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Multimodal Art Projection 269

http://stuetzliwoesch.ch/lifting-line-theory.html

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It can be used to find coefficients A 1, A 2, A 3,. My code is based on the book ''Aérodynamique subsonique Ion Paraschivoiu'' I want to send you some pictures of my calculations, then I can explain better my problem. Also in lifting surface calculation, the circulation goes to zero at L. A cosine distribution of spanwise locations should be used to match the assumed wing loading distribution. Aerodynamics and Aircraft Design Software Software for Aerodynamics and Aircraft Design W. By applying the boundary condition at N span locations a set of simultaneous linear equations can be constructed. The input instructions are often given as cards, from the days when the text files were physically a deck of computer cards. Note that the lifting line approximation matches up against the wind tunnel results quite well. Where the the wing loading is symmetric about the wing root, the contribution of even functions will become zero. Long thin wings, with high aspect ratio, have less induced drag. If a fixed number of coefficients A 1,A 2,A 3,A 4. The program uses the above lifting line equations to get solutions for lift coefficient versus angle of attack and induced drag coefficient versus lift coefficient 2. Only camber correction is required. This occurs when analysing wings with part span flaps. Rearranging and substituting for the local angle of incidence. The local lift vectors are rotated backward and hence give rise to a lift induced drag. In this case, a single general boundary condition equation results containing only one unknown, the vortex line strength at the wing root. The location for the code and related manuals. Finally, there is a codethat will estimate the landing gear weight. The program uses the method of Krenkel and Salzman. The pitch and camber has been determined by the requirement that the designed load distribution to be obtained. For a large aircraft, these vortices take several minutes to dissipate. This can be rearranged in terms of vortex strength, and substituting for vortex strength and induced angle produces the following boundary condition equation, This final boundary equation contains all the unknown coefficients of the wing model's vortex distribution, along with the wing's geometry and the stream conditions. Because of their action, they introduce additional downwash. However, 2π is usually a very close approximation. The program assumes a linear variation of section properties between wing root and tip and that the loading will be symmetric about the wing root. It is simple to combine the two to produce an equation for drag as a function of angle of attack. The section properties used outboard of the flap will also be constant and assumed to be equal to those of the wing tip. Section lift data in terms of a 0, α 0, ie. Also i'm happy for any to pm me or email me on Hi Inpsivan, im a 3rd year aeronautical engineering student. This information can be obtained from published 2-D experimental data or theoretical techniques such as thin aerofoil theory. After some initial experience, a few improvements tothe numerics were made by Pete MacMillin, who felt compelled to convert the code to c. Do not have any spaces in the directory name, Ex. The program assumes a linear variation of section properties between wing root and tip. Of course, the wake also can induce velocity components above, below, and beyond the span of the lifting line, but none of these are of interest in our flow model. While the overall governing equations are potential flow and hence do not give rise to friction or pressure drag, this lift induced drag will be a significant component of the overall drag of the wing. For most wing planforms, this additional downwash tends to be concentrated towards the wing tips. Trial and error method has been followed for the program. Currently I am trying to develop a matlab code for the lifting line theory that will be able to take into account wing twist. Eventually, this url will go away, and when it does, Prof. The input file must match the example input file exactly The number of spaces between the columns and before the first column of numbers must match the example code Finally, the programs and manuals change as students suggest clarifications and other improvements. If the wing loading is highly non-elliptical then a larger number of coefficients should be included. In fact, the above equation becomes identical to that predicted by Thin Airfoil Theory if we let the aspect ratio go to infinity, as it would for an infinite wing, and if we assume the lift curve slope of the airfoil section, C l α, is the theoretical maximum value of 2π. Information and a spreadsheet calculator are provided here for educational purposes. Thus the downwash at any span position on the wing can be found by integrating the influence of individual elements of the trailing sheet. Works this in this forum? As the wing develops more lift, the induced drag increases proportionately more at the wing tips, if this is where the tip vortices are adding extra downwash. Notice also that the induced drag depends upon the wing aspect ratio. As a general rule, high-wing planes tend to have an efficiency factor around 0. Thank you in advance, hi guys, i'm in trouble tryng to build a code using Panel Method lattice to estimate aerodynamic properties of a sail, given the geometry. This additional downwash means additional drag. Barely its just for a symmetrical flight, also the sample calculations. The diagram shows that, if there is more downwash at the wing tip than at the centre of the wing, there will be more induced drag there. I'm the member of team responsible for simulations, but my background and knowledge is not really suited for aerodynamics. Have you visualised your lift distribution on asymmetrical case? Coefficients A 2, A 4, A 6,. Assumption about the loading is that the circulation goes to zero at hub and tip in both lifting line and lifting surface calculation. For the calculation of induced velocity at any point in the flow field, the Biot-Savart law has been used. Note: files here may be posted in various formats. By integrating the component of section lift coefficient that acts parallel to the freestream across the span, the induced drag coefficient can be found. This technique is called Prandtl's Lifting Line Theory. The actual angle of attack finally allows the use of 2D performance, to calculate the lift forces dL and drag dD taking into account the vortex phenomena. For aircraft, the total drag is almost entirely due to the induced drag plus another form of drag called profile drag. The equation contains the unknown coefficients and the known geometric properties of the wing.

aerospace

https://connorgroup.com/news/dayton-entrepreneur-first-to-reach-space-ocean-depths-in-a-year/

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Dayton, Ohio – Real estate and technology entrepreneur Larry Connor successfully piloted the historic Ax-1 mission to outer space Friday, the first fully private mission to the International Space Station. The launch makes him the first person in history to reach space and the deepest parts of the ocean within one year. “I’ve always encouraged others to dream big, aim high and set impossible goals,” Connor said. “Nothing is impossible unless you think it is impossible. Both of these feats are great challenges that came with great responsibility.” Connor is the founder and managing partner of The Connor Group, a Dayton-based company that has grown from $0 to $3.5 billion in assets since 1992. He’s also founded The Connor Group Kids and Community Partners, a non-profit activist investing group poised to do more than $500 million of non-profit work over the next decade. Last April, Connor completed three dives in just five days to the deepest ocean depths in the Mariana Trench. The three explorations took Connor to the Challenger Deep, Sirena Deep and a seamount in the Mariana Trench, located in the Western Pacific Ocean near Guam. Now the Dayton businessman docked at the International Space Station for an eight-day mission. He is joined by former NASA astronaut Michael López-Alegría (commander of Ax-1), and mission specialists Eytan Stibbe of Israel, and Canadian Mark Pathy. While onboard, the Ax-1 crew will undertake 25 different experiments, logging 100 hours of research. Connor partnered with renowned medical experts at Mayo Clinic and Cleveland Clinic on four different experiments to study the heart, brain, spine and aging. “To have the ability to conduct research in micro-gravity is game-changing,” Connor said. “Having these private astronaut missions are one key strategy to becoming industry leaders in space exploration for the benefit of both the public and private sector.” Connor also intends to conduct live broadcasts from the ISS with school children in Ohio and Texas, answering questions and inspiring younger generations to aim high and pursue what others deem impossible. “I look forward to embarking on the important initiatives we set out to accomplish,” Connor said. “After thousands of hours of training and planning, now the real work begins.” Image courtesy of SpaceX About The Connor Group The Connor Group, founded in 1992, has grown from $0 to $3.5 billion in assets. Along the way it has been recognized as a top-50 workplace nationally by Glassdoor, as well as a multi-award winner nationally by Comparably (Best Company for Women, Best Culture and Best Compensation). The Connor Group owns and operates luxury apartments in Austin, Nashville, Tampa, Atlanta, Minneapolis, Chicago, Charlotte, Raleigh-Durham, Dallas, San Antonio, Denver, Indianapolis, Columbus, Cincinnati, Louisville and Dayton.

aerospace

http://myelegantshopping.com/DJI-Phantom-3-Professional-Drone

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DJI Phantom 3 Professional Drone A complete 4K camera and 3-axis gimbal system come integrated with the Phantom 3 Professional edition quadcopter from DJI. In addition to video, the camera is capable shooting up to 12 MP still photos using JPEG or non-proprietary DNG RAW format. The three axes of the gimbal give you pan and tilt control, and keep the horizon line level even as the aircraft banks. Different gimbal settings allow the camera to lock onto a fixed subject, be moved manually using transmitter rotaries or the app, or to simply provide camera stabilization. |Battery||6000 mAh LiPo 2S| |Frequency||2.400 GHz-2.483 GHz| |Resolution||12 Megapixel Photo Camera| |Special Features||720p HD App-Based Monitoring, Integrated 3-Axis Stabilization Gimbal, GPS for Enhanced Stability and Failsafes, Auto-Takeoff / Auto Return Home, Vision Sensor for Indoor Flight, Up to 23 Minutes Flying Time, Easy to Fly, Intelligent Flight System|

aerospace

https://marieducom.com/portfolio/aerospace-activity-booklets/

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Aerospace activity booklets Air and Space Museum These booklets were created for the Air and Space Museum (Musée de l’Air et de l’Espace) at Le Bourget near Paris. Made for children 7 years and older, they present the collections through different themes: civil aviation, military aviation, great historical figures and a deck of quizz cards to use in the museum’s various halls. The main design concepts for the activity booklets were legibility, mouvement and playfulness. This included the creation of a mascot character, Heli, the bat pilot that helps the reader through the games and shares fun facts and anecdotes. The illustrations were created digitally with Photoshop. Illustrator and graphic designer Air and Space Museum, Paris-Le Bourget

aerospace

http://blog.istanbulforsale.com/iata-code-for-the-istanbul-3rd-airport-becomes-clear/

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It has been annouced that the 3rd Istanbul Airport which has been underconstruction on the European side of İstanbul, will use the code IST as flight code of International Air Transport Association (IATA). As known, the code IST has still been used for the İstanbul Atatürk International Airport. It has been targetted to avoid any technical inconvenience during transition period for nomination of IST code to the new airport. It has been thought that since “the code IST” represents İstanbul, this will make great contribution to the introduction and publicity of the 3rd İstanbul Airport What is IATA Code? IATA code is made of 3 letters and defined by IATA itself. It is an essential part for identification of destinations, airlines, ticketing and other related air traffic documents. By means of IATA codes, all airlines applications for both passengers and cargos can be smoothly executed. IATA codes are also used for baggage tags and they help sorting of baggage. ICAO Code for the 3rd Airport Will be LTFM The second code for the 3rd İstanbul Airport will be LTFM which is code of International Civil Aviation Organization (ICAO). The letter “L” refers to the region where Turkey is located and the letter “T” refers to Turkey. ICAO codes are composed of 4 letters and declared to all over the world. Simulations Works Unverway General Directorate of State Airports Authority (DHMİ) has been working to accelarete the transition process from the former airport to the new one and to sustain air traffic without any interruption. DHMİ General Director Funda Ocak has given information about the simulation works and she stated that the simulation will continue for 8 weeks. Simulation works which were started in the last October and will continue until January 2018, aim at adaptation of Air Traffic Control Personnel to New Air Space.

aerospace

http://www.wapt.com/money/travel/best-summer-vacations-of-2015/26343148

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Take a tour of the Obama's next family home in Washington, D.C. Summer's already officially more than a week old, so maybe it's time to start considering that summer vacation. Summer's already officially more than a week old, so maybe it's time to start considering that summer vacation. Take a look at a list of 2015's best summer vacation destinations. SpaceX landed one of its rockets on an offshore platform Friday, the third time in two months the private space exploration firm has made a successful landing at sea. The unmanned Falcon 9 rocket sent a Thai communications satellite into orbit Friday ... No email address was supplied by To complete your registration on this site, please supply an address. Please confirm or modify the email address to which you will have subscription offers sent. For a more personalized experience, please supply the following optional information.

aerospace

https://circuitician.com/iot/gps-vs-gnss/

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Introduction: The Difference Between GPS and GNSS GPS or GNSS is just a position that we receive on the earth that’s coming from a satellite or a group of satellites. So we send a message to the satellite and the satellite sends a response that tells us where we are. These satellites revolve around the earth. The satellites that are specific to the US are called GPS. One of the vital pieces to the inertial sense navigation system is GPS or what we know it across the world is GNSS. The difference is very basic. GNSS is a little bit broader because we have Europe, and Europe has its own constellations of satellites that are revolving. Then also Russia has its own constellations of satellites that revolve around the earth. China also has satellites that revolve around the earth. These satellites are doing the same thing they provide a position. These entire networks of GPS(USA), BAIDU(China), GALILEO(Europe), and GLONASS(Russia) are what we call GNSS. GPS is a term very specific to the USA. What are the Different Uses for GPS and GNSS? GPS and GNSS are two different systems that rely on the same principle of triangulation to locate a user. GPS, the Global Positioning System, is a system operated by the United States military and is used for navigation purposes. GNSS, or Global Navigation Satellite System, is an international system that includes both civilian and military satellites. GPS is a standalone system that does not require other systems to work, but GNSS needs to work in tandem with other systems to provide accurate positioning data. GPS uses satellites that transmit radio waves with precise timing signals for calculating positions on earth, while GNSS uses satellites that transmit microwaves. Conclusion: Which Is More Accurate and Why? Global Navigation Satellite Systems (GNSS) and Global Positioning Systems (GPS) are closely related, but GNSS-compatible tools can use satellites from other networks besides those of the GPS system. This means better accuracy and reliability for receivers with many more sources. GPS is used for navigation such as when someone sends in their coordinates. In this instance, the GPS system can help pinpoint where they are. While GPS technology is inherently flawed in its exclusivity to only American satellites, it has been the most reliable global navigation system we have. Satellite signals can be blocked by natural obstacles like bad weather and geography. If enough of the signals are blocked, then your GPS becomes useless until the signal is re-established. GPS is the most popular navigation satellite system but is not the only option. You can get more accuracy and reliability by using a broader range of signals from any navigation satellite, and it is possible because of GNSS. All GNSS receivers are GPS-compatible, but not all GPS receivers are GNSS-compatible.

aerospace

http://www.vicscouts.com.au/airactivities.html

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Scout Air Activities Victoria (SAAV) is based at Moorabbin Airport and has been in existence since 1974. SAAV conducts flying days at Moorabbin Airport, and by request at country and regional airports, for all sections of Scouting and Guiding. Subject to the availability of instructors, SAAV also offers pilot training to Scouting and Guiding members over the age of 16 years. Scout Air Activity Target Badge Days Scout Target Badge Days are for individual Scouts with an interest in Air Activities and are schedule throughout the year from February to November. Click here for information and booking details or to register on our Scout Target Badge Day Waitlist. Flying Activity Days & Troop Target Badge Days To find out more about our flying days and Troop Target Badge Days click here and for information on learning to fly click here. Check out the pages to the right for all the information, downloads and links on Air Activities. - Contact Us - Flying Days & Bookings - Scout Air Activities Target Badge Days - Country Flyaways - Learn to Fly - Venturer and Queen's Scout Awards Pursuits Challenge - Pilot Honour Board - Scout Wings - Downloads and Links - Flying Around the Bay Photo Gallery - April 2013 Badge Day Course Photos - Videos (1) - Photos (94) - Events (0) - News (1) - General Enquiries

aerospace

http://wanda1011.blogspot.com/2011/03/onward-and-upward.html

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Space Flight Awareness – Award from the NASA astronaut office to the top 0.1% of NASA/Contractor employees for significant contributions to the success of the Space Shuttle program. This is the highest tribute paid by NASA to NASA/Contractor employees. Silver Snoopy – Award from the NASA astronaut office to the top 1% of NASA/Contractor employees for significant contributions to the success of the Space Shuttle program. Outstanding Achievement Award (IBM) We enjoyed our time with so many wonderful people who gave %100 serving our country like nothing I have ever seen in any other way. There was also very upsetting loss that I still have a hard time with today. Remember, these are people in our community that we go to church with, our kids go to school with their kids, and of course Trent worked with. It's now time to move on to the next generation of Space travel. We have discovered so much from the simple but what would you do with out it, Velcro! to many new ways to fight cancer and other diseases and so much more! So though it may have sad under tones for us there is an excitement as we know what the program is doing. Thank you for indulging me for a little while as I took a walk down memory lane and said good bye to an era that has been a big part of our life.

aerospace

https://www.flyability.com/introductory-training

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Get off to a good start! Each drone comes with a one-day, in-person Introductory Training. This training covers the essentials of flying an Elios drone and is designed to empower operators to perform standard inspections from their first flight. Successful completion of this training results in a pilot certification, a prerequisite for warranty benefits. We also provide an online version of this training. Participants: Up to 2 Duration: 1 day *One training course is included with every drone purchase. (excluding travel expenses). Available at all official training centers and at your premises. - How to set up the drone - Specifications of the drone - How to identify potential risks - Limits of the drone - How to perform basic flights - How to perform basic maintenance - How to use Inspector - The 8 essential flight exercises - A good understanding of the drone features - Readiness to perform your first simple inspection - Pilot certification to unlock warranty coverage

aerospace

https://tanmay-gupta.com/

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I'm an aspiring astronomer from Malaysia and India studying Physics and Aerospace Engineering at Caltech. I have lived around the world in Indonesia, Gabon, Mexico and now here in the USA. I want to work at the intersection of science and engineering on space missions. Space exploration is a human endeavour and I want to meet people and make friends as we further this mission together. I am currently working on the ASTHROS balloon mission at NASA JPL. Some of my hobbies inlcude: Making Music on the Piano and Clarinet Teaching and sharing Science Stargazing and Camping Travelling around the World I also enjoy stargazing and astrophotography. Both are much easier to do in dry California than Kuala Lumpur's cloudy skies. I love reading and am buried in this book by Anthony Doerr. I highly recommend it for historical fiction lovers and scientists too! Please see my resume for a more complete description of my skills and experiences. California Institute of Technology (Caltech) '24 International School of Kuala Lumpur (ISKL) '20 Caltech AIAA Chapter NASA BIG Idea Challenge Team Sep '20 - Nov '21 NASA Jet Propulsion Laboratory Jun '22 - Present Jun '21 - May '22 Society for Promotion of Science & Technology in India (SPSTI) Summer '18 - '19'

aerospace

https://aviacon.ru/en/karera

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“Aviacon Zitotrans” is a Russian charter cargo airline founded in 1995 in Yekaterinburg. “Born to deliver! We will deliver the goods of our customers at the right time and at the best prices, thanks to the unique fleet of ramp cargo aircraft, coverage of the main world markets, wide experience, quality service, reliability and safety of flights ” Our motto: “We are different, but together we succeed because each of us is used to winning!” The airline employs more than 200 people - these are aviation industry professionals from all over Russia with experience in organizing and flying to 161 countries. «Aviacon» is proud of its team. Our flight crew, engineering service, flight engineers and operators can rightfully be called the company's golden assets. The total average flight time of airline commanders is over 10,000 flight hours, and co-pilots are over 8,000 flight hours. Such experience is the key to flight safety and cargo safety. It is flight safety that allows «Aviaсon Zitotrans» to develop within the framework of the chosen strategy - leadership in the field of quality of services provided. - Corporate training Every year, the airline provides training of new pilots for IL-76 aircraft. - Mentoring system The functions of mentors in the company are performed by experienced employees. Mentoring is not only a method of training, but also a way of transferring the values and traditions of the airline, attracting new employees to the corporate culture. - Corporate life and social responsibility «Aviacon Zitotrans» is a socially responsible employer. The company annually rewards employees in connection with memorable dates; seeks the award of well-proven employees with a long record of work Honorary diplomas from the Government and the Legislative Assembly of the Sverdlovsk Region, departmental awards; provides financial assistance to employees who find themselves in a difficult life situation.The airline honors corporate values: holds corporate competitions and events, celebrates corporate dates, develops corporate social media, participates in significant social and political projects. We openly accept those who share our values and views on business.

aerospace

https://www.cashexpert.xyz/qantas-passengers-hear-bang-but-had-no-idea-engine-failed-mid-air-9-news-australia/

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Bound to Sydney on flight QF144, Qantas passenger Nigel Morris has recounted the moment the engine failed mid-flight, with some reporting a loud “bang” was heard but no one knew the seriousness of the situation, and were not informed the pilot issued a mayday call until landing safely on the tarmac. Subscribe and 🔔: http://9Soci.al/KM6e50GjSK9 | Get more breaking news at 9News.com.au: http://9Soci.al/iyCO50GjSK6 0:00 Qantas mayday call 2:26 Qantas passenger recounts what happened 6:14 Former Qantas pilot shares insights on engine failure protocol 10:49 Probe underway Join 9News for the latest in news and events that affect you in your local city, as well as news from across Australia and the world. #9News #BreakingNews #NineNewsAustralia #9NewsAUS

aerospace

https://www.indoarabinfo.com/emirates-introduces-premium-economy-on-a380-flights-to-mumbai-and-bangalore/

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Mumbai, October 19, 2023 - Emirates unveiled its much-anticipated Premium Economy cabin for its A380 aircraft, marking the first Middle Eastern airline to offer this enhanced flying experience in Mumbai. The Premium Economy cabins are set to debut on the A380 service between Mumbai, Bangalore, and Dubai starting from 29th October. The A380, operating as EK506, touched down at Chhatrapati Shivaji Maharaj International Airport (MIAL) for an exclusive tour, attended by MIAL officials, VIPs, travel industry representatives, and the media. Among those present were Prakash Tulsiani, CEO of MIAL; Ashwin Noronha, COO of MIAL; Dinaz Madhukar of Adani Airports; Mohammed Sarhan, Emirates’ Vice President for India and Nepal; and senior Emirates executives including Adnan Kazim and Ahmed Khoory. Highlighting the positive reception of the new cabin class on other routes, Mohammad Sarhan commented on the great value and enhanced comfort the Premium Economy provides. He anticipates similar popularity in the Indian market, emphasizing Emirates' commitment to superior passenger experience. MIAL's spokesperson welcomed Emirates' upgraded services and highlighted the synergy between Emirates’ commitment to premium comfort and CSMIA’s world-class offerings. The Emirates A380 Premium Economy will feature 56 luxurious cream leather seats, arranged in a 2-4-2 configuration, providing more legroom, generous recline, and an upgraded dining experience. The airline's inflight entertainment system, "ice," now offers a larger screen and a diverse content selection in local Indian languages. In a significant fleet upgrade, Emirates is retrofitting 67 Airbus A380s and 53 Boeing 777 aircraft with nearly 4,000 Premium Economy seats. Indian passengers can now book these premium seats on selected Emirates flights between Dubai, Mumbai, and Bengaluru.

aerospace

http://futuresearch.net/network/activities/archives-58284.cfm

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On March 2-4, Marv Weisbord and Sandra Janoff led a future search for the Federal Aviation Administration (FAA) titled: "Growth without Gridlock: Systems Operations in the 21st Century" sponsored by the FAA. At the end of the meeting, an FAA senior executive said, "I don't know what to call this--maybe a minor miracle." FAA administrator, Marion Blakley. To read the FAA press release, click here Va. (AP) -- Air travelers may experience more short delays but fewer long ones under a plan announced Wednesday to ease flight congestion. The Federal Aviation Administration said the plan, if it works, should reduce the total amount of time that all flights are delayed because of bad weather or crowded airspace. ``It's not just a question of redistributing the pain, it's a question of lessening the pain for everyone,'' FAA Administrator Marion Blakley told reporters at the agency's Air Traffic Control System Command Much as commuters will leave home later or take a different route to avoid rush-hour traffic, airlines have agreed to take short delays or reroute flights to reduce overall delays in the air traffic system. Peter Challan, vice president of the FAA's Air Traffic Organization, explained how the plan, which took effect Monday, is supposed to work: Thunderstorms, for example, cause outbound flights to stack up quickly at Chicago's O'Hare International Airport. Under the plan, airlines will delay for about 10 minutes flights that are bound for O'Hare. That way, backed-up planes at O'Hare could more quickly get into the air when the weather clears because the airspace over the airport will be All air travelers flying in and out of Chicago would face fewer total delays, he said. Also, on Friday and Sunday nights during the winter, planes crowd the sky between the Northeast and Florida. Delaying departures for 10 minutes from smaller New York airports such as Buffalo, Syracuse and Elmira for 10 minutes would speed air traffic over the New York metropolitan area during peak traffic times. The plan is the result of a three-day meeting in early March of representatives from the FAA, pilot unions, major airlines, air traffic controllers and private plane and business jet owners. ``The airlines see an opportunity to take action ourselves to smooth out the flows,'' said Bill Wangerien, vice president of operations planning for Delta Air Lines. Though no formal agreement was reached, the parties agreed for the first time to cooperate to clear paths in the congested sky.

aerospace

https://www.rspmg.co/cat-iii-landing-cat/

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ILS）とは，視界不良時にも安全に滑走路上まで誘導する計器進入システム 。 日本の電波法施行規則において『ILS』とは計器著陸 What Is CAT III/IIIa, Min Visibility For Landing? · In Cat.III operations, there is no DH Actually, there is a DH for certain aircraft and/or airline combinations. Today I flew a CAT-IIIa approach/landing into DEN with 800RVR. AA 737 OpMan has a 50 foot RA Decision Height for CAT-III approaches. I believe theDH Night CAT III Landing from the Jumpseat of a 737-800 … A CAT III landing is a full Auto-land due to extremely low visibility 192 share Report Save Continue this thread level 2 1 year ago Autopilot disconnect 11 share Report Save level 1 1 year ago Engineering and technological advances are sometimes hard to grasp Instrument Landing System (ILS) The Instrument Landing System (ILS) provides an approach path for exact alignment and descent of an aircraft on final approach to a runway The basic components of an ILS are the localizer, glide slope, and Outer Marker (OM) and, when installed for use with Category II or Category III instrument approach procedures, an Inner Marker (IM) Do pilots need airline permission before performing … READ CAREFULLY, I was given the task of approving AWO Manual. ALL WEATHER OPERATION MANUAL. 1. Aircraft must be certified for cat 3 by FAA/ EASA/ CAA . 2. A/C must be certified fit for cat 3 by the Engineer releasing the aircraft. 3. At the time o · PDF 檔案Part-CAT | Resulting text Page 2 of 437 Notice: Version 2 contains the corrected rule text of – CAT.POL.H.215 – CAT.POL.H.220 – CAT.POL.H.225 – CAT.POL.H.420 and the corresponding rule in AR.OPS. 26 Nov 2010 Instrument Landing System – an overview III.F Instrument Landing Systems What is known as the Instrument Landing System (ILS) consists of (1) “localizer” transmitters, located at the centerline of and off the ends of runways, which provide lateral guidance to aircraft approaching to land; (2) Aalborg Airport upgrades to CAT III with Indra Navia’s … “Upgrading to CAT III with our NORMARC 7000 landing system means fewer delays, reduced carbon footprint and more satisfied passengers. We are very pleased to have worked with Aalborg Airport and Naviair on this project”, says Hans Christian Guren, Navigation Director of Indra Navia. Honeywell, Boeing trial CAT III GBAS landing · Honeywell, Boeing trial CAT III GBAS landing June 15, 2015 Innovation, Navigation, News 0 In an industry first, Honeywell and Boeing demonstrated how an aircraft can use Honeywell’s next-generation, precision navigation and landing technology to perform safe ，英語: Instrument Landing System，著陸進入する航空機に対して， CAT III AGL Landing System CAT III AGL Landing System Department Aviation Client Perth Airport Pty Ltd Time Jan 2016 to June 2017 Value Approx $30m Team WCC Daniel Laudehr James Webb Kevin McSweeney Ryan Oliver Safegate Damian Browne Jerry O’Sullivan Josh Hay Anthony ‘Full confidence’ in Cat 3 landing system after foggy … The number of cancelled flights raised some eyebrows, considering the expectations of a new $37.5 million Category III Instrument Landing System (Cat 3 ILS). In a release Monday, the airport Operational Notes of Instrument Landing System · PDF 檔案CAT III, 3 metres, measured at the landing threshold z Reduction of power output below a usable level z A change in sensitivity of 17%. A decrease in sensitivity produces an increase in course width and an increase in sensitivity shows a narrowing of the course. ILS CAT III landing ILS CAT III landing Category I (CAT I) operation” means a precision instrument approach and landing … · PDF 檔案“Category I (CAT I) operation” means a precision instrument approach and landing with a decision height not lower than 200 feet (60 meters) and with either a visibility of not less than 800 meters or a RVR of not less than 550 meters; “ategory II ( AT II) operation CAT 1 vs 2 vs 3 HOLD What’s the difference? · If an ILS CAT III approach to RWY 28 R is in use, no one is going to be flying the CAT I approach to RWY 28 L and therefore that hold short line is not needed. Food for thought while I await an answer in the newsgroups. Logged KSYR-pjr ILS CAT III landing ویدیو ILS CAT III landing از کانال amozeshe khayati ILS CAT III landing, landing تام و جری – 152 – Cat And Dupli-Cat (1967) What is a CAT2 Landing · CAT II and any III operation cannot be conducted until all of the checklists are complete. This involves, uninterrupted power (generators on) to the approach lights, ILS and runway lights (including centerline and touchdown), visual inspection of … Instrument landing system – Wikipedia, wolna … ILS (ang. instrument landing system) – radiowy system nawigacyjny, wspomagający lądowanie samolotu w warunkach ograniczonej widzialności. ILS CAT 3c (ILS kategorii 3c) pozwala na automatyczne lądowania.

aerospace

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According to the FAA, there are more than 1.5 million registered drones in the United States. Drones are great and innovative, yet others utilize them for evil. The drone signal disruptor is being created at a quick pace since many people are concerned about their privacy and security. Drone jammers or drone killers are devices that are meant to disrupt or stop a drone’s ability to perform its mission. Additionally, drone jammers can prevent rogue drones from accessing restricted areas. You can find out all you need to know about these gadgets right here. Why Is It So Necessary To Develop A Drone Killer? Since the invention of drones, many people have taken advantage of the newfound freedom to abuse the technology for their ends. Despite the efforts of the FAA, many people continue to misuse their drones for malevolent or illegal purposes, despite the agency’s efforts. If you’re not already aware, drones may be very dangerous in the hands of the wrong people. Many people’s lives have been put at risk as a result of drones interfering with emergency response efforts. The usage of drones equipped with cameras to spy on individuals has also been documented. Rogue drones entered the White House grounds in 2015 despite tight “no-drone” laws in place in the area. However, despite the pilot’s assurances that he had lost control of the gadget, this incident demonstrated to security experts how drones might do significant harm. This necessitated developing technologies that could be utilized to stop rogue or illegitimate drones in the event of a disaster. Most individuals believe that drone killers are a fantastic accountability mechanism for drones since private residents’ safety and national security are at stake. An Introduction to A Drone Jammer’s Functions While shooting projectiles at drones with actual firearms and bullets is possible, it is not the most reliable technique of taking them out. It is necessary to have an excellent aim to fly a drone out of the cannon range. Shooting a gun may also be dangerous since the bullet might ricochet and put people’s lives at risk. Using a drone jammer is a better option since it uses a device that generates electromagnetic waves in a specified frequency range. The drone transmits at the same frequency as the signal being sent out. To operate the drone, a computer or a remote must be connected to it. To maintain communication with the controller, the vast majority of consumer drones operate at a 2.4 GHz or 5.8 GHz frequency. As a result, the jammer broadcasts at the same frequency as the drone in an attempt to confuse the drone’s receiver. The jammer’s signal interferes with the communication and signals between the drone and its pilot. As soon as you’ve done this, the drone will automatically switch to the “Return Home” mode. The pilot’s position may be pinpointed using this method. Remotely operated aircraft are often used to protect restricted places like military sites or research stations. A jamming signal is fired at a rogue drone if it manages to get into the restricted airspace. As a result, the drone’s navigation becomes jumbled, and it must return to its pilot’s location. Handheld drone killers are an alternative to the cumbersome and pricey drone jammer gear. These guns-like gadgets may be used to quickly deactivate drones. The drone may be forced to land if the jammer uses a feature that disables the drone.

aerospace

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The RAF’s fleet of 13 VC10s are currently in service over Afghanistan, the UK and the Falklands. Now three of them are having to meet the demands of the new frontline over Libya – two of them flying out of Trapani, the other from Cyprus. A jack-of-all trades, the VC10 can carry cargo and passengers. For Libya, its role is as a petrol pump in the sky, supplying the fuel for British and other Nato war planes as the mount bombing missions against Colonel Gaddafi’s forces. TB Davies Managing Director David Gray said, “The venerable VC10 is still an RAF stalwart, but they stopped making spare parts for it a long time ago. TB Davies supplies both the Little Giant ladder used for maintenance and the larger Giraffe Steps for conventional passenger and staff access.” It is just one of a number of tankers now refuelling up to 100 fast jets every day. Without them, this mission would be impossible to accomplish. Under a hot sun, and in stifling heat, ground crews work hard to maintain planes that are now almost half a century old. Gray continued, “There still appears to be the old wartime spirit of ‘make do and mend’ with the VC10 due to be phased out of service 2015 and replaced by Airbus 330. TB Davies will remain on hand to supply equipment to the MOD during these critical missions.”

aerospace

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All About Space Center Houston in Texas Space Center Houston is a fascinating place for children and adults alike. The center, which was founded in 1965, has been an important part of the Houston, Texas community since its opening. So it’s no wonder that it is one of the most popular tourist attractions in Houston! Space Center Houston is located in the city of Houston, Texas. It is one of the most visited tourist attractions in the state, with over 1 million visitors annually. Space Center Houston offers many interesting things for visitors to do, including tours and educational programs for students. Being just miles from The Last Resort, the center is a great place for outpatient rehab clients to go during the day and take their mind off of their drug rehab treatment program. Where is Space Center Houston Located? Space Center Houston is located right in South Houston right off Nasa Parkway at 1601 E NASA Pkwy, Houston, TX 77058. Space Center Houston is an excellent place to visit for anyone interested in space travel. There are lots of interactive exhibits, simulators, and more to keep everyone entertained! Located in the Clear Lake area of Texas near NASA Johnson Space Flight Center, this museum offers free admission, which can be quite rare these days! Visitors will get a glimpse into how it feels to be in space and what it would take to become an astronaut. Visitors can also get up close with some of the actual spacecraft used by NASA! Kids will love trying out all the interactive exhibits while adults can learn more about NASA’s history – everyone is sure to have a great time at Space Center Houston! Fascinating Facts About Space Center Houston - Space Center Houston is the official visitor center of the National Aeronautics and Space Administration’s (NASA) Johnson Space Center. - It is a museum and educational center that offers interactive exhibits, multimedia presentations and more. - It is one of the largest visitor centers in the world, consisting of more than 400,000 square feet. - It is the only place in the world where visitors can go on a tram tour of a functioning NASA facility. - Space Center Houston has artifacts, interactive displays, and other exhibits that tell the story of NASA’s journey to space exploration. - The center also offers several educational programs, such as Astronaut Training Experiences, and partnerships with schools and universities. - In 2003, Space Center Houston opened the door to a new building, the Astronaut Gallery, which houses artifacts and memorabilia from over 50 years of human spaceflight. - The center has a space shuttle replica, named Independence, which is used to educate and inspire the public. - Space Center Houston has a Safety and Mission Simulation Center, which simulates the environment of the International Space Station. - The center offers a variety of educational programs and tours, as well as flight simulators, space suit demonstrations and mission control *This content was submitted by a 3rd party and is for entertainment purposes only. The content does not represent the opinions or views of Last Resort Recovery, nor should it be viewed as an endorsement of any company, services, product or individual.

aerospace

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Saturday, 9th November 2019 737 Max does not fly before March? American Airlines has to reschedule New setback for Boeing: The US aircraft manufacturer can continue to call a safe start date for the problem jets type 737 Max. As a precautionary measure, an important major customer is removing the aircraft from the flight schedule by spring. The American airline American Airlines expects further delays in the Boeing 737 Max aircraft. The company, which is one of the major Boeing customers in the home market, announced before the weekend further adjustments in the flight plan. American Airlines therefore expects to be able to use the passenger jets again from 5 March 2020 at the earliest. Boeing 351.00 Previously, the airline had targeted the 16th January as an appointment for the resumption of flights with these machines. For Boeing, this results in further financial risks: every day the planes can not take off, the costs for the airlines, who had firmly reckoned with the new aircraft, are rising. The missing capacities have to be compensated by costly rescheduling. This not only increases the displeasure of customers. The volume of any claims for damages is also swelling. Inspection authorities all over the world had imposed a start-up ban on the Type 737 Max aircraft following two plane crashes with a strikingly similar course. In order to regain the operating license, Boeing must convince the authorities of the suitability of the model for flight. The work is going on. With the recent decision Boeing major customer American Airlines deleted the model for another one and a half months from the flight plan. The use of the 737 Max in regular passenger operation has been postponed for the umpteenth time. The US airline has earlier ordered 100 jets of the type in question Boeing ordered. The unit price is according to the list depending on the equipment between 100 and 135 million dollars (around 90 to 122 million euros) .Failure a full year? The 737 Max may not withdraw since mid-March. Airlines worldwide are waiting for the release of the machines. Production continues almost unabated. In total, more than 5,000 aircraft of this type have been ordered from Boeing. Manufacturer Boeing is under pressure to fix software issues that are considered to be a major cause of the two crashes, with a total of 346 fatalities. Whether and when the machines are allowed to start again depends on international regulatory authorities and is currently unclear. The start-up bans make it difficult for the airlines involved, so many flights are canceled.

aerospace

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Amazon's plan to start shipping deliveries via drone is really underway, as evinced by a letter the company sent to the Federal Aviation Administration (FAA) this week. In fact, Amazon is "incredibly passionate about" its Amazon Prime Air feature, wherein airborne drones would deliver packages to registered customers "in 30 minutes or less," according to the letter. In the letter, Amazon says that it is developing drones that can travel over 50 miles per hour and carry packages of up to 5 pounds (which it says covers 86% of all packages sold on Amazon). The letter also asks the FAA to grant the company "expedited operational authorization" to research and develop civil unmanned aircraft under the FAA Modernization Reform Act of 2012. According to the letter, sent by Amazon's VP of global public policy Paul Misener, Amazon is already on its eighth- and ninth-generation drones, and has been conducting private research indoors at a facility in Seattle. But it needs special permission to start testing the drones for outdoors use. The FAA Modernization Reform Act of 2012 gives the FAA funding to update its air traffic control regulations, which is necessary before commercial drones can legally take to the skies. But the act also allows for some exemptions for the sake of drone research and development. That's what Amazon is requesting in this letter. Many were originally skeptical of Bezos' drone plan, since the announcement first came just before the 2013 holiday season, leading many to think Bezos was just trying to put Amazon in people's heads.

aerospace

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For the very first time Mrs. Wakefield implemented the bottle rocket simulator project into her curriculum. Mrs. Wakefield thought this would be a very interesting experiment and one her students would love. Her students learned the effect of force on a rocket and were instructed to build their own rockets out of soda bottles, cardboard, and toilet paper rolls. Students had complete creativity on how they were allowed to design their rockets through decoration and design. They were allowed to determine how much weight or what shape the rocket would be in order to make it fly further. Mrs. Wakefield thought it would be fun to try this experiment and over all the students really enjoyed the project. They were building their rockets inside the classroom, but they launched them outside the school on the front lawn. They are not done launching the rockets yet, they have two more times this year to shoot their rockets into the sky. Check out some of the photos below. by Chelsey Lange Latest News >

aerospace

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Nov. 21-22: Maui Electric aerial line inspections with drones in West Maui area Release Date: 11/7/2019 KAHULUI, Nov. 7, 2019 – Maui Electric Company will be using unmanned aircraft, or drones, for routine aerial power line inspections on Thursday, Nov. 21 and Friday, Nov. 22, from 8 a.m. to 3 p.m., in the West Maui area and weather permitting. The drones, or Unmanned Aircraft Systems (UAS), are being used as a cost effective measure when accessing remote areas or challenging terrains, for increased employee safety, and to reduce the company’s carbon footprint. The company has begun to use drones for a variety of inspections, most recently in assessing power lines damaged in recent wild fires on the island. The Maui Electric UAS program is in full compliance with all Federal Aviation Administration rules and has developed safety, training, operating and privacy procedures to make sure the unmanned aircraft are flown with the highest regard for the safety of the public and crews.

aerospace

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Hollywood’s Captain Kirk, 90-year-old WILLIAM SHATNER, blasted into space Wednesday in a convergence of science fiction and science reality, reaching the final frontier aboard a ship built by Jeff Bezos’ Blue Origin company. The Star Trek actor and three fellow passengers hurtled to an altitude of 66.5 miles (107 kilometers) over the West Texas desert in the fully automated capsule then safely parachuted back to Earth. The flight lasted just over 10 minutes. “What you have given me is the most profound experience,” an exhilarated Shatner told Bezos after climbing out the hatch. The words spilling from him in a soliloquy almost as long as the flight. “I hope I never recover from this, I hope that I can maintain what I feel now, I don’t want to lose it.” What you have given me is the most profound experience. I hope I never recover from this.Shatner on his experience going into space. He said that going from the blue sky to the utter blackness of space was moving. “In an instant you go, ‘Whoa, that’s death.’ That’s what I saw.” Shatner became the oldest person in space. He eclipsed the previous record set by a passenger on a similar jaunt on a Bezos spaceship by eight years. The flight included about three minutes of weightlessness and a view of the curvature of the Earth. #GetSOM via @djgojabean @StraightOfficialMag #WilliamShatner #CaptainKirk #NewShepard #JeffBezoz #MissionNS18 #SpaceTravel

aerospace

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Skylab was launched on 14th May 1973 and was America's first manned orbiting space station. Visiting crews of three astronauts performed experiments to study the Sun, Earth and the impact of life in orbit on the human body. Three crews visited Skylab during its working life, with the astronauts on the last mision launched in February 1974 staying in orbit for 84 days. Skylab was intended to have two solar panels to supply electrical power to the station, but when the station arrived in orbit in 1973, one was found to be mising, while the other had not deployed. The first crew to visit the station made a spacewalk and were able to deploy the panel, restoring power to Skylab. The absence of the mising panel can clearly be seen in this picture. © National Aeronautics & Space Administration / Science & Society

aerospace

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You are here:Home/Events/SpaceCom | Virtual Conference and Exposition | October 19-29, 2020 BPM-D is excited to announce that we will participate in SpaceCom Conference and Exposition. SpaceCom is the leading global space event designed for those serious about the immediate and long-term opportunities of space commercialization. The event is dedicated to accelerating the global business of space by bringing together top business leaders, investors, government agencies, engineers, scientists, and entrepreneurs from more than 50 countries for 8 days of unprecedented innovation, superior thought-leadership and forward-thinking strategies all for FREE. Join BPM-D’s Space Evangelist, Gonçalo Esteves, at our virtual booth during SpaceCom’s networking breakouts to learn how we are developing commercial space standards in the areas of mission design, manufacturing and human performance to derive and accelerate solutions for the challenges in commercial space.

aerospace

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Relive Pan Am's Glorious History Through the Words of Those Who Were There Pan Am - Personal Tributes to a Global Aviation Pioneer This anthology recounts the history of Pan Am from its first flight to its very last. It is illustrated with more than 400 images, many in full color and also includes posters, promotional brochures, timetables and baggage tags. The over-sized coffee-table book contains more than 80 essays written by former Pan Am employees and international media friends who had personal experience with many of Pan Am key events during its history.

aerospace

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The space industry has long been the domain of multi-billion-dollar government-funded projects. However, that has changed with new launch vehicles like SpaceX, Virgin Orbit, and others dramatically lowering the cost per kilogramme of getting payload into orbit. This in turn has unlocked the opportunity for new use cases (e.g. low cost satellite based broadband, space robotics, improved earth observation by radar and imaging technologies for commercial uses). As a result, over the last five years, Space Tech investment has increased from $1.7bn in 2017 to $6.2bn as of Q3 2022. This growing investment is reflected in the number of satellites set for deployment, which will rise from 3,300 today to an estimated 65,000 over the next decade. Many of these satellites have climate-related applications, allowing for rapid and accurate data collection over huge areas. And as deployment costs decline further, this number will only grow, significantly enhancing our ability to combat a wide variety of climate-related challenges. The Path to Low Earth Orbit & Sustainability in Space In order get those 65,000 satellites into orbit in the first place, there has been a been a quantum leap forward in launch technologies. SpaceX is the most high profile of this, but there are many others nipping at its heels such as GIC backed Skyroot from India, Astra and Rocket Lab from the US, enabling cheaper, on-demand, reusable launchers. Much of the explosion in the volume of satellite deployment is in the overlapping segments: i) small satellites, and ii) Low Earth Orbits (LEO). Whilst those new launchers act like the big truck hauling those satellites up into space, there is a need for the equivalent of Fedex stepvan to then do last mile delivery to put those small satellites into the desired orbit. Italy based D-Orbit helps solves this through their revolutionary ION (an in-orbit transfer vehicle) which can hold several satellites on top of a SpaceX (or other) launcher and then, once in space, go and deploy them each into the exact LEO that they need. This means that satellites benefit from dramatically lower time from construction to in-orbit (matter of a couple of months vs couple of years previously) and hence time to monetisation. D-Orbit completed 6 deployments in 2022 and 3 deployments already in the first few weeks of 2023. LEO comes with its own set of challenges. Due to the thin atmosphere still extending a few hundred kilometres above Earth’s surface, satellites in LEO slowly decay and fall back to Earth over a handful of years. Hence there is a need to refresh constellations used in low cost satellite broadband providers (OneWeb, Starlink) etc. on an ongoing basis, providing repeat business for launchers, in-orbit transfer vehicles and other satellite services business. Companies are also working on different ways of ensuring that putting those satellites in space in the first place is done sustainably. One way is to extend satellites’ service lifetime in space through repairs and refuelling, reducing the need for a new launch in the first place. This is something which D-Orbit is also working on. MDA, of Canada, demonstrated the successful transfer of batteries and a computer on its Orbit Express mission. Another way to reduce the impact is to ensure that satellites that have reached their end of life, and other non-functioning items in orbit (e.g. the discarded upper stages of launch vehicles) that make up space junk are safely dealt with before they collide showering debris into vital space infrastructure. The effects of climate change are becoming more noticeable, with one of the most visible impacts being the rise in extreme weather events. In the last 40 years, extreme weather events have tripled, and this trend shows no sign of abating. Consider the recent flooding in Auckland, New Zealand, the most severe in recorded history, as a prime example. Against this backdrop, a growing pool of satellite companies are looking to provide more granular detail and access to governments, especially in the developing world, that lack the radar infrastructure to alert their populations of extreme inclement weather. Companies such as Tomorrow.io, Cervest, and ICEYE are leading the way in providing satellite-based solutions that can help better understand, predict and prepare for these extreme weather events. Tomorrow.io uses Earth Observation (EO) data and proprietary AI to monitor and predict weather and climate events. Their platform can provide users with a detailed, up-to-date view of weather and climate conditions in any given location. Cervest, on the other hand, has developed an advanced climate intelligence solution to help businesses and governments better prepare for and manage the risks associated with climate change. The company’s solution combines satellite imagery, weather station data and direct observations to create a dynamic climate model to monitor potential risks. ICEYE, which recently raised an impressive $136m Series D funding round, is a world-leading SAR data provider and expert in NatCat solutions. The company owns the world’s largest synthetic-aperture radar constellation, which can deliver unmatched persistent monitoring capabilities for any location on earth. It’s estimated that the United Kingdom loses one-fifth of its water supply due to pipeline leakages. This is a severe problem that’s only compounding water shortages caused by climate change. Companies such as Asterra and Rezatec are using satellites to detect water leakages from orbit, allowing utility companies to more rapidly identify and repair leakages. These technologies can save upwards of 5.5 million litres of water per day. Asterra, a global leader in using Earth observation to reduce water loss, is able to use satellite data to map ground saturation levels over large areas, down to depths of 10 feet. This mean they can monitor the condition of underground infrastructure, the ground stability for roads and railways, and detect water leaks. UK-based Rezatec provides geospatial data-driven platform solutions for water utilities, government agencies, and the greater infrastructure industry. The company’s solutions use Polarimetric Synthetic Aperture Radar (PolSAR) data from satellites to monitor water, forestry and agricultural assets, enabling the optimisation of resources. These (and other) companies are introducing game-changing capabilities in the global quest to achieve net zero emissions, opening up for the first time the potential to monitor in near real-time everything from the energy wastage due to poorly insulated buildings to how much energy a power station is generating. With the planet’s population expected to reach 9.8bn by 2050, the demand for food production is set to grow exponentially in the coming decades. The primary challenge lies in the limited availability of arable land, especially in Africa, where the population is growing faster than anywhere else. To meet demand, we will need to produce 56% more food by 2050, and with most arable land already utilised, we must look for ways to increase the efficiency of existing resources. A growing number of innovative space tech companies are now working on doing just that. Israeli crop intelligence provider Taranis is utilising satellite imagery and sensors to provide farmers with real-time analysis of their crops and fields in order to increase their production and crop yields. Since launching in 2015, Taranis has worked with the world’s top agricultural retailers and crop protection companies, serving millions of acres for customers in the United States, Brazil, and Europe. Waterloo-based SkyWatch has developed a platform to provide farmers a comprehensive view of their operations. The platform uses satellite and other remote sensing data to generate detailed reports and analytics about crops and soil health and other environmental factors such as weather and climate. In Europe, Belgian satellite manufacturer Aerospace Lab, which raised 40m Euros in a funding round led by Airbus Ventures, is making geospatial intelligence more actionable and affordable. The company designs, manufactures, and operates a constellation of remote sensing satellites that enable enhanced forecasts and optimisation of food production. German start-up Constellr is on a mission to safeguard the world’s food supply chain by harnessing the power of space-based water monitoring. The company is pioneering thermal infrared microsatellites for monitoring global land surface temperature (LST). The solution can detect early water stress via thermal imaging, contributing to enhanced yield, reduced operating costs, and optimised resource & supply chain management. Space tech is taking off, and we’re only just getting started With space-based data becoming more precise and costs decreasing, the ability of Space Tech to combat a wide variety of climate-related challenges is significantly expanding. High initial investment costs mean there is a real first-mover advantage that investors should be looking to capitalise on. We can see Space Tech investment surpassing $7.5bn this year, despite the downturn across many other sectors in the market. The global space industry is expected to reach $1.4tn by 2030, and these current levels of investment will have to persist and accelerate to reach that goal. Learn more about us. UCS satellite database, 2021

aerospace

https://johnwilliamtempleton.wordpress.com/2009/05/23/naval-academy-leads-to-nasa-selection/

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President Barack Obama was not joking when he noted to midshipmen at the Naval Academy Friday how he relied on its graduates. Within 24 hours, he named Brig. Gen. Charles Bolden as his nominee for administrator of the National Aeronautics and Space Administration. Bolden is a South Carolina native who adds to the growing list of science and technology role models being empowered by the new administration. As we point out in our new e-book The Black Students Internet Guide, there are a host of career choices for black students who become familiar with the exploits of cutting edge innovators, educators, entrepreneurs and policy makers. Bolden became an astronaut in 1980, a dozen years after leaving the Academy. Bolden accepted a commission as a second lieutenant in the U.S. Marine Corps following graduation from the United States Naval Academy in 1968. He underwent flight training at Pensacola, Florida, Meridian, Mississippi, and Kingsville, Texas, before being designated a naval aviator in May 1970. He flew more than 100 sorties into North and South Vietnam, Laos, and Cambodia, in the A-6A Intruder while assigned to VMA(AW)-533 at Nam Phong, Thailand, June 1972 to June 1973. Upon returning to the United States, Bolden began a two-year tour as a Marine Corps selection officer and recruiting officer in Los Angeles, California, followed by three years in various assignments at the Marine Corps Air Station El Toro, California. In June 1979, he graduated from the U.S. Naval Test Pilot School at Patuxent River, Maryland, and was assigned to the Naval Air Test Center’s Systems Engineering and Strike Aircraft Test Directorates. While there, he served as an ordnance test pilot and flew numerous test projects in the A-6E, EA-6B, and A-7C/E airplanes. He has logged more than 6,000 hours flying time. Selected by NASA in May 1980, Bolden became an astronaut in August 1981. His technical assignments included: Astronaut Office Safety Officer; Technical Assistant to the Director of Flight Crew Operations; Special Assistant to the Director of the Johnson Space Center; Astronaut Office Liaison to the Safety, Reliability and Quality Assurance Directorates of the Marshall Space Flight Center and the Kennedy Space Center; Chief of the Safety Division at JSC; Lead Astronaut for Vehicle Test and Checkout at the Kennedy Space Center; and Assistant Deputy Administrator, NASA Headquarters. A veteran of four space flights, he has logged over 680 hours in space. Bolden served as pilot on STS-61C (January 12-18, 1986) and STS-31 (April 24-29, 1990), and was the mission commander on STS-45 (March 24-April 2, 1992), and STS-60 (Feb. 3-11, 1994). Bolden left NASA and returned to active duty in the U.S. Marine Corps as the Deputy Commandant of Midshipmen at the Naval Academy, Annapolis, Maryland, effective June 27, 1994. Increasing the technical and science acumen among African-American students is important for the nation and their communities. The presence of standouts like Bolden, Environmental Protection Agency administrator Lisa Jackson, Food and Drug Administration administrator Dr. Margaret Hamburg and new appointees to the Presidential science board, Drs. James Gates and Shirley Jackson of the University of Maryland and RPI, respectively, should give black students powerful motivation to pursue math and science careers. The purpose of the Black Students Internet Guide is to help educators clearly make that point.

aerospace

https://www.day-trips.ca/content/comox-air-force-museum

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Comox Air Force Museum The Comox Air Force Museum located within the Comox Valley on Vancourver Island is listed as one of the top ten things to do on a rainy day. Open year round, this major tourist attraction is dedicated to the preservation and history of the Canadian Armed Forces on the West Coast. The museum features history, artwork, and artifacts from early days of flight, through World War I and World War II. The Comox Air Force Museum air park - located just 500 meters down the road from the museum - hosts a collection of vintage aircraft including a selection of aircraft of significance in the history of Comox and West Coast aviation. Is this your business or attraction? Claim this listing today!

aerospace

https://www.omnivirt.com/view/15464/pano0001

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Explore recent video campaigns More 360° Videos BADER Treadmill Lab - 119 The BADER Lab uses biomechanics and motion analysis tools to understand the mechanics of human gait and applies that understanding to optimize the design and customization of assistive devices, such as orthotic and prosthetic devices. The overriding goal of this work is to assist people with limb loss and limb injuries to reach their highest level of function and quality of life. Buzz Aldrin: Cycling Pathways to Mars Trailer | Stereoscopic | 3840 Buzz Aldrin wants to be remembered for more than just "kicking up moon dust." He wants his legacy to include laying the groundwork for a permanent human settlement on Mars, and he has a plan. As NASA prepares to send the first humans to Mars, LIFE VR, TIME and 8i have collaborated with the Apollo astronaut and historical icon to create a one of a kind virtual reality experience. In the world’s first holographic ‘archival VR’ project, created by 8i, viewers will have a unique opportunity to ‘meet’ and the astronaut through his hologram today. Dr. Aldrin is an American astronaut best known for piloting the Lunar Module on the Apollo 11 mission in 1969, and the one of the first men to set foot on the moon. While it was a historic achievement, he wants his legacy to include laying the groundwork for a permanent human settlement on Mars, and he has a plan. In Buzz Aldrin: Cycling Pathways to Mars, travel with a photorealistic 3D hologram of Dr. Aldrin from his landing site on the moon to Mars where he’ll show Explore recent photo campaigns More 360° Photos

aerospace

http://www.alienscalpel.com/updates/british-x-files-reveal-secret-ufo-study

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Britain released hundreds of previously secret “UFO files” on Thursday, including a letter saying that Winston Churchill had ordered a 50-year cover-up of a wartime encounter between an unidentified flying object and military pilot. The files, published by the National Archives, span decades and contain scores of witness accounts, sketches and classified briefing notes documenting mysterious sightings across Britain. Click image to see the full story One Ministry of Defense note refers to a 1999 letter stating that a Royal Air Force plane returning from a mission in Europe during World War II was “approached by a metallic UFO.” Story by Maria Golovnina Reuters MSNbc web news Stay in touch with the conversation, subscribe to the RSS feed for comments on this post.

aerospace

https://www.rlgaming.com/viewtopic.php?f=201&t=15293&p=95458&sid=d144f492d71ef79edca24b696cb03fc4

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Mission briefing, mission card and recon photos will also be in your kneeboard. We also recently captured Sukhumi-Babushara and have stationed some aircraft there, so check for proximity for your flights/target areas. Continue mission by finishing the strikes at Sochi-Adler. The short runway needs attention as well as ammo and fuel dumps. There are potentially some SAM's left in the area, and AAA on the airfield proper. Watch for MAPPADS. There are also some juicy targets left at Gudauta if you have munitions left from striking Sochi-Adler. Mission type: Airfield Interdiction Situation: Enemy air activity has been high; the air threat needs to be reduced to allow us to support the ground war and strike strategic targets. We will strike Sochi-Adler. The objective is to reduce the operational capabilities of this airfield; the targets are the runways, control facilities, fuel and ammunition stores. Once these primary targets are hit, other targets of opportunity may be engaged. 2. Tac Admin Callsigns and roles: Anvil: airfield strike group OOB Threats: various air threats; MiG-21, MiG-23, MiG-25, MiG-29 (A and S), SU-27, SU-33, SU-30 OOB Friendly: US NAVY F/A-18C, F-14B, Pakistani JF-17, French Mirage 2000C, USAF F-15C, A-10C, F-16C, Georgian SU-25T, Ukrainian SU-33, MiG-29, German MiG-29 EMCON: Radar: standard, ECM: standard, Radio: standard Loadout: set by flight lead for target Gudauta: runway 15 center N43 6.774 E40 34.232 alt 69’ fuel dump N43 5.877 E40 34.409 alt 33’ ammo dump N43 7.44 E40 33.145 alt 52’ Sochi-Adler: runway 24 center N43 26.667 E39 57.56 alt 98’ runway 06 center N43 26.679 E39 56.525 alt 98’ fuel dump N43 26.160 E39 56.269 alt 98’ ammo dump N43 26.233 E39 55.915 alt 98’ BULLS: N42 307.972 E041 52.302 (Waypoint 1) Boom tanker Shell KC-135 268.000MHz 14X Basket Tanker Texaco KC-135MPRS 267.000MHz 13X Basket Tanker Arco S-3B 238.000MHz 38X CVN-71 127.500 MHz 71X ICLS: 1 CVN-74 128.500 MHz 74X ICLS: 4 Admiral Kuznetsov 129.500Mhz 3. Adversary Info: Known SAM threats are SA-10, SA-8, SA-6, SA-15, SA-18 MANPADS. Enemy air threats as noted previously, flights of 2 or 3 aircraft, occasional coordination between enemy flights to pincer. 4. Tac Conduct: Anvil and Voodoo to carry self-protect A2A weapons as Ares may not be able to prevent all enemy air from reaching the target area. Anvil and Voodoo to clear with Package commander before going A2G. Ares to aggressively engage enemy air that are vectoring to target area. Do not pursue more than 40nm from target area. Voodoo ingresses to target area first to ensure the SAM threat is null. If fuel and loadout permit after SEAD/DEAD mission complete Vodoo to provide close escort for Anvil or assist Ares at Flight lead discretion. ROE: weapons free on enemy units, must have positive ID, civilian casualties to be avoided at all costs Comms rules: keep comms to all flights to a minimum after package commander calls zip-lip. comms within own flight at flight lead discretion. Engagement: ALWAYS verify targets with AWACS, IFF or visual ID before launching; watch for friendly fire when enemy/friendlies are merged; coordinate with others to engage enemy. Comms: as briefed Lost Contact – Rally Point, fix comms We will post info for game session/mission times here. Moderator: RLG MGMT Team 1 post • Page 1 of 1

aerospace

https://iyfglobal.org/blog/fixing-skills-gap-aerospace-industry-mexico

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If you build an aircraft maintenance workforce, will investment for a maintenance facility come? If you’re in Chihuahua, Mexico, the answer looks to be yes, thanks to years of planning. For the first time, IYF partner in the state Colegio Nacional de Educación Profesional Técnica, or CONALEP, has anticipated and facilitated an important economic development investment by training a youth workforce with the necessary technical skills for a growing field. Specifically, a new Aircraft Maintenance Repair and Overhaul (MRO) facility is slated to open at the Chihuahua Airport in 2017. This training falls under Rutas, an initiative of IYF with the Entrepreneurs Foundation of Chihuahua, with support from USAID. Rutas is preparing high school students in the border states of Nuevo Leon and Chihuahua to successfully transition into the workforce by ensuring that their technical schools' curricula match employer need. Recently, CONALEP Chihuaha graduated a cohort of instructors who lead classes in aeronautic assembly and maintenance for students in the technical upper secondary education system. The first students trained in aeronautic maintenance will graduate in May 2016. Of the students who receive an industrial electro-mechanics degree (with an aerospace technical specialty) through CONALEP, half are expected to find jobs at the new MRO facility. The others will secure work at other existing and upcoming aircraft assembly plants in the city. One in three of the nation’s aerospace jobs is in Chihuahua. Additionally, as part of a new collaboration, the Air Washington consortium of community colleges donated the curricular materials they have used to train aeronautic technicians in that state under a grant from the US Department of Labor. Using these materials, CONALEP developed curricula that complement the plan the Chihuahua Aerospace Cluster has shared for its growth over the next 10 years. CONALEP has offered these materials to two other Mexican public technical school systems, DGETI and CECyTECH, who are part of the Rutas alliance.

aerospace

http://journeycook.com/flight/seattle-to-mumbai

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Book the cheapest Seattle to Mumbai international flight tickets with us. Easy interface of JourneyCook website helps easy and fast booking of air tickets. Hurry, Book now! - 757 is the smallest aircraft with 182 seats by Qatar flying operating from Seattle to Mumbai. - Daily 199,489 passengers can fly from Seattle, WA connecting to Mumbai, IN. - Weekly 207 flights are available to reach Mumbai from Seattle. - Total of 22 airlines are in operation from Seattle, WA to Mumbai, IN. - Delta airlines has the shortest flight on the route Seattle to Mumbai. - 330 with 298 seats is the largest aircraft by Delta flying from Seattle, WA to reach Mumbai, - British Airways has the maximum number one stop flights on the route Seattle, WA and Mumbai, IN. Top Airlines and Fares: * Terms & Conditions Applied One way (All INCL.)* ||Chicago / New York

aerospace

https://sheffieldbricktropolis.com/

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This year’s event will be out of this world! 17 to 30 August 2019 Aliens, astronauts and space rockets will land in Sheffield this summer as Sheffield BID brings back its hugely successful Sheffield Bricktropolis. Building on the success of the World landmarks trail last year, this summer sees a new space trail join the Bricktropolis programme. Celebrating 50 years of the moon landing, Bricks in Space is a visitor trail of galactic LEGO-brick models. Families are invited to take part in an exciting space mission to discover planets, astronauts, rockets – and even a friendly alien from the farthest edge of the Green Spiral Galaxy! There are 15 incredible Bricks in Space models to find on the fun interstellar trail. Standing 1.9m tall, the Neil Armstrong model is made up of more than 57,000 bricks, while the 2.8m-tall Apollo 11 Saturn V rocket has 68,583 bricks. There will also be models of astronauts Yuri Gagarin and Valentina Tereshkova, as well as planets, the first flag on the moon, and various space vehicles. There will be a fun astronaut selfie zone, and visitors can share their pictures on Facebook, Twitter and Instagram by tagging @SheffieldBID and using the hashtag #SheffieldBricktropolis. Visitors can download the Sheffield Bricktropolis app to scan the models and reveal fun facts. Scan them all to be in with the chance of winning prizes including a fabulous free family trip to LEGOland. Last year’s winners, the Randerson family, will share their fantastic experience as part of this year’s event. You could be a winner this time! Sheffield Bricktropolis returns 17 to 30 August 2019. Register NOW to receive regular updates about the trail, interactive workshops and an even bigger fringe programme this year!

aerospace

https://mae.ucdavis.edu/mechanics-solids-structures-and-materials

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Solid mechanics, structural design and materials intersect in the engineering of all mechanical systems and so this research area is broad and inclusive. The types of inquiry include experiment and computation to understand basic phenomena and complex systems. Applications supported by our research are broad, including aircraft structures, propulsion systems, power generation equipment, ground vehicles, pressurized systems, biomechanical implants and heavy equipment. The intersection with materials is often related to minimum weight design and the development of structural systems robust to failure by impact, corrosion and fatigue. The influence of manufacturing process is also included. Material types of interest include metals, ceramics and composites, where the study of composites includes the behavior of thin-walled structures under bending, torsion and axial loads. For aerostructures, areas of emphasis include complex loadings such as residual stress fields or vibratory loads assessed through the study of structural dynamics and aeroelasticity. Specialized work includes degradation of composite materials, aeroelasticity, biomechanics, residual stress measurement, fatigue design and development of advanced finite element methods to solve advanced problems. Composite materials are being used extensively in new airplanes and helicopters, space structures and in other engineering areas such as wind energy, ships, transportation, infrastructure and biomedical joints. Areas of current research in composite structures that encompass several areas of engineering include durability of composites due to in service load (e.g., thermo-hygro-mechanical fatigue, impact) and structural health monitoring methods.

aerospace

https://tbga.us/2019/05/willing-to-fly-the-737-max-boeings-missteps-may-damage-their-brand/

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When a company is forced to navigate choppy waters, a single mistake can undermine a brand’s credibility and disheartened customers may take the opportunity to turn to competitors. Boeing is not the first company to fail when responding to a negative situation. However, keeping important information from the public and the FAA on two separate occasions definitely helped turn public perception against the company, especially as more details concerning the safety of flight crews and passengers come to light. How did Boeing stumble and could their chosen route of action influence their brand? Boeing faces serious credibility problems after their response to two deadly crashes involving the 737 Max plane: the first occurring in Indonesia and the second happening en route to Nairobi. A misstep was made when only a partial picture was disclosed by Boeing after the Lion Air crash. After the second crash of an Ethiopian Airlines flight, six weeks elapsed before Boeing finally related the underlying software issue to the public and to the FAA. As a result, Boeing faces an uphill battle when meeting with influential union members representing flight attendants. The head of the union, Sara Nelson, sharing that she does not feel confident in telling travelers and flight attendants to fly on the 737 Max until certain conditions are met. Boeing is concerned about the mark left on their reputation as it faces multiple federal investigations and lawsuits. The company has focused its public relations strategy on passengers as it waits for the decision that will allow the Max to return to commercial service. Transparency and full accountability need to be improved in order to reassure the flying public and secure the support of pilots and flight attendants. There was a concerning lack of communication between airlines, pilots and regulators about the software issue that directly affected the operation of the 737 Max planes and the safety of its passengers. The company was not forthcoming with pilots about how the basic system and some automatic features operated. It was only after the Lion Air accident that regulators and some pilots were informed that the key cockpit warning light did not operate unless the airline had also purchased the angle of attack indicator. When it comes to safety, getting all the details to your customers is paramount. Takeaways that reflect the need for honesty and transparency in a company include: Think from your customers’ point of view. What would you, as a customer, need to know in order to mitigate any potential issues arising from a partner’s shortcomings? As an airline or pilot, wouldn’t you feel it a priority to know about any system updates or faulty systems that could compromise the safety of your passengers and crew? B2B and B2C companies need to be customer-centric and offer clarity when situations come up to allow for adjustments. This can help a company maintain a positive impression and protect their brand. What do people say about you when you are not around? Whatever it is, that is your brand. After all, your brand identity is built by your actions and how you deliver, not on your stated values. The response or lack thereof to a serious situation is a reflection of a company’s core values and whether it deserves to be trusted — or not.

aerospace

http://tweetpeepz.com/10-things-know-monster-rocket-gslv-mk-iii-d1-mission/

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The Geosynchronous Satellite Launch Vehicle Mark III is a launch vehicle developed by the Indian Space Research Organization (ISRO). It is intended to launch satellites into geostationary orbit and as a launcher for an Indian crew vehicle. The GSLV-III features an Indian cryogenic third stage and a higher payload capacity than the current GSLV. Whole World eyes were set at the launch of ISRO’s heaviest rocket on June 5, 2017, and it was successfully launched. The 640-ton GSLV Mk III rocket is carrying a satellite weighing more than three tons into a high orbit above Earth. Here are 10 things to know about the GSLV MkIII-D1 mission: - The 43-meter (140-foot) GSLV MkIII-D1 rocket was launched from the Second Launch Pad at SDSC SHAR, Sriharikota in Andhra Pradesh. - Dubbed ‘Monster Rocket’ by scientists, it is India’s most powerful homegrown rocket to date to be launched from our own soil and weighs as much as 200 fully grown elephants or five fully-loaded Boeing Jumbo Jets. - The GSLV Mk III D1 is a three-stage vehicle with indigenous cryogenic upper stage engine designed to carry heavier communication satellites into the Geosynchronous Transfer Orbit (GTO). - The GSLV Mk III D1 is capable of lifting payloads of up to 4,000 kg into the Geosynchronous Transfer Orbit (GTO) and 10,000 kg into the Low Earth Orbit. - GSAT-19 satellite the heaviest satellite made and to be launched from India and is a voluminous animal and it will be launched using GSLV Mk III. - GSAT-19 is going to be powered for the first time with indigenously-made Lithium-ion batteries. These batteries have been made so that India’s self-reliance quotient can increase. In addition, similar batteries can then be used to power electric vehicles like cars and buses. - A successful launch of the 640-tonne rocket will be another feather in the cap for ISRO. - Scientists say the rocket, developed over 15 years at a cost of Rs 300 crore. - Till date, India had to depend on foreign launchers for communication satellites weighing more than 2,300 kg. - The GSLV MkIII was earlier known as Launch Vehicle Mark-III or LMV Mark III – If it successfully clears tests –then it could be India’s first vehicle to ferry people into space.

aerospace

https://www.a1steam.com/highlander/news/anon-details/friday-26th-august-a-new-nameplate-for-emtornadoem

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The A1 Steam Locomotive Trust and the Royal Air Force were delighted to announce the affiliation of the locomotive with RAF Marham as part of the station’s centenary celebrations. To mark the affiliation, Tornado now carries the RAF Marham crest on the fireman’s side nameplate. RAF Marham is the home of the RAF’s Tornado GR4 two-seat, all-weather, day/night attack and reconnaissance aircraft. On Friday 26th August the Nene Valley Railway (NVR) at Wansford, Cambridgeshire, hosted the rededication of No. 60163 Tornado and its affiliation with RAF Marham as part of the station’s 100th birthday celebrations. Following a briefing on the building and operation of the locomotive by Trust chairman Mark Allatt, representatives of the stations military and civilian staff witnessed the unveiling of Tornado’s nameplate bearing the RAF Marham crest by Station Commander Group Captain Rich Davies ADC MA RAF and Trust President David Champion. This was followed by a blessing by station Padre Reverend Geoffrey Firth. Group Captain Rich Davies commented, “We are delighted to affiliate RAF Marham in our centenary year with the magnificent achievement that No. 60163 Tornado represents. It’s sheer power and presence is reflective of that of the Tornado aircraft that operate from RAF Marham and have been the backbone of the RAF for the past 30 years.” Mark Allatt, chairman, The A1 Steam Locomotive Trust, added, "It’s a great privilege for No. 60163 Tornado to be affiliated with RAF Marham as it celebrates its 100th birthday. The locomotive was named in honour of the RAF aircrews who fought in the first Gulf War and in many other subsequent conflicts. We are delighted to be re-invigorating our relationship with the RAF and look forward to future collaborations." Following the dedication ceremony those present were given the opportunity to drive Tornado under supervision and later that evening the station hosted a ‘dining in’ night on the railway’s dining train also hauled by Tornado . It is hoped that No. 60163 Tornado will play a role in the Royal Air Force’s centenary celebrations in 2018. The new nameplate fitted to the fireman's side - Crown Copyright A1 Trust President David Champion and Group Captain Rich Davies ADC MA RAF No. 60163 Tornado was named after the RAF Tornado aircraft of the same name which were on active service in the middle east during the first Gulf War when the project to build the new Peppercorn class A1 Pacific was in its infancy. The nameplates were originally presented to The A1 Steam Locomotive Trust in a ceremony at Birmingham Railway Museum in 1995 and bore the crests of the then RAF Cottesmore and its Tri-National Tornado Training Establishment (TTTE) which trained British, German and Italian aircrews to operate the aircraft. With The Trust’s establishment of its permanent base at Darlington Locomotive Works in 1997 and the dissolution of the TTTE in 1999, the crest on the latter plate was replaced by that of nearby RAF Leeming (then an RAF Tornado station). This was the nameplate unveiled by TRH The Prince of Wales and The Duchess of Cornwall when Tornado was formally named at York station on 19th February 2009. Coincidentally, HRH The Duchess of Cornwall is the Honorary Air Commodore of RAF Leeming. Images all Crown Copyright

aerospace

http://alumifax.com/page/3/

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Personal jet charter is among the most effective methods to travel and is the appropriate selection in many different scenarios. There are great deals of reasons jet charter may be the preferred approach of reaching your following destination, whether you are taking an organisation trip or taking place a household trip. Prior to you choose to take into consideration exclusive jet charter, nevertheless, there are a few things to learn more about hiring personal air transport. Facts and also Details Concerning Personal Jet Charter Among the initial and essential points to discover when thinking about exclusive jet charter is that you have a great deal of adaptability related to the kind of flight you can use. If they decide to fly exclusive, lots of people incorrectly think that they will be stuck in a small prop airplane. In fact, this is not the case in all. When you charter a jet, you can pick from a variety of different size jets available to you, meaning that you can fit both big teams and also small on your jet which you can travel both far distances as well as nearby. Jets available to charter can normally be separated into four different size groups: hefty jets, very mid-size jets; midsized jets as well as ultimately light jets or turbo props. Light jets and turbo props can be a truly fun and also affordable means to fly, while larger jets will certainly permit you to go further and to bring even more individuals with you if you pick. One more crucial thing to be aware of when taking into consideration jet charter is the fact that exclusive jets fly into much more airports than common commercial airplanes. Many individuals mistakenly believe that they will have a more comprehensive range of locations if they fly on an industrial airplane considering that, nevertheless, these airlines have many travelers who intend to most likely to numerous various places. Exclusive jets, on the various other hand, fly right into an estimated 5500 airports. With so numerous even more alternatives for where your jet can fly right into- as well as with the ability to develop your very own travel plan based solely on your needs- you can eliminate unneeded traveling time and hold-ups and you can obtain closer to your destination much more swiftly. It is vital to recognize that jet charter does not have actually to be set you back expensive. Chartering an exclusive jet often tends to be the least expensive method to become involved in exclusive flight. Fractional ownership shares and also jet cards are both more costly methods to take a trip privately than exclusive jet charter When you charter a jet, you can jetsmarter flight reviews choose from a number of various dimension jets readily available to you, implying that you can fit both big groups and also small on your jet and that you can take a trip both much ranges and close by. Jets available to charter can jetsmarter private jets review normally be divided right into four different dimension teams: hefty jets, super mid-size jets; midsized jets as well as finally light jets or turbo props. Fractional ownership shares and jet cards are both a lot more expensive jetsmarter private jets means to travel privately than personal jet charter

aerospace

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Aadult dating related 40 txt Those Member States shall apply Annexes II and VII from 8 April 2018 to non-commercial operations with balloons and from 8 April 2019 to non-commercial operations with sailplanes or from the dates indicated in their decision, as the case may be. Annexes II, III, VII and VIII shall apply to specialised operations with balloons and sailplanes from 1 July 2014, except for Member States that have decided not to apply all or part of them in accordance with the provisions in force at the time of that decision, and to the extent they have decided to do so. Those Member States shall apply Annexes II, III, VII and VIII from 8 April 2018 to specialised operations with balloons and from 8 April 2019 to specialised operations with sailplanes or from the dates indicated in their decision, as the case may be. Annexes II, III, VII and VIII shall apply to specialised operations with aeroplanes and helicopters from 1 July 2014, except for Member States that have decided not to apply all or part of them in accordance with the provisions in force at the time of that decision and to the extent they have decided to do so. Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council This text is meant purely as a documentation tool and has no legal effect. However, they shall be replaced by certificates, authorisations and approvals, as appropriate, issued in accordance with this Regulation no later than six months from the date of application of the relevant requirements of this Regulation; ‘accelerate-stop distance available (ASDA)’ means the length of the take-off run available plus the length of stopway, if such stopway is declared available by the State of the aerodrome and is capable of bearing the mass of the aeroplane under the prevailing operating conditions; ‘acceptance checklist’ means a document used to assist in carrying out a check on the external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met with; ‘aided night vision imaging system (NVIS) flight’ means, in the case of NVIS operations, that portion of a visual flight rules (VFR) flight performed at night when a crew member is using night vision goggles (NVG); ‘alternative means of compliance’ means those means that propose an alternative to an existing acceptable means of compliance or those that propose new means to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules for which no associated AMC have been adopted by the Agency; ‘anti-icing’, in the case of ground procedures, means a procedure that provides protection against the formation of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period of time (hold-over time); ‘approach procedure with vertical guidance (APV) operation’ means an instrument approach which utilises lateral and vertical guidance, but does not meet the requirements established for precision approach and landing operations, with a decision height (DH) not lower than 250 ft and a runway visual range (RVR) of not less than 600 m; ‘cabin crew member’ means an appropriately qualified crew member, other than a flight crew or technical crew member, who is assigned by an operator to perform duties related to the safety of passengers and flight during operations; ‘category I (CAT I) approach operation’ means a precision instrument approach and landing using an instrument landing system (ILS), microwave landing system (MLS), GLS (ground-based augmented global navigation satellite system (GNSS/GBAS) landing system), precision approach radar (PAR) or GNSS using a satellite-based augmentation system (SBAS) with a decision height (DH) not lower than 200 ft and with a runway visual range (RVR) not less than 550 m for aeroplanes and 500 m for helicopters; ‘category A with respect to helicopters’ means a multi-engined helicopter designed with engine and system isolation features specified in the applicable airworthiness codes and capable of operations using take-off and landing data scheduled under a critical engine failure concept that assures adequate designated surface area and adequate performance capability for continued safe flight or safe rejected take-off in the event of engine failure; ‘category B with respect to helicopters’ means a single-engined or multi-engined helicopter that does not meet category A standards. Category B helicopters have no guaranteed capability to continue safe flight in the event of an engine failure, and unscheduled landing is assumed; ‘certification specifications’ (CS) means technical standards adopted by the Agency indicating means to show compliance with Regulation (EC) No 216/2008 and its Implementing Rules and which can be used by an organisation for the purpose of certification; ‘clearway’ means a defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height; ‘cloud base’ means the height of the base of the lowest observed or forecast cloud element in the vicinity of an aerodrome or operating site or within a specified area of operations, normally measured above aerodrome elevation or, in the case of offshore operations, above mean sea level; ‘continuous descent final approach (CDFA)’ means a technique, consistent with stabilised approach procedures, for flying the final-approach segment of a non-precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre shall begin for the type of aircraft flown; ‘critical phases of flight’ in the case of aeroplanes means the take-off run, the take-off flight path, the final approach, the missed approach, the landing, including the landing roll, and any other phases of flight as determined by the pilot-in-command or commander; ‘critical phases of flight’ in the case of helicopters means taxiing, hovering, take-off, final approach, missed approach, the landing and any other phases of flight as determined by the pilot-in-command or commander; ‘dangerous goods (DG)’ means articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the technical instructions or which are classified according to those instructions; an occurrence other than a dangerous goods accident associated with and related to the transport of dangerous goods by air, not necessarily occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained; ‘defined point after take-off (DPATO)’ means the point, within the take-off and initial climb phase, before which the helicopter’s ability to continue the flight safely, with the critical engine inoperative, is not assured and a forced landing may be required; ‘defined point before landing (DPBL)’ means the point within the approach and landing phase, after which the helicopter’s ability to continue the flight safely, with the critical engine inoperative, is not assured and a forced landing may be required; ‘dry lease agreement’ means an agreement between undertakings pursuant to which the aircraft is operated under the air operator certificate (AOC) of the lessee or, in the case of commercial operations other than CAT, under the responsibility of the lessee; ‘dry runway’ means a runway which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain ‘effectively dry’ braking action even when moisture is present; a Very Light Rotorcraft with a MTOM not exceeding 600 kg which is of a simple design, designed to carry not more than two occupants, not powered by turbine and/or rocket engines; restricted to VFR day operations; ‘final approach and take-off area (FATO)’ means a defined area for helicopter operations, over which the final phase of the approach manoeuvre to hover or land is completed, and from which the take-off manoeuvre is commenced. In the case of helicopters operating in performance class 1, the defined area includes the rejected take-off area available; ‘GBAS landing system (GLS)’ means an approach landing system using ground based augmented global navigation satellite system (GNSS/GBAS) information to provide guidance to the aircraft based on its lateral and vertical GNSS position. It uses geometric altitude reference for its final approach slope; ‘ground emergency service personnel’ means any ground emergency service personnel (such as policemen, firemen, etc.) involved with helicopter emergency medical services (HEMSs) and whose tasks are to any extent pertinent to helicopter operations; ‘head-up guidance landing system (HUDLS)’ means the total airborne system that provides head-up guidance to the pilot during the approach and landing and/or missed approach procedure. Such operations shall be conducted under conditions determined by Member States. Member States shall notify the Commission and the Agency of the conditions being applied. By way of derogation from the first sentence of Article 5(3), operators of complex motor-powered aeroplanes with a maximum certificated take-off mass (MCTOM) at or below 5 700 kg, equipped with turboprop engines, involved in non-commercial operations, shall operate those aircraft only in accordance with Annex VII. By way of derogation from Article 5(5)(a), training organisations shall, when conducting flight training on complex motor-powered aeroplanes with a maximum certificated take-off mass (MCTOM) at or below 5 700 kg, equipped with turboprop engines, operate those aircraft in accordance with Annex VII. Air operator certificates (AOCs) issued by a Member State to CAT operators of aeroplanes before this Regulation applies in accordance with Regulation (EEC) No 3922/91 shall be deemed to have been issued in accordance with this Regulation. AOCs issued by a Member State to CAT operators of helicopters before this Regulation applies shall be converted into AOCs compliant with this Regulation in accordance with a conversion report established by the Member State that issued the AOC, in consultation with the Agency. No later than 18 February 2019 the Agency shall produce a first report on the results of this review. That review shall involve scientific expertise and shall be based on operational data gathered, with the assistance of Member States, on a long-term basis after the date of application of this Regulation. MLR.105 of Section 2 of Annex III to this Regulation at the earliest opportunity and not later than 18 December 2017 or two years after the operational suitability data was approved, whichever is the latest.Tags: Adult Dating, affair dating, sex dating

aerospace

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“Even in the statement of Iran there is a hint that our crew was acting independently, or that it could have acted differently,” said the airline director, Yevhenii Dykhne. The crew received no warning before leaving Tehran, Ukrainian officials said. The plane took off as Ukrainian flights from Iran had dozens of times before, and followed the same departure routes as other airliners leaving that morning, Ihor Sosnovsky, the vice president for flight operations, told journalists. “There was no deviation from any routes that some are hinting at,” he said. The crew maintained normal radio contact with the tower in Tehran, he said, and followed a standard departure procedure for the airport. After having reached an elevation of 6,000 feet, they were instructed to make a slight northerly turn. In the last communication, he said, one of the pilots read back this instruction from the tower, saying “turn and climb.” Addressing criticism that the airline should not have sent a plane to Iran at all, in light of tensions in the region, the airline officials said it was Iran’s responsibility to close airspace if it had intended to fire missiles. Mr. Danilov said Iran had no choice but to admit to shooting down the plane because the facts had become apparent to Ukrainian experts on the ground and to the international community. The “cherry on top” in Ukraine’s probe, he said, came on Friday evening Iran time, when Ukrainian investigators found fragments of the top part of the airplane cabin that had been pierced by what appeared to be the shrapnel of a missile warhead. “As we saw it, Iran had to face the reality that there’s no way they’ll get out of this,” Mr. Danilov said.

aerospace

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SkyPixl & Drone ELEVATE YOUR IMAGES Drone photography and videography is the use of unmanned aerial vehicles (UAVs), also known as drones, to capture aerial images and videos. Drones are equipped with cameras that can capture high-resolution images and videos from unique angles and heights, allowing for stunning visual content. This technology has become increasingly popular in recent years for various applications, such as real estate marketing, landscape photography, surveying, and cinematography. Using a drone for photography can provide a unique perspective and allow you to capture stunning images from an aerial view. Here are some tips to keep in mind when using a drone for photographs Using a drone for video production is essential for creating dynamic and captivating visuals. With the ability to capture unique and elevated perspectives, drones can provide a cinematic feel to any project. Additionally, drones can capture footage that would be difficult or impossible to get with traditional filming techniques, making them a valuable asset in any video production. A 360 image from above allows the user to see the area in a unique way. Adding hotspots on important locations can provide context of the property location. 3D mapping with a drone is the process of using an unmanned aerial vehicle (UAV) equipped with a camera to capture aerial images of an area, and then using specialized software to stitch the images together to create a 3D map or model. The resulting map or model can be used for a variety of purposes, including land surveying, construction planning, urban planning, and environmental analysis. 3D mapping with a drone is a cost-effective and efficient way to gather accurate data and produce detailed visualizations of an area.

aerospace

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The AgustaWestland AW101 is a medium-lift helicopter used in both military and civil applications. First flown in 1987, it was developed by a joint venture between Westland Helicopters in the United Kingdom and Agusta in Italy in response to national requirements for a modern naval utility helicopter. Top speed: 309 km/h Length: 23 m Weight: 10,500 kg Unit cost: $21 MIllion USD (2009) Engine type: Turboshaft

aerospace

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LINE OPERATIONS SAFETY AUDIT 1.1.1 Historically, the way the aviation industry has investigated the impact of human performance on aviation safety has been through the retrospective analyses of those actions by operational personnel, which led to rare and drastic failures. The conventional investigative approach is for investigators to trace back an event under consideration to a point where they discover particular actions or decisions by operational personnel that did not produce the intended results and, at such point, conclude human error as the cause. The weakness in this approach is that the conclusion is generally formulated with a focus on the outcome, with limited consideration of the processes that led up to it. When analyzing accidents and incidents, investigators already know that the actions or decisions by operational personnel were bad or inappropriate, because the bad outcomes are a matter of record. In other words, investigators examining human performance in safety occurrences enjoy the benefit of hindsight. This is, however, a benefit that operational personnel involved in accidents and incidents did not have when they selected what they thought of as good or appropriate actions or decisions that would lead to good outcomes. 1.1.2 It is inherent to traditional approaches to safety to consider that, in aviation, safety comes first. In line with this, decision making in aviation operations is considered to be 100 percent safety-oriented. While highly desirable, this is hardly realistic. Human decision making in operational contexts is a compromise between production and safety goals. The optimum decisions to achieve the actual production demands of the operational task at hand may not always be fully compatible with the optimum decisions to achieve theoretical safety demands. All production systems, and aviation is no exception, generate a migration of behaviors: due to the need for economy and efficiency, people are forced to operate at the limits of the system’s safety space. Human decision making in operational contexts lies at the intersection of production and safety and is therefore a compromise. In fact, it might be argued that the trademark of experts is not years of experience and exposure to aviation operations, but rather how effectively they have mastered the necessary skills to manage the compromise between production and safety. Operational errors are not inherent in a person, although this is what conventional safety knowledge would have the aviation industry believe. Operational errors occur as a result of mismanaging or incorrectly assessing task and/or situational factors in a specific context and thus cause a failed compromise between production and safety goals. 1.1.3. The compromise between production and safety is a complex and delicate balance. Humans are generally very effective in applying the right mechanisms to successfully achieve this balance, hence the extraordinary safety record of aviation. Humans do, however, occasionally mismanage or incorrectly assess task and/or situational factors and fail in balancing the compromise, thus contributing to safety breakdowns. Successful compromises far outnumber failed ones; therefore, in order to understand human performance in context, the industry needs to systematically capture the mechanisms underlying successful compromises when operating at the limits of the system, rather than those that failed. It is suggested that understanding the human contribution to successes and failures in aviation can be better achieved by monitoring normal operations, rather than accidents and incidents. The Line Operations Safety Audit (LOSA) is the vehicle endorsed by ICAO to monitor normal operations. 1.1.4. The Line Operations Safety Audit Program describes the process by which all airline flight crewmembers are evaluated on professional standards. This section is designed to provide instructions, guidance, and regulatory requirements for evaluating flight crewmembers during these observations. As professionals, airline flight crewmembers are expected to exhibit the highest degree of airmanship, integrity, professionalism, proficiency, and safety. The flight crewmembers should be a master of the airplane, and demonstrate an ability to operate under complex circumstances throughout the range and scope of his/her duties. Additionally, the flight crewmember bears the final responsibility for the safe conduct of the flight. This standard, more than any other, distinguishes the flight crewmember as a professional. This mastery of complex problems, good judgment, situational awareness, crew resource management, and leadership skills is necessary to ensure that safety is never compromised. Flight Manual Part 1, the appropriate Aircraft Operating Manual, and the Line Operations Safety Audit Program provide the framework for ensuring standardized flight operations. However, when situations arise that are not specifically addressed by these manuals or FARs, the Flight Crew is expected to exercise professional judgment while maintaining safety of flight as the first priority. The Line Operations Safety Audit Program is the responsibility of the Manager of Flight Safety. Written comments and suggestions may be submitted via board mail to the Safety Department. All flight operations are subject to the Line Operations Safety Audit Program. The determination of whether a flight crewmember’s performance is acceptable is derived from the experience and judgment of the LOSA Observer. The LOSA Observer must evaluate carefully, consistently, and in accordance with the operating procedures outlined in the appropriate Aircraft Operating Manual. Reactive strategies/ Accident investigation 1.2.1 The tool most often used in aviation to document and understand human performance and define remedial strategies is the investigation of accidents. However, in terms of human performance, accidents yield data that are mostly about actions and decisions that failed to achieve the successful compromise between production and safety discussed earlier in this chapter. 1.2.2 There are limitations to the lessons learned from accidents that might be applied to remedial strategies vis-a-vis human performance. For example, it might be possible to identify generic accident-inducing scenarios such as Controlled Flight Into Terrain (CFIT), Rejected Takeoff (RTO), runway incursions and approach-and-landing accidents. In addition, it might be possible to identify the type and frequency of external manifestations of errors in these generic accident-inducing scenarios or discover specific training deficiencies that are particularly related to identified errors. This, however, provides only a tip-of-the-iceberg perspective. Accident investigation, by definition, concentrates on failures, and in following the rationale advocated by LOSA, it is necessary to better understand the success stories to see if they can be incorporated as part of remedial strategies. 1.2.3 This is not to say that there is no clear role for accident investigation within the safety process. Accident investigation remains the vehicle to uncover unanticipated failures in technology or bizarre events, rare as they may be. Accident investigation also provides a framework. If only normal operations were monitored, defining unsafe behaviors would be a task without a frame of reference. Therefore, properly focused accident investigation can reveal how specific behaviors can combine with specific circumstances to generate unstable and likely catastrophic scenarios. This requires a contemporary approach to the investigation. Should accident investigation be restricted to the retrospective analyses discussed earlier, its contribution in terms of human error would be to increase existing industry databases, but its usefulness in regard to safety would be dubious. In addition, the information could possibly provide the foundations for legal action and the allocation of blame and punishment. Combined reactive/proactive strategies 1.2.4 A tool that the aviation industry has increasingly used to obtain information on operational human performance is incident reporting. Incidents tell a more complete story about system safety than accidents do because they signal weaknesses within the overall system before the system breaks down. In addition, it is accepted that incidents are precursors of accidents and that N-number of incidents of one kind takes place before an accident of the same kind eventually occurs. The basis for this can be traced back almost 30 years to research on accidents from different industries, and there is ample practical evidence that supports this research. There are, nevertheless, limitations of the value of the information on operational human performance obtained from incident reporting. 1.2.5 First, reports of incidents are submitted in the jargon of aviation and, therefore, capture only the external manifestations of errors (for example, misunderstood a frequency, busted an altitude, and misinterpreted a clearance). Furthermore, incidents are reported by the individuals involved, and because of biases, the reported processes or mechanisms underlying errors may or may not reflect reality, this means that incident-reporting systems take human error at face value, and, therefore, analysts are left with two tasks. First, they must examine the reported processes or mechanisms leading up to the errors and establish whether such processes or mechanisms did indeed underlie the manifested errors. Then, based on this relatively weak basis, they must evaluate whether the error management techniques reportedly used by operational personnel did indeed prevent the escalation of errors into a system breakdown. 1.2.6 Second, and most important, incident reporting is vulnerable to what has been called normalization of deviance. Over time, operational personnel develop informal and spontaneous group practices and shortcuts to circumvent deficiencies in equipment design, clumsy procedures or policies that are incompatible with the realities of daily operations, all of which complicate operational tasks. These informal practices are the product of the collective expertise and hands-on expertise of a group, and they eventually become normal practices. This does not, however, negate the fact that they are deviations from procedures that are established and sanctioned by the organization, hence the term normalization of deviance. In most cases, normalized deviance is effective, at least temporarily. However, it runs counter to the practices upon which system operation is predicated. In this sense, like any shortcut to standard procedures, normalized deviance carries the potential for unanticipated downsides that might unexpectedly trigger unsafe situations. However, since they are “normal, it stands to reason that neither these practices nor their downsides will be recorded in incident reports. 1.2.7 Normalized deviance is further compounded by the fact that even the most willing reporters may not be able to fully appreciate what are indeed reportable events. If operational personnel are continuously exposed to substandard managerial practices, poor working conditions, and or flawed equipment, how could they recognize such factors as reportable problems? 1.2.8 Thus, incident reporting cannot completely reveal the human contribution to successes or failures in aviation and how remedial strategies can be improved to enhance human performance. Incident reporting systems are certainly better than accident investigations in understanding system performance, but the real challenge lies in taking the next step understanding the processes underlying human error rather than taking errors at face value. It is essential to move beyond the visible manifestations of error when designing remedial strategies. If the any airline is to be successful in modifying system and individual performance, errors must be considered as symptoms that suggest where to look further. In order to understand the mechanisms underlying errors in operational environments, flaws in system performance captured through incident reporting should be considered as symptoms of mismatches at deeper layers of the system. These mismatches might be deficiencies in training systems, flawed person technology interfaces, poorly designed procedures, corporate pressures, poor safety culture, etc. The value of the data generated by incident reporting systems lies in the early warning about areas of concern, but such data do not capture the concerns themselves. 1.2.9 The observation of training behaviors (during flightcrew simulator training, for example) is another tool that is highly valued by the aviation industry to understand operational human performance. However, the production component of operational decision making does not exist under training conditions. While operational behaviors during line operations are a compromise between production and safety objectives, training behaviors are absolutely biased towards safety. In simpler terms, the compromise between production and safety is not a factor in decision making during training. Training behaviors are by the book. 1.2.10 Therefore, behaviors under monitored conditions, such as during training or line checks, may provide an approximation to the way operational personnel behave when unmonitored. These observations may contribute to flesh out major operational questions such as significant procedural problems. However, it would be incorrect and perhaps risky to assume that observing personnel during training would provide the key to understanding human error and decision making in unmonitored operational contexts. 1.2.11 Surveys completed by operational personnel can also provide important diagnostic information about daily operations and, therefore, human error. Surveys provide an inexpensive mechanism to obtain significant information regarding many aspects of the organization, including the perceptions and opinions of operational personnel: the relevance of training to line operations, the level of teamwork and cooperation among various employee groups, problem areas or bottlenecks in daily operations, and eventual areas of dissatisfaction. Surveys can also probe the safety culture. For example, do personnel know the proper channels for reporting safety concerns and are they confident that the organization will act on expressed concerns? Finally, surveys can identify areas of dissent or confusion, for example, diversity in beliefs among particular groups from the same organization regarding the appropriate use of procedures or tools. On the minus side, surveys largely reflect perceptions. Surveys can be likened to incident reporting and are therefore subject to the shortcomings inherent to reporting systems in terms of understanding operational human performance and error. Flight data recording 1.2.12 Digital Flight Data Recorder (DFDR) and Quick Access Recorder (QAR) information from normal flights is also a valuable diagnostic tool. There are, however, some limitations about the data acquired through these systems. DFDR/QAR readouts provide information on the frequency of exceedences and the locations where they occur, but the readouts do not provide information on the human behaviors that were precursors of the events. While DFDR/QAR data track potential systemic problems, pilot reports are still necessary to provide the context within which the problems can be fully diagnosed. 1.2.13 Nevertheless, DFDR/QAR data hold high cost/efficiency ratio potential. Although probably underutilized because of cost considerations as well as cultural and legal reasons, DFDR/QAR data can assist in identifying operational contexts within which migration of behaviors towards the limits of the system takes place. Normal line operations monitoring 1.2.14 The approach proposed in this manual to identify the successful human performance mechanisms that contribute to aviation safety and, therefore, to the design of countermeasures against human error focuses on the monitoring of normal line operations. 1.2.15 Any typical routine flight – a normal process – involves inevitable, yet mostly inconsequential errors (selecting wrong frequencies, dialing wrong altitudes, acknowledging incorrect read-backs, mishandling switches and levers, etc.) Some errors are due to flaws in human performance while others are fostered by systemic shortcomings; most are a combination of both. The majority of these errors have no negative consequences because operational personnel employ successful coping strategies and system defenses act as containment nets. In order to design remedial strategies, the aviation industry must learn about these successful strategies and defenses, rather than continue to focus on failures, as it has historically done. 1.2.16 A medical analogy may be helpful in illustrating the rationale behind LOSA. Human error could be compared to a fever: an indication of an illness but not its cause. It marks the beginning rather than the end of the diagnostic process. Periodic monitoring of routine flights is therefore like periodic physical: proactively checking health status in an attempt to avoid getting sick. Periodic monitoring of routine flights indirectly involves measurement of all aspects of the system, allowing identification of areas of strength and areas of potential risk. On the other hand, incident investigation is like going to the doctor to fix symptoms of problems; possibly serious, possibly not. For example, a broken bone sends a person to the doctor; the doctor sets the bone but may not consider the root cause(s): weak bones, poor diet, high-risk lifestyle, etc. Therefore, setting the bone is no guarantee that the person will not turn up again the following month with another symptom of the same root cause. Lastly, accident investigation is like a postmortem: the examination made after death to determine its cause. The autopsy reveals the nature of a particular pathology but does not provide an indication of the prevalence of the precipitating circumstances. Unfortunately, many accident investigations also look for a primary cause, most often pilot error, and fail to examine organizational and system factors that set the stage for the breakdown. Accident investigations are autopsies of the system, conducted after the point of no return of the system’s health has been passed. 1.2.17 There is emerging consensus within the aviation industry about the need to adopt a positive stance and anticipate, rather than regret, the negative consequences of human error in system safety. This is a sensible objective. The way to achieve it is by pursuing innovative approaches rather than updating or optimizing methods from the past. After more than 50 years of investigating failures and monitoring accident statistics, the relentless prevalence of human error in aviation safety would seem to indicate a somewhat misplaced emphasis in regard to safety, human performance and human error; unless it is believed that the human condition is beyond hope. 1.3 A CONTEMPORARY APPROACH TO OPERATIONAL HUMAN PERFORMANCE AND ERROR 1.3.1. The implementation of normal operations monitoring requires an adjustment on prevailing views of human error. In the past, safety analyses in aviation have viewed human error as an undesirable and wrongful manifestation of human behavior. More recently, a considerable amount of operationally oriented research, based on cognitive psychology, has provided a very different perspective on operational errors. This research has proven, in practical terms, a fundamental concept of cognitive psychology: error is a normal component of human behavior. Regardless of the quantity and quality of regulations the industry might promulgate, the technology it might design, or the training people might receive, error will continue to be a factor in operational environments because it simply is the downside of human cognition. Error is the inevitable downside of human intelligence; it is the price human beings pay for being able to think on our feet. Practically speaking, making errors is a conservation mechanism afforded by human cognition to allow humans the flexibility to operate under demanding conditions for prolonged periods without draining their mental batteries. 1.3.2. There is nothing inherently wrong or troublesome with error itself as a manifestation of human behavior. The trouble with error in aviation is the fact that negative consequences may be generated in operational contexts. This is a fundamental point in aviation: if the negative consequences of an error are caught before they produce damage, then the error is inconsequential. In operational contexts, errors that are caught in time do not produce negative consequences and therefore, for practical purposes, do not exist. Countermeasures to error, including training interventions, should not be restricted to avoiding errors, but rather to making them visible and trapping those before they produce negative consequences. This is the essence of error management: human error is unavoidable but manageable. 1.3.3. Error management is at the heart of LOSA and reflects the previous argument. Under LOSA, flaws in human performance and the ubiquity of error are taken for granted and, rather than attempting to improve human performance, the objective becomes to improve the context within which humans perform. LOSA ultimately aims through changes in design, certification, training, procedures, management and investigation – at defining operational contexts, including buffer zones or time delays between the commission of errors and the point in which error consequences become a threat to safety. The buffer zone or time delay allows for recovery from the consequences of errors. The more resistant the buffer or the longer the time delay, the stronger the intrinsic resistance and tolerance of the operational context to the negative consequences of human error. Operational contexts should be designed in such a way that allows front-line operators second chances to recover from the consequences of errors. 1.3.4. In making an analogy with flight instruments, human performance can be considered as falling into three bands: a green band, a yellow band, and a red band. Within the green band, the operational context demands are low. Task and situational factors are compatible with cognitive resources, operational personnel make the fewest errors and, as indicated by the high recovery rate, the operational personnel have ample cognitive resources in reserve to recover from the negative consequences of errors. Task and situational factors put human performance into the yellow band when the operational context demands increase and become more complex and, consequently, errors increase in number and the recovery rate decreases. As operational context demands continue to increase and eventually peak, task and situational factors force human performance into the red band. In this band, the number of errors sharply jumps and the recovery rate dips to a point at which cognitive control is lost. At this point, cognitive resources are no longer available to cope with the situation at hand; the mental batteries are totally depleted. 1.3.5. This classification of human performance into bands is beneficial to organizations to apply the LOSA data. As an example, the term coffin corner is used to describe the point in the operational envelope of an aircraft at which the (low) stall speed and the (high) buffet speed are the same and the aircraft exhibits bizarre behavior and eventually goes out of control. Weight-verses-altitude-and-speed capability charts and other tools provide flightcrews with the necessary information to avoid operating aircraft in this condition and, therefore, to stay within a safe operating envelope. LOSA generates the information necessary for organizations to define the green band of safe operations in the human performance envelope, thus avoiding taking operational human performance into the coffin corner of cognition. 1.4 THE ROLE OF THE ORGANIZATIONAL CULTURE 1.4.1. In order to understand how an organization can effectively implement approaches to error management, it is essential to examine the organization’s daily processes, the kind of corporate culture such processes generate, and the organization’s attitudes toward error and punishment. This will make it possible to assess the effectiveness of the controls that the organization has in place to ensure that its processes foster the green band of operational human performance. It is good to remember the following points: humans do not live in a vacuum so their behaviors are affected by many external factors; corporate culture is an organizational mandate that conditions operational personnel decision making; and humans exhibit the kinds of behaviors an organization fosters and which they therefore assume the organization expects of them. 1.4.2. In closing this section, it is important to clearly point out the distinction between errors – which are products of human limitations, and violations – which have a motivational component. While errors should be considered as the inevitable downside of human intelligence and flexibility and the aviation industry must learn to live with it, violations should be considered from a different perspective. Violations are an emerging topic of research, and in due time, the aviation industry might need to change prevailing attitudes towards them. However, for the purposes of this manual, violations should not be condoned. 1.5.1. There is no denying that monitoring normal operations on a routine basis poses major challenges. Significant progress has been achieved in tackling some of these challenges. From a methodological point of view, some of the early problems in defining, classifying and standardizing the data obtained have been solved with this program revision. From an organizational perspective, there is a need to consider using multiple data collection tools, including line observations, surveys, self-reports such as ASAP Reports, and more refined safety incident reporting and Flight Data Analysis systems such as FOQA. Each tool can provide its own unique part of the whole picture and, taken as a whole, provide any airline with a comprehensive look at their actual operations. For more information on how your company can quickly gain these advantages, please email one of our Senior Consultants to find out more

aerospace

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Following the passive aggressive flex comes the sheepish flex. So today at work while closing out an issue with a coworker, the Angry Asian Girl walked by trying not to be noticed. Why? Because she was rocking these today! These being the Nike Air Force 1 07 Limited Edition that’s decorated with Japanese cherry blossoms […] Tag Archives | air force The end of 2010 brought up a totally unexpected social media opportunity – to watch the arrival of Air Force One and its primary passenger, President Barack Obama. President Obama and the First Family have been making it their Holiday tradition to vacation in Hawaii, but never would I have thought that I would be […] To witness a moment in history is why I found myself staring at the sky near the end of a runway at Hickam Air Force Base. A group of social media, traditional media, and crew members from PACAF and the Hawaii Air National Guard were all gathered to say one final aloha and mahalo to […] I knew the F-15 Eagles would be moving fast during takeoff, but they were WAY fast. Check out my movie fail while recording the takeoff. Yes, it’s blurry, and I couldn’t even pan the camera fast enough to keep up with the jet. FAIL!! Just the pictures from today’s farewell ceremony for Hawaii’s last F-15 Eagles fighter jets. Blog post coming later… Fighter jet pilots? I only know of them from the movies. Maverick, Ice Man, Goose, Jester, Merlin, Viper – the all stars from Top Gun is my sole exposure to the world of fighter jet pilots, but thanks to Pacific Air Forces and the Hawaii Air National Guard, I got to meet real-life fighter pilots […] On the heels of touring the USNS Mercy, attending the opening of the RIMPAC 2010 exercise then enraptured by the arrival of Hawaii’s first F-22 Raptors, I had the fortune of flying on a C-17 Globemaster as it performed a simulated airdrop over the Big Island. During these events, my style is to observe and […] A panorama of inside a C-17. Four F-16 jets perform an intercept. From the cockpit of a C-17 Check out this view!

aerospace

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|Poehalii by Boris Missirkov & Georgi Bogdanov (BG) Video, 3 Minutes 55 Seconds, 2011 Poehali! (Let's go!) was the phrase uttered by Yuri Gagarin during the launch of his Vostok 1 spaceship on April 12, 1961. For us, born in the early 70’s, space flight was an everyday topic of childhood games and conversations. It was an integral part of the Socialist propaganda as well, offering a dream that was worth devoting your life to – and was actually feasible, if you try really hard. Then the Star Wars trilogy came out, revealing new and exciting perspectives of a future life in space. After the fall of the Berlin Wall, space programs everywhere gradually slowed down the pace and lost a great deal of the public interest. And now, you don’t necessarily have to spend a lifetime achieving your dream – some cash is just enough to send you up there as a space tourist. Fifty years after the flight of Gagarin we asked our friends to collect all sorts of cosmic memorabilia they had – toys, hand-made scale models, autographed photos of our astronauts, Star Wars figurines – and set them on their own last flight in space. Most probably, marking the end of the space flight dreams – for our generation, at least.

aerospace

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Drones were the hot conversation topic on Capitol Hill on Thursday thanks to one particular Congressional hearing — and the Federal Aviation Administration ended up getting roasted pretty hard because of it. On Thursday, March 30, the U.S. House Committee on Transportation and Infrastructure (which is a standing committee of the United States House of Representatives) hosted a Congressional hearing with its Subcommittee on Aviation. The hearing featured panelists who represent key players in the drone industry, including drone delivery giant Wing, the Chula Vista Police Department, WakeMed Health and Hospitals and the University of Alaska Fairbanks, which is an official FAA drone test site. The committee, which is chaired by Missouri Republican Rep. Sam Graves, had some unfavorable words for the FAA — including words from Graves himself. “The FAA’s inability to make quick and sound decisions, and stick by those decisions, has resulted in a lack of clarity for new entrants in the market,” Graves said in his opening remarks. “After over five years of trying, the FAA has succeeded in certifying a grand total of one drone.” That single, certified drone Graves referenced is the Matternet M2 drone, which in November 2022 became the first (and still, to date, only) drone to hold what’s called a FAA Production Certificate. The Production Certificate basically certifies that Matternet’s management and manufacturing capabilities are up to par, thus capable of producing aircraft that conform to a specific design (that has separately been approved). With it, Matternet is the only drone company in the U.S. that can manufacture, test and issue airworthiness certificates for M2 drones moving forward (the M2 drone will be produced in America at the company’s production facility in Mountain View, California). Graves then cited examples of many other drones that he says he believes should have more legal powers to fly freely — but currently do not. The makers of those drones cite internal delays and efficiencies at the FAA as the reason drones don’t get approved rather than safety of the drones themselves. Among the notable names Graves called out included Wing, the drone delivery-minded sister company of Google. Google tried unsuccessfully to certify an 11-pound, battery-powered drone made of styrofoam and plastic. “The agency currently regulates Wing’s 11 lb. foam drones using the same framework that was designed for 400,000 lb. airliners,” Wing CEO Adam Woodworth wrote in an op-ed designed to publish in tandem with the hearing on Aviation Week. “Many of those regulations make sense for passenger-carrying airplanes, but not for small aircraft with no people onboard.” The crux of the committee’s hangups aired on Thursday is that — while the U.S. seems to be a gold standard in aviation safety — it comes at the expense of enabling the U.S. to be a leader in the drone industry. For example, Wing’s most mature and high-volume operations are in Canberra and Logan City, Australia. While Wing has some operations around the Dallas-Fort Worth metroplex and in Christiansburg, Virginia, they’re relatively small and highly regulated. Some worry that the FAA — in its gatekeeping of the airspace system — is creating unnecessary obstacles particularly when it comes to an unpredictable regulatory process. What are everyone’s hangups with the FAA in this Congressional hearing? Besides the fact that many U.S. policies currently regulating drones were originally intended for manned aircraft, drone industry advocates called out the enormous layers of bureaucracy in the U.S. government that make it impossible for rules to even keep up with the pace of technology in the first place. Among the other wrenches — and bureaucracy slogs — that panelists referenced in the hearing included calls for collision avoidance standardization. Wing relies on ADS-B technology, and Woodworth testified that Congress should provide incentives for legacy aircraft to adopt the same tech, perhaps through restoring the ADS-B program. UTM is in its early stages of implementation in Europe but is lagging in the U.S. UTM is short for unmanned traffic management, and it’s essentially air traffic control for drones. The FAA established a UTM pilot program way back in 2017, and many FAA test sites are working on UTM-related projects, but the U.S. is far from Europe in terms of implementation. Drone industry players say that drones are far more environmentally-friendly than existing modes of transport like gas-powered cars or trucks — particularly if it’s something like a driver cruising for five miles (and five miles back) to pick up a 4-ounce vial of prescription medication from Walgreens that could have been delivered via drone (that might even be able to make multiple stops along the way to other homes, as modeled with the Wing Delivery Network strategy). “Yet, the current backlog of environmental reviews threatens to stall progress on UAS deployment and operations in the United States and further hamper the industry’s competitive edge, leading to frustration for stakeholders and dissatisfaction for customers,” Woodworth said during the Congressional hearing. Though, there is some debate of whether or not drones are truly more environmentally-friendly. Others in the Congressional hearing outpointed that the FAA’s paperwork systems are confusing and archaic. Roxana Kennedy, Chief of Police, Chula Vista Police Department, called the FAA’S COA application processing system webpage (named CAPS) “cumbersome and difficult to navigate…not user-friendly.” She also outpointed flaws in the process, such as that the FAA requires a single user be registered to enter the monthly required COA flight data in the CAPS system, and only that one user can enter information for any government agency changes. “The website should allow multiple users per organization this is to prevent any single point of failure and allow an alternate or backup user to complete requirements,” she said. Decision-making contained to folks at the top, with no empowerment at the bottom Most of the panelists in the hearing made it pretty clear that the boots-on-the-ground folks at the FAA are working hard. It’s a combination of bureaucracy, paperwork and a lack of empowerment by leadership to those boots-on-the-ground workers to actually make decisions that all seems to be causing problems. “There’s a layer between the leadership at the FAA and the people that we work with on a day-to-day basis,” said Kyle Clark, Chief Executive Officer at BETA Technologies, which is an electric aerospace company developing vertical take-off and landing (eVTOL) aircraft, in a Q&A between him and Graves. “They are motivated, excited, working hard on what they’re trying to do — without the delegated authority to try to make a decision.” What else did everyone gripe about? The whole hearing digs a lot deeper into those concerns and many others — and it’s long, clocking in at nearly five hours. You can watch it all here, where it initially streamed live on March 30 and can be replayed on the T&I Committee Republicans YouTube channel: What’s next for the FAA after this Congressional hearing? The second half of 2023 is set to be big for drones. One of the biggest days in 2023 is Sept. 16, 2023. On that day, drone pilots will only be able to fly Remote ID-compliant drones (except in certain situations, such as when flying in an FAA-recognized Identification Area or if the drone weighs under 250 grams, such as the DJI Mini 3 Pro). Some of the UTM concerns might be resolved soon too, as there is a big UTM Field Test project being done in coordination with the FAA and executed by the folks at NUAIR in upstate New York which is expected to wrap up this spring. Congress is making its own strides to pave the way forward for drones in America. In the Senate, U.S. Sens. Mark R. Warner (D-Va.) and John Thune (R-S.D.) have already introduced legislation under S. 307 called the “Increasing Competitiveness for American Drones Act of 2023.” That legislation, published in February 2023, would streamline the approvals process for beyond visual line of sight (BVLOS) drone flights, specifically demanding that the FAA to establish a “risk methodology” to better define which drones do and don’t need certification. Some industry insights are optimistic to see similar bipartisan efforts in the House as well. And for what it’s worth, the House is interested in removing unnecessary bureaucracy to allow drone systems like BVLOS to move ahead. “We cannot allow the opportunities these technologies provide to our constituents to be stifled by endless red tape and requests for more data and studies,” Graves said during Thursday’s Congressional hearing. “The last thing we need is the FAA’s lack of leadership and its unwillingness to accept new ideas to drive the next great age of aviation out of America. The post Politician roasts FAA in Congressional hearing on drones appeared first on The Drone Girl.

aerospace

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Milton Pitts Crenchaw was born on January 13, 1919, in Little Rock, Pulaski County, Arkansas. Crenchaw attended Dunbar Junior College in Little Rock and enrolled at the historic Tuskegee Institute in Alabama in 1939. He began his flight training at Maxwell Air Force Base in Montgomery and returned to Tuskegee in 1940 for advanced training through the Civilian Pilot Training Program. One of the original Tuskegee Airmen, Crenchaw was recruited to work as a flight instructor at the institute during World War II. Crenchaw returned to Little Rock in 1947 and was influential in founding an aviation program at Philander Smith College, where he taught aviation until 1953. He then worked at Fort Sill in Oklahoma, Camp Rucker in Alabama, and Fort Stewart in Georgia until he retired with over forty years of federal service. Crenchaw also worked at Central Flying Service in Little Rock and in various counties in Arkansas as a crop-duster. Crenchaw passed away on November 17, 2015.

aerospace

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Share 'Nanomedicine and the future of space exploration.' Greetings from Georgia, USA. Lets see if we can increase the traffic to this group. Anybody up to talk about nanomedicine and its role in space exploration. For example : (a) The use of nanomedical devices for remote monitoring of the health of astronauts. (b) The use of nanotechnology to prevent and control radiation poisoning wich may have some applications here on Earth also. Talking about r… You can share this discussion in two ways… Share this link: Send it with your computer's email program: Email this

aerospace

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Where Is Jet2 Flying Its Airbus A330s This Summer? Jet2.com announced last year that it would reintroduce the Airbus A330 to operations and has delivered on its promise. The carrier has leased two A330s from AirTanker, which will both be stationed at Manchester Airport this summer. Jet2 resumes A330 operations According to Jet2, both A330s will be based at Manchester Airport and serve several European holiday destinations, including: Ian Doubtfire, Sustainability and Business Development Director at Jet2.com and Jet2holidays, said, “Summer 22 is our biggest ever summer programme, demonstrating the huge demand that we continue to experience for our award-winning flights and holidays. The addition of AirTanker’s widebody Airbus A330 into our operation at Manchester Airport will help us increase capacity and meet this continued demand. The aircraft means we will continue delivering our VIP customer service, whilst providing even more choice for customers.” Flights scheduled until October Jet2.com will continue operating the two Airbus A330s until the end of October. Simple Flying reported on Jet2’s widebody plans to use two Airbus A330s in the summer, and the airline has made good on its plans. The airline has “damp leased” (pilots but no cabin crew) the two jets from aviation lessor AirTanker. This partnership began in Summer 2017 when Jet2 first began operating the A330 and marks a return to A330 operations after nearly three years. Tony Carder, AirTanker Director of Sales, said, “We are delighted to be back operating on behalf of Jet2.com with two aircraft for the summer season, and we look forward to delivering a high level of service to Jet2.com and their customers. It is great to have two aircraft placed on stable damp leases after a challenging two years in the commercial market, and we very much look forward to a successful summer ahead.” The two A330s Jet2’s A330s, G-VYGM and G-VYGL, are less than eight years old and are on lease from AirTanker. These two A330s are the same aircraft to have flown with Jet2 in previous summers. The first A330 (G-VYGL) entered service on May 1st, operating Flight LS917 from Manchester to Tenerife. The second A330 (G-VYGM) began operations on May 26th with Flight LS831 from Manchester to Palma de Mallorca. The aircraft offers a capacity of 327 passengers in an all-economy layout. Interestingly, both aircraft were initially earmarked as multiple-role tanker transports for the Royal Air Force before their conversion into passenger jets in 2016. Have you flown with Jet2.com on one of its leased Airbus A330s before? How did you find the experience? Let us know your stories in the comments. - GARDENA Perl Regner: water-saving sprinklers for watering plants rows and beds,... Water saving: For targeted, water-saving irrigation of flower beds and rows of plants for water savings up to 70% Ready: The Perl sprinkler is […] - Havnyt Pacific Garden Folding Chairs Textilene Mesh Steel Frame Weatherproof... The pacific garden folding chair has basic construction made of extremely light weight coated steel frame The textline mesh on back and seat ensures […]

aerospace

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The space shuttle challenger disaster case study answers An overview of the space shuttle challenger accident as we taught social studies at the challenger disaster halted nasa's space shuttle program for. The space shuttle columbia disaster is one of the sally ride, who was on both the rogers commission challenger investigation columbia case study. Then the 1986 challenger disaster popped nasa's shuttle fell out of orbit heading toward a landing at kennedy space center as the shuttle passed over the. View notes - case study_the space shuttle disaster from mgmt 200 at ubc okanagan the space shuttle challenger disaster a failure in decision support system and human. The space shuttle challenger disaster the space shuttle challenger challenger also presented a case study in organizational communication and ethics. Case study: ronald reagan space situation immediately after the space shuttle challenger disaster the shuttle’s launch had communicate to students from space. The space shuttle challenger (1986) submit your answers to the following questions via ethics of space shuttle challenger disaster case study space shuttle. Comm 427 case study: columbia disaster space shuttle columbia disaster nasa's crisis communications and resulting media coverage following the challenger and. The united states space shuttle challenger the space shuttle challenger the purpose of the showcase projects is to focus on case studies. Identified following the space shuttle challenger disaster space missions and 80% of all science national aeronautics and space administration (nasa) case study. Challenger space shuttle disaster case studyplease read sources prior to the tutorial and address the following questions in the tut. Space shuttle case studies: challenger and columbia the challenger disaster in this paper presents several ways in which case studies of the space shuttle can. This study was conducted under contract no nasw-4003 between lished the presidential commission on the space shuttle challenger accident (frequently called the. This 3 hour course provides instruction in engineering ethics through a case study of the space shuttle challenger shuttle hardware involved in the disaster. - How it happened again – lessons learned from the space shuttle columbia accident • case study. - Case study: nasa challenger space shuttle mission sts-51l, challenger prior to the disaster some might argue that nasa's press kit included too much information. - Ethical issues of the space shuttle challenger disaster causing the space shuttle challenger to tear up to the incident will be discussed in the case study. - A catalog of nasa-related case studies nasa after challenger: restoring an image 18 disaster management space shuttle 6. The space shuttle challenger disaster challenger final release 1 the feasibility study for the space shuttle concept. The space shuttle challenger disaster the challenger disaster has been used as a case study other crew remains were buried at the space shuttle challenger. The space shuttle challenger disaster is one of challenger disaster risk management plan the space shuttle challenger disaster risk management plan - case study. The challenger disaster has been used as a case study in many discussions of technicians for the answers the space shuttle challenger disaster. Engineering ethics case study: the challenger disaster 2012 for the space shuttle challenger disaster that when challenger is cited as a case study.

aerospace

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- Bosnia and Herzegovina - All Balkan Countries Unable to afford new military equipment, cash-strapped Romania is planning to buy a fleet of second-hand fighter jets from Portugal. Romania’s Supreme Defence Council, CSAT, on Thursday approved the purchase of second-hand US F-16 fighter jets in order to replace a rapidly ageing fleet. “Romania cannot afford to buy new fighter planes, so we will opt for used ones that can be used for the following 20 years,” Prime Minister Victor Ponta said. Media reports say Romania is seeking to pay around 600 million US dollars over the next five years for the 12 jets from Portugal. The jets will be delivered from 2016. As a NATO member, Romania is obliged to have fighter jets that are compatible with the Atlantic Alliance's equipment. Plans to purchase 24 F16 used planes were announced several times in recent years. In 2011, Romania said it was mulling plans to buy secondhand US F-16 fighter jets as part of a possible regional project with Croatia and Bulgaria. Earlier, in May 2010, the Supreme Defence Council approved the payment of 1.3 billion euro to purchase 24 used F16 aircraft to replace its Soviet-made MiG-21s. But three months later the then Prime Minister, Emil Boc, announced that Romania could not afford such aircraft as the country cut public spending, to comply with an IMF programme. To keep its reform policy credible for investors, the government must find common ground with the IMF and look for a new arrangement, experts say.

aerospace

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Director of Quality, Purchasing, and Sales – Donna Norman Donna has over 20 years of experience in purchasing, sales, and support management in the aviation industry. She managed accounts for purchasing and sales for US Airways, FedEx, Airborne Express, American Airlines, Delta Airlines, and Northwest Airlines. Donna understands the aircraft operator needs whether the aircraft is in heavy maintenance or in an AOG situation. Donna makes the extra effort as your client advocate obtaining the best results in vendor relations, warranty issues, contract negotiations, cost control, and logistics considerations. Phone: (336) 295-1348

aerospace

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Davinci Capital announced an investment in Vetcor Launch In June 2016 Davinci Capital announced an investment in Vetcor Launch Inc., Vector´s purpose is to habilitate satellite technology to regular people through disruptive innovation on microsatellite launching. For several years, Vector has been quietly developing a launch vehicle specifically designed for Micro Satellites weighing less than 50 kg. This is the only launch system dedicated to micro spacecraft and will allow you to launch your satellite when you want and to where you want. Today, all micro satellites are launched as Rideshare payloads and cannot choose either the time of launch nor the destination. Worse, satellites flying as Rideshare Payloads are often forced to wait 2-3 years for a bus ride to space and have a limited choice of destinations. Vector will free you, the Space App Developer, to do what you do best .... innovate and build. Vectors´ mayor asset is its team, it´s formed by highly experimented people in the aerospace industry. The team has + 60 years of experience on aerospace the top management had worked on projects for institutions such as NASA, SpaceX, Skybox, Startspace, AFRL, DARPA and many other recognized companies. The opportunity is too big, today we don´t know how this new technology may change the industry for ever; more important, we don´t know the impact it will have in other industries. We like to compare it like when computers were born, they were too big and very few people had access to them, today we cannot conceive the world without computers. Gustavo Tome, Founder and President of Davinci Capital will hold a position in the Board, this will promote the development of the company, complementing the aerospace knowledge of the management team with the financial and business knowledge Gustavo has proven in over twenty years of investing an Ventura Capital and Private Equity. We manage a diversified portfolio of private equity, venture capital, and companies facing financial distress. We are a world-class team of investors, advisors, and entrepreneurs passionate about acquiring and growing businesses. We undertake an active day-to-day operating role in the company we acquire, and work closely with the existing management team to help the company grow and achieve its full potential.

aerospace

https://walleyproperties.com/agents/angelia-luker/

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Sign up or edit your Listing Alerts here. Notification emails will be sent to you for six months. After six months, you will need to renew your request for information in order to continue receiving notifications. Back to Agent List Jones County Junior College / Associates in Arts Forestry Operations Assistant since 2022, Drone Pilot since 2023 Completed Aviation Training Course, FAA Certified Drone Pilot 103 West Holly Street in Ellisville, MS 39437. 7:00 a.m. – 4:00 p.m. 7:00 a.m. – 12:00 p.m. *We are available after hours and on weekends by appointment only.

aerospace

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Resin Airplane Model Airbus 330 - Chinaprice: contact company for price models, as resin model airplane, metal airpnane model, plastic model plane, aviation model gift, metal die-casts. Meanwhile, we also produce alloy die-casting arts and crafts gifts, Christmas gifts. Resin Airplane Model Airbus 330 For any questions and needs please contact us below - Posted By: Shantou Boyie Airplane Model Factory - Phone: 18823991180 - Address: No. 3 of Shengye Road, Shengping Industrial Park, , Shantou, China - Website: http://www.cnairplanemodel.com Published date: September 7, 2012 - - Business Description: Shantou Boyie Airplane Model Factory professional manufacturing the metal model airplane, resin airplane model and plastic aircraft model for airline companies and airplane manufacturers both at home and abroad. Our plane models are shrink according to the scale of genuine planes, the size of our model aircraft is from 12cm to 300cm length. About our full informations, please visit our website. Chemical ProductionsGeneral Manufacturing - xuzhou first chemical co,ltd.com - China - September 7, 2012 - contact company for price we are a big exporter in china. we sell chemical productions all the world and have a good repulation. Chemical Productions Please inquiry for your need now Mifare Desfire 2k Ev1 CardGeneral Manufacturing - whitesmartcard co., limited - China - September 7, 2012 - contact company for price Our company specialized production sales Desfire 2K EV1 Mifare hello, if has the need to please contact! Mifare Desfire 2k Ev1 Card For any questions and needs please contact us below Myriad Aluminum Foil InsulationGeneral Manufacturing - Wuxi Myriad Corporation - China - September 7, 2012 - contact company for price Dear Sir, We know your esteemed company from website. We expert in thermal insulation such as FSK Facing for Duct Wrap, Aluminum foil Woven, reflective Aluminum Foil insulation, Heat Sealing Foil Facing, Polypropylene Facing for Metal Building, Alumi... Safe Trade Tips - Ask for business references and check them - Verify their business via their local Chamber of Commerce

aerospace

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Do all planes have a black box? Previously, this data had to be recorded on two different devices. But today there are also units that can do both. According to regulations, however, every airplane must have two of these devices on board. A black box must be able to withstand many accident scenarios without sustaining damage.. How many black boxes are on a plane? Technically there isn’t one single “black box” on each plane. Instead, there are two parts — the flight data recorder (FDR), and the cockpit voice recorder (CVR). Do small aircraft have black boxes? But smaller aircraft are not required to carry flight data recorders – the black box so vital to air crash investigations. Why don’t they make the whole plane out of the black box? Here’s why they don’t make the whole plane out of the black box. … The black box is made of stainless steel or titanium, and at 10x10x5 inches, weighs about 10lbs. Building the entire plane out of the black box would pretty much render it too heavy to fly.

aerospace

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Plans to expand London City Airport has been given the go-ahead which now clears the way for a £200 million investment. The investment will enable the airport to operate up to a permitted 111,000 annual flights, from 70,000 currently flying. The plans include developing existing infrastructure to increase runway capacity, to allow more take-offs and landings at peak times and accommodate the next generation of quieter, more fuel efficient aircraft. These aircraft have longer ranges and will open up new markets not currently served from London City Airport. British Airways is celebrating the start of 2015 with news that this year will be their busiest year yet for the airline at London City Airport. With recently launched flights to Dublin and new summer only routes to the Greek islands of Mykonos and Santorini, there will be an additional 465 flights this summer, an increase of five per cent on last year

aerospace

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TECHWAY receives EN 9100 certification The EN 9100 certification strengthens our positioning among Avionics and Defense key accounts The Quality policy contributes to the smooth running of our organization. It is a key to our success. TECHWAY is pleased to announce the achievement of the EN 9100 certification which completes our ISO 9001 certification. This standard fulfils the requirements imposed by the Avionics, Space and Defense sectors, where we want to strengthen our positioning. This certification is the result of a team effort and is part of a long process of optimizing our QMS (Quality Management System), the stake of which is to guarantee and master the commitments made to our customers. It is a key milestone for TECHWAY, which has been designing and manufacturing signal and video acquisition and processing solutions for the Avionics and Defense industries for 15+ years.

aerospace

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AGlaze Surface Sealant has beencertified for use on Boeing and Airbus as well as BAE Systems. Since July 2012, approvals place our product in the latest test version R BD6-17487 and Airbus revision AIMS09-00-002 ISSUE 3, but to update our latest fuel saving version we needed to gain approvals, which are now in place. We’re proud to say that AGlaze is used by several well known airlines, Police and rescue services around the world. AGlaze was also used on Concorde during its service. With a unique formulaton, our AGlaze Aviation Sealant gives unrivalled protection from extreme weather and temperatures that aircrafts have to contend with, as well as reducing washing time and helping to reduce carbon dioxide emissions. For more information regarding AGlaze commercial aircraft applications call 44 1953 884999 Proven Fuel Savings Using the AGlaze coating, extensive testing has proved that fuel savings, with an airframe improvement of 0.08%, can be achieved which equates to 161 tonne fuel saving per annum. Applied professionally this will enable commercial airlines to save around 240 tonnes of fuel per aircraft per annum. Our testing results seen below show the reductions in drag before and after application. Gulfstream Approve AGlaze We’re proud to announce that our Aviation Surface Sealant has been approved to be used by Gulfstreamaircraft to maintain performance and appearance. Working with our new Gulfstream approved distributor, GBS Design, we are serving the Gulfstream community both in the UK and the USA.

aerospace

http://geekyview.com/space/the-apollo-11-first-manned-lunar-landing-mission/

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The Apollo 11 mission was the first manned lunar landing. It was the fifth manned mission in the Apollo program. The first Apollo landing site, in the southern Sea of Tranquility about 20 km (12 mi) southwest of the crater Sabine D, was selected in part because it had been characterized as relatively flat and smooth by the automated Ranger 8 and Surveyor 5 landers, as well as by Lunar Orbiter mapping spacecraft, and therefore unlikely to present major landing or EVA challenges. Armstrong bestowed the name ‘Tranquillity Base’ on the landing site immediately after touchdown. On July 20, 1969, while on the far side of the Moon, the lunar module, called “Eagle,” separated from the Command Module, named “Columbia”. Collins, now alone aboard Columbia, carefully inspected Eagle as it pirouetted before him. Soon after, Armstrong and Aldrin fired Eagle’s engine and began their descent. They soon saw that they were “running long”; Eagle was 4 seconds further along its descent trajectory than planned, and would land miles west of the intended site. The LM navigation and guidance computer reported several “program alarms” as it guided the LM’s descent. These alarms tore the crew’s attention away from the scene outside as the descent proceeded. In NASA’s Mission Control Center in Houston, Texas, a young controller named Steve Bales was able to tell the flight director that it was safe to continue the descent in spite of the alarms. Once they were able to return their attention to the view outside, the astronauts saw that their computer was guiding them toward a landing site full of large rocks scattered around a large crater. Armstrong took manual control of the lunar module at that point, and guided it to a landing at 4:17 p.m. Eastern Daylight Time on July 20 with less than 30 seconds’ worth of fuel left. The program alarms were “executive overflows”, indicating that the computer could not finish its work in the time allotted. The cause was later determined to be that the LM rendezvous radar was left on during the descent, causing the computer to spend unplanned time servicing the unused radar. Steve Bales received a Medal of Freedom for his “go” call under pressure. At 2:56 UTC, six and a half hours after landing, Armstrong made his descent to the Moon surface and took his famous “one giant leap for mankind.” Aldrin joined him, and the two spent two-and-a-half hours drilling core samples, photographing what they saw and collecting rocks. After describing the surface (“very fine grained… almost like a powder”), Armstrong stepped off Eagle’s footpad and into history as the first human to set foot on another world. He reported that moving in the Moon’s gravity, one-sixth of Earth’s, was “perhaps even easier than the simulations.” During this period Mission Control used a coded phrase to warn Armstrong that his metabolic rates were high and that he should slow down. He was moving rapidly from task to task as time ran out. Rates remained generally lower than expected for both astronauts throughout the walk, however, so Mission Control granted the astronauts a 15 minute extension. After more than 21½ hours on the lunar surface, they returned to Collins on board “Columbia,” bringing 20.87 kilograms of lunar samples with them. The two Moon-walkers had left behind scientific instruments such as a retroreflector array used for the Lunar Laser Ranging Experiment. They also left an American flag and other mementos, including a plaque bearing two drawings of Earth (of the Western and Eastern Hemispheres), an inscription, and signatures of the astronauts and Richard Nixon. The inscription read:Here Men From Planet EarthFirst Set Foot Upon the MoonJuly 1969 A.D.We Came in Peace For All Mankind. The astronauts returned to earth on July 24, welcomed as heroes. The splashdown point was 13°19′N 169°9′W, 400 miles (640 km) SSW of Wake Island and 24 km (15 mi) from the recovery ship, USS Hornet.

aerospace

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Aerospace group Boeing and South African privately owned defence and aerospace firm Paramount Group have expanded their 2014 agreement to cooperate on an advanced mission system for a variant of the Advanced, High Performance, Reconnaissance, Light Aircraft (Ahrlac). The high-wing, two-seat Ahrlac was designed to incorporate advanced intelligence, surveillance and reconnaissance (ISR) capabilities and weapons systems. Boeing would develop an integrated mission system for the aircraft, enabling ISR and light strike missions for the Ahrlac safety and security, and military variants. The militarised version would be known as Mwari. “Working with Paramount, we will bring a flexible, persistent and affordable aircraft to the international market and develop world-class technology in Africa,” said Boeing military aircraft VP Jeffrey Johnson. He added that Boeing had examined the aircraft extensively and believed it had found an opportunity to expand into a new market for the company. Boeing would, along with Paramount, actively market the aircraft in the international market. “Boeing has a worldwide footprint in parts and field services, as well as in logistics that we hope we can use in our portfolio of products, from high-end costly fighters all the way down to cost effective products,” Johnson said.

aerospace

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Military aircraft are available in a wide range of prices, from a Yak 3M for $500k to a MiG-29 for $10M to a B-2 bomber for only $2B — to the right customer. If you have the military budget of a first world nation to spend, the military aircraft manufacturers of the world will gladly send salespeople to your door. For the rest of us, there is a thriving market in used military aircraft. Boeing manufactures some of the finest military aircraft in the world today, including: AH-64 Apache, A7-8B Harrier II Plus, AWACS, B-1B Lancer, B-2 Spirit, B-52 Stratofortress, C-17 Globemaster III, CH-46 Sea Kinght, CH-47D/F Chinook, CH-47SD Chinook, E-6 Tacomo, EA-18G, F/A-18 Hornet, F/A-18 E/F Super Hornet, F-15 Eagle, F/A-22, KC-10 Extender, KC-135 Stratotanker, KC-767, MH-47E Chinook, Nimrod, P-8A, UH-46D Sea Knight, and the V-22 Osprey. Northrup Grumman manufactures the B-2 Spirit, BQM-34 Firebee, BQM-74 E and F, C-2 Greyhound, Chukar III, E-2C Hawkeye, E-8C Joint Stars, EA-6B Prowler, F-14 Tomcat, F-5 Tiger, F/A-18 Hornet and Super Hornet, Fire Scout , Hunter II, Join Strike Fighter, RQ-41 Global Hawk, T-38 Talon, and -47B J-UCAS. Lockheed Martin manufactures the F-16 Fighting Falcon, C-130J Super Hercules, F-117 Nighthawk, F/A-22 Raptor, and the F-35 Joint Strike Fighter. BAE Systems manufactures the Typhoon, Nimrod, Joint Strike Fighter (JSF) and Hawk. RAC manufactures the MiG-28, MiG-31E, and MiG-AT military aircraft. Sukhoi manufactures the Su-22M3, Su-22M4, Su-24MK, SU-25K, SU-27SK, SU-27UBK, SU-30MK, SU-32, and SU-33 military aircraft. Yakovlev manufactures the PCHELA-1T remote-piloted vehicle. Ilyushin manufactures the Il-76 Candid as well as the newer Il-78 and Il-112 military cargo aircraft. PSC Tupolev manufactures the Tu series of bombers and the Yastreb, Reis, and Strizh UAV’s. Antonov manufactures the An-32 Cline and AN-124 military cargo aircraft. Dassault manufactures the Rafale, Mirage 2000, Falcon 50 MSA, and Falcon 900 MPA. Alenia manufactures the C-27J Spartan, ATR42 MP Surveyor, Eurofighter Typhoon, UAV/UCAV, and F-35 Joint Strike Fighter. Aermacchi manufactures the SF-260, M-290TP RediGO, M-311, MB-339, M-346, and AMX military aircraft. Finmeccanica manufactures the A109, A129 Mangusta, EH 101 and EH 101 Cormorant, and AB 139. mbraer’s military aircraft include the Super Tucano, 145 AEW&C, 145 RS/AGS, P-99, and AMX. EADS manufactures portions of the Eurofighter, Tornado, F-4 Phantom II, AB-8B Harrier, EF-18 Hornet, and Mirage F1, as well as the A400M, CASA C-212, CASA CN-235, and CASA-FITS. Dassault Aviation manufactures the Mirage 2000 and Rafale and participates in the Neuron UCAV projects. M7 Aerospace is the successor to Fairchild-Republic and Dornier. Saab manufactures the Gripen fighter aircraft, as well as a new line of UAV’s. Search engine for aircraft for sale. Classified ads for Piston Military Aircraft and Turbine Military Aircraft. Classic Chinese and Russian military aircraft for sale. Classic military aircraft for sale. March has authored Military Aircraft Markings, an annual reference book on aircraft recognition, for more than twenty years. His current project covers all known military aircraft flying through early 2001. Included are over four hundred aircraft of combat, combat support, training, and a miscellaneous category surveying communications, transport, VIP planes, and more. Each entry is illustrated with at least one color photograph and a second color photograph or computer illustration showing a side or angled view. A typical entry provides a history of the development of the aircraft, information on its current service, and special features of the plane. A sidebar presents standard technical data–range, endurance, crew, and so on. Coverage includes all branches of the military or the equivalent national services. Assisting users are several well-designed tools, including a 50-page “World Air Arms Inventory,” which is arranged alphabetically by country, service organization, type of aircraft, and manufacturer. Near the back of the book is a two-page glossary of abbreviations used in the text. This is followed by a subject index. The only comparable resource is Jane’s All the World’s Aircraft, a massive annual that lists all known powered aircraft. Jane’s is arranged by country and manufacturer, but users will not find listings there for countries that do not produce aircraft. A user seeking information on the air arms of countries such as Uruguay, Vietnam, and Zimbabwe would need to consult Directory of Military Aircraft of the World instead. This current, comprehensive, easy-to-use resource is an excellent complement to Jane’s, and all libraries with an interest in military aviation should consider it for their collections. More than 120 bombers, transports, and tankers, all still in service around the world today, are featured here on heavily illustrated two-page spreads. From early jets such as the Soviet MiG-15 to the $2B B-2A Spirit, the wide range of aircraft employed by today’s air forces is thoroughly examined in text, graphics, and color and archival black-and-white photographs. This encyclopedic volume is a complete panorama of “flying machines” from the drawings of Leonardo Da Vinci to the most sophisticated military aircraft of the present and future. Includes detailed analyses of over eight hundred significant examples of military aircraft throughout history and seven hundred accompanying 3-D drawings. Take the controls of the most incredible warplanes in the skies today! Crawford checks you out in the extraordinary B-1 and B-2 stealth bombers, the fabulous F-16 Fighting Falcon, the furious F-15 Eagle, and the tenacious F-14 Tomcat for an information-packed review of their awesome capabilities. Details of the Tornados, Mirages, Harriers, and the new Eurofighter Typhoons that headline NATO’s airborne defense network are also examined. In the century following the Wright Brothers’ historic flight at Kitty Hawk, thousands of military aircraft have been designed and hundreds of thousands of have been produced. From that massive aeronautic pantheon, two well-known aviation historians have selected the one hundred most significant military aircraft as a centennial tribute. Among the aircraft showcased in this book are several military aviation “firsts,” a few “largest,” and a number of superlative aircraft in terms of production or performance. For example, the Ilyushin Il-2 Shturmovik was produced in greater numbers than any other aircraft in history, while the Lockheed A-12 Oxcart and its derivative SR-71 Blackbird were the world’s fastest military aircraft. But most of the aircraft in this book were selected because of their influence on political and military events. The unarmed U-2 spyplane was a key factor in developing U.S. defense policy in the late 1950s, while Curtis Pusher demonstrated the feasibility of aircraft taking off and landing aboard a warship in 1910-1911. Among the long-lived aircraft are the Vought F4U Corsair, which “flunked” its carrier trials in 1942, but went aboard most U.S. and British fleet carriers before World War II ended, and was flown from French as well as U.S. carriers into the 1950s. Record holders included the English Electric Canberra and the Boeing B-52 Stratofortress, both of which first flew more than fifty years ago and remain in first-line service. No student of World War II would question the inclusion of the Supermarine Spitfire and Boeing B-29 Superfortress, but others might ask why include the Curtis O-52 Owl and Junkers Ju 52? In the authors’ opinion, both were significant aircraft and important milestones in military aviation history. Other military aviation buffs will wonder why the authors did not list the Republic P-47 Thunderbolt or the Tupolev Tu-26 Blackjack. The authors explain their choices–and their omissions–in clear, concise commentaries about each aviation era and each aircraft description. Through words and photos, the book provides an informative and fast-moving tour through a century of military aviation development, from the U.S. Army purchasing the world’s first military aircraft from the Wright Brothers through the bombers and fighters participating in the Gulf War II of 2003. Military Aircraft Magazines Combat Aircraft serves the needs of aviation professionals or enthusiasts of combat aircraft. The magazine provides detailed articles on varying makes and models, picture galleries, formations, tactics and air shows.

aerospace

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OUT OF THIS WORLD ‘World’s first SPACE hotel’ revealed with artificial gravity and stunning ‘Earth view’ cabins for 400 cosmonauts Charlotte Edwards, Digital Technology and Science Reporter 2 Sep 2019, 14:03Updated: 2 Sep 2019, 14:03 DESIGNS for the ‘first space hotel’ have been revealed and it’s as weird and futuristic as you would expect. The orbiting space station is designed to accommodate 400 guests and has facilities that you find in top hotels such as restaurants, bars and a cinema. The commercial space hotel has been designed by The Gateway Foundation. It has called the creation the Von Braun Space Station and has plans for it to build upon technology that is already used in the International Space Station (ISS). However, instead of being used for scientific purposes, it would be more like an orbiting cruise ship with luxury accommodation and cocktail bars. The designers also think there will be space for educational seminars in the hotel though.

aerospace

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FAA flight training is compelled for students pursuing the Bachelor of scientific research - experienced Pilot degree and also either the our associate degrees. Student must finish training either at the betterworld2016.org facility at the Provo Airport, or for digital students, at a flight school of your choosing. In addition to the standard betterworld2016.org join requirements, students have to expect to complete added steps come qualify and prepare for trip training. Online students will have to abide by any type of requirements of your chosen trip school. International students must meet additional requirements described below. betterworld2016.org trip Training Qualificationscollege student must complete a department trip application and also be selected in bespeak to start flight training in ~ betterworld2016.org. eligible betterworld2016.org trip applicant minimum requirements: Enrolled in betterworld2016.org process 3.0 GPA minimum perfect of English 1010 and Math1030 or higher first or second class medical certificate from an FAA medical examiner. as result of demand, entrance past Private Pilot (Instrument) is limited. Please evaluation the info in the ar below and also speak v an aviation advisor. The betterworld2016.org trip training program is rigorous, time-intensive, and also requires full commitment each semester. apply for flight training CE college student & those with previous training Students who have actually completed a trip certificate or rating, outside of betterworld2016.org, will get transfer credit for the betterworld2016.org ground and also flight class upon record-verification. Part 61 Concurrent Enrollment High Schools CE college student will obtain a class from their high institution faculty for college credit in AVSC 1100, personal Pilot Ground. (C- or higher) Note: CE students are compelled to finish a semester in ~ a college prior to they room eligile to apply for trip training at betterworld2016.org. Depending once students finish CE AVSC 1100 will identify whether they will be required to take back AVSC 1100 at betterworld2016.org. You are watching: How long does it take to get to utah by plane Evaluation that CE student understanding will be administered through the Chief flight Instructor or a designated Assistant chief Instructor before commencing flight training in ~ betterworld2016.org. AVSC 1110 will certainly be conducted per part 141 standards. Additional ground training might be required as identified by those part 141 standards. See more: Car Parts That Start With N, Car Parts Vocabulary Word List Students through an FAA private Pilot Certificate must apply for instrument flight training. Entry right into the betterworld2016.org flight training program is no guaranteed and also is dependency on access of training slots in the betterworld2016.org tool training class. betterworld2016.org does no accept college student who have actually completed trip training past the instrument Rating. We carry out not expropriate students right into commercial or multi-engine training. Non-native English Speakers English is the worldwide language of aviation. Safety needs that all pilots be able to communicate clearly and concisely in English. Because that this reason, the following requirements apply:every students for whom English is not their first language will certainly be forced to pass the listening and speaking sections of the test of English as a foreign Language internet-based test (TOEFL iBT). Students are responsible for the expense of this test. A score of at the very least 22 top top the hear section and at least 25 on the speak section must be achieved before enrolling in the institution of Aviation Sciences and taking any aviation floor classes. The test must have been bring away within six months prior to enrollment. front to start flight training, a much more rigorous English language skills evaluation will be conducted. This will involve testing for which over there may also be a fee. For additional questions, contact Dan Sutliff What if ns "tested out" the a course and received credit, even though I never ever actually attend the betterworld2016.org course?

aerospace

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10-11-2021: Talk by Dr. F. Lang On November 10th, Felix Lang a Postdoc in the PotsdamPero group at the University of Potsdam (Germany) will present his talk on : ” Perovskite-based Tandem Photovoltaics for Near-Earth, Moon, Mars and Deep Space Applications From Radiation Tolerance to Open Challenges “ Efficient perovskite-based multijunction solar cells with a high efficiency-to-mass ratio promise a next-generation of lightweight, flexible solutions to power private space exploration, low-cost space missions, as well as future habitats on the Moon and Mars. This presentation will review the potential of perovskite-based multijunction solar cells – be it perovskite/silicon, perovskite/CIGS, or perovskite/perovskite – for space applications. I will show that current state-of-the-art systems already offer unparalleled power-to-weight ratios and then focus on radiation tolerance, a crucial prerequisite for any space application. Monolithic perovskite/perovskite tandem PV especially exhibit an extraordinary resilience to the harsh radiation environment in space. I will present tests under 68 MeV proton irradiation that reveal negligible degradation (< 6%) at a dose of 1013 p+/cm2 where even III-V semiconductor-based space PV degrade >22%. Interestingly there are quite distinct degradation mechanisms between the two systems. High-spatial-resolution PL microscopy, for example, reveals defect clusters in GaAs being responsible for the degradation of current space-PV. On the contrary, there is negligible reduction in PL of the individual perovskite subcells. In fact, bare low-gap and high-gap perovskite absorbers exhibit identically high VOC, FF, and efficiency potentials after irradiation, rendering all-perovskite tandems highly interesting for thin, lightweight, large-area space PV modules & solar blankets. Lastly, I will discuss open challenges regarding the many extremes in outer space, from UV-A, UV-B & VUV to extreme temperature cycles, Atomic-Oxygen, and LILT conditions.

aerospace

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|CHIEF MASTER SERGEANT MICHAEL D. ABBOTT| Chief Master Sergeant Michael D. Abbott is the Command Chief Master Sergeant, 153rd Airlift Wing, Wyoming Air National Guard. The 153rd Airlift Wing supports the State of Wyoming, the Air National Guard and the United States Air Force with peacetime and combat airlift missions throughout the world. The 153rd Airlift Wing is equipped with eight, C-130H aircraft and consists of more than 1,200 personnel across 20 squadrons. The 153rd Airlift Wing also has capabilities for aerial firefighting (Modular Airborne Fire Fighting System), aero-medical evacuation response, command and control missions, and air traffic control. Chief Abbott began his career in January 1992 and became a full time employee shortly after graduating from the U.S. Air Force Security Forces Academy at Lackland Air Force Base, Texas. During the following years, he has held positions as wing Anti-Terrorism Officer, Squadron Superintendent, Squadron Resource Advisor, member of the state Anti-Terrorism Joint Task Force through the state Attorney General's Office. Chief Abbott has worked with the Joint Staff working on several projects for the Governor's office through Operations (J3) and Strategic Plans and Policy (J5) offices. Prior to his current position, he served as the Chief Enlisted Manager, 153rd Security Forces Squadron. 1994 USAF Noncommissioned Officer Leadership Course, by correspondence 1995 U.S Customs and Border Patrol Military Accepted, Cheyenne, Wyo. 2001 Urban Warfare School, Camp Gruber, Okla. 2002 USAF Noncommissioned Officer Academy, by correspondence 2002 Associates of Arts Psychology, Laramie County Community College, distinction, Cheyenne, Wy. 2003 Associate of Applied Science in Criminal Justice, Community College of the Air Force 2005 USAF Noncommissioned Officer Academy, by correspondence 2005 Army Corps of Engineers Security Engineering, F.E Warren AFB, Wyo. 2006 Anti-Terrorism Level II Course, Portland, Oregon 2006 Homeland Security Weapons of Mass Destruction Course, Cheyenne, Wyo. 2006 Incident Response to Terrorist Bombings, New Mexico Institute of Mining and Technology 2009 Integrated Defense Risk Management Course, Scott AFB, Ill. 2011 Air National Guard Chiefs Executive Course, Washington D.C 2011 Air Force Chiefs Leadership Course, Maxwell AFB, Ala. 2011 Security Forces Chief's Manager Course, Lackland AFB 2013 ANG Command Chief Orientation Course, Lackland AFB 2014 Enterprise Leadership Seminar, UNC Kegler School of Business, North Carolina 2014 Bachelors or Arts Human Development, Amridge University 1. April 1992 - May 1992, Trainee, Basic Military Training Lackland AFB, Texas 2. May 1992 - July 1992, Student, Security Forces, Lackland AFB, Texas 3. July 1992 - May 2000, Security Forces Journeyman, 153rd Security Forces Squadron, Cheyenne, Wyo. 4. May 2000 - May 2002, Security Forces Craftsman, 153rd Security Forces Squadron, Cheyenne, Wyo. 5. May 2002 - June 2006, Wing Anti-Terrorism Officer, 153rd Security Forces Squadron, Cheyenne, Wyo. 6. June 2006 - Dec 2009, Security Forces Superintendent, 153rd Security Forces Squadron, Cheyenne, Wyo. 7. December 2009 - March 2013, Security Forces Manager, 153rd Security Forces Squadron, Cheyenne, Wyo. 8. March 2013 - present, Command Chief Master Sergeant, 153rd Airlift Wing, Cheyenne, Wyo. AWARDS AND DECORATIONS Meritorious Service Medal with one oak leaf cluster Air Force Commendation Medal Army Commendation Medal with one oak leaf cluster Air Force Achievement Medal with one oak leaf cluster Air Force Outstanding Unit Award with Valor Air Reserve Forces Meritorious Service Medal with one silver oak leaf cluster and two bronze oak leaf clusters National Defense Service Medal Global War on Terrorism Expeditionary Medal Global War on Terrorism Service Medal Air Force Overseas Short Tour Ribbon Air Force Longevity Service with four bronze oak leaf clusters Armed Forces Reserve Medal with mobilization device and silver hourglass Small Arms Expert Marksmanship ribbon with bronze star Air Force Training Ribbon Wyoming National Guard Distinguished Service Medal Wyoming National Guard Achievement Medal Wyoming National Guard Service Ribbon 1992 Outstanding Young American 1995 Airman of the Quarter 2002 Outstanding performer state Quick Reaction Force 2004 Outstanding performer, Wing Inspection, Air Mobility Command Inspector General 2009 Resource Advisor of the Quarter EFFECTIVE DATES OF PROMOTION Airman Oct. 13, 1992 Airman First Class April 23, 1993 Senior Airman Nov. 25, 1993 Staff Sergeant Feb. 5, 1996 Technical Sergeant May 12, 2000 Master Sergeant May 12, 2002 Senior Master Sergeant June 19, 2006 Chief Master Sergeant July 1, 2010 (Current as of August 2014)

aerospace

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|Subject: Wow! / Cool. / Hmmm, that's interesting| Posted May 21, 2010 by Baron Grim This is a reply to this Posting |OK... I should really confer with my former supervisor to confirm the numbers, but here's from memory...| OK... so shortly after a shuttle launches, you see it roll 180 degrees from launch orientation. Now we know that the proper orientation for the shuttle during its assent phase is orbiter down. So why doesn't it launch that way? The short answer is because it would have cost $1billion extra in 1980 to build a dedicated launch pad for the shuttle. Instead they rededicated one of the original Saturn (Apollo) launch pads. Now, keep in mind that the Saturn rockets were round, symmetrical, they had no preferred orientation other than "UP". The Shuttle is semi-asymmetrical, it has an "up" and a "down". If NASA had spent $1billion extra in 1980 for a dedicated launch pad to accommodate the orbiter down orientation of the shuttle it would have saved the equivalent of more than 10,000 pounds of payload capacity in fuel. In other words, the equivalent of a small satellite per every shuttle launch was burned just to rotate the shuttle because they reused the launch pad from the Apollo era. Hey, a Billion dollars is still a big number. But averaged over the 30 year life span of the shuttle program,.. A billion dollars seems cheap. Just think about how much it would cost to launch over 100 satellites. That's how much NASA "saved" by reusing an Apollo launch pad.

aerospace

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Was the 1950 flying saucer crash near the US-Mexico border real or part of an elaborate misinformation campaign? The 1970s had many interesting UFO cases, many of which are unknown or poorly researched. On a lonely mountain road a man met up with a group of blond aliens and boarded their flying saucer. The skies over one of the largest cities in the world have hosted many unidentified aerial crafts. Strange humanoids and UFOs have been spotted in and around Mexico’s volcanoes In 1974 a UFO crashed into a plane in the skies of Chihuahua. Is the story a hoax?

aerospace

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Part 65 Airframe & Powerplant Certification Prep Pima Community College Apr 26, 2021 - May 20, 2021 6 Continuing Education Units Students will cover maintenance fundamentals such as Federal Aviation Regulations, aviation math, aircraft drawings, and basic electricity. Students will increase their knowledge and hands-on competencies by performing inspections, functional checks, and adjustments on a multitude of airframe and powerplant systems; and will also gain specialized skills in aircraft structural repair. This 64-hour noncredit course addresses general aviation information for experienced aircraft mechanics that possess Federal Aviation Administration (FAA) authorization for certification and seek to close gaps in their knowledge in preparation for their Certification Exam.

aerospace

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The next generation of air traffic control systems will be “virtual” in that they will have a virtual air interface, the Air Traffic Control Association (ATSCA) has announced. The move is designed to improve the air traffic management process, particularly when it comes to managing aircraft movements. In the past, the main air traffic controllers and air traffic operations management (ATM) personnel had to interact with a computerised network to manage aircraft movements, which was time-consuming and slow. The ATSCA’s new approach will allow for the virtualisation of aircraft movements in real time. The aim is to ensure that the controllers have more time to plan and control aircraft movements and that there is no downtime between the times when the controllers are in the air. The new approach to air traffic controls is a significant step forward for the industry and has been heralded by aviation experts and privacy advocates alike. However, the ATSCA has been criticised for not taking a broader view on the issue. The FAA has been pushing for the FAA to introduce a virtualized system for the past three years, and the ATCA said it was “not convinced” that the FAA would adopt the virtualized approach. The Virtualization of Aircraft Movement, which is now in the final stages of testing, is an FAA proposal that is likely to be adopted by the FAA as soon as this year. The virtualized air interface would allow the controllers to use a “virtual terminal” to communicate with each other and other aircraft, allowing for faster, more efficient and secure operation. ATCAs new approach would allow for virtualisation, but the technology will be used to “maintain” the air interface and will not be used in the production of airframes. The aircrafts virtualisation will be controlled using a “digital signal processing system”, which will have the ability to “receive, process and transmit data from aircraft systems, as well as to receive and process data from other air traffic data centres”. This system will also provide a virtual access point for the controllers, enabling them to communicate in real-time with other aircraft systems. The Air Traffic System will allow the “virtual access point” to be “assigned to the primary aircraft”. The “primary aircraft” is the one which controls the aircraft and is “typically the aircraft of the flight plan”. The ATCACA has not yet released details of how the AAS will be connected to the virtual interface, but it is likely that the controller will be able to “de-select” the “primary” aircraft to be used for the purposes of the virtual operation. “This virtual terminal will allow aircraft operations to be performed from the air system itself, allowing a much faster, safer and more efficient operation of aircraft,” said ATSACA Chairman and CEO Steve Wiltse in a statement. “AAS will enable an aircraft operator to seamlessly and securely manage and control its own aircraft and air systems while operating in real space.” In the meantime, the FAA has announced that it will require that all FAA-licensed air traffic controller positions be filled by the end of 2021, and that those positions must be filled with the highest qualifications possible.

aerospace

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Website Air Canada Belonging to Air Canada means belonging to a Canadian symbol, Air Canada recently voted best airline in North America. Boost your career by joining our innovative and diverse team at the forefront of passenger air travel. - Manage resources in order to respect the assigned workload as well as the company’s schedule. - Manage, plan and control running aircraft maintenance. - Directly coordinate and direct the maintenance activities required to provide serviceable aircraft that meet operational needs and meet Transport Canada and Air Canada airworthiness standards. - Aircraft Maintenance Engineer (AME) license or equivalent. - Work as a facilitator, in a team concept, focusing on the success of the team. - Work shifts. - Computer skills (Word, Excel and PowerPoint), an asset. Company: Air Canada Job Category: Airline Vacancy Type: Full Time Job Location: Toronto, ON, CA Application Deadline: N/A To apply for this job email your details to firstname.lastname@example.org

aerospace

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Optimal Aviation Services, LLC is located at 9520 Airport Drive at the Visalia Municipal Airport in We are an Air Charter, Aircraft Management, and Hangar/Fuel service company ideally located in the Central Valley with convenient access to Northern and Southern California as well as neighboring states. Fleet: 2 King Air Twin Engine Turbo Prop Aircraft Pilots: 3 full time Certificate Number: O7ZA545L Authorized to fly Continental US, AK, Canada and Mexico

aerospace

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"Column 8," Sydney Morning Herald, March 24, 2004 Rendered in plain English, the sentence would read: "Spirit, the first Mars exploration rover, used its rock abrasion tool to grind into a rock nicknamed for an Eastern mountain range one Mars day ago while receiving adequate power from its solar panels, even though there was a large amount of dust suspended in the martian atmosphere above its landing site, named after a 19th century Russian astronomer." Andrew Bridges, "Mars mission spawns its own unworldly lingo," The Associated Press, February 22, 2004 "We'll basically be waking up in the Mars morning, which will be 47 minutes later each day, and uploading our commands from 'yestersol,'" he said. "Sol is what a Mars day is called. We've had to make a bunch of new terms to deal with Mars time. Of course, we haven't come up with a name for tomorrow on Mars. We're open to suggestions." Sue Vorenberg, "Mars Central," Albuquerque Tribune (New Mexico), December 19, 2003

aerospace

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KATHMANDU, Nepal — A search was underway in Nepal on Sunday for a small plane with 22 people aboard that went missing during a flight to a Himalayan tourist destination, officials said. The Tara Air plane, a Canadian-made de Havilland DHC-6 Twin Otter, which was carrying 19 passengers and three crew members, took off from the central city of Pokhara on Sunday morning, headed for Jomsom, a village high in the Himalayas. Air traffic controllers lost contact with the plane during the flight, which normally takes about 30 minutes. Netra Prasad Sharma, the top official in the Mustang district, which includes Jomsom, said the area was dense with fog on Sunday. “Weather is not good,” he said. Jomsom is a popular tourist destination with trekkers because of its starkly beautiful snow-capped mountains. Hindu pilgrims from India, Nepal and other countries also visit to pray at the Muktinath Temple. Thirteen of the passengers on the plane were Nepalis, four were Hindu pilgrims from India and two were German trekkers, said Sudarshan Bartaula, a Tara Air spokesman. Helicopters deployed for the search had to be grounded because of bad weather. Local residents were also searching for the plane, Mr. Bartaula said. People in Nepal rely on small, twin-engine planes to reach far-flung parts of the mountainous country, and crashes are common. In 2016, a Tara Air plane crashed while flying the same route as the one that disappeared on Sunday. None of the 23 passengers and crew members on that flight survived. Bad weather, difficult terrain and aging planes are often blamed for crashes in Nepal. The European Union has banned Nepalese airlines from its airspace since 2012, citing the frequency of crashes. In March, the E.U. denied Nepal’s latest request for the ban to be lifted.

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IV International Military-Scientific Conference "Directions for improving the integrated air defense system of the CIS member states in the interests of solving the tasks of aerospace defense in modern conditions"01.03.2019 On February 28, representatives of the CSTO Joint Staff took part in the work of the IV International Military Scientific Conference on the theme: “Improving the joint air defense system of the CIS member states in order to solve the problems of aerospace defense in modern conditions”. The event was held in the city of Tver at the Marshal of the Soviet Union Georgy Zhukov Military Academy of Aerospace Defense . The conference was attended by representatives of the Main Command of the Aerospace Forces of the Russian Federation, higher military educational institutions, research organizations and industry. The theme of the conference is relevant for the CSTO in the light of the work to improve the joint use of troops, forces and means performing the air defense missions of the CSTO member states. Deputy Chief of the Joint Staff of the CSTO Lieutenant-General Aviation Nurlan Ormanbetov made a report on the possibility of adapting the joint air defense system of the CIS member states to solve problems in the interests of the CSTO. Head of the Department of Operative Art of the Academy, Candidate of Military Sciences, Associate Professor, Colonel Vitaly Tikshaev in his report noted the need to create in the Central Asian region a supranational body managing the air defense of the region. During the plenary session, the conference participants were presented 11 reports. The speakers noted the importance of using the experience of military operations in the Syrian Arab Republic for the development of military science. In the framework of the conference, the CSTO flag was presented to the leadership of the Central Research Institute of the Aerospace Defense Forces of the Russian Defense Ministry, which is the main research organization of the CSTO in the field of research on air defense and missile defense.

aerospace

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It has just been 50 years since the launch of ‘Sputnik’ and, with it, the start of the space race. What was the use of all the money invested in it? Space is an investment. Often we don’t know what we’re investing in, that’s true. In the 1960s, when the first trip to the Moon was planned, we had no idea what we were going to achieve. That tape recorder you use, for example. Everything that is digital, and everything that is miniaturized, comes out of the space race. In addition to the exploration of the unknown, which is characteristic of the human being, the space race provides us with things that we cannot foresee but that end up changing the world in which we live. And are manned missions still necessary? Robots have evolved so much that some people argue about it. I recently agreed with the principal investigator of the rovers mission on Mars, Spirit and Opportunity. They had a three-month mission planned and have been there for years. As he explained to me, what those robots should have done in three months could have been done by one person in one day. I’m not saying that human exploration is more important than robotics. I think both have to be done because we don’t yet have the technology to get humans to Mars. But the day will come when we have it. On a side note, do not miss this article about safe business travel to make the best out of your travelling! When will that be? In 30 or 40 years we will reach Mars. And we will go back to the Moon, before then, in 2020. It’s not science fiction, vehicles are already being designed for it. The next U.S. space vehicle will be called Orion, and the first manned launch will be in 2014 for the International Space Station (ISS). We’ll get to the moon in 2020, or maybe 2025; big money programs always fall behind. But if there aren’t big changes in U.S. space policy, we’ll be there in 10 or 15 years. It’s about establishing an exploration base for the Mars voyage. What will be the future of the ISS if the Moon becomes the base for space exploration? All the documentation says it will be finished by the end of 2015, but I’m sure the modules will last longer. The station can survive that date. Like all space exploration, manned and unmanned, it is a matter of political will. NASA has decided to stop using shuttle ships to use soyuz ones. But they are less technologically advanced… Shuttles are much more sophisticated, but the decision was more of a budget. We have three programmes, the IEE programme, the shuttle programme and the Orion programme, and funding all three is very expensive. Does NASA need more money? As a customer I will always say yes, but today we have a budget above what we have had in recent years. You can’t compare it to the Apollo era, but it’s more than we had lately. In recent months, countries like China, Japan or India have announced missions to the Moon. Is this new space race positive? The director general of NASA says, and I don’t know if he really says it, that when we get to the Moon there is still a Chinese flag there. He does believe it can be a catalyst for our political will. I think it’s a good thing. How do you see European industry? Europe has been prepared to launch a manned ship for quite a few years now. What is lacking is that political and public will which, in other words, is money. The possibility of life on Mars is being discussed these days, but is that the aim of space exploration? Isn’t this obsession with extraterrestrial life a way of promoting missions? That’s an interesting question. It should not be obsession, but we return to the same subject: all this depends on money, which, in turn, depends on political will and this, in the end, depends on public will. If we can encourage people thinking that we are going to find extraterrestrials, or at least a sign that there has been life, the public is more interested. I don’t know if it’s good or bad, but it is. So it’s a marketing tool… It’s like sensationalism. He sells newspapers, but ideally that’s not the case. ESA (European Space Agency) has just opened a selection process to look for new astronauts. What qualities do you think they should have? I think three things are needed. One is to know how to work in a team, another is to have experience and operational ability (to know how to use machines and tools) and the third is to learn quickly. And to react quickly, too. And is the work as fascinating as you might think? Yes, travelling into space is incredible, but apart from that, having the opportunity to participate in an event like this, and to sit at a table with five Nobel Prize winners, would never have happened if I had not been an astronaut. I’m sure every astronaut would say the same thing, that we’ve been very lucky to get this job. We have won the lottery.

aerospace

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The DOT and FAA have finalized rules for Small Unmanned Aircraft Systems (SUAS). These regulations will create new opportunities for business and government to use drones. “We are part of a new era in aviation, and the potential for unmanned aircraft will make it safer and easier to do certain jobs, gather information, and deploy disaster relief,” said U.S. Transportation Secretary Anthony Foxx. “We look forward to working with the aviation community to support innovation, while maintaining our standards as teh safest and most complex airspace in the world.” According to industry estimates, the rule could generate more than $82 billion for the U.S. economy and create more than 100,000 new jobs over the next 10 years. The new rule taking effect in late August, 2016, offers safety regulations for unmanned aircraft drones weighing less than 55 pounds that are conducting non-hobbyist operations. The new operational rules may be retrieved at http://www.faa.gov/uas/media/Part_107_Summary.pdf. So, why a comment on this web site? I project that Google Street View | Trusted PRO photographers will be adding elevated imagery captured using a drone to enhance the results of image captures of businesses that will post to Google Maps, Google +, Google My Business and other Google properties that will display search engine results (SERP) when ‘googling’ for businesses. Now a component of services offered. The recently added DRONE provides elevated imagery and video to further enhance available imagery to show your business

aerospace

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atmosphere at 12 kilometres per second before landing at Woomera “THE seven-year, 5-billion-kilometre space odyssey of Japanese spaceship Hayabusa ended in the red sand of the Australian outback yesterday, when a capsule that scientists hope contains clues to the origin of our solar system touched down. After streaking across the dark desert sky like a comet, the basketball-sized capsule, which researchers hope contains asteroid dust, parachuted to South Australia's remote Woomera while the 510 kilogram spaceship disintegrated in the Earth's atmosphere. The spectacle, watched by hundreds of anxious scientists around the world, marked the first space landing in Australia and the first time samples have been collected from the asteroid

aerospace

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Decision Making Single Pilot A safe flight relies on making the right choices. Decision Making is a major factor in aircraft accidents and incidents. Accident data show that the majority of fatal accidents are attributable to decision errors rather than to errors of perception and action. It is therefore essential to make good decisions before and during the flight. Prepare your flight thoroughly considering for instance weather, airspace, airports, aircraft state, fuel endurance and physical and mental fitness, and plan for contingencies. Once airborne, continually monitor what’s going on to maintain situational awareness and act accordingly. Be ready to adapt or deviate from the plan as the situation evolves.

aerospace

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Newton Design has provided military simulation and training equipment which is used by all branches of the U.S. military. Our past performance experience includes emergency egress, aircraft cabin, and aircrew training simulators. We have considerable subcontracting and teaming experience, providing crucial mechanical/structural design and manufacturing services for a multitude of Department of Defense contracts. Examples include: - KC-46 Fuselage Trainers (FuTs) - KC-135 Boom Operator Weapon System Trainer (BOWST) - UH-60 Transport Medical Trainer Laboratory (TMTL) - V-XTRACT HMMWV Extraction Trainer - UH-72 Non-Rated Crew Member Manned Module (NCM3) Trainer Newton Design is ITAR-registered with the DDTC. Newton Design, LLC 26015 E. Admiral Pl. Catoosa, OK 74015

aerospace

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The latest aircraft in the Qantas Indigenous Flying Art Series has touched down in Sydney with traditional Aboriginal artwork paying homage to Aboriginal and Torres Strait Islander culture – the oldest continuing culture on Earth. The brand new, multi-billion dollar 737-800, dubbed ‘Mendoowoorrji’, was inspired by the 2005 artwork ‘Medicine Pocket’ by the late artist and founder of the Warmun art movement, Paddy Bedford, aka Goowoomji. The aircraft was aptly named after Paddy’s mother’s country in the East Kimberley region of Western Australia and captures the beautiful landscape’s essence. This is the fourth aircraft in the Qantas Flying Art Series and marks yet another successful collaboration spanning two decades between Qantas and Australia’s leading Indigenous art, strategy and communications company, Balarinji. Qantas and Balarinji have worked together on other aircraft insignia projects and design work including the current Qantas uniform and the first Indigenous insignia ‘Wunala Dreaming’ on a B747 aircraft in 1994. “It is a privilege to once again work with Qantas on an iconic Indigenous art aircraft, especially in our studio’s 30th year. Our partnership with Qantas is a wonderful celebration of Indigenous design, which carries artwork from the world’s oldest continuing culture to all corners of the globe,” says Balarinji’s Creative Director, Ros Moriarty. On board the ferry flight from Seattle that touched down on home soil on Monday included including Kathy Watson, the proud daughter of artist Paddy Bedford, Ros Moriarty, community elders and Qantas Ambassador Adam Goodes. They were greeted on arrival by Qantas Chief Executive Officer Alan Joyce and Minister for Tourism, George Souris. Mr Joyce said he was excited to see the aircraft for the first time as it touched down in Sydney from Boeing’s factory in Seattle. “As the national carrier, Qantas has a proud history of featuring Indigenous art throughout its fleet and we are pleased to welcome the newest aircraft in our Indigenous flying art series,” said Mr Joyce. Mr Souris said that Sydney and NSW were pleased to welcome this new addition to the Qantas fleet and it will be admired by everyone lucky to board it.“The aircraft is a tribute to Aboriginal art and culture and is aimed at promoting cultural diversity and appreciation of Australia’s Indigenous heritage.” “Sydney and NSW extend a warm welcome to this new Qantas aircraft and its wonderful contemporary art which captures the essence of our landscape and heritage. I am sure that international and domestic travellers will be thrilled to travel in such a wonderful aircraft,” Mr Souris said. For the first time in the airline’s 93 year history, the iconic Qantas tail has been incorporated in the design, with the airline’s trademark red tail colour behind the white kangaroo altered to match the earthy tones of Paddy Bedford’s art work. “Mendoowoorrji” will fly to Broome and Canberra for promotional visits in coming weeks after it enters service across the Qantas domestic network. It will also operate east-west and intra WA flights as part of its regular scheduled services.

aerospace

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Waiting on Virgin Galactic Elk Grove Village resident Shefket Chapadjiev paid $175,000 for the opportunity of a lifetime, to be the first to fly to space with Virgin Galactic. 12 years later, he's still waiting on the company to deliver. Brandon Pope chatted with Chicago Sun-Times reporter Stefano Esposito who's been following the story. Check out Stefano's story by clicking here.01/29/20 9:11AM

aerospace

https://capitalA.airasia.com/news.html/id/681108

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Transactions (Chapter 10 Of Listing Requirements) : Non Related Party Transactions |Subject||TRANSACTIONS (CHAPTER 10 OF LISTING REQUIREMENTS) NON RELATED PARTY TRANSACTIONS AIRASIA GROUP BERHAD ("AAGB" OR THE "COMPANY") PROPOSED DISPOSAL OF AAGB'S AIRCRAFT LEASING OPERATIONS THAT INCLUDES THE PROPOSED FUTURE DISPOSALS AND PROPOSED OPTION Unless otherwise defined, the abbreviations and definitions used in the announcements by the Company dated 1 March 2018, 27 March 2018, 14 May 2018, 29 June 2018, 19 July 2018, 8 August 2018 and 3 September 2018 ("Announcements") and the Circular to Shareholders dated 27 April 2018 shall apply herein. We refer to the Announcements in relation to the Proposed Disposals. The Company wishes to announce the completion of the transfer of an additional number of aircraft pursuant to the Incline B SPA and the FLY SPA on 27 and 28 September 2018. The total number of aircraft involved under the abovementioned transfer is 19 aircraft and AAGB has received USD233.5 million in gross proceeds. To date, the cumulative number of aircraft transferred is 73 aircraft and AAGB has already received gross proceeds totalling USD936.6 million. AAGB is optimistic that the transfer of the last 11 aircraft and 14 spare engines under the Proposed Disposals in order to complete the Incline B SPA and the FLY SPA will take place on or before 31st October 2018. A further announcement will be made accordingly. This announcement is dated 1 October 2018. |Company Name||AIRASIA GROUP BERHAD| |Date Announced||01 Oct 2018| |Category||General Announcement for PLC|

aerospace

https://mc2.seedsofhealth.org/apps/news/article/687104

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This is provided to students who show an aptitude in STEM fields, but may lack the resources needed to attend experiences such as Space Camp. This scholarship is for 100% of the tuition to 1 week of space camp (July 8-14, 2017) and includes a flight suit, transportation, and a small spending stipend. The total value is approximate $2,500. In addition, students will be mentored as a cohort by students who have previously attended Space Camp and are now TMG Space Ambassadors. And, TMG will engage parent liaisons who will be available to answer questions and provide guidance to scholars’ parents.

aerospace

https://www.phonecorridor.com/download-flight-pilot-simulator-3d-apk-for-android-ios-and-pc/

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You now download Flight Pilot Simulator 3D Apk for Android and iOS, Mod Apk and play on PC as well. Flight pilot simulator 3D ranks as one of the best flight simulator game for Android and iOS devices. With Flight Pilot Simulator 3D, you can learn how to fly an aeroplane. Unlike other games that require you to drive a car or bike, here the game helps to fulfill your ambition to be a pilot. The game consists of different kind of planes, all you need do is to select the best one that helps you to fly higher towards the sky. Flight Pilot Simulator 3D game has ultra-realistic 3D graphics and great animation. For you to succeed playing this game, you will need to race against time, control a fire in the middle of the mountains and land safely on a tiny airstrip or even on an aircraft carrier warship. You must master the techniques and skills required to successfully fly an aeroplane. Consider yourself a pilot that has been recruited to fly an aeroplane during a war, there are challenging missions, emergencies, rescue missions and rough landings. You will see a very impressive scenario throughout the game. Neither, it contains any type of violence nor any other mature content so you are free to play it together with your children of any age. This game is very addictive and one of the popular free flight simulator games. Flight pilot simulator 3D Apk Features - Ultra REALISTIC 3D graphics and cool animations - Tons of real-life planes: from single engine props to SUPERSONIC JETS, from airliners to military aircraft - A lot of Fun and challenging missions: emergencies, rescue missions (save children, women and young boys and girls!), rough landings, fires, races - Flight pilot simulator 3D Apk game has an immersive scenario: explore a huge open map with tons of surprises in free flight mode - Intuitive mobile controls and an ADDICTING gameplay - The best-rated Flight Simulator on Google Play. And it’s a FREE GAME. FUN is absolutely guaranteed! - You can Play it anywhere. Flight Pilot Simulator 3D Apk does NOT require an internet connection. You can enjoy it in the subway, or while travelling on a real plane, or in the car on the road, or during services in a temple (or maybe even on a toilet!) - Flight pilot simulator 3D Apk game has Limited data usage Flight Pilot Simulator 3D Apk Information - Developer: Fun Games For Free - Android Version: 4.0 and above - Genre: Free Apk - The size: 52.7 Mb - Interface language: EN, FY, DE, ES… - Current Version: 1.3.7 Flight Pilot Simulator 3D Apk Information for iOS - Seller: fun Games For Free - Size: 197 MB - Category : Games - Compatibility: Requires iOS 7.0 or later. Compatible with iPhone, iPad, and iPod touch. - Languages: English - Age Rating: Rated 4+ - Copyright: © Fun Games For Free - Price: Free How to download Flight pilot simulator 3D Apk on Android and iPhone Flight pilot simulator 3D apk is available for download on Google play store - Visit the Link here to download Flight pilot simulator 3D on Android device - Visit the link here to download Flight pilot simulator 3D on Ios device Flight pilot simulator 3D Mod Apk If you will love to download Flight Pilot Simulator 3D Mod apk that comes with unlimited money, then you can download the modded version below. The installation process is quite simple. Go ahead to install the Flight Pilot Simulator 3D Mod apk and start to enjoy the game with unlimited everything. Download Flight Pilot Simulator 3D Mod apk Here Flight Pilot Simulator 3D PC Version You can now play Flight pilot simulator 3D on your computer. To get started follow the below steps on how to download and play Flight pilot simulator 3D on PC. How to Download Flight Pilot Simulator 3D on PC Before you can play Flight pilot simulator 3D on PC, you will have to download Bluestacks emulator. Follow steps below to get started. - Download Bluestacks emulator from the mentioned options. - Once it downloaded, install the emulator on your PC or Mac. - When the installation gets finished, go to your desktop and open this (Bluestacks) app player. - Now type ‘Flight Pilot Simulator 3D’ in search and press the enter button. - Now click on download and the game will be installed in some moments. - Go to the apps, find your game and begin the fun.

aerospace

https://tsaa.net/past-speaker-biographies/annual-conference/

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Presently, Ken Mah is the Director of Strategic Partnerships & Programs for Lynch Group of Companies. Focused on hydraulic, motion control solutions and state-of-the-art manufacturing, Lynch is recognized as a role model for Canadian SMEs who are centers of global excellence for their market niches. His responsibilities include sales, marketing as well as program management for strategic accounts including National Aeronautics and Space Administration (NASA). After graduating from the University of Toronto, Ken worked in the mining and oil industry in the northern parts of Canada including: The Yukon, British Columbia, Ontario, Quebec and Newfoundland. His experience includes exploration, mineral processing, manufacturing, metallurgical operations in both hard and soft rock. With a career migrating into the Information Technology space, Ken’s duties ranged from technical service, support and sales with an overseas posting in the Far East supporting China, Taiwan, Japan, Korean markets. During his tenure, he helped close, deliver and program manage multi-million dollar projects sponsored by UNDP and The World Bank. Senior Disaster Recovery and Business Continuity Consultant for GE Capital IT Solutions followed by experiences with Northrop Grumman, eBRP Software Solutions provides real world value to organizations. With expertise for intangibles, enterprise wide issues, and disruptive technology sales in unique environments, Ken’s real strength is his strong interpersonal (Soft) skills. Ken is married with two children. He volunteers for the Canadian Alopecia Areata Foundation, Skate Canada and teaches Professional Sales & Communications at local colleges. Jon Novacek is currently the Systems Engineering Manager at Safran Electronics and Defense in Peterborough. He graduated from the University of Toronto Department of Electrical and Computer Engineering in 2002 and has been with Safran ever since. Jon lives in Peterborough, with his wife Katie and two sons Corban age 7 and Evan age 5. When he’s not chasing his kids around, Jon enjoys playing Volleyball and Golf as well as wood working. During his work with Safran, Jon has focused and the design, development and manufacturing of Electronic Control Systems for the commercial and military aerospace markets; including Engine Control, Landing Gear Control, Electronic Braking and Steering. Jon has experience working in several fundamental areas of the development process for aerospace control units including architecture, hardware and software design, safety analysis, certification and entry into service. In his current role, he is responsible for the system architecture and safety aspects of new product developments and defining technical proposals for future business. Shane Xu brings over 6 years of aerospace experience at Bombardier, developing flight simulators, testing models in wind-tunnel, assessing aircraft Stability & Control, and supporting flight-test of CSeries and Global 7000 aircraft. Passionate about convergence of engineering and business, Shane is experienced in using the data-analytics to model and identify market opportunities and accelerate business growth. In particular, he has extensive experience in capital intensive industries, such as manufacturing, construction and energy. With diverse engineering and management experience in oilfield, aerospace and finance, Ramzi Kaiache worked at Bombardier as an Aerospace Engineer, developing CSeries and Global7000’s aerodynamic models, systems, CLAWs and flight-simulators. Ramzi also worked as Project Manager for CSeries program during its entry-into-service, helping clients make best use of the new aircraft through managing crew training, parts availability and post-delivery sales support. Shane and Ramzi will be speaking at the TSAA Conference on behalf of the Aerospace Society. Andreas is Director of Rocketry for the University of Toronto Aerospace Team (UTAT), an ambitious and dynamic group committed to challenging the status quo of what can be achieved by a student design team. UTAT Rocketry develops, tests, and flies its own supersonic hybrid sounding rockets and is currently designing what will be the greatest amateur rocket ever flown on Canadian soil with the goal of shattering the Canadian altitude record of 14.3 km (AGL). Andreas is a firm believer in the necessity of technical extra-curricular experience to the aspiring engineer and seeks to foster an excited and sustainable team culture through meaningful and challenging projects. He obtained his bachelors in Mechanical Engineering from the University of New Brunswick and is a full-time Masters student at the University of Toronto Institute for Aerospace Studies. There, at the Space Flight Laboratory, Andreas works on pre-flight diagnostics tools for the HawkEye 360 microsatellite constellation, and developed software for the Vector Gravimeter for Asteroids (VEGA), an instrument with space mining applications. Prior to this he interned at MDA as a mechanical designer for satellite antennas. In 2017, Andreas had the privilege of representing Canada at the Caltech Space Challenge in which he was part of a diverse team of experts devising a sustainable solution to solar system exploration through the development of a launch and supply station from the surface of the moon. He hopes to one day contribute to the inevitable transition of humanity to a multiplanetary species through the development of increasingly reliable and affordable launch vehicles for access to space. Tareq Samak is an international student currently in his second year of Aerospace Engineering at Ryerson University. He holds an Aircraft Design Course Certification given to him by CASI – Toronto Branch. Outside of school, Tareq is a member of the Ryerson Aero Design Team, where he is a member of the Fuselage Design Team. In addition, Tareq has been a Communications Associate at CASI – Ryerson Branch since 2017. Braedon Hoekstra is from St. Thomas Ontario. She is in her third year of Aerospace Engineering at Ryerson University. In high school she was on the FIRST Robotics Team 4525. She is a Schulich Scholarship Nominee and a Hugh O’Brian Youth Leadership Alumni. Braedon is currently on the Ryerson CanSat Team as well as being the Outreach Associate for CASI Ryerson Branch. Tareq and Braedon will be speaking at the TSAA Conference on behalf of CASI Ryerson. Jeremy Wang is the CTO and R&D Founder of The Sky Guys, Canada’s leading provider of drone services and technology for heavy industry and government applications. Jeremy is responsible for a wide range of business, technical leadership, and systems engineering for TSG’s portfolio of multirotor and long-range UAV projects. Most recently, his team partnered with MTO on the developing and testing UAVs for infrastructure inspections, first response, and enforcement on Ontario’s 400-series highways. Previously, Jeremy spent four years with the University of Toronto Aerospace Team (UTAT). He also interned at the German space agency’s institute for space propulsion, and led systems and policy analysis for on-orbit servicing at the Space Generation Advisory Council to the UN Programme on Space Applications. In 2016, Jeremy was selected as one of Canada’s Next 36 highest potential young entrepreneurs, and in 2018, Jeremy was inducted as one of “Tomorrow’s Aerospace Engineering Leaders: The 20 Twenties” by the American Institute for Aeronautics and Astronautics. Jeremy is a fourth-year Engineering Science student at the University of Toronto, and will be pursuing graduate studies in aerospace fluid mechanics at the University of Waterloo in Fall 2018.

aerospace

https://ialab.it.monash.edu/members/?marvl_member=21

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- Information Visualisation - Human Computer Interaction - Augmented and Virtual Reality - Computer Graphics Maxime joined the group in February 2015 and is currently working on a Collaborative Immersive Visual Analytics project. This project aims to study the use of Virtual and Augmented Reality for collaboratively analyzing data. Maxime received his PhD from the University of Toulouse (France), hosted by the French Civil Aviation Authority (DGAC) where he studied visualisations in the Air Traffic Control domain. After he received his PhD, Maxime worked at DGAC as an interaction and software designer for experimenting future Air Traffic Control procedures. Google Scholar profile: https://scholar.google.com/citations?user=tzm5W-0AAAAJ&hl=en ResearchGate profile: https://www.researchgate.net/profile/Maxime_Cordeil2

aerospace

https://g-alyp.blogspot.com/2012/04/psas-l-1011-experiment.html

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Sunday, April 8, 2012 4:57 PM | Posted by Gregory Maxwell | | In 1970 California intrastate carrier Pacific Southwest Airlines (PSA) was flying high. From its humble beginnings in 1949 with a single DC-3 the airline had grown to become the dominate carrier in California, posting 15 straight years of profits. PSA was the original pioneer of the low cost, high frequency model, which Southwest Airlines later made famous. PSA Founder Ken Friedken believed that he could carve out a very successful niche providing passengers with low cost, high frequency flights between California's major cities. Because all of the flights would take place within the state of California, his airline would not be tied to the restrictive policies of the Civil Aeronautics Board, which set prices and regulated all interstate carriers in the United States at the time. Friedken theorized that if the airline priced its fares low enough it could attract passengers away from the railroads and provide an alternative to the automobile. The formula was a smashing success, unfettered by the CAB, PSA was free to set its own ticket prices and start new routes as it saw fit. In order to expedite the passenger boarding process the carrier didn't assign seats, and it also maximized daily aircraft utilization through quick ground turnarounds, all of these measures helped to keep costs down. The airline branded "The World's Friendliest Airlines," developed a reputation for unmatched customer service. It even went so far as to paint smiles on the noses of all its aircraft, nicknaming them "Grinningbirds". Passengers flocked to the airline, attracted by the low fares, but they stayed because of the airline's legendary service. By 1970 PSA served 7 destinations across the state of California from its base at San Diego's Lindbergh Field earning a profit of $3.6 million and transporting over 5 million passengers that year. The core of the airline's business was shuttling travelers up and down the coast between San Diego, Los Angeles and San Francisco. Passenger traffic throughout the previous decade had grown rapidly so much so that airline terminals were becoming overwhelmed and airlines worried that if the pace of growth continued the whole system might grind to a halt under the weight of the demand. The 747 whose entry into service in 1969 heralded the arrival of the wide body area, seemed to be the ideal solution to meet the increasing demand and reduce the strain on overwhelmed airport facilities. With the added capacity that widebody aircraft like the 747, DC-10 and L-1011 provided airlines could consolidate several narrowbody flights into one, thus reducing airport congestion. PSA agreed, and in 1970 signed a contract with the Lockheed Corporation for two L-1011-1's, which was still undergoing certification testing at the time. The airline planned to introduce the aircraft on its high density commuter routes between SAN-LAX-SFO, with delivery of the first aircraft slated for 1972. However shortly after signing the contract, the airline learned that the L-1011's sole engine supplier Rolls-Royce had gone bankrupt. With the future of the aircraft program now in doubt PSA canceled its order, and re-evaluated the competing Airbus A300 and McDonnell-Douglas DC-10 products. Rolls-Royce had greatly underestimated the development time of the RB211, a complex new engine design which included use of revolutionary composite fan blades. Unfortunately the light weight composite blades suffered quality control issues and were prone to fracture. To remedy this situation Rolls-Royce was forced to redesign the fan to incorporate traditional titanium blades which increased the weight of the engine significantly. The resulting production delays and cost of the redesign placed the company in a tenuous financial position. The added costs meant that the unit purchase price of the engine agreed upon by Lockheed was below breakeven for Rolls-Royce. The British government was forced to take control of the insolvent company and eager to continue development of the RB211 engine tried to renegotiate a higher unit price for the RB211 with Lockheed. Lockheed had its own financial problems, oweing to development of the C-5A Galaxy, which was based on a fixed price contract, with all cost overruns having to be payed out of pocket by the manufacturer. Eventually the government, not wanting to loose a front line military aerospace company bailed the company out, guaranteeing loans of up to $250 million. Lockheed and Rolls-Royce finally settled on a price for the redesigned engine which would put the company back in the black and allow Lockheed to avoid a costly delay to certification while it redesigned the the aircraft to accommodate a competing engine from General Electric or Pratt & Whitney. PSA's first L-1011-1, at Lockheed's Palmdale plant awaiting delivery, note the stairs leading to the lower level lounge In 1972 PSA convinced that the L-1011 was the right aircraft for its future, recommitted to the L-1011 signing a contract for five aircraft, with two scheduled for delivery in 1974 and one each in 1975, 1976 and 1977. The airline opted for a high density single class cabin configuration seating 296 passengers. PSA also became the only airline customers to select the lower level lounge option offered by Lockheed on the L-1011. The lower level lounge in PSA's configuration offered 16 saleable seats and was connected to the main passenger cabin by a staircase. In order to meet FAA certification standards to allow passenger occupation during takeoff and landing extra structure had to be added to the belly of the fuselage in case of a wheels up landing. The lounge occupied part of the lower cargo compartment and galley space, which was the main reason no other L-1011 customer selected the option. Artist Rendition of the L-1011 lower deck lounge option, from a Lockheed Corporate sales brochure For PSA though the lower level lounge held one key advantage the entry door contained an integral air stairs which allowed for ramp loading of passengers at airport's in its system that were not equipped to service widebody aircraft. Passengers could enter the aircraft through the lounge and climb the stairs to the main passenger cabin. The carrier felt this option would help expedite the boarding of the airplane and reduce ground turn times. However before the airline could take delivery of its first aircraft the 1973 Oil Crisis hit, and fuel prices which had been hovering around 11 cents/gallon shot up to 33 cents/gallon almost overnight. PSA's first L-1011 named "Mother Grinningbird" entered service on August 1, 1974 while the second aircraft was loaned to Lockheed to be used for sales purposes at the Farnborough Air Show, being placed into regular service at the end of October. It quickly became apparent to the airline that the L-1011 was not built for its high density commuter operation. Interior shots of PSA's first L-1011 taken at the delivery ceremony For one the airplane just wasn't designed for quick turn arounds like the 727. The L-1011's size and height meant that everything from provisioning the aircraft, fueling and unloading the baggage compartments took longer. The airline also found that by reducing flight frequencies on its key trunk routes between San Diego, Los Angeles and San Francisco they lost customers. It turned out that passengers especially business travelers prefered having the flexibility its previous schedule had offered and weren't willing to wait three to four hours between flights to fly on the larger L-1011. All of the airline's cost models that supported the decision to purchase the L-1011 were predicated on fuel prices in the 9-11 cents/gallon range, but by the time of the airplane's first revenue flight in August of 1974 the price of fuel was hovering around 33 cents/gallon which represented a 200% increase in cost for the airline. At these prices there was just no way to make the numbers work for the L-1011 and the airline realized it needed to dispose of the aircraft and quickly. But PSA wasn't the only airline to realize this as airline's around the world in response to the rising fuel costs began to dump fleets of almost new widebody 747s, DC-10s and L-1011s on the market. The excessive supply of airplanes, hurt the resale value of the aircraft. The problem for PSA was exasurbated by the airline's decision to opt for the lower lounge option. This feature which occupied a good portion of the forward cargo hold along with the lack of a full galley made these aircraft very unattractive to potential buyers as the loss of revenue cargo space made it difficult for airlines to make money with the aircraft. The costs of reconfiguring the airplane could not be justified given the ready supply of other suitable widebodies. The last PSA L-1011 was withdrawn from service in April of 1975, and with no buyer headed off to the desert for storage. The airline planned to return the aircraft to service in June of that year to cover the anticipated increased summer travel demand but those plans never came to fruition and the aircraft continued to gather dust in Arizona. The airline also proceeded to cancel the remaining three aircraft on order, which by that time were in various stages of production. Lockheed sued PSA for breach of contract. The parties eventually came to terms with PSA agreeing to send one of its L-1011s on a world wide promotional tour on behalf of Lockheed, while German customer LTU eager to standardize its L-1011 fleet traded in 2 ex-Eastern airplanes for the three undelivered PSA aircraft. The two original aircraft were subsequently leased to Lockheed who subleased them to AeroPeru until their new L-1011-500s could be delivered. The ex-PSA aircraft were then returned to Marana in 1982 where they sat until finally three years later in 1985 PSA found a willing buyer in Worldways Canada who purchased both aircraft. In the end PSA's widebody experiment lasted only nine months. While it ultimately proved to be a failure, without the spike in fuel prices one wonders whether the experiment may have lasted a little longer if not proven itself to be profitable at least for a time. The author is an independent aviaion consultant with 7 years of industry experience and holds a Masters Degree in Aviation Safety from Embry-Riddle Aeronautical University

aerospace

https://download.mydelair.com/

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Caution: Prior to installing or upgrading one of the software products made available below, please refer to the MyDelair community portal for documentation, release notes and appropriate instructions. The Delair Flight Deck application for Android tablets is used for mission preparation and flight monitoring with the UX11 and UX11 Ag aircrafts. It is normally distributed via Play Store. The Android Package (APK) is here provided for sideloading (for experienced users). The Delair Flight Deck Pro application for Windows is used for advanced mission preparation and flight monitoring with the UX11 aircraft. Note that versions ending with Beta in their name are Technical Preview / Early Access releases. Please check the Release Notes for details. Delair After Flight is a desktop application for importing flight folders, filtering and processing pictures, applying quality checks and exporting EXIF images, metadata and reports. Use it for flights performed with the UX11 and UX11 Ag aircrafts. A seamless workflow to take pictures with your Android smartphone and import them directly to delair.ai, the visual data management platform for enterprise. The Aerial Imaging software for the desktop (also known as office version) is installed on an office computer and used for mission preparation for the UX5 aircraft. Please note that this version CANNOT be used in flight. The Aerial Imaging software for the tablet (also known as field version) is installed on a tablet. It provides all the functionality included in the office version and, in addition, is used for monitoring a UX5 aircraft during flight. Aerial Imaging Tablet requires a license. On a brand-new installation, upon the first execution, you will therefore be prompted to enter a license key. Contact your Delair distributor or Sales representative.

aerospace

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In December 2010, Scott (E6C - Echo Six Charlie), Steve (Waya) and Tanya (Woyi), geocachers from North Carolina, launched a geocache into space. Well, technically it's called near space, but it went very high and very far. The idea came from a father and son who launched an iPhone tied to a balloon and posted the video on the web. E6C thought, "Well if they can do it, we can too... and do it better!" How do you make a geocache that can go into space (well almost into space)? The first thing to work out, is how much the payload is going to weigh. To record the event they used a Kodak Zi6 camera (like a Flip video), a Samsung Joy cell phone and a still camera. A Spot GPS was used to track the balloon's progress. The advantage of a Spot is that it communicates via satellite, so even if the balloon lands out of cell phone range, it can still transmit its location. Including the cache container and parachute, the total weight of the payload was about 4 lbs (~2kg). Parachute? Why do you need a parachute? Well they were concerned about a 4 lb payload coming down and hitting someone. Since E6C works in the military he was able to acquire an old 6 ft diameter drogue 'chute that attaches to a spring in the main parachute pack. The next challenge was to figure out how much helium to use for the weight of payload. They calculated the buoyancy of helium needed for the weight, and then how much volume that helium would fill at 100,000 ft. This produced a result that showed that they needed a balloon of 19ft in diameter. So they went ahead and purchased a 19ft weather balloon from Scientific Sales. The balloon is designed to burst when it reaches that diameter, and that determines the maximum altitude that can be achieved. The balloon with the payload was launched on 18 December at 9:33AM near Fayetteville, North Carolina. It climbed at about 1600 feet/minute and took almost 1 hour to achieve an altitude of 101,001 feet before the balloon burst. It took about the same time to fall back to earth. During the climb and descent the balloon travelled 124 miles (198 km) and landed on in a small forest behind someone's place. The group who launched the balloon arrived at the owner's front door. Apparently his eyes lit up when he heard the story and took them out the back of his property to locate it. It had come down safely and was hanging from a tree about 8ft off the ground. The cache is now permanently located there and you can go and find it. The cache code is GC2JPJJ. It's listed as multi. You are supposed to go to the launch site where there is a plaque that gives the final co-ords. Alternatively you can watch the video which shows the final co-0rdinates. It is on private property, but permission has been graciously granted by the owner. Just stop by the house (at reasonable hours) and let Mr. Hutchins know you are going through his backyard. Balloon remains are at the GZ for posterity (with permission from the owner, too). The official website of the project is here: http://gaia.terrasunder.org/ Here is the interview that I did with Scott (E6C) where he talks about how to launch a geocache into space ... WITHOUT a Space Shuttle!

aerospace

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Larry Barnett, 80, of Princeton died Sept. 13, 2012. Mr. Barnett was a retired electrical and mechanical engineer. He served in the Royal Air Force and the South African Air Force as a pilot. He was responsible for saving countless Ethiopian Jews in an emergency rescue mission, many of whom had never seen an airplane. He is survived by his wife, Evelyn; two daughters, Casey Horgan of Edison and Ashleigh; his son, Craig; a sister, Cecelia Shill; a brother, Neville of Randolph; and six grandchildren. Services were held Sept. 16 at Temple Emanu-El, Edison, with arrangements by J.L. Apter Memorial Chapels of Dover.

aerospace

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A Review of Quad-rotor UAVs and their Motion Planning AbstractThis review paper will give an overview of Quad-rotor Unmanned Aerial Vehicle (UAV) systems, their applications and how their motion is planned. It begins with introduction on various UAV types and their uses. It then explains the principles of their operations including flight path planning and finally it demonstrates by use of case studies how UAVs have been used. The case studies expound on the practical experiences of unmanned aerial vehicles in civilian applications. It is anticipated that the findings of this paper will help expedite their use locally and attract wide research, investment and better policy regulation for their application. Keywords—Motion planning, UAVs, UAV applications Sep 25, 2017 How to Cite GACHOKI, Nelson M.; MUHIA, Asaph; KIIO, Mercy N.. A Review of Quad-rotor UAVs and their Motion Planning. Proceedings of Sustainable Research and Innovation Conference, [S.l.], p. 117-121, sep. 2017. ISSN 2079-6226. Available at: <http://sri.jkuat.ac.ke/ojs/index.php/proceedings/article/view/586>. Date accessed: 21 jan. 2019. This work is licensed under a Creative Commons Attribution-NonCommercial 4.0 International License.

aerospace

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BRICK – Lt. Joseph Earomirski, a native of Brick, is serving in the U.S. Navy as part of the nation’s nuclear deterrence mission at Strategic Communications Wing One (STRATCOMMWING ONE). Its TACAMO (“Take Charge and Move Out”) mission supplies airborne communication links to nuclear missile units of U.S. Strategic Command. Earomirski graduated from Brick Township High School in 1998 and joined the Navy 19 years ago. “I joined the Navy for my kids. I wanted to be a good role model for them as they grew up. I also thought it was important to serve my country,” Earomirski said. Earomirski explained how the skills and values he gained from living in Brick helped him succeed in the Navy. “My hometown taught me the importance of a hard work ethic and being able to work with people from diverse backgrounds,” Earomirski said. The Navy’s presence aboard this Air Force base allows for the deployment of aircraft to both coasts and the Gulf of Mexico on a moment’s notice, which is key for a nuclear deterrence mission. The Navy command consists of a Wing staff, the Center for Naval Aviation Technical Training, and three Fleet Air Reconnaissance Squadrons: The “Ironmen” of VQ 3, the “Shadows” of VQ 4 and the “Roughnecks” of VQ 7. Earomirski serves as an admin officer with VQ 4. “I enjoy working with my junior sailors; mentoring them, guiding them and watching them grow both professionally and personally,” Earomirski said. More than 1,300 active-duty sailors and 100 contractors are employed at STRATCOMMWING One. They provide maintenance, security, operations, administration, training and logistic support for the Boeing E-6 Mercury aircraft fleet, an airborne command post and communications relay based on the Boeing 707. Their mission derives from the original 1961 Cold War order known as ‘Take Charge and Move Out!’ Adapted as TACAMO and now the command’s nickname. Those apart of TACAMO provide a survivable communication link between national decision makers and the nation’s nuclear weapons. “The Navy contributes to the National Defense Strategy through our global reach,” Earomirski said. “We have the ability to control the seas to keep them open for commerce and transit.” Earomirski and the sailors they serve with have many opportunities to achieve accomplishments during their military service. “My selection to the Limited Duty Officer Program was very gratifying. They don’t select many people for that,” Earomirski said. “I am always grateful to my parents for the support they provided me and my sister,” Earomirski added. “To me, serving in the Navy means being a role model in the community, being a part of something bigger than myself and being able to support the national defense mission.”

aerospace

https://politics.dip.org.ua/en/world/the-turkish-made-fifth-generation-fighter-will-make-its-first-flight-two-years-ahead-of-schedule-9723/

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The fifth-generation fighter jet, created in Turkey, will make its first flight at the end of 2023, that is, about two years before the originally planned date, the director of the Turkish aerospace company Temel Kotil told the private Turkish TV channel CNN-Turk. It is expected that the plane will turn on the engines and leave the hangar already in March. According to Kotil, work on the prototype of the aircraft is going very well. “Initially, we planned to fly in October 2025. We have now moved this date. It will fly later this year,” Cotill said. Turkey implemented a project to create a Hurjet combat aircraft in 2017, TASS reminds. The head of the Directorate of Defense Industry of Turkey, Ismail Demir, said some time ago that this aircraft will surpass the American fighter of the new generation F-35 in terms of tactical and technical characteristics.

aerospace

http://investmonitor.biz/hyip/payment_system/NixMoney

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YSF24 Limited offers a unique opportunity to contribute to the development of the most promising world technologies and get a good steady income. We are pleased to offer you a high-return investing in Space industry. Space exploration is the ongoing discovery and exploration of celestial structures in outer space by means of continuously evolving and growing space technology. Space is big, really big! The time has come for humanity to explore, understand and inhabit planetary bodies other than our precious home planet, Earth. Launch vehicles, satellites and robotic spacecraft are crucial to space exploration. They let us explore space without having to support life, and can travel longer, in more dangerous areas, and at lower risk than manned spacecraft. YSF24 Limited is engaged both in the development of new launch vehicles, and in the creation of new types of satellites and robotic spacecraft that will be engaged in the space mineral extraction. We received support from scientists, engineers, businessmen, sponsors and investors from all over the world. Space exploration serves as a source of inspiration for future generations of scientists, and encourages society to look upwards to see the wonders of the universe. Join us, make a contribution to the development of space technology! UAVs offer huge advantages to many business processes. The possibilities of air-transported-payloads provide new opportunities at a relatively small investment. Commercial drones are indeed changing many industries around the world and the commercial drone space is rapidly growing, but there are still many challenges to overcome and gaps in the ecosystem to enable drones to be used at a wider scale for tasks, which were too dangerous, costly or difficult. Sky-Drone Limited was established to support businesses that are developing technologies and services that are critical to scaling the use of commercial drones across a variety of applications. WE HELP YOU TO GET AN INCREDIBLE HIGH RETURN ON YOUR INVESTMENTS. We are a team of experienced traders, financial analysts, and account managers. If you don't like to waste time and if you want to earn big money easy - this program is for you. "COINS DAILY LIMITED" has been invested money in real estate. Over the past 6 years, according to our latest data, we have never been at a loss. Shareholder Investment Corporation – an official Dutch company with an advanced production in the country’s leading industries: black metallurgy, shipbuilding, oil industry, survey and exploration of oil and gas deposits, as well their extraction and sale. The corporation numbers over 20 companies, ventures, manufactures and branches in. Shareholder IC stands for fine, efficient production, 11 years of experience in the world market, close partnership with famous Dutch and foreign companies, high-quality raw materials, professionalism, and excellent produce for import and export. In 2015, due to the changes in the international system of taxation and the tax increase on international agreements for companies, holdings and corporations, Shareholder Investment Corporation has been officially re-registered and obtained the status of an offshore company in Seychelles, opening a new, promising movement – working with individuals, making an emphasis on the development of small businesses. Now the company assets can be obtained not only by giant companies, firms and factories, but also independent individuals. The website contains not only the description of the company’s activity, but also the documents to help you familiarise yourself with it. The Shareholder Investment Corporation’s registration number is 169852.

aerospace

https://airlinereservationss.com/news/lufthansa-to-cancel-flights-due-to-pilots-strike/

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Lufthansa canceling nearly all flights because of pilots' strike Lufthansa, the German flag carrier, will have to cancel 800 flights tomorrow because pilots for Lufthansa and Lufthansa Cargo are going on strike. Because of the strikes, the airline said that almost all of tomorrow’s flights to and from the airports in Frankfurt and Munich would be canceled. This summer, there have been a lot of strikes in the European aviation industry. Some of the airlines affected include SAS, Iberia Express, and Lufthansa. This is not the first time Lufthansa has had to deal with strike action. This summer, the German flag carrier canceled most flights for 24 hours because ground handlers at German airports went on strike. Lufthansa has canceled about 800 flights to and from Frankfurt Airport and Munich Airport for tomorrow. Before the strike, which starts at 00:01 local time and ends at 23:59, more flights will have to be canceled tonight. The airline says that most of its flights won’t happen tomorrow. Lufthansa thinks that the cancellations will affect 130,000 passengers, and the problems are likely to last through the weekend. This weekend is the last weekend of summer vacation in the federal states of Hesse, Rhineland-Palatinate, and Saarland. This meant that the German airline was likely to have a lot of passengers. What’s the reason behind the pilot’s strike? The union says that Lufthansa’s pilots need a much better offer of payment from the airline. Lufthansa “did not make a good enough offer,” the union said, and right now the two sides are “too far apart.” In two steps, the airline said it had offered pilots a monthly basic pay increase of €900 ($902.89). This means copilots with less experience get 18% or more, while captains with more experience would get about 5% more. The airline says that the union’s current demands would raise its payroll costs by more than 40% over the next two years, or about €900 million.

aerospace

https://afkapsi.com/aviation-program/

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Welcome to the Aviation Program The Alexandria-Fairfax (VA) Alumni Chapter of Kappa Alpha Psi Fraternity (AF Alumni), in conjunction with the Northern Virginia Urban League (NVUL), is currently offering a ten-week introduction to aviation course for 6th – 12th grade boys and girls. This program emphasizes the roles of science, technology, engineering, and mathematics (STEM) in the field of aviation. ” Your wings already exist. All you have to do is fly.” The course is designed to enlighten and stimulate the participants through hands on interaction with realistic flight simulators and exciting classroom instruction. Introduction to Aerodynamics Aircraft Components, Basic Instruments Review of Aircraft Types The National Airspace System Introduction to Meteorology Weight & Balance

aerospace