scene circled and dropped flares. The surviving crewmembers were picked up later that night by the Navy destroyer USS Halsey Powell. Four Navy and five Coast Guard personnel perished in the crash With the signing of the cease-fire on 26 July 1953 the Coast Guard began demobilization. The Destroyer Escorts were returned to the Navy and the air detachments at Wake Island, and Midway Island were closed. The air detachments at Barbers point, Sangley Point and Guam were returned to peace time complements. The Coast Guard almost doubled in size from its 1947 low of just over 18,000 men and women until June 1952 when 35,082 officers and enlisted personnel served on active duty. The service demobilized but would never again return to 1947 levels. The role the Coast Guard played in the Korean War was vital but rather obscure. Future Commandants would address this issue. Some ten years later, Commandant E. J. Roland stated that he felt it was absolutely imperative that the Coast Guard become actively involved in a combat role in the Vietnam Conflict, otherwise it risked its status as a Military Service. 1950 - Coast Guard Air Detachment Corpus Christi, Texas Established: In order to accomplish the expanded and newly assigned missions the UF-1G Albatross amphibians were upgraded to UF-2Gs, later designated HU-16E, and HH-52 helicopters arrived in the late 1960s This greatly increased the search and rescue capabilities of the air station. The aging HU-16s were temporarily replaced by HC-131 aircraft in 1977 and these were in turn replaced by the HU-25B in 1982. In the spring of 1986 the HH-52s were replaced by the HH-65A twin engine "Dolphin" helicopters. To better address the operational responsibilities a Group concept was established and on 15 October 1980 the air station became one of thirteen group units between Port O'Conner, Texas and the Mexican border comprising Coast Guard Group Corpus Christi. The Air Station and the Group Office were located in hangar 41 at the Naval Air station. The Commander of Coast Guard Group Corpus Christi also served as the commanding officer of Coast Guard Air Station Corpus Christi. To better manage the sweeping changes that took place in the Coast Guard, Sector Corpus Christ was established in May of 2005 by joining all units within the area of Port Lavaca / Brownsville under one unified command. During 2006, Sector Corpus Christi conducted over 450 search and rescue cases, assisted 591 people in distress, saved 83 lives, saved $3 million in property, seized over 5500 pounds of drugs and interdicted over 130 illegal immigrants. Coast Group and Air station Corpus Christi, Texas 1951 - The ASW Helicopter Becomes a Reality: In September 1952 Graham was transferred to the U. S. Naval Air Test Center in Patuxent River, Maryland, as head of the Rotary Wing section of the Tactical Test Division. Since the stripped down HRPs had been the most successful of the project aircraft the Navy favored the tandem rotor configuration. The helicopter of choice was the Bell XHSL-1. This was an interconnected, two blade, tandem rotor design. To address previous power plant limitations the XHSL-1 was equipped with a 2400hp R-1820-50 engine. It had a 425 gallon fuel capacity which provided a flight endurance of four hours. It also had a Bell developed autopilot designed to permit hovering for long periods. The HSL experienced development problems, however, and the Piasecki HUP-2 was used as a less than satisfactory substitute. The main problem with the HUP was the 525 hp Continental Engine. The Sikorsky HSS-1 (H-34) was later developed and became the ASW helicopter of the fleet. During September of 1953 LCDR Graham was returned for assignment to Coast Guard operational duties. 1951 - Coast Guard Acquires the UF-1G/2G Albatross Aircraft: The Grumman Model G-64, the largest of a series of amphibians designed and manufactured by the Grumman Aircraft Corporation, was the only one originally developed for the military. Design work to meet the U.S. Navy requirement for an all-weather general purpose amphibious transport began in 1944. The Model G64 was a continuation of the Model 21, JRF Goose design philosophy. It had a conventional two-step hull into which the main landing gear retracted; had a high wing; a single tail unit; and fixed stabilizing floats attached to the wings. The Model 64 structure, however, was refined to reduce drag; it had a cantilever tailplane; and tricycle landing gear. The Model 64 was larger and more powerful than the JRF; longer ranged and much more versatile. It was powered by two Wright 1820-76 engines rated at 1425 horsepower. The prototype, designated XJRF-1, flew on 24 October 1947. The Albatross proved to be ideal for the Coast Guard. It could operate from both land and water. For take-offs in open sea or short field operations it could be fitted with JATO affixed to each side of the aft fuselage. The external store racks fitted to each wing were used to carry 295 gallon drop tanks. When combined with the fuel capacity of the main tanks and fuel carried in the wing floats a range of over 2100 nautical miles and 14 plus hours in the air, with sufficient fuel reserve, was obtained, making it an excellent search vehicle. AN/APS-31A search radar was fitted in the nose. HF SSB receivers, interrogators, and MF/VHF/UHF direction finding equipment was standard. Sheltered water take-offs and landings at weights up to 32,000 pounds were possible without the use of JATO. Open sea operations were possible under favorable conditions with JATO. With lives at stake, however, there were numerous times when "possible" was substantially re-defined. There has been at least one recorded take-off without JATO in seven foot seas. The aircraft were very mission adaptable and were located at air stations throughout the Continental United States as well as Alaska, Bermuda, Puerto Rico, Hawaii, Guam, and the Philippines. In addition to search and rescue the UF/HU-16 flew fishery patrols, pollution surveillance patrols, aids to navigation missions, logistic supply missions, law enforcement duties. A main cabin designed to carry ten passengers was equipped with a series of cargo tie down points which enabled the UF to be used to supply isolated duty stations throughout the Coast Guard. Up to 5000 pounds of cargo could be carried. Servicing at these locations was limited and the aircraft fuel system was such that gasoline could be put into the float tanks from 55 gallon drums and then transferred to the main tanks. UF-2G/HU-16Es on the ramp Coast Guard Air Station Brooklyn The one drawback of the UF-1G/SA-16A was unsatisfactory performance on one engine. Grumman engineers corrected the problem by adding a 70 inch wing section outboard of each engine and a 39 inch wing tip extension coupled with leading edge wing camber to replace the leading edge slots. Because of the increased wing area, the ailerons, fin, and stabilizers were increased in size. This modification resulted in a vast improvement in performance. Single engine operation at altitude was made possible. The modification also resulted in an increase in gross weight of 5000 pounds, an increase in cruise speed of 15 knots with no increase in fuel consumption and the stall speed was lowered to 64 knots. The Coast Guard UF-1G aircraft were converted to the UF-2G configuration. When the standardization of military air craft identification went into effect in 1962; the UF-2G became the HU-16E. World Class Amphibian Records Unless interest in amphibian aircraft development is renewed these records may never be exceeded. Note: A complete narrative of this accomplishment may be found in the 1957-1976 section of the Coast Guard Aviation History Timeline. All of the UF-1G/SA-16A aircraft that were converted to UF-2G/SA-16B configuration had a series of holes drilled in the wing spar as part of the wing lengthening program. A test at the Navy research center at Patuxent River revealed that catastrophic failure along the holes might result. During 1966 the Coast Guard elected to participate in a full scale wing fatigue test. The object of the test was to determine whether major wing repair or replacement of the wing should be required. Tests resulted in a failure of the starboard wing. The Coast Guard chose not to replace the wing on the HU-16E and subsequent engineering calculations resulted in the establishment of an aircraft service life of 11,000 flight hours. During the 32 years of service with the Coast Guard the Albatross came to be known by those that flew them as the "Goat." It is not clear how the name originated but it was used as a term of affection. By the mid 1970s the active fleet of HU-16s had dwindled to 20, located at five air stations. These aircraft were retired as they approached the 11,000 flight hour limit. During October of 1977 HU-16E 7236 departed the Traverse City, Michigan air station on its last flight, to the U.S. Naval Air Museum at Pensacola Florida where it resides today. On 10 March 1983 the last operational HU-16E, Coast Guard number 7250, made its final flight. In the intervening years these aircraft flew well over 500,000 hours and a countless number of people owe their lives to them and the crews that flew them. 1951 - Coast Guard Acquires the HO4S Helicopter: The Sikorsky Model S-51 (HO3S) had enjoyed both military and commercial acceptance which led Sikorsky to initiate a follow-on design capable of carrying 10 passengers or equivalent cargo. The Sikorsky Model S-55 was built, without government funds, to compete against large tandem-rotor helicopters such as Piasecki's PD-22 (H21) that did not require fore and aft balancing as did a one rotor helicopter. The S-55 design placed the engine forward of the center section and relocating the cockpit above it. Not only did this provide direct access to the engine, through outward opening clamshell doors, for maintenance purposes but it eliminated the critical center of gravity problem of the helicopter by placing the cabin compartment directly below the rotor hub. A drive shaft transmitted engine power to the three-bladed main rotor through the center rear section of the cockpit. The fuel tanks were placed under the cabin. The principle drawbacks of a single-rotor design had been overcome. The subsequent impact of the S-55 was unforeseen at the time of its initial introduction. The Korean conflict was on the horizon and this war demonstrated the abilities of the helicopter and brought it into prominence. The Sikorsky S-55, designated H-19 by the Air Force, HO4S by the Navy and HRS by the Marine Corps, was reliable, versatile, and adaptable to diverse requirements. It was used for troop transport; air rescue; cargo transport both internally and by external sling loading; and for the first time casualties could be carried and attended to under cover within the helicopter. In November of 1951, the Coast Guard acquired the first of seven HO4S-1s modified for search and rescue purposes. The Modification was designated HO4S-2G. These helicopters were powered by a 550 horsepower Pratt & Whitney R-1340 engines. In January of 1952 the first of 23 HO4S-3G helicopters, powered by the 700hp Wright R-1300 engine, was delivered to the Coast Guard. All were fitted with a rescue hoist and in 1954 the Coast Guard designed rescue basket became standard equipment. An additional eight HRS-3s were obtained from the Navy and modified for Coast Guard use. The HO4S-3G was the first helicopter to be equipped for night operations and instrument flight. The HO4S helicopters extended the Coast Guard's rescue capabilities far beyond what was imagined 20 years prior. Although underpowered by today's standards it was the first operational helicopter capable of carrying multiple survivors in a cabin and carry heavy loads, It had a rescue hoist capable of lifting 400 pounds, and could fly at a normal forward speed of 80 knots with a range of 350 nautical miles. It proved, beyond all doubt, the capabilities and value of the helicopter for Coast Guard