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https://www.theconstructionindex.co.uk/news/view/buro-happold-consortium-picked-for-abu-dhabi-airport | 2022-01-24T10:10:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304528.78/warc/CC-MAIN-20220124094120-20220124124120-00676.warc.gz | 0.907823 | 149 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__195306504 | en | The team’s first mission is to design landside support facilities for the Midfield Terminal Complex.
Buro Happold aviation director Zoe Metcalfe said: “The consortium’s success was down to our collaborative working methods, aligned cultural values and passion for pioneering architecture and engineering. We look forward to nurturing our relationship and delivering value to our client at Abu Dhabi Airports.”
Pascall+Watson aviation director Alan Lamond said: “I am delighted that Pascall+Watson, RS&H and Buro Happold are working together in the UAE. Our unique blend of international experience and local expertise offers our airport clients a fully comprehensive architectural and engineering design service.” | aerospace | 1 |
http://simcwire.com/isros-chandrayaan-1-reveals-rusting-of-moon/ | 2022-05-21T03:41:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534773.36/warc/CC-MAIN-20220521014358-20220521044358-00124.warc.gz | 0.938906 | 419 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__16738083 | en | Recent data from the Indian Space Research Organisation (ISRO) has revealed that the Earth’s natural satellite, Moon, might be rusting. The new research suggests that Moon is turning slightly red and indicating the formation of a reddish-black mineral form of iron named hematite on its surface particularly seen at the poles. The formation of rust or iron oxide can be attributed to the presence of two key elements: water and oxygen. The lunar surface is littered with iron-rich rocks that may facilitate this chemical reaction when combined with the other two elements. However, the Moon does not have any rich source of water and is devoid of oxygen in its atmosphere. According to the scientists say that the main reason behind this change could be the Earth’s atmosphere.
The data obtained from the Moon Mineralogy Mapper instrument (M3) revealed that Moon’s pole had a different composition as compared to its surface. The airless Moon may lack the atmosphere to support the formation of oxygen but it hosts the traces of oxygen that travels from Earth to reach the lunar environment. The researchers say the Earth’s magnetotail is an elongated region of the planet’s magnetosphere and it plays a significant role in this change observed over the Moon.
Oxygen from Earth’s upper atmosphere can travel through magnetotail to the Moon from the Earth. Therefore the terrestrial oxygen can reach the near side of the Moon facing the Earth and it means that the oxygen from Earth may be driving the formation of hematite on the lunar surface. As per NASA, the magnetotail blocks about 99% of the solar winds during certain phases of the Moon’s orbit specifically in the Full Moon phase. Data from Chandrayaan 1 again comes into play. The mission is credited with discovering clues of water ice on the poles of the Moon along with mapping out different types of minerals formed on the lunar surface. There could be another factor for rusting which is water even the moon is dry but the poles have long been suspected of hosting water. | aerospace | 1 |
http://www.zenith.aero/profile/BobMcDonald?xg_source=profiles_memberList | 2019-11-11T20:22:17 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496664437.49/warc/CC-MAIN-20191111191704-20191111215704-00293.warc.gz | 0.934541 | 145 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__78562770 | en | Online Community of Zenith Builders and Flyers
Does anyone have a set of the older style CH701 / CH601HD Zenith / CZAW floats?
I'm bored these days without a project, so I'm thinking my CH601HD would be cool to fly on floats. Anyone have a drawing for the front steerable nose gear. If I remember these were compressed air…Continue
Here is a gently used Rotax 912 80 hp for sale.
I know the owner and aircraft history. Its good.
The Rotax 912 80 hp is great engine for the CH701 or CH601HD series aircraft. I have flown both models with the 80 hp Rotax and they fly great. | aerospace | 1 |
https://firstxw.com/view/306070.html | 2022-11-26T15:07:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446708010.98/warc/CC-MAIN-20221126144448-20221126174448-00732.warc.gz | 0.911814 | 342 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__110103450 | en | Wu Weiren, chief designer of China's lunar exploration project, said the four phases of China's ongoing lunar exploration project will be carried out in three steps, according to a report released by the National Space Administration.
The fourth phase of the lunar exploration project includes the Chang 'e-6, Chang 'e-7 and Chang 'e-8 missions, which will be carried out over the next decade.The Chang 'e-6 mission is scheduled to be carried out around 2025.
And Chang 'e-6 is going to sample the far side of the moon back, which, if successful, will be a first for humans. Chang 'e-7 will land on the South Pole and is planning to carry out a flying probe.
Among them, while the fourth phase of lunar exploration is progressing in an orderly way,China will also work with other countries to set up an international scientific research station on the moon, and will later build an Internet on the moon.
We are considering establishing a lunar Internet with the moon as the main base to realize data signal transfer, navigation, remote sensing and other functions between the Earth and the moon and the interplanetary space.
In addition, Wu Weiren introduced that some deep caves in the South Pole of the moon, we think there may be water, we hope that Chang 'e-7 can use the flying device, after landing can fly to the 1 to 2 holes inside to explore the scene, to see if you can find water.
Around 2028, China will launch Chang 'e-8, which together with Chang 'e-7 will form the basic form of China's lunar South Pole scientific research station. | aerospace | 1 |
https://www.icao.int/about-icao/DrAliu/Pages/Managing-the-Forecast-Doubling-of-Flight-and-Passenger-Volumes-Safely-Securely-Efficiently-and-Sustainably.aspx | 2020-07-05T11:31:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655887319.41/warc/CC-MAIN-20200705090648-20200705120648-00053.warc.gz | 0.955832 | 538 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__251387436 | en | Page ContentIn the 1970s, there were slightly more than 10 million departures per year on scheduled services worldwide. Today, we're at over 33 million, and by 2030 we are projecting over 60 million annual aircraft movements, or roughly 200,000 per day. What these projections help us to recognize is that our global network is faced with an urgent need for new or upgraded infrastructure, more efficient air navigation systems, additional professionals in all categories, and adjustments in regulations and policies. ICAO's first priority, as always, is to maintain or enhance aviation Safety and Efficiency as this growth proceeds, and to constantly seek to reduce aircraft accidents in every part of the world. We also need to work with States and partner organizations to efficiently manage the increasing congestion in the skies and at airports, particularly in high-density regions where capacity is at, or nearing, saturation points. The key tools we have realized to address these challenges are our complementary Global Plans for Aviation Safety and Air Navigation, the GASP and the GANP. In the near-term, the GASP calls for States to realize minimum 60% effective safety oversight capabilities by 2017. For the mid-term, the emphasis is on State Safety Programmes and Safety Management Systems, while the long-term objective is for the implementation of more predictive safety risk management systems. The Global Plan for Air Navigation provides capacity and efficiency-related implementation targets, as outlined in significant detail in the Aviation System Block Upgrades (ASBUs) agreed to by States and industry. Its targets are prioritized in relation to operational improvements, with deliverables that incorporate all of the necessary regulatory provisions, procedures, technologies and training requirements. As with Safety and Efficiency, the Security of passengers and crews, as well as persons on the ground, must be another key priority. And, as news headlines keep reminding us, the threat of terrorism and other acts of unlawful interference is a reality we continue to live with, while new and emerging threats such as cybersecurity help us to remain aware that effective aviation security requires constant vigilance and innovation. Finding an optimal balance between security and facilitation is key to all of these goals. We must also guide and assist the liberalization of the air transport industry as our network expands, and to keep innovating to reduce our environmental footprint, through a basket of measures, aspirational targets, and even more energy-efficient aircraft that reduce greenhouse gas emissions and noise at airports. Our mission as an Organization flows from this vision, and we are committed, together with our global partners, to assist Member States in responding to the rapidly evolving technological, regulatory and economic developments brought about by the quickening pace of growth and globalization. | aerospace | 1 |
https://helihub.com/2015/06/03/uk-military-invests-80m-in-new-synthetic-helicopter-training-equipment/ | 2019-03-20T06:56:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202303.66/warc/CC-MAIN-20190320064940-20190320090940-00092.warc.gz | 0.907976 | 833 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__7452894 | en | The Ministry of Defence is investing £80 million in new specialist equipment to help train the Royal Air Force and Royal Navy helicopter pilots and rear crews of the future.
A £51million contract with Lockheed Martin UK will support Chinook Mk 6 training and a £29 million contract has been awarded to AgustaWestland to provide Merlin Mk 4/4a aircrew Synthetic Training Devices.
The equipment will provide a realistic representation of the operating environments the crews will fly in, and will enable them to practice manouvres and procedures safely and repeatedly to enhance their learning.
The simulation equipment will be based at military bases in Somerset and Hampshire.
Minister of State for Defence Procurement Philip Dunne said:
“We are providing our Armed Forces with one of the most capable and technologically advanced helicopter fleets in the world, and to complement this, it is essential that we also provide them with the very best and latest training. Alongside essential flying experience, these simulators will play a vital role in ensuring our people are capable, competent and ready to deploy on operations around the globe.
“Over the last year, we are very proud to have delivered a number of new helicopter capabilities to our Armed Forces, and we plan to invest a further £11 billion over the next decade to sustain and further improve our fleet.”
Air Vice-Marshal Julian Young, Director Helicopters at the MOD’s Defence Equipment and Support organization, said:
“Simulation is a solution that, when blended with live flying events, provides the optimum individual and team-level training.
“Although it can never replace live training fully, being able to create a wide variety of training scenarios and operating settings can provide a more challenging, safer and controllable environment to help our forces practice in a way that is essential to effective mission preparation.”
The Chinook Mk 6 synthetic training service will be housed in a purpose-built facility at RAF Odiham in Hampshire and will include two flight deck device simulators, a rear crew training device and a suite of computer based training facilities.
The contract with Lockheed Martin UK includes two years for the design and production of the equipment and the training facility, with a follow on 10-year training service support package.
Meanwhile, training for the pilots and rear crew of the Royal Navy’s Merlin Mk 4/4a helicopters will be provided through the use of new simulators at the aircraft’s Main Operating Base at RNAS Yeovilton in Somerset.
As part of the contract, AgustaWestland has selected simulator specialist CAE to supply two Flight Training Devices, a Flight Navigation Procedures Trainer and a Rear Crew Trainer, which will be delivered from 2017 and installed in existing buildings.
- Hawker Pacific supplies bespoke mission system
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- 18-Mar-19 ZT-ROB Bell 206L3 Beira, Mozambique | aerospace | 1 |
http://bulapadula.host56.com/edge-of-space/ | 2018-09-20T13:35:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156471.4/warc/CC-MAIN-20180920120835-20180920141235-00516.warc.gz | 0.854617 | 2,143 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__155436267 | en | Edge of space - сто рецептов красоты фото продукции
The Edge of Space. Have you ever wondered where the edge of space lies? If, as science says, the universe (the visible one) is only so big, where. At the Edge of Space. PBS Airdate: November 20, 2013. NARRATOR: On a stormy night, in Denver, a team of scientists takes to the air to investigate a mystery. Edge of Space is yet another one of those reminders that game development has gone completely bonkers in recent years. Like direct inspiration Terraria before. Survive, Fight, Explore, Terraform, Dig, and Build. In Edge Of Space you change the world to serve your needs in this unique mix of survival, defense, exploration.
This feature may have suffered significant changes due to a recent game update. You can help the Edge of Space Wikia by including. Edge of Space is an open world, 2D, exploration-based survival sandbox game in which you play a representative of ArkCo, a corporation sending out explorers LONDON — A toy dog learned that space is the final frontier when he got detached from his "ship" on re-entry and plummeted at least 15 miles back to Earth. TOP-10 OF THE BEST WORLDWIDE ADVENTURES according to the World Tourist Association! “Edge of Space” Aerobatic Flight in the MiG-29 is an incredible mixed flight. Go Russia guarantees best prices for flights on military fighter MiG-29 in Nizhny Novgorod. We offer both all-inclusive and flight only packages for our customers. We've covered Edge of Space a bit over the past couple of years, most recently in the form of an Early Access preview from May in which Ian concluded that while. Buy Edge of Space Standard Edition Four Pack. Includes four copies of the base game - Send the extra copies to your friends. In the mathematical discipline of graph theory, the edge space and vertex space of an undirected graph are vector spaces defined in terms of the edge and vertex. Edge of Space has already been Greenlit on Steam, and will soon be getting some new Terraria content. Follow Edge of Space at GameSpot.com. To survive encounters with the dangerous creatures in Edge Of Space, it helps to have good armor but helps more to have kick-ass weaponry. through the various. EDGE SPACE is a 2,000 sq.ft multipurpose arts and events location. It is located at the center of Happy Valley, a prestigious and exclusive district Fly the Legendary MiG-29 to the Edge of Space. For generations, the MiG-29's ability to climb high was a closely guarded secret.
More information: space-affairs.com Do you want to have more MIG-29 videos? Visit the playlist "6-cam view" of an MIG-29 flight here: https. However, after the long space journey you awaken from cryosleep to find that your ship has gone way off . Buy Edge of Space Standard Edition Edge of Space. 95 likes · 2 talking about this. Edge of Space is committed to making the adventure and excitement of space flight available. Already registered with us? If so, click the button below to login to our client area from where you can manage your account. Disclaimer: This material is being kept online for historical purposes. Though accurate at the time of publication, it is no longer being updated. The unofficial wiki about Edge of Space that anyone can edit! 150 articles since July 2013. See the directory of all pages in this wiki here! Edge of Space
Survival Guide to "Edge of Space" PC game Edit The CURRENT version of this guide can be found here. Game's Tutorial Edit. USE THE IN GAME TUTORIAL! It gives Edge of Space stratosphere flight in the supersonic MiG-29 Fulcrum - up to 22km altitude. The MiG-29 is the last Edge of Space flight worldwide. Suit up as an operative of the Ark Corporation, sent to the farthest reaches of the universe in search of habitable planets to terraform. However, after Edge of Space ~ Adventures at High Altitude Fly the Legendary MiG-29 to the Edge of Space. For generations, the MiG-29's ability to climb Read our review of the 2017 Ford Edge interior at . 5-passenger layout that has generous space for both people and cargo. The Edge's large exterior Welcome to the Edge of Space Walkthrough where our team of contributors will help you work through the game via a step-by-step tutorial. A Gamewise walkthrough. EDGE SPACE is a multipurpose venue for rental. EDGE SPACE rent out as PARTY, WEDDING VENUE, POP-UP SHOP,PRESS CONFERENCE, PRODUCT or BOOK LAUNCH,ART EXHIBITION.
Edge of Space innovates access to space for schools, classrooms, and students throughout the world. Science kits that educate through the Coolness of Space. Use one of the services below to sign in to PBS: You've just tried to add this video to your Watchlist so you can watch it later. Edge of Space is an dynamic open-world sandbox with exploration, crafting, building, terraforming, survival game. Where you create, mold, and work to survive. Much like in Terraria and Starbound, which are the two games that Edge of Space will inevitably find itself being compared to, you create an avatar Hold on to your hats, or in this case, your helmets: Scientists have finally pinpointed the so-called edge of space ? the boundary between Earth's atmosphere. Our Edge of Space +1 trainer is now available and supports RETAIL. These Edge of Space cheats are designed to enhance your experience Suit up as an operative of the Ark Corporation, sent to the farthest reaches of the universe in search of habitable planets to terraform. However, after the long. Edge of Space is a 2D survival, exploration, terraforming, crafting, and building game. It places you in a dynamic open-world sandbox where you must build, create. Terraria and space, sitting in a tree, K I S S I N G. First comes Kickstarter, then comes Early Access, then comes- no, not Starbound, I'm talking about See books on theoretical physics click here to continue to the next science article in the series click here to go to the previous science article in the series.
Edge Of Space is a survival-adventure game set in a dynamic open-world sandbox where players must build, create, mold, and work to survive in the deepest, darkest. Forum Stats; General Discussion. Discuss topics related to the game. 137 topics; 781 replies; Off-Topic Discussion. Discuss topics not related to Edge of Space. Red Bull Stratos - Mission to the Edge of Space and Supersonic freefall. Sep 26, 2016 Edge of Space is a 2D survival, exploration, terraforming, crafting, and building game. It places you in a dynamic open-world sandbox where. Metacritic Game Reviews, Edge Of Space for PC, Edge Of Space is a survival-adventure game set in a dynamic open-world sandbox where players must build, create Edge of Space ~ Adventures at High Altitude. Fly a MiG to the Edge of Space. Fly the Legendary MiG-29 to the Edge of Space. For generations, the MiG-29's. I want to know about the latest contests, cool offers, and amazing events from Space, and carefully selected advertisers. EDGE OF SPACE WITH MIG-29UB The world is big - especially from above! When the morning arise I woke up, I am not really rested. The whole night I was almost awake. Edge Space Systems is seeking outstanding thermal engineers for several NASA projects. Please see our Careers page to learn more. Welcome to Edge Space Systems.
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https://www.aumanufacturing.com.au/us-australia-to-sign-scifire-hypersonics-agreement | 2023-12-06T13:39:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100599.20/warc/CC-MAIN-20231206130723-20231206160723-00311.warc.gz | 0.940715 | 383 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__59759202 | en | Australia and the United States will today sign an agreement on the development of hypersonic cruise missiles which could eventually be fitted to aircraft.
Hypersonic missiles travel greater than five times the speed of sound, and are difficult to intercept due to their speed and unpredictable flight trajectories.
According to The Australian Financial Review, the new Southern Cross Integrated Flight Research Experiment (SCIFiRE) agreement will cover research, building and testing hypersonic missiles. Local industry, particularly SMEs, will be invited to participate in the new program.
The two countries have cooperated on hypersonic scramjet, missile and sensor work for the last 15 years.
The news follows the July Defence Force Structure Plan announcement, with key air domain investments over a decade including up to $9.3 billion on “high-speed long- range strike, including hypersonics research.”
“Developing this game-changing capability with the United States from an early stage is providing opportunities for Australian industry,” defence minister Linda Reynolds said.
“Investing in capabilities that deter actions against Australia also benefits our region, our allied, and our partners.”
Australia has pockets of research excellence in the field, particularly at University of Queensland. UQ spinout Hypersonix recently received an Accelerating Commercialisation Grant, supporting development of an Australian manufactured hydrogen-fuelled scramjet engine, designed to put small satellites into low-level orbit.
Nine Entertainment newspapers report that the defence range to host upcoming development and testing with the US has not been selected.
As reported by @AuManufacturing, BAE Systems Australia released video last month showing the launch of HIFiRE, a hypersonic flight test at the Woomera Range in South Australia.
Picture: University of Queensland
Subscribe to our free @AuManufacturing newsletter here. | aerospace | 1 |
https://www.hyperrestaurant.com/tag/maryland | 2023-03-21T21:14:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943746.73/warc/CC-MAIN-20230321193811-20230321223811-00597.warc.gz | 0.971696 | 159 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__24960887 | en | According to fashionissupreme, Andrews Air Force Base, Maryland is a United States Air Force base located in Prince George’s County, Maryland. It is the home of the Air Force District of Washington and is under the jurisdiction of the 11th Wing and 459th Air Refueling Wing. The base was named after Lieutenant General Frank Maxwell…
According to ezinesports, Accokeek, Maryland is a small town located in Prince George’s County, approximately 30 minutes south of Washington D.C. The town has a population of around 4,000 and is part of the Washington metropolitan area. The town was founded in the 1600s and is named after the Accokeek Creek which runs through it…. | aerospace | 1 |
https://idrw.org/astra-microwave-receives-order-for-precision-approach-radar-from-hal/ | 2024-04-25T04:08:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00581.warc.gz | 0.841281 | 313 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__119571566 | en | Astra Microwave Products Limited (AMPL) has secured a significant order from Hindustan Aeronautics Limited (HAL) for the supply of a Precision Approach Radar (PAR) system. The contract value stands at ?56 crore and includes a comprehensive Annual Maintenance Contract (AMC) spanning 10 years.
This acquisition by HAL bolsters India’s air traffic management infrastructure with a state-of-the-art PAR system. The radar plays a vital role in ensuring the safe and efficient landing of aircraft during adverse weather conditions or low visibility.
Key Features of the PAR System
- Advanced Antenna System (AESA): The PAR utilizes an Active Electronically Scanned Array (AESA) antenna, offering superior performance and reliability compared to conventional radar systems.
- Rugged Construction: The radar comes housed in a dedicated equipment cabin, ensuring protection from environmental elements.
- Self-Reliant Power Supply: An integrated power supply unit comprising a diesel generator and UPS guarantees uninterrupted operation.
- Enhanced Safety Measures: The system incorporates a fire-fighting system and a security electronic system for comprehensive protection.
- Frequency Band: X-Band
- Maximum Range: 40 kilometers
- Low Maintenance Requirements: The PAR system is designed for minimal maintenance, reducing operational costs.
- AESA Electronic Scanning: The AESA technology facilitates precise and efficient scanning operations.
- Portable Design: The system’s transportability by container carrier allows for swift deployment to various locations. | aerospace | 1 |
https://dronestuffpro.com/u-s-division-of-transportation-publicizes-5-eight-million-in-33-unmanned-plane-system-analysis-grants-to-universities-suas-information/ | 2021-06-18T08:13:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487635920.39/warc/CC-MAIN-20210618073932-20210618103932-00377.warc.gz | 0.889872 | 1,446 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__92865592 | en | WASHINGTON – The U.S. Division of Transportation’s Federal Aviation Administration (FAA) right now introduced $5.eight million in analysis, schooling and coaching grants to universities that comprise FAA’s Air Transportation Heart of Excellence for Unmanned Plane Techniques (UAS), also referred to as the Alliance for System Security of UAS by Analysis Excellence (ASSURE).
“These universities are making nice strides in advancing the Division’s efforts to combine UAS safely and effectively into our Nation’s airspace system, in the end delivering new transportation options and financial advantages for the American individuals,” Appearing U.S. Secretary of Transportation Steven G. Bradbury mentioned.
The FAA’s Heart of Excellence for UAS is advancing the administration’s transportation and financial objectives that air journey gives to the nation. The Heart of Excellence UAS universities obtained a complete of $5,822,990 to advance particular objectives and tasks.
“These universities are making nice strides in advancing our efforts to securely and effectively combine UAS into our nation’s airspace system,” mentioned FAA Administrator Steve Dickson. “Every grant is designed to discover the questions that may result in larger UAS and unmanned air service integration, which can in the end ship new transportation options and financial advantages for the American individuals.”
Greater than 1.7 million leisure and industrial drones are within the lively UAS fleet. That quantity is predicted to develop to as excessive as 2.31 million by 2024. The ASSURE grants are geared toward persevering with and enhancing the secure and profitable integration of drones into the nation’s airspace system (NAS).
The FAA has established 13 Facilities of Excellence in crucial subject areas specializing in: unmanned plane programs; different jet fuels and atmosphere; normal aviation security; industrial area transportation; airliner cabin atmosphere and intermodal transportation analysis; plane noise and aviation emissions mitigation; superior supplies; normal aviation analysis; airworthiness assurance; operations analysis; airport pavement and expertise; computational modeling of plane buildings; and technical coaching and human efficiency.
The primary spherical of ASSURE grants for Fiscal 12 months (FY) 2021 have been awarded for the next eight (eight) analysis areas.
Air Provider Operations–Examine and Determine the Key Variations Between Business Air Provider Operations and Unmanned Transport Operations
This analysis will present findings, suggestions and classes discovered that may improve the FAA’s understanding of the necessities for certifying massive UAS for air service operations.
Particular focus of this analysis will analyze projected demand by location (e.g. rural, exurb, suburb, or city) and the feasibility of business UAS air service operations. It can additionally discover the function of autonomy in UAS automobiles starting with operations in much less dangerous areas reminiscent of rural areas to exurbs (areas past the suburbs), after which on to extra populated areas of suburban and metro areas. This exploration will concentrate on the passenger transportation atmosphere, and examine the workforce influence of this new functionality.
Kansas State College – Lead College$220,000College of Alaska, Fairbanks$150,000North Carolina State College$150,000College of North Dakota$130,000The Ohio State College$149,745
UAS Cargo Operations–From Manned Cargo to UAS Cargo Operations: Future Developments, Efficiency, Reliability, and Security Traits In direction of Integration into the NAS
This analysis will consider the feasibility of business UAS cargo operations along with the projected demand by location. Moreover, the analysis will element anticipated wants of the FAA to help additional integration of UAS cargo operations, together with how larger autonomy might present an improved stage of security.
College of Alaska, Fairbanks – Lead College$240,000Kansas State College$125,000College of Alabama, Huntsville$124,987North Carolina State College$125,000College of North Dakota$60,000The Ohio State College$124,996
Excessive-Bypass UAS Engine Ingestion Check
Inclusion of enormous numbers of small Unmanned Plane Techniques (sUAS) into the NAS might pose distinctive hazards to manned plane. It’s needed to find out the potential severity of sUAS mid-air collisions with manned plane to outline an Equal Stage of Security for UAS operations. Since sUAS usually are not much like another overseas physique (e.g. chicken, ice, volcanic ash) that the FAA at present regulates, understanding the severity of an ingestion is crucial to having the ability to estimate the extent of potential harm.
The Ohio State College – Lead College$340,000Wichita State College$100,000
Small UAS (sUAS) Mid-Air Collision (MAC) Chance
This analysis focuses on sUAS MAC probability evaluation with normal aviation (GA) and industrial plane. As a result of severity analysis varies based mostly on the place a collision occurred on a manned plane, this probability analysis is not going to solely take a look at the likelihood of a MAC, but in addition the probability of colliding with completely different elements of a manned plane.
Wichita State College – Lead College$464,000Kansas State College$220,000Embry-Riddle Aeronautical College$215,000College of Kansas$160,000
Mitigating GPS and Automated Dependent Surveillance-Broadcast (ADS-B) Dangers for UAS
This analysis is important to allow secure and safe automated sUAS navigation and secure and safe automated sUAS Detect and Keep away from operations. Unvalidated or unavailable GPS and “ADS-B In” knowledge poses safety and security dangers to automated UAS navigation and to Detect and Keep away from operations. Misguided, spoofed, jammed, or drop outs of GPS knowledge might lead to unmanned plane place and navigation being incorrect.
College of North Dakota – Lead College$325,000Kansas State College$135,000Embry-Riddle Aeronautical College$135,000Oregon State College$100,000College of Alaska, Fairbanks$135,000
Shielded UAS Operations–Detect and Keep away from (DAA)
This analysis is meant to determine dangers and advocate options to the FAA that may allow shielded UAS operations reminiscent of a flight inside shut proximity to current obstacles and to not exceed the peak of the impediment. This effort will determine dangers, decide whether or not shielded operations will be made secure, to what diploma UAS Detect and Keep away from necessities will be diminished, and advocate UAS standoff distances from manned plane and floor obstacles, together with buildings and air visitors management towers.
College of North Dakota – Lead College$430,000Kansas State College$110,000Embry-Riddle Aeronautical College$150,000New Mexico State College$140,000North Carolina State College$95,000
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https://www.gsesolutions.eu/tb3-multi-head-towbar/ | 2019-08-26T08:28:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027331228.13/warc/CC-MAIN-20190826064622-20190826090622-00144.warc.gz | 0.883566 | 173 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__201175513 | en | Our TB3 Multi-head aircraft towbar is used for aircraft weighing up to 125,000 lbs (56,699 kg), and accepts (CGE), Falcon 7X, and G5 towbar heads. The TB3 accepts all smaller aircraft towbar heads with the use of our reducing insert. The TB3 also accepts other manufacturers’ towbar heads.
The TB3 towbar features an improved, no maintenance elastomer shock absorbing lunette assembly, and a no tool, field replaceable drop through shear pin system. The handle has been upgraded, incorporating an easy access spare shear pin holder. Upgrade kits for older TB3 towbars are available separately.
Please contact Aviation Spares & Repairs Limited for more information on the TB3 multi-head towbar. We are here to help with all your GSE requirements. | aerospace | 1 |
https://shepherd.com/books-like/the-rescue-of-streetcar-304 | 2023-02-06T10:07:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500334.35/warc/CC-MAIN-20230206082428-20230206112428-00267.warc.gz | 0.965958 | 222 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__72791393 | en | From Richard's list on or by pilots in Vietnam who experienced combat.
Rasimus was an F-105 pilot who flew 100 missions over North Vietnam early in the war when things were really hot. He tells of the courage it took to fly into such a dangerous environment and of some of the pilots who did it.
Why should I read it?
What is this book about?
Ed Rasimus straps the reader into the cockpit of an F-105 Thunderchief fighter-bomber in his engaging account of the Rolling Thunder campaign in the skies over North Vietnam. Between 1965 and 1968, more than 330 F-105s were lost—the highest loss rate in Southeast Asia—and many pilots were killed, captured, and wounded because of the Air Force’s disastrous tactics. The descriptions of Rasimus’s one hundred missions, some of the most dangerous of the conflict, will satisfy anyone addicted to vivid, heart-stopping aerial combat, as will the details of his transformation from a young man paralyzed with self-doubt into a battle-hardened veteran.… | aerospace | 1 |
https://somee.blog/@nuuriye/fw-190-one-of-the-best-german-aircraft-of | 2024-03-03T15:08:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00704.warc.gz | 0.862549 | 138 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__42386575 | en | FW-190, one of the best German aircraft
FW-190, one of the best German aircraft of the war - with superior performance over Allied fighters until the introduction of the Spitfire IX at the end of 1942.
The BMW radial engine that powered most operational versions enabled the Fw 190 to lift larger loads than the Bf 109, allowing its use as a day fighter, fighter-bomber, ground-attack aircraft and to a lesser degree, night fighter.
A captured Focke-Wulf Fw 190 G-3 DN+FP, W.Nr. 160016, in flight near Wright Field, Ohio.
Posted using SoMee | aerospace | 1 |
http://www.whatsupthespaceplace.com/2018/05/big-finding-on-lunar-water-from-moon.html | 2023-12-07T03:12:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100632.0/warc/CC-MAIN-20231207022257-20231207052257-00547.warc.gz | 0.934788 | 84 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__288032057 | en | Hey Space Placers!
No big surprise about the Moon having water as we have known that for quite some time.
What IS a big finding comes from this study about a lunar meteorite that shows water MAY be present under the lunar regolith.
With the space faring nations and others returning to the Moon to stay, this has huge importance fo living off the land - in situ.
Sky Guy Greg | aerospace | 1 |
https://marquistopmilitary.com/2023/06/19/harold-alston/ | 2023-10-05T02:52:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511717.69/warc/CC-MAIN-20231005012006-20231005042006-00065.warc.gz | 0.979617 | 501 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__953447 | en | Title: Fighter Pilot
Company: United States Air Force
Location: Salt Lake City, Utah, United States
Harold R. Alston, a retired lieutenant colonel in the United States Air Force, has been recognized by Marquis Who’s Who Top Military for dedication, achievements, and leadership in military aviation.
Mr. Alston is a distinguished fighter pilot who dedicated 28 years of his career to the United States Air Force. He enlisted in the United States Air National Guard at the age of 18 to avoid being drafted into another branch of service during the Vietnam War. After successfully passing the examinations and attending flight school, Mr. Alston began his career as a military pilot, flying various models of aircraft during his tenure, including the F-104 Starfighter. He subsequently completed coursework at the University of Utah and pursued advanced training at the Air Force Command and Staff College, the Canadian Forces Staff College, and the Industrial College of the Armed Forces.
Mr. Alston’s combat tours during the Vietnam War, where he flew 136 missions including 100 over northern Vietnam, were the highlight of his career. Despite numerous close encounters, he was never shot down and received awards such as the Distinguished Flying Cross and 12 Combat Air Medals. Mr. Alston’s experience also includes serving as a maintenance test pilot, flying with three other air forces, and receiving wings from the Canadian, German, and Saudi Arabian forces. He retired from the U.S. Air Force in 1981 but continued to make significant contributions as an author. Mr. Alston wrote the book “Why Do I Find Myself in These Situations?,” published by Christian Faith Publishing, Inc., in 2021.
Throughout his career, Mr. Alston has experienced the rewarding aspects of being a fighter pilot and the joy of flying a variety of different aircraft. He has witnessed changes in the field over time and believes that adaptability and a thirst for exploration are vital for success. He considers his brother-in-law, Larry Killpack, and his father, Ray, as the mentors who most greatly influenced his life and career. Mr. Alston’s commitment to his career and his family is evident in his perseverance and dedication, as he values the lessons he learned as a professional pilot, including the importance of confidence and bravery in pursuing one’s desires.
For more information, please visit:
Contact Mr. Alston: | aerospace | 1 |
https://www.flightliteracy.com/en-route-modifications/ | 2022-05-16T05:14:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662509990.19/warc/CC-MAIN-20220516041337-20220516071337-00494.warc.gz | 0.917896 | 777 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__191669196 | en | Part of the challenge of using FMS en route is dealing with modifications to the planned flight route. This section describes five en route modifications.
Adding and Deleting Waypoints From the Programmed Route
All FMS/RNAV units allow en route (not published departure, arrival or approach) waypoints to be added and deleted to the programmed route. These techniques are illustrated in Figure 3-22.
ATC may issue instructions to a point defined by a VOR radial and DME value. The pilot must know how to enter such a waypoint as a user waypoint, name it, and recall it. If the unit’s memory is very limited, the pilot should also be adept at removing the waypoint.
Another simple modification is one that requires the pilot to proceed directly to a waypoint. In some cases, the waypoint to fly directly toward is one that already appears in the programmed flight plan. In this case, the pilot simply selects that waypoint in the flight plan and activates the direct-to function, as illustrated in Figure 3-23.
The direct-to waypoint now becomes the active waypoint. After reaching this waypoint, the system proceeds to the next waypoint in the programmed route.
In other cases, you may be asked to fly directly to a waypoint that does not already appear in the programmed flight route. In this case, one strategy is to add the waypoint to the programmed route using the technique illustrated in Figure 3-22, and then proceed directly to the waypoint using the technique illustrated in Figure 3-23. Another option is to use the direct-to function to get the flight started toward the assigned waypoint, and then add the new waypoint to the appropriate place in the programmed flight plan.
Risk: What Lies Ahead on a Direct-To Route?
The direct-to function offers a convenient way to shorten your time and distance en route if ATC authorizes that track. When you perform a direct-to operation, though, remember that the system builds a new track from your present position to the new waypoint. This track does not necessarily correspond to any previously planned airway or route, so it is critical to ensure that your new direct route is clear of all significant obstructions, terrain, weather, and airspace.
Cancel Direct To
ATC may sometimes cancel a previously issued direct-to clearance and ask you to resume the previously cleared route. Most FMSs offer a simple way of canceling a direct-to operation. Figure 3-24 illustrates the procedure for one FMS.
Selecting a Different Instrument Procedure or Transition
ATC will sometimes issue an instrument procedure or transition that is different from what you would expect. Entering a new procedure or transition is usually a simple matter of making new menu choices, as illustrated in Figure 3-25. In most units, if you are training or wish to fly the approach again, you must learn how to set the selector or cursor back to the initial fix, which will restart the approach sequence.
Proceeding Directly to the Nearest Airport
One of the most useful features of an FMS is its ability to provide you with immediate access to a large navigation database. This feature is particularly useful when a suitable nearby airport or navigation facility must be located quickly. Figure 3-26 shows how to locate and proceed directly to the nearest suitable airport using one manufacturer’s system.
- Proceed directly to a waypoint in the programmed route.
- Cancel a programmed or selected waypoint or fix.
- Select a different instrument procedure or transition.
- Restart an approach sequence.
- Immediately find the nearest airport or facility.
- Edit a flight plan.
- Enter a user waypoint. | aerospace | 1 |
http://wyomingpublicmedia.org/post/plane-crashes-near-rawlins | 2018-06-23T10:42:58 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864957.2/warc/CC-MAIN-20180623093631-20180623113631-00046.warc.gz | 0.981385 | 194 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__216055877 | en | Rawlins, WY – Three people are dead after a plane crash last night near Rawlins. The twin engine turbo-prop plane was flying from Steamboat Springs, Colorado to Rawlins when it crashed. Federal Aviation Administration Spokesman Mike Fergus says they lost radar contact with the plane around 9:40 pm as it was on approach to the Rawlins airport. The wreckage was found about three miles east of the airport. Investigators have yet to identify why the plane crashed, but the weather conditions do not stand out as an obvious cause. The National Weather Service says light snow and fog were in the area at the time, but that visibility was between two and two and a half miles. The plane was supposed to transport a medical patient from Rawlins to Casper. The victims of the crash were the pilot and two Yampa Valley Medical Center employees. The fourth person on board, also a medical center employee, is in critical condition at a local hospital. | aerospace | 1 |
http://canberrauav.org.au/ | 2016-06-26T09:53:25 | s3://commoncrawl/crawl-data/CC-MAIN-2016-26/segments/1466783395160.19/warc/CC-MAIN-20160624154955-00126-ip-10-164-35-72.ec2.internal.warc.gz | 0.943846 | 691 | CC-MAIN-2016-26 | webtext-fineweb__CC-MAIN-2016-26__0__76974408 | en | For our helicopter platform (Gaui GX9), we have recently been adding in the various avionics – camera, radios, flight controller and so on. This also included the time-consuming (but very important) task of routing the cabling. We even put a small camera on the tail boom so have in-flight footage of the helicopter: We have… Read More »
After a lot of hard work both on and off the airfield, we have recently submitted our Deliverable 2 report for the 2016 UAV Challenge. It covers the overall system design of our UAV, failsafe system and risk management. The full report is available
Last week CanberraUAV gave a presentation and flight demonstration to the Canberra branch of the Royal Aeronautical Society (RAes). This covered the history of CanberraUAV in competing in the UAV Outback Challenges in 2012 and 2014, the group’s purpose and past/current R&D activities. This also included an introduction to the world of open-source UAV development by… Read More »
Over the past month, we’ve been busy getting our airframes ready for the Deliverable 2 report for the UAV Challenge. This video must include an autonomous takeoff and landing (among other items). Both our helicopter and quadplane platforms have been working quite nicely for this. As part of this, we’ve been flying out large-scale helicopter… Read More »
Recently, Andrew Tridgell gave a talk at Linux.conf.au covering his work with developing the APM software for helicopter and quadplanes. Much of this is part of CanberraUAV’s development for the 2016 UAV Challenge. He also talks about rocket planes (the LOHAN project) and a general update of what has been happening in the APM community… Read More »
After many months of development and testing of our quadplane, we have had our first completely autonomous flight! From this point on, we will start scaling up to larger airframes capable of carrying our payload for the UAV Challenge. This is in addition to the usual software tuning and improvements.
CanberraUAV will be running a build-your-own quadcopter workshop in December. It will be held at the MHV makerspace from 6pm 11/12/15 to 4pm 13/12/15 (building Friday evening and Saturday. Flying on Sunday)
In the spirit of openness, we have publically released our Deliverable 1 Report for the 2016 UAV Challenge, which was submitted a few months ago. This has the purpose of showing others what CanberraUAV is proposing to use for the 2016 UAV Challenge, as well giving other teams an idea of the standard of report… Read More »
Recently, CanberraUAV was invited to a robotics exhibition at the Croatian Embassy in Canberra. Along with other groups from around Canberra (including the Croatian Rococup team!) we hosted over 1000 visitors throughout the day. We had an autonomous rover running in the courtyard, though some of the children preferred driving it themselves! Additionally, we had… Read More »
CanberraUAV have been given a “go” decision for the Deliverable 1 checkpoint for the 2016 UAV Challenge. Along with 58 other teams from around the world, we will now be progressing to the next Checkpoint – Deliverable 2 in April 2016. | aerospace | 1 |
https://www.jrtech.co.uk/testimonials | 2023-12-02T15:16:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100427.59/warc/CC-MAIN-20231202140407-20231202170407-00308.warc.gz | 0.916599 | 410 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__77718967 | en | Read what our customers say about our Products and Services:
Marshall Aerospace Receives Top-Flight Training from J R Technology
Marshall Aerospace is a world leader in aircraft engineering, modifications, maintenance and design. It is therefore no surprise that they were the first organisation in the UK to use the Hot Bonding Controller Type HBC-4301 from JR Technology (JRTL) in July 2003.
JRTL supply a comprehensive range of portable hot bonders, developed for the control, acceleration and monitoring of resin cures. The HBC-4300 Series allows up to 6 heated zones to be controlled independently, with inputs for up to 32 thermocouples, pressure level monitoring and control of up to 4 points - making it the most versatile and comprehensive bonder on the market. It can either be controlled remotely from a PC or via its own internal processor with rugged, solid state electronics. Marshall Aerospace uses the unit for general aircraft repairs as specified in Aircraft Standard Repair Manuals.
The Ministry of Defence Significantly Reduces Aircraft Downtime Thanks to J R Technology’s Range of Hot Bonding Controllers
Within the Ministry of Defence, it is crucial that aircraft downtime is kept to a minimum. Glyn Deakin and his team in the Forward Support MobileAircraft Support Unit (F/S MASU) carry out structural repairs to all rotary wing aircraft. The aim is to get the aircraft, mainly Lynx, Sea King, Chinook, Gazelle, Merlin and Apache, back in the air as quickly as possible.
For the last five years, Glyn has been using products from JR Technology’s (JRTL) range of portable Hot Bonding Controllers namely the HBC-400/1/H and HBC-4301. The company has over 20 years experience in the design, manufacture and supply of this equipment, for structural repairs, within the aerospace and associated industries. The products are primarily developed for the control, acceleration and monitoring of resin cures. | aerospace | 1 |
https://buybrome.ainonline.com/aviation-news/business-aviation/2021-05-12/collins-delivers-avionics-nasas-supersonic-x-59 | 2021-06-18T22:06:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487641593.43/warc/CC-MAIN-20210618200114-20210618230114-00274.warc.gz | 0.903486 | 535 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__40896512 | en | Collins Aerospace has handed over the avionics system for NASA's X-59, bringing the Quiet SuperSonic Technology (QueSST) research aircraft a step closer to its first flight in 2022. Being built at Lockheed Martin’s Skunk Works facility in Palmdale, California, the X-59 will be used to conduct sonic boom trials over various population centers to generate noise data that could be used to ultimately develop new international standards for supersonic transport.
Collins is providing a Pro Line Fusion-based avionics system that is designed to accommodate the unusual design of the X-59, including a lack of forward-looking windows. “We are bringing Pro Line Fusion to the world of supersonic with an optimized solution for the X-59,” said Peeter Soot, Collins Aerospace senior director of marketing for avionics. “It has no forward-looking windscreen, so we are adding EVS [enhanced vision] and SVS [synthetic vision] to give pilots all the visual references they need. And we are introducing touchscreens and a new HUD to combine all the images, and a suite of navigation and surveillance equipment.”
Working with Lockheed Martin and NASA on software applications, Collins tailored a large-format touchscreen display system with multifunction windows and a range of navigation, communication, and other systems to help the pilot to safely fly and land in all weather conditions, the company said. The company is incorporating HUD symbology, synthetic vision, ARC-210 communication radios, and the Collins multi-spectral enhanced vision system (EVS-3600), which uses advanced visual sensors and multiple-wavelength infrared technology.
Buttressing these systems will be NASA’s eXternal Vision System, which uses a 4K monitor to display images from two cameras outside the aircraft combined with terrain data. The X-59 will incorporate a long, slender airframe with a 30-foot-long nose that will help achieve supersonic speeds with a low-boom or “sonic thump,” defraying the noise impacts.
“The X-59 is expected to create a noise about as loud as a car door closing instead of a sonic boom when it breaks the sound barrier,” said Dave Schreck, vice president and general manager for military avionics and helicopters at Collins Aerospace. “This aircraft has the ability to shape the future of supersonic travel and our avionics are helping make this revolutionary aircraft a reality. We’re excited as we count down the days until we see it fly.” | aerospace | 1 |
https://www.aerojetservices.com/jet-card/ | 2019-05-20T05:17:10 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255562.23/warc/CC-MAIN-20190520041753-20190520063753-00174.warc.gz | 0.921522 | 266 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__118468346 | en | The perfect combination of simplicity, flexibility and unmatched value. Contact us to see how fair, simple and explore the benefits we have to offer. Request Information
Introducing the AEROCARD
You control where and when you travel. Our card program is really about personalizing the air travel experience by building a personal travel profile especially for you. Each AEROCARD account holder is provided with a personal travel adviser to assist in planning and scheduling their trips. Our travel advisers are available 24/7 to accommodate your individual needs when deciding where and when to fly.
Experience the best of both worlds
If you currently have a fractional ownership share, supplementing it with an AEROCARD pre-paid flight benefit, does offer you with the best of both worlds. AEROCARD pre-paid flight benefit account complements your existing program with an easy, hassle-free way to take advantage of savings available in the charter market without sacrificing safety and service standards.
AEROCARD Pre-paid Worldwide Charter Account
- No membership fees.
- No acquisition costs
- No monthly aircraft management fees
- Fly on an extensive fleet of aircraft worldwide
- Not limited to one aircraft type or any minimum usage.
- Fully refundable with no penalties
- Minimum deposit as low as $25k | aerospace | 1 |
http://www.aopa.org/News-and-Video/All-News/2013/May/31/Conditions-AMEs-can-issue-Detailed-requirements.aspx?WT.mc_id=&wtmcid;&WT.mc_sect=mbb | 2014-09-21T20:18:53 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657135930.79/warc/CC-MAIN-20140914011215-00197-ip-10-234-18-248.ec2.internal.warc.gz | 0.882577 | 266 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__15399394 | en | May 31, 2013
By Warren Silberman
Hopefully you listened to my May 30 Pilot Protection Services webinar reviewing the new conditions for which your aviation medical examiner can issue a medical certificate in the office. Now I am going to give you some helpful details on what you need to bring with you when you go see your AME should you have one of these conditions.
Pilot Health and Medical,
Pilot Protection Services,
AOPA Products and Services,
Aviation Medical Examiner
The Catholic Aviation Association wants to use faith, flying, and fellowship to promote general aviation.
A VFR pilot enters instrument conditions shortly after takeoff. Air traffic control gets an instructor on the ground involved to help talk the pilot through the serious situation to narrowly avert tragedy.
A pilot in Texas is flying again after 17 years, thanks to AOPA’s Rusty Pilot Program.
VOLUNTEER AT AN AOPA FLY-IN NEAR YOU!
SHARE YOUR PASSION. VOLUNTEER AT AN AOPA FLY-IN. CLICK TO LEARN MORE >>>
VOLUNTEER LOCALLY AT AOPA FLY-IN! CLICK TO LEARN MORE >>>
BE A PART OF THE FLY-IN VOLUNTEER CREW! CLICK TO LEARN MORE >>> | aerospace | 1 |
https://www.techtimes.com/articles/263694/20210803/elon-musk-confirms-spacex-starships-first-orbital-test-flight-shares.htm | 2021-09-24T09:43:54 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057508.83/warc/CC-MAIN-20210924080328-20210924110328-00102.warc.gz | 0.946801 | 556 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__1505385 | en | Elon Musk seems to be excited about the first orbital flight of its SpaceX Starship. The upcoming space activity will be a big one since it will test if the giant rocket of the popular CEO has enough capability to reach beyond Earth's atmosphere.
"Raptors on Super Heavy," said Tesla's founder.
As of the moment, the billionaire's latest Twitter post was able to generate more than 13,000 retweets, 1,800 quote tweets, and 189,000 likes.
SpaceX Starship's latest photo on the social media platform attracted a lot of his fans, as well as space critics. One of the Twitter users in the comment section asked if the rocket will also use clean energy.
is this a clean energy rocket? How many tons does it emit into the atmosphere good sir.— nm808 (@passionpounder) August 2, 2021
He also called out Musk to clarify how many tons of carbon the rocket launch emits once it reaches the planet's atmosphere. As of the moment, the CEO hasn't answered his questions.
But, you can expect more details from him once the giant spaceship actually blasts off to outer space.
Elon Musk Prepares SpaceX Starship's Test Flight
According to Independent UK's latest report, the upcoming orbital flight of Elon Musk's private space company will be a major breakthrough since Starship will represent SpaceX in its upcoming out-of-this-world missions, especially since space tourism is becoming a hot topic.
Check Out This Story: Super Heavy Now Has Raptor Engines-Elon Musk Looks Back on Early Days of SpaceX
However, the giant rocket still needs to undergo a series of tests before being launched safely outside the planet. On the other hand, the test flight will also ensure that the spacecraft can safely send astronauts to outer space.
As of the moment, the giant space company still hasn't confirmed the final schedule for its upcoming orbital flight. This could still depend on the issues that it will encounter during the process.
Why Is Orbital Test Flight Important?
Space.Com reported that there are two types of space flights. These specifically include suborbital and orbital launches. Experts explained that the difference between these two test flights is the speed at which a vehicle is traveling.
If a rocket conducts an orbital flight, it must reach the so-called orbital velocity, which is faster than suborbital launches. Since this is the case, the upcoming Starship activity will be important since it concludes if the rocket can remain intact once it reaches its top speed before entering outer space.
For more news updates about Elon Musk and his upcoming SpaceX Starship flight, always keep your tabs open here at TechTimes.
This article is owned by TechTimes
Written by: Griffin Davis | aerospace | 1 |
https://www.kellogg.edu/course/130-introduction-to-aircraft-and-powerplants/ | 2022-05-28T23:35:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663021405.92/warc/CC-MAIN-20220528220030-20220529010030-00502.warc.gz | 0.909742 | 92 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__127265690 | en | This course introduces students to typical aircraft engines including reciprocating and gas turbine engines. Operating cycles, power generation, operating parameters and engine specifics are studied. Typical systems found on these power plants are studied with an emphasis on nomenclature, function, operation and safety.
Introduction to Aircraft and Powerplants
Prerequisites: ACCUPLACER reading score of 60, or a "C" in TSRE 55 | aerospace | 1 |
https://en.topwar.ru/185708-v-seti-pojavilos-video-primenenija-kitajskoj-pkr-yj-83-istrebitelem-j-16-vvs-noak.html | 2023-11-30T21:00:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100232.63/warc/CC-MAIN-20231130193829-20231130223829-00648.warc.gz | 0.959299 | 380 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__77933669 | en | In China, the PLA Air Force held exercises, during which the YJ-83 anti-ship missile was launched from the J-16 fighter. This is reportedly the first demonstration of the capabilities of the Chinese counterpart of the Russian Su-30.
The first images of a PLA Air Force J-16 fighter armed with a YJ-83K anti-ship missile appeared early last year. As the Jane's portal wrote then, the Chinese fighter received new capabilities to combat enemy ships. However, the information was limited to this, since there was no video of practical launches of the YJ-83K. Now there is evidence on the Web that this anti-ship missile can be used by J-16 fighters.
J-16 fighters not only provide air protection for PLA naval ships, but are also capable of attacking large surface ships such as enemy aircraft carriers.
- stated the Chinese edition Sina Military
The Shenyang J-16 fighter has been produced by the Chinese corporation Shenyang Aircraft since 2012. The aircraft is an almost complete copy of the Russian Su-30MKK with a Chinese guidance system, AESA (active electronically scanned array) radar with AFAR, a system for detecting and tracking multiple targets and electronic warfare. In addition, the aircraft received Chinese engines and weapons.
The YJ-83 (C-803) anti-ship missile was first shown in 1999. The range of destruction is declared at 180 km, aviation version - up to 250 km. Warhead - 185 kg. An anti-jamming radar seeker with a wide scanning field is installed on the anti-ship missile. On the cruising section, along with the inertial system, satellite navigation is used, and the flight altitude is controlled by a laser altimeter. In the final phase of the flight, the rocket speed increases to supersonic. Data taken from Chinese sources. | aerospace | 1 |
https://space.abemblem.com/products/expedition-67 | 2024-04-15T22:13:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817033.56/warc/CC-MAIN-20240415205332-20240415235332-00027.warc.gz | 0.893042 | 239 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__80022772 | en | Expedition 67 is the scheduled 67th Long duration Expedition to the International Space Station. The Expedition is set to begin upon the departure of Soyuz MS-19 in late March 2022, with NASA astronaut Thomas Marshburn taking over as ISS commander. Initially, the Expedition will consist of Marshburn and his three SpaceX Crew-3 crewmates Raja Chari, Kayla Barron and Matthias Maurer, as well as Roscosmos cosmonauts Oleg Artemyev, Denis Matveev and Sergey Korsakov, who will all launch aboard Soyuz MS-21 and transfer from Expedition 66 alongside the Crew-3 astronauts.
Crew-3 will depart in late April, they will be replaced by SpaceX Crew-4, which will ferry NASA astronauts Kjell N. Lindgren, Bob Hines and Jessica Watkins, as well as ESA astronaut Samantha Cristoforetti to the station. Lindgren, Chari, Hines, Watkins Cristoforetti, Prokopyev, Petelin and Rubio will transfer to Expedition 68 at the end of the Expedition in late 2022.
MADE in the USA
Approximately 3 1/2" diameter | aerospace | 1 |
http://www.gizmag.com/tag/nasa/13/ | 2016-02-13T15:25:41 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701166739.77/warc/CC-MAIN-20160205193926-00200-ip-10-236-182-209.ec2.internal.warc.gz | 0.934449 | 831 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__18832436 | en | When NASA's New Horizons probe made its historic flyby of Pluto on July 14, it gathered a wealth of information about the dwarf planet and its moons, but at a distance from Earth of over 3 billion mi (4.8 billion km), retrieving that data will take a very long time. To speed things up, NASA has begun an intensive download from the unmanned spacecraft that will return tens of gigabits of data over the next 12 months.
As demonstrated by the bumpy landing of ESA's Philae lander on comet 67P/Churyumov–Gerasimenko, exploring comets, asteroids, and small moons can be difficult due to their low gravity. Not only can landing on one be like trying to alight on a trampoline, but roving around their surfaces is next to impossible because the negligible gravity offers practically no traction. To overcome this, a team of engineers is developing Hedgehog, a completely symmetrical robot rover for low-gravity exploration that moves by hopping.
Six people have begun a year-long mission to Mars without ever leaving Earth. Last week on the slopes of Mauna Loa volcano in Hawaii, the volunteers sealed themselves inside a dome habitat where they will live in isolation for one year on a simulated space mission. The fourth Hawaii Space Exploration Analog and Simulation (HI-SEAS 4) aims to study how deep space missions can maintain morale on prolonged voyages.
A new study has revealed that during the period in which the red planet's distinctive valleys supposedly formed, the Martian atmosphere may have already been too depleted to maintain the free-running water that it is believed to have carved out the geological features.
Working outside in space is a tall order. The environment is hostile, even the smallest job takes hours instead of minutes, and everything has to be done in either bulky suits or through robotic arms. It's a challenge that will become even more difficult when future astronauts are controlling robotic rovers from orbit, so ESA is getting in a bit of practice. Next month Danish astronaut Andreas Mogensen will take control of a rover in the Netherlands while orbiting the Earth aboard the International Space Station.
NASA has previously tested simple 3D-printed rocket components, such as combustion chambers and fuel injectors, but if the technique is to be practical, it has to cope with more complex items. Case in point is this 3D-printed rocket engine turbopump. Successfully built and tested at NASA's Marshall Space Flight Center in Huntsville, Alabama, the turbopump is described as "one of the most complex, 3D-printed rocket engine parts ever made."
New Horizons isn't going to get much of a rest. Following on from its historic flyby of Pluto on July 14, NASA has selected the next potential destination for the unmanned spacecraft – a planetoid called 2014 MU69 that lies a billion miles beyond Pluto's orbit. The space probe will take over three years to reach this frozen remnant of the Solar System's earliest years.
NASA is another step closer to manned deep-space missions with the completion of the latest round of RS-25 rocket engine tests. Based on the engines that sent the Space Shuttle into orbit, the new power plants will form the core of the Space Launch System (SLS).
On Aug. 26, NASA held a media teleconference regarding current predictions on sea level rise, highlighting the risks to coastal populations in low-lying areas, and the inherent problems in creating reliable global models. A panel of experts from NASA's recently-founded Sea Level Change Teamtells us that ocean levels are inexorably on the rise, but gaps in our understanding and ability to survey risk regions mean we don't know just how fast the change will take place.
NASA has been pushing the
safety features on its next-generation Orion spacecraft to the
extreme, as it carried out a dramatic parachute test. During the
test, engineers staged the failure of various components of the
descent system in order to see if it would still function, and save
the lives of a potential crew in a worst case scenario. | aerospace | 1 |
https://royalhealthpilot.com/2024/03/08/kaduna-crash-pilots-escape-death-air-chief-orders-probe/ | 2024-04-18T08:30:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817200.22/warc/CC-MAIN-20240418061950-20240418091950-00467.warc.gz | 0.978367 | 508 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__28941200 | en | 8th March 2024
A trainer aircraft belonging to the Nigerian Air Force experienced “a minor mishap” in Kaduna State on Thursday.
The aircraft, a Super Mushshak trainer aircraft, was involved in a minor mishap at about 2.35 pm, according to the Director, Public Relations and Information, Nigerian Air Force, Air Vice Marshal Edward Gabkwet.
Gabkwet, in a statement, said the incident occurred while the pilots were returning from routine training.
He, however, said the two pilots “came out of the crash unscathed.”
The statement read, “A Nigerian Air Force Super Mushshak trainer aircraft was involved in a minor mishap earlier today, 7 March 2024, at about 2.35 pm.
“The accident, which occurred at about 3.5 nautical miles from Kaduna Military Airfield, involved two pilots who were returning from a routine training flight. Luckily, both pilots came out of the crash unscathed.”
Gabwet said the Chief of Air Staff, Air Marshal Hasan Abubakar, had ordered a probe into the incident.
He said, “The CAS has since directed for preliminary investigation to ascertain the immediate cause of the crash.”
The PUNCH reports that between 2015 and December 2023, Nigeria suffered at least 17 military air crashes, leading to the death of many.
Some of the incidents include the crash which occurred in Port Harcourt in December 2023. A MI-35P helicopter belonging to the Air Force crash-landed with five crew members sustaining injuries.
On August 14, 2023, a NAF aircraft was said to have departed Zungeru Primary School en route to Kaduna but was later discovered to have crashed in a village in Shiroro Local Government Area of Niger.
Also, in July 2023 An FT7-NI aircraft crashed in Makurdi no death was recorded.
In addition, in February 2023, the Air Force recorded a crash after one of their jets lost its tyre mid-air and made an emergency landing at Lagos Airport on its belly. No death was equally recorded.
On February 22, 2021, seven NAF personnel on their way from Abuja to Minna, Niger State to rescue the abducted students and workers of Government Science College, Kagara, died when their plane crashed shortly after takeoff from the Nnamdi Azikwe International Airport. | aerospace | 1 |
https://discuss.ardupilot.org/t/linking-matek-f756-and-arduino-board/75199 | 2022-12-01T19:24:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710869.86/warc/CC-MAIN-20221201185801-20221201215801-00124.warc.gz | 0.944629 | 939 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__184590861 | en | I have no experience with Arducopter. I wish to add on an extra feedback control loop for a combi-copter with a tilting foil/wing.
I think you have to add an auxiliary board. Is this correct , or can it be done with the flight controller? I have a Matek F765 Wing.
I need to set up rotary encoder read x 2, plus get the gyro direction of travel, and output a servo control signal
One encoder is linked to the airflow direction paddle, the other to the wing foil.
I need to set control decisions based on these values.
Initially I want to set +5 degrees to ambient flow, and cutoff at 12 degrees to the direction of travel level.
This is my initial estimate of useful lift vs drag.
Can you direct me to an appropriate forum?
I haven’t started the Copter build yet.
The Convertiplane was a NASA terminology.
I have seen similar concepts referred to as combi-copters
I think they could benefit from an auto-trimming wing, similar to the lower wing of a biplane.
I like the ring-tail, combined with intermeshing rotors.
The flatter intermesh option, plus quite tall rotor towers, would suit an auxiliary wing.
I see the Speedmaster has the reference airflow paddles.
I have had suggested to me that I delve into the flight controller firmware.
What do you think?
My background is Information Systems, not Computer science.
I am happy in a Unix SH shell environment, but Pic data-basic emulation running on Unix
is what I was last involved with.
If you know what you are likely to get back, you can run a couple of sessions on different machines at once, through on app. program, and strip out and analyse returning text.
we had a local net socket, running another session on another machine in sql query language,
and running through pipe files set up when initiating the socket comms
program, in C++.
I did some mods and recompile, and testing on this program- It had timeout problems,
fixed by doing a “write” only when encountering an .
This was 20 years ago , so I cant recall exactly what was timing out.
That may have been an earlier version, working through a serial port,
and talking to a different version of the source computer.- more along programmable controller lines.
anyhow, I am quite happy with SH script language.
What do I need to get into the flight controller firmware?
Can I run Arducopter plus add-ons at the same time?
I would suspect I would need to co-run Linux and buy a version of a C compiler, plus various libraries.
I also need some documentation on the particular flight controller-
OK. Now I understand. I would refer to these types of aircraft as compound helicopters. I was working on an Airbus X-3 version of this type of helicopter. Here is the link to a thread I started on compounds helicopters.
I just used the flight controller and modified the code to provide the unique controls that I needed for this design. Here is a link to my PR for this vehicle type.
As Far as the tilt of the wing I think you could use just a servo connected to the flight controller hooked into one of the functions that we already offer in the software. Get it working that way and then start designing code to automate settings the wing angle.
I think the type of the flight controller depends on the size of your vehicle. If you have room I would use cube black. The higher end Maytek controllers like the 743 would also work.
I hope this helps. Keep us posted on your progress.
This project is based on the 450-sized helicopter.
I have brought a Tarot Pro V2 kit to get started.
This is pretty small- fuselage: cross- section is 92mm x 119mm external.
I haven’t checked what the takeoff weight is yet, but probably more allowed with 2 sets of rotors and motors.
Very likely something like the Matek units would suit.
The Matek 765 Wing I have here is 20g, and is 40 x 55 x 14 (1.5x 2.2x0.55 inches), (0.7 oz)
I will read through your blog-thread.
I have just drawn up a nice new body shell design, about 720mm long. | aerospace | 1 |
https://rdt.co.il/brand/aaronia/ | 2023-12-09T15:45:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100912.91/warc/CC-MAIN-20231209134916-20231209164916-00176.warc.gz | 0.931492 | 208 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__267320089 | en | Aaronia is an internationally renowned high-tech company based in Strickscheid, in the middle of the German Eifel. Since our founding in 2003, we have specialized in measurement, location and monitoring technology. Thanks to our experience, products and patents, we offer powerful and intelligent drone detection and defense systems with extremely long range, precision and reliability.
In 2008, Aaronia became the first company to bring a handheld spectrum analyzer to market. Its sensitivity of -170 dBm DANL set a new world record. In 2013, Aaronia developed the world’s first drone detection system AARTOS.
The 6th generation of the AARTOS system was released in 2019. By combining the new V6 spectrum analyzer with the IsoLog antenna, it not only locates the position but also the altitude of all drones in the airspace – another industry first!
Without exception, our products are developed, manufactured, tested and calibrated in Germany. This means we guarantee the highest quality – worldwide. | aerospace | 1 |
http://www.telfordaircraft.com/s-6ls/ | 2020-01-23T22:48:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250614086.44/warc/CC-MAIN-20200123221108-20200124010108-00180.warc.gz | 0.947421 | 240 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__226425206 | en | On December 23 2008 RANS certified the Coyote II as an SLSA. Designated S-6LS (for light sport) the Coyote II S-6LS, the design has been in production as an experimental aircraft since 1989. With almost 2000 flying examples in operation world wide the airframe has become one of the planets most popular sport planes.
The highly proven airframe has been used in a variety of roles from float and ski planes, to camera ships photo-mapping the entire Amazon Jungle. The Coyote II has won five world championships in Europe, crossed oceans, and circumnavigated Africa, and South America. The Coyote has reached such heights in popularity because of the flying qualities, performance, easy entry roomy cabin, baggage space, safety and durability.
Uniquely constructed using welded steel cage and light tubular aluminum alloy tail cone and flying surfaces the plane is light and strong. Within our fleet of customer planes Coyote IIsí have accumulated hundreds of thousands of flight hours, with many specific aircraft well past the 3000 hour mark. The design is classic high wing side by side seating, offered in tailwheel and trike landing gear configurations. | aerospace | 1 |
https://au.news.yahoo.com/lockheed-delivers-next-version-of-f-35-logistics-system-25000207.html | 2023-12-01T02:41:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100264.9/warc/CC-MAIN-20231201021234-20231201051234-00092.warc.gz | 0.94296 | 544 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__51608173 | en | By Andrea Shalal
WASHINGTON (Reuters) - Lockheed Martin Corp on Monday said it has delivered the next version of the computer-based logistics system used to support the F-35 fighter jet to the U.S. military for flight testing.
That paves the way for the system's deployment in the first quarter of 2015 to nine military bases in the United States where F-35 Lightning II training and testing is taking place.
Lockheed's Autonomic Logistics Information System (ALIS) enables daily operations of the F-35 fleet, ranging from mission planning and flight scheduling to repairs and scheduled maintenance, as well as the tracking and ordering of parts.
The F-35 program has faced challenges in the past but is now making progress, according to U.S. officials.
Mary Ann Horter, a vice president with Lockheed's mission systems and training division which runs the ALIS program, said the company had met its deadline to deliver the next version of the ALIS system by Sept. 1.
She said the new software, called ALIS 2.0, and a portable memory device to be delivered by the end of the month will allow faster downloads of fault codes and other information from the jets, which will shorten the time required between F-35 flights.
Horter said it will now take 15 minutes to download the data from each F-35 after it returns from a flight, three times faster than the previous version of ALIS.
"ALIS development is on track and on schedule," Horter told Reuters at the annual conference of the Air Force Association outside Washington.
ALIS 2.0 will also give each country flying the radar-evading F-35 more advanced reporting features to manage their fleets and analyze data from the aircraft, Horter said.
Joe DellaVedova, spokesman for the Pentagon F-35 program office, said the new version of ALIS was now in flight testing.
Flight testing of the new ALIS software is taking place at Edwards Air Force Base in California, and Naval Air Station Patuxent River in Maryland, Horter said.
Air Force Lieutenant General Christopher Bogdan, the Pentagon's F-35 program chief, said Lockheed was also making progress on a smaller, more portable version of ALIS, the next version to be released after ALIS 2.0.
Horter said Lockheed was on track to certify and test the portable version of ALIS in the first quarter of 2015.
She said Lockheed continued to improve and update The ALIS system, taking into account input from pilots, mechanics and the officials that coordinate F-35 logistics.
(Editing by Jonathan Oatis) | aerospace | 1 |
https://www.businessairnews.com/mag_story.html?ident=11107 | 2023-06-06T06:21:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652235.2/warc/CC-MAIN-20230606045924-20230606075924-00354.warc.gz | 0.976107 | 464 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__193700748 | en | Chief pilot William Silaa at Tanzanian operator Keys Aviation is hoping for an upgrade of its Bell JetRanger 206 to a B3 Squirrel. “We need a better helicopter for the Kilimanjaro operation, because the JetRanger cannot go very high and still perform as required; its high altitude performance is not as good as that of the Eurocopter,” he says. “I am looking at the Eurocopter B3, the B+, and other Squirrels that have better performance up the mountains, and I am also type rated on these. We don't need an extra helicopter, we just need an improvement on the one we've got! Getting a better helicopter will be the best way – I don't see work for two.”
Silaa started flying helicopters in 1971 when he was training in Stockholm. At that time he flew for the police force of Tanzania. He then switched to commercial flying, conducting everything from red locust control to pipeline work in Kenya, Zambia and Burundi. He has flown for mineral exploration companies in Mozambique and elsewhere in Africa, and also formed his own company General Aviation Services before joining Keys. His current employer carries out charter work as well as its mountain duties: “With Kilimanjaro, we provide assistance when climbers get into trouble due to mountain sickness or injury. We have a stretcher available in our helicopter and we go and rescue them when required.
“We also do filming work, medevac, and we take people into remote and inaccessible areas to complete their projects.”
Silaa is the only pilot working for the company, and he says that his expertise often gets called on by other companies in Tanzania owing to a shortage of pilots of his calibre in the region. He acts as a consultant to potential helicopter buyers and advises them on the correct model to choose. Top of the list of potential buyers is the owner of Keys Aviation, and Silaa is calling on every means of diplomacy at his disposal to secure a new machine.
“We encounter lots of difficult situations, but above all we always try to stay safe and to avoid bad weather. The weather can be extremely tricky in the mountains, so I try to keep away from that.” | aerospace | 1 |
http://www.topix.com/forum/aircraft/TMO6ATIST0BRCIKDG | 2016-10-01T13:18:26 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738662856.94/warc/CC-MAIN-20160924173742-00208-ip-10-143-35-109.ec2.internal.warc.gz | 0.847427 | 357 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__97436380 | en | Top Flight Mission: Wwii Spitfire Planes May Be Buried in Burma
The Supermarine Spitfire was a popular single-seat fighter aircraft used by the Allied Forces during World War II, the only British fighter in production throughout the war.
Join the discussion below, or Read more at Fox News.
#1 Jan 13, 2013
I hope this is not a hoax, it would be an amazing find, bring them back to the uk!!!!!! Please
#2 Jan 13, 2013
Quite right. But if it is a hoax, whose would it be? We do not believe it was our Mata Hari Josephene Htoomyat Thuma in Bumra. She is innocent.
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https://www.jockrock.org/news/tull-in-space/ | 2022-08-11T11:58:40 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571284.54/warc/CC-MAIN-20220811103305-20220811133305-00577.warc.gz | 0.970596 | 199 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__204612286 | en | Jethro Tull mainman and fish-farming stork-style flautist Ian Anderson has performed the first-ever earth/space duet, as he and NASA astronaut Cady Coleman commemorated Yuri Gagarin’s first manned-space flight by duetting as Coleman orbited around Earth aboard the International Space Station. Anderson was down on Earth in Perm in Russia.
The song the pair collaborated on was ‘Bourree’, a Bach-based piece which appeared on 1969’s Tull album Stand Up. (NASA say that when Neil Armstrong and Buzz Aldrin stepped onto the surface of the moon, the band were playing it in the US as part of a US tour.
(It appears that the two pieces were actually recorded separately due to a bit of an earth-space time difference, and merged together to form the video below. Which is a bit of a same, but still a good story, we thought). | aerospace | 1 |
http://www.flightglobal.com/blogs/ariel-view/2014/06/aerial-communications-system-allows-free-streaming/ | 2015-08-04T12:09:28 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042990611.52/warc/CC-MAIN-20150728002310-00188-ip-10-236-191-2.ec2.internal.warc.gz | 0.945803 | 302 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__89265998 | en | The requirement for achieving the necessary communication capabilities between combat aircraft and ground forces is the perfect recipe for total chaos.
The military wants voice, data, images and more transmitted in real time and at excellent quality. The pilots and ground forces will not settle for less.
To avoid communications chaos, there is a need for a system built from many “pipes” that are wide enough and don’t tangle. This is easy to say, but according to Israeli manufacturer Rafael that is exactly what its BNET software defined radio (SDR) offers.
BNET is to become the main communication system of the Israeli air force’s existing and future platforms. The system replaces existing radio technology installed on the service’s aircraft, and according to the Israeli company it offers a wide communications channel for data, at half the size and weight.
According to Rafael the SDR optimises spectrum utilisation, while the use of advanced waveforms delivers high-speed networking, supporting live video, image transfer, voice and data.
A Rafael source says BNET has been selected by the air forces of Brazil and Colombia, and is now competing in other countries. The biggest competition is in India.
The source adds that BNET allows the aircraft to maintain a fully networked communication system between airborne platforms and ground and naval forces. “This a seamless system that allows the transfer of data, including video images, [at] unprecedented rates,” the source says. | aerospace | 1 |
https://folu.me/post/obfgbatybor-d-dpbz/2022/01/13/metro/cutting-edge-seagliders-will-be-built-rhode-island | 2022-01-23T16:12:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304287.0/warc/CC-MAIN-20220123141754-20220123171754-00257.warc.gz | 0.92643 | 278 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__110798945 | en | BRISTOL, R.I. — The Moore Brothers Company, a composite manufacturing, research, and development firm, will join forces with Boston-based Regent Craft to create a new, cutting-edge seaglider, an innovation that will combine “speed, comfort, and navigation systems of an aircraft with the convenience, maneuverability, and affordability of a boat.”
The all-electric vehicles will be able to transport commercial passengers and cargo with a range of 180 miles at a speed of 180 miles per hour, according to company executives.
Regent Craft, a Boston-based venture-backed company, announced in April 2021 their plans to build the seaglider, which will fly along coastal routes operated by airlines, ferry companies, and governments.
The vehicle will provide harbor-to-harbor, overwater transportation at “a fraction of the cost, noise, and emissions” of existing regional transportation modes, like aircraft and ferries.
Samuel Moore, the president of The Moore Brothers Company, said the company started working with Regent on a prototype last summer. The Moore Brothers will expand their plant’s footprint by 5,000 square feet and will be bring on 10 more techs, engineers, lead boat builders, laminators, and general craftsman to help develop the new seaglider. | aerospace | 1 |
https://thepulsepensacola.com/2016/03/as-hoskins-retires/ | 2019-06-26T17:54:30 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560628000414.26/warc/CC-MAIN-20190626174622-20190626200622-00340.warc.gz | 0.960635 | 401 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__202724486 | en | In a traditional change of command ceremony, Navy Capt. Chris Martin will assume command of one of the nation’s premier air bases Thursday. Concurrently, the Navy will also say goodbye to one of its most beloved and accomplished officers, Capt. Keith Hoskins.
Hoskins has served as the commanding officer of Naval Air Station Pensacola since 2013. His career has been marked with numerous accomplishments and firsts, holding the recognition as the first African-American and first former Blue Angel to command the base known as “The Cradle of Naval Aviation.”
The career naval aviator retires today in a formal ceremony at the National Naval Aviation Museum aboard the naval base. As Hoskins says farewell to active duty, we thought we’d take a look back at some of the naval aviator’s most memorable moments during his career in a video produced by the Blue Angels Association:
A native of Parkville, Mo., Hoskins joined the Navy after graduating from Missouri Western State University in 1989. After deploying aboard the U.S.S. America and flying combat operations in Operations Decisive Edge and Southern Watch, Hoskins served with the Blue Angels, acting as the narrator, opposing solo, and lead solo pilot from 1999-2001.
Returning to the fleet, Hoskins completed an extended deployment flying combat missions in support of Operations Enduring Freedom, Southern Watch, and Iraqi Freedom.
After serving as the national director of NROTC programs, Hoskins took command of NAS Pensacola in 2013. During his career, Hoskins accumulated more than 3,400 flight hours and 570 arrested landings. His personal decorations include the Defense Meritorious Service Medal, Meritorious Service Medal (three awards), Air Medal (three awards with combat “V”), Navy Commendation Medal (three awards with combat “V”), Navy Achievement Medal (two awards), and numerous unit commendations and awards. | aerospace | 1 |
http://curiousworld.net/scientists-are-obsessed-with-the-icy-crater-on-mars/ | 2023-05-28T10:23:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643663.27/warc/CC-MAIN-20230528083025-20230528113025-00312.warc.gz | 0.968552 | 310 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__161622865 | en | The Korolev crater, or the icy crater is a crater measuring 51 miles across and is located in the northern lowlands of Mars, just south of the pole. It was named after the renowned engineer Sergei Korolev, known as the father of Soviet space technology, who worked on the Sputnik programme.
At a depth of 1.2 miles, scientists think the chasm traps a layer of cold air that ensures its icy core remains in place all year round. As air moves over the surface of the crater it sinks and creates a low temperature zone that preserves the ice by shielding it from the surrounding atmosphere.
The presence of liquid water on Mars has been the subject of much debate for years, and its discovery could hold the key to finding alien life there. However, scientists have long known that much of the red planet’s polar regions are adorned with a layer of ice. Scientists noted the Korolev site was a particularly well-preserved example of a frozen Martian crater.
In volume, it contains around 2,200 cubic kilometres (528 cubic miles) of ice (although an unknown proportion of it is probably Mars dust which would have to be filtered out).
The same dynamic is at play in the much smaller 36-kilometre (22.4-mile) Louth crater, also in the northern polar region of Mars.
If there is a lava tube nearby you have the makings of an underground colony without importing much oxygen or water. That makes it a big deal. | aerospace | 1 |
http://rchobbyresource.com/electric-remote-controlled-airplanes/ | 2018-10-22T12:49:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583515041.68/warc/CC-MAIN-20181022113301-20181022134801-00552.warc.gz | 0.959276 | 686 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__71994398 | en | Electric Remote controlled airplanes are so easy to fly that you’ll be flying them like an expert the very first time. When I got my first electric airplane, I didn’t know anything about flying it, but in no time at all, I was flying it with ease and landed it without crashing. You might be wondering why it’s so easy. Well… the electric airplane I was flying was simple to operate. It came with only two controls that operated the speed and steering. You can pick to go as fast or slow as you want and concentrate on the direction you’re headed. Nothing could be simpler.
Of course, other electric airplanes have a multitude of controls which you can build or buy that will operate everything just like a real airplane. These planes are preferred by experienced flyers that don’t want to contend with the mess of gas engines. It’s advisable for the beginner to start off with an electric plane and progress to the more complicated types after some experience is under their belt. Although, you may continue with the electric type and avoid the mess and expense associated with the gas types. Whichever you decide to progress to, let’s look at the electric ones for now.
Electric airplanes, as with their gas counterparts, can and do come in a few different types. You have the slow flyer, park flyer, regular electric and the advanced electric remote controlled planes.
If you only have a small area to fly in, like a park or playground, the park flyer works best. When you want to fly a plane indoors, the slow flyers fit the bill. Slow flyers are great for Winter when it’s just not enjoyable to get out in the cold.
The first electric airplane I flew was a regular electric, and that’s the best type for beginners. They run around fifty dollars and are well suited for beginners since they only have two controls. These airplanes are usually constructed out of Styrofoam and have a minimum of metal parts. Care needs to be taken while flying these planes. Of course, if you crash, and you will, duct tape will make any necessary repairs. That’s why I suggest on keeping a roll of duct tape with you at all times. Believe it or not, I still have the first electric plane I owned and it’s still flying despite the fact I’ve broken the wings twice. Duct tape to the rescue!
Advanced electric remote controlled airplanes are best suited for the experienced flyer who rather not mess with a gas engine. They also have the plus of being super quiet which is ideal for areas that don’t allow the scream of gas powered planes. The advanced planes are bigger than the regular types because they have to house more electronics and are more detailed. They are usually constructed with balsa wood and plastic. The controls will normally have five or six channels to them.
In general… if you’re looking for some quick flights for now and then, get a park flyer. If you only want to fly indoors, get the slow flyer. If you’re serious about the hobby and at the beginner stage, the best are regular electric remote controlled airplanes. Finally, if you find yourself hooked on this hobby and you have some experience under your belt, go for the advanced models and experience flying in a whole new way. | aerospace | 1 |
https://astroengine.com/tag/mars-reconnaissance-orbiter/ | 2023-03-29T15:54:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949009.11/warc/CC-MAIN-20230329151629-20230329181629-00567.warc.gz | 0.943017 | 928 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__34974843 | en | It may only be a large rock, but images like this drive home the significance of the HiRISE instrument on board NASA’s Mars Reconnaissance Orbiter; it enables us to see recent geological activity on a planet we often view as being “dead.”
This boulder (approximately 6 meters-wide) had come to a stop at the bottom of the sloping wall of an impact crater. The path the boulder took is obvious as it left a series of prints in the Martian regolith as it bounced and rolled. The darker material that appears to have flowed around the rock is relatively fresh dry dust and sand that has also been dislodged from the top of the slope, falling as an avalanche, settling as a dark streak. As time goes on, the streak will age and blend in with the surrounding regolith.
It is suspected that seismic activity or a weather event (such as a dust devil) may have triggered the avalanche. As for the boulder, it looks like it rolled down the slope before the sand/dust avalanche, so it may have originated from the same destabilization event, or it happened earlier. As the source of the streak and boulder appear to originate from the same location, I suspect the former might be the case.
Regardless, it goes to show Mars is still active, and the MRO is in the perfect location to capture the Red Planet proving that fact.
I always get concerned when I hear about one of our invaluable robotic explorers switching into safe mode. This time, it is the turn of NASA’s Mars Reconnaissance Orbiter (MRO) that re-booted itself after an “event” in Mars orbit. It seems likely that a direct cosmic ray hit could be to blame… Continue reading “When Cosmic Rays Attack: The MRO in Safe Mode”
NASA lost contact with the Phoenix Mars Lander at the start of November 2008, as its batteries were drained and sunlight began to dwindle. With no sunlight came no charge for the batteries from Phoenix’s solar panels, and the robot’s fate was sealed: a sun-deprived coma. A dust storm hastened the lander’s fate, but it certainly wasn’t premature. The Phoenix mission was intended to last three months, but in the same vein as the Mars Exploration Rovers, Phoenix’s mission was extended. In the high latitude location of the Martian Arctic, a dark winter was fast approaching, so Phoenix didn’t have the luxury of time and it transmitted its last broken signal before the cold set in, sapping the last volt of electricity from its circuits…
Although there was some excitement about the possibility of reviving the lander next summer, it is highly unlikely Phoenix will be in an operational state, even if it did have an abundant source of light to heat up its solar panels once more. No, Phoenix is dead.
However, that doesn’t mean the orbiting satellites won’t be looking out for it. So long as there is a little bit of light bouncing off the frosted Martian surface, the Mars Reconnaissance Orbiter can image Phoenix, keeping track of the encroaching ice around its location. The HiRISE team seem to be assembling a series of images throughout the change in seasons at the landing site, so it will be interesting to see the full set…
If there’s one instrument that should get the Mars Orbiting Science Award of 2008 it’s the High Resolution Imaging Science Experiment (HiRISE). Flying on board NASA’s Mars Reconnaissance Orbiter (MRO), HiRISE has been taking some astonishing imagery of the Martian surface since 2006. In fact, the HiRISE image gallery has become the staple of my high resolution Mars photo collection, and the studies being carried out by this fantastic instrument have formed the basis of many articles.
However, the most useful images to come from HiRISE are also the rarest. Digital Elevation Models (DEMs) come from the use of stereo image pairs (more commonly seen in anaglyphs generated by the HiRISE team to give the viewer a 3D impression of the Martian landscape). In the case of DEMs, some pretty neat science can be done, generating images of the Red Planet’s terrain in unrivalled precision. Seeing the Victoria Crater DEM is a particular joy… Continue reading “HiRISE Mars Digital Elevation Models: Difficult to Build, Easy on the Eye” | aerospace | 1 |
https://bringingcolumbiahome.wordpress.com/the-book/ | 2023-05-30T21:52:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646144.69/warc/CC-MAIN-20230530194919-20230530224919-00474.warc.gz | 0.916626 | 578 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__145616951 | en | Order an autographed, personalized copy of the book today from our Order Page!
Bringing Columbia Home: The Final Mission of a Lost Space Shuttle and Her Crew
Michael D. Leinbach and Jonathan H. Ward; Foreword by Robert Crippen; Epilogue by Eileen Collins
A Powerful Look at a Shared National Disaster and Its Legacy
Mike Leinbach was the launch director of the space shuttle program when Columbia disintegrated on reentry before a nation’s eyes on February 1, 2003. And it would be Mike Leinbach who would be a key leader in the search and recovery effort as NASA, FEMA, the FBI, the US Forest Service, and dozens more federal, state, and local agencies combed an area of rural east Texas the size of Rhode Island for every piece of the shuttle and her crew they could find. Assisted by hundreds of volunteers, it would become the largest ground search operation in US history.
For the first time, here is the definitive inside story of the Columbia disaster and recovery and the inspiring message it ultimately holds. In the aftermath of tragedy, people and communities came together to help bring home the remains of the crew and nearly 40 percent of shuttle, an effort that was instrumental in piecing together what happened so the shuttle program could return to flight and complete the International Space Station. Bringing Columbia Home shares the deeply personal stories that emerged as NASA employees looked for lost colleagues and searchers overcame immense physical, logistical, and emotional challenges and worked together to accomplish the impossible.
Featuring a foreword and epilogue by astronauts Robert Crippen and Eileen Collins, this is an incredible narrative about best of humanity in the darkest of times and about how a failure at the pinnacle of human achievement became a story of cooperation and hope.
Michael D. Leinbach was the last launch director in the space shuttle program at NASA’s John F. Kennedy Space Center, responsible for overall shuttle launch countdown activities until the end of the program in 2011. In November 2004, Leinbach was awarded the prestigious 2004 Presidential Rank Award. He retired from NASA in 2011. He lives in Scottsmoor, Florida.
Jonathan H. Ward works to bring the thrill of the space program to life for the general public as a Solar System Ambassador for the Jet Propulsion Laboratory and as a frequent speaker on space exploration topics to interest groups and at regional conferences. He is the author of two previous books on space exploration. He lives in Greensboro, North Carolina.
$25.99 hardcover (Can. $39.99)
World • CQ 28
6″ x 9″ • 352 pages
ebook ISBN 978-1-5107-2267-5 | aerospace | 1 |
https://intelligencecommunitynews.com/air-force-updates-space-situational-awareness-rfi/ | 2023-10-03T00:58:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511023.76/warc/CC-MAIN-20231002232712-20231003022712-00200.warc.gz | 0.88284 | 221 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__94614494 | en | Air Force updates space situational awareness RFI
On May 11, the U.S. Air Force posted an update to the Joint Interagency Combined Space Operations Center (JICSpOC) Schriever AFB, Colorado Space Situational Awareness (SSA) Services program (Solicitation Number: FA2550-16-R-8002).
This is a non-personal services contract to provide nongovernmental space situational awareness (SSA) software and services. Nongovernmental SSA solutions are required to augment the Government’s ability to detect and characterize space threats and improve integration between DoD, intelligence community, interagency, and nongovernmental space assets.
The Government is considering a small business set aside that may have limited competition due to security considerations. The Government estimates 85% will be considered a commodity and 15% will be considered a service. Please provide comments to the attached Performance Work Statement and questions listed below by 23 May 2016, 7:30 am MST.
Full information is available here. | aerospace | 1 |
https://wodwell.com/wod/tuskegee-airmen/?source=randomwod | 2021-09-17T16:54:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055684.76/warc/CC-MAIN-20210917151054-20210917181054-00288.warc.gz | 0.8626 | 207 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__32352986 | en | Granite City Community Fitness Tribute WOD
- For Time
- Buy-In: 150 Double-Unders
- Then, 5 Rounds of:
- 19 Burpees
- 41 Russian Kettlebell Swings (1.5/1 pood)
- 19 calorie Air Bike
- 45 AbMat Sit-Ups
About the wod
Background: This tribute workout is dedicated to Tuskegee Airmen, a group of African-American and Caribbean-born military pilots who fought in World War II. They were the first black military aviators in the U.S. Army Air Corps (AAC), a precursor of the U.S. Air Force.
Trained at the Tuskegee Army Air Field in Alabama, they flew more than 15,000 individual sorties in Europe and North Africa during World War II. Their impressive performance earned them more than 150 Distinguished Flying Crosses, and helped encourage the eventual integration of the U.S. armed forces. | aerospace | 1 |
https://www.mcgill.ca/iasl/archive/2012-2015 | 2023-12-08T03:45:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100710.22/warc/CC-MAIN-20231208013411-20231208043411-00823.warc.gz | 0.912206 | 5,053 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__89662640 | en | Below are news items from 2012-2015:
21 October 2015: nice day for a photo!
IASL graduate students, professors, and the Dean of Law stopped for a photo. Thank you to all who braved the brisk weather!
September 10-2, 2015 - McGill Centre for Research in Air and Space Law International Expert Roundtable
Given the increase in the number of nations and non-State actors becoming active in space, and the increased reliance militaries have on space technologies, concerns have grown in recent years that there may be a risk of conflict taking place in space.
There is an urgent need to clarify the rules of international law applicable, especially the prohibition on the use of force and international humanitarian law. Given that no specific international legal instrument exists that effectively deals with this, McGill gathered scholars, government and space operations experts from seven different countries, including Europe, North America and the Asia-Pacific region, and members of the International Committee of the Red Cross.
There was a clear consensus on the urgent need to develop a Manual on international law applicable to security activities in outer space, in order to reduce the risk of conflict and constrain State behaviour in the case of a conflict.
Such an international Manual might be developed, under the leadership of the CRASL, by scholars and international experts in their individual capacity, free from official State positions, in order to ensure international participation, neutrality and legal objectivity. State engagement would be a part of the process at a later stage; however, clarification on international law cannot be dependent upon the politics of any given moment.
Hosting this Expert Roundtable, and working towards an international Manual on international law applicable to security activities in outer space, are in line with the commitment the McGill Institute of Air and Space Law has to uphold the core principles of the outer space treaty: that all outer space activities must occur in accordance with international law (including the UN Charter), in the interests of international peace and security and for the benefit of all countries.
We look forward to the unfolding of this important project which will have global impact – and beyond.
International Conference on New Challenges in Space Law
August 28-29, 2015 - Athens, Greece
This conference's main topics were: Rationale and scope of the space treaties • Challenges to the rescue agreement and the liability convention • Challenges to the registration convention • Challenges to the space treaties resulting from new activities • The space treaties and environmental issues • Space exploration and exploitation # 1: the moon and the other celestial bodies • Space exploration and exploitation # 2: the interaction with other legal regimes • Where and how should international space law be made.
Left to right: Dr. Tare Brisibe, Prof. Paul Dempsey, Prof. Ram Jakhu, Dr. George Kyriakopoulos, and Prof. Steven Freeland at the last session, which dealt with Considerations for de lege ferenda.
We thank all the participants for coming!
Participants in the 11th Space Security Index Workshop convened by the Institute of Air and Space Law, on 1-2 May 2015.
News from the Manfred Lachs Space Moot
Pictured are the proud team members Matthew King, John Goehring, Kerianne Wilson with their coach Maria Manoli (first from left). Their second coach, Dr. Jinyuan Su was absent, but just as proud of the final result. The North American regional rounds of the Manfred Lachs Space Law Moot Competition was held in Washington D.C. on March 20 and 21, 2015, and 12 teams from around the Americas competed at a very high level. The McGill team won Best Brief, and made it to the Quarter Finals of the oral rounds where they were beaten by a small margin by the University of Mississippi, who went on to win the regional rounds. After months of hard work, the team members have become experts on questions of State responsibility for intercepting near-earth objects or for damage caused to commercial space assets, and issues surrounding the mining of asteroids, all of which are at the cutting edge of space law today. Heartfelt congratulations.
Five IASL students represent their countries at the Model ICAO council session
ICAO celebrated the 70th Anniversary of the signing of the Chicago Convention last December and as part of this celebration, ICAO hosted an invitation-only Model ICAO Council Session for university-level students on the morning of December 5, 2014.
Each Sitting Council State had to select an Next Generation Aviation Professional (NGAP) from their country for the Council Session. Each selected NGAP Representative had to draft a Model Council working paper in English focussing on NGAP issues. Thereafter, the NGAP Representatives had to participate in a simulated Council Session to discuss NGAP-related issues.
Five students from the IASL represented their respective countries at the United Nations International Civil Aviation Organization:
Dayan Hochman - The United States of America (on right)
Juliana Macedo Scavuzzi – Brazil
Mathieu Vaugeois – The United Kingdom
Prithviraj Sharma – India
Timiebi Aganaba-Jeanty – Nigeria
The students gained a lot from this experience of international diplomacy and consensus building at ICAO. The lessons they learnt at the IASL in their Public International Air Law classes i.e., the complexity of international decision making and the need to reach consensus were reconfirmed.
Law Forum in Celebrating 70th anniversary of the Chicago Convention and 100th anniversary of World Commercial Aviation - Shanghai International Aviation Court of Arbitration, December 18-19, 2014
More than 70 experts, scholars, aviation enterprise delegations and representatives of institutions in foreign and domestic aviation industry attended the forum. Professor Paul S. Dempsey, Director of the Institute of Air and Space Law of McGill University, was among the invited keynote speakers, and he made a speech on “Challenges of International Aviation in the 21st Century.”
The Forum was jointly hosted by Northwest University of Politics and Law (Xi'an, China) and McGill University's Institute of Air & Space Law, Canada.
Blumenkron succeeds Keenan
John T. Keenan, BCL'67, LLM'69, outgoing President of the Institute of Air and Space Association, passed on the torch to Jimena Blumenkron, LLM'09, (on left) at the IASLA Holiday Cocktail on December 3, 2014. Ms Blumenkron has now taken on the role and duties of President of the IASLA. The Institute is grateful to them for their unfailing support and loyalty!
Photo credit: Ari Munisami.
October 27-31, 2014 - Strategic Space Law Program
We had many participants to our first Strategic Space Law Program, which was an intensive, interdisciplinary, interactive week-long workshop. Thank you all!
The aim of the program was to provide a unique opportunity for lawyers and other professionals in the defence services, international relations, government, international organisations, law firms, consulting firms and industry around the world to study space law in a strategic context.
Great day for the annual graduate students photo
This year, we gathered on the steps of the Gelber Law Library for the annual graduate students and profs photograph.
The IASL visits the International Astronautical Congress in Toronto
The 65th International Astronautical Congress 2014, the world's premier space event, took place this year in Toronto, from September 29 to October 3, 2014. The Institute had a booth there and we were delighted to have many visitors, alumni and friends drop in on us!
L to R: Mario Seretis (doctoral candidate, IASL, McGill); Murat Yasar Bayrak (Director General, Dept of External Relations and Legal Affairs, APSCO, Turkey); Prof. Haifeng Zhao (Harbin Institute of Technology, China); Madam Justice Xue Hanqin (Int'l Court of Justice); and Hodjat Khadjavi (LLM, IASL, McGill).
Biennial meeting of European Alumni in Switzerland - 25-27 September 2014
Three of our Swiss Alumni – Philip Chrystal, Laurent Chassot and Julien Subilia – arranged a wonderful meeting in Switzerland. The program included, as usual, both aviation related visits and recreational activities. Participants shared their time between the shores of Lake Geneva, enjoying its beautiful sights and vineyards, and the Aeropole of Payerne, originally an air force base which is now opening up to civil aviation and various aerospace activities. There were workshops, visits of Payerne outfits, walking tours, and even some vineyard visits.
Professor Ram Jakhu on WSJ
India's Mangalyaan satellite reached Mars orbit on September 24, 2014, becoming the first Asian country to reach the red planet. Professor Ram Jakhu from the Institute of Air and Space Law was invited by The Wall Street Journal to comment on this achievement!
Inaugural IBA Air Finance Opportunities Conference
11-13 June 2014, at the Intercontinental Hotel, Montreal, Canada
The Institute was proud to support the Air Finance Oportunities Conference. The first of its kind, this event was a must attend for all lawyers within the aviation industry, banking lawyers involved in aviation financing, risk advisors, lenders and aviation finance executives and will cover all of the latest developments and hot topics in aircraft financing today, including:
- The state of the aircraft finance industry
- Regional challenges - aircraft financing in diverse markets
- Aircraft financing tools
- Risk management in aircraft financing
- The Cape Town convention
- Enforcement of rights and security interests
In addition to the substantive programme [.pdf], the conference also delivered opportunities to network with international peers during the event social programme, opening with a reception at the InterContinental Hotel. Delegates wre also invited to attend a conference dinner taking place at the University Club Montreal, a venue established in 1906 by the academic elite of Montreal and housed in a beautiful historic building, and a fantastic setting to discuss the day's events in more depth.
May 29-31, 2014- Manfred Lachs International Conference on Global Space Governance
Faculty of Law, McGill University, Montreal
This second conference covered comprehensive deliberations on all aspects of the space regime.
Please see our Lachs Conference section to see the program and see the presentation papers!
May 7-9, 2014 - Melbourne, Australia
McGill Workshop on Emerging Issues in Space Law, and 33rd ALAANZ Annual Air Law Conference
The 2014 ALAANZ Conference will be held with the support of McGill's Institute of Air & Space Law at McGill University. Current plans are that the Director of the Institute, Dr Paul Dempsey and other staff from the Institute will be speakers at the conference and McGill University will be also conducting a Space Law Workshop on Wednesday 7 May 2014 in Melbourne.
Please visit the www.alaanz.org to see ALAANZ program and to register to that conference too.
The IASL at the International Conference on Air Law - Montreal, March 26-April 4, 2014
This month, the Institute enjoyed observer status at the International Conference on Air Law to amend the Tokyo Convention at the headquarters of the International Civil Aviation Organization in Montreal.
The Institute's students and graduates served on many national delegations, including Argentina, Canada, Greece, India, Indonesia, Japan, the Republic of Korea, Saudi Arabia and the United Arab Emirates, as well as the International Air Transport Association.
Sixth Annual McGill/PEOPIL Conference on International Aviation Liability & Insurance
April 10-11, 2014 – The Law Society, 113 Chancery Lane, London, UK
This event (Program [.docx]) brought together world-leading aviation liability and insurance experts to address the following topics:
- Recent Developments in Aviation Liability and Insurance
- Comparative Jurisprudence on the Montreal Convention of 1999
- Air Carrier Liability under Antitrust and Competition Laws
- Criminal Liability and Accident Investigations
- Consumer Protection Regulation
- Jurisdiction and Forum Non Conveniens Dismissals of Jurisdiction
Back from the Manfred Lachs Moot!
On March 28-29, Paul Dawson, Philippine Dumoulin, Brian Green, and their coach, Andrea DiPaolo, represented the McGill Institute of Air and Space Law at the Manfred Lachs Space Law Moot Court Competition in Washington, DC.
The fourteen participating teams were divided into two divisions for the competition. Each team was given the opportunity to argue twice in the preliminary rounds on the 28th, once as respondent and once as applicant. These scores were averaged and added to each team’s written memorial scores. Based on these composite scores, the McGill team ranked first, both in their division and across the competition.
On the 29th, the eight qualifying teams progressed to the tournament-style rounds, beginning with the quarterfinal, where McGill faced Michigan. McGill progressed to face Georgetown in the semifinals, and successfully moved to the final argument against Florida State. Florida State won the final argument and will progress to the international competition in Toronto this fall, while McGill won the Second Place award. Heartiest congratulations to the team for their outstanding performance!
25-26 October 2013 - Hilton Montreal Bonaventure
Fifth annual McGill Conference on International Aviation Liability & Insurance
The Fifth annual McGill Conference on International Aviation Liability & Insurance provided a review of contemporary laws, jurisprudence and developments in International Air Law and Liability Insurance from the perspective of airlines, airports, ANSPs, insurers, manufacturers and lessors.
This event gathered some of the world’s leading experts to address the following topics:
- Recent Developments in Aviation Liability and Insurance
- Unruly Passengers and Liability for Acts of Unlawful Interference
- Jurisdiction & Forum Non Conveniens
- Liability of Manufacturers and Lessors of Aircraft, Engines & Component Parts
- Comparative Interpretations of the Montreal Convention of 1999 and their Impact on Airlines, Manufacturers, Insurers & Claimants
Two simulations were also held:
- Moot Court Appellate Argument
- Insurance Negotiations
In addition, the conference held luncheons and receptions to facilitate networking between attorneys, insurers, air carriers, manufacturers and governmental representatives.
This event was accredited by the Barreau du Québec for 13.25 hours of continuing legal education for jurists. No. certification: 10068643.
The IASL 1966-67 class held a reunion in Montreal on June 12-16 and dropped in for a visit to the Institute. Top row (L to R): Lu Mays (USA), Ian Archer (Barbados), Francois de Curraize (France), Howard Cluver (USA), and Prof. Ram Jakhu (IASL); and Hans Martin (Germany). Seated: Mostafa Forootan (Iran), Maria D'Amico (IASL), Monique Regnoux-Culver (France), and Roman Karpishka (Canada and Class President).
It was lovely to see everyone!
Manfred Lachs Conference on the Regulation of Emerging Modes of Aerospace Transportation - 24-25 May 2013, Centre Mont-Royal
Thank you to all our participants and speakers. To access the papers, visit the conference page.
21-22 September 2013 - ICAO/McGill University Pre-Assembly Symposium - ICAO Headquarters, Montreal, Canada
On Facilitating Air Transport-Passengers, Cargo, Technology and Profitability
ICAO and McGill University, Institute of Air & Space Law again cooperated for the Fourth ICAO/McGill University Pre-Assembly Symposium, from 21 to 22 September 2013, at ICAO Headquarters in Montréal. This Symposium addressed key issues identified by ICAO and McGill University in the air transport economics and navigation fields on operational, management and policy levels. The principal objective of the Symposium was to provide a preparatory forum for State delegates and stakeholders attending and/or interested in the issues proposed for the 38th Session of the ICAO Assembly on 24 September 2013.
This event featured top-level speakers engaged in interactive panel discussions. With the newest technologies and profitability as important guideposts, the event focused on many questions including:
- How are air passengers and freight impacted by impediments to operational efficiency?
- What impact do taxes, fees and charges, regulation, security & facilitation have on air carriers and the public?
- How do we balance aviation security and facilitation?
- How do we enhance seamless connectivity between air transport and transport modes?
- How to secure the billion dollars needed to finance infrastructure and air navigation systems?
- How do we ensure that the inherent advantages of air transport (i.e., time) are not eroded by regulatory, technological, procedural and structural impediments to efficiency?
- How well does existing and future technology facilitate the flow of passengers, air freight and air traffic management?
- Cargo security, e-passports, e-visas and other documentation-- How well do they deal with emergent threats to security?
- What are the opportunities, efficiencies and challenges of passenger profiling?
- Do security, safety and consumer protection laws and regulations serve the public well?
- What are the tools, policies and best practices that will foster regulatory harmonization across boundaries?
- How can ICAO improve cooperation at a global level?
For more information: ICAOMcGill_Symposium [at] icao.int
6th IAASS International Space Safety Conference: Safety Is Not An Option
21-23 May 2013, McGill Faculty of Law
Organized by the IASL and the International Association for the Advancement of Space Safety (IAASS), the conference was an opportunity to reflect on a number of topics in space safety and sustainability, and to promote mutual understanding, trust, and the widest possible professional international cooperation in such matters.
Visit the IAASS conference website for the programme, registration information, and full details.
Space Security Index Working Group meeting in April 2013
The Space Security Index project partners were proud to host the 10th annual Space Security Working Group workshop at McGill University's Faculty of Law on April 12-13, 2013.
The Space Security Index is a joint research project of the Institute of Air and Space Law at McGill University, Secure World Foundation, Project Ploughshares and The Simons Foundation, in cooperation with the Space Policy Institute at George Washington University and the Department of Foreign Affairs and International Trade Canada.
The purpose of this Working Group meeting was to seek feedback on relevant developments in 2012 through a review of the draft research and a debate of their implications for the security of outer space, based on open discussion held under the Chatham House rule. The discussion will inform the development of the Space Security Index 2013 report, to be released in the summer of 2013.
See the SSWG 2013 Program [.pdf]
IASL class of 2012-2013
Students, faculty and staff of the IASL photographed on a snowy November day in front of Old Chancellor Day Hall.
24-25 January 2013, in London, UK
Commercialisation of Space: Opportunities and Challenges
The Dhawan Chair in the Department of War Studies, King’s College London, and McGill's Institute of Air & Space Law held a two-day Conference at King’s College where several invited experts from different countries with developed space programmes and related commercial activities discussed the civil uses and commercialisation of space activities.
For more information
Office Phone: 44 (0)20 7848 2311
Friday, October 5, 2012 –
Emissions Trading & International Civil Aviation Symposium: Making the Links & Lessons Learned
Time: from 8:00 to 16:30
Place: Room 312, New Chancellor Day Hall
Faculty of Law, McGill University, 3644 Peel Street, Montreal (Quebec)
McGill’s Institute of Air & Space Law, Centre for International Sustainable Development Law, the International Emissions Trading Association and the German Embassy organized a one-day symposium on emissions trading developments and international aviation sector emissions issues.
Symposium participants heard from industry & academic experts about a range of increasingly inter-connected issues, implementation/legal challenges, and future policy pathways related to emissions trading developments and tackling international aviation sector emissions.
See the Emissions Trading & Aviation Symposium - Flyer & Program [.pdf] (updated 4 Oct 2012)
For backgrounder information on EU ETS and aviation, please review IETA’s 2012 briefing memo [.pdf].
Key questions that symposium speakers & panelists covered include:
- What is the state of Quebec's carbon market? How do various market participants perceive the design & operationalization of Quebec's carbon market?
- What are the prospects & timelines for Quebec's linkage to California's market...and beyond?
- What are projected supply-demand dynamics & price projections for Quebec's market?
- What is the state of play in the EU Emissions Trading Scheme (EU ETS)? How is the EU planning to treat the aviation sector? What policy is guiding Canadian airlines?
- What role do registries play in carbon market operation & oversight? What lessons can be learned from the EU experience? Where might registries fit into aviation sector proposals?
- What role do exchanges play in market development & price discovery? What lessons can be learned from the EU experience? Where might exchanges fit into aviation sector proposals?
- What regional/international legal issues arise in tackling aviation sector emissions, and how might future scenarios play out in Canada and abroad?
- How does Quebec treat aviation under its cap-and-trade system? Is there any potential role for its tradable units in connection with aviation and the EU ETS?
APRIL 25-29, 2012
Workshop and International Conference on Law & Regulation of Air Transport & Law Of Space Applications
National Law University, New Delhi, India
Organised by the IASL, with the National Law University, New Delhi, India, and the International Foundation for Aviation, Aerospace & Development, (India Chapter), the event aimed to introduce the participants to the basic principles of air transportation, aviation law and regulation of space activities. It was designed for lawyers and law students with no prior knowledge in the discipline, as well as airline and airport managers and government officials.
For more information, see the Workshop & International Conference on Law & Regulation of Air Transport [.pdf].
APRIL 19-21, 2012
McGill University/PEOPIL CONFERENCE ON AVIATION LAW & INSURANCE
Held in London, UK, this conference brought together world-leading aviation liability and insurance experts who addressed the following topics:
- Recent developments in aviation liability and insurance
- Jurisdiction & forum non conveniens
- Comparative interpretations of the Montreal Convention of 1999 from Europe and the US
- Air carrier liability under the antitrust and competition laws
- Criminal liability and accident investigations
- Consumer protection regulation
- Forum non conveniens dismissals of jurisdiction and how the cases are handled in European Courts
See the programme: liability-conf-london-april2012.pdf
APRIL 16-17, 2012
Aviation Law Seminar for Judges of the Nigerian Federal High Court
Sheraton Lagos Hotel, Lagos, Nigeria.
For more information on the program, download aviation-seminar-lagos-april2012.pdf
The 2012 Manfred Lachs Space Law Moot team from McGill was in Washington, DC, March 2012, at the Georgetown University Law Center – L to R: Maxime Puteaux, Joyeeta Chatterjee and Christopher Paul Roberts.
June 2012 Stockholm meeting a great success!
It was wonderful to visit our grads in Stockholm this June for the 13th biennial meeting of the European Alumnae and Alumni. IASL Director Paul Dempsey joined the participants for the various workshops, along with visits to the Swedish Space Corporation, Bromma Airport and VASA Museum, and various functions and short trips. About 30 people attended. Many thanks to Stephan Eriksson, Urban Olson and Fredrik Brandel for organizing this meeting!
Update: some photos and videos of the meet-up have been uploaded to Facebook. | aerospace | 1 |
http://www.advancedimagingpro.com/web/online/Industry-News/Lockheed-Martin-Solar-X-Ray-Imager-to-Be-Launched-on-NOAA-GOES-N-Spacecraft/3$2774 | 2017-04-23T13:46:31 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118707.23/warc/CC-MAIN-20170423031158-00498-ip-10-145-167-34.ec2.internal.warc.gz | 0.865786 | 360 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__75664239 | en | How do you think the new GigE standards will influence the machine vision industry?
Respond or ask your question now!
PALO ALTO , Calif., May 19 /PRNewswire-FirstCall/ -- The Solar X-ray Imager(SXI) instrument, designed and built by Lockheed Martin (NYSE: LMT) at its Space Systems Advanced Technology Center (ATC) is ready for flight.
Built for the NASA Goddard Space Flight Center (GSFC) in Greenbelt, Md., SXI is awaiting launch -- scheduled for May 24 -- on the National Oceanic and Atmospheric Administration (NOAA) GOES-N spacecraft from Cape Canaveral Air Force Station, Fla. SXI is one of a suite of instruments that resides on the current generation of Geostationary Operational Environmental Satellites(GOES).
"We are extremely proud to have our first SXI instrument ready for launchand look forward to seeing it operating on-orbit," said Mons Morrison, SXI program manager at the ATC. "While the other GOES instruments provide near-constant viewing of the Earth, SXI is designed to view the Sun andprovide vital information regarding solar activity."
The SXI, one of a suite of instruments on the GOES-N satellite, will be used to aid NOAA and U.S. Air Force personnel in is suing forecasts and alertsof "space weather" conditions, and in developing a better understanding of Sun-related phenomena that affect the Earth's environment.
Turbulent "space weather" can affect radio communication on Earth, induce currents in electric power grids and long distance pipelines, causenavigational errors in magnetic guidance systems, upset satellite circuitryand expose astronauts to increased radiation. | aerospace | 1 |
https://achievement.org/achiever/general-chuck-yeager/ | 2024-04-13T02:54:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00054.warc.gz | 0.98121 | 19,996 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__136991122 | en | Around six years after you broke the sound barrier, you broke another big record in 1953. Tell us about the exploits with the X-1A.
Chuck Yeager: To go back a little bit, the Air Force, or military pilots, had never been allowed to do research flying. Research flying was always done by civilian pilots who worked as test pilots for the company that built the airplane. And the X-1 was the same way.
When the X-1 was finished in 1946, Bell Company test pilots, who were civilian, did the initial twenty-some flights on the airplane, for tremendous amounts of bonus money. And that’s the way the Air Force got its hands on the X-1 and put a military pilot such as myself in the cockpit. The civilian pilot wanted an exorbitant amount of money to take the airplane supersonic, or to try to take it supersonic. And when Bell Aircraft Company had a contract with him, he had a contract for bonus money, but he wanted it paid over a five-year period. Now see, all this money comes out of the Air Force’s pocket to support the test program. They paid for everything. So when he started delaying the program, in the spring of 1947, because he wasn’t getting the kind of money that he wanted out of Bell Aircraft Company, well the Air Force saw a marvelous opportunity. In fact, Colonel Boyd saw a marvelous opportunity. He said, “I’ll get my hands on the airplane, and we’ll let an Air Force pilot, who is much better qualified, because the Air Force test pilots fly every airplane that every company builds.” A civilian test pilot only flies that airplane which his company built. We were all combat veterans, not all of us, but most of the guys that came back, especially myself, were combat veterans. We could fly airplanes, obviously. And so that was the reason that we finally got an Air Force pilot in the X-1.
Now, 1953. Here Bell was right back into the same old routine. They had a civilian test pilot hired to fly the X-1A. The X-1A differed from the X-1. It was an airplane about seven feet longer, carried almost twice as much fuel, it had the same wing, same tail and the same engine and it was predicted that the airplane would go more than twice the speed of sound. Whereas the X-1, the fastest we could ever get it to go was about 1.5 mach number and you run out of fuel. So this Bell test pilot, he flew the X-1A some six flights. He never did get it even above the speed of sound because he had no experience in that kind of flying. I used to chase him in an F-86D, on his wing. You could see the shock waves on the airplane and the buffeting, which was normal, because we had gone through that sequence with the X-1. But the guy, because of a lack of experience and knowledge, never took the airplane above the speed of sound. And finally, he killed himself in an X-2, back at Bell Aircraft Company. They had it under a B-50 mother ship, and they were running some liquid oxygen top-off tests on the airplane. It exploded, blew the airplane and him out of the aircraft and killed him. So there sat the X-1A with Bell Aircraft Company with no pilot. And so they came to the Air Force. They said, “Okay, here is your airplane, it’s yours.” So they put me in the airplane to fly it.
Since I had been chasing him, I intimately knew the airplane, the systems, and it was basically the same as the old X-1, except we didn’t use high pressure nitrogen gas to do the work. We used hydrogen peroxide generators, turbine pumps and things like that. So on the first flight that I flew the X-1A, we were coming up on the fiftieth anniversary of the Wright Brothers’ flight, December 17, 1953. This was in October or November when the X-1A became my program. Jack Ridley and I sat down. Since we wanted to get the airplane out beyond mach two by December 17, we worked out a profile on how we can get the airplane as fast as it possibly would go. We worked out this profile of dropping out of the B-50 at 30,000 feet, firing off three of the four chambers on your rocket motor, accelerate out to .8 mach, then climb up to 45,000 feet, level out, fire off the fourth chamber so you got full power, take it out to about 1.1 through the speed of sound, then climb at supersonic speeds in about a 45-degree climb angle and at 60,000 feet you start leveling out. You become level at about 72,000 feet, and you hold it there at 72,000 feet, and accelerate like mad until you run out of fuel. And we looked at our figures, Jack and I, working up this profile. We knew we could get quite a bit above mach two, but we didn’t think that we would get out to two and one-half times the speed of sound. In fact, the Bell engineers said, “You better be careful above about 2.2 mach number because we really don’t know what we are getting into out here and no one else does either. We haven’t got any wind tunnel data, nothing has ever been out there before.”
And so, the first flight that I flew on the airplane, I was just practicing this profile, and also wanted to take it out to supersonic speeds. So I just cranked three chambers, ran it up, leveled out, and let it run out to about 1.3 mach number. And it flew just like the X-1 did. We lost the elevator effectiveness; I had to use the stabilizer to fly through mach 1. So then, I jettisoned the rest of the fuel; I came on down and landed. Then the second flight, three of four days later, I took the airplane on up to about 50,000 feet, kept it level and I got 1.5 mach, which was the fastest we’d ever had the old X-1, number one airplane. And then the third flight, a few days later, I took it on up to 1.9 mach, just under mach 2, at about 65,000 feet. And hey, it was really flying nice. I had a pressure suit on, in case you lose your canopy or if you lose your cockpit pressurization, you can stay alive with a pressure suit above 50,000 feet.
And on the fourth flight, I think it was on December 12, everything went beautiful. The drop was right on speed, and the chambers ignited when you flick the switch. The profile was beautiful. The only thing that happened, on the climb out, on all four chambers running and you’re really accelerating – you fly off of a little eight ball flight indicator for attitude reference. And, you have a pressure suite; you’ve got filament wires in the visor of your suite. You have to keep those hot to keep your visor from fogging up. I let the airplane get up a little bit steep. I was busy regulating the pressures in the chamber to get maximum thrust out of the engine, and I got the airplane just a little bit steep, probably pushing 65 degrees angle of attack rather than 45. As I went through 60,000 feet, it began to push the airplane over. There are a lot of things that happen to an airplane mechanically up there. You have liquid oxygen in a tank and, if go to zero G, flying the parabolic curve, at zero G that oxygen cavitates because there is nothing to hold it down in the bottom of the tank. And so you have to hold about a tenth of a G on the way over. I floated right on through 70,000 feet up to 80,000 feet, which was about 10,000 feet higher. I hung on, and I’m sitting there looking as the mach meter went up to about three. And as I went through something like 2.3 mach number, man, we were really smoking. We were picking up about 31 miles per hour, per second. And I watched this thing, and as we went through about 2.3 mach number, the airplane began to yaw. I said, man, something’s not right. I pushed on rudder to try to get the nose back, and nothing happened, the airplane just kept yawing. Then, the outside wing, because of dihedral effect, begins coming up. Next I’m cranking on full aileron and full rudder, and nothing happens. The airplane rolled, inverted, pitched up, and when that happened, the canopy busted on it. And when that happened, the suit inflated. Then the airplane really got wound up in some snap rolls, and the data shows that we had a rotational rate of about 580 degrees per second, which is twice per second going around. And you get exposed to a lot of high Gs. Like we were getting 9 Gs positive, 2 Gs side load, 3 negative, 2 side load, 9 positive. You go through two cycles of each per second. And you really don’t know what’s going on other than, I figured that either the tail had come off the airplane or something had happened. So, I just pretty well rode it. You know, you see sky and ground flashing. You get rattled, but you never become unconscious. I just hung on to the airplane pretty well. The first thing that I recognized was that I came out with a tremendous inverted, negative G flat spin. Well, we spin airplanes all the time. So you recognize a characteristic airplane flat spinning, inverted. You can get it out by putting the aileron with the spin direction, and using the rudder to stop it, and make it fall through. And it did. And then the airplane flipped into a normal spin, which is an upright spin. I say normal because that’s the way normally an airplane spins, upright. It flipped into a normal spin, and I just popped the nose out with the elevator and opposite rudder to stop it and recover it. And when this happened, I was down; I was about fifty miles from Rogers Dry Lake, at 25,000 feet. I was sitting there looking and the pressurization was gone out of the cockpit. Part of the canopy was gone, my suit was inflated, it had kept me alive. I looked around; I finally spotted the lakebed and turned toward it. And from the time the airplane yawed and ran out of fuel up there at 2.5 mach number, till I popped it out of the spin at 25,000 feet, was only 51 seconds. But 51 seconds, if you will look at your watch, is a long time. And so I just glided on back to the base, and landed. And that’s the last flight I made in the airplane. And we never did take it above about mach two anymore.
Isn’t there a tape of what you went through on that?
Chuck Yeager: Yes. We didn’t say anything, obviously, because you are wasting your time if you talk. The object is to try to survive, and basically I think the tape started, it covers the whole flight until I get all four chambers on and then smoke out. Then we didn’t say anything until the end of the tumble when I called Jack Ridley and told him that I had a problem and didn’t know if I could get the airplane back to base. It was a big job for them to find me because I was way high and they were chasing me in F-86s. But, I just brought the airplane down and landed it on the lakebed, they changed the canopy, and the airplane was ready to fly again.
But we never did take it out to that speed because the airplane had a very small tail on it, horizontal stabilizer and vertical stabilizer, rudder and elevator. When we went through about 2.2 mach number, the conical shock wave that forms on the nose of the airplane comes down as you go faster. It’s not flat, it’s conical in shape and when we got out to about 2.3 or 2.4 mach number, this shock wave is down to where it’s almost at the tip of the horizontal and vertical stabilizer. And when that thing coned in like that, we lost stability on all three axes of the airplane. It just flew apart. Fortunately the airplane was stressed for 18 Gs positive or negative, so we didn’t break it up. Just through pure instinct, you sort of recover from the inverted spin into a normal spin, and bring it back and land it.
At the end of that flight, weren’t you kind of joking about it?
Chuck Yeager: Well, you always do. Basically, some smart-assed remark or something about a structural demonstration. But you are relieved that the thing didn’t kill you. That’s about what it turns out to be.
And the funny thing about it was that was a full day for me. I got up about four o’clock. I was hunting ducks in the early morning, came over and was briefed on the flight, looked over the airplane and then flew it.
I think I got home about 4:30, and Glennis was all dressed up because I had to give a talk to the Navy League in Los Angeles that night. I drove all the way down there — took about two-and-a-half hours — and gave a talk. We got home about 2:30 the next morning.
You earned your pay that day.
Chuck Yeager: Yup. All 30 dollars of it.
Weren’t you kind of beaten up, to go give a talk?
Chuck Yeager: Oh, your eyes are bloodshot from negative Gs, and you take a beating, but you either do or you don’t. That’s the way you look at it.
You’ve said that when you are in trouble, the last thing you do is talk. But I’ve always been struck by the kind of terseness of pilots like yourself, that ability to remain calm, or at least to sound calm.
Chuck Yeager: Well, yes. Obviously you don’t say anything. Some movies show the guy flying an airplane that’s on fire, trying to miss a school or… that’s a bunch of crud, boy. There is only one thought: self-survival. You don’t talk because that’s not part of your survival. And that’s the reason. There is a lot of misconceptions about emergencies in airplanes, but basically that’s the way it happens, and you either survive or you don’t. It’s just duty.
There is a fairly exciting chapter in your life that we haven’t covered, back in 1963, your Lockheed Starfighter experience. Can you describe, first, the plane’s capabilities?
Chuck Yeager: When I was commandant of the astronaut school, we had to train the guys in a simulated space environment. We took three F-104As, which was a mach two airplane, and we put a hydrogen peroxide rocket engine in the tail, above the normal jet engine [which] gave us an additional 6000 pounds of thrust. And with this aircraft, we also added 24 inches to the wingtip and two hydrogen peroxide thrusters, one out the top of each wing tip and one out the bottom. That’s for roll control above the atmosphere. We extended the nose of the airplane out and put thrusters in the top and bottom and each side for pitch control and yaw control of the airplane.
A typical mission that we flew with that airplane — and I flew it 40 some times, working out a profile for the students to fly as a test pilot on the airplane — we would take off with the afterburner on the engine, getting airborne. Clean the gear up on the airplane and the flaps, then accelerate out to climb speed, four to five hundred miles an hour, climb up to about 36,000 feet, then go into afterburner which accelerates the airplane out to about twice the speed of sound. Ease it up to about 45,000 feet, fire off the hydrogen peroxide rocket and accelerate it out to about 2.4 mach number. Then pull 4 Gs, or pull the airplane up into about a 70-degree climb angle. The characteristics of the J-79 engine, which is in the 104, as you go through about 55,000 feet, the afterburner blows out because of lack of oxygen. When this happens you gotta come out of afterburner position with the throttle in mil power and make the eyelids close to get more thrust out of the turbine engine. You gotta keep one eyeball on the tail pipe temperature, because that engine is going to over-temp at about 70,000 feet; it is not designed to run any higher. And when it does, you have to shut it down.
We shut it down and the hydrogen peroxide rocket takes you on over the top. We got the airplane up to roughly 118,000 max altitude. But then you are above 90 percent of the atmosphere, so you have to use these hydrogen peroxide rockets to change the altitude of the airplane to follow its flight path. When the airplane leaves, say, 100,000 feet going up like this, if you don’t do anything, it’s going to come back in that way. So you have to rotate it to make it come back in nose first.
We knew the 104 had a pitch-up problem, meaning when the airplane stalled, it pitched up. I was the first military pilot to fly the 104, on August 3, 1954. I was the test pilot on that airplane, so I knew it intimately. I spun the airplane a lot, and stalled it. I knew we had this problem.
What we were trying to establish was: When this airplane comes back into the atmosphere at a little higher angle of attack than we want, at what altitude will this aerodynamic force which causes the nose to pitch up on the airplane be more than the thrust of the hydrogen peroxide thruster in the nose which is pushing the nose down? We ran a series of flights; I was the pilot on it. Start at 118,000 feet, 116, 114, 112, coming into the atmosphere at about a 50-degree angle of attack, open up the thrusters at the top, push the nose down and then measure the rate. You can plot, at each altitude, at what rate the airplane recovers. We noticed it was starting to run into resistance at about 108,000 feet; 106,000 feet was a little slower. If you take the curve and extrapolate, it looks like we are going to run out of thrust in this hydrogen peroxide rocket where the aerodynamic pitch up will be more than the thruster, at about 92,000 feet. So we thought we were in pretty good shape.
We thought we would run one more. I flew a flight in the morning, with a pressure suit on, I think at 108,000 feet, and we measured the rotation. Then I landed and wanted to make another flight after lunch. I didn’t get out of my pressure suit because if you get out of it, it’s wet and you can’t get back in. I made another flight at about 1:30 in the afternoon, at 104,000 feet. For some reason, we had dual thrusters on the bottom of the nose and dual thrusters on the top. We don’t know, we may have had one thruster fail, but at 104,000 feet, when I came into the atmosphere at 50 degrees angle of attack, I couldn’t get the nose down on the airplane. You’ve already shut your engine down, and it gradually is slowing down. But the engine is still turning over, giving you hydraulic pressure, which runs the horizontal stabilizer for pitch control, the ailerons and the rudder.
What happened on previous flights, when you re-enter and force the nose down with the hydrogen peroxide thrusters, the altitude controllers, then you come back into the atmosphere nose first. Then you start getting air through the intake ducts of your airplane, that keeps your engine wind milling, you bring the airplane on down to about 40,000 feet, level out, hit the igniter and then come out of idle, out of stop cock with your throttle into idle. That gives you fuel and you start your engine up again. But if it doesn’t work, you go on down, dead stick into Rogers Dry Lake, which I did three or four times.
What happened on this flight was that when the airplane came into the atmosphere, at about a 50-degree angle of attack, I couldn’t get the nose down. The airplane pitched up and went into a flat spin. Now the airplane is in a flat spin, and because there is no air going through the intake ducts, the engine stops. When that stops, then you no longer have hydraulic pressure to run the horizontal stabilizer, the aileron or the rudder. So you are in a no-win situation. That’s exactly what it is. You sit there. But you have one other alternative, that’s eject. I also had a drag chute on the airplane that we use for landing. The airplane was in a very flat, slow spin. I had my pressure suit on and it was inflated. I sat there and watched. I was talking to Bud Anderson who was chasing me in a T-33. He was down, way down though, looking at me coming. I was talking to the space position branch, where the guys were recording data. I said, “I got a real problem. There is just no way of getting this thing out of a spin.”
So, as I went through 30,000 feet, I deployed the drag chute, which you normally deploy. When I did, the drag chute comes out and it popped the nose down on the airplane, but there is a link that the drag chute is hooked to the airplane with, that is designed to shear at 180 miles an hour. That’s in case the drag chute comes out accidentally while you’re flying, it won’t stop the airplane. It just so happened the nose went down as I went through 180 miles an hour, the drag chute sheared, the parachute released and the airplane pitched back flat because 180 miles an hour going through the intake duct is not going to give you engine rpm, it takes about three hundred miles an hour. So when this happened, it flipped back flat. I don’t think it turned, it just fell at one hundred miles an hour.
Now, you’ve got the egress systems, you know them intimately and it pays off, because a lot of times you have to use them in a semi-conscious state. I knew my rocket seat that I was riding in, I knew its capabilities. So, I rode it down to about 6,000 feet, which is not low, and ejected. The rocket seat blows you out of the airplane and gives you about one hundred mile an hour velocity away from the airplane. It just so happened that the airplane was falling at about 100 miles an hour, so when I used the seat, the airplane just fell away from the seat. The seat sat there, and then two seconds after you leave the airplane, the lap belt blows open on the seat, which is what holds you on the seat. You’ve got leg restrainers, cables that hold your heels into the seat for flailing when you come out at high speed.
I sat and watched the seat go through a sequencing, knowing when it was going to happen. Finally the lap belt popped open, and there is a butt kicker that kicks you out of the seat. I felt that go and also my cable cutters cut my leg restrainer cable from me [and] I fell through. When this happened, the F-5 release on your parachute is armed and as you fall through 1400 feet, the chute opens. Well, I was below 1400 feet, so the chute opened the minute that the F-5 release said to open, and it did. The problem was I didn’t have enough velocity through the air; I was just starting to fall again, to pull that quarter bag which is on the canopy of your parachute. The reason that bag is on the canopy is that when you eject at high speeds, four or five hundred miles an hour, it keeps your canopy on the parachute from popping immediately. The little pilot chute on that quarter bag needs about sixty miles an hour to pull it off the quarter bag. I didn’t know anything like this was going on. All I know is that I am free falling, my chute has released, but I haven’t got a canopy slowing me down because I can feel it flopping in the breeze. At about this time, the seat, which kicked me out up here, is also falling and it became entangled in the shroud lines of the parachute. I didn’t know this either, but this is the way it happened. Finally I picked up enough speed, 60 or 70 miles an hour, with the canopy up there following, that quarter bag came off, the canopy popped and when it popped, the damn seat that is entangled in the shroud lines flopped me up like this. The seat hit me in the face piece of my pressure suit. And what hit me was the butt end of the rocket on the seat, which still had glowing propellant burning. When this happened, it popped glowing propellant onto the rubber seals of my pressure suit. You are in 100 percent oxygen, and when it did, it ignited. And you’re feeding 100 percent oxygen and it’s like a blowtorch. Fortunately, when this happened, the visor on my pressure suit was busted and frayed, it cut my eye down and my eye socket filled with blood, so it didn’t hurt my eyeball. I got burned pretty bad on my neck and shoulder and it was very difficult to breathe. The only thing I knew, I was stunned from the blow. I knew I had to get the visor up on my pressure suit helmet. There is a button on the right, you push it and then you raise your visor. It’s the way you get your visor up on most pressure suits. I knew I had to get it off, get that visor up to shut the oxygen flow from my kit that was in the back of my pressure suit to get all this fire out. So I did that. Then I swung a couple times and hit the ground. I couldn’t see too much and I was having trouble breathing because there was a lot of smoke and fire. But as it worked out, I didn’t get killed in the flat.
I stood up and Andy buzzed me. Since I had been talking to them on the way down, four minutes from the first spin to impact, they had a helicopter off with a flight surgeon aboard, a doctor at Edwards. He got out there, probably within five minutes of the time I landed, picked me up, gave me a shot of morphine and took me back to the hospital. They worked on me, cut my pressure suit off and that was about it.
Normally, somebody else gets you out of the pressure suit, right? But you had to think fast.
Chuck Yeager: No, I just knew it. See, I wore pressure suits half my life.
It sounds like you had a tough time after that, dealing with your burns.
Chuck Yeager: Well, they can do a lot of scraping and ultrasonic work on your skin, a little skin grafting and stuff like that. That was part of the deal.
You look amazingly well, considering.
Chuck Yeager: Your body is a very forgiving thing.
Did you get the feeling that day that some big aviator in the sky was smiling down on you?
Chuck Yeager: Nope. You waste your time if you’re thinking about anything except surviving.
I bet at some point during that fall, you weren’t sure that you were going to survive.
Chuck Yeager: Well, you are too busy. You don’t think about anything like that. You are too busy trying to survive. Obviously, had I not known intimately my egress systems, meaning my pressure suit and ejection seat and parachute, I probably wouldn’t have survived. But I just make it a point to know it and it pays off a lot.
The extraordinary thing, hearing about this, is your ability to think under pressure instead of panicking.
Chuck Yeager: Well, you don’t talk anything about it. Obviously you can’t. You are too busy working the systems through. Knowing your egress systems is the answer. And also a little bit of luck was involved.
You also flew some amazing missions as a fighter pilot in World War II. Did that success come very quickly?
Chuck Yeager: Well yes. I learned quickly. We trained in the United States, before we went to England, in P-39s, old Bell Air Cobras. And it was all dog-fighting, air-to-ground gunnery, dive bombing, skip bombing, buzzing, really learning to fly a fighter. We were training to go overseas. Being the maintenance officer, I also had a lot of fun, just running test-offs on the airplanes when they came out of the maintenance. Yes, I was no better than the rest of the fighter pilots. I had very good eyes, as a lot of guys did, and also could dogfight, just a matter of experience. When we went to England in November of ’43, and we got the first P-51s in the Eighth Air Force, as I recall, we picked up a P-51 — I had never been in one before — and flew it from this assembly base down to our base in Leiston, and the next day, we are sitting over the middle of Germany fighting in them. You have to learn real quick, and that’s the way our pilots were. As I recall, on my seventh mission, I shot down a 109. It was my first airplane that I shot down. We were on a raid over Berlin, the first daylight-bombing raid over Berlin. I saw a 109, and I nailed him and, to me, it was a lot easier than I thought it would be, because we were a little bit apprehensive about dog-fighting the Germans in their fighters. They had a lot of experience dog fighting, and we didn’t. So I nailed the guy, but the next day I got shot down.
Let’s go back to March 5, 1944. Describe exactly what happened.
Chuck Yeager: I was in a dog-fight with three 190s, and I got hit head-on with a 20 mm cannon, and the prop came off the airplane, part of the wing, the canopy, and it caught on fire. So me and the airplane parted company. That’s the way it happens. You bail out, you free fall in your parachute, and then when you get down to within three or four thousand feet of the ground, you pull the ripcord, the parachute pops and you land. That’s about the way it happens. I picked up a few wounds. I had a couple slugs in one of my legs. I had some 20 mm fragments in my hands and a couple cuts on my head, but they were minor. So it didn’t make much difference. When I landed in my parachute, we were in occupied France, and there were quite a few Germans around. Obviously, you’ve got to hide or they will pick you up. And, I did. I dug into the woods as deep as I could, and hid. And they never caught me. I laid out there for a day, until things quieted down, and then contacted a French farmer or a woodcutter. I couldn’t speak French, but he could see I was an American flyer, because I had my flying gear on, leather jacket and flying suit. And he knew that I needed some kind of help. Fortunately, he went to the right people, instead of turning me in, got me with the resistance forces, the Maquis, who in turn took me under their wing for the next month. I worked my way down through France, finally went through the Pyrenees and into Spain, a neutral country.
Was it a little bit scary to trust this farmer? You couldn’t be sure what side he was on.
Chuck Yeager: No. You don’t have any choice. You either do or you don’t. That’s the way to look at it.
You had a 50/50 chance, I guess.
Chuck Yeager: Yes.
What happened when you got to Spain?
Chuck Yeager: Well, I was interned in the town of Lerida, and the American consul came up and talked to us, made sure we were American, then put us up in a hotel, gave us some money and we just bummed around there for about a month. Finally, in May 1944, we were beginning to help Spain who was running out of gasoline because they didn’t have any petroleum products, and we began trading gasoline for American pilots that were in Spain. There were something like 2600 airmen interned in Spain who either had made it through the Pyrenees or took their airplanes down and jumped out of them. And the way we got out was that the Spanish took us down to Gibraltar, and turned us over to the British on the island of Gibraltar. The British were flying airplanes from Gibraltar, over the tip of Spain and Portugal up to England, and I bummed a ride up on one of the airplanes, and then went back to my squadron.
According to military rules at that time, you were supposed to have been sent home after having any contact with French resistance.
Chuck Yeager: Well, basically, they didn’t want you to compromise the French underground system. And fortunately, I didn’t go straight back to my squadron when I got to Spain. I was held in sort of a secure house, where you couldn’t get out, until they interrogated you to make sure you were an American flyer. You know, they wanted your whole story. Where you got shot down, the outfit that you were with, and then they brought a pilot down from my squadron to identify me, and to make sure that I was who I said I was. Then they started publishing orders on me to go back to the United States. That’s when I sort of backed off and said, “I don’t want to go home, I want to go back to my squadron and fight.” And they said, “You can’t because the rules prohibit it.” Fortunately, the invasion was just coming along, and when the invasion occurred, the resistance forces surfaced, and General Eisenhower, whom I had worked my way all the way up to see, said, “Okay, go back.”
You really had a near miss there, being shot down. Why did you push so hard to fly again after that?
Chuck Yeager: Well, I knew if I came home as a flight officer, I’d stay a flight officer the rest of my life. That was my rank. I only had eight missions, so I had no reason to come home. The rest of the guys were still with the squadron flying.
The word fear didn’t enter your mind?
Chuck Yeager: Well no, that’s not part of my career.
How did you come to shoot down five German planes in one day?
Chuck Yeager: When we went over there in November of ’43 with the first Mustangs, we flew very long-range missions. The Mustang’s range, you could fly for eight hours and stay with a bomber all the way in and out. On this particular mission, I shot down three airplanes, and I was leading the whole fighter group, which means three squadrons. Our fighter group only had two boxes of bombers to escort. So I stuck the other two squadrons, one on each box of bombers, and took my squadron and ranged about 80 miles out in front of the bomber stream. I spotted 22 enemy 109s in a formation climbing up, out in front of the bombers, 80 to 100 miles. I stayed up-sun where they couldn’t see. I spotted them, they were just little specks. I had excellent eyes. I could watch things without them seeing me. I kept up-sun from them with my squadron of sixteen P-51s. Finally, when they leveled out and headed over towards the bombers, I just moved in behind them, down-sun. I got within two hundred yards behind them. They kind of spread out. We still had our drop tanks on because we wanted to keep as much fuel as we could. I shot down the first two without even dropping my tanks. Of course, with the explosions when the airplanes blew up, they all broke and at that point we punched our tanks off and the whole squadron broke up into elements, wingman and his leader to support each other. We got in a big old hairy dogfight, and I shot down another guy. I hammered him, and his wingman cut the power and dropped behind me. This one blew up and that broke into him. Pulled out at about 50 feet before I hit him. And then another guy, I followed him to the deck, got him down low and then it was all over with.
You left the fight following the guy down, then come back and look around. My wingman was still with me and I picked up a couple more guys flying out. You try to orient yourself, kind of fly around, pick up the bombers again and stay with them. That’s the way combat is. A lot of shooting, a lot of high Gs, a lot of turns and you gotta watch what you’re doing. It’s exciting.
Quite a day’s work there.
Chuck Yeager: Yes, and remember I only fired 151 rounds of 50-caliber ammunition. That’s 31 slugs per airplane. When you are working in real close, 100 feet, 200 feet, you are very effective.
How did you originally come to join the Army Air Corps?
Chuck Yeager: Probably the recruiter was better than the Navy or anyone else and also, I think, one of the guys who went through pilot training about the year that I graduated from high school. He came home. He was a pretty neat guy; he said it was a fun job. But flying, I never associated myself with it.
When I enlisted in the Army, it was just to be a mechanic. There was no intention to be a pilot, or anything like that. When I got in September of 1941, I was trained as a mechanic which was easy [because] I had already had so much experience in mechanical things, like engines and things that Dad exposed us to all the time that I trained and began working on airplanes as a crew chief. I serviced them, overhauled the engines, and things like that. Finally, I recall sometime around the latter part of November 1941, I remember reading a notice on the bulletin board that if you were a high school graduate, 18 years of age and could pass a physical, then you could apply for pilot training under the flying sergeants program. You wouldn’t be a cadet, or make lieutenant, or be an officer when you graduated from flight school, you’d be a sergeant pilot. And that looked like a pretty neat deal. I just did it just to be doing something. So I put in my application. I recall taking my physical on December 4, 1941, passing it and then just sweating it out for six months, and finally they called me up for pilot training. But that, you know, it’s just a matter of being in the right place at the right time.
It sounds like your first experience as a pilot was not all that much fun. Can you describe it?
Chuck Yeager: My first ride in an airplane wasn’t any fun. As I recall, it was the spring of ’42. I was a crew chief on an AT-11, which was a twin-engine bombardier-training airplane. I had overhauled one of the engines and the engineering officer had to take the airplane up and check it out, and he asked me if I wanted to go along. I had never been in an airplane before and I said, “Yeah, I’d like to.” So I got in and sat down in the seat and fastened the safety belt. He took off, and he went over to one of the dry lakes down there very near Edwards, between Edwards and Victorville, and started shooting touch and go landings, and it was rough and turbulent. Pretty soon I got sick, and threw up on the airplane. To me, it was a very uncomfortable situation. I didn’t particularly care for it, but I had already applied for pilot training. I think that’s the only time I went up in an airplane, and that was it, until they called me up for pilot training.
Did you get sick again?
Chuck Yeager: Oh, the first time or two going up. As long as someone else is flying, you get a little woozy. But then, when I started flying the airplane myself, all that went away.
Is that the difference between being a passenger and a pilot?
Chuck Yeager: Yeah, and getting used to it is primarily the thing. You can make anybody sick in an airplane, from motion.
How do you overcome that? Is it psychological?
Chuck Yeager: Basically it is, and physiologically becoming used to it.
We’d like to hear about your early years. What about your birthplace in West Virginia? What was that town like?
Chuck Yeager: I was born in Myra, West Virginia, which was actually just a post office on Mud River, very near Hamlin, West Virginia. My first recollection was when we moved to Hamlin when I was about four or five years old. And that’s where I spent my life until I was 18 years old. To me, it was a rural town, population of about six hundred. It’s in the middle of the hills. Primarily was agricultural, timber, coalmines, and some natural gas. My father was a natural gas driller.
I attended grade school and I did very well in the first grade, skipped second grade and went to the third grade. By the time I got to the fifth grade, I spent two years there. It got kind of tough. Grade school was just nine months out of the year. I enjoyed running the hills or fishing, and things like that.
In high school, things got a little more serious as far as my education was concerned. And also there were sports — football and basketball, which I played both. And I also played a trombone in the high school band and chased gals, so I was a pretty busy kid. The subjects that I liked very much in school were mathematics, algebra and typing. I could type 60 words a minute easy. Anything that took hand-eye coordination I had a good time at it. History, my teachers had trouble passing me.
Do you recall any books you read that had a big influence on you?
Chuck Yeager: That’s a long time ago. I was interested in books about wildlife, like some of Jack London’s books, as I recall. And then also another one, by an unknown author, called Crooked Bill, about a little bird that had a crooked bill. The reason I remember it is I had to give a book report on it. It was the hardest thing I had ever done in my life.
Really? Speaking in front of the class?
Chuck Yeager: Well, I was only in the fourth or fifth grade, and it was tough.
Were there any people that you were really influenced by as a kid, or impressed by?
Chuck Yeager: I, probably more so than the other kids, took up with elderly people, because they were interesting people. And there was one in particular who had been a state senator and he was a lawyer, old Jake D. Smith, and I hung around him a lot after I got to be a teenager because he was interesting to get a lot of tales from. He was a pretty nice guy. My dad was gone all week. Normally he would leave on Sunday afternoon, and he’d come home Friday night. He wasn’t around at that time, so I took up with older people, just for company.
What about this fellow impressed you?
Chuck Yeager: He was just an interesting guy. He was a very mature guy, so it was interesting to talk to him. Usually, the only other mature people you talked to were schoolteachers, and your relationship with them was entirely different.
Were there any teachers that you were particularly motivated by?
Chuck Yeager: No. I remember Mrs. Miller taught me typing, and I enjoyed her. And some of the math and algebra teachers I enjoyed. If you liked them, they taught you well. And if you didn’t like them, they were the people that couldn’t communicate with you, or teach you anything.
You mentioned that your dad was a gas driller. Maybe you could describe what that is.
Chuck Yeager: He had a string of cable tools. He’d drill holes in the ground for natural gas. He would go down some 3,000 feet into the ground. It was an interesting piece of machinery. I was exposed to machinery at a very young age. I liked it. I got to overhaul engines, and run big gasoline pumps and water pumps, and watch him dress bits, meaning heating them until they were red-hot and then re-sharpening the bits that cut the whole in the ground. It was interesting to me as a kid. I wasn’t as big as my big brother, who turned out to be about six-four and weighed about 240. He could handle a 16-pound sledgehammer and carry pipes. I couldn’t do that. I was just an average-sized kid.
Throughout your career you have shown an incredible drive to keep besting yourself and besting the world’s records. I wonder if that sense of ambition was there when you were a kid. Were you aware of it?
It was taught mainly through family discipline. My father taught me to finish anything I started. And I think that carries throughout your adult life. Most people’s personalities and moralities are formed when they are rather young, and that characteristic will carry out throughout their lifetime. We were disciplined as kids, quite severely, if you didn’t finish your jobs, and I think that’s what brought about a desire to finish what I start and do the best job you could. And that’s probably the reason that characteristic has carried throughout my life.
It’s one thing to finish a job, and have a sense of a job well done, but it’s another thing to do it better than anyone else. Was that part of your thinking?
Chuck Yeager: There is no kind of ultimate goal to do something twice as good as anyone else can. It’s just to do the job as best you can. If it turns out good, fine. If it doesn’t, that’s the way it goes.
But there is no such thing as a sort of half-assed attempt?
Chuck Yeager: No. Never has been.
We’ve heard your father was a stubborn fellow, a Republican among Democrats.
Chuck Yeager: He was a very honest guy. And his word was law. He was a Republican, and he believed in it, and he didn’t particularly care for Democrats although the Democrats in West Virginia were in the majority. But he was that way. He was sort of a Dutch-German guy, and he worked very hard, and he was serious about everything he did. He didn’t have to sign a piece of paper; his word was his bond.
I gather that many years later, he even refused to shake the hand of the President.
Chuck Yeager: That was many years later, around 1948. After I had broken the sound barrier, I went up to the White House to get the Collier Trophy from President Truman, and I remember my dad wouldn’t shake hands with him.
Do you suppose Truman was insulted?
Chuck Yeager: I don’t know. He probably didn’t pay any attention to it.
Were you a close-knit family growing up?
Chuck Yeager: Probably so. I have a big brother and a younger sister about three of four years younger than I am, and then a little brother ten years younger. We are a pretty close-knit family; we went to Sunday school and church and also played together and ran around together.
What sports interested you as a kid? I gather you were quite athletic.
Chuck Yeager: I played football and basketball in high school.
Did you intend to follow your dad into his profession?
Chuck Yeager: That’s speculation. The war broke out in Europe in ’39 and ’40. My senior year in high school was 1941, and we were mobilizing our forces here in America. It just seemed a natural thing for most all the kids in high school — especially the boys — to enter the service. I think we all did.
Did you have a vision of what you wanted to accomplish back then?
Chuck Yeager: No. Actually, when people tell you that, “I had my mind made up when I was two years old to do this,” I think you should take that with a grain of salt. Because it’s very difficult for a kid who is going through an educational process and being exposed to the world, to decide what he wants to do. Because he really hadn’t been exposed to that kind of a life yet. And I had no idea what I wanted to do, except exist and that was about it. I had no interest in airplanes; we didn’t even know what an airplane was. We didn’t even see them except flying in the air. So obviously, there was no interest in them at all.
Do you remember your first encounter with an airplane? How old were you?
Chuck Yeager: Fifteen or 16. As I recall, somebody said there was a Cub or something that had made an emergency landing in a cornfield, about a mile from the house. So I rode my bicycle up there to look at it. I wasn’t impressed, because I didn’t know what it was. So you just look at it, turn around and leave.
It wasn’t love at first sight.
Chuck Yeager: No. In fact, not knowing anything about airplanes, I didn’t have any intentions to be associated with them.
You got married right after the war, didn’t you?
Chuck Yeager: Well, I came home in February and got married February 26. I got home about the first of February, then went down to Texas to be a basic instructor and that’s when I got out of there into Wright Field in July of 1945 and got into maintenance.
I know that your wife was a very important support system for you, your whole life. And one of the things that amazes me in reading about your life is how brave she was to let you keep going up there.
Chuck Yeager: Well, I was flying when I met her. But the point is, being an Air Force wife is not an easy life. It was tough because you travel around a lot, and there is a high risk factor, obviously, especially in research flying. And she bowed her back and did it. And it worked out pretty good.
What was Colonel Albert G. Boyd’s influence on your early career?
Chuck Yeager: Well, that was after the war. When I came home, I didn’t go to Wright Field in 1945 to be a test pilot. I went overseas in November ’43, I fought in the war, got shot down, came home, and that one little thing — that I had gotten shot down in March 1944, evaded capture and went through the Pyrenees into Spain and was interned — when I returned to the United States, they made me a basic instructor in Texas. Then the war ended in Europe, and they freed all of the prisoners of war. Well, the Air Corps came out with a policy that those airmen, pilots, navigators, bombardiers and gunners who had gotten shot down could select any base in the United States that they wanted. Well that policy covered me, because I had been shot down and evaded, and was known as an “evadee.” Evadees and prisoners of war could select any base they wanted. So, I looked at the map, and Wright Field was the closest air base to my hometown in West Virginia, and I picked Wright Field.
When I reported to Wright Field in the summer of 1945, the personnel looked at my records and saw that I was a fighter pilot, but the one thing that caught their eye was that I was a maintenance officer, meaning that I had been trained as a crew chief in aviation maintenance, and then when I served in my fighter squadron in combat, I served as the maintenance officer. You know, running the crew chiefs and the maintenance guys. When I got back, they saw this, and there was a vacancy in a fighter test section there in the flight test division that needed a maintenance officer. And they assigned me there. I had hangars full of every kind of airplane that we were flying. It was interesting to me, because I got to fly every airplane. After they were worked on, then the maintenance officer had to take them up and check all the systems out, and sign them off, and then you turn them over to the test pilots to do their test work in them. And that’s how I got to Wright Field.
Now, over the next year, or six months, I put on many air shows in jets all over the United States. Colonel Boyd, who was chief of the flight test division, watched a few of those air shows and he was impressed. He noticed also that me being a maintenance officer, I never had any trouble with my airplanes. If something happened to them, I could fix them, and I always brought them home. So, that’s when he approached me in December 1945. He said, “Would you like to go to the test pilot school?” I said, “Well, I only have a high school education and it might be kind of tough for me, the academic requirements.” He said, “No, you can make out.” And so I went into the test pilot school, and that’s what got me started in the test program. And then later, when the X-1 came along, in 1947, he selected me for the test program. And the reason he did was that I understood machinery, and obviously could fly an airplane.
What do you think he saw in you, in your personality?
Chuck Yeager: I don’t know. Personality to him didn’t mean a heck of a lot. It’s just your ability to perform in an airplane. And that caught his eye. Also he knew that the X-1 was a very dangerous program, and that I could take care of myself.
We’d like to hear about the beginnings of the space program, and your involvement with that. Were you disappointed not to be chosen as one of the Mercury Seven?
Chuck Yeager: Naw. Number one, when the space program started in 1959, I left Edwards in ’54, after nine years there as a test pilot, and went to Europe to become a squadron commander in an F-86 squadron, and get back into running a fighter outfit.
When I came home to George Air Force Base, I had an F-100 squadron and I was back in tactical flying. Test work is a very demanding type of flying. You fly a dozen different airplanes every week and you really don’t feel comfortable in them, but you know the systems. But also, it’s a lot of competition in test work. When you get into tactical flying, back in the fighter squadron, you fly only one airplane, stay combat ready and know your guys. It’s a pretty nice way of life. So I came back and I was at George when the space program started in ’59. The requirement to get into the space program was to have a degree, preferably engineering, math or one of the sciences. I only had a high school education. I didn’t give it a thought. I couldn’t care less about it because to me it wasn’t flying, it was riding in capsules.
I didn’t pay a lot of attention to the whole space program until 1960 when I went through the War College and was promoted to full colonel. And when I had gotten out of the War College, they assigned me back to Edwards Air Force Base and put me in charge of the test pilot school. When I moved into the test pilot school, there were a couple of programs coming within the Air Force: the X-20 Dyna-Soar Program and the MOL Program, Manned Orbital Laboratory. Both of those were space weapons systems. The Air Force was very much involved in space. In fact, it was responsible for space. The NACA, the National Advisory Committee for Aeronautics, was basically aeronautics.
When I took over the school, we started a space course in the test pilot school, changed the name of the school to the Aerospace Research Pilots School and we started training guys for potential astronaut duties. Those astronauts were selected for the Manned Orbital Laboratory and the X-20 Dyna-Soar. The X-20 Dyna-Soar was very similar to the space shuttle, except it was only probably one-third as large. It was strapped on a Titan 3C liquid rocket with two strap-on solid boosters, just like the shuttle, and it would go into orbit, then re-enter and land the same way the shuttle does. Instead of wheels, it had skids to land on, like the X-2 had. We bought a whole space mission simulator for something like six million bucks, and we had it set up in the school. We could have simulations on a whole space mission, including rendezvous and docking in space. We had the astronauts training in the MOL program, and the X-20 program was going along.
And finally, in late ’65 or ’66, the administration made a decision that space would be for peaceful purposes. They canceled the X-20 and the Manned Orbital Laboratory, and formed NASA, the National Aeronautics and Space Administration. And when this happened, the Soviet military moved right into the void in developing space weapons systems. We’d already been through the Mercury, Gemini and Apollo programs. We did away with our whole space mission simulator and went right back to test pilot training at the school. I left and went to Vietnam. I was really, really disappointed with what our government, the White House or the administration, had done, because we had a tremendous capability in the Air Force for space. We would have been 15 years ahead of where we are today with NASA running the space program. And that’s the story of my six years at Edwards in astronaut training.
It was amusing. We ran a class through of roughly 11 pilots per year; 38 of the guys that graduated from the school while I was commandant went to NASA as astronauts: Dick Truly, who is now a colonel, was one of my students; Bob Crippen, Frank Borman, Tom Stafford, the whole bunch. They’re a good bunch of guys and we had an excellent facility there, but it was wiped out.
Aside from your opinion that we’d be 15 years ahead of where we are now, do you still think that it was a poor decision?
Chuck Yeager: Definitely, a very poor decision. Because we have gone ahead and developed space weapons. We had to because of the Cold War with the Soviet Union. The situation developed a need for space weapon systems, the Strategic Defense Initiative — SDI or “Star Wars” defensive concept. Incidentally, a lot of that technology that was developed to support the SDI program — or Star Wars — is the reason that the Patriot missile is so successful today against Scud missiles. That’s technology that’s associated with space weapons.
Back in the early days of the Mercury program, I gather that the idea of shooting off in a space capsule was not an attractive proposition to you.
Chuck Yeager: Like I said, it wasn’t flying, it was just riding in something that you had no control over. Number one, I wasn’t eligible. Number two, I could care less. It’s interesting. I’m sure that the view was pretty, but that’s about the only thing you could say for it.
You’ve expressed concern over several decades that astronauts, as they have been called, were not given as much of a leadership role as perhaps they should have.
Chuck Yeager: I think one of the big problems that the astronauts are faced with is that they were not exposed to their hardware enough. They were being used, running around the country on PR jobs instead of getting involved in the design and manufacture of the hardware that they were going to be riding in and having more to say about some of the characteristics of it. I think that was obvious during the shuttle accident. The guys really didn’t know a damn thing about what the hell was going on around them. They’d leave it up to some bunch of engineers, both civilians and NASA, and that’s what bit them. They should have been involved more with it.
Do you think NASA is moving more in that direction now?
Chuck Yeager: Yes. After the accident and the long period of time, there were a lot of recommendations from the accident board, which I was a member of, that the astronauts get more involved in the hardware so that they understood the systems and had more of a say about whether they flew it or not. Yes, that’s taken care of. There have been a lot of changes in NASA. A lot of changes still need to be made, but there have been a lot made.
This would imply that you need different characteristics to become an astronaut. More technical.
Chuck Yeager: No, that’s not true. The guys who are selected for astronauts have good technical background, they have capabilities to absorb technology, and they do. But they are crowded a little bit with PR work.
What other problems do you see with NASA as it stands?
Chuck Yeager: Basically, the bureaucracy. It’s a civil service organization. It’s difficult to get dead wood out of it, it has a tendency not to let loose of operational programs and keep on doing research and development. The shuttle is a good example. We could probably run the shuttle program for about one-tenth of what it is costing today with a good civilian organization that’s in it to make a profit.
You’ve been outspoken about these things for many years, and I imagine that alienates some of the administrators at NASA.
Chuck Yeager: I don’t lose any sleep over it.
You had a little encounter with Neil Armstrong, back in test pilot days. Could you tell us about that?
Chuck Yeager: The X-15 which Neil was flying, about six other pilots were flying at the same time like Pete Knight, Bob White, Bob Rushworth and Joe Engle, it flies just like the old X-1. The X-15 is launched from a mother aircraft, within gliding distance of a dry lakebed. Since the X-15 was getting up to speeds of four and five times the speed of sound, you obviously couldn’t launch it over Rogers Dry Lake. It had to be backed up and launched over a dry lakebed, like Mud Lake in Nevada or Smith’s Ranch Lake, up east of Fallon, Nevada, or some of the Panament Lakes in Nevada, and then make its run and recover at Rogers Dry Lake. If the dry lakes are wet, you can’t land safely an airplane that comes in at a couple hundred miles an hour. You can tear off the gear or skid, and end up tumbling.
I was running the Aerospace Research Pilots School at that time, some time around ’65, when NASA — or Paul Bickel, who was the administrator of NASA there at Edwards — called me and said, “What do you think about Smith’s Ranch Lake?” I said I was just up there yesterday in a B-57 looking at it, and it’s wet. He said, “My guys say it isn’t wet.” So I said, “Be my guest.” That’s exactly what I said. He said, “Would you go up there and land on it?” I said, “No, I won’t. It’s wet.” And he said, “Would you ride with Neil in one of our airplanes?” I said, “Yeah, as long as I’m not responsible for anything that happens.”
So I went over to NASA, and they had a T-33 and Neil was flying it. I took my chute and helmet over, and we just wore light flying suits and gloves. I got in the back seat and sat there. Neil taxied out and took off on the dry lake bed, we fly up to Smith’s Ranch Lake, he backs off, comes in and he’s going to touch down. I said, “Neil, the lake is wet.” He said, “No I think it looks dry enough for me to just touch down, let it roll, and I’ll add power and come back off.” I said, “You get on that lake surface in a T-33, and it starts sinking in, you’re never going to overcome the drag with the power, if you are at about 5000 feet elevation where the lake bed is.” And that’s exactly what happened. He came in, touched down, the airplane starts slowing down, he puts full power on it, it keeps slowing down and, finally, it just stops and sinks in the mud. We are sitting there, shut it off, now what? We are thirty miles from a road, it’s about 3:30 in the afternoon, it’s cold and you’ve got 30 miles to walk with a thin flying suit on. Fortunately, Paul Bickel sent a Gooney Bird, a C-47 that NASA had down there, to follow us because he suspected something might happen. Good insurance. We sat there for about half an hour, sitting on the wing of the airplane. You could walk on the lakebed and it would leave footprints, but pretty soon the old Gooney Bird homed into sight. I got back in the airplane, put the battery switch on and turned the radio on. I said, “We only got one choice. If you land over next to the edge of the lake and keep the airplane rolling, you probably won’t sink, and then we can get back off the ground. Give us time to walk over to the edge of the lake. Don’t slow the airplane down. Keep the door open and we’ll jump aboard.” And he did. He landed and slowed it down. He was leaving a pretty good rut in the lake, but he kept the power on and as he came by we ran along and jumped in the back end of the airplane. When we got back to Edwards, it was after dark. The T-33 sat up there; the Navy went out and recovered it a week later. It was just an experience. You know things because you live on those lakebeds, like I had since 1945. And the guys, they don’t use their head. That’s a good example.
It’s not the most flattering picture of the man that walked on the moon.
Chuck Yeager: Well, Neil was a pretty good engineer. He wasn’t too good an airplane driver.
What do you think of the direction NASA is going in today? What do you think the big priority should be?
Chuck Yeager: I think that basically we are stuck with the shuttle. It’s that simple, because of narrow-mindedness and not looking at what’s available in the world. NASA doesn’t have any choice; it’s pretty well hamstrung as to what its goals are in the future and what they can accomplish. Since it’s the only kid we’ve got, we’ve got to support it. If we look at the laboratories that we are building, space vehicles out in permanent orbit and also the moon as a possible launching site for deep space exploration — manned and unmanned — they should be supported about the same amount as far as I’m concerned. The year that I spent on the President’s space commission, developing a master plan for what the United States should do in space for the next fifty years, was very interesting in that you went through all of these things. That was the year prior to the shuttle accident, and we went to our industry to get answers. What do you think we can do in space? We went to the academic world and NASA, who is supposed to be our experts in space. The one thing that we noticed when we started going to the different NASA centers, like JPL (Jet Propulsion Laboratory), Marshall and others, is that these people don’t even talk to each other! They don’t even know what each division is doing. The different levels of supervision at NASA don’t even communicate. For a whole year we sat and looked at this, and then bang, the shuttle accident happens, because of those characteristics. It was unfortunate.
Today, NASA has cleaned up its act quite a bit. They are being a little overcautious, which is costing them in payload with the shuttle. Also, they are over-budgeted. They don’t get more money than they need; they are just spending a heck of a lot more than they need to. It’s unfortunate, but that’s the only space program that we have. Except the Air Force has been quietly developing space weapons systems the last 15 years, just for its own defense. That has paid off now in things like the Patriot missiles.
If you had been in charge that morning, would you have taken the fire call concerns more seriously?
Chuck Yeager: Definitely. You see, that’s the problem. There were no lines of communication between the different levels of supervision in NASA, so these guys don’t know that there is a problem. I think there are a lot of things that entered into the shuttle accident, and one was the PR pressure of getting that launch off on schedule. The press is there. And that, plus a lack of communication and not paying attention to red flags. A lot of this is Monday morning quarterbacking, but it did happen and it shouldn’t have happened.
I have some sense that the shuttle was sort of flown by committee.
Chuck Yeager: It was built by Rockwell to specifications and simulators, and the guys flew it. A lot of people raised their eyebrows when the Soviets flew a similar space vehicle from launch to touch down, without a crew aboard. The shuttle can do that. It just so happens the guys take over on base leg, and touch down on Rogers Dry Lake. They don’t have to.
In 1968 you were promoted to the rank of brigadier general. You once referred to that as your “miracle star,” didn’t you? Why?
Chuck Yeager: I don’t know. That’s probably a misconception. A miracle star. I figured I was pretty lucky to make general. I only had a high school education. I came in as a GI — an enlisted man — and worked up. I ran a pretty good outfit. And always had good wings and the guys liked me.
That’s putting it mildly. Talk if you will about some of the other historic aircraft you flew. The X-5, for instance.
Chuck Yeager: Well, the X-5 was the first variable swept wing airplane that we built. It was just one of the family of “X” airplanes, meaning research. Like the X-1 was supersonic, X-2 was hydrosonic, the X-3 was supersonic intake ducts, the X-4 was a semi-tailless airplane and the X-5 was a variable swept wing airplane. It was designed to sweep its wings from 20 degrees back to 60 to see what mach drag did on variable swept wings. We built two of them. A guy named Ray Popson got killed in one, in a spin, and we finished the other one up and it’s back in the Air Force Museum in Wright Field now, just like a lot of them. We built two X-4s and I flew all of them. One is at the Air Force Academy and one is in the museum. The X-3, there is one still, I think, back in the Air Force Museum. The X-2, we lost them.
They can’t all be gems, I guess. How did you feel about the F-104 after that?
Chuck Yeager: Oh, I flew it a lot, sure. I flew it a lot after that.
So in general you feel it’s a good plane?
Chuck Yeager: Yeah. You see, we used it in the school for space training. It gave you a minute and a half of zero G, gravity-free flight, above 75,000 feet with a pressure suit and a hydrogen peroxide control, same as a space capsule, and you can do it pretty cheaply. But then in 1966, the Air Force was out of the space business, so we canceled everything.
Looking back on all those planes that you flew over the years, and that you still fly, did you have any favorites?
Chuck Yeager: You don’t. You like the P-51 because you flew it in combat. It was a good airplane. But today, the newer the airplane, the better it is. It’s just like a car. You get a 1991 Cadillac, you got high tech, a lot of computer technology in it, versus a 1980 Cadillac. It’s just better and more fun to drive.
There are a lot more complex controls and use of the computer in planes today.
Chuck Yeager: We ran into a problem back in ’50s, when we were able to fly airplanes at supersonic speeds. All the fighter aircraft that we have designed, even from World War I to World War II, has to be very maneuverable. It also has to have a little bit of stability so that the pilot can handle it. The fighters that we designed in World War I and World War II, and even in Korea, those fighters had a limited stability capability and were made very maneuverable. Now, when we were able to smoke these airplanes out beyond the speed of sound and get a supersonic flow over the whole airplane, they became very stable. We found ourselves in a position in the ’50s and early ’60s, that when these airplanes were flying at supersonic speeds, although they were very maneuverable under the speed of sound, when you got them above the speed of sound, they were too stable to maneuver.
So we had to back off and make fighters very unstable down at slow speeds so that they would be maneuverable above the speed of sound. And what this meant was that when we designed airplanes like the 104, 105 and the F-4 Phantom 2, they were so unstable at low speeds, you had to put stability augmentation systems in like pitch dampeners, yaw dampeners, and roll dampeners that sort of stabilized these airplanes so the pilots wouldn’t have too much trouble flying them. Consequently, that’s where we found ourselves in the ’60s time period with airplanes, and it was a problem.
These airplanes, like an F-4 Phantom 2, when you turn the airplane, if you exceed the maximum angle of attack, it will spin out. And if it gets into a spin, it’s so unstable, you can’t get it out of the spin. So in the spring of 1970, a new technology came along, computer technology, and that made it possible for the Air Force then to design a flight control system that the computer used. We could then program the computer that was flying the airplane to never let that airplane exceed the maximum angle of attack, or yaw angle, regardless of what the pilot called for. Because when you are dog fighting, you don’t pay a lot of attention, you are in a high G-load, attacking things like that. Well, this really paid off. Then the F-16 came along some 18 years ago, in the ’70s, with a computer flight control system in it that was programmed never to exceed the maximum angle of attack, and that gave us a very maneuverable airplane at supersonic speeds, and it was a fall-out from this computer.
What was happening also, all of our fighters, like F-4 Phantom 2s, were carrying 28 different kinds of weapons. To manage each of those weapons requires a checklist. It looks like Sears and Roebuck’s catalogue. And what happened, because of the computer capacity in these computer flight control systems, we could then program all of the data necessary to manage all these weapons that you could carry, and that brought about a requirement for the cathode ray tube in the cockpit, just like a table-top computer. The first F-16s didn’t have them. The F-18, which used digital computer flight control systems, had cathode ray tubes so that we could program all the data into that computer to manage these weapon systems, and the cathode ray tube was put in there so that the computer could communicate with the pilot and give him the data necessary to manage the weapons. That’s where we are today, everything is computer enhanced.
We have gone to infrared, like the films you see with the laser spot guided bombs, or optically guided bombs. That’s all infrared that you are looking at; the pilot can work at night as well as he can in the daytime. And that’s the way things are progressing. A lot of new technology is coming about now, especially stealth. Stealth is the secret to survival today because every country in the world has radar in air defense systems, and if we can neutralize that 50 years of research in radar with stealth technology, that neutralizes all the air defenses that you are exposed to. Like the F-117, which was built some ten years ago, is not a good flying airplane, it’s not even supersonic, but it does have stealth technology. It can go in and drop laser-guided bombs very accurately.
Today, with airplanes like the new advanced technical fighter family, the F-22 and Y-23, these are a new advanced family of stealth fighters which fly at mach two, and they supercruise, which means you don’t use afterburner in them. They supercruise out at very fast speed and they have stealth technology so you can evade any radar. So that’s what’s happening today.
Is it difficult for a pilot today to be aware of the computer, and fly the plane at the same time?
Chuck Yeager: No, it’s your job. It’s just like driving a car and talking over a cellular phone while you are driving. It’s real easy because you are raised with it. In fact, computer technology is something that makes you a lot more effective in your airplane. A pilot today flying something like an F-18 or an F-20, F-22 or 23, is probably ten times more effective in that fighter than he was just three or four years ago. The new technology that’s going into smart bombs and missiles is really making a fighter very effective. The one thing you have to also realize, is that the defensive missiles, air-to-air missiles that some guy is shooting at you, is also going up that technology line, and they are becoming very lethal.
How would you account for the rather swift assertion of air superiority the U.S. took over Iraq (in 1991)?
Chuck Yeager: Basically technology: the laser-guided bombs, optically guided bombs, the initial stealth capability with the 117s going in and neutralizing a lot of the command and control network and radar network. It puts them in a very bad place. Also, AWACS, the airborne warning radar. Airplanes are sitting up there looking at everything that’s going on over the whole country of Iraq, on the ground as well as in the air and are also tied into the communications systems of Iraq. That’s the reason the guys that are going in know exactly what they are faced with. Also, the AWACS airplane uses electronic counter measure systems against radar, and other weapons detection systems. The airplanes are carrying electronic counter measure pods on them and they are very effective.
A pretty different scene than back in World War II.
Chuck Yeager: Yeah, but that’s evolution. Like Teflon skillets and microwave ovens. That’s the way it goes.
Do you think the same skills are nevertheless necessary for a great pilot today?
Chuck Yeager: Yes, sure. He’s very much in the loop. In fact, he is very good at what he does, and he has to be in the loop. The airplane won’t do it without him. And all this computer enhancement just makes him better at what he does.
But you still have got to have the same guts too.
Chuck Yeager: There are a lot of duty-oriented pilots out there today. In fact, they all are. They are very dedicated, as we were in World War II, Vietnam or Korea. And it shows up today too.
What about the remote control aspect of airplanes?
Chuck Yeager: Remote control, you will see maybe in the future, six or eight years down the road. Ten percent of your fighter force will probably be remote control stuff. You control from AWACS airplanes, small, miniature fighters with no crew, launched from C-130s or ground launched with air-to-air missiles and sensors. You can sit there and look out of a video camera out of the nose, in your AWACS airplane, in a nice soft chair, drinking coffee and shoot the guys down. It’s pretty neat, a pretty neat setup.
Do you think technology has removed a lot of the stress of being a pilot?
Chuck Yeager: No. You are still exposed to high G loads, and also you are in a hostile environment. Anytime you’re smoking along at mach two in an airplane, depending on a piece of mechanical equipment to keep you alive, the stress is still there, especially the high G loads. Airplanes we flew, like in World War II or Vietnam, were stressed for 7.33 Gs. The airplanes today — F-16, 18, 20, 22, 23 — are stressed for nine Gs.
What are you flying these days?
Chuck Yeager: I stay current in F-15, F-16s. I’ve been working on the F-23 for about four-and-one-half years, from its inception. I still fly F-4s and T-38s. Since I retired in ’75 I’ve had a job at Edwards as a consultant test pilot, a civil service job. The only reason I got it was so they wouldn’t lose my expertise or long experience. It’s interesting, because if you lay off a year, you will never catch up. Things are happening very fast. I’ve been lucky. I still have the same eyes I had as a kid, and stay in pretty good shape.
That’s true, a lot of pilots have retired at your age. In your career, what do you think was the role of being in the right place at the right time?
Chuck Yeager: That has a lot to do with it, beginning in the right place at the right time. Being able to take advantage of the situation, because of experience. A lot of luck is involved.
You’ve said that it wouldn’t have done you a lot of good to be born the year the Concorde first flew.
Chuck Yeager: I had the fun of flying prop airplanes, the early jets, rockets and watching the space program. And also being able today to participate in a lot of the research that is going on at Edwards Air Force Base. It’s interesting. I flew the F-15E, which is the premier airplane, air to ground with auto terrain following and infrared laser capability. It was an interesting program and the airplane is doing a very good job.
Looking back at your career, there were several points where many people would have retired and sort of rested on their laurels — 1947, ’53 — but I don’t think you ever considered that.
Chuck Yeager: No. It would be boring sitting around drinking beer, watching TV. It’s a lot more fun to be interested in something and be involved in it. I don’t spend all my life in airplanes. I have a lot of fun hunting and fishing, working on my car, doing woodwork or things like that.
What advice would you have for a young person who wants to be a pilot today?
Chuck Yeager: Don’t be too narrow in your goals. That’s the one thing. You say, “I’m going to be an astronaut when I grow up.” He sits there and doesn’t see all kinds of good opportunities go by him, that he could latch on to.
Do something that you like. Forget about the pay for Christ’s sakes. Regulate your style of living, your lifestyle, to fit your income. Just have fun in your job, that’s the main thing. Too many people think, “Well I’ve gotta make so much money, I’ve gotta get this kind of a paying job.” And it’s a strain to make ends meet. Everybody that I’ve ever seen that enjoyed their job were very good at it. That included flying airplanes too.
You’ve talked about the word “duty” a lot. But it seems that fun also played a big role in your work.
Chuck Yeager: To enjoy your job, fun enters into it. There are a lot of long hauls, and hard knocks, but in the end, you look back, it was fun.
There is a well-known quote from Thomas Edison about genius being “one percent inspiration and 99 percent perspiration.” You obviously had a great talent in your field, but you really worked at it as well, didn’t you?
Chuck Yeager: Yes. Because in the end, experience is what counts. The more experience you have, the better you are. And that’s true of anything you do in airplanes, dogfighting in combat, or anything like that. Your chances of coming out on top depend on your experience level. The more experience you can get, the better chance you have of surviving in a war, or in any situation where you are faced with an emergency.
You’ve talked about advice for a young pilot, what about for a young person going into any field? What are the qualities you think are necessary for success?
Chuck Yeager: Knowledge of your job. That’s obvious. And also to enjoy it. There is not an easy answer to every question. I mentioned a while ago, there are too many kids that are too narrow in their scope when they start looking at their goals, and they let a lot of marvelous opportunities pass them by. That’s the thing that happens a lot.
We’ve read that you weren’t completely thrilled with the depiction of your exploits in the film version of The Right Stuff.
Chuck Yeager: No, the point was, The Right Stuff was not a documentary. It was entertainment. The Air Force came out smelling like a rose, but a lot of the things that were depicted in that movie were pretty fictional, you might say.
Chuck Yeager: The physicals the guys went through and some of the special effects. Going mach one, the blue sky turning red. You don’t even look out the window.
That suddenly brought you even more fame, and the attention of a younger generation.
Chuck Yeager: That’s really the thing that people don’t realize. When I came back from the war I was West Virginia’s leading ace. So I got a lot of publicity. Putting on air shows, you get a lot of publicity. The X-1, you get a lot of publicity. After we broke mach one in ’47, I’d say never a month went by that some major magazine didn’t publish an article on me. Everybody knew my name, who I was, but then I think those AC/Delco commercials put the face with the name, and also my autobiography. What you don’t realize is, in the 1960s, when I was running the school, I remember one year I gave 163 talks to different professional groups, Rotary Clubs, Kiwanis, Dining Out, the Fighter Wings and things like that. You get a lot of exposure to a few million people so they know who you are. When I started doing the AC/Delco commercials that, in turn with the talks, tied the face with the name. People then recognized me at airports and everywhere else, but it didn’t bother me. I never paid any attention to it, really.
Is there a downside to that kind of thing?
Chuck Yeager: No, not really. I roll with the punches. I don’t pay any attention to it. It’s fun to have some guy walk up and say, “Are you who I think you are?” And I say, “How do I know who you think I am?” It starts you on a conversation real quick.
What about your kids? Do your think your fame has touched them in some ways that are difficult?
Chuck Yeager: No. They’ve never let it bother them because they were raised in it. They used to hang around the X-1 on ground runs. I used to let them fire the guns out of the F-86s when we were bore sighting them. They were raised in that environment so they really never paid much attention to it, whether I was famous or not. They never let it make them a dime, or they never let it hurt them.
Any of them serious flyers?
Chuck Yeager: None of them wanted to fly, which was probably a good thing because if you take up your father’s profession, if you aren’t better than he is, you are a failure. I don’t care what profession it is. The thing is, in flying airplanes, you’ve got to be at the right place at the right time. I was very glad that neither one of the boys wanted to fly. They just did their own thing.
There is a memorable passage in Tom Wolfe’s book, where he insists that virtually every pilot in the world today, including civilian pilots and military pilots, imitates your easy-going manner of talking. Do you recognize yourself when you hear these relaxed drawls?
Chuck Yeager: I don’t pay any attention to it. It’s funny. Some guys do, and some don’t. But that makes a good story.
Looking back on your career, is there anything else you wished that you had done?
Chuck Yeager: That’s just like asking someone “If you had to do it over again, would you do it the same way?” You have no control over it. No, I don’t think there is anything that I’ve wanted to do that I haven’t been able to do because I normally don’t want to do anything I can’t do.
Has there been any change in the eyesight requirements for military pilots?
Chuck Yeager: You cannot get into pilot training unless you have 20/20 uncorrected vision. After you get your wings, you can have corrected — meaning wearing glasses.
Was that always the case? You could always wear glasses after you had your wings?
Chuck Yeager: Yes.
Your eyesight has certainly served you well.
Chuck Yeager: I always had 20/10 in each eye. That’s twice as good as normal, from eight inches to infinity. I’m sixty-eight on February 13, and I still have that sight. I’m very lucky.
So are we. Thank you, Sir. | aerospace | 1 |
https://www.dailymotion.com/video/x4xk6bs | 2018-11-21T00:17:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039746847.97/warc/CC-MAIN-20181120231755-20181121012757-00000.warc.gz | 0.866098 | 236 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__61235816 | en | 2 years ago38 views
AMAZING Pakistani Pilot - with Super Mush-shak Aircraft Aerobatics In Qatar 2016
Pakistan Aeronautical Complex designed and manufactures the Super Mushshak basic trainer aircrafts, which is in service with Pakistan Air Force and Pakistan Army. The PAC Super Mushshak also being used by more than a dozen air forces around the world. Recently PAF has shown its Super Mushshak and JF-17 Thunder fighter aircrafts in Qatar. At Doha airport PAF pilots shown their aerobatics excellences. Emir of the Qatar was impressed and Qatar Emiri Air Force has ordered an unknown number of this basic trainers.
Super Mushshak is the PAC designed version of the Swedish Saab MFI-15 Safari. Operators of Super Mushshak are Pakistan Air Force, Royal Saudi Air Force, Royal Air Force of Oman, Qatar Air Force, Iraqi Air Force, Syrian Air Force, Islamic Republic of Iran Air Force, South African Air Force and Venezuela Air Force.
For more videos about Pakistan and other interesting topics, please do Like and Share this video and subscribe me.
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http://privatejobshub.blogspot.com/2012/06/afcat-2012-recruitment-advertisement.html | 2013-12-11T18:07:29 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164041513/warc/CC-MAIN-20131204133401-00095-ip-10-33-133-15.ec2.internal.warc.gz | 0.87076 | 404 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__41531232 | en | AFCAT Recruitment 2013:
Indian Air force has released the notification of Air Force Common Admission Test (AFCAT) recruitment for the Flying / Technical / Ground Duty posts.
Interested aspirants must read this AFCAT notification and visit the venue given below.
AFCAT registration will be done on 14th September 2013.
AFCAT Advertisement Details:
Indian Air force
Graduate/Post Graduate in related field
Last date for registration
14th September 2013
- No. 13 Short Service Commission
- No. 84 Aeronautical Engineers
- No. 56 Short Service Commission
Ground Duty Branches
- No. 135 Ground Duty Officers
- No. 28 Short service Commission
- Aspirant’s age must be between 19 years to 23 years for Flying Branch.
- Aspirant’s age must be 20 years to 25 years for Technical Branch.
- Aspirant’s age must be 20 to 27 years for ground duty Branches.
- Relaxation will be based on Government rules.
Eligibility- Aspirants who want to apply against AFCAT Recruitment they must have Post Graduate and Graduate Degree in relevant degree from reputed University / Institution
Selection Procedure- Aspirant’s selection will be based on Registration / document verification then after short listed candidates will be called for the Air Force Common Admission Test (AFCAT).
How to apply: short listed job fighters may visit the given venue and apply for registration as on the spot registration will take place on 14th September 2013. Applicants are required to report at the venue with all required Documents:
Taj Exprss Highway,
- Fast track selection / registration Date: 14th September 2013 on 08:00am to 11:00 pm
- Last Date for document submission: 15th December 2013
- Training will be start from: January 2014
Note: For more details you may visit the Official Advertisement | aerospace | 1 |
http://avioblog.it/en/kamov-ka-52-alligator-lelicottero-del-futuro/ | 2019-09-22T04:01:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575076.30/warc/CC-MAIN-20190922032904-20190922054904-00193.warc.gz | 0.939991 | 988 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__74328136 | en | Kamov Ka-52 "Alligator", the helicopter of the future
Over the years the Russian aircraft manufacturers have for developing innovative and technologically advanced projects, proving to be at the forefront of proposing new solutions.
The manufacture of helicopters is one of the strengths of the Russian aviation industry, just name a few famous designers like Mikhail Mil and Nikolay Kamov. Thanks to their ideas in Russia who have been notable helicopters were produced, as:
- Mil Mi-24 "Hind", one of the most popular among the armed forces in the world, direct competitor of Bell AH-1 Cobra, often referred to as "flying tank” by its soundness and firepower, In addition to its record speed of 368.4 km/h. First flight in 1969.
- Mil Mi-26 "Halo", the world's largest single-shaft helicopter, its rotor has a diameter of 32 m. AND’ high 8 m, long 40 m, can carry up to a maximum of 80 soldiers or 20 000 kg load. First flight in 1977.
- Mil Mi-12 "Homer", We have already presented at the Central Russian air force Museum report. AND’ the largest helicopter ever built, equipped with two transverse rotors, each with a diameter of 35 m. AND’ long 37 m, high 12 metres and a width of 67 m. He was born in 1965 for the transport of components of rocketry
- Mil Mi-10 "Harke", transport helicopter designed in 1960, scored a world record payload/altitude, lifting a load of 25105 kg at a height of 2840 m.
In this list we have to enter the Russian attack helicopter that represents the future of the Russian armed forces: the Kamov Ka-52 "Alligator”.
The Alligator is powered by two VK-2500 engines that allow it to reach a maximum speed of 300 km/h , to operate up to 5.000 meters above sea level, have a payload of 9800 kg.
The particularity of the Ka-52 are the two coaxial rotors (typical of Kamov), solution that doesn't "annoying” tail rotor. The two rotors are installed on each other, spaced out of 15-20% rotor diameter. The Elimination of the tail rotor gives the advanced flight capabilities Alligator: suffers much less variations in wind direction and intensity, more speed in the turn, can operate in tight spaces and plenty of agility… ideal for a helicopter with ground attack prerogative. Can make the "funnel": a circular section, in which the helicopter keeps the alignment toward the goal while flying in a circle and changing altitude and speed during. And can perform aerobatic maneuvers/evasive as looping and tonneau.
Credit: Sputnik News
Another prerogative of Ka-52, and its progenitor Ka-50 "Black Shark", NPP Zvezda K-37 ejection seat is-80. When activated the ejection system, the explosive charges they knock off the rotor blades and blow the roof. In this way the crew can safely ejected.
The development of the Ka-52 began in 1996 from the base of the Ka-50. The first difference that can be seen is that the Alligator is two-seater supported and can be controlled by both drivers. The cabin is armoured door, capable of withstanding up to 23 mm caliber weapons. The need to have two pilots on Board was created by the introduction of avionics, weapons systems and latest generation requiring a greater workload tracking. AND’ equipped with stealth technology and electronic jammers that make it suitable also for electronic warfare.
The radar system "Arbalet” adopted by the Ka-52 has a dual antenna, a front for terrestrial targets, the other on the rotor for the targets in the air. AND’ therefore suitable not only for ground attacks, but for reconnaissance and support.
Series production began in 2008 and now about 70 Alligator are in service with Russian forces. Within the 2020 will be 146. Egypt also signed an order 46 Unit.
After so many words… are you curious to see l’ "alligator” in action? Here is the video made by Flight Video & Photo at MAKS 2015 in Moscow. Video
Adrian "Kamov” Zunino has created a full motion system on 3 axes of the Kamov Ka-50. The cabin has been reproduced maniacally in scale 1/1. It is the only specimen of its kind in Europe.
You can follow his work through the blog http://kadr01.blogspot.it/.
The post Ka-52 "Alligator", the helicopter of the future appeared first on From The Skies.
Source: From the skies | aerospace | 1 |
https://www.defenseforces.com/2015/09/01/us-f-16-f-22-arrive-in-poland/ | 2023-09-30T16:00:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510697.51/warc/CC-MAIN-20230930145921-20230930175921-00049.warc.gz | 0.936171 | 440 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__163816170 | en | by Staff Reports
52nd Fighter Wing Public Affairs
8/31/2015 – LASK AIR BASE, Poland — Four F-16 Fighting Falcons, two F-22 Raptors and one C-130 Hercules arrived at Łask Air Base, Poland.
The F-16s are from the 480th Fighter Squadron, Spangdahlem Air Base, Germany. The 480th FS is participating in bilateral training with the Polish Air Force during Aviation Detachment Rotation 15-4 and will be joined by the 606th Air Control Squadron and additional F-16s from the 176th Fighter Squadron, Wisconsin Air National Guard, in early September. Approximately 370 Airmen from the three squadrons will be in Poland to support one of the largest Av-Det rotations to date. During the deployment, the F-16s will conduct training focused on maintaining joint readiness while building interoperability capabilities.
The F-22s and approximately 20 supporting Airmen are from the 95th Fighter Squadron, Tyndall Air Force Base, Florida. The C-130 aircraft is from the 37th Airlift Squadron, Ramstein Air Base, Germany.
This forward deployment of the Raptors is part of the inaugural F-22 training deployment to Europe and is funded by the European Reassurance Initiative, which provides support to bolster the security of our NATO Allies and partners in Europe while demonstrating our commitment to regional and global security. The F-22s will remain at Łask for a brief period of time before returning to Spangdahlem to continue their training deployment. These aircraft are not part of Av-Det Rotation 15-4.
The F-22 deployments to Spangdahlem and Łask prove that 5th generation fighters can deploy successfully to European bases and other NATO installations while also affording the chance for familiarization flight training within the European theater.
The reoccurring Av-Det rotations and this F-22 forward deployment are conducted in coordination with our Polish allies and are a demonstration of our continued commitment to the collective security of NATO and dedication to the enduring peace and stability of the region. | aerospace | 1 |
https://www.afr.com/companies/transport/canada-grounds-boeing-737-max-jets-20190314-p5140w | 2023-06-02T10:56:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648635.78/warc/CC-MAIN-20230602104352-20230602134352-00491.warc.gz | 0.956149 | 470 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__2733884 | en | Canada grounds Boeing 737 MAX jets
Ottawa | Canada on Wednesday became the latest country to ground Boeing 737 MAX aircraft after an Ethiopian Airlines Boeing MAX crashed on Sunday killing 157 people.
Transport Minister Marc Garneau told a news conference that Ottawa would stop 737 MAX 8 and 9 jets from leaving, arriving or flying over Canada. Air Canada and rival WestJet Airlines operate a total of 37 Boeing 737 MAX jets.
Multiple nations, including in the European Union, have suspended the 737 MAX, grounding about two-thirds of the 371 jets of that make in operation around the world.
Many airlines were keeping to schedule by using other jets while economic woes meant some may be grateful for a pause. The biggest impact could be on future deliveries given Boeing has nearly 5,000 more 737 MAXs on order.
India said it would not take any deliveries until safety concerns were cleared and Ethiopian Airlines said it would decide whether to cancel orders after a preliminary probe.
Passengers were fretting too, with many seeking reassurances they would not be flying on a 737 MAX. Kayak.com was the first big site to say it would modify filters to allow customers to exclude particular types of planes from queries.
Nevertheless, the United States held out against suspension and Boeing affirmed its “full confidence” in the model.
US President Donald Trump, an aviation enthusiast whose ties with Boeing run deep, received safety assurances personally from its chief executive Dennis Muilenburg.
Resisting pressure, the US Federal Aviation Administration’s (FAA) acting administrator Dan Elwel said its review had shown “no systemic performance issues.”
The new variant of the world’s most-sold modern passenger aircraft was viewed as the likely workhorse for airlines for decades. But October’s Lion Air crash in Indonesia sparked a debate on automation, particularly over a software system designed to push the plane down to stop a stall during flight.
The United Arab Emirates’ aviation regulator said on Tuesday there were “marked similarities” between the crashes, and China’s regulator noted both occurred shortly after take-off.
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https://aviationacademy.is/en/tag/jointheteam/ | 2020-05-28T19:08:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347399830.24/warc/CC-MAIN-20200528170840-20200528200840-00444.warc.gz | 0.947149 | 498 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__73801873 | en | Keilir Aviation Academy has acquired the Icelandic Flight Academy, one of the oldest operating flight schools in Iceland. After the purchase the school will operate over two dozen training aircraft and sophisticated flight simulators in Iceland’s major airports, with a collective student body totalling close to five hundred pilot students.
We´re hiring! Whether you are in the very beginning, middle or end of your aviation career we are looking for highly skilled individuals with a passion for flying, instruction and teamwork. Submit your application online today and become a part of a team of higly skilled professionals - together we train tomorrows airline pilots.
Keilir Aviation Academy has been on the forefront in offering new study pilot training programs and was the first school in Iceland to offer both Integrated Professional Pilot Program (in 2013) and Cadet Program (in 2017).
The first pilot students started the Icelandair - Keilir cadet program last November, and with an increased domestic and international interest, Keilir will seek to further develop the cadet programs in the future.
Keilir Aviation Academy is looking for a Training Coordinator to assist in the theoretical training department. The position is considered a full time or part time, depending on availability of the individual or individuals.
We are currently recruiting experienced full time flight instructors for the summer season and potentially longer. Candidates will hold a CPL(A) and FI(A) with IRI privileges and have English proficiency level 5 or 6.
Snorri Páll Snorrason has recently taken the position of Head of Training at Keilir Aviation Academy.
Snorri began his training in 2006 from Naples Air Center, Florida. After moving back to Europe he finished his Flight Instructor courses in Madrid and began work late 2007 with Center Air Pilot Academy. In 2010, Snorri is hired as a First officer with airBaltic on the Fokker 50, and moved to Iceland in 2012 for the Airbus A320 with WOW air where he still works today.
Among new staff members at KAA is Kristjana Henný Axelsdottir who has replaced Iris Erla Thorarensen as Training Administrator for Theoretical Education. Among other new staff members are Guðleifur Árnason, Gunnar Thorarensen, Robin Farago from Sweden, as well as Søren Bendixen and Michael Dencker Lauritzen from Denmark (pictured). | aerospace | 1 |
http://todaysmilitary.com/videos?field_service_branch_tags_tid%5b%5d=4 | 2015-01-25T18:17:26 | s3://commoncrawl/crawl-data/CC-MAIN-2015-06/segments/1422115861305.18/warc/CC-MAIN-20150124161101-00178-ip-10-180-212-252.ec2.internal.warc.gz | 0.919936 | 489 | CC-MAIN-2015-06 | webtext-fineweb__CC-MAIN-2015-06__0__12252332 | en | - 1 of 2
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Aircraft maintainers at Charleston Air Force Base in Charleston, S.C., have the critical role of servicing one of the world’s largest cargo and...
Maj. Lisa Skibar of the Air Force Reserve is a Contingency Aeromedical Staging Facility (CASF) nurse.
Maj. Patrick Hsieh, an Air Force Reserve flight surgeon, describes the special circumstances of keeping service members healthy.
Maj. Walter Jackson, a flight surgeon, discusses the training in critical care and leadership he has received through the Air Force Reserve.
When her college-aged son began to consider the Air Force Reserve, Staff Sgt. Tammi Johnson chose to return to service.
Maj. Lance Kim of the Air Force Reserve evaluates the dental health of service members to make sure they are ready for deployment.
Chaplain candidates discuss why they chose a career of spiritual counseling in the Air Force Reserve.
Maj. Sylvia Vedder is a critical care nurse in the Air Force Reserve.
Lt. Col. Monsita Faley, a flight nurse, explains her decision to join the Air Force Reserve and attend nursing school.
Senior Airman Kyle Knox, of the Air Force Reserve's 446th Aeromedical Evacuation Squadron, describes his team's crucial mission.
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Want to see even more of what life in the Military is really like? Check out our Futures magazine page! Order or download a free magazine profiling service members at work and play, and be sure to check out their accompanying videos. | aerospace | 1 |
https://en.m.wikibooks.org/wiki/The_Universe_Made_Simple/The_Earth/The_Moon | 2023-03-30T15:42:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949331.26/warc/CC-MAIN-20230330132508-20230330162508-00727.warc.gz | 0.922915 | 203 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__23880446 | en | The Universe Made Simple/The Earth/The Moon
The Earth itself is very interesting; however, so is its moon. The Moon or Luna is 384,000 kilometers from the Earth. It has a radius of 1,738 kilometer and weighs 7.35 × 10^22 kilograms. The moon is 1/80 the mass of the earth and 1/4 its diameter. An interesting thing about the moon is that it slows the Earth’s rotation by two milliseconds every century. This means that 900 million years ago, there were 481 days and 18 hours in an Earth year. The moon’s orbit is very nearly circular and one lunar day and night is almost fifteen Earth days. The temperature on the moon changes drastically depending on whether it is day or night. At night, the temperature can drop to almost −113° Celsius. During the day, temperatures can reach 100° Celsius. This is all because the moon does not have surface water or an atmosphere. | aerospace | 1 |
https://lunarpedia.org/w/Special:Contributions/Planetaryjim | 2022-06-26T00:03:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103036176.7/warc/CC-MAIN-20220625220543-20220626010543-00027.warc.gz | 0.867759 | 161 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__58399359 | en | - 00:51, 12 October 2008 -196 Sovereigns to the moon
- 00:51, 12 October 2008 +185 N Houston Space Society New page: Houston Space Society Inc is a Texas non-profit formed in 1988, granted 501c3 status in 1989. Formerly a chapter of L5 Society and of the National Space Society, independent since 1993.
- 00:48, 12 October 2008 +4 Sovereigns to the moon
- 00:41, 12 October 2008 +831 N Sovereigns to the moon New page: Sovereigns to the Moon is a joint project of the Houston Space Society, Inc., and Sovereigns of the High Frontier Society. (Note, Houston Space Society Inc is a Texas non-profit formed in... | aerospace | 1 |
https://israelforeignaffairs.com/2015/12/f-16i-squadrons-take-off-together/ | 2018-03-21T20:23:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647692.51/warc/CC-MAIN-20180321195830-20180321215830-00009.warc.gz | 0.95746 | 635 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__109945386 | en | The crews practiced outlines unique to the F-16I formation
“It’s a good break from routine to fly with a navigator from a different squadron”
For the first time, all F-16I squadrons of the IAF took off together It’s been almost a decade since the first F-16I airplanes arrived in Israel. For the first time this week, a joint training session took place with the pilots and navigators of the formation
F-16I squadrons of all the IAF took off this week for a training session at Ramon Airbase. “Technicians worked together at the underground hangers, pilots and navigators of different bases were briefed together and even boarded other squadrons’ planes.
During the day, the units experienced new combat scenarios and worked on unique outlines specified to the F-16I formation–advanced air to air combat, attacking a missile stricken area, and a covert nighttime takeoff. “The F-16I formation may be new, but it has had to deal with a multitude of area and field developments”, explained Lieutenant Colonel A’, commander of the “First” Squadron, who lead the exercise. “All squadrons fly according to the same regulations and there is complete synchronization between us, we have to utilize our unison in order to move forward. This exercise allows the various squadrons to learn about and from each other. This allows us to develop other topics, abilities, and combat theories in a better way than one squadron could on its own”.
Swapping Partners: “You can’t sit in the same cockpit without knowing one another”
An outsider’s eye would have trouble spotting the differences between the various F-16I squadrons, but each has its own habits. What seems very obvious to one could be strange to the other. “When we took off together for the first time, each of us waited for the other to input the reference point”, says one aerial crew members with a smile. “In my squadron, the pilot takes care of that, but in his, it’s the navigator’s job”.
These challenges, it seems, are very common so it when airplanes, almost identical systems, security and rescue equipment, powered by all different people, face one another without any previous acquaintance. “You can’t just sit in the same cockpit without knowing each other first”, says First Lieutenant Tom of the “Orange Tail” Squadron”. “You have to break the ice and form a connection with the other squadron’s navigator”, he says. Major Amit sees it as an opportunity: “Flying with a different navigator breaks up our daily routine”, he says. “Although while sitting in the cockpit you have to be completely professional, on the ground between one take off to another, we have long conversations, listen to each other’s opinions, and that helps us reach new heights”. | aerospace | 1 |
https://www.pocketgpsworld.com/modules.php?name=News&file=print&sid=1718 | 2022-10-05T12:04:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337625.5/warc/CC-MAIN-20221005105356-20221005135356-00144.warc.gz | 0.956765 | 236 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__197613399 | en | End of an era for GPS as GPS 2R-M8 is launched
Date: Wednesday, August 19 @ 14:36:53 UTC
August 17th 2009 was a day that ended an era of space flight. This was the day that the US Air Force successfully launched the last of the eight Global Positioning Systems 2R-M satellites on top of a Delta 2 rocket from the Cape Canaveral Air Force Base.
This was also the last launch of a Delta 2 by the USAF and also marks the disbandment of the USAF 1st Space Launch Squadron. The launch complex 17 which has been the home of the East Coast Delta 2 launches will be taken over by NASA for a couple of their Delta 2 launches before it will be de-commissioned.
Click here for our video of the launch which shows the first 4 minutes of the rocket's flight on the way into orbit. It captures some critical launch events including secondary motor ignition and jettison of the solid rocket boosters that lifted the spaceship from the launch pad into the upper atmosphere.
Click here to read more...
Click here to discuss... | aerospace | 1 |
http://www.yatra.com/flight-schedule/Dimapur-Chennai.html | 2014-10-22T01:43:26 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507445190.43/warc/CC-MAIN-20141017005725-00130-ip-10-16-133-185.ec2.internal.warc.gz | 0.780074 | 100 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__157409561 | en | Search Dimapur to Chennai flights schedule, lowest Chennai air tickets fare and book Chennai flights online at Yatra.com. Find all Dimapur(DMU)-Chennai(MAA) airlines and best deals here. Get all information on Dimapur-Chennai airlines, flight schedule and book cheap air tickets at Yatra.com.
Dimapur-Chennai Flight Schedule & Ticket Booking
* Above flights schedule are subject to availability and may change. | aerospace | 1 |
http://www.ainonline.com/aviation-news/aviation-international-news/2008-01-07/premier-progressing-toward-rvsm-bfl-change | 2017-09-26T01:58:21 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818693940.84/warc/CC-MAIN-20170926013935-20170926033935-00478.warc.gz | 0.953092 | 139 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__145718410 | en | Raytheon Aircraft completed preliminary flight tests last month toward reducing the Premier I balanced field length by up to 300 ft. Final flight testing is planned for the second quarter, with completion scheduled for summer. Separately, the data from four individual aircraft that have received RVSM approval is being used to obtain group approval, scheduled to be introduced in production aircraft with Premier No. 70 in the second quarter and be retrofitable to all previous Premier Is. Meanwhile, the recent certification by Denmark and Israel brings to eight the number of countries in which the Premier I is certified.
Premier Progressing Toward RVSM, BFL Change
- January 7, 2008, 10:07 AM | aerospace | 1 |
https://www.aeroprecision.com.my/guide-categoryb-licence | 2023-12-05T15:59:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.2/warc/CC-MAIN-20231205140836-20231205170836-00177.warc.gz | 0.896131 | 832 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__313330933 | en | A Guide Towards The CAAM Part 66 Category B:
Aircraft Maintenance Engineer's Licence
[as per CAAM Civil Aviation Directive 1801]
How do I obtain the CAAM Part 66 Category B Licence?
(a) Through an approved Maintenance Training Organisation (MTO)
APR-ATC offers a 4-year Licensed Aircraft Maintenance Engineer (LAME) program for those pursuing the Aircraft Maintenance Engineer's Licence without any prior aircraft maintenance experience. Thus, if you are fresh out of school with SPM/'O' Level, this is the best option to realise your dream! Nonetheless, students with Certificate or Diploma in Engineering may also opt for this program.
The basic training will comprise of minimum 2,400 hours of knowledge training, knowledge examinations, practical training, and 2 years of practical maintenance experience on operating aircraft as well as oral practical assessments.
You will be recommended by APR-ATC to the Civil Aviation Authority of Malaysia (CAAM) for the Category B Licence upon successful completion of the basic training program.
(b) Personnel from Airline/Air Operator or AMO (Aircraft Maintenance
If you are currently employed in an AMO, you may start with registering yourself for the CAAM Part 66 module examinations.
If you have no previous relevant technical training, the aircraft maintenance requirement is five (5) years. Record your aircraft maintenance experience in a CAAM Part 66 Logbook and get it all validated.
The next step after you have completed all the CAAM Part 66 module examinations and have acquired the aircraft maintenance experience requirements with a Logbook (minimum 5 years), is to go for a practical assessment.
If your AMO does not have a Practical Assessor, you may register at APR-ATC for the Practical Assessment.
For Application for Grant of Licence, a recommendation letter from the AMO you are currently work with is required to support your application to the Civil Aviation Authority of Malaysia (CAAM).
Tips and Advice
1) Category B1 Licence holders cover Category A1 privileges in the respective Category.
However, Category B2 Licence holder must extend their Licence to Category A1 to sign off for Category A1 maintenance tasks.
2) Category B2 Licence enables you to work in both aeroplanes and helicopters.
3) For evidence of English Language competency, applicant must attain minimum Credit in English Language SPM. For other acceptable qualifications, do enquire CAAM.
APR-ATC also conducts an English Language Proficiency Test and Training.
4) Applicant for an Aircraft Maintenance Licence shall be at least 21 years of age.
5) The continued validity of an Aircraft Maintenance Licence can be applied for up to 5 years.
1) Extend your Licence to other Category B Licence Categories.
Read more here.
(c) Application from Military Personnel
The first thing you need to know is that you can only apply for the Grant of Licence upon leaving the military service (with evidence from the relevant authority). Secondly, recommendation for Licence is from an MTO, like APR-ATC.
Thus, we would recommend you to complete the CAAM Part-66 module examinations while in service, preferably the last 2 years prior to your end of service.
You must be directly involved in aircraft maintenance (in military transport aircraft is encouraged) minimum 2 years preceding to the application for Grant of Licence. Do record your experience of maintenance work in military and civil aircraft, certified by the Commanding Officer, and an appropriate person for civil aircraft respectively. We highly suggest you to get the APR-ATC Logbook!
Once you have completed the module examinations and fulfilled the aircraft maintenance requirements, apply to APR-ATC for the practical assessment. Once your Assessment is deemed satisfactory, APR-ATC will recommend you for the Grant of Licence Category B to the Civil Aviation Authority of Malaysia (CAAM) using Form CAAM/AW/1801-01 (with support of other required documents). | aerospace | 1 |
https://www.cbs17.com/news/local-news/wake-county-news/bon-voyage-rdu-welcomes-back-nonstop-flight-to-paris/ | 2022-08-14T06:44:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571996.63/warc/CC-MAIN-20220814052950-20220814082950-00498.warc.gz | 0.91879 | 238 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__30516700 | en | MORRISVILLE, N.C. (WNCN) — For the first time since March 2020, a direct flight to Paris took off from Raleigh-Durham International Airport Monday evening.
At 6:13 p.m., Delta flight 230 left RDU and will arrive in Paris on Tuesday morning.
“This is an exciting day at RDU as we send passengers off to Paris for the first time in more than two years,” said Michael Landguth, president and CEO of the Raleigh-Durham Airport Authority. “We appreciate Delta’s commitment to bringing this signature destination back to the Research Triangle.”
The one-way flight travels 4,052 miles and is nine hours and 15 minutes flying westbound, and eight hours eastbound.
The return of the nonstop Paris flight brings the number of international flights at RDU to six, including three transatlantic flights — the highest number in RDU history.
Delta launched nonstop service to Paris in 2016, but paused the flights during the pandemic.
Delta will fly the Paris route four times a week on Monday, Wednesday, Friday and Sunday. | aerospace | 1 |
http://www.dailymail.co.uk/news/article-67580/Concorde-return-sky-month.html | 2017-11-20T22:14:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806225.78/warc/CC-MAIN-20171120203833-20171120223833-00051.warc.gz | 0.946194 | 759 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__163132899 | en | Concorde will return to the sky next month
British Airways and Air France expect to have their permission-to-fly certificates for the supersonic airliner restored a week today.
The certificates were withdrawn last summer following the Air France Concorde crash which claimed 113 lives.
Both airlines have made extensive modifications to their supersonic fleet to avoid any possibility of a repeat of the catastrophe.
The have been working closely with the manufacturers and regulatory bodies for months to ensure the plane's airworthiness.
All 109 passengers and crew were killed, along with four people on the ground, when the jet burst into flames shortly after taking off from Charles de Gaulle airport in Paris on July 25 2000.
The crash happened after a sharp metallic object left on the runway caused a tyre burst which, in turn, led to debris rupturing a fuel tank, starting the devastating fire.
Tapes from the flight's voice recorder recalled the full horror of the last moments in the cockpit.
One minute and 13 seconds after take-off, the control tower radioed to the crew: 'You have flames, you have flames behind you'.
The pilots then tried desperately to gain height to allow them to make an emergency landing at another airport.
The last words on the tape were: 'Too late. No time'.
Seconds later, the plane hit the ground near the town of Gonesse, ploughing into a hotel.
BA has spent around £17million on modifications, which include installing tougher Michelin tyres, lining the fuel tanks with bulletproof material and strengthening wiring in the aircraft's under-carriage.
The extensive testing involved debris being fired at mock fuel tanks in a wind tunnel.
The airline hopes to begin fare-paying flights across the Atlantic in September. It has seven Concordes.
Air France, which has five remaining Concordes, wants to resume its supersonic service the following month.
BA said the aircraft had performed well in a series of test flights. It held a total of five of the 'operational assessment' journeys, with a full complement of 100 passengers on board selected by a staff ballot.
Four of the flights returned to Heathrow after flying out to the North Atlantic while the fifth touched down at John F Kennedy Airport in New York before heading home.
Concorde's manufacturers also submitted a dossier of the improvements which have been made.
The Civil Aviation Authority and its French equivalent, the DGAC, are expected to approve the decision to fly again simultaneously.
A statement issued by an Anglo-French Concorde working group set up after the disaster said: 'The modifications being proposed will be approved and the certificates of airworthiness will be restored, once the certification authorities have fully reviewed the technical dossier submitted by the manufacturers.'
After nine meetings, as a signal of how close the aircraft is to returning to service, the group said it 'did not see the need for any further meetings'.
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- Is this astronaut reflection proof moon landing was a hoax? | aerospace | 1 |
https://2017-2021.state.gov/spaceentsummit/index.html | 2022-12-02T23:21:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710916.70/warc/CC-MAIN-20221202215443-20221203005443-00526.warc.gz | 0.865962 | 230 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__101582577 | en | Thank you for your interest in the Space Enterprise Summit. Over the next few weeks we will be posting additional information on outcomes and next steps.
Thanks to Those Who Shared Their Vision for the Future of the Space Enterprise
The U.S. Department of State and U.S. Department of Commerce co-hosted the Space Enterprise Summit June 26-27, 2019 in Washington, DC to promote innovation and investment in the commercial space industry.
Participants engaged with high-level representatives of government and nongovernment, prominent industry, and space organizations to discuss the latest industry policy developments and emerging opportunities in space.
The Summit included sessions on commercial space activities and opportunities and challenges for industry to collaborate internationally.
Notable topics of discussion were:
- Business Relationships in the Global Space Era
- Long Term Sustainability in Space
- Open Architectures and Data Sharing
- Partnerships in Long Term Sustainability
- Space Inspiration to Space Innovation
For any additional information please email firstname.lastname@example.org.
For ongoing press inquiries, please contact email@example.com. | aerospace | 1 |
http://tass.com/world/699405 | 2018-05-22T04:37:28 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864624.7/warc/CC-MAIN-20180522034402-20180522054402-00254.warc.gz | 0.906781 | 407 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__11947968 | en | MOSCOW, August 22 (Itar-Tass) - Russians of the International Space Station (ISS) crew - flight engineers Fyodor Yurchikhin and Alexander Misurkin - on Thursday will make this year’s fourth spacewalk under the program of the Russian segment of the orbital station.
“Fyodor Yurchikhin and Alexander Misurkin are to open hatches of the Pirs docking module and start extravehicular activity at 15:40 MSK. The planned duration of their work in outer space is 5 hours and 55 minutes,” the Mission Control Centre (MCC) outside Moscow told Itar-Tass.
On the ISS exterior the Russians will dismantle scientific equipment of a laser communications (SLS) space experiment demonstrating Russia’s information reception and transmission technology through a space laser line, will dismantle foot restraint “Anchor” from the Zvezda service module and install a portable workstation on it, will take samples from the surface of the Poisk docking module and perform other tasks.
The two cosmonauts will work outside the station in the Orlan-MK computerised spacesuits with LCDs on the chest, which “prompt” them what systems and in what sequence must be checked before leaving the station, and what to do in case of a contingency.
It will be the third spacewalk in the career of flight engineer Misurkin during one ISS flight. Yurchikhin, in contrast to his colleague, has vast extravehicular activity experience: he has already made seven spacewalks, and on Thursday will perform the eighth EVA.
The rest of the crewmembers of ISS Expedition 36/37 - Russian Pavel Vinogradov, NASA astronauts Karen Nyberg and Christopher Cassidy and the European Space Agency astronaut Luca Parmitano - will back up their colleagues from the station.
The EVA is to be completed at 21:35 MSK. | aerospace | 1 |
https://irantravelist.com/archives/315 | 2022-07-06T22:51:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104678225.97/warc/CC-MAIN-20220706212428-20220707002428-00587.warc.gz | 0.957838 | 188 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__159611616 | en | The first commercial satellite launched by Toshiba, the Japanese telecommunications giant, has been launched into orbit.
The launch was part of Toshiba’s ambitious strategy to develop the next generation of the c655 satellite.
It was part in Toshiba Space’s bid to become the first Japanese company to launch a satellite.
“Toshiba has a long history of launching satellites for commercial use.
We are looking to build on this legacy by making the c658 satellite a truly global leader in high-end satellites,” Toshiba said in a statement.
Tosita is a key player in the Japanese telecoms industry and has been the most prolific in developing and launching new satellites, with several being launched for domestic and foreign customers.TOShiba launched the c65 satellite in March, and is now planning to launch two more.
The c655 was launched on a SpaceX Falcon 9 rocket. | aerospace | 1 |
http://wcyb.com/news/tennessee-news/98-year-old-kingsport-man-goes-on-special-hot-air-balloon-ride | 2018-02-19T00:10:34 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891812293.35/warc/CC-MAIN-20180218232618-20180219012618-00556.warc.gz | 0.991841 | 513 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__188630833 | en | 98 year-old Kingsport man goes on special hot air balloon ride
KINGSPORT, TN - Hot air balloons painted the morning sky at fun fest in Kingsport. It made for a very special ride for 98 year-old Bob Miller. One of his bucket list items is to ride on as many different types of aircrafts as he can. So far, he's been on nine special rides. Now, he's riding on the Wellmont Health hot air balloon for his second big balloon ride and his tenth ride in a non-commercial aircraft overall.
"Bob is amazing, he's a 98 year old gentleman, he's going to be 99 in October, he's got his PHD in Organic Chemistry, he's been retired for 33 years, he's just loving life," says balloon pilot Tim Strand.
Bob has been interested in aircraft since he was a child. He even has a bucket list of different types to ride-- and he's already been on several, all over the world.
An Autogyro, which are now obsolete, a Ford Tri-motor...I paraglided in Switzerland."
He was not expecting the news that he would be able to ride in the Wellmont Health hot air balloon.
"I was totally surprised when I got an opportunity to make this flight today. I have made a flight once before in a hot air balloon, my family gave me a flight for my 80th birthday," he says.
Both Miller and Strand say hot air balloons are a lot safer than most may think.
"It's the oldest and safest form of flight," Strand says.
As the balloon went higher, the city and inhabitants below began to look small. Strand said the balloon was at about 1,000 feet at it's highest altitude.
After a gentle landing, Miller says the flight was one of his best yet.
"This was an absolutely lifetime experience. We drifted over Kingsport, we spent quite a bit of time over and above Stone drive-- I got to see it from an angle I've never seen it from before," he says.
Strand says he enjoyed flying with Bob.
"It was a lot of fun taking him flying this morning it really was...that was great, I'm so glad that we were able to share it with him," he says.
"All in all it was a terrific experience, I don't know why I got picked to do it but I'm glad I did," Miller says. | aerospace | 1 |
http://semiconvergence.duckdns.org/page/brewster-sb2a-bucaneer-naval-fighters | 2023-04-01T20:35:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950247.65/warc/CC-MAIN-20230401191131-20230401221131-00320.warc.gz | 0.900982 | 343 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__21514232 | en | The Brewster Bermuda is the name given by the RAF to the Brewster SB2A. In the US Navy service, the aircraft was the SB2A "Buccaneer." The Bermuda was not carrier-capable, although it was designed as a dive bomber. It was developed by Brewster in parallel with the Curtiss SB2C Helldiver. The two aircraft looked similar. Handling and production problems caused two years of delay, and the US Navy had no need for a new dive bomber when the SB2A was ...
By Steve Ginter
Series: Naval Fighters (Book 76)
Paperback: 96 pages
Publisher: Steve Ginter; First Edition edition (January 1, 2007)
Product Dimensions: 8.5 x 0.2 x 11 inches
Amazon Rank: 3204920
Format: PDF ePub TXT book
Basic coverage of an obscure aircraft. I was surprised to see how much use the aircraft actually saw. Would liked to have seen more on the use by the British.
Here Simply the best rice cooker recipes pdf link Download Playboy magazine january 2007 pdf at grupoinesudrog.wordpress.com Here Mr untouchable book pdf link Read Mechanical and electrical equipment for buildings ebook allzoikunetf.wordpress.com Read 101 american english proverbs with mp3 disc enrich your english conversation with colorful everyday sayings ebook billfitznigies.wordpress.com Read Biggest rile book in the worl ebook abogadosenrododis.wordpress.com | aerospace | 1 |
https://www.designworldonline.com/mars-rover-begins-desert-trials-controlled-from-1000-miles-away/ | 2024-04-24T08:47:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819089.82/warc/CC-MAIN-20240424080812-20240424110812-00040.warc.gz | 0.945682 | 525 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__101438528 | en | To better prepare the ESA ExoMars 2020 rover that’ll search for life on Mars in 2021, the ExoFiT Mars rover testing team is working with the latest model, dubbed Charlie. The prototype rover will help evaluate hardware and software, as well as practice science operations.
During the trial series in Spain’s Tabernas Desert, the team will steer Charlie off the lander, locate and drive toward a geological outcrop, and the take some rock samples using its drill.
“These small steps to check systems in Spain provide us with confidence that ExoMars will achieve what it was designed to do. This and future trials will prepare our scientists and engineers for the real operations. I’m proud that British science and ingenuity is critical to the success of this mission,” says UK Space Agency CEO Graham Turnock.
The rover is being controlled, however, from a Remote Control Center (RCC) that’s about 1,000 miles away at the STFC Harwell Mission Operation Center in Oxfordshire, England, according to New Atlas.
“It’s been a really exciting week,” says Autonomous Systems Group Leader at STFC RAL Space Dr. Rain Irshad, “The team at Harwell were working from limited information—we created digital maps of the terrain for them and they had the data sent each day by the rover. From this they had to decide where the rover should go and what instruments it should use to get the most interesting science. This test-run was very similar to the way that rovers are operated on Mars.”
According to UK Space Agency, a few of Charlie’s systems being put to the test include the CLUPI close up imager, WISDOM ground penetrating radar, and the PanCam mast imager that’ll created 3D maps to help guide the rover and coring drill.
“One of the primary goals of ExoFiT is the setup of efficient remote science operations,” says Ben Dobke, Airbus project manager for ExoFiT. “It will allow the team of instrument scientists and engineers to practice how to remotely operate and interpret the data from rover mounted instruments. It is set up as a blueprint to develop operational experience for both ExoMars and future robotic Mars missions.”
According to UK Space Agency, the tests in Spain will be followed by another test-run in Chile’s Atacama Desert next year.
Filed Under: Aerospace + defense | aerospace | 1 |
http://www.thestreet.com/story/11890758/1/the-global-military-satellites-market-2012-2022--market-size-and-drivers-market-profile.html?cm_ven_int=morefrombox | 2016-05-04T11:56:12 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860123023.37/warc/CC-MAIN-20160428161523-00202-ip-10-239-7-51.ec2.internal.warc.gz | 0.863992 | 845 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__92750461 | en | This account is pending registration confirmation. Please click on the link within the confirmation email previously sent you to complete registration. Need a new registration confirmation email? Click here
SynopsisThis report provides readers with a comprehensive analysis of the Military Satellites Market through 2012-2022, including highlights of the demand drivers and growth stimulators for Military Satellites Market. It also provides an insight on the spending pattern and modernization pattern in different regions around the world.
SummaryThe global military satellite market valued
US$11.8 billion in 2012, and will increase at a CAGR of 3.9% during the forecast period, to reach
US$17.3 billion by 2022. The market consists of three categories: communications, ISR and navigation. The communications segment is expected to account for 52.8% of the global military satellite market, followed by the ISR segment with a share of 28.4%, and navigation with the remaining 18.8%.
Reasons To Buy"The Global Military Satellites Market 2012-2022 - Market Size and Drivers: Market Profile" allows you to:
- Gain insight into the Military Satellites Market with current and forecast market values.- Understand the key drivers and attractiveness parameters of the global Military Satellites Market .- Understand the various factors impacting the growth of the Military Satellites Market .
Table of Contents
1 Introduction1.1 What is this Report About?1.2 Definitions1.3 Summary Methodology1.4 About Strategic Defence Intelligence2 Global Military Satellite Size and Drivers2.1 Military Satellite Market Size and Forecast 2012-20222.1.1 Global military satellite market to show positive growth during the forecast period2.2 Global Military Satellite Market - Regional Analysis2.2.1
North America dominates the global military satellite market2.2.2 Demand for communication satellite in the US to support the global military satellite market2.2.3 Military satellite market in
Europe expected to grow at a CAGR of 6.5%2.2.4 Military satellite market expected to grow at a CAGR of 3.4% in the
Asia-Pacific region2.2.5 Expenditure on ISR segment expected to lead the military satellites market in the
Brazil expected to be the highest spender in the military satellite sector in
Latin America2.2.7 Markets in
Africa expected to increase over the forecast period2.3 Military Satellite Sub-Sector Market Size Composition2.3.1 Communication satellite market to record strong CAGR growth2.3.2 ISR to account for the second largest segment in this sector2.3.3 Market for navigation satellites to grow at a CAGR of 5.8%2.4 Demand Drivers and Growth Stimulators2.4.1 Increasing reliance on military satellites as capability enhancers2.4.2 Need for additional bandwidth for communication2.5 Defense Budget Spending Review2.5.1 European capital expenditure expected to increase during the forecast period2.5.2 Asian defense budgets expected to increase at a robust pace2.5.3 North American defense expenditure projected to decline marginally during the forecast period2.5.4 Modernization programs likely to drive defense expenditure in South American countries2.5.5 Military budgets of African countries expected to increase during the forecast period2.5.6 Defense budgets of Middle Eastern countries likely to increase during the forecast period2.6 Defense Modernization Review2.6.1 Financial constraints causing delays in European defense modernization programs2.6.2 Defense budgets of Asian countries likely to be driven by competitive arms acquisitions2.6.3 Global economic slowdown leading to defense budget cuts in the North American region2.6.4 Need to replace aging equipment driving South American defense expenditure2.6.5 Security threats increasing the defense budget of African countries2.6.6 Demand for air defense systems is likely to increase in the
Middle East3 Appendix3.1 Methodology3.2 About SDI3.3 Disclaimer
List of Tables
Table 1: Global Military Satellite Market OverviewTable 2: Global Military Satellite Market Overview | aerospace | 1 |
https://cosmo.org/blog/view/faster-than-the-speed-of-sound | 2023-03-30T10:18:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949181.44/warc/CC-MAIN-20230330101355-20230330131355-00480.warc.gz | 0.968345 | 286 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__238841792 | en | Faster than the Speed of Sound
October 14, 2022
On October 14, 1947, Chuck Yeager flew over 700 miles an hour in a rocket powered Bell X-1 plane, becoming the first person to break the sound barrier. He nicknamed the plane “Glamorous Glennis” after his wife.
The X-1 borrowed from the ME-163 Komet, a German rocket powered fighter plane, for elements of its design. It took to the skies via air launch, released into flight from the underside of a larger Boeing aircraft. Air launch was considered safer than ground launch for rocket propelled aircraft.
Before this record breaking flight, some had thought it impossible for humans to ever fly faster than the speed of sound. Previous attempts to do so had resulted in aircraft structural failures. But the highly competitive Yeager, a test pilot through and through, was determined not to let anything stop him from reaching this milestone. In fact, he’d broken a few ribs the day before the historic flight, and had to use a broken piece of broomstick he’d hidden in his sleeve to close the plane door before taking off!
Experience Cosmosphere’s Bell X-1 artifact, a full-scale, fully-detailed replica of the "Glamorous Glennis" used in the movie The Right Stuff, in this virtual artifact display. | aerospace | 1 |
https://www.sourcesecurity.com/security-videos/geutebruck-systems-protect-the-european-space-centre-in-french-guiana.html | 2018-12-16T12:58:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827727.65/warc/CC-MAIN-20181216121406-20181216143406-00385.warc.gz | 0.925155 | 317 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__140448230 | en | Geutebruck systems protect the European Space Centre in French Guiana
Geutebrück systems protect the European Space Centre in French Guiana. The Space Centre in French Guiana is the spaceport which France shares with the European Space Agency and is perhaps best known as the launch site for Ariane rockets. It provides launch facilities for the European Space Agency, the French space agency CNES, and since 2011, Russian Soyuz rockets too.
The site covers 850 square kilometres. Besides launch pads, there are satellite and rocket assembly buildings and a production plant for solid rocket propellant. Geutebrück France has been involved in establishing a high security environment there since 2006.
Recent video security installations have secured the spaceport’s harbour; the new launch complex for Russian Soyuz rockets; and the launch site for the new European Vega rocket, which made its debut in 2012. Now almost all the spaceport is protected with Geutebrück systems.
In operation are 80 GeViScope platforms, 670 cameras, 1200 Helios floodlights, GeViRAID systems with a 140 Terabyte database, together with ten evaluation stations, and ten viewing stations with monitor walls.
The space centre is a multi-national, multi-cultural environment where staff from many different companies work together and where everything is organised with military precision.
Geutebrück video systems are used for typical security tasks, such as surveillance of its 35 kilometre-long perimeter fence, but also for monitoring the spaceport’s own processes and procedures. | aerospace | 1 |
https://econintersect.com/b2evolution/blog1.php/2013/12/24/norad-santa-s-on-the-move | 2024-04-16T07:02:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817073.16/warc/CC-MAIN-20240416062523-20240416092523-00866.warc.gz | 0.92131 | 494 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__5738140 | en | Econintersect: In a few hours, starting at 5 am EST (New York time zone) 24 December, the North American Aerospace Defense Command (NORAD) will start tracking Santa Claus on his annual journey around the earth. The advanced radar sytem used (North Warning System) has 47 installations strung across Canada’s North and Alaska. The radar is supplemented by a global observation system used only on this day each year and a geo-synchronous orbit satallite system.
The Norad Tracks Santa Operations Center (NTSOC) is open only for 24 hours and shuts down operations at 5 am EST 25 December. To catch a status report report you must visit during the 24 hours that NTSOC is open. Click on image below to visit the report center during the 24 hours it is in operation:
Here is an excerpt from Scientific Computing which describes the systems in some detail:
NORAD starts tracking Santa using their advanced radar system called the North Warning System. This powerful radar system has 47 installations strung across Canada’s North and Alaska. NORAD makes a point of checking the radar closely on Dec. 24 for indications that Santa has left the North Pole.
The moment the radar registers Santa’s lift off, NORAD looks its second tracking system, the satellites, to continue tracking his flight. These satellites are located in a geo-synchronous orbit at 22,300 miles above the Earth, and have infrared sensors so they can detect heat. Since Rudolph’s nose gives off an infrared signature, the satellites can detect Rudolph’s bright red nose and follow Santa during flight.
The third tracking system is the SantaCam, a network of ultra-cool, high-tech, high-speed digital cameras that are pre-positioned at many places around the world. NORAD only uses these cameras once a year, on Dec. 24. The cameras are turned on about one hour before Santa enters a country then switched off after Santa and his reindeer are recorded. The network of cameras follows Santa and his reindeer on their journey around the world and the captured images are immediately downloaded to the NORAD tracking website for all to see!
- NORAD: How We Track Santa (Scientific Computing , 20 December 2013)
- NORAD tracking website (Norad Tracking Santa Center) Open 24 hours only, starting 5 AM EST 24 December. | aerospace | 1 |
https://executivegov.com/2016/04/rep-james-bridenstine-proposes-new-bill-to-manage-space-traffic-orbital-debris/ | 2022-08-09T10:02:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570921.9/warc/CC-MAIN-20220809094531-20220809124531-00142.warc.gz | 0.948406 | 287 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__131731232 | en | Rep. James Bridenstine (R-Okla.) has unveiled a bill aimed to help the Defense Department establish a distributed system of small satellites and focus on the procurement of Earth observation data and other services from commercial providers, The Washington Post reported Tuesday.
Christian Davenport writes Bridenstine introduced the American Space Renaissance Act during his speech at the annual Space Symposium Tuesday in Colorado.
Bridenstine, also a U.S. Navy fighter pilot and member of the National Guard, said the bill seeks to set up a government agency that would oversee space traffic and take actions to mitigate collisions of space debris and other orbital objects.
Jeff Foust and Mike Gruss also reported for Space News that the proposed legislation aims to commit the NASA administrator to a five-year term and authorize the Transportation Department’s secretary to collect data on space situational awareness for distribution with other agencies and commercial partners.
Bridenstine told Space News in an interview that the bill also includes a provision to create a $27 million program that would make at least four contract awards through a competitive procurement process in an effort to support small satellite launches.
“The goal is to generate interest, start a conversation, and, where we can build consensus, take different parts of the bill and insert it into other pieces of legislation that we know are going to pass,” he said of the bill. | aerospace | 1 |
http://www.scriptori.com/russians-flight-suits-werent-a-political-statement-nasa-astronaut-says/ | 2022-11-29T03:34:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710685.0/warc/CC-MAIN-20221129031912-20221129061912-00719.warc.gz | 0.980785 | 638 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__38855093 | en | Three Russian astronauts were not making a political statement when they boarded the International Space Station in mid-March wearing yellow flight suits with blue highlights, the colors of the Ukrainian flag, according to a NASA astronaut who was on the station at the time to greet them.
“I think the folks that wore them had no idea that people would perceive that as having anything to do with Ukraine,” said the NASA astronaut, Mark Vande Hei, who returned to Earth last week. “I think they were kind of blindsided by it.”
During a news conference on Tuesday, Mr. Vande Hei said the colors were those of Bauman Moscow State Technical University, which all three of the new arrivals had attended.
Mr. Vande Hei and a Russian astronaut, Pyotr Dubrov, spent 355 days in orbit. They and another Russian astronaut landed in Kazakhstan after a short trip back to Earth in a Russian Soyuz capsule. While relations between the United States and Russia deteriorated on Earth’s surface after the Russian invasion of Ukraine, the two countries continued to cooperate as usual to safely bring the astronauts home.
The American astronaut said he had not paid attention to bellicose social media postings by Dmitry Rogozin, the head of the Russian space program who shared a video that suggested the Russians might strand Mr. Vande Hei on the space station.
“Quite honestly, I heard about the tweets from my wife,” Mr. Vande Hei said. “I never perceived those tweets as anything to take seriously. I just had too much confidence in our cooperation to date to take those tweets as anything but something that was meant for a different audience than myself.”
He said people on the station did talk about the Russian invasion of Ukraine. “It was not a topic I shied away from with my crewmates,” he said. “They weren’t very long discussions, but I did ask them how they’re feeling and sometimes ask pointed questions.”
Mr. Vande Hei also said that he trusted his Russian colleagues. “We supported each other throughout everything,” he said. “And I never had any concerns about my ability to continue working with them. Very good professionals, technically competent and wonderful human beings.”
Mr. Vande Hei’s 355 consecutive days in space set a record for the longest continuous stay in orbit by an American astronaut. Physically, he is still getting used to gravity again. “I’m still uncomfortable,” he said. “But humans are very adaptable. And I think that bodes well.”
Mentally, though, life is almost back to normal.
“I really thought that I was going to carry forth with this unique perspective of appreciation for all things novel about being on the planet,” Mr. Vande Hei said. “I’m a little disappointed with how normal it feels. I kind of wanted it to seem more strange being back.” | aerospace | 1 |
https://indyairsales.com/current-inventory/aircraft/1967-piper-cherokee-140-n9746w/ | 2022-06-29T23:12:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103645173.39/warc/CC-MAIN-20220629211420-20220630001420-00242.warc.gz | 0.778586 | 204 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__152170834 | en | Nice solid Cherokee that has been Indiana based since new! It comes with a low time engine with new Superior cylinders! Original paint, updated interior. Fresh annual inspection.
Total Time Since Airframe: 2945Engine Hours Since Major Overhaul: 207Annual Inspection Due: May, 2018
Log books for this aircraft are currently unavailable.
2004 Cessna T182T - N21147
1966 Cessna 150F N8851S
1965 Piper Cherokee 140 - 160 HP - N6761W
282 Airport Road, Anderson, IN 46017
© Indy Air Sales. All rights reserved.
Get notified via email when new aircraft are added to our current inventory. | aerospace | 1 |
http://www.patents.com/us-4363237.html | 2017-04-24T03:31:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118963.4/warc/CC-MAIN-20170423031158-00258-ip-10-145-167-34.ec2.internal.warc.gz | 0.927736 | 3,256 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__219515423 | en | Easy To Use Patents Search & Patent Lawyer Directory
At Patents you can conduct a Patent Search, File a Patent Application, find a Patent Attorney, or search available technology through our Patent Exchange. Patents are available using simple keyword or date criteria. If you are looking to hire a patent attorney, you've come to the right place. Protect your idea and hire a patent lawyer.
An improved test section 16 for a supersonic or hypersonic wind tunnel 10
is disclosed wherein the model tested is shielded from the noise normally
radiated by the turbulent tunnel wall boundary layer. A vacuum plenum 23
surrounds spaced rod elements 28 making up test chamber 16 to extract some
of the boundary layer as formed along the rod elements during a test to
thereby delay the tendency of the rod boundary layers to become turbulent.
Novel rod construction involves bending each rod slightly prior to
machining the bent area to provide a flat segment 29 on each rod for
connection with the flat entrance fairing 31. Rods 28 and fairing 31 are
secured to provide a test chamber incline on the order of 1.degree.
outward from the noise shield centerline to produce up to a 65% reduction
of the root-mean-square (rms) pressure over previously employed wind
tunnel test sections at equivalent Reynolds numbers.
Creel, Jr.; Theodore R. (Yorktown, VA), Beckwith; Ivan E. (Glouscester Point, VA)
The United States of America as represented by the Administrator of the
Primary Examiner: Swisher; S. Clement
Attorney, Agent or Firm:Nelson; Wallace J.
Manning; John R.
ORIGIN OF THE INVENTION
The invention described herein was made by employees of the United States
Government and may be manufactured and used by or for the Government for
governmental purposes without the payment of any royalties thereon or
What is claimed as new and desired to be secured by Letters Patent of the United States is:
1. A noise shielding system for high speed transition research in supersonic and hypersonic wind
tunnels provided with a source of supersonic or hypersonic fluid flow, a nozzle area through which the fluid flows, a test section for receiving the fluid flow and subjecting a test model positioned therein to the fluid flow and an exit area for the
fluid flow, the improvement therewith comprising:
said test section being substantially a rectangular configuration;
a vacuum chamber surrounding each side of the test chamber and having conduits leading therefrom to a vacuum source;
a plurality of spaced individual rod elements forming the four sides of said test chamber thereby providing fluid communication between said test chamber and said vacuum chamber;
one end of each said spaced rod elements terminating and merging with a faired entrance shield portion of said vacuum chamber at the end of said test chamber receiving the fluid flow;
the other end of each said rod element terminating and merging with a rectangular passageway leading to the wind tunnel exit;
said rod elements and said entrance shield portion being slightly inclined inwardly toward the downstream end of said test chamber to provide a taper and slightly reduced cross-section dimensions to said test chamber at the exit end thereof.
2. The improved noise shielding system as in claim 1 wherein the incline of said entrance shield and said rod elements is on the order of 1.degree..
3. The improved noise shielding system as in claim 1 wherein the substantially rectangular configured test section is provided with internally disposed rounded corners.
4. The improved noise shielding system as in claim 1 wherein the end of each of said rod elements merging with the faired entrance shield at the end of said test chamber receiving the fluid flow is provided with a machined flat surface area
along a portion of the length thereof, means attaching said flat surface area to said faired entrance shield and plate means securely positioned over said means attaching said rod flat surface area to provide a smooth surface area formed by said entrance
shield, said plate means and said rod flat surface area.
5. The improved noise shielding system as in claim 4 wherein each said rod element is provided with a controlled bend along a portion of one end thereof and said machined flat surface is formed along the length of the bend to thereby provide a
linear surface along the machined flat surface area and the remainder of the rod.
BACKGROUND OF THE INVENTION
Supersonic and hypersonic wind tunnels presently used for ground testing of aircraft concepts are limited in their usefulness for purposes of studying boundary layer stability and transition by premature transition of the model boundary layer.
This boundary layer transition is caused by noise or pressure fluctuations radiating from the turbulent boundary layer on the tunnel wall and impinging upon the model. There are two basic methods of preventing or reducing the radiated noise. First,
because it is the turbulent boundary layer that radiates noise versus a laminar boundary layer that does not radiate noise, a laminar boundary layer on the tunnel wall is desired. This can be accomplished by various techniques, one of which consists of
using longitudinal rods for the nozzle walls so that suction can be applied to the boundary layer thus maintaining a laminar boundary layer and is more fully described in NASA TMX-2566 published July 1972.
The second method of reducing the radiated noise is by shielding the model from the turbulent tunnel wall boundary layer. The present invention is directed to a system employing this method.
It is therefore an object of the present invention to provide an improved wind tunnel system for testing models subjected to supersonic and hypersonic fluid flow.
Another object of the present invention is an improved test section for a supersonic or hypersonic wind tunnel wherein the model tested is shielded from the noise radiated by the turbulent tunnel wall boundary layer.
Another object of the present invention is to provide a vacuum chamber in fluid communication with and surrounding the test chamber of a wind tunnel to remove some of the boundary layer from the test chamber as formed and thereby help maintain
laminar tunnel wall boundary layers.
Another object of the present invention is to provide a test facility that shields the test model from noise radiated by the turbulent tunnel wall boundary layers in a supersonic or hypersonic wind tunnel.
According to the present invention, the foregoing and additional objects are obtained in the present invention by providing a slightly tapered rectangular test chamber in a supersonic or hypersonic wind tunnel wherein the test chamber walls are
formed of spaced rod elements and surrounded by a vacuum chamber. The vacuum chamber provides a vacuum source to extract some of the boundary layer formed along the rod elements within the test chamber through the space between the rods and thereby
delay the tendency of the rod boundary layers to become turbulent.
BRIEF DESCRIPTION OF THE DRAWINGS
A more complete appreciation of the invention and many of the attendant advantages thereof will become more clearly apparent as the same becomes better understood by reference to the following description when considered in connection with the
accompanying drawings, wherein:
FIG. 1 is a part schematic, part sectional view of a supersonic or hypersonic wind tunnel utilizing the improved test chamber of the present invention;
FIG. 2 is a pictorial view of the novel test chamber and accompanying vacuum chamber and conduits employed in the wind tunnel shown in FIG. 1;
FIG. 3 is a top plan view showing the interior of the novel test chamber for the wind tunnel shown in FIG. 1;
FIG. 4 is a sectional view of the test chamber as taken along the line IV--IV of FIG. 3; and
FIG. 5 is a part schematic showing of an individual rod member making up the test chamber, illustrating the angular relationship of the rods forming the test chamber structural connection thereof to the leading edge fairing and the trailing edge
exit part, of the wind tunnel.
DETAILED DESCRIPTION OF THE INVENTION
Referring now to the drawings and more particularly to FIG. 1, there is shown portions of a wind tunnel generally designated by reference numeral 10 and including a conventional baffled entrance 12 in fluid connection with a stilling chamber (not
shown) and exiting into a supersonic or hypersonic nozzle 14 directed at a test chamber 16. The exit 18 from test chamber 16 is in fluid connection with a vacuum source 20 capable of pulling supersonic or hypersonic fluid flow through the wind tunnel
10. In the specific embodiment described herein, vacuum source 20 consists of an evacuated sphere of approximately 18.3 meters diameter.
Test chamber section 16 of wind tunnel 10 is of rectangular configuration and is surrounded by an essentially rectangular sound shield 22 which incorporates a vacuum plenum 23. Four individual ducts or conduits 24 (only two of which are
partially visible in FIG. 1) serve to provide fluid connection between plenum 23 and a second vacuum source (not shown). The interior of test chamber 16 is of substantially rectangular configuration and formed of a plurality (eleven on each "wide" side
and eight on the "narrow" side in one specific embodiment) of spaced rod members 28 each of which is attached at one end thereof to a rectangular configured leading edge fairing 31 forming a rectangular configured entrance to test chamber 16.
The other end of each rod element 28 is attached to exit section 18. The corners of test chamber 16 are formed of four individual rods 33 (FIG. 4) having internally disposed rounded sectional surfaces while the interiorly disposed surfaces of
each rod element 28 is circular except near the leading edge fairing end where a portion 29 of the rods is essentially flat in section as shown more particularly in FIGS. 3 and 5.
As shown more particularly in FIG. 5, the individual rods 28 are first bent to provide a small curvature along a portion of the front end thereof with this tip or curvature section being machined to provide a flat surface 29 along this bent area
as shown more particularly in FIG. 3. The thus produced flat end of each individual rod 28 is secured to the flat area of leading edge 31 by a small machine screw 34. In order to achieve a flat smooth surface leading from the sharp flat leading edge 31
to the flat surface portion 29 of rods 28, a flat smooth stainless steel surface plate 35 is bonded over screw 34 by a conventional adhesive. The merged resulting surfaces (31, 35, 29 and 28) is then machined to assure a smooth flat entrance area to
test chamber 16. Rods 28 are joined to exit 18 in a conventional manner to provide an interior for test chamber 16 free from protrubances.
The individual rods 28 are angularly displaced 1.degree. to 2.degree. relative to the centerline of test chamber 16 so as to provide a chamber of reducing sectional area from entrance to the end of the rods where they join the exit 18 as
indicated in FIG. 5 by reference line 36 which is parallel to the centerline of test chamber 16.
Referring to FIG. 3, a schematic representation of the sidewall shock generated in a supersonic or hypersonic test is shown as it would appear looking at either of the walls of test chamber 16 as indicated by the broken lines. As shown therein,
this sidewall shock pattern defines a diamond-shaped region or shielded region that defines the desired area for positioning a model to be tested. The present invention provides for suction of some of the boundary layer flow on the rods through the
chamber walls via the spacing between rods 28 and under the influence of the vacuum pressure in plenum 23 and thereby maintain laminar flow along the test chamber walls.
In a specific embodiment of the invention, test chamber 16 was formed of 0.64 cm diameter rods with 0.102 cm gaps between each rod and eleven rods of 32.5 cm length forming the top and bottom walls of the test chamber and eight identical spaced
rods forming each of the two side walls. The test chamber was designed so that the surface of the sharp flat leading edge fairing 31 was inclined 1.degree. outward from the shield centerline at the same angle as the individual rods 28. This test
chamber configuration thus presents a slight taper from an enlarged entrance to a smaller exit area. This 1.degree.-2.degree. inclined leading edge configuration is in contrast to previous shield models wherein sharp leading edges were also used but
the leading edges thereof were inclined up to 2.degree. inward toward the shield centerline. The present invention has shown up to a 65% reduction of the root-mean-square (rms) pressure in the entire shielded region when tested at Mach 5 over a range
of unit Reynolds number of 0.5.times.10.sup.7 to 2.0.times.10.sup.7 per meter.
In the Mach 5 tests, static pressure measurements in the nozzle, the test chamber, the model vacuum plenum, and on the rods showed that the flow in the shield was fully started over the range of test conditions. These data also showed that the
inviscid cross flow in the gaps was sonic except near the leading edge at the lowest Reynolds number where the cross flow was subsonic. The suction mass flow in this region was presumably reduced below desired values.
Surveys of mean pitot pressure within the shielded region inside the model showed that the leading edge shocks were strong, but no centerline focusing effects as has occurred in previous tests of a axisymmetric rod-wall shield were present.
Leading edge shocks (sidewall and bottom) were observed to move downstream slightly with increasing Reynolds number. A reasonably uniform flow core was found in the shielded region of the present model. This core was about 16 cm long by 2.5 cm square
Transition in the rod boundary layers was obtained from surface pitot pressure surveys along the windward ray of the rods. The noise field in the model was measured with fluctuating pitot pressure probes utilizing piezoelectric transducers and
with hot-wire probes. The hot-wire data showed that the dominant disturbance mode was acoustic.
At the lower Reynolds numbers and when the fluctuating pitot pressure probe "sees" mostly laminar flow on the rods, the local freestream noise levels were reduced from about 1.5 percent down to about 0.6 percent by the shield. However, the
actual nozzle "input" noise as measured upstream before reflection at the shield wall was not attenuated significantly even when the rod boundary layers were laminar. When the rod boundary layers were transitional or turbulent the shield noise levels at
higher Reynolds numbers were above nozzle input levels due at least partly to the increase in high frequency energy radiated from the very thin rod boundary layers.
Analysis of theory and data for reflection of noise from flat plate laminar boundary layers indicates that the lack of significant attenuation when the rod boundary layers were laminar may be attributed to the very high frequencies of the nozzle
input noise. These high frequencies are unique to the rapid expansion nozzle and are not found in larger conventional nozzles.
It is thus seen that the present invention provides an improved wind tunnel test system for reducing the radiated noise normally occurring by shielding the test model from the noise radiated from the turbulent tunnel wall boundary layer. By
providing the improved spaced rod test chamber and surrounding vacuum chamber, the vacuum source removes some of the boundary layer from the tunnel test wall as formed and delays the tendency of this boundary layer to become turbulent.
There are obviously many variations and modifications of the specific embodiment described herein that will be readily apparent to those skilled in the art in the light of the above teachings. It is therefore to be understood that within the
scope of the appended claims, the invention may be practiced otherwise than as specifically described herein. | aerospace | 1 |
http://www.alibris.com/search/books/isbn/9780803211469 | 2017-04-24T00:04:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118851.8/warc/CC-MAIN-20170423031158-00206-ip-10-145-167-34.ec2.internal.warc.gz | 0.936757 | 783 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__10891114 | en | Very good in very good jacket. xxvii, , 397, pages. Illustrations. References. Into That Silent Sea: Trailblazers of the Space Era 1961 1965 is a 2007 non-fiction book by space historians Francis French and Colin Burgess. Drawing on a number of original personal interviews with astronauts, cosmonauts and those who worked closely with them, the book chronicles the American and Russian programs from 1961 onwards, from the first human spaceflight of Yuri Gagarin through the Mercury, Vostok and Voskhod flights, up to the first space walk by Alexei Leonov. The book is the first volume in the Outward Odyssey spaceflight history series by the University of Nebraska Press. The space program history continues chronologically in the follow-on book In the Shadow of the Moon: A Challenging Journey to Tranquility, 1965 1969. Into That Silent Sea was named as a finalist for the 2007 Eugene M. Emme Award given by the American Astronautical Society. Francis French (born 1970) is an author from Manchester, England, specializing in space flight history. He is a former director of events for Sally Ride Science, and a director at the San Diego Air & Space Museum. French's space history writing is noted for the amount of personal interviews with astronauts and cosmonauts, including Wally Schirra, Gordon Cooper, Scott Carpenter, and Pavel Popovich. In addition, French is a contributor to the magazine of the British Interplanetary Society, and is a Fellow of the society. In 2005, astronaut Wally Schirra personally inducted French into the astronaut branch of the Ancient Order of Turtles. French has made appearances as a space expert on the Discovery Channel, History Channel, Science Channel, and The Space Show, as well as the BBC World Service, NPR's "All Things Considered, " ABC and other international broadcast shows. Both of French's 2007 books, Into That Silent Sea: Trailblazers of the Space Era, 1961 1965 and In the Shadow of the Moon: A Challenging Journey to Tranquility, 1965 1969 were named as finalists for the 2007 Eugene M. Emme Award given by the American Astronautical Society. In 2008, French received the AIAA "Outstanding Contribution to Aerospace Education" award, and the "Outstanding Community Support" award for San Diego from the National Space Society. In 2011, French's co-authored book "Falling To Earth" made the top 12 of the LA Times Bestseller list. On 20 August 2010, French was inducted into the US Space & Rocket Center's Space Camp Hall of Fame for his contributions to space history writing plus making science and technology accessible and understandable to family audiences. French joined notable names in space history in the Hall of Fame such as rocket pioneer Wernher von Braun and NASA astronaut Dottie Metcalf-Lindenburger. Colin Burgess (born 1947) is an Australian author and historian, specializing in space flight and military history. He lives in New South Wales. Two of Burgess's co-authored 2007 books, Into That Silent Sea: Trailblazers of the Space Era, 1961 1965 and In the Shadow of the Moon: A Challenging Journey to Tranquility, 1965 1969 were named as finalists for the 2007 Eugene M. Emme Award given by the American Astronautical Society.
Alibris, the Alibris logo, and Alibris.com are registered trademarks of Alibris, Inc.
Copyright in bibliographic data and cover images is held by Nielsen Book Services Limited, Baker & Taylor, Inc., or by their respective licensors, or by the publishers, or by their respective licensors. For personal use only. All rights reserved. All rights in images of books or other publications are reserved by the original copyright holders. | aerospace | 1 |
https://www.medindia.net/news/study-debunks-common-flying-myths-125469-1.htm | 2023-09-22T21:02:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506423.70/warc/CC-MAIN-20230922202444-20230922232444-00301.warc.gz | 0.962604 | 249 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__231803061 | en | Certain myths about air travel have been debunked. The most common misconception is that the air on planes is filthy and full of germs, but Patrick Smith, an airline pilot, has set the record straight by revealing that studies have shown that the air in a crowded airplane is a lot less germ-laden than most crowded spaces, News.com.au reported.
People believe that modern commercial jets essentially fly themselves, with the pilots on hand merely as a backup in case of trouble, but the author of the book 'Cockpit Confidential' said that the modern technology helps a pilot fly a plane the way it helps a surgeon perform an operation.
He added that the 'autopilot' is a device that allows pilots to take their hands off the wheel but they still have to tell the system what to do, when to do it, and how to do it.
He also revealed that the altitudes, speeds and angles the passengers perceive often aren't close to the real thing.
Smith debunked another myth that flying is expensive highlighting the fact that studies have shown that the average cost of an airline ticket has declined 50 per cent over the past three decades making flying cheaper than ever before. | aerospace | 1 |
http://www.scran.ac.uk/database/record.php?usi=000-000-128-147-C | 2017-02-24T22:08:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171630.65/warc/CC-MAIN-20170219104611-00260-ip-10-171-10-108.ec2.internal.warc.gz | 0.707964 | 87 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__221412044 | en | Free Scran Site
Title: Harrier 'jump jet' first vertical take off combat aircraft type to enter squadron service in the world, seen at Leuchars 1972
Scran ID: 000-000-128-147-C
Resource Rights Holder: Courtesy of the Alan B Carlaw Collection
Click "Buy" to purchase a high resolution image, or take out a subscription to see the full Scran web site. | aerospace | 1 |
https://www.ascdi.com/michele-franci-appointed-vp-commercial-inmarsat-global-xpress/ | 2024-03-02T19:30:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475897.53/warc/CC-MAIN-20240302184020-20240302214020-00312.warc.gz | 0.939518 | 573 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__191593097 | en | 07-09-2012 – Inmarsat (LSE:ISAT.L), the leading provider of global mobile satellite communications services, has appointed Michele Franci as VP Commercial, Global Xpress.
Inmarsat Global continues to build the Global Xpress team to deliver Inmarsat’s next generation Global Xpress programme. Global Xpress will offer seamless global coverage and deliver unprecedented mobile broadband speeds of up to 50mbps for users in the government, maritime, enterprise, energy and aeronautical sectors.
Based in Nyon, Switzerland, Franci will be responsible for the execution of the GX programme, bringing it to its commercial launch. This includes operational practices, regulatory and market access programmes and leading the establishment of distribution agreements across all sectors. He will take the lead on programme management aspects of the project, including oversight of the master schedule for the space segment, ground segment, distribution development and regulatory aspects. With his industry background and market knowledge, he will enhance Inmarsat’s traditional strengths and coordinate a comprehensive sales and business development approach to include in the GX reach all high rate data intensive traffic services, from mobility to wider enterprise and media markets worldwide.
Franci worked at SES from 2006 to 2012. As SVP for Planning and Procurement he was part of the Engineering management committee, responsible for the SES fleet management, mission design and development, satellite and launcher procurement and risk management. Prior to that, he worked at Arianespace. Initially responsible for mission management (including twelve launch campaigns) he was later appointed VP, Business Development, leading the marketing group, including commercial strategy and proposals, long-term strategic development and sales oversight. Between 2000 and 2005 Franci was a member of Arianespace’s Board of Directors. Before that, Franci spent five years with Fokker Space, in the Netherlands, as Program Manager of a European multinational robotic arm development for use on the International Space Station. He also spent one year in ESTEC, in the Netherlands, as part of the advanced studies and simulation department.
Leo Mondale, Managing Director of the Global Xpress programme, comments: “I am particularly glad to have Michele on board to ensure timely execution of all aspects of the programme leading to a timely commercial launch. He brings noteworthy experience to the team, informed as he is by his experience in the FSS and launch industries. Michele will be a welcomed addition to the Global Xpress team. His appointment will enhance the strengths of our extensively matrixed organizations and maintain effective oversight and accountability of this key project for Inmarsat as we take on the challenges of simultaneous deployment of a constellation of satellites and ground segment, and bring our game-changing new Ka-band service to the satellite marketplace.” | aerospace | 1 |
https://www.contactairlandandsea.com/2023/03/24/captaining-aircraft-on-operation-argos/ | 2023-06-06T10:14:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00088.warc.gz | 0.931698 | 560 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__116911821 | en | Captaining aircraft on Operation Argos
Deploying on Operation Argos to Okinawa, Japan, for the third time, Flight Lieutenant Natasha Henderson reflected on her progression from co-piloting a P-8A Poseidon to captaining one.
CAPTION: RAAF pilot Flight Lieutenant Natasha Henderson in the cockpit of a P-8A Poseidon prior to departing for a maritime surveillance mission. Story by Flying Officer Connor Bellhouse. Photo by Sergeant Nicci Freeman.
While her junior co-pilot days on the operation were focused on flying the aircraft, Flight Lieutenant Henderson’s current role as aircraft captain means she now commands the overall mission.
“As aircraft captain I have a range of responsibilities, such as safety of flight, mission execution and crew resource management,” Flight Lieutenant Henderson said.
“When we’re on station I work closely with the tactical coordinator to ensure the mission is conducted effectively.
“It’s my job to maintain situational awareness of our priorities, the airspace and factors affecting our performance or safety in order to make effective decisions in flight.”
Operation Argos is Australia’s contribution to the monitoring activities of the US Indo-Pacific Command’s Enforcement Coordination Cell. The multinational cell, embedded in the US Navy 7thFleet, gathers information to help enforce the United Nations Security Council sanctions against North Korea.
“For Operation Argos, the ECC provide a brief of key vessels of interest to gather information on,” Flight Lieutenant Henderson said.
“Part of my role is ensuring we are optimising the Poseidon’s sensors to capture the data they have requested. When we’ve finished the collection we provide the products to the ECC so they can use the information as evidence to enforce sanctions.”
During the deployment the aircraft captain also works to ensure the crew’s continual improvement and efficiency.
“We’ve developed a robust debrief process and over the course of the deployment there’s been a really positive trend,” Flight Lieutenant Henderson said.
“We’ve been able to reach an effective point as our baseline. It’s rewarding to see that teamwork build and see the quality of products we’ve been providing back.”
At the end of the operation, Flight Lieutenant Henderson will finish up at 11 Squadron and return to Australia soon after.
“Having come through on Operation Argos deployments as a junior co-pilot and finishing in the role of captain, it’s definitely a highpoint in my time posted to 11 Squadron,” she said. | aerospace | 1 |
https://airfareglobal.com/private-jet-charter/dulles-airport-private-jet-pink-mobius-private-jet-charter-cost-estimator/ | 2024-03-02T18:54:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475897.53/warc/CC-MAIN-20240302184020-20240302214020-00677.warc.gz | 0.938375 | 2,963 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__121263380 | en | Fast private jet rental quote! Dulles Airport Private Jet Pink Mobius. 10,000+ aircraft across 40,000 destinations worldwide. Competitive private jet charter rental prices. Book a private jet charter.
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5. OneSky Jets.
6. Sentient Jet.
8. Magellan Jets.
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Private jet rentals entail leasing a Private jet for a details flight or journey. Dulles airport private jet pink mobius. This can consist of round trip flights, one-way trips, or multi-leg trips. The price of a Private jet service can differ depending on the kind of airplane, the length of the flight, and the variety of travelers.
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Rather than flying empty, these jets as well as leasings can be reserved by people or groups at a decreased price, as the jet or rental firm is looking to fill the void. Dulles airport private jet pink mobius. This can be a much more cost-effective option for those looking to fly Private, as the cost of the flight is often dramatically less than scheduling a complete charter. However, it ought to be noted that the locations as well as routines free of cost legs travel might be restricted, as well as might not straighten with the tourist’s desired itinerary.
Is hiring a Private jet worth it?
Hiring a Private jet can provide a number of advantages such as boosted privacy, versatility, and also comfort. Eventually, whether hiring a Private jet is worth it will depend on the person’s concerns and also budget.
Private Jet Rental Near Me – Dulles Airport Private Jet Pink Mobius
If you are seeking a Private jet service near you, there are a couple of options to consider. Some companies that use Private jet rental services consist of:.
• NetJets: This business has a fleet of over 700 aircraft and also runs in over 120 nations. Dulles airport private jet pink mobius. They supply a range of jet sizes and also services, including fractional possession and jet card programs.
• Xojet: This firm supplies Private jet charter services and has a fleet of over 100 airplane. They operate in the United States and also Canada and supply a selection of jet dimensions and also services.
• JetSuite: This business supplies Private jet charter services as well as has a fleet of over 30 aircraft. They operate in the US as well as supply a range of jet dimensions and services.
• Flexjet: This firm uses fractional jet ownership and also jet card programs. They have a fleet of over 150 aircraft and also operate in over 40 countries.
• Delta Private Jets: This business offers Private jet charter services as well as has a fleet of over 70 aircraft. They run in the US as well as supply a variety of jet dimensions and services.
To discover a Private jet service near you, you can look online for Private jet charter companies in your area or speak to a traveling representative that focuses on Private jet traveling.
Private jet rental refers to the procedure of leasing a Private jet for individual or company traveling. Cost: Renting out a Private jet can be costly, with rates varying based on the kind of jet, the period of the trip, as well as the distance of the trip. Kind of jet: Dulles airport private jet pink mobius. There are a range of Private jets readily available for lease, consisting of small prop airplanes, midsize jets, and also big deluxe jets. Private jet leasings entail renting out a Private jet for a details flight or journey. Rather of flying empty, these jets and rentals can be scheduled by individuals or teams at a decreased expense, as the jet or rental business is looking to load the empty space. | aerospace | 1 |
https://www.abcactionnews.com/news/local-news/tips-on-how-to-choose-a-hot-air-balloon-company | 2021-10-21T04:47:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585381.88/warc/CC-MAIN-20211021040342-20211021070342-00016.warc.gz | 0.950753 | 451 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__228602313 | en | As authorities investigate a hot air balloon crash that killed 16 people in Texas, experienced pilots say consumers should check out companies and pilots offering hot air balloon rides before taking to the air.
Dean Carlton, president of the Balloon Federation of America, said there are approximately 200 full-time balloon tour operators in the United States, as well as hundreds of smaller firms. The federation's Professional Ride Operators Division establishes safety protocols, ethics and business practices for the industry.
Alfred "Skip" Nichols, the pilot of the balloon that hit high-tension power lines Saturday near Lockhart, Texas, was not a current member of either the federation or the division.
The Associated Press spoke to Carlton and three pilots, each with more than three decades of experience operating hot air balloons, to ask what consumers should do to research companies.
Here are some of their tips:
— Hire a licensed operator who owns and flies the balloon you'll ride in. Pilots recommend dealing directly with owners, rather than ride brokers who merely sell gift or ride certificates.
— Find out how long the company has been in business. Ask for the names of its pilots and their experience level. The Federal Aviation Administration requires a minimum of 35 hours of flying time for commercial hot air balloon pilots, but look for pilots with hundreds or even thousands of hours.
— Ask the company to show you its business license, a copy of its insurance policy and pilot certificates.
— Ask to see the aircraft logbook, which should include detailed information on the balloon, when it was last inspected and if any repairs were done.
— Spend some time watching the company's operation and a takeoff or landing. Look for an organized, professional approach and the use of checklists.
— Ask for references from customers and search online review sites to find consumer reviews. Complaints about flight cancelations due to bad weather may actually signal that a company is safety conscious and not taking a chance flying in windy conditions or other dangerous weather.
— Ask if any of the company's pilots has ever been refused insurance or has been required to file a report with the FAA or the National Transportation Safety Board.
— Check with the Better Business Bureau about any consumer complaints. | aerospace | 1 |
https://sixwestservices.com/news/six-west-crewing-qa/ | 2020-08-11T15:24:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738816.7/warc/CC-MAIN-20200811150134-20200811180134-00295.warc.gz | 0.953058 | 823 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__27618097 | en | Six West’s global crewing service is managed by Cathy Tam, Director of Asia Pacific. Cathy is an expert at sourcing and vetting exceptional aviation professionals for short and long-term contract work.
In the below interview, we asked her a series of questions related to the overall service, current job openings that are immediately available, how to join the crew database and what can be expected after registration. Her team understand that having the right crew on board is crucial to a successful flight.
1) Please can you describe the type of clients that use Six West’s crewing department?
Cathy: Most of our clients are operators, management companies, aircraft brokers, self-managed individual accounts, lead captains, account managers and of course, word of mouth referrals!
2) How can flight crew sign up to our crew database and what can they expect after registering?
Cathy: Registration is simple and quick! We encourage flight crew to visit https://sixwestservices.com/registration/ where they can submit their contact details and qualifications. After successfully completing the registration process, crew will be notified via email when contracts become available on their specific aircraft type rating/s. Due to quick turnaround times, we strongly encourage pilots to upload all the necessary documents, so that we can present clients with a complete candidate profile.
3) All those working in the aviation industry know that the COVID-19 outbreak is having a significant impact on the industry. How is Six West providing opportunities for flight crew during this period of instability?
Cathy: In spite of the global travel restrictions that COVID-19 has brought about, our business aviation clients are still travelling for business purposes. Whatever our clients’ requirements, we do our best to provide crewing solutions that meet their needs.
During this challenging time, I’ve been deeply touched by the support we’ve received from our peers in the industry. From sharing news updates about the latest travel restrictions to spreading the word about our service offering, a real sense of community has been established between us and other providers operating in this niche market.
Indeed, Six West is still busy looking for contract crew for our corporate clients, however the reality of border closures means that we have to be 100% sure that we can get our crew to the job’s take-off location on time and with no hitches whatsoever.
4) What attributes does Six West look for in crew members?
Cathy: We’re committed to sourcing outstanding crew that exceed our clients’ expectations. To achieve this, we believe that honesty, discretion and flexibility are key traits. These, combined with a positive mindset and experience on type, make for reliable and professional crew members.
5) In your opinion, what is today’s most sought after type-rating? Does this differ depending on location?
Cathy: Manufacturers are consistently raising the bar in terms of comfort and performance with each new aircraft design. However, despite this, aircraft owners don’t change their aircraft frequently, due to the size of the investment they have made. This makes determining which type-rating is most sought after hard to gauge. I would like to add that this is exactly why Six West looks for pilots who are qualified to fly various aircraft types – this enables us to fulfill all client requirements that we are entrusted with.
6) These are undeniably challenging times for the whole world. Which aspects of the aviation industry do you think will change as a result of the COVID-19 pandemic?
Cathy: In the short-term and in an effort to curb the spread of the disease, I think that health checks will be performed at airports around the world, particularly for those traveling on commercial airlines.
7) If someone reading this interview wants to reach out to you for more information, what’s the best way for them to reach you?
Cathy: Crewing enquiries can be sent to [email protected] We’d love to hear from you! | aerospace | 1 |
http://www.moc-pages.com/moc.php/408531 | 2017-12-18T08:35:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948609934.85/warc/CC-MAIN-20171218063927-20171218085927-00359.warc.gz | 0.962402 | 896 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__115629951 | en | Sikorsky HH-53C Super Jolly Green Giant. Model features fully detailed interior and exterior, rotating main and tail rotors with adjustable blade pitch, the main rotor is on a simulated cyclic with motion in two axis, the blades and tail rotor fold for storage, opening main ramp with upper door, opening side crew door, three positionable minigun emplacements, and retractable landing gear.
About this creation
The HH-53B was essentially an interim type, with production quickly moving on to the modestly improved Air Force HH-53C CSAR variant. The most visible difference between the HH-53B and HH-53C was that the HH-53C dispensed with the fuel-tank bracing struts. Experience with the HH-53B showed that the original tank was too big, adversely affecting performance when they were fully fueled, and so a smaller 450 US gal (1,703 L) tank was adopted in its place. Other changes included more armor and a more comprehensive suite of radios to improve communications with C-130 tankers, attack aircraft supporting CSAR actions, and aircrews awaiting rescue on the ground. The HH-53C was otherwise much like the HH-53B, with the more powerful T64-GE-7 engines.
A total of 44 HH-53Cs were built, with introduction to service in August 1968. Late in the war they were fitted with countermeasures pods to deal with heat-seeking missiles. As with the HH-53B, the HH-53C was also used for covert operations and snagging reentry capsules, as well as snagging reconnaissance drones. A few were assigned to support the Apollo space program, standing by to recover an Apollo capsule in case of a launchpad abort, though such an accident never happened.
In addition to the HH-53Cs, the Air Force obtained 20 CH-53C helicopters for more general transport work. The CH-53C was apparently very similar to the HH-53C, even retaining the rescue hoist, the most visible difference being that the CH-53C did not have an in-flight refueling probe. Since CH-53Cs were used for covert operations, they were armed and armored like HH-53Cs. A good number of Super Jollies were converted into Pave Low special-operations helicopters. PAVE or Pave is an Air Force code name for a number of weapons systems using advanced electronics.
The front right minigun is mounted on the backside of the side crew door. It can pivot up and down, and swivel to provide full articulation. When removed it allows the door to still open, with the upper half of the door swinging down into place. Above the minigun on the outside of the fuselage is the rescue hoist.
Looking into the rear fuselage you can just see the aft minigun. It is pintle mounted and has articulation in two axis. The ammo belt feeds from the left side of the fuselage from the ammo bin stored there. In the foreground is the tailskid that prevents tail rotor damage.
Interior of the Jolly Green. There are multiple folding troop benches, as well as the three mingun emplacements, the avionics racks, and the emergency raft (the orange canister just visible at the aft left rear of the fuselage, mounted above the windows).
Cockpit of the Jolly Green. The cyclic, collective, and anti-torque pedals have all been modeled.
Forward view of the interior showing the avionics racks and forward minigun emplacements. The green cylinders are fire extinguishers, always on hand in case of inflight emergency.
Troops disembark from the rear ramp of an HH-53C while the rear gunner provides cover with his minigun.
Quoting Matt Bace
Great build! I love the folding blades and the detailed interior.
This one is definitely my "beast" of a build. Although it's not the largest I have done (that would be a tie between either my Imperial Shuttle or SR-71A Blackbird), it was the most challenging as far as getting everything right, inside and out, and maintaining all the functional aspects. It started off as the Pave Low III model, but is being used as the basis for the entire H-53 family. | aerospace | 1 |
https://digitnews.in/the-shortage-of-aircraft-is-not-only-in-russia-but-also-in-the-united-states-american-airlines-face-shortage-of-boeing-737-and-airbus-a320-airliners/ | 2022-12-02T23:24:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710916.70/warc/CC-MAIN-20221202215443-20221203005443-00572.warc.gz | 0.972167 | 271 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__258589128 | en | U.S. airlines, already struggling with pilot shortages and parts shortages, are facing yet another challenge: a shortage of new planes amid Boeing and Airbus delivery delays. This was reported by The Wall Street Journals.
Aircraft companies are delaying deliveries of new narrow-body airliners, which are often used on US domestic flights and other relatively short haul routes. In this regard, air carriers cannot increase the number of flights to meet growing demand and plan their schedule, top managers of companies and industry officials say.
“Our team is very difficult to plan,” said Gary Kelly, chairman of the board of Southwest Airlines.
A Boeing spokeswoman said the company is working closely with suppliers to meet its commitments to customers. They also said they are working to resolve supply chain issues.
Boeing, in addition to supply issues, is also facing regulatory difficulties related to the 737 Max jets. The company is waiting for approval from the Federal Aviation Administration (FAA) to operate them by the end of 2022, but this is already almost impossible: at best, the 737 Max 10 will take to the skies in the summer of 2023.
Delays in Boeing deliveries are particularly felt by United Airlines, which expected to receive 53 new Boeing narrow-body aircraft this year amid expansion plans, but received only seven new aircraft as of August. | aerospace | 1 |
http://www.planetary.org/blogs/jason-davis/2016/20160318-exp-47-launch-coverage.html | 2017-03-28T06:13:36 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189680.78/warc/CC-MAIN-20170322212949-00222-ip-10-233-31-227.ec2.internal.warc.gz | 0.909884 | 136 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__253588781 | en | Follow along: Expedition 47 crew launches to International Space Station
Posted by Jason Davis
18-03-2016 12:05 CDT
Thanks for following along with The Planetary Society as the crew of Expedition 47 launches to the International Space Station today. We'll post updates below.
Posted by Jason Davis on 2016/03/17 06:30 CDT
NASA astronaut Jeff Williams embarks on his fourth trip to the ISS tomorrow. He launches aboard a Soyuz spacecraft from Baikonur with cosmonauts Alexey Ovchinin and Oleg Skripochka at 5:26 p.m. EDT (21:26 UTC).
NASA TV live: | aerospace | 1 |
https://mbutimeline.com/news/overview-of-drone-laws-in-lithuania/30846/ | 2023-12-04T05:55:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100525.55/warc/CC-MAIN-20231204052342-20231204082342-00760.warc.gz | 0.955525 | 473 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__121002074 | en | Lithuania, a small country in the Baltic region of Europe, has seen a rise in the use of drones in recent years. As a result, the Lithuanian government has implemented drone laws to regulate their use and ensure safety.
The Lithuanian Civil Aviation Administration (CAA) is responsible for overseeing drone regulations in the country. According to the CAA, drones are classified as unmanned aerial vehicles (UAVs) and are subject to specific rules and regulations.
One of the main regulations for drone use in Lithuania is that all drones must be registered with the CAA. This applies to both recreational and commercial use of drones. The registration process is simple and can be done online through the CAA website.
In addition to registration, there are also specific rules for flying drones in Lithuania. Drones must not be flown higher than 120 meters above ground level and must always be within the visual line of sight of the operator. Drones are also prohibited from flying over people, public events, and sensitive areas such as airports and military installations.
Commercial drone operators in Lithuania must also obtain a permit from the CAA before flying their drones. This permit is required for any commercial use of drones, including aerial photography, surveying, and inspection services. The permit process involves submitting a detailed flight plan and obtaining liability insurance.
The Lithuanian government has also implemented penalties for those who violate drone regulations. Fines can range from €100 to €3,000 depending on the severity of the violation. In extreme cases, the CAA may also confiscate the drone and revoke the operator’s permit.
Overall, the drone laws in Lithuania are designed to ensure the safe and responsible use of drones. The regulations are in line with those of other European countries and are constantly being updated to keep up with the latest developments in drone technology.
Despite the regulations, the use of drones in Lithuania continues to grow. Drones are being used for a variety of purposes, including search and rescue operations, agricultural monitoring, and wildlife conservation.
In conclusion, if you plan to fly a drone in Lithuania, it is important to be aware of the regulations and follow them carefully. Failure to do so can result in fines and other penalties. By following the rules, you can enjoy the benefits of drone technology while also ensuring the safety of others. | aerospace | 1 |
http://www.euronews.com/tag/space-research?p=7 | 2022-11-29T05:46:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710685.0/warc/CC-MAIN-20221129031912-20221129061912-00406.warc.gz | 0.806802 | 2,050 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__257917080 | en | Brussels, My Love?
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https://www.flywithmenow.com/airport/RGT-japura-airport | 2021-10-17T09:37:54 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585171.16/warc/CC-MAIN-20211017082600-20211017112600-00331.warc.gz | 0.746883 | 69 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__6247178 | en | - IATA Code
- Rengat-Sumatra Island, Riau-Islands
- 62 feet (19 meters)
- Current time
- Sunday, October 17, 2021 4:37 PM WIB
Is this airport part of your journey?
Add your flight and have fun with other travellers!Add Your Flight | aerospace | 1 |
https://play.google.com/store/apps/details?id=com.ses.sessatellites | 2023-01-31T08:22:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499845.10/warc/CC-MAIN-20230131055533-20230131085533-00032.warc.gz | 0.896639 | 296 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__156371990 | en | The SES satellite fleet & coverage
SES is a world-leading satellite operator, providing reliable and secure satellite communications to broadcast, telecom, corporate and government customers worldwide.
Travel to space, view our satellites in orbit, compare coverage maps spanning the globe and experience the thrill of 3D navigation, all this and more with the SES tablet and mobile app.
Explore and discover interesting facts about our fleet of over 50 satellites via an engaging 3D interface. Navigate 360 degrees around the earth, from satellite to satellite, to view key technical data and our coverage maps in detail.
Compare coverage maps across the globe reaching over 99% of the world’s population. You can see the list of satellites based on your location and conduct searches.
Finally, once you have completed your journey of discovering the SES satellite fleet & coverage, send a message from space to a friend or colleague.
The app provides the following features:
- View SES satellite fleet around a 3D globe
- Get key technical data on each satellite
- View and compare the coverage maps of all SES satellites
- Use the powerful search that allows you to search by location, satellite or footprint and filter by band
- See EIRP and dish size contours in graphical format
- Learn about satellites covering any location
- View office and Teleport locations as well as the fiber network connecting all teleports
- Get in touch with SES via email | aerospace | 1 |
https://www.newser.com/story/16733/heathrow-pilot-hailed-as-hero.html | 2020-07-04T19:20:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655886516.43/warc/CC-MAIN-20200704170556-20200704200556-00290.warc.gz | 0.982046 | 156 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__2440062 | en | When all power on a British Airways flight suddenly failed 400 feet above ground as it headed into Heathrow Airport yesterday, pilot Peter Burkill had to muster all his skills gained in decades of flying to save the lives of hundreds of people—not only passengers, but also those in the cars and houses the plane was barrelling toward, the Telegraph reports.
The catastrophe happened so fast there was not even time to warn passengers to adopt the emergency brace position. Burkill managed to "belly-flop" the plane into a grassy clearing just 20 feet from a busy road. No one was killed, and passengers suffered only minor injuries. He "deserves a medal as big as a frying pan," said an airport worker. (Read more Heathrow Airport stories.) | aerospace | 1 |
https://careers-obxtek.icims.com/jobs/4697/acquisition-program-analyst%2C-senior-%28legislative-portfolio%2C-aqs---space-directorate%29---ts-sci/job | 2022-01-17T19:43:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300616.11/warc/CC-MAIN-20220117182124-20220117212124-00124.warc.gz | 0.890402 | 468 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__124432513 | en | OBXtek is currently staffing for an Acquisition Program Analyst, Senior in the Space Program Directorate (AQS). This position supports the Secretary of the Air Force Headquarters on the Staffing and Technical Acquisition Services Support (STAQSS) prime contract. AQS provides acquisition support and program management direction to field organizations for the development and procurement of Air Force space missile warning, communications and weather systems; space launch systems; space control and space situational awareness systems; and ground terminals and space battle management command and control.
The Acquisition Program Analyst, Senior position directly interfaces with the Directorate Chief and Deputy Chief, points of contact on The Hill (representatives of the House Armed Services Committee – Defense; House Appropriations Committee – Defense), Legislative Liaisons and Directorate Program Element Monitors (PEM). It focuses on monitoring and assessing the Congressional climate related to Air Force acquisition programs.
The tasks for this position include:
Active Top Secret with SCI eligibility Clearance
10 years of experience with DoD acquisitions and Congressional support and reporting.
Familiarity with the following software programs: MS PowerPoint, MS Word, and MS Excel.
Masters Degree in Business or Engineering.
COVID Policy: Prospective and/or new employees will be required to adhere with OBXtek’s vaccination policy. Employees working onsite at a customer location must comply with customer vaccination requirements which may include any or all the following: social distancing, masks, mandatory statements regarding one's vaccination status and mandatory testing.
Headquartered in McLean, Virginia and founded in 2009, OBXtek is a fast-growing leader in the government contracting field. Our mission is Our People…Our Reputation. Our people are trained professionals who enhance our customers’ knowledge and innovation using technology, collaboration, and education.
We offer a robust suite of benefits including comprehensive medical, dental and vision plans, Flexible Spending Accounts, matching 401K, paid time off, tuition reimbursement plans and much more.
As a prime contractor for 93% of our current work, OBXtek pairs lessons learned across disciplines with industry standard quality practices such as CMMI-Dev Level III, ITIL, 6Sigma, PMI, and ISO. Our rapid growth has been recognized by INC500, the Washington Business Journal, and Washington Technology magazine. | aerospace | 1 |
https://www.aetc.af.mil/News/Article-Display/Article/933621/f-35a-completes-largest-deployment-to-date/ | 2021-06-13T10:58:57 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487608702.10/warc/CC-MAIN-20210613100830-20210613130830-00304.warc.gz | 0.960394 | 883 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__164524309 | en | Volk Field, Wis. --
The 33rd Fighter Wing wrapped up the largest F-35 deployment to date at this year’s Exercise Northern Lightning Aug. 31 at Volk Field, Wis.
Northern Lightning is a tactical-level, joint training exercise which serves as a combat rehearsal for both legacy and modern aerial and ground assets in a contested, degraded environment.
The 33rd FW deployed over 150 personnel and 14 F-35As for two weeks to train to a realistic threat level and develop how to deploy and sustain a squadron of F-35s.
The Air Force announced the fighter jet was initially capable of combat operations in August of this year. With the service’s shift in focus to full operational capability for the aircraft, the lessons learned from this exercise will shape future real-world deployments of F-35A squadrons.
“The aircraft and enterprise still has some maturing left to do," said Lt. Col. Brad Bashore, 58th Fighter Squadron commander. "With as capable as the F-35A is already though, that should be a scary thought for our adversaries. Performance during the exercise displays that the aircraft is combat ready, even in its infancy.”
The 33rd FW scored over 110 kills against “enemy aircraft,” supported a surge of 138 sorties and dropped 24 GBU-12 bombs during Northern Lightning.
During the exercise, 33rd FW pilots were able to execute offensive counter air, suppression of enemy air defenses, destruction of enemy air defenses, and employ GPS-guided munitions for close air support.
“This exercise has increased my confidence in the F-35,” Capt. Mark Schnell, 33rd FW pilot said. “Believing that you are invisible is hard. (But) to come out and fly against fourth-generation assets and really see that the stealth capabilities of the F-35 are as advertised has been awesome. It makes our job easier knowing that we are (stealthy), and we can arrive at a position of advantage without (our adversary) knowing.”
Crews from the 33rd Aircraft Maintenance Squadron were able to support operational demands of the exercise by executing high-tempo maintenance operations, and preparing aircraft to drop munitions in a deployed location with less manning and resources than afforded to them at home station.
“This is the first time the program has supported such an extensive aircraft deployment,” 1st Lt. Krista Wooden, 33rd AMXS Aircraft Maintenance Unit assistant officer in charge, said. “We were able to simulate a deployed priority on our supply system, (and) successfully gauge the logistics of how a deployment will successfully run its course.”
The F-35A pilots practiced joint operations with F-16 Fighting Falcons, F/A-18 Super Hornets, E/A-18 Growlers and E-3 Sentries to create a more lethal and survivable strike package. The experience gained from deploying as a total force will shape how the units work together in future combat operations.
“Working with the F-35A really provides a unique capability for us,” Capt. Austin Kennedy, E/A-18 Growler electronic warfare officer, said. “They allow us the opportunity to train against more advanced threats that a fourth-generation aircraft wouldn’t be able to go after.
“The (low observable) characteristics of the jet make our jamming more effective, and it makes it easier for us to do our job.”
The dynamic threat environment of the 115th Fighter Wing’s Northern Lightning exercise provides a unique training ground for the fifth generation fighter with surface to air threats, a large air space that extends up to 50,000 feet, inter-service training and an expansive range for live and inert weapons drops.
“Thanks to the Air National Guard, and their herculean efforts to make this exercise happen,” said Lt. Col. Brad Bashore, 58th FS commander, said. “Thank you to the Duluth and Madison Guard for being our adversaries during this exercise. It’s not always fun being red air and flying against us when you’re at a disadvantage. We couldn’t have done this without you.” | aerospace | 1 |
http://www.ainonline.com/social-tags/flight-safety-foundation | 2014-04-20T22:02:13 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609539230.18/warc/CC-MAIN-20140416005219-00498-ip-10-147-4-33.ec2.internal.warc.gz | 0.944822 | 758 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__135215648 | en | Jon Beatty, the former president and CEO of International Aero Engines, will take over as the new president and CEO at the Flight Safety Foundation, effective April 21. Along with his recent experience with IAE, he held executive positions at Pratt & Whitney, BF Goodrich and AlliedSignal Aerospace. “He brings an international executive perspective that will be instrumental in moving the foundation into its next chapter as the leading voice of aviation safety around the world,” said FSF board of governors chairman David McMillan.
Flight Safety Foundation
Last week the NBAA’s safety committee published its annual list of top business aviation safety priorities designed to promote safety-focused discussion and advocacy within the business aviation community. The list this year includes the need to establish a positive safety culture, single-pilot safety, crewmember fitness for duty, airport safety, airmanship skills, distraction management, public policy, managing the talent pipeline and technology management.
The Flight Safety Foundation (FSF) is highlighting its Basic Aviation Risk Standard (BARS) audit program to rotorcraft operators here at Heli-Expo 2014. It was developed to establish a common safety audit standard that could be applied to “on-shore resource sector aviation support activities.”
The final version of a guide to teach pilot monitoring skills should be released by late spring next year, a member of the working group told an audience at the Flight Safety Foundation (FSF) international safety summit in Washington, D.C. Pilot monitoring deficiencies have been listed as a contributing factor in a number of accidents over the past decade.
The Flight Safety Foundation (FSF) signed a memorandum of understanding with Mitre on October 31 to collaborate on developing database solutions to emerging aviation safety issues at both the local and regional level around the world.
Boeing and the Flight Safety Foundation have named Lee Wan-Lee of Taiwan’s Civil Aviation Authority the recipient of their lifetime achievement safety award for his work in flight standards, aircraft certification, regulatory upgrading, international safety cooperation and the dissemination of flight safety information. The award was announced at the FSF’s 66th annual International Aviation Safety Summit on October 30 in Washington.
The independent Flight Safety Foundation (FSF) of Alexandria, Va., now has a member on the NBAA Safety Committee and NBAA plans to appoint a member to the FSF’s Business Advisory Committee, which addresses the concerns and challenges of corporate and business aviation. Peter Stein, chairman of the Business Advisory Committee, is the foundation’s representative on the Safety Committee. NBAA official has not yet announced who will be its representative on the FSF committee.
Sharing the skies with remotely piloted aircraft, factors leading to runway excursions, pilot fatigue management and fostering a safety culture will top the agenda at the 66th annual International Air Safety Summit (IASS) organized by the Flight Safety Foundation (FSF) from October 29 to 31 in Washington, D.C.
The Flight Safety Foundation (FSF) is holding its Inaugural Benefit Dinner on August 7 at the National Press Club in Washington, D.C. The fundraising event is “to reflect on the past 66 years of the Foundation’s work and its founder, Jerry Lederer,” according to the FSF.
On average, 96 percent of unstabilized approaches do not result in a go-around, according to preliminary results from a go-around study being conducted by the Flight Safety Foundation’s international and European aviation committees. “Data and anecdotal information are showing there are increased exceedances in aircraft performance and rates of violation of air traffic control instructions,” the FSF noted.
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http://www.coloradospacenews.com/gps-clocks-its-best-day-ever/ | 2021-10-22T02:37:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585450.39/warc/CC-MAIN-20211022021705-20211022051705-00445.warc.gz | 0.929068 | 507 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__198796311 | en | May 5, 2016 – The Aerospace Corporation has been monitoring the accuracy of the Global Positioning System (GPS) constellation in realtime since 2002. Last month, on April 25, the GPS satellites recorded their most accurate day in the history of the constellation with what is called a user range error (URE) of just 38 centimeters.
Aerospace computes the error in measuring distance to every GPS satellite using data from a worldwide, NASA-owned, Jet Propulsion Laboratory-operated network of GPS tracking stations, according to John Langer, associate principal director, Strategic Planning Office. From this data, Aerospace computes the daily URE for the GPS constellation. The URE is related to the accuracy of GPS on Earth’s surface.
Atomic clocks ensure that the data used to compute the range to a given satellite are accurate. Better atomic clocks on GPS satellites mean better accuracy for GPS users, and the Block II clocks are the best-performing clocks ever flown, according to Langer. Originally designed to operate with a URE of six meters, GPS today is performing at about 50 centimeters URE.
The most accurate day last month was illustrated by Dr. Dave Gorney, executive vice president, at a special GPS IIF recognition event on Tuesday, May 3. He began with a six-meter-long paper banner (about 20 feet) which represented the original URE for GPS. There were three sine waves on the strip, indicating the three frequencies provided by the Block IIF satellites.
Gorney then marked off a distance of just 38 centimeters – about 15 inches – and cut it with scissors, illustrating the importance of Aerospace’s involvement with GPS performance.
“With the fine clocks of the Block IIF satellites, and the even better clocks that will fly on the new Block III satellites, we can look forward to more record-breaking days in the future,” Langer said.
GPS is operated on the ground by Air Force Space Command’s 2nd Space Operations Squadron as a component of the 50th Space Wing – known as the “Masters of Space” at Schriever Air Force Base, located nearly 10 miles east of Colorado Springs, Colorado. The GPS constellation is maintained by 2 SOPS (and their Air Force Reserve counterpart, the 19th Space Operations Squadron) as a global utility seven days a week, 24 hours a day for the benefit of everyone worldwide, courtesy of the U. S. Air Force. | aerospace | 1 |
https://www.mylowonders.com/en/baby-walkers-and-ride-ons/485-speedster-plane.html | 2024-03-02T02:31:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00384.warc.gz | 0.802379 | 108 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__147280421 | en | This ride on Plane car is every young aviator’s dream!
With a vintage curve, an aerodynamic design and an all-metal steering wheel, this ride-on will give the ultimate experience for budding pilots to fly around the house!
Comfortably seated, hands on the wheel, feet on the ground, your child will quickly become an ace pilot!
SSL certificate across all pages for maximum customer protection
Delivery within 10 days
Fantastic Return & Cancellation Policy
75 x 45 x 37cm | aerospace | 1 |
http://viraldoza.com/flight-attendant-recalls-what-happened-when-her-plane-made-an-emergency-landing-on-911/ | 2017-07-24T12:48:10 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424876.76/warc/CC-MAIN-20170724122255-20170724142255-00376.warc.gz | 0.987337 | 392 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__87305407 | en | Flight Attendant Recalls What Happened When Her Plane Made An Emergency Landing On 9/11.
On September 11th, 2001, a plane en route to Atlanta, Georgia was rerouted for emergency landing to Newfoundland, Canada. Emotions ran high and the passengers and cabin crew were terrified. But what started out as a scary situation turned into something completely heartwarming and unexpected.
“We were about five hours out of Frankfurt flying over the North Atlantic. All of a sudden, I was told to go to the cockpit to see the captain. As soon as I got there I noticed the crew had one of those “all business” looks on their faces.
The captain handed me a printed message. It was from Atlanta, addressed to our flight, and simply said, ‘All airways over the Continental U.S. are closed. Land ASAP at the nearest airport, advise your destination.’
We knew it was a serious situation and we needed to find terra firma quickly. It was quickly decided that the nearest airport was 400 miles away, behind our right shoulder, in the town of Gander, on the Canadian island of Newfoundland. A quick request was made to the Canadian traffic controller and a turn to Gander was approved immediately.
We found out later why there was no hesitation by the Canadian controller approving our request. We were told to get the airplane ready for an immediate landing. While this was going on, another message arrived from Atlanta telling us about some terrorist activity in the New York area.
A few minutes later, I went back to the cockpit to find out that some airplanes had been hijacked and were being flown into buildings all over the U.S.
We decided to make an announcement and LIE to the passengers for the time being. We told them that an instrument problem had arisen on the airplane and that we needed to land at Gander to have it checked. | aerospace | 1 |
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