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Multimodal Art Projection 262

http://www.153aw.ang.af.mil/resources/biographies/bio.asp?bioID=16671

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

aerospace

https://pcgamesup.info/x-plane-11-crack/

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X Plane 11 PC Game Download Full Version X Plane 11 Free PC is an immersive and highly realistic flight simulation game for the PC platform that offers a complete and authentic flight experience. Developed by Laminar Research, X-Plane 11 builds on the success of its predecessor by offering improved graphics, improved physics, and a range of features suitable for casual gamers and aviation enthusiasts. This game is widely acclaimed for its realism and attention to detail, making it a staple of the flight simulation genre. At the heart of X-Plane 11 is an advanced flight physics engine that accurately models the behavior of different aircraft in different conditions. Whether you’re flying a small propeller plane, a passenger plane, or even an experimental aircraft, you can expect realistic flight dynamics that respond to changes in weather, wind, and other factors. The game features various aircraft, from light general aviation aircraft to complex aircraft. These aircraft are carefully designed inside and out, with highly detailed cockpits and interactive instruments. Players can interact with switches, buttons and controls like real racers, enhancing the authenticity and gaming experience. The visual experience of X Plane 11 is exceptional. The game features highly detailed landscapes with precise topography and realistic weather phenomena. The world feels alive and dynamic, from densely populated cities to vast rural areas. The game’s use of high-resolution textures, realistic lighting, and weather effects such as rain, snow, and thunderstorms contribute to a visually stunning experience. X Plane 11 PC Game Download X-Plane 11’s global landscape covers a significant portion of the world, allowing players to explore various locations, airports, and landmarks. Additionally, the game supports a robust modding community that allows players to create and share their planes, stages, and mods, increasing the game’s content and replayability. For those looking for a more structured experience, X Plane 11 offers a variety of missions and challenges that test your flying skills. These missions range from simple takeoffs and landings to more complex scenarios and offer different challenges for player engagement. The game includes a large selection of aircraft, from small single-engine propeller planes to large aircraft. Whether you’re an experienced aviator or new to the world of aviation, X-Plane 11 offers a rich, highly detailed flight simulation experience that can be tailored to your preferences. Its commitment to realism, a wide variety of aircraft, global landscapes, and an active modding community make it the first choice for those looking for it. While I don’t know of a specific version of 5000 Worlds, X-Plane 11 offers a wide variety of scenario options, including a global terrain grid and the ability for users to add custom scenarios and airports. X-Plane 11 is a highly realistic flight simulator designed to provide a detailed and immersive flight experience for both beginners and experienced virtual pilots. Below are some important features and aspects of the game. One of the strong points of X-Plane 11 is its extensive library of third-party add-ons. These add-ons include additional aircraft, scenario upgrades, and expansions that can significantly expand and improve the simulator’s capabilities. As for the “Worlds” you mentioned, at the time of my last update, I was not aware of any specific feature or expansion pack called” associated with X-Plane 11. It may be a mod or a user. -Plugin created and released after my last update. Players can manipulate weather conditions to simulate different scenarios, from clear skies to violent storms. This feature adds depth to the exercises and increases overall realism. Realistic Flight Physics: - X-Plane is known for its highly accurate flight physics engine. It simulates the aerodynamics of aircraft in a very realistic manner, taking into account factors like airfoil design, weight, balance, and environmental conditions. Wide Variety of Aircraft: - X-Plane 11 includes a diverse selection of aircraft ranging from small general aviation planes to commercial airliners and military jets. Additionally, there’s a strong modding community that creates and shares custom aircraft models. - X-Plane 11 offers a global database of scenery, including detailed terrain, airports, and landmarks. - Weather simulation is a notable feature. It includes real-time weather updates, and the weather conditions can have a significant impact on the flight experience, affecting visibility, turbulence, and aircraft performance. - You can plan and execute flights using the built-in GPS navigation or import flight plans from external sources. There’s also support for real-world navigation data. - X-Plane 11 offers online multiplayer capabilities, allowing you to fly with or against other players. This can be used for cooperative flights, air traffic control simulations, or competitive racing. - Virtual reality (VR) support was introduced in X-Plane 11, allowing users to experience flying in an immersive VR environment. - Operating system: Windows 7+ - Processor: 1.70 GHz Intel Core i5 processor - Memory: 2GB RAM - Graphics card: Intel HD Graphics 3000 - Storage space: 200 MB free space How To Install? - First, click the given below Download Button. - Now click on the Download X Plane 11 button. - The download process will begin and the free installer authoritatively formulated by PCGamesup.info - Complete the download and install the game. - Having a reliable Internet Connection, all processes will be simple and fast. - When you complete the installation you can enjoy the X Plane 11 For free.

aerospace

https://www.affordable-aviation.com/pages/about

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OUR VISION: Is to live up to our name! Over the course of the next several years we will bring high quality FAA/PMA approved products to the market at substantially lower prices than the competition. My name is Ray DePouli, the founder of Affordable Aviation, my son Adam DePouli is President/CEO. We are proudly producing safety related products that are needed and work! I have been flying for 55 years, it started when my father (Army Aviation) bought me an introductory flight when I was 14 years old. I have owned the same PRISTINE 1973 Cessna 172M for 35 years. Adam has been flying since 2005, he is the third-generation pilot in the family and we hope to pass on the joy and privilege of flight to his children. Both Adam and I are accomplished pilots, I am CFII, MEI with thousands of hours, Adam is an instrument rated Commercial pilot. I had the pleasure of helping Adam earn his PPL, Instrument rating and Commercial license. The next notch on Adam’s belt will be CFI so he can teach his children to fly and keep the tradition in the family alive. We wanted to give back to the aviation community and the way we elected to do this is to bring, as our name implies, Affordable Aviation products to the marketplace. Our first PMA approval was for Cessna Headrest Assemblies, used Cessna headrest are nearly impossible to find in the open market. Currently, Affordable Aviation has several FAA/PMA approved products, more projects are in various stages of development. Our target is 5 new FAA/PMA approved product per year. Prices we be reasonable and AFFORDABLE. We have always felt that a problem unsolved is often an opportunity for creative success. The opportunities in aerospace manufacturing are unlimited! My role in the company is to coordinate all technical and administrative information, Adam’s role(s) are centered on engineering and prototype fabrication. The Affordable Aviation business started by accident (almost literally), In September of 2020 I was at KHIO in Oregon for about 30 minutes, got back into the plane…, cleared for takeoff and before I turned crosswind I was stung twice by a couple of wasps! A lesson learned the hard way! This event made me realize how serious a problem bugs in the cockpit can be. A few months later after we completed the research we started producing air inlet plugs for Cessna 100/200 series aircraft, advertised mainly on Facebook, the global response has been amazing, the ongoing customer comments have inspired us to keep going and expand the product line for Beechcraft and Mooney models. The plugs are patent pending. Other aircraft model plugs will be developed over time. Whether your plane is on the ramp or in the hangar Remove Before Flight Air Inlet Plugs are another step in the PAVE checklist that pilots can take to ensure a safe flight.