operations. They performed numerous rescues during the next decade, some best described as miraculous, within parameters never before achieved. The helicopter became the primary asset for the saving of life. 1952 - Coast Guard Air Detachment Arlington Established: The newly commissioned air detachment, a Headquarters Unit, was located at the north end of the airport. The first commanding officer was Lt. L. V. Perry. There were four aviators assigned. Rather than acquire the upgraded and modernized R4D-8 "super DC3" the Coast Guard made arrangement with the Martin Aircraft Company for the purchase of two Martin 404s. A total of one hundred and one of these 40 passenger aircraft had been built for the airlines. The production line was extended by two in order to accommodate the Coast Guard purchase. The two Coast Guard Martin aircraft, originally designated RM-1Gs were delivered at the end of 1952 as replacements for the Lockheed R50-4s in use. The RMs were given serial numbers 1282 and 1283 and at the completion of the installation of VIP packages they were redesignated RM-1Z. The aircraft was pressurized, flew at a normal speed of 190 knots, and a range of 1500 nautical miles. The initial unit cost was $647,140. After the VIP conversion they could accommodate 20 passengers. With tri-service re-designation directive of 1962 they became VC-3As. After giving excellent service both aircraft were retired from the Coast Guard. During this time period, active aviators were required to obtain a minimum of four hours of flight time per month to remain proficient and receive flight pay. An aircraft was provided by Air Detachment Arlington to provide flight time for those active aviators assigned to Coast Guard headquarters. This continued until the proficiency flight time requirement was terminated in 1972. The initial aircraft in use for this purpose was an R4D transport which was replaced by a UF amphibian. In 1963 a Grumman G-159 executive turbo prop aircraft was obtained for the use of the Commandant, the Secretary of the Treasury, and then the Secretary of Transportation after the Coast Guard was transferred to that department. The designation for the new aircraft was VC-4A. Simultaneous with the increase in requirements and utilization during this period, selected aviator personnel assigned to duty at headquarters were used as supplementary pilots. The VC-3As were retained until 1969 when a VC-11A Gulfstream II executive jet was purchased. The VC-4A was transferred to Coast Guard Air Station Elizabeth City in 1983 for use as a utility aircraft. In 1974 the unit moved to share a facility with the Federal Aviation Administration in Hangar 6 and the air station became Coast Guard Air Station Washington. In 1985 a VC-20B Gulfstream IV was purchased and in turn it was replaced by a VC-37A Gulfstream V in 2002. Pictures of the VC-4A, VC-11A and VC37A follow. Complete information on these aircraft are available at their chronological sequence in the timeline. VC-4A Gulfstream I VC-11A Gulfstream II VC-20B Gulfstream III VC-37A Gulfstream Aerospace Gulfstream V 1952 - Coast Guard air Detachment Bermuda Established: Intercepts of aircraft with one or more engines out were frequently made. The main purpose of the intercept was to establish the position of the aircraft being assisted, and if the problem encountered became more severe and a ditching became necessary, the intercept aircraft would be available to drop additional survival equipment to survivors and direct surface vessels to assist. In the case of the Bermuda PBMs; if the sea conditions permitted, the PBM could land and rescue the survivors when the situation dictated. At the end of the Korean War Ocean Station Hotel was discontinued but unlike the air detachments established in the Pacific, Bermuda was not decommissioned. In addition to providing SAR services for the Navy, the Bermuda air detachment was established to provide SAR coverage for the National Maritime Search and Rescue Region responsibilities of the Fifth Coast Guard District within the ICAO international agreement framework. A Coast Guard RCC center had been established with SAR responsibility for the Bermuda sector. The center controlled all rescue activities both military and civilian. The 55th Air Rescue Squadron at Kindley AFB was mission specific. Aircraft traffic had increased significantly during the first two years and continued to increase after 1954. Military Air Transport Service and contract carriers passed through Bermuda from Lages in the Azores and commercial carriers began flying the southern route to Europe. There were some unusual missions such as participation in the Mercury project during which a Coast Guard aircraft would orbit a given location until such time as the Mercury capsule had passed overhead. During the Cuban Missile crisis, in October of 1963, Bermuda aircraft flew searches for Russian Submarines down what was know as the India Route to the Bahamas. But for the most part Bermuda was strictly SAR. Bermuda PBM-5 launched with two remaining on the ramp The PBMs were replaced by P5Ms which were in turn replaced by UF-2G/HU-16Es in 1961. In 1964 Navy Patrol Squadron activities transitioned to P-3 aircraft and patrol plane activities moved to Kindley AFB. The Coast Guard followed. A joint RCC was established with the 55Th ARRS. The SAR operation continued until the advent of the jet aircraft and the development of INS navigation systems. The Bermuda air detachment was closed in 1966. 1954 - Coast Guard Acquires Martin P5M Seaplanes: The prototype P5M Marlin was based on the PBM-5 Mariner. The P5M had the same wing but an extensively modified fuselage with a hull that extended the full length of the aircraft. It featured a tall single vertical stabilizer instead of the twin tail fins of the PBM-5 and the horizontal stabilizer featured a strong dihedral. The aircraft featured "hydroflaps" operated by the pilot's rudder pedals, which could be used as water brakes. The P5M was a pure seaplane. The Navy ordered the P5M into production with changes to the prototype. The hull design was revised; the nose turret was replaced with a radome for an AN/APS -80 search radar; the cockpit was raised; the wing floats were mounted on single wide struts; and the dorsal turret was removed. The tail turret was retained but in actual operation the armament was removed. The P5M was powered by two Wright R-3350-WA Turbo compound engines fitted into long nacelles. Four JATO bottles could be attached to aid takeoffs. As with the PBM-5, the nacelles had weapons bays that could accommodate two torpedoes or two 2000 pound bombs. Up to 1000 pounds of armament could be carried on underwing pylons. Initial service deliveries of the P5M-1 began in December 1951. Most P5M-1s were given a comprehensive update in the late 1950s to optimize them for anti-submarine warfare (ASW) with equipment such as an active-passive sonar system; an AN/SQ-8 magnetic anomaly detection (MAD) system; an AN/APA-68 radio direction finding system; a tail-warning radar; and a searchlight mounted under the starboard wingtip. Martin began a major redesign of the P5M-1 in 1951, producing the P5M-2. The P5M-2 had a distinctive tee tail, with a MAD boom fitted at the junctions of the tailplanes; uprated engines; much greater fuel capacity; the bow chime was lowered to reduce spray and the crew accommodations were improved. This came on line in the fall of 1953. The Coast Guard acquired seven newly built P5Ms directly from Martin Aircraft in 1954. They were designated P5M-1G. These aircraft were used for search and rescue purposes and did not have ASW gear and defensive/offensive armament. In 1956 four P5M-2Gs, equipped for SAR missions, were purchased by the Coast Guard. Both the P5M-1Gs and P5M2Gs were transferred to the Navy in 1961 due to high maintenance and operating costs. The navy used the former Coast Guard P5Ms as training aircraft. The following data is for the P5M-2G model: The following data is for the P5M-2G model: 1955 - Coast Guard Air Detachment New Orleans Established: Initial construction of a joint air reserve training center located 15 miles south of New Orleans began in 1954 and it was commissioned in December of 1957 as NAS New Orleans, Alvin Callender Field. Units of the Navy and Marine Corps Reserve moved from the lakefront location. An Air Force Reserve Unit from Ellington Field and a Louisiana Air National Guard squadron moved in. The Coast Air Detachment also moved to the new Naval Air Station. The detachment later became Coast Guard Air Station New Orleans. New hangar facilities designed and built by the Coast Guard were opened and dedicated in September of 1968. The buildings provide maintenance facilities, administrative offices and supply areas. Quarters for the ready flight crews and an operations center were also located in the hangar. In 1986 a separate building to house administration, medical, and operations department was constructed. In later years additional missions such as maritime law enforcement, survey flights in support of pollution control and co-operative efforts with local and Federal agencies were added to the air station responsibilities. Ramp area Coast Guard Air station New Orleans The progress in the development of the helicopter is illustrated well in the history of aircraft assigned to the New Orleans air station. The HO4S was replaced by the HUS-1, the last of the piston engined helicopters. These were in turn replaced by the HH-52, an amphibious jet-engined helicopter, and the most prolific life saver of any helicopter built to date. In 1969 New Orleans was the first air station to operate the twin-engine HH-3F amphibian helicopter. In June 1980 the HH-52 again returned to the air station inventory. During 1985 New Orleans became the first air station to operate the new HH-65. Search and Rescue remains the primary mission but over one quarter of the unit's flight time is dedicated to Homeland Security duties-most notably ports, waterways, and coastal security (PWCS) security flights, Federal and State Joint Operations, and providing supplemental crews for the rotary wing intercept mission. Air Station New Orleans has a large Auxiliary Aviation contingent which works closely with five Sector Commands and the air station to carry out safety patrols, spill response and detection, PWCS, and search and rescue. The year 2005 was the fiftieth year of operation for Air Station New Orleans. The average number of cases per year had risen to over 500. It was also the year of Hurricane Katrina which was the costliest and one of the deadliest hurricanes in the history of the United States. The Coast Guard and the New Orleans air station did a magnificent job. Air crews from Mobile, Houston and New Orleans, supplmented by personnel from othr units saved 3,689 lives. In the spring of 2006, Captain Bruce Jones, commanding officer of Air Station New Orleans and Captain Frank Paskewich, commander of Coast Guard Sector New Orleans, presided at a ceremony where more than 115 personnel received medals and awards for heroism. During its 50-year plus history, the Air Station has saved more than 5600 lives and has been awarded twelve Meritorious Unit Commendations, five Coast Guard Unit Commendations, and was selected by the Commandant to receive, for the Coast Guard, the Presidential Unit Citation. Coast Guard Air Station New Orleans and the professionals who have filled her rolls have historically been the tip of the trident in the Gulf of Mexico region, providing comfort, care, and aid whenever and wherever needed. The proud tradition continues. ©2003 - 2006 - ALL RIGHTS RESERVED (Under Development - To be indexed and searchable) CG AVIATION HISTORY BY TIMELINE USCG AVIATION FLIGHT LOG Click and either open the file or save it to your system. ALBUMS & PRESENTATIONS LINKS and GENERAL INFORMATION THE U.S. COAST GUARD AVIATION ASSOCIATION "Ancient Order of the Pterodactyl" P.O. BOX 222905 Chantilly, VA 20153-2905 ©2003 - 2006 - ALL RIGHTS RESERVED

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Near End Of Program Marked By Shuttle Launch Of Atlantis One of the last remaining shuttle launches flew Friday. The countdown for the final launch of space shuttle Atlantis has started. You will find only two more shuttle launches that have to go off. Space shuttles Discovery and Endeavor will conduct their final missions to complete the International Space Station before the aging fleet of spacecraft is retired for good. A battle between old school astronauts and also the new generation has been sparked by the end of space shuttle launch countdowns. NASA plan by Obama President Obama’s NASA plan involves shuttle launches being a part of the past. Commercial enterprises to take over the lead from the government is the direction the program is going. Those who walked on the moon say doom for US spaceflight with Obama’s NASA plan. Adventurous billionaires are looking forward to a future for space exploration. What's a lot more, the U.S. government is broke and getting a huge cash loan</a> for dealing with an economic meltdown and fighting two wars. For the present, earthbound initiatives are a priority. Billions go up in fire and smoke The shuttle launch was probably the most spectacular aspect of an expensive, very complex program. The technology is more than 30 years old. If you ask most engineers, they're amazed that only two space shuttles met with disaster in 25 years. According to NASA, the space shuttle Endeavor, built to replace the space shuttle Challenger, which disintegrated reentering the atmosphere in 2003, cost about $ 1.7 billion. The average cost to launch a space shuttle, not such as the rest of its mission, is about $ 450 million. Obama and also the NASA funding Obama’s NASA funding shows that there is a new way of thinking about the future of spaceflight. The Obama administration cancelled George w. Bush's Constellation program, which aimed to get astronauts back to the moon by 2020. Reuters reports that an independent review found the $ 108 billion Constellation program was underfunded quite a bit, with no hope of reaching its goal without a $ 6 billion a year increase in NASA's $ 18 billion annual spending budget. Instead, Obama NASA funding pushes a public/private technology development initiative for an eventual international mission to Mars. Old schoolers oppose Obama NASA plan With shuttle launch countdowns winding down, politicians from Florida, Texas and Alabama -- which have thousands of jobs tied to the space program -- have been crying foul about the president's plan. The New York Times reports that Neil Armstrong, the first man on the moon, and Eugene Cernan, the last man that was on the moon, read the president the riot act before the Senate Committee on Commerce, Science and Transportation on Tuesday. The 80-year-old Armstrong said to the committee: "I don't believe that would be in our best interests". Also, Mr. Cernan testified on Wednesday. He told the senators the space program was on a "slide to mediocrity" and "third-rate stature". Obama NASA funding reaped by new Younger space entrepreneurs are anxious about the end of the shuttle launch. Obama is also pledging $ 6 billion for private companies that want to build their own spaceships. PayPal founder Elon Musk has founded SpaceX and plans to fly astronauts to the International Space Station by the end of 2013. SpaceX plans to charge NASA about $ 20 million per astronaut–which is a huge bargain in contrast to a lot more than $ 300 million a head it was going to cost NASA under the Bush plan, plus NASA will pay Russia $ 56 million for trips on Soyuz rockets in the meantime. Shuttle launch on Friday The shuttle launch today sends Atlantis on a 12-day mission to deliver a Russian-built addition to the space station that will provide some storage space, and a new docking port for the Russian spacecraft which will continue to service the station. As reported on eWeek, 3 spacewalks are prepared to stage spare components outside the station, including six spare batteries, an antenna and spare parts for the robotic arm. New York Times reports As reported on eWeek

aerospace

https://sigmatechbd.com/product/s500-quadcopter-multi-rotor-pcb-frame-kit/

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S500 QUADCOPTER MULTI-ROTOR PCB FRAME KIT S500 is the new quadcopter frame specially for FPV user, if you look at the frame, the first impression must be the four tilt up angle (called Dihedral Angle) motor arms, this angle can made your quadcopter more stable, the design is reference to DJI S800 evo with the very good quality. Unfortunately, due to the slim compartment design, the DJI NAZA flight controller cannot be placed inside. Strong and hard motor arms material (with built-in fiber glass tube) Design with Dihedral angle, more stable, good for FPV Light weight arms compare with DJI or HJ 450 frame High precision moulding production, same quality as DJI FlameWheel series Very slim frame body design, good appearance Compatible with DJI H3-2D/ Tarot V2 or elder version brushless gimbal Motor: 2212, 2216 or 3108 Propeller Size: 10×4.5 in,10×4.7 in, 11×47 in Battery: 3s~4s 2200mah ~ 5200mah

aerospace

https://rens-camp.nl/11-16_magnesium-alloy-in-aircraft-in-spain.html

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Find Zinc Suppliers. Get factory pricing. Request quotations and connect with Spanish manufacturers and B2B suppliers of Zinc. Page - 1 Zinc ingots, Zinc Oxides (90% to 99.99%), Lead ingots and oxides, Al ingots, Copper oxides and hodes, Tantalite ingots Aluminium Sheets And Tread Plate Aluminium 3mm Sheet - 2500 x 1250 - 8x4ft Full Sheet 1 price 19. 82 BT Metall Chequer Plate Steel 3.0 mm Thick Manhole Cover Floor Panel Channelled Sheet Iron ST 37 Surface Blank Cut Aluminum Plate Weight Per Square According to Stratistics MRC, the Global Magnesium Alloys Market is accounted for $1.49 billion in 2019 and is expected to reach $4.31 billion by 2027 growing at a CAGR of 14.2% during the forecast period.Advantages of magnesium alloys over other alloys and August 2020 in Kuala Lumpur Event Date: August 21-22, 2020 Submission Due: July 14, 2020 The most common aircraft alloy is 2024. Alloy 2024-T351 is among the hardest of the aluminum alloys.Aluminum Alloy 2014 3xxx - The main alloying element in this series is manganese, usually with a smaller amount of magnesium. The most popular alloy from Request a quote online for part no. GD8000 Computer System Dig (CAGE Code 1LF77) with NSN 7010-01-584-5539. You will receive our quote within 15 minutes guaranteed! Fill out a request for quote form below and receive a competitive quote for Part Nuer GD8000 with NSN 7010015845539, manufactured by General Dynamics Itronix Corporation. Magnesium-based alloys containing rare-earth metals are important structural materials, as they coine low density with high-strength properties. This makes them particularly attractive for industry, especially in cases where the low weight of constructions is critical, as in aircraft and space Magnesium Die Casting Cover for Lens Body, 20 Years of OEM Experience, ISO/TS-certified Weight: 0.005g to 40kg die-cast parts Maximum dimensions: 1,120 x 1,120mm Minimum wall thickness: 0.3mm (zinc alloy) and 0.5mm (al 12,848 Magnesium Die Casting results from 1,340 China Manufacturers Verified Manufacturers Accepts Sample Orders Accepts Small Orders Product Videos Sort by Relevancy Supplier Rank: Descending New Supplier Response Rate Response Time The magnesium alloy aluminum fuselage of the aircraft, containing only components of nuclear weapons including two neutron generators, two tritium reservoirs, and 16 MK 43 Mod 0/1 conversion kits and a dummy MK 53 weapon training unit, was destroyed by 9/8/2020· Nonferrous metals and alloys are non-iron-based metals or alloys used for a wide range of appliions. There are many different types of nonferrous metals and alloys based on material type. These include precious metals, aluminum, copper, nickel, and … The DC PRO 2 was designed for use in the commercial/transport jet aircraft market. Extremely light, yet rugged magnesium alloy headband and suspension Dual volume controls provide independent listening levels in each ear Low profile, Outlast® fabric head Start Highbay G1 by Feilo Sylvania Product features START Highbay, includes 1 m cable, silver (RAL 9006) magnesium alloy housing, 21,700 Lm, 150 W, 130 Lm/W, 4000 K, drive current: 700 mA, CRI 80, 85 beam angle, DALI dimmable, IP65, IK08, 50,000 hrs This alloy is primarily used in aerospace industry for aircraft components, fittings, and hardware, Other uses include automotive wheels and other parts for the transportation industry. 3003 This is a general purpose manganese alloy that is the most widely used of all aluminum alloys. Amazon: Buy Drones Tech Lab Dji Spark Fly More Coo online at low price in India on Amazon. Check out Drones Tech Lab Dji Spark Fly More Coo reviews, ratings, features, specifiions and browse more Drones Tech Lab products online at best prices 28/2/2016· Titanium has been used in aircraft for nearly 60 years now, for both military aircrafts and commercial airliners. According to the U.S. Geological Survey in 2012, about 72 percent of titanium metal was used for aerospace appliions with the other 28 percent used for Beechcraft Bonanza A35 aircraft photos, specifiions and performance data Model 33 Debonair/Bonanza (BE33) 35-33 Debonair: (1959) An M35 Bonanza with conventional fin and tailplane, one 225 hp Continental IO-470-J, 233 built. Stainless Steel UNS S42200 Pipe SS DIN 1.4935 / 616 Hydraulic Pipes, Stainless Steel 422 Large Diameter Pipes, UNS S42200 Electropolished Pipes Leading Manufacturers. As an acclaimed enterprise of the industry, Dhanlaxmi Steel is involved in offering a 5 Magnesium Alloys Market, By Alloy Type 5.1 Wrought Alloy 5.2 Cast Alloy 6 Magnesium Alloys Market, By End User 6.1 Electronics 6.2 Aerospace & Defense 6.2.1 Fighter Aircraft 6.2.2 Commercial industry as a structural material. In fact, an aircraft (XR56) with all-magnesium was Figure 2. Potential appliions of Mg in (a) aerospace sector in the form of passenger seats (image taken 1 st rate material (Magnesium, Aircraft Aluminum alloy) for lightweight, robust and long-lasting sessions of work or play. Multi-action Ball Head with 3 independent knobs for lock, pan, and friction control operation. Ergonomic knobs providing 8kg / 17.6lb work The base alloy 5052 is generally recognized as the maximum magnesium content base alloy that can be welded with a 4xxx series filler alloy. Because of problems associated with eutectic melting and associated poor as-welded mechanical properties, it is not recommended to weld material in this alloy series, which contain higher amounts of magnesium with the 4xxx series fillers. Aircraft Trainers Defense Aircraft Multi-mission Transport Multi-mission Surveillance Aircraft Aerostructures Aluminium-Magnesium alloy castings and composite material processes) to surface treatments, precision mechanical processing, and then final tests Its magnesium alloy product, SynerMag, is being evaluated for use in multiple appliions and can be designed to resorb at different rates for every individual requirement. Graphene, the wonder material, has found its way into defense industry. Here we put together the latest research about Graphene''s potential in the military. These appliions include Graphene for ballistic protection, Graphene for a lighter armor, Graphene in 3 Legged Thing 3LT Punks - VYV Magnesium Alloy Tripod & Airhed (3PK-VYV). The new 3LT Punks range VYV tripod has been designed and engineered in Stagsden, England, from aircraft grade Magnesium Alloy. Ultra compact, and ultra light, the 3LT VYV is the The first 30–40 Bonanzas produced had fabric-covered flaps and ailerons, after which, those surfaces were covered with magnesium alloy sheet. In 1982 the production of the V-tail Bonanza stopped but the conventional-tail Model 33 continued in production until 1995.

aerospace

https://www.latech.edu/2014/04/04/former-kennedy-space-center-director-industry-leader-to-speak-at-louisiana-tech/

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Former Kennedy Space Center director, industry leader to speak at Louisiana Tech /* Style Definitions */ mso-padding-alt:0in 5.4pt 0in 5.4pt; font-family:”Times New Roman”,”serif”;} Jay Honeycutt, former director of Kennedy Space Center and former president of Lockheed Martin Space Operations, will visit Louisiana Tech University on April 10 for a presentation titled “U.S. Human Space Flight: Where It’s Been and Where It’s Going.” The presentation is free to attend and open to the public, and will take place at 4:00 p.m. in Wyly Auditorium on the Louisiana Tech campus. Honeycutt began his government career at Redstone Arsenal in Huntsville, Alabama as an engineer in 1960. In 1966, he transferred to the Johnson Space Center in Houston where he held positions of increasing responsibility in the Apollo, Skylab, and Space Shuttle programs. He also coordinated the agency responses to the Presidential Commission and congressional activities relating to the Challenger accident, and was a member of the Apollo 13 Mission Operations Team that received the Presidential Medal of Freedom in 1970. In March 1989, Honeycutt transferred to the Kennedy Space Center to accept the position of Director of Shuttle Management and Operations before becoming Kennedy Space Center Director in January 1995. During his tenure, the Kennedy Space Center team achieved major process refinements and system improvements, resulting in major cost savings to the shuttle program. Honeycutt joined Lockheed Martin in May of 1997 and was appointed Executive Vice President, and then President of Lockheed Martin Space Operations in August of 1997 which he held until his retirement in January 2004. Honeycutt is an elected Fellow of the American Astronautical Society and serves on boards for the International Space University, Institute of Nuclear Power Operations, Odyssey Moon, Space Services Inc., and the United Space Alliance. For more information on Honeycutt’s visit or presentation, please contact Martha Stevens at (318) 257-3056 or email@example.com.

aerospace

http://fieroownersclub.com/bowers/bowers-fly-baby

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Bowers Fly Baby Posted on Jul 15, 2018 by Alice Ferreira Bowers Fly Baby ~ you are welcome to our site, this is images about bowers fly baby posted by Alice Ferreira in Diagrams category on . You can also find other images like wiring diagram, parts diagram, replacement parts, electrical diagram, repair manuals, engine diagram, engine scheme, wiring harness, fuse box, vacuum diagram, timing belt, timing chain, brakes diagram, transmission diagram, and engine problems. This awesome picture collections about bowers fly baby is available to download. We collect this best photo from internet and choose the top for you. bowers fly baby pics and pictures collection that uploaded here was properly chosen and uploaded by author after selecting the ones which are best among the others. So, ultimately we make it and here these list ofawesome picture for your ideas and informational purpose regarding the bowers fly baby as part of Wiring Diagram Gallery exclusive updates collection. So, take your time and find out the best bowers fly baby images and pictures posted here that suitable with your needs and use it for your own collection and personal use. About Image information: Graphic has been published by Alice Ferreira and has been tagged by tag in field. You can easily give your review as feedback to our web site quality. As Well As longeron together with 532902568382130433 along with 103676 fokker dr1 triplan together with search furthermore 332082 silhouette challenge 133 along with details in addition search php together with 2. 332082 Silhouette Challenge 133 as well 2 likewise Search php moreover 103676 Fokker Dr1 Triplan further Details. Note : Any content, trademark/s, or other material that may be found on the Wiring Diagram Gallery website that is not Wiring Diagram Gallery property remains the copyright of its respective owner/s. In no way does Wiring Diagram Gallery claim ownership or responsibility for such items, and you should seek legal consent for any use of such materials from its owner. Keywords for Bowers Fly Baby : #bowers fly baby engine, #bowers fly baby cupid, #bowers fly baby flying wires kit, #bowers fly baby kit, #bowers fly baby drawings, #bowers fly baby a1, #bowers fly baby master turnbuckle, #bowers fly baby project log, #bowers fly baby builders log, #bowers fly baby plans, #bowers fly baby airplane, #bowers fly baby plans for sale, #bowers fly baby specs, #bowers fly baby airplane kits, #bowers fly baby project, #bowers fly baby dimensions, #bowers fly baby build, #bowers fly baby construction, #bowers fly baby to oshkosh, #bowers fly baby tall guys, #bowers fly baby aircraft performance, #bowers fly baby for sale, #bowers fly baby aircraft, #bowers fly baby 1a. Related Posts of Bowers Fly Baby :

aerospace

http://taniagail.com/faa-doubles-down-on-quadcopter-hobbyists/

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Recall last week when I shared the National Park Service banned all quadcopter use and revoked previously issued permits in all national parks. Now the FAA has doubled down on quadcopter enthusiasts by lumping together quadcopters under the Drone category, requiring special permits to run them. While I am not opposed to the creation of a permit/certification for quadcopter use, this ruling goes a step too far in banning the use of First Person Viewing (FPV) use with quadcopters. The operator of the quadcopter are now required to have the craft in eyesight during flight, the use of FPV to monitor the flight is specifically banned. This quadcopter debate goes from worse to impossibly bad with this new ruling. The Academy of Model Aircrafts (AMA) is asking for hobbyists or those interested in jumping into RC flight to contact the FAA and express their concerns over this new ruling. You have till July 25th, 2014 to make your thoughts known. Here is the press release in full – best if you sit down before reading. For Immediate Release June 23, 2014 Contact: Les Dorr, Jr. or Alison Duquette Phone: (202) 267-3883 Agency issues interpretation of 2012 Reauthorization Law, restates authority to take enforcement action against hazardous operations. WASHINGTON – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today published a Federal Register notice on its interpretation of the statutory special rules for model aircraft in the FAA Modernization and Reform Act of 2012. The guidance comes after recent incidents involving the reckless use of unmanned model aircraft near airports and involving large crowds of people. Compliance with these rules for model aircraft operators has been required since the Act was signed on February 14, 2012, and the explanation provided today does not change that fact. The FAA is issuing the notice to provide clear guidance to model operators on the “do’s and don’ts” of flying safely in accordance with the Act and to answer many of the questions it has received regarding the scope and application of the rules. “We want people who fly model aircraft for recreation to enjoy their hobby – but to enjoy it safely,” said Transportation Secretary Anthony Foxx. “At DOT, we often say that safety is a shared responsibility, so to help, we are providing additional information today to make sure model aircraft operators know exactly what’s expected of them.” In the notice, the FAA restates the law’s definition of “model aircraft,” including requirements that they not interfere with manned aircraft, be flown within sight of the operator and be operated only for hobby or recreational purposes. The agency also explains that model aircraft operators flying within five miles of an airport must notify the airport operator and air traffic control tower. The FAA reaffirms that the Act’s model aircraft provisions apply only to hobby or recreation operations and do not authorize the use of model aircraft for commercial operations. The notice gives examples of hobby or recreation flights, as well as examples of operations that would not meet that definition. “We have a mandate to protect the American people in the air and on the ground, and the public expects us to carry out that mission,” said FAA Administrator Michael Huerta. The law is clear that the FAA may take enforcement action against model aircraft operators who operate their aircraft in a manner that endangers the safety of the national airspace system. In the notice, the FAA explains that this enforcement authority is designed to protect users of the airspace as well as people and property on the ground. The FAA will be working with its inspectors and model aircraft operators across the country to ensure they give standard information to the public on how to satisfy these statutory requirements and avoid endangering the safety of the nation’s airspace. The FAA is also developing a plan to work with the law enforcement community to help them understand the FAA’s rules for unmanned aircraft systems, as well as the special statutory rules for model aircraft operators, so they can more effectively protect public safety. The agency wants the public to know how and when to contact the FAA regarding safety concerns with UAS operations. You can visit the Agency’s Aviation Safety Hotline website or call 1-866-835-5322, Option 4. While today’s notice is immediately effective, the agency welcomes comments from the public which may help further inform its analysis. The comment period for the notice will close 30 days from publication in the Federal Register. UPDATE: DroneLife.com – FAA favors frat bros over farmers. The article has a great summary of what is considered legal or illegal by the new FAA ruling. UPDATE: Forbes.com – FAA Struggling to Deal With Drones, Cracks Down on Realtors and Farmers. UPDATE: Motherboard notes hobbyists are gearing up to challenge the FAA ruling. 36,087 total views, 3 views today

aerospace

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Over the past 50 years, the majority of space research and exploration has been initiated through the government. However, in recent years the United States has begun transitioning away from this trend. Private companies are starting to enter a new market: space exploration. These “New Space” companies have a lot to offer but also bring some downsides The emergence of these companies is largely due to NASA’s Commercial Orbital Transport Services Program (COTS) was starting in 2006 and subsidized commercial firms for the development and testing of a spacecraft that could replace the space shuttle. The program was such a success because it removed many of the barriers to entry that existed in the emerging market. In addition, the program acted as a sort of fiscal policy. Most of the $700 million dollars spent stayed within the US and created serious jobs for the US economy. Funding these firms has jumpstarted the market to lead the world in this emerging industry. More than 20 businesses applied for the COTS Program. The contenders were eventually narrowed to Boeing, SpaceX, and Sierra Nevada. By awarding more than one company the contract NASA encouraged competition. In the past, both Boeing and Lockheed Martin have held near monopolies on some aspects of the demand (such as launching military satellites). As a result of their strong grasp on the market, Boeing has been able to charge high prices for its products. Now, these monopolies are beginning to crumble as NASA shifts its funding toward awarding contracts and relying more heavily on commercial industry. Consequently, companies like SpaceX, Sierra Nevada, Blue Orbit, and Boeing now compete for federal funding and contracts. By enabling competition (through reducing the cost to entry for many space startups like SpaceX), market forces have driven down prices and incentivized firms to find ways to get to space cheaper and faster than NASA ever could. Private firms are increasingly looking to NASA to fund their own missions and development. For example, just recently, SpaceX and Boeing received US government contract to deliver astronauts to the International Space Station (ISS). Planetary Resources are working towards mining near-earth astroids and astroids in the astroid belt. NASA’s role has obviously changed. Part of the government agency has become a sort of regulator/consumer for a market by issuing licenses and contracts to private firms. However, some aspects of space exploration aren’t yet practical for businesses to pursue. Thus, National Space Programs have narrowed their mission to invest in areas of space exploration where profits aren’t yet realistic or fit for commercial endeavors. Their are also some downsides that come from an increased reliance on the private sector. A lack of experience makes reliance on these firms more risky both in terms of safety and as an economic investment thus many people are not interested in funding dicy business plans that haven’t been proven in the market. In addition, the way our space program is structured would place the profit motive ahead of the research motive for all space missions, possibly making the missions less scientifically efficient. In conclusion, we find that though private space companies help with two hugely important things: development of new technologies and lower costs. By investing in the formation of these companies the United States is pushing our industry to the forefront of an emerging market, all the while creating good jobs and fostering innovation. “NASA vs. the Free Market: Which Is Better for American Space Dominance?” Digital Trends. 31 Aug. 2012. Web. 6 May 2015. “Taxi to Orbit: NASA Goes with Old Space and New Space (with a Cameo by Jeff Bezos).” Washington Post. The Washington Post. Web. 6 May 2015. Cuadra, Alberto, and Katie Park, Published: Nov. 22, 2013. “New Players in the Space Race.” Washington Post. The Washington Post. Web. 6 May 2015.

aerospace

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Haapsalu Airfield or Kiltsi Airfield (ICAO: EEHU; Estonian: Haapsalu lennuväli) is a disused airfield in Estonia, located 4 km southwest of Haapsalu. During the Soviet era it was an interceptor aircraft base. It was a small fighter airfield with a few revetments. It was home to 425 IAP (425th Interceptor Aviation Regiment) flying up to 38 MiG-23 jets in 1991. The airfield has been abandoned since the Soviet army left it in early 1990s and the Soviet Union was reorganized. Community content is available under CC-BY-SA unless otherwise noted.

aerospace

http://walkaboutthegalaxy.libsyn.com/webpage/2018/10/20

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Fri, 19 October 2018 Candy Hansen, veteran of Voyager, Cassini and Mars missions and head of the JunoCam on Juno at Jupiter joins the astroquarks to talk about the edge of the solar system. The astroquarks discuss what the edge of the solar system is, plus stars from other galaxies, space trivia and superhero news. Direct download: Where_No_Podcast_Except_This_One_Has_Gone_Before.mp3 Category:Science -- posted at: 10:52pm EST

aerospace

https://myfirsthalloween.com/product/orange-astronaut-helmet-for-kids/

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Ever spent a year in orbit? We’re guessin’ you haven’t since only a small proportion of humankind has ever made it through astronaut training. So allow us to fill you in. It’s intense. Like seriously intense. And after you’ve spent all that time in zero gravity, it takes some serious adjustment to get used to life back on earth. (Ask NASA Astronaut Mark Kelly if you don’t believe us. 340 days in space, yeah buddy! )But if a spaceman needs anything for the mission, they’re gonna need one real, real important vital piece of equipment. Their space helmet! They sure wouldn’t want to go on a spacewalk without one, and to be honest, space suits look a little goofy without one. This helmet is sure to be just the thing to let your little guy or gal blast off. It features NASA decals and a flip-up visor, and it completes our orange astronaut costume set. Pick up this sweet helmet to complete your astronaut-in-training’s suit, and they’ll be one step closer to making “one giant leap! ” Price are correct at time of publishing and are subject to change.

aerospace

http://www.primex.team/hyperloop.html

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Hyperloop is a high-speed transportation concept proposed by Elon Musk, which would allow travelling from Los Angeles to San Francisco in less than 30 minutes through a capsule in a tube at 1200km/h. With the objective of accelerating the development of a functional prototype of this groundbreaking means of transport and supporting university innovation, SpaceX promoted a worldwide competition to design and build the best pod prototype to travel through the tube: the SpaceX Hyperloop Pod Competition. The final commitment of the GAIA Hyperloop Team was to design a reliable, high quality and high performance POD, but above all,a safety means of transport. The team was divided in smaller teams to work individually in every pod subsystem with a common focus, holding regular meetings to put all the ideas and efforts in common and providing support between all Team Members. Thanks to the advanced materials chosen and to the breakthrough technology applied, the final result of more than 5 months of designing process, was the QXT pod: a high-speed and light pod, which biggest strengths were the levitation subsystem and the structure design. For the levitation subsystem we used permanent magnets that allows the QXT to lift off the ground and hence, reducing maintenance time and costs. The structure was designed with a balanced agreement between aerodynamics needs and static/dynamic loads of resistance. All this along the other subsystems designed and the application of IoT, made the QXT a unique and innovative prototype. Faculty Advisor Daniel Sotelsek Salem Advisor Carmen Palomino Pérez Industrial Engineering Sergio Abarca Cifuentes Telecommunication Engineering Mikel Aguayo Fernández Industrial Engineering Brigida García Carasúsan Aeronautical Engineering Miguel García Cepeda Chemical Engineering Raquel Gijón Bastante Electrical Engineering César Hidalgo Serrano Aeronautical Engineering Lola López Gilabert Aeronautical Engineering Marta Medina González Aeronautical Engineering Miguel Ramos García Industrial Engineering Rafael Raya Jiménez Industrial Engineering Luis Baldomero Salgado Benítez Industrial Engineering Jorge Trallero Calvo Telecommunication Engineering Juan Vázquez Barco Advisor Lorena Gómez Pérez Advisor Freddy Escorza Team Captain Luis González Lorenzo

aerospace

https://www.rroverseasstudies.com/courses/pilot/

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If you have always been fascinated by the dynamics of flying, aeroplanes and the science behind it, commercial pilot training is a right career choice for you. The pilot training course helps provide wings to your aspirations and dreams. The job of the pilot requires skills of very high value and is very specialised. To be a commercial pilot one requires extensive knowledge of air navigation, how to lead aircraft under extreme and adverse circumstances, interpretation of meteorological reports, operating electronic and mechanical controls. Using one of the international training schools does offer students the ability to study at some of the best schools in the world. In places such as America and New Zealand, the climate, coupled with incredibly busy airspaces, means pilots are able to study in some of the best training environments possible. International schools also provide students with international exposure, which can help to further their career as a commercial pilot, whilst also taking between eight and ten months to complete the course. Pilot IN ABROAD: Ukraine, Georgia, Russia, Kazakhstan, Kyrgyzstan, Armenia, Philippines, Australia, Canada, USA, UK, New Zealand, South America

aerospace

https://jinomah.urgenzaspurghi.com/icon-aircraft-business-plan-10773sc.html

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Subsequently, the airplane pitched upward and entered a left turn, just before it traveled beyond the witness's field if view. The parachute and rocket were intact and not deployed. There are indications that a number of A5 position holders have canceled their purchases based on the wording of the agreement. Contributing to the accident was the pilot's mistaken entry into a canyon surrounded by steep rising terrain while at a low altitude for reasons that could not be determined. Visual meteorological conditions prevailed near the accident site about the time of the accident, and no flight plan was filed. At Stanford, Hawkins recalled, he and his fellow B-School students saw that the FAA had loosened regulations on small aircraft and began to examine what that meant. Subsequent year overhauls will not be cost-controlled. Owners also must agree to be "supportive" of the company. Sounds like an overpriced toy to me. He also thinks the way to achieve that vision is through Silicon Valley tech startup-style disruption—leveraging the U. Flight control continuity was established from the wing root aileron bellcrank to the aileron. I warned him to sit back and give the company time to get established and build a reputation and then hand his money over. The pilot's failure to maintain clearance from terrain while maneuvering at a low altitude. This will be the end of ICON! Spurning early job offers from commercial aircraft manufacturers, he accepted a position at Scaled Composites in Mojave, Calif. The CEO indicated that the company has the investors required to continue operations through this period, before production is increased and the company can become profitable. The company hopes to deliver a total of 15 aircraft in and in Flight control continuity of the rudder and elevator was established from the area of separation. The company would say only that that it has invested thousands of hours over eight years in ensuring that the aircraft is as safe as can be. Examination of the fuselage revealed that the fuselage structure, engine nacelle, and wing center section were crushed downward and displaced laterally to the left. With a range of up to miles, this is a recipe for a lot of smiles. The right wing leading edge to the wing root remained attached to the wing structure. It is likely that the pilot mistakenly thought the canyon that he entered was a different canyon that led to the larger, open portion of the lake. The plane has a top speed of miles per hour, carries a parachute and is designed to touch down and take off on both land and water. Officials are still working to recover the plane from the crash scene. He said the delay would allow the company to solve those manufacturing issues and get production on track. Dornier -style sponsons provide hydrodynamic stabilityhousing the retracted main landing gear, and act as a step for crew and passenger. Both the pilot and passenger were uninjured.The airplane was registered to a private individual and operated by Icon Aircraft, Inc., Vacaville, California, as a 14 Code of Federal Regulations Part 91 business flight. Visual meteorological conditions prevailed near the accident site about the time of the accident, and no flight plan was filed. ICON Aircraft is a consumer sport plane manufacturer founded in response to the new sport flying category created by the Federal Aviation Administration (FAA. Hawkins said that Icon would release more details on the changes to its business plan soon. 3 thoughts on “ ICON Aircraft Announces One-Year Delay In. May 26, · Opinions expressed by Forbes Contributors are their own. Aspiring flyers with a few hundred thousand dollars to spend on the sexiest new light sport airplane got a. Before you write a business plan, do your homework. These sample business plans for the airline and aviation industry, including passenger air travel, pilot training, and aircraft equipment manufacturing, will give you a head start. Courtesy of ICON Aircraft The price hikes, company founder and CEO Kirk Hawkins, said in an email to customers, is to cover the actual costs involved in manufacturing. “After more than a year of initial production,” Hawkins wrote, “we now have clarity on the actual cost to make an A5.Download

aerospace

https://www.ohio4h.org/statewide-programs/4-h-science/mars-base-camp-4-h-stem-challenge

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join the 4-H STEM Challenge and Blast-off to Mars with Ohio 4-H! We’re launching a trip to Mars Base Camp and want to help you get there! The 2020 4-H STEM Challenge explores sending a mission to Mars and what it takes to sustain life in space. The Mars Base Camp kit includes activities that use STEM skills like mechanical engineering, physics, computer science, and agriculture. We want Ohio 4-H families to join in and thanks to the Ohio 4-H Foundation and Google, you can receive an $8 discount on the Mars Base Camp family kit. The family kit is available at shop4-h.org for $15.95, plus shipping, but with the Ohio 4-H discount and the $5 discount available on their website, your final cost is just $7.80 + tax. Want to learn more? - Find 4-H STEM Challenge details at https://4-h.org/parents/4-h-stem-challenge/#!2020-challenge - Get your discount code at go.osu.edu/2020ohiostemchallenge Ohio 4-H Mars Base Camp Week - October 4-10 To help you on your Martian journey, the Ohio 4-H STEM Team is hosting a week of virtual, space activities. We'll be posting information here about how to access vidoes, guest speakers and demonstrations - stay tuned! Mars Base Camp Kit - UNBOXED! Want to know just what is inside the Mars Base Camp family kit? 4-H Educator Margo Long and her son Liam will show you all the cool items inside - take a look at their unboxing video, then head to go.osu.edu/2020ohiostemchallenge to get a discount code to purchase your kit! The Space Lander Challenge NASA launched Perseverance in July and it will land on Mars in February 2021. While you're waiting, you can build your own space lander with supplies you have at home. Get the Space Lander directions here and get to work on your own Mars mission! Insight from Mars When astronauts travel to space, they communicate every day with mission control about what they see and learn. Check out this free activity about coding with Scratch and imagine you are the first human explorers on Mars!

aerospace

https://arcadiamission2014.wordpress.com/home/frequently-asked-questions/

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How many hours a day do you plan on flying? Four hours. The Bonanza’s endurance (hours of fuel on board) is 5-6 hours. Four is a prudent maximum leg length to allow for alternate airports and the additional 45 minutes required by regulation. My own endurance is similar. Four hours in the air will mean a duty day of eight hours, which is plenty at my age. At what altitude/speed will you by flying? The most efficient altitude for the Bonanza is 8000-9000 feet. I will fly the last leg through the Rockies at 12,000 feet. The route will be the old Green One Airway, the same route flown in 1939. The MEA (Minimum Enroute Altitude) along that airway is less than 12,000 feet. What about cabin pressure? The Bonanza has no pressurization. But the cabin altitude of an airliner at FL350 (35,000 feet) is about 8000 feet. So flying the Bonanza or an airliner is more or less equivalent with respect to cabin pressure. But flying through the Rockies at 12,000 feet I will be breathing oxygen through a cannula. What are you most looking forward to in this mission? Everything! Flying is always an adventure. Astronauts in orbit see our planet with its thin envelope of atmosphere and experience the beauty and fragility of our existence. At 12,000 feet in the Rockies I will feel like I can touch the mountain peaks less than a mile underneath me. The deep valleys of the Columbia and Fraser Rivers will unfold in dramatic 3-D. But the people are even more important. I hope to meet and talk with many people of all ages during this trip. What are you least looking forward to in this mission? Being away from home. Adventure is great, but at the end of the day your own bed is best. What is your approach to the inherent danger of your mission? There is an old pilot maxim: don’t run out of gas and don’t hit anything solid. And I don’t intend to do either. Still, preparation is a good idea. First, the aircraft must be in good shape. Arcadia just went through her annual inspection, and even though a lot of restoration work has been done this year, there were things that needed attention. And I also carry a full survival/camping kit, as well as chocks and tie-downs. Before taking flight, planning is essential, with important consideration given to flight altitude and length, and weather. But once airborne, that live to air quality is all that remains of the inherent danger. Sure, the danger is still there, but you’re flying, it’s happening, so what’s left is just the excitement of dealing with it in real time. By what measures will you consider your Arcadia Mission 2014 a success? I want to raise awareness about flying. I want to reach people, especially young people, and help them appreciate how far we have come in 75 years and how they can continue to fly safely. If a few people at each stop get excited about the technology and the human skills needed to fly an airplane across the country, they can tell their family and friends. And then perhaps aviation will mean more to them than a cheap ticket.

aerospace

https://lists.ibiblio.org/pipermail/permaculture/2007-June/028075.html

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[permaculture] BBC NEWS | Science/Nature | Contract signed on Earth observer Lawrence F. London, Jr. lfl at intrex.net Mon Jun 18 21:38:36 EDT 2007 Last Updated: Monday, 18 June 2007, 23:10 GMT 00:10 UK Contract signed on Earth observer By Paul Rincon Science reporter, BBC News, Paris Air Show Artist's concept of Sentinel 1 (ESA - P. Carril) Sentinel 1 is the first of five spacecraft for GMES The European Space Agency (Esa) has ordered up the first bespoke spacecraft in its new global monitoring programme. Sentinel 1 is the first Earth observation satellite to be built for the Global Monitoring for Environment and Security Esa plans to launch five Sentinel spacecraft to track changes in the land, oceans, weather and climate. A 229m euro (£155m) contract for the design and development of the satellite was signed at the Paris Air Show. Jean-Jacques Dordain, Esa director-general, and Pascale Sourisse, chief executive of industrial partner Thales Alenia Space, were on hand to do the honours. "This is the first concrete step in creating the space infrastructure for GMES," said Volker Liebig, Esa's director of earth observation programmes. GMES is designed to provide Europe's politicians with independent environmental data to support policy decisions. The programme will have a particular emphasis on climate change. "The last G8 summit showed that Europe has really taken a lead in the political discussions about global change," Mr Liebig told journalists in Paris. "GMES will deliver the necessary instruments and information so that our politicians can make the right decisions on how we adapt and tackle this complex issue." The Intergovernmental Panel on Climate Change (IPCC) Fourth Assessment Report predicts a temperature rise by the end of the century of between 1.8C and 4C (3.2-7.2F). The report, published earlier this year, also says sea levels are likely to rise by 28-43cm and Arctic summer sea ice is likely to disappear in second half of the century. These climatic changes are likely to lead to a rise in the frequency of heatwaves and an increase in the intensity of "Global climate change is not something for our grandchildren to deal with any more. It is taking place," said Mr Liebig. Pascale Sourisse added: "GMES is essential for European citizens and the industrial community. It will help prediction in the short, medium and long-term." Sentinel 1 is equipped with a synthetic aperture radar (SAR) system, used to generate detailed radar images. By using radar, the satellite can make images at any time of the day or night, regardless of the Sun's illumination. WHAT IS THE GMES PROJECT? Etna erupts viewed from Envisat (Esa) A joint initiative of the European Union and Esa Pulls together all Earth-monitoring data whether collected in space or not Will use existing and newly commissioned spacecraft Crucial to the understanding of how our climate is changing Important for disaster monitoring - earthquakes, floods, eruptions, etc An enforcement tool for EU policies: fishing quotas, etc The European component of a global project known as Geoss Radar wavelengths are longer than those of visible or infrared light. So SAR can "see" through cloudy and dusty conditions that visible and infrared instruments cannot. Sentinel 1 will image the Earth in swathes 250km in diameter and with a ground resolution of five metres. It will be able to monitor environmental conditions on land and at sea. It will be able to provide detailed data on land surface motions when, for example, landslides occur. The satellite's capability for rapid mapping will be vital after natural disasters, when emergency services need to quickly identify whether roads still exist and villages are still intact. It will also watch over the marine environment, mapping oil spills and changes in sea ice. Sentinel 1, said Mr Liebig, "gives us the only means to observe what is happening at the poles, which have a very important impact on sea levels and climate". Another area where Sentinel 1's capabilities may be vital is illustrated by the 11m waves which hit the Indian Ocean island of Reunion on 14 May this year and by the 2004 tsunami disaster. "Now it is possible to see big waves travelling over the oceans. The waves which hit Reunion were caused by a storm off South Africa and were travelling for 11,000km across the ocean before they hit," said Volker Liebig. The satellite is expected to be launched in 2011. GMES is a joint initiative of the European Commission and Esa and is one part of an international co-operative effort known as Global Earth Observation System of Systems (Geoss). This is designed to bring together existing and new hardware and software, making it compatible to supply Earth observation data to countries around the world. E-mail this to a friend Printable version 'Green eye' tech centre launched 02 May 07 | Science/Nature Metop weather satellite lifts off 19 Oct 06 | Science/Nature Go-ahead for Europe ice mission 24 Feb 06 | Science/Nature Analysis: Europe's roadmap for space 07 Dec 05 | Science/Nature UK space expertise 'on the line' 29 Nov 05 | Science/Nature Huge satellite goes into orbit 01 Mar 02 | Science/Nature RELATED INTERNET LINKS Thales Alenia Space The BBC is not responsible for the content of external internet sites More information about the permaculture

aerospace

https://african-parrot.com/drone-and-bird/

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All about the Drone and Bir: How to fly with a drone with a parrot, The use of the drone is increasing dramatically, and these devices can affect the tranquility of parrots and other animals. . Animals may behave aggressively or flee in the presence of the drone. Today, flying in a drone has become a hobby, a dear hobby, but for many, it feels like returning to childhood with our remote-controlled car. Modern drones are getting cheap and easy to use. Our devices have new functions and features. Before tackling the subject of the drone and parrots, our little animals (drones) today enter into the protection of endangered species and into ecological research. Today, we even see emergency services using drones in research. In Brazil, we use it offroad to analyze the track over 3km before crossing a river. DRONES AND BIRDS HOW TO AVOID CONFLICTS Birds and drones evolve in the same territory, that is to say, the sky. We move between the ground and 150m above sea level. It goes without saying that a drone can be perceived by a bird as an intrusion or a danger. Today specialists are studying the question. But in the vast majority of cases, the reactions range from heightened vigilance and flight to fun for the Macaws in Brazil that I have been lucky enough to meet. Often the birds do not even react to the drone which passes near them. But there is a lot of factors that come into play. A device with a remote-controlled airplane engine, a heat-engine helicopter, disturbs a bird more than a drone because the electric motor makes less noise. A Mavic 2 Pro or a Phantom for example will scare away a bird directly. (Large majority of cases). Then the birds of small sizes will literally flee while the large ones will react more. You should know that the lack of reaction can also be a sign of stress.

aerospace

https://www.digikey.se/sv/supplier-centers/h/honeywell-microelectronics-and-precision-sensors

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Product Listing View All - Datainsamling - analog till digital-omvandlare (ADC) (2) - Gränssnitt - analoga brytare - specialanvändning (6) - Inbyggda - mikroprocessorer (2) - Klocka/tidtagning - klockgeneratorer, PLLs, frekvenssynthar (2) - Linjära - förstärkare - instrumentering, OP-förstärkare, buffertförstärkare (4) - Minne (3) - PMIC - spänningsregulatorer - linjära (4) Newest Products View All (6) Honeywell's HGuide n580 is a small, light-weight, self-contained, all-attitude Inertial/GNSS Navigator which can be used in a wide variety of platforms. Läs mer The HG4930 is a micro-electro-mechanical system (MEMS) based inertial measurement unit (IMU) designed by Honeywell to meet the needs of a range of applications across various markets. Läs mer Honeywell Aerospace HMR electronic compass modules are suited for land, sea, and airborne applications. Läs mer Recent PTMs View All (5) This presentation will introduce Honeywell’s HG1120 and HG4930 Series of IMUs GNSS.Duration: 10 minutes Honeywell offers a complete line of magnetic sensing products that are used in applications such as navigation systems, vehicle detection, and medical devices.Duration: 20 minutes Featured Videos View All (10) Designed to withstand some of the toughest environments and applications, Honeywell put HG4930 inertial measurement to the test by letting collegiate hockey players use it on the ice. Honeywell Aerospace innovates and integrates thousands of products and services to advance and easily deliver safe, efficient, productive and comfortable experiences worldwide. The HG4930 is a very high performance MEMS based IMU designed to meet the needs of industrial markets ranging from AUVs, ground and aerial robotics, survey/mapping, stabilized platforms, transportation, and other autonomous applications. Honeywell Aerospace Social Media Brochures and Catalogs Aero Blog Posts

aerospace

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3D-printed rocket launch delayed | CTV News California-based startup Relativity Space canceled Wednesday’s debut launch of its 3D-printed rocket in Florida over fuel temperature concerns, a key test of the company’s new strategy to cut manufacturing costs. delayed. The 110-foot (35-meter) Terran 1 rocket, 85% 3D-printed, was scheduled to take off Wednesday afternoon from the US Space Force base’s launch pad at Cape Canaveral. The rocket’s second stage “propellant thermal conditions” decreased during his three-hour launch window, which ultimately forced it to scrub, the company said on his Twitter account. The rocket’s next launch attempt is scheduled for Saturday between 1:00 pm and 4:00 pm (1800 to 2100 GMT EST), according to the company. Relativity is one of the few U.S. rocket start-ups competing to meet the growing demand for cheap launch services, which can be achieved using giant robotic 3D printers to simplify the rocket production line. We are betting on the expected cost savings. Most of their rivals are focused on cutting costs by building rockets designed to be reusable, such as Elon Musk’s SpaceX-built Falcon 9 booster. The initial Terran 1 launch aims to validate the company’s assumption that the rocket’s 3D-printed structure can withstand the forces of a launch from Earth. Josh Brost, Relativity’s senior vice president of revenue, told Reuters ahead of the planned launch attempt. Brost called Terran 1 “the largest 3D-printed structure ever assembled.” Widely used in a variety of industries, the 3D printing process involves the rapid curing or fusing of successive layers of soft, liquid, or powdery materials using machines that “print” autonomously. form a solid three-dimensional object. Object designs are scanned from digital blueprints. Brost said using a 3D printer would allow Relativity to expedite much of the manufacturing process, making it easier to make post-flight changes to improve the rocket’s design if needed. It eliminates the need for complex supply chains that otherwise slow rocket upgrades. . “The first launch of a new rocket is notorious for many reasons why it needs to be scrubbed,” said Brost. “So it’s completely unlikely that it would take a few tries to get past the countdown and take off for the first launch.” The expendable Terran 1 is built to carry a 2,755-pound (1,250-kg) satellite into low-Earth orbit, but declining demand for its class of launch vehicles means the Relativity is reusable by 3D printing larger sizes. We decided to develop a new rocket, the Terran R. It is scheduled to fly in 2024. Currently driving demand is so-called mega-constellation plans by companies such as SpaceX, OneWeb and Jeff Bezos’ Amazon to deploy tens of thousands of internet beam satellites in low orbit over the next few years. SpaceX will fly its own large rockets to orbit its own Starlink network, while Amazon and OneWeb plan to use similar large rockets from various launch companies for their own satellites. OneWeb will launch its next-generation satellite with Relativity’s Terran R, the companies announced last year. Relativity has secured launch contracts worth around US$1.65 billion for both rockets, with most of the revenue coming from the larger Terran R. Market demand for rockets like the Terran 1 is waning, but future flights of the rocket will inform how the Terran R is designed, Brost said. Asked if Relativity is still selling the Terran 1 to customers, Brost said the company “continues to talk to people about both vehicles.” (Reporting by Joey Roulette, Washington; Editing by Steve Gorman, Edwina Gibbs, Jamie Freed)

aerospace

https://italiadomani.gov.it/en/Interventi/investimenti/tecnologie-satellitari-ed-economia-spaziale.html

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What is the goal of the investment? The objective of the investment is to develop satellite connections with a view towards the digital and green transition and contribute to the development of the space sector. The investment also has the objective of enabling services such as secure communications and monitoring infrastructures for different economic sectors and to this end, consists of upstream (launch services, production and management of satellites and infrastructures) as well as downstream (generation of products and services) activities. For this investment, an additional € 800 million is expected to be financed by the Complementary Plan. - Reduce the gaps in standards of living The investment establishes the adjudication of the tenders and comprises of four projects: - Satcom, which consists of upstream activities such as the planning and development of three components, in particular the Internet of Things based on small satellites, a quantum communication mission based on current prototype developments which consent to the development of photon telecommunication technologies and the upgrading of existing infrastructures; downstream activities such as the planning, development and management of a hub and platforms for providing Satcom services. • Observation of Earth, that consists of upstream activities such as the planning and development of a remote sensing system (Synthetic Aperture Radar - SAR) and the provision of launches focused on monitoring of land, sea and sky; downstream activities such as the creation in the southern part of Italy of an incubator for applications and observation services and the creation of Project Cyber Italy that provides for the realisation of a digital replica of the Country. - Space Factory, made up of two sub-projects: Space Factory 4.0, that provides for the planning and construction of structures for digital manufacturing, assembly and testing of small satellites and the implementation of a cyber-physical production and twin digital satellite system; Access to space, that provides for research, development and prototypes for the creation of green technologies for future generations of propellers and launchers, including the demonstration of select technologies in flight. - In-Orbit Economy, that consists of the implementation of a demonstrator for technological services in orbit, for the interoperability in orbit, the increase in national surveillance capacity and space tracking including a network of sensors from earth for observation and tracking of space debris, the creation, development, asset commissioning for the purchase and the management and supply of data services and support of Space Traffic Management activities. Satcom satellite communication systems for the Observation of Earth space ventures ("Space Factory’") economic activities related to objects in orbit (‘In-Orbit Economy’) improvement of a research and development system in the space and technological fields

aerospace

http://www.masoncountypress.com/2012/11/01/manistee-to-offer-passenger-air-service-again/

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MANISTEE – Manistee Blacker Airport is hoping to soon offer airline service again. Last month its carrier, Aerodynamics, abruptly announced it was no longer providing service between Manistee and Chicago Midway Airport. Russ Spencer of the Manistee Airport Authority spoke to the Ludington Rotary Club Thursday and explained that the authority is in negotiations with another airline and hoping to have service by Nov. 15. He said the previous company has never formally informed Manistee that it is no longer providing service. Instead, the company sent an email to the Department of Transportation. As a result, Manistee has gotten a court ordered restraining order on the company, grounding its plane at the airport. Spencer said the new service is also expected to make a daily 8 a.m. flight to Midway and then a return flight from Midway at 8 p.m. Central Time. There is a possibility that a connection from Midway to Ypsilanti will be added as well. The new service is expected to start with a 19 passenger turbo propeller plane and then up sizing to a 30 passenger plane during the busier season. A few years ago, when Frontier Airlines was offering service, annual passenger counts were at 22,000. Manistee has offered service since 1961.

aerospace