aerospace

http://m.state.gov/md141673.htm

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U.S. Missile Defense and Regional Security Deputy Assistant Secretary, Bureau of Verification, Compliance, and Implementation Thank you for your kind introduction. It’s great to be back here in Israel. I am very pleased and honored to be here on behalf of Secretary of State Hillary Clinton and Under Secretary of State Ellen Tauscher. This conference serves to highlight the key challenges from the proliferation of ballistic missiles, particularly short-range and medium-range threats, and the importance of missile defense in responding to those challenges. Indeed, these threats affect the entire international community, and Israel faces some of the most severe of them. In my remarks today, I’d like to accomplish three things. First, I’d like to explain the United States’ new approach to missile defense. Second, I’ll share why the new U.S. approach to missile defense outlined in the recently released Ballistic Missile Defense Review (BMDR) is important for Israel, and why we believe that improvements in the U.S. missile defense posture will benefit both regional stability and Israel's security. And third, I’ll explain why the Obama Administration supports missile defense cooperation with Israel. THE NEW APPROACH TO MISSILE DEFENSE Let me begin by saying that missile defense cooperation between the United States and Israel has been going on for a long time and is built on a solid foundation. Israel was one of the first U.S. partners in missile defense when we initiated the joint Arrow program over two decades ago. Missile defense plays an important role in the broader U.S. international security strategy. Missile defense supports diplomacy and defense, two of the three pillars of our international security strategy (the third pillar being development). Missile defense assures our allies and partners that the United States has the will and the means to deter and, if necessary, defeat a ballistic missile attack against our allies and our forward deployed troops and assets. Missile defense also provides U.S. and allied forces with freedom of maneuver by helping to negate the ability of regional actors to inhibit or disrupt U.S. military access and operations in the region. Less obvious, perhaps, is the role of missile defense in supporting our diplomatic objectives. Our potential adversaries use ballistic missiles in peacetime as tools to support their diplomatic objectives, and sometimes to intimidate or coerce their regional neighbors. By offering missile defense as a means of regional protection, we enhance the credibility of U.S. extended deterrence commitments for our allies and friends. This, in turn, enables us to build coalitions for accomplishing shared objectives. For example, our friends and allies are therefore free to respond diplomatically to these threats because they have confidence that an effective missile defense strategy is in place. The presence of missile defense also provides more options for the peaceful resolution of disputes, thereby enhancing regional stability and extended deterrence. Finally, missile defense also provides us the ability and time to pursue diplomatic solutions to crises that we do not want to allow to escalate. With that as background, let me next discuss the new U.S. approach to missile defense and how it was developed. This new U.S. approach was largely driven by two factors: growth in the regional ballistic missile threat, and new technology opportunities offered by increasingly capable missile defense systems. The overwhelming ballistic missile threat to deployed U.S. forces and our friends and allies around the world comes from short- and medium-range ballistic missiles. Current global trends indicate that ballistic missile systems are becoming more flexible, mobile, survivable, reliable, and accurate, while also increasing in range. A number of states are working to increase the protection of their ballistic missiles from pre-launch attack and to increase their effectiveness in penetrating missile defenses. Several states are also developing missiles suitable for delivering nuclear, chemical, and/or biological payloads. States like Iran and North Korea also continue to pursue technologies to support long-range missile development, such as space launch vehicles, but there remains uncertainty about when a missile threat to the U.S. homeland will mature. As a result of these two key factors, the United States has rebalanced the missile defense program to focus greater attention on countering the current threat to U.S. forces, Allies, and partners while maintaining our ability to defend the homeland. This rebalancing of the missile defense program began in the Fiscal Year 2010 budget. In that budget, funding for regional missile defense systems, such as the Aegis Ballistic Missile Defense and the Terminal High Altitude Area Defense systems, was increased by almost $1 billion. This trend toward increased funding for regional missile defense systems has continued in the President’s Fiscal Year 2011 budget. The Administration also made a number of other adjustments to the program, including capping the number of long-range interceptors based in Alaska and California at 30. In the FY11 budget, the United States is maintaining and improving our effective capability against long-range threats to the United States by continuing to invest and ensure that the system is well-tested and operationally effective. This approach was crystallized in the Ballistic Missile Defense Review, or BMDR, which was submitted to Congress in February of this year. The BMDR comprehensively considered U.S. ballistic missile defense policy, strategy, plans, and programs. The BMDR endorses aligning the missile defense posture with the near-term regional threat while sustaining and technically enhancing our ability to defend the U.S. homeland against a limited long-range attack. The BMDR established certain policy priorities based on Presidential guidance. They are: - The United States will continue to defend the homeland against the threat of limited ballistic missile attack. - The United States will defend against regional missile threats to U.S. forces, while protecting our allies and partners and enabling them to defend themselves. - Before new capabilities are deployed, they must undergo testing that enables assessment under realistic operational conditions. - The commitment to new capabilities must be fiscally sustainable over the long term. - U.S. ballistic missile defense capabilities must be flexible enough to adapt as threats change. - The United States will lead expanded international efforts for missile defense. Let me expand on this last priority, international cooperation on missile defense. The United States seeks to prevent the development, acquisition, deployment, and use of ballistic missiles by regional adversaries. By reducing our adversaries’ confidence in the effectiveness of such attacks, deterrence is enhanced. It is clear that regional differences in geography, history, and relationships influence the scope and focus of missile defense cooperation activities. The BMDR acknowledged the unique deterrence and defense requirements for each region. It recommended pursuing region-by-region approaches based on the following three principles: - First, the United States will strengthen regional deterrence architectures by building them on a solid foundation of strong cooperative relationships and appropriate burden sharing with our allies. - Second, the United States will pursue a Phased Adaptive Approach (PAA) within each region that is tailored to the threats unique to that region, including the scale, scope and pace of their development, and the capabilities available and most suited for deployment. By “phased” and “adaptive” we mean implementing the best available technology to meet existing and evolving threats. If the threat evolves differently or in an unforeseen manner, we can review and adapt the architecture as necessary. As more capable interceptor technology is tested, proven, and available, we will phase that technology in to counter the increasing range and complexity of missile threats that we, our allies, and partners face. - Third, as demand for missile defense assets within each region is expected to exceed supply, the United States will develop capabilities that are mobile and can be relocated in times of crisis. This should help deter would-be adversaries in all regions from thinking they can gain some long-term advantage. MULTILATERAL AND BILATERAL COOPERATION The United States is working bilaterally and multilaterally with our allies and friends throughout the world to develop and deploy missile defense. I’d like to give you a brief rundown of our efforts. In Europe, the Administration is committed to implementing the PAA within a NATO context. The PAA provides greater capability for defending our allies and deployed U.S. troops sooner from the growing threat posed by short- and medium-range ballistic missiles. It can also incorporate new technologies quickly to adapt as the threat emerges and our technologies continue to mature. The new approach will be deployed in four phases, from 2011 to about 2020, to respond as ballistic missile threats develop. The European PAA (EPAA) is representative of how we plan to apply in practice the policy priorities that I described earlier. Poland and Romania have agreed to participate in the EPAA, and NATO Allies have welcomed EPAA as playing an important role for the Alliance as part of a broader response to counter ballistic missile threats. Also in Europe, we have collaborated with the United Kingdom and Denmark to upgrade the Fylingdales and Thule early warning radars, and are continuing the co-development of the Medium Extended Air Defense System with our partners, Germany and Italy. In East Asia, the United States is taking a bilateral approach to missile defense cooperation with our friends and allies. We have made considerable strides in BMD cooperation and interoperability with Japan. Japan has acquired a layered integrated missile defense system that includes Aegis BMD ships, PAC-3 fire units, early warning radars, and a command and control system. One of our most significant cooperative efforts is the co-development of a next-generation SM-3 interceptor, called the Block IIA. We also worked cooperatively to deploy a forward-based X-band radar in Japan. In the Middle East, in addition to our missile defense cooperation with Israel (which you will hear more about shortly), we are working with our partners in the Gulf Cooperation Council (GCC). Furthermore, as we have made clear numerous times, we also seek to cooperate with Russia. As Secretary Clinton said in January, the United States and Russia face similar threats from the proliferation of ballistic missiles, and so the United States would welcome the opportunity to cooperate with Russia on missile defense. I would also note the U.S. missile defense capabilities are not directed at Russia and represent no threat to Russia’s strategic deterrent. BILATERAL COOPERATION WITH ISRAEL Of immediate interest to this audience is U.S. missile defense cooperation with Israel, which is central to our efforts to defend against ballistic missile threats emanating from the Middle East. Let me start off by discussing the threat, starting with Iran. - Iran has developed and acquired ballistic missiles capable of striking deployed forces, allies, and partners in the Middle East and Southern Europe. It is fielding increased numbers of mobile regional ballistic missiles and claims to have incorporated anti-missile-defense tactics and capabilities into its ballistic missile forces. Iran has also flight-tested a solid-propellant medium range ballistic missile (MRBM) with a claimed range of 2,000 km. It is likely working to improve the accuracy of its short-range ballistic missiles (SRBMs). - Syria possesses hundreds of mobile SCUD-class and short-range ballistic missiles. These weapons are capable of reaching much of Israel and other states in the region. We are very concerned by reports that Syria has transferred SCUD missiles to Lebanese Hizballah. All states have an obligation under UN Security Council Resolution 1701 to prevent the importation of any weapons into Lebanon except as authorized by the Lebanese Government. - Hizballah and Hamas (particularly the former) are capable of conducting irregular warfare campaigns that include, in the case of Hizballah, launching thousands of short-range rockets into Israeli population centers. Hizballah is attempting to expand its reach and effects by acquiring rockets with greater range and accuracy. We are working with Israel on a number of missile defense activities to address these threats, from plans and operations to specific programs: - BMD Operations and Plans: In addition to conducting the Biannual Juniper Cobra missile defense exercise with Israel in November 2009, the U.S. and Israel continue to meet regularly and coordinate extensively on a wide range of missile defense issues. - Arrow Weapons System: The Arrow System provides Israel with an indigenous capability to defend against short- and medium-range ballistic missiles. The United States and Israel are co-producing the Arrow-2 missile defense system and engaged in additional BMD research and development activities. We are also working closely together on an improved version of the Arrow missile – the Arrow-3 – that will allow the system to engage threat missiles at greater ranges. - X-band Radar: In September 2008, the United States and Israel worked together closely to deploy an X-band radar to Israel intended to enhance Israel’s defense. - David’s Sling: The United States and Israel are co-developing the “David’s Sling” Weapon System (DSWS) to defend against short-range rocket and missile threats falling below the optimal capability for Israel’s Arrow interceptor. All of these activities provide numerous benefits to Israeli security. They are built on a strong foundation of partnership that enables Israel and the United States to meet emerging security challenges, to focus on real threats, and to rely on proven system and technical solutions to those threats. Regional deterrence will be improved as missile-armed adversaries will find it difficult to threaten and coerce their neighbors in the Middle East and beyond. However, the growing proliferation of missile threats, especially those with ranges of less than 1,000 kilometers, mean that regional demand for U.S. BMD assets is likely to exceed supply for some years to come. This places a premium on developing flexible, adaptable, and relocatable defense capabilities and in encouraging the development of missile defense capabilities by our regional partners. This is why our collaborative missile defense efforts are so important. Together we can work to protect what we value and what our adversaries will seek to put at risk, both now and in the future. The combination of U.S-Israeli cooperation on BMD research and development, deployment of proven technologies and weapon systems such as the Arrow, and plans and operational experience through joint exercises and training, will go far in enhancing Israeli security and our mutual interests. Let me conclude with a few thoughts. First, missile defenses offer numerous advantages, including the opportunity to enhance the credibility of U.S. extended deterrence commitments for our allies and friends. Missile defenses also provide more options for the peaceful resolution of disputes. Second, the new U.S. approach to missile defense outlined in the Ballistic Missile Defense Review is beneficial for Israel as well as our other regional allies, and builds on the strong foundation of U.S.-Israeli missile defense cooperation. Finally, the United States remains committed to working closely with our friends, allies, and partners around the world, including Israel, to defend against the mutual threats we face, and we believe that our new approach allows us to more effectively accomplish this goal. Thank you for the opportunity to speak to you today. I look forward to your questions.

aerospace

https://australiasaudicouncil.com.au/experience-an-immersive-first-person-view-flying/

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Drone technology is still developing, pushing the limits of what is conceivable for aerial photography and filmmaking. The features, advantages, and overall experience of using FPV Goggles for an immersive first-person view (FPV) flying journey will be covered in this blog post. What are FPV goggles? For an immersive and real-time view of what your drone sees as it flies, DJI FPV Goggles provide a high-quality and high-definition view that transports you into the pilot’s seat. The goggles feature low-latency video transmission, allowing you to see and control your drone with remarkable precision and responsiveness. Immersive FPV experience An unmatched immersive experience is possible by using FPV Goggles. You can see the drone’s surroundings clearly and vividly on the high-resolution displays, giving you the impression that you are flying through the air. You can even modify the visual characteristics and broaden the field of view to suit your preference and to enhance the FPV experience. The low-latency video transmission is one of FPV Goggles’ most notable features. This means that the video feed from the drone to the goggles has minimal delay, allowing for real-time control and a seamless flying experience. The low latency ensures that the movements of the drone are accurately and instantly reflected in what you see through the goggles, enhancing control and responsiveness. Advanced flight modes FPV Goggles offer a range of flight modes that cater to both beginners and experienced FPV pilots. The goggles support different flight modes, including Manual Mode for full control, Attitude Mode for simplified flying, and GPS Mode for enhanced stability and safety. These modes provide flexibility and allow pilots of all skill levels to enjoy FPV flying with ease. Intelligent features and safety In addition to the immersive experience, FPV Goggles incorporate intelligent features to enhance safety and ease of use. Obstacle sensing sensors on the drone can provide alerts and warnings if obstacles are detected, helping you avoid collisions. The goggles also display key flight information, such as battery level, signal strength, and flight mode, allowing you to monitor important data during flight. Compatibility and integration FPV Goggles are designed to seamlessly integrate with other products and technologies. They work in tandem with FPV drones, allowing for a comprehensive and optimized FPV flying experience. The goggles can also be paired with motion controllers, providing an alternative and intuitive way to control the drone’s flight path. When using FPV Goggles, it’s important to be aware of and comply with local drone regulations and flight restrictions. Understanding the legal requirements and flying responsibly ensures a safe and enjoyable experience for yourself and others. FPV Goggles revolutionize the FPV flying experience, providing pilots with an immersive and exhilarating perspective. With their high-resolution screens, low-latency transmission, and advanced flight modes, these goggles offer seamless and precise control over the drone. Whether you’re a beginner exploring the world of FPV flying or an experienced pilot seeking new thrills, FPV Goggles open up a whole new realm of possibilities in aerial exploration and creative expression.

aerospace

https://falconhobby.com/capabilities

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We focus on revolutionary design, proven manufacturing processes and rigorous testing to deliver precision Unmanned Aerial Vehicle(UAV) propeller, helicopter rotors, multirotor and other components. Our technology and experience enable us to meet the long endurance and high reliability requirements of the rapidly evolving UAV market. We focus on innovative design, proven manufacturing processes and rigorous testing in a rapidly evolving marketplace. Our Research and Development incorporates: ● Phases from concept definition through to series production ● The use of computer aided design & imitation/molding capabilities ● From concept to prototype verify by multiple materials and multiple facilities ● Professional test equipment analysis by our highly qualified engineering team Iteration is achieved through product renew, facility update, and method renew. FALCON's in-house Machining capability includes: ● Mold-level machine tools to ensure consistency from design accuracy to prototype ● 3D printing enabling us to quickly verify the feasibility of a design concept ● Vacuum Press:preset program,precise temperature and pressure control to ensure the integrity of molding ● Composite materials Autoclave:Autoclave molding technology can produce composite parts in different shapes, providing the necessary pressure and heat for the compaction and curing. Composite materials curing oven which produces a precise temperature control at each stage for better molding All these equipments to facilitate the processing and manufacture of propellers and composite parts. ● Dynamic balancing machine improve the balance precision of propeller. Ensure the balance of the propeller to prolong the life of the engine and motor bearing ● Testing the torque, rotated speed, thrust, power consumption can help customer choose the right propeller for their applicaiton ● Providing natural frequency analysis and mode of vibration of propeller and blades, to reduce the resonance frequency when designing the helicopter ● Dynamic balance testing instrument:For further balancing after propeller installation, for precise balance matching of rotating parts to propellers or rotors ● Motor dynamometer ● Engine dynamometer ● Propeller testing facility ● With the expansion of the application field of UAV, the requirements for aircraft tend to be diversified. In order to meet this demand, according to the working conditions used by customer's, our vast range of experience provides the ability to extract extensive motor dynamometer data/engine dynamometer data and propeller test data, giving us the ability to select the best matching solutions, for each customers' specific requirement ● FALCON is comprised of highly qualified Aerospace Professionals and Senior Aerospace Engineers who have extensive research and development expertise. This breadth of knowledge and experience enables us to work in partnership with our customers to provide innovative solutions to real life projects ● State of the Art production tools are utilized to ensure consistency during the manufacturing process, we are able to produce large volumes within short timescales ● Our Quality Assurance processes further ensure that all propellers meet our top quality standards in line with customers specifications ● FALCON's purpose built 25,000 square meters factory and workshop supported by a dedicated Team of over 180 workers, can deliver high volumes of top quality propeller and other composite parts. We provide propellers and service to over 50 countries worldwide

aerospace

https://mpowerlithium.com/collections/surveillance?page=2

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Are you searching for the most reliable and efficient power source for your surveillance drone? Look no further than mPower Lithium. We understand that when it comes to a surveillance drone battery, performance is of utmost importance. That's why we offer the best surveillance drone batteries in India, designed to meet the demands of both professionals and enthusiasts alike. Explore our range of high-quality surveillance drone batteries online to enhance your drone's capabilities and capture every moment with confidence. Unparalleled Performance: When it comes to surveillance, every second counts. mPower Lithium batteries are engineered to deliver consistent and reliable power, ensuring your drone is always ready to take flight. Our cutting-edge lithium technology provides longer flight times and increased endurance, allowing you to cover more ground and capture crucial footage. Surveillance Drone Battery Price: We understand that affordability matters. mPower Lithium offers competitive surveillance drone battery prices without compromising on quality. Our cost-effective solutions make it easier for you to equip your drone with the best power source available. Convenience of Online Shopping: Finding the right battery for surveillance drones has never been easier. With mPower Lithium, you can browse and purchase surveillance drone batteries online, saving you time and effort. We offer a user-friendly online platform where you can explore our products, compare prices, and make a purchase of pocket friendly surveillance drone battery cost with just a few clicks. mPower Lithium takes pride in being a trusted name in the Indian market for surveillance drone batteries. Our commitment to quality and innovation has earned us a reputation as the go-to choice for drone enthusiasts and professionals. Here are some key features that set our batteries apart: mPower Lithium specializes in lithium battery technology, and our team of experts is dedicated to staying at the forefront of the industry. We continuously research and develop new surveillance drone lithium battery solutions to meet the evolving needs of surveillance drone users. When you choose mPower Lithium, you invest in the expertise and innovation that can significantly impact your drone's performance. Discover the best surveillance drone batteries for your needs with mPower Lithium. Whether you're a professional operator or an enthusiast, our batteries are designed to elevate your drone's capabilities. Don't settle for subpar power sources when you can equip your drone with the best. Experience the difference with mPower Lithium – your trusted partner for surveillance drone batteries. Contact us today to learn more about our products, competitive pricing, and how we can empower your surveillance missions. “Make the smart choice for your drone – choose mPower Lithium, the ultimate battery solution for best surveillance drone batteries in India.”

aerospace

https://web.ipac.caltech.edu/staff/chas/DiscoveryAndBeyond.htm

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Discovery and Beyond Wall Street Journal Op-Ed (8/1/2005) By Charles Beichman The fact that the Space Shuttle Discovery's External Tank continues to shed large pieces of insulating foam shows that the conditions that led to the Columbia tragedy have not been completely eliminated. Fortunately, there is no indication of any threat to Discovery itself, but the problem serves to highlight the risks inherent to human spaceflight. As NASA engineers work to understand the implications of this recurring problem, NASA and the nation must debate how to balance the nation's space program in the longer-term context of its two main goals: science and exploration. Many scientists are worried that they will be forced to pay the price of delayed or cancelled missions for a renewed commitment to human exploration and the ever more pressing need for a new, human-rated space vehicle to replace the Shuttle. However, we must recognize that the dichotomy between science and exploration is a false one: the best science is exploration and true exploration builds on the best science. In 1767, the British government sent Captain Cook and scientist Joseph Banks to Tahiti for reasons of astronomical research, exploration, and empire. In 1972, the United States achieved a similar milestone for equally mixed reasons when we landed a practicing geologist, Harrison Schmitt, on the moon to explore its surface. A successful space program will support both science and exploration. In the past decade, robotic spacecraft and telescopes have been our primary vehicles of exploration. American and European scientists and engineers, working together or in friendly competition, have forged modern technology into extensions of our human senses to let us investigate the planets and moons in our own and other planetary systems. With our cameras on landers and rovers we see rocks and river basins on Mars and Saturn's moon Titan; with the Spitzer telescope we sense the heat of another Jupiter orbiting its parent star; with the microphone on the Huygens lander we hear the sounds of the alien world Titan; with our remote handling tools, spectrometers, and chromatographs we bring the modern analogues of touch, taste and smell to chemical analyses of planetary soils and even of planets orbiting other stars. Even if the applications of this research are not immediate, the questions are profound and long-standing, touching on the birth, life, and death of the Universe, as well as on the creation, evolution and ultimate fate of life. Is life an imperative of the laws of physics and chemistry? Is the Universe habitable by chance or design? Does the Universe teem with life or are we alone? These are debates of science, of philosophy, and of belief stretching back more than 2,400 years as suggested by a quote from the Greek philosopher Epicurus (ca 300 BC): "There are infinite worlds both like and unlike this world of ours. . . . We must believe that in all worlds there are living creatures and plants and other things we see in this world." We can now reframe this debate with new facts using 21st Century technology. The importance of these questions and the excitement of discovery creates and nourishes curious minds. Watching the Mercury, Gemini, and Apollo launches inspired the career choices of many of today's scientists and engineers. The 12 billion hits on the Mars Rover Web sites suggest that today's space science results are doing the same for the next generation. While robotic space science has produced glorious results (and a few inglorious debacles) over the past decade, human spaceflight has languished without clear goals. If you think of the Space Shuttle as tugboat in the harbor of low-earth orbit, then the International Space Station is a man-made island built in the middle of the harbor for want of a better destination for the tugboat. While both the Shuttle and the Space Station are wonderful engineering accomplishments, no one can really explain why were they built other than to keep the human spaceflight program alive while waiting for something better to happen. Unfortunately, instead, while we were waiting, something worse happened: 14 astronauts died in two horrible shuttle accidents. While the skill and courage of our astronauts is beyond measure, the tasks we have given them are not worthy of the risks they bear with each launch and each It is valid to question whether humans should go into in space at all. Instead of indulging our romantic notions of Star Wars, why not just send R2-D2 and C3PO? Then, if a mission fails, a few review boards will investigate the technical reasons for the failure, but no lives would be lost and no bereft families would need a president's consolation. But the urge to explore has defined humanity for tens of thousands of years as we migrated from continent to continent, outward from Africa to Europe, Polynesia and the Americas. In "Guns, Germs and Steel," Jared Diamond describes an atavistic urge to go over the next mountain range or beyond the ocean's horizon, to move from where we are to where we might be. The modern expression of these urges leads to our search for water and life on Mars, to the search for habitable planets orbiting We will first expand our horizons robotically because it is cheapest and safest, but when it becomes possible, we will eventually expand humanity's physical presence to the only other planet capable of supporting life as we know it, Mars. This exploration will not be cheap. It certainly will not be risk-free and it will not happen soon. But once we have used our robotic scouts to identify interesting places to visit, e.g. geothermal hot spots where liquid water might be found or recently discovered sites of methane gas, we will ultimately send human scouts to continue a migration that started 100,000 years ago. How can NASA balance science and exploration? For exploration, we should acknowledge that humans have little more to learn in low earth orbit. NASA should satisfy our international commitments by bringing the International Space Station to a minimum level of completion as soon as possible and then move onto more important business. Let Virgin Galactic offer private harbor tours to rich tourists. We must leave the harbor and venture again into the "blue water" of deep space. Following President Bush's post-Columbia vision for space exploration and under Dr. Griffin's leadership, NASA has started down this path, but long term congressional support will be critical to this expensive undertaking and the continuing problems with a fragile, ageing Space Shuttle fleet give great urgency to the identification of a new approach. For space science, the science community, working with NASA and through the National Academy, has laid out programs that will search for habitable environments on Mars and Jupiter's moon Europa, look for potentially life-bearing planets orbiting nearby stars, identify the first galaxies forming after the Big Bang, and study the birthplaces of the first black holes. In today's difficult budget environment not all new science projects will be affordable and not all existing projects can be funded indefinitely into the future. Not if we are to gain the most important new capabilities. Continual prioritization of scientific goals, careful selection and management of projects of appropriate size to ensure a continuous flow of new ideas, and competition between talented teams of scientists and engineers will ensure the continuation of the legacy of the Hubble Space Telescope and the Mars Rovers. If, in the difficult debates over what to do next and what to give up, we are guided by a critical self-examination to ensure that we are addressing the most pressing scientific questions and daring the most audacious goals in human exploration, then we will convince our fellow citizens that our efforts are worthy of their continued support. Congratulations to Discovery and godspeed you home. Mr. Beichman is an astronomer and the executive director of the Michelson Science Center at the California Institute of Technology.

aerospace

https://www.toorco.com/spacex-to-launch-crew-6-mission-with-nasa-and-international-astronauts-on-board/

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SpaceX is set to launch its Crew Dragon spacecraft on February 27, 2023, carrying four NASA astronauts and two international crew members to the International Space Station (ISS). This mission, known as Crew-6, will be the sixth operational flight of the Crew Dragon spacecraft and the 25th crewed mission to the ISS. The Crew-6 astronauts will spend approximately six months on board the ISS, conducting research and performing maintenance tasks. They will also participate in a series of spacewalks to install new solar arrays and upgrade the station’s power systems. This mission marks the first time that a Crew Dragon spacecraft will dock at the ISS’s newly installed international docking adapter on the Harmony module. The four NASA astronauts on board the spacecraft are Raja Chari, Tom Marshburn, Kayla Barron, and Matthias Maurer. The two international crew members are Samantha Cristoforetti from the European Space Agency and Soichi Noguchi from the Japan Aerospace Exploration Agency. The Crew Dragon spacecraft will launch atop a Falcon 9 rocket from Launch Complex 39A at NASA’s Kennedy Space Center in Florida. This launch marks the third crewed mission to be launched from the United States since the end of the Space Shuttle program in 2011. SpaceX has been working closely with NASA since 2014 as part of the Commercial Crew Program to develop a new generation of spacecraft capable of transporting astronauts to and from the ISS. The successful completion of the Crew-6 mission will further demonstrate the reliability and capabilities of SpaceX’s Crew Dragon spacecraft and Falcon 9 rocket, paving the way for future crewed missions to the ISS and beyond.

aerospace

https://www.bodmanlaw.com/news/aviation-and-banking-attorney-brian-e-kersey-joins-bodman-plc-4-february-2020/

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Aviation and Banking Attorney Brian E. Kersey Joins Bodman PLC Bodman PLC is pleased to announce that experienced aviation and banking attorney Brian E. Kersey has joined the firm as a member in the Grand Rapids office. Kersey has an extensive background in commercial finance and aviation law matters, including many complex transactions involving personal and corporate aircraft. His aviation law practice encompasses a wide variety of areas, including purchases and sales, regulatory compliance, risk management, tax planning, Part 91 and Part 135 operations, and management and leasing arrangements for both aircraft and hangar space. He has extensive experience in international aviation purchases and sales. His aviation clients range from individuals buying or selling single engine aircraft to family offices and corporate flight departments buying or selling large cabin jet aircraft, with the aircraft being based throughout the United States. His commercial finance practice includes extensive experience representing both lenders and borrowers in syndicated loan facilities, secured and unsecured term loans and revolving credit facilities, real estate and construction lending. “We are excited to have an attorney of Brian Kersey’s stature in the Grand Rapids business community join the firm,” said Bodman Chair Carrie Leahy. “His commercial finance experience adds depth to our banking practice and his significant aviation law experience adds a new dimension to the services we offer.” Before joining Bodman, Kersey practiced law with two highly respected Michigan-based business law firms and in the Grand Rapids office of an AmLaw 100 national law firm. He began his professional career as a commercial loan officer for a major regional bank. Kersey is a former chair and the current treasurer of the State Bar of Michigan Aviation Law Section Council. He is a member of the National Business Aviation Association and The Economic Club of Grand Rapids. He serves as President of the Bills Lake Association and is a long-time volunteer fundraiser for Helen DeVos Children’s Hospital in Grand Rapids.

aerospace

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first incorporated his small start-up company in Seattle as the Pacific Aero Products Co., Boeing celebrated its centenary in 2016 as the world’s largest aerospace company and America’s biggest exporter of manufactured products. With revenues of $93 billion last year and 140,000+ employees in over 65 countries working on commercial jetliners, space and defense systems, and financial services, Boeing now has more than 10,000 commercial jetliners in active service around the world and its freighters carry almost 90 per cent of the world’s air cargo. Determined to make its second century as successful as its first, Boeing has recently un-dertaken a number of corporate initiatives to capitalize on its long tradition of innovation and customer focus by creating new internal organizations, including the Boeing Global Services division, which consolidates its aftermarket expertise and solutions across engineering, digital analytics, supply chain, and training; its Hori-zonX group, which is seeking out new business ventures aimed at unlocking the next generation of game-changing ideas, products, and markets; Boeing AnalytX, bringing together 800 analytics experts from across the company to help turn data into actionable insights and data-driven customer services; and most recently, Boeing Additive Manufacturing, which combines the expertise and capabilities of a number of the company’s 3D-printing design and production activities across the organization. Kim Smith, Vice President and General Manager of Boeing Commercial Airplanes Fabrication operations, is now leading the implementation strategy for Boeing’s additive manufacturing activities across the company. In our latest Dialogue with a manufacturing industry thought leader, Smith talks with Executive Editor Paul Tate about the transformational potential of additive manufacturing, understanding the difference between data and meaningful information, and the importance of collaboration, leadership empathy, and enterprise agility along the journey to Manufacturing 4.0. Q: What’s the scope of your current role at Boeing? A: I’ve been fortunate to have some diverse experiences during my time with Boeing, and I’m in an extraordinary assignment now as Vice President and General Manager of the Commercial Airplane Fabrication team, which is the largest supplier to Boeing Commercial Airplanes. Fabrication is a worldwide organization with operations at 12 major sites in four countries and approximately 15,000 employees. We have a diverse set of capabilities where we engineer and manufacture everything from electrical and interior systems, to engine inlet assemblies, advanced composite structures, and tooling. I was also recently appointed to lead Boeing’s effort to integrate, leverage, and accelerate our 3D printing capability across the company. Q: What excites you most about your roles? A: A lot of things excite me about working here. I’m extremely passionate about serving our customers and Fabrication gives me a great opportunity to connect with them, understand the missions they are carrying out, and find ways to better help their businesses. I’m also excited by spending time with the many talented employees in Boeing and tapping into that talent. It’s hard to find me happier than when I’m just out and about, walking throughout any of our operations,

aerospace

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This course, given as a graduate-level course (#088900) in the Faculty of Aerospace Engineering, will expose the participants to the emerging technology of distributed space systems, a concept of distributing the functionality of a single spacecraft between several closely-flying satellites. The students will learn modeling techniques of relative spacecraft motion using various dynamical models, different control strategies that enable a myriad of cooperative tasks, and basic relative navigation methodologies. The students will also get acquainted with the fundamental system engineering tradeoffs associated with the design of multiple-spacecraft missions, and be exposed to a number of applications such as sparse-aperture imaging, geolocation and remote sensing. 2. Course Learning Objectives The course is aimed at extending the knowledge and understanding of space systems by presenting the challenges associated with multi-spacecraft systems. Compared to traditional courses, this course will expose the students to the possibility of designing more efficient space systems by distributing the functionality among several cooperating spacecraft. The students will be thus familiar with the forefront of space systems technology, devoted to the development, research and design of multiple spacecraft missions. In particular, the course learning objectives are as follows: 1) To understand the description of non-Keplerian motion in rotating coordinates; 2) To be able to formulate astrodynamic problems using analytical methods; 3) To present the forefront of current research in spacecraft formation flying; 4) To learn how to model relative motion using orbital elements; 5) To be able to design and simulate cooperative control systems; 6) To gain a systematic view of the distributed space systems engineering; 7) To understand the design and operation of precision electric propulsion devices; 8) To be familiar with future applications that require multiple spacecraft. 3. Short Syllabus Keplerian orbital mechanics. Orbital perturbations. The general relative motion problem. Impulsive stationkeeping. Linear formation flying dynamics and control. High-order relative motion equations. Formulation of relative motion using orbital elements. Canonical modeling of relative motion. Perturbation-invariant formations. Nonlinear formation control. Centralized and de-centralized formationkeeping. Low-thrust propulsion for formation flying. Relative navigation in space. Applications: Sparse-aperture imaging, geolocation, remote sensing. |1-3||Keplerian orbital mechanics: Motion in a central field, conic sections, classical orbital elements, the time equation, coordinate system| |4-6||Orbital perturbations: Gauss’s variational equations, Lagrange’s planetary equations, influence of oblateness, drag, solar pressure, third body effects.| |7-9||The general relative motion problem: Nonlinear relative motion equations, the energy matching condition, impulsive formationkeeping, formulation using polar coordinates.| |10-12||Linear relative motion dynamics: Hill-Clohessy-Wiltshire (HCW) equations, linear formation flying control strategies, LQR formationkeeping.| |13-15||High-order relative motion equations: Lagrangian mechanics, Euler-Lagrange equations, Legendre polynomials.| |16-18||Relative motion modeling using classical osculating orbital elements: Motion relative to circular and elliptic reference orbits.| |19-21||Hamiltonian dynamics: Legendre transformation, canonical transformations, Hamilton’s equations.| |22-24||Canonical modeling of relative motion: epicyclic orbital elements.| |25-27||Perturbation-invariant relative motion: J2-invariant motion, frozen formations.| |28-30||Nonlinear formation flying control: Lyapunov-based methods, feedback linearization, intelligent control, precision formation flying, deep-space formation flying, fuel optimization.| |31-33||Systems engineering aspects: Centralized and de-centralized spacecraft formation flying control, survivability, adaptability, flexibility, safe-mode operation.| |34-36||Propulsion for stationkeeping and formationkeeping: FEEPs, PPTs, Hall thrusters, propulsion tradeoffs.| |37-40||Relative navigation; Applications: Future and existing projects, large-baseline interferometry, sparse-aperture imaging, geolocation, remote sensing.| Alfriend, K.T., Vadali, S.R., Gurfil, P., How, J.P., Breger, L., Spacecraft Formation Flying: Dynamics, Control and Navigation, Elsevier, Oxford, UK, 2010. Battin, R. H., An Introduction to the Mathematics and Methods of Astrodynamics, AIAA Education Series, 5th Ed., 1999. Bate, R. R., Mueller, D. D., and White, J. E., Fundamentals of Astrodynamics, Dover, 1971. Goldstein, H., Poole, C., and Safko, J., Classical Mechanics, Addison-Wesley , 3rd Ed., 2002. Clohessy, W. H., and Wiltshire, R. S., “Terminal Guidance System for Satellite Rendezvous”, Journal of the Astronautical Sciences, Vol. 27, No. 9, Sep. 1960, pp. 653-678. Inalhan, G., Tillerson, M., and How, J. P., “Relative Dynamics and Control of Spacecraft Formations in Eccentric Orbits”, Journal of Guidance, Control and Dynamics, Vol. 25, No. 1, January 2002, pp. 48-60. Alfriend, K. T., and Schaub, H., “Dynamics and Control of Spacecraft Formations: Challenges and Some Solutions”, The Journal of the Astronautical Sciences, Vol. 48, No. 2, April 2000, pp. 249-267. Schaub, H., Vadali, S. R., and Alfriend, K. T., “Spacecraft Formation Flying Control Using Mean Orbital Elements”, The Journal of the Astronautical Sciences, Vol. 48, No.1, 2000, pp.69-87. Schaub, H., and Alfriend, K., “Hybrid Cartesian and Orbit Elements Feedback Law for Formation Flying Spacecraft”, Journal of Guidance, Control, and Dynamics, Vol. 25, No. 2, March-April 2002, pp. 387-393.

aerospace

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Fly Like Never Before: Unusual Air Sports for the Adventurous When it comes to adventure sports, people often think about activities like bungee jumping, skydiving, or paragliding. However, there are some truly unique air sports that take the concept of adventure to a whole new level. If you have a thirst for adrenaline and want to experience the thrill of soaring through the skies in unconventional ways, here are some unusual air sports that you should definitely try: 1. Jet Wing Flying Imagine having wings strapped to your back and propelling through the air like a superhero. Jet wing flying, also known as jetpack flying, offers you just that. This futuristic air sport involves strapping a backpack-like device equipped with jet engines to your back. With a skilled pilot controlling the thrust, you can experience the sensation of personal flight. It requires balance, control, and courage but promises an exhilarating experience like no other. If you've ever dreamed of flying like a bird, paramotoring can make those dreams come true. Paramotoring involves a paramotor, which is essentially a motorized paraglider. This compact aircraft consists of a small engine and propeller strapped to your back, while a paragliding wing canopy above provides the lift. By running a few steps, the engine propels you into the air, and you can enjoy the sensation of free-flight. It combines the thrills of motorized aviation with the serenity of paragliding, giving you an unmatched flying experience. 3. Wing Suit Flying Wing suit flying takes the art of skydiving to an entirely new level. A wing suit is a specialized jumpsuit with fabric under the arms and legs, creating a wing-like surface. This unique design allows flyers to glide through the air, imitating the flight of a bird or a flying squirrel. By utilizing this special suit, skydivers can achieve horizontal movement and steer themselves through the air. Wing suit flying requires extensive training and experience, but the sense of freedom and the breathtaking views it offers are well worth the effort. 4. Aerobatic Gliding For those seeking a mix of adrenaline and precision flying, aerobatic gliding is the perfect choice. Aerobatic gliders are specially designed aircraft that excel in performing acrobatic maneuvers. Unlike traditional gliders, aerobatic gliders can execute daring stunts such as loops, rolls, and spins. Piloting these agile machines demands skill, coordination, and a strong stomach. Aerobatic gliding allows you to experience the thrill of gravity-defying maneuvers while also enjoying the peace and quiet of soaring through the sky. 5. Base Jumping If you're an extreme adrenaline junkie, base jumping might be the ultimate air sport for you. BASE stands for Building, Antenna, Span, and Earth, which represents the four types of fixed objects participants can jump from. Unlike traditional skydiving, base jumping involves leaping from a fixed object and deploying a parachute at a low altitude. It offers an intense rush due to the close proximity to the ground and the relatively short freefall time. Base jumping requires enormous bravery, as even the smallest mistake can have dire consequences. However, it also provides an unmatched sense of exhilaration and accomplishment. While traditional air sports provide plenty of excitement, trying something off the beaten path can elevate your adventurous spirit to new heights. Whether it's donning a jet wing, gliding through the air in a wing suit, or performing acrobatic stunts in a glider, these unusual air sports promise an adrenaline rush like never before. Embark on these unconventional experiences and discover the joy of soaring through the sky in ways you never thought possible.

aerospace

https://thepress.purdue.edu/blog/2022/04/12/the-sky-above-a-qa-with-astronaut-john-casper/

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In this interview, we talk with author, Purdue alumnus, and astronaut Colonel John H. Casper, (USAF, Ret.) about his forthcoming autobiography, The Sky Above: An Astronaut’s Memoir of Adventure, Persistence, and Faith. Q: Could you give a brief description of your book? The Sky Above tells how persistence and determination led me to fly in space, after serving the nation as a combat fighter pilot and test pilot. Despite life-threatening experiences and failures, my spiritual faith was pivotal in overcoming life’s challenges. Throughout flying stories told in “pilot lingo,” I invite the reader to ride alongside me in the cockpit, feeling the fear of enemy antiaircraft fire and the squeeze of high g-forces during combat maneuvering in jet fighters. I describe exhilarating Space Shuttle launches, the magical experience of weightlessness, and the magnificent beauty of Earth from hundreds of miles above. Q: What is the goal of your book? What motivated you to write it? The goal of my book is to tell readers my life story, which is a true adventure of overcoming adversity through dedication, perseverance, passion, and enduring faith to make a lifelong dream and vision a reality. I hope those trying to reach their dreams, whatever they are, will find inspiration; those unsure or challenged in their faith, encouragement. Q: Military Service is a tradition in your family. You describe a “service before self” family mentality toward your dad’s service as a pilot. Was this mentality impacted by your family’s faith? Conversely, do you think this mentality affected the way you view(ed) and practice(ed) your faith? Yes, I believe there is a link between my faith and military service, because both ask a person to “serve” something greater than oneself. Christian faith asks you to love God with all your mind, body, and spirit, and to love your neighbor—those around you—as you love yourself. Those in military or government service are serving our country by defending and upholding our foundational values and traditions. Both faith and the military emphasize the idea of serving others, rather than self-centeredness. While growing up, I watched my grandparents and parents help others as an extension of their faith, and I witnessed their service to our country in both peace and wartime. They didn’t brag about it; they were merely helping those in need or helping our country defeat those who would destroy our way of life. I’m grateful for the strong example they set for me. Q: Do you have any advice for aspiring astronauts? My advice to anyone with a dream or vision is to work hard and not be discouraged if you don’t succeed the first time. For most of us, following our passion or dream takes determined, persistent effort over a period of time to reach the goal. Those who want to be astronauts will need to study hard and perform well in science, technology, engineering and mathematics. NASA also selects a small number of medical doctors in each incoming group. It’s best that you study subjects and work in career areas that interest you or that you have a passion for. Then, if you don’t become an astronaut, you’ll be working in a career field you enjoy. Q: Do you have any thoughts on what the future of NASA and American space missions might look like? What would you most like to see explored? What challenges do you think NASA and aspiring astronauts will face along the way? Future missions to the International Space Station, or ISS, will continue as humankind learns how to live and work in space. ISS is a microgravity laboratory with a multi-nation crew (15 nations cooperate) orbiting Earth at 250 miles altitude. The space vehicle weighs nearly one million pounds, has been continuously crewed since 2000, and has conducted over 3000 experiments and technology demonstrations. Because ISS is also valuable as a primary testbed for future deep-space exploration to the Moon and Mars, NASA plans to operate it at least until 2031. Artemis is NASA’s Moon landing program to learn how to live on other worlds. This time, the goal is to stay by establishing a true outpost on the lunar surface. The first Artemis mission will fly no earlier than June 2022, using the new Space Launch System (SLS) rocket and Orion spacecraft. The mission will be un-crewed to test the rocket and crew vehicle on a 3-week voyage beyond the Moon and back to Earth. Artemis 2 is planned about a year later with a crew of four NASA astronauts on a similar 21-day mission to check out the human support systems in deep space. A lunar-orbiting habitat called Gateway is being built to sustain our ability to explore the lunar surface. The next step is Mars: NASA’s goal is to land humans on Mars before the end of this century. The commercial company SpaceX also plans to fly humans to Mars. A human mission to Mars is hard because Mars is much, much farther away than the Moon—Mars is 35 to 250 million miles distant from Earth, depending on the two planets’ orbital positions. At their closest point, a trip to Mars takes about nine months with current rocket technology. A round trip could theoretically be completed in 21 months, with three months on the surface to wait for favorable alignment of Earth and Mars orbits before returning. Future astronauts will face challenges similar to the ones they face today on the International Space Station—reduced or zero gravity, confinement in a relatively small space, isolation and separation from family and friends on Earth, and risk of damage to their spacecraft from micrometeorites. Radiation is the number one threat for deep space missions: ISS is in a low Earth orbit and shielded from most solar radiation by the higher Van Allen belts. However, crews on Moon or Mars missions will be outside that protection and exposed to greater solar radiation and occasional solar flares. Deep space crewed vehicles will require additional radiation shielding to keep the crew healthy. Q: Is there anything that shocked or surprised you while working on this project? I was surprised by the amount of time and effort it took me to research, write, and edit even my own memoir, where I knew the storyline! I had written many technical papers before, but crafting a story that interests and inspires readers is another level of creativity and complexity. Someone advised me that producing the first draft was about 50% of the writing process and I found that to be true—editing, condensing, choosing which stories to tell and which to delete, all took enormous amounts of additional time. Choosing a publisher and negotiating a contract required a completely different expertise and I had to learn that skill. Q: Any comments for the future readers of your book? If you like to read adventure stories, especially true ones, where the character overcomes odds to reach a goal, you will enjoy this book. If you would like to know more about flying airplanes and flying in space, this book is for you. If you’re looking for a story about spiritual faith helping someone overcome obstacles in life, my story might interest and inspire you. Thank you to Col. Casper for answering our questions! You can get 30% off The Sky Above and other Purdue University Press books by ordering from our website and using the discount code PURDUE30.

aerospace

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Miramar, CA…Five Marines with Marine Heavy Helicopter Squadron 361, Marine Aircraft Group 16, 3rd Marine Aircraft Wing have been confirmed deceased following a CH-53E helicopter crash on Feb. 6, 2024. Maj. Gen. Michael J. Borgschulte, commanding general of 3rd MAW issued the following statement, “It is with a heavy heart and profound sadness that I share the loss of five outstanding Marines from 3d Marine Aircraft Wing and the “Flying Tigers” while conducting a training flight last night. These pilots and crewmembers were serving a calling greater than self and were proud to do so. We will forever be grateful for their call to duty and selfless service. To the families of our fallen Marines, we send our deepest condolences and commit to ensuring your support and care during this incredibly difficult time.” As a matter of policy, identities of deceased service members are not released until 24-hours after all next-of-kin notifications have been completed. Efforts to recover the remains of the Marines and equipment have begun and an investigation is underway. Though we understand the inherent risks of military service, any loss of life is always difficult. The 3rd Marine Aircraft Wing stands unwavering in its commitment to supporting the families, friends, and fellow service members of the fallen Marines. For questions regarding this release, please contact the 3rd MAW Communication Strategy and Operations Office at email@example.com.

aerospace

https://www.wottsup.com/man-dies-following-helicopter-crash-in-northern-tasmania/

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Man dies following helicopter crash in northern Tasmania Following next of kin notifications to family, police can now confirm a 41 year old Northern Tasmanian man has died following a helicopter crash near Pipers Brook this afternoon. Police and emergency services were called to the scene near Pipers Brook Road, Pipers Brook, about 3.20pm today. The man – the pilot and only occupant of the helicopter – was seriously injured but sadly died at the scene. Initial investigations suggest that the pilot was in the area undertaking duties relating to bushfires in the Lebrina area when it crashed in a paddock. Our thoughts are with the man’s family and loved ones at this difficult time. The Australian Transport Safety Bureau will be advised and will undertake an investigation. A report will be prepared for the Coroner. Anyone with information who may have seen the aircraft near Pipers Brook just before the crash should call Launceston Police on 131444 or report to Crime Stoppers on 1800333000 or crimestopperstas.com.au. Information can be provided anonymously. The post Man dies following helicopter crash in northern Tasmania appeared first on Tasmania Police.

aerospace

https://blogs.umsl.edu/news/2023/01/12/boeing-engineering-services-program/

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Students in the University of Missouri–St. Louis/Washington University Joint Undergraduate Engineering Program will soon have an opportunity to receive technical training at Boeing while working toward their degrees. UMSL and Boeing have signed an agreement to create an Engineering Services Program to recruit students in the joint engineering program to work on Boeing projects. The program is being funded for three years, and as many as 20 UMSL students could be hired to take part in it this semester. Interviews start Friday, and the program is expected to begin in February. “This is a tremendous opportunity for students to be exposed to the Boeing work environment and participate in real-world projects,” said Haiyan Cai, a professor of mathematics and statistics and associate dean of the joint engineering program. “Boeing will provide technical training, and the students will have a chance to interact with the engineers in a real-world setting. Boeing is a leading engineering company with endless opportunities for these students.” Students will be paid while working, and Cai said that financial support will also be a big help to UMSL students in the joint engineering program, many of whom are first-generation college students and who are in many cases Pell Grant-eligible. This is not the first time Boeing has worked with UMSL to support joint engineering students. The company has contributed significant resources to fund scholarships for students in engineering and other disciplines at UMSL, and the university honored the company with the E. Desmond and Mary Ann Lee Medal for Philanthropy at the 2022 Founders Celebration. “It’s clear Boeing is committed to helping the St. Louis community,” Cai said. “They try to do as much as they can to support the economy in the region. They’ve been a really good partner with UMSL, and we appreciate their support and partnership.” Boeing has long been one of the leading employers of joint engineering program graduates. Evelyn Bailey Moore, now the chief engineer for the company’s F/A-18 & EA-18G programs and the 2015 recipient of UMSL’s Outstanding Young Alumni Award, is a graduate of the joint engineering program, having earned her bachelor’s degree in electrical engineering in 2003. She went on to receive a master’s in engineering management from Washington University in St. Louis and also holds an executive master’s in international business from Saint Louis University. Moore was invited to deliver the commencement address last May for the ceremony celebrating graduates of the joint engineering program, the College of Nursing and School of Social Work. That’s when she met Cai and the two began talking about developing the Engineering Services Program. “This Engineering Services Program represents how a quality education from UMSL and a great career at Boeing are both beneficial for uplifting the St. Louis region and our community,” Moore said. “Our goal is to leverage the talent at UMSL and provide students with real-world engineering tasks that will ultimately help the students and Boeing. It’s a win-win, and I’m excited to get the program started.” Administrators surveyed students over the summer to gauge their interest in potential opportunities to work at Boeing and received a positive response. The program is structured so that upper-level engineering classes, held on the campus of Washington University, don’t begin until after 4 p.m., freeing up students to work and gain valuable real-world experience during the day without interrupting classroom learning. This provides an advantage over traditional programs in the region that only offer classes during the day. Cai said he is working with UMSL’s Office of Human Resources to hire a program manager to oversee the Engineering Services Program, and they will work quickly to hire students to work in the program. Students who are interested in working in the program should contact Mary McManus at email@example.com. Interested students also can learn more about Boeing internships by visiting jobs.boeing.com/internships.

aerospace

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Enter the MEGA Constellation Part IV in an exploration of the promise and perils of Starlink and planetary-scale internet service providers IIridium and similar generations of satellites constellations that were deployed in the late 1990s and early 2000s consist of 25 to 75 satellites operating at an orbital height of 780 km to 1400 km, which allowed these network to provide low-bandwidth data and voice connections with relatively high latency (60ms to 120ms) using just a small number of satellites (see part II of this series for details). At the time, deploying and managing a network of 75 satellites in constant communications seemed like an engineering marvel. Fast forward twenty years to today, and the scale of the deployed and planned satellite constellations has increased by several orders of magnitude to thousands and even tens of thousands of satellites! These so-called Mega-constellations are designed to provide low-latency, high-bandwidth data service to consumers (potentially tens of millions of customers). To accomplish these goals, the orbital height of the satellites is lowered to 550km or even 340km. This lower orbit results in a much lower travel time for the signals between satellites and the earth, substantially reducing the connection's latency. But reducing the orbital height comes with a cost: the area that each satellite can cover is also reduced substantially. More satellites are needed in each orbit to compensate for the reduced service area, and the number of orbits must also be increased. More satellites are also needed as the number of users increases, as each satellite has a limited amount of throughput. Mega First Mover: Starlink Not all future mega-constellations will be designed the same way, nor will they try to compete to deliver data services to consumers (several others will target defense or industrial users). However, the implications for our planet will be similar. Therefore it is worth examining Earth's most successful mega-constellation, SpaceX's Starlink, in detail. After an initial test of three Starlink satellites in 2018, SpaceX developed a satellite production facility and started planning for the first phase of their networks. The figure below shows the orbits for the first phase. Starlink's configuration provides coverage for most of the earth's population without having many satellites flying over the uninhabited areas of the poles (there are a few in an elliptical orbit to provide coverage for the poles). Starlink satellites orbiting at 550 km high travel at 27,000 km per hour or more, circling the globe every 90-110 minutes. The lower the orbit, the faster the satellite moves to maintain its height. The Table below shows Starlink's plan for their network and the status of the Starlink Constellation. Rather than launch LEOs individually, Starlink satellites are typically launched in large batches (except when just a few are hitching a ride on a ride-share mission). Currently, SpaceX's Falcon 9 rocket can launch 60 Starlink satellites simultaneously. Once operational, SpaceX's Starship system might launch as many as 400 at a time. Before takeoff, the satellites are loaded into a carrier that holds them securely during the strains of launch and releases them once in space. The satellites are "flat packed" with solar panels and antennae unextended to minimize the space they take up. Once the rocket and its payload are in an "injection" orbit (very close to the desired final orbit but not quite there yet), the individual satellites are released from the carrier attached to the front of the delivering stage of the rocket (usually the second stage). To save fuel, thereby extending the useful life of the satellites, the devices slowly space themselves out and lift themselves (via onboard rockets) into the final operational orbit. Typically, a Starlink satellite will come into service three months after it is launched. Living in LEO There is no hard line between where earth's atmosphere ends and space begins. Even past the Kármán Line, there is a thin atmosphere, especially for objects traveling tens of thousands of miles per hour. The small amount of atmosphere these objects encounter makes them slow down, thereby losing altitude until they eventually fall back to earth. The lower the orbit, the worst the problem of atmospheric drag becomes. The International Space Station has been in Low Earth Orbit for over two decades and has a lot of surface area, so its orbit is constantly decaying. To solve this problem, the ISS is periodically lifted back into higher orbit using either the ISS's two main rocket engines or the engines of docked spacecraft. Yearly, the ISS burns about 7.5 tonnes of fuel to maintain its orbit, costing $210 million to sustain its orbit (the fuel cost is minimal, but getting it to the ISS is very expensive). While fuel can be delivered to the ISS, it is impractical to refuel an LEO satellite, so once it uses up the fuel it is launched with, a satellite in LEO will experience orbital decay until it burns up on reentry (hopefully within 5-10 years after its useful life). So no matter how robust the electronics and other components are, the useful life of a LEO satellite is limited. As such, spare and replacement satellites must be delivered into orbit to maintain a satellite constellation. The need for constant replacement is one significant difference between satellite internet infrastructure and fiber optic cable installed on earth. Fiber optic cables deployed in the 1990s along the highways of my home state are still in use today and just as fast (the electronics that connect to the fiber is the "slow" part of any fiber connection, and this part of the system has been upgraded many times since 1990). Satellite to Satellite Communications The first generation of Starlink satellites act as a relay between users and ground stations and can communicate via radio between satellites (similar to the Iridium constellation described in part II). Newer generations of the Starlink satellite use light from small lasers to communicate with one another, increasing the connection's bandwidth and speed. New satellites are being added to the Starlink network monthly, if not weekly. Several excellent websites track the development of Starlink and similar systems (OneWeb, for example) and provide the current status and location of each satellite in the network up to the second. The image below shows a screenshot of the status of the Starlink network from one of these websites, satellitemap.space. Here are some of the sites for tracking Starlink and the development of other mega-constellations. Back on Earth Starlink customers use a terminal with an antenna for communicating with the network overhead. The form factor can vary, but the smaller terminals use an antenna on a motorized mount and beamforming technology to focus on the satellites as they zoom overhead. Other designs are large, flat antennas for mounting on an aircraft, recreational vehicle (RV), or ship. Starlink systems have been authorized for use in various applications besides residential and commercial use. They are especially popular with people who spend a lot of time traveling or living in an RV. Commercial aircraft are also an emerging customer for Planetary ISPs. Commercial airlines that offer onboard internet access often do so via a connection to ground stations, which offer spotty and slow connections (the plane essentially acts as a high-flying hotspot) or through existing satellite systems. Starlink and similar services can substantially increase the bandwidth and reduce the latency for in-flight Wifi. Starlink has signed a contract to deliver onboard WI-FI for JSX airlines (a short-haul carrier in the southwest) and has conducted several tests with Delta airlines. Quality of Service Connection quality is directly related to the number of satellites over an area, the number of ground terminals those satellites have to service, and the usage of the service by end users. As such, bandwidth and latency experienced by Starlink customers vary with location and time. As more customers come online, the bandwidth can decrease, and latency can increase since the limited number of satellites overhead have to service more terminals. Likewise, when more satellites come online, the network capacity increases. Adjustments to the constellation can also change the quality of the connections. Currently, the orbital height of Starlink satellites is 550 km, but the next generation of Starlink satellites will operate at a shallow orbit (340 km), dramatically reducing users' latency. As of the end of 2022, Starlink has over 1,000,000 customers in 40 countries, with more customers and countries coming online quickly. SpaceX can't launch satellites fast enough to meet the demand for service, and as of this writing, they are floating the idea of data caps in some locations to limit high-volume users during peak demand times; data caps are already used for RV customers since they might roam into a geographic area that is already saturated with users. Applications Beyond Internet Besides providing internet access, there are several other services that Planetary ISPs can provide. SpaceX has received approval from the FCC to deploy “direct-to-cellular” technology in its satellite fleet and has signed a deal with T-Mobile to deliver cellular services (at least data services) using existing smartphone handsets. This service might not include voice services at first, but would be allow for texting and low-bandwidth data services. Specialized handsets would allow for more applications. In addition to allowing the passengers to keep up with their slack messages and emails, Planetary ISPs will allow better tracking of airplanes in uninhabited or sparsely inhabited parts of the world. When Malaysia Airlines Flight 370 disappeared in 2014, it was well outside any radar tracking and was initially presumed to have crashed somewhere in the South China Sea. Eventually, data from an Inmarsat satellite in GEO orbit indicated that it was last in the southern Indian Ocean, a vast area that is not monitored. Even though there are no Internet consumers in the southern Indian Ocean, that area is now well covered by mega constellations like Starlink. These mega constellations could be used as a transponder network to locate aircraft and boats of all sizes. In an interesting development, researchers from University of Texas at Austin have been able to use the radio emissions from Starlink satellites to determine one's location on planet earth. Lead researcher Todd Humphreys had originally approached SpaceX in attempt to co-develop an alternative GPS system based on Starlink, but was rebuffed, perhaps understandable as such a project was a distraction for Starlink. However Mr. Humphreys continued his work sans Starlink and has developed a basic GPS system based on Starlink. Hundreds of Millions of dollars are spent by high-frequency traders to improve the speed of long-distance networks between exchanges. The Wall Street Journal reports that several trading firms are looking at Starlink as an alternative to land-based microwave and fiber networks. One startup is looking to launch a satellite constellation just for high-speed trading. J Cooke, founder of London-based startup Azuries Space Mission Studios Ltd., has designed a satellite constellation that he projects will typically be about 20% faster than subsea fiber. Unlike Starlink, which plans to launch tens of thousands of satellites, Azuries’ proposed Angel network would have just 111 satellites. Mr. Cooke’s stripped-down constellation would be optimized to deliver data from New York to London, from Chicago to Tokyo and on several other routes important to traders. The total price tag, he estimates, would be $155 million. Mr. Cooke, who is still raising money and has yet to launch any satellites, says his network could be up and running within three years of the startup closing its seed round. Can we put the Internet in Space? Content Delivery Networks or CDNs are ways for platforms and providers of streaming, photo sharing, and other high-bandwidth services to buffer or store content at locations closer to the user. For example, a popular Netflix movie will be automatically stored on a CDN, whereas a rarely watched film will be stored only in the platform's primary data center. Currently, all the servers and services that a Starlink customer is accessing (including content on a CDN) are located back on earth, requiring an eventual connection to the land-based Internet and incurring the delay needed for the signal to travel back to earth. Placing CDNs in space would bypass the need to return to earth for the content. It might seem far-fetched, but "unmanned" data center technology already exists. In 2018 Microsoft placed a data center in a waterproof container and sunk it off Scotland's Orkney Islands as an experiment to see if cooling costs for a data center could be reduced by placing it in the ocean and if data centers could be operated entirely remotely, after two years of operation, the project has been deemed a success. Microsoft wants to expand this idea into production data centers for its Azure cloud service. Such a system could be deployed in space and would not need to be particularly complex—lots and lots of fast storage is required, not high-performance computing. Placing CDNs in space would save bandwidth and enhance the user experience. And in countries with many Starlink or other mega constellation users, using a data center directly tied to the network would be a logical choice. [Note: You might also have seen that there are several efforts to return humans to the moon. One company is already trying to figure out how to put data centers on the moon: Florida Startup Moves Closer to Building Data Centers on the Moon.] Next Post: Mega Motivations: Current Projects. And ICYMI here is the previous post in this series. Continue the Conversation Please join the conversation in the Substack chat (linked below), by commenting or simply replying to this email. I would love to hear your thoughts.

aerospace

https://outrampark.my.id/2023/12/12/homecoming-retiring-air-canada-pilot-shares-cockpit-with-daughter-on-final-flight/

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Captain Jean Castonguay’s retirement began nine minutes early — and it cost him a tie. Air Canada Flight 879 from Toulouse, France landed at Montreal’s Trudeau International Airport Monday at 2:46 p.m., ahead of a scheduled 2:55 p.m. arrival. That brought the curtain down on the four-decade flying career of the airline’s Montreal-based Airbus A330 chief pilot. Castonguay, who will turn 65 in March, had a familiar face beside him in the cockpit for his final transatlantic journey: his daughter Marie-Pierre, 28, a first officer with the airline. While this wasn’t the first time the pair had flown together, the special occasion will live long in their memories. “It was very emotional. We felt so privileged to be experiencing this moment together,” the younger Castonguay, an Air Canada pilot since 2019 who took her first flying lessons at age 15, said Monday afternoon in Dorval after the pair had cleared customs. “He’s been such a great mentor for me. I’m lucky to be flying the same plane, the A330, which we both love. It’s as if his career is continuing through me.” Added the beaming father: “I’m very proud to be passing the baton to her. She doesn’t need my advice. She’s very good.” As he reached the arrivals terminal, Castonguay was greeted by family members and more than 20 current and former work colleagues, who gave him a thunderous ovation. He took time to shake hands and trade smiles with everyone, accepting wishes for a happy retirement. He also had to stand stoically as his daughter cut his black tie in half with a pair of scissors, eliciting much laughter from the gathering. Flying, the elder Castonguay said after the howling had died down, “is a passion that I will have all my life. Once a pilot, always a pilot.” International Civil Aviation Organization standards require captains of large transport aircraft to be under age 65. Castonguay began his career in general aviation, cutting his teeth on smaller planes such as the twin-engine Piper Navajo and the Convair 580 turboprop. He joined Air Canada in 1986, initially flying such jets as the Boeing 727, the Bombardier CRJ and the McDonnell Douglas DC-9. After being laid off in the early 1990s, Castonguay spent about two years operating Boeing 727s and 757s for the now-defunct Quebec-based carriers Nationair and Royal Airlines, according to his LinkedIn page. He then rejoined Air Canada, where he worked as a flight instructor, base manager and fleet manager before being named chief pilot for the A330 wide-body jetliner in August 2017. A chief pilot handles technical issues regarding an aircraft and oversees all pilots qualified on that type of plane. He or she is also responsible for standard operating procedures and fleet manuals, while looking after the airline’s relationship with the aircraft manufacturer. Castonguay’s career has taken him around the globe, with stops as distant from Montreal as Hong Kong, Seoul and Singapore. Even today, he says the A330 — 18 units of which are part of the Air Canada fleet, with two more coming soon — remains his favourite aircraft. He’ll now be able to display a scale model of the plane at home, courtesy of Airbus officials, who gave him one Monday before takeoff. Toulouse is where the European plane manufacturer’s headquarters are located. “I don’t know how the Airbus people found out about my retirement, but they came to congratulate me” Monday morning, Castonguay said. “I’ve been flying the A330 for about 15 years. I’ve had the opportunity to change for the (Boeing 787) Dreamliner and the 777, but I didn’t want to. I love how the plane behaves. We had a bit of turbulence today, but everything went smoothly.” Castonguay says technological changes over the years haven’t dimmed his love of flying. “I had as much fun flying an old DC-9 back then as I do now with an Airbus and its onboard computers,” he said. “Technology today, with GPS and all the navigation systems that we have, is so precise that it’s fascinating to see the predictions the plane gives you. You always end up bang on. With a plane like the old DC-9, It was a lot more haphazard.” Canadian airlines rank last for on-time arrivals in North America Air Canada pilots look to start bargaining early after WestJet pay hike Now that retirement time has arrived, Castonguay says he plans to spend the next few months relaxing at home before embarking on the first excursion of his post-Air Canada life. A road trip in Italy with his partner, possibly next spring, is in the works. “All of Europe is fantastic, places like Nice or Toulouse in the summertime are so pretty, but I’m looking forward to driving around Italy,” he said. “Often as a pilot you don’t have time to enjoy the places that you fly to. You get to the hotel and don’t really have time to go sightseeing.” And if the opportunity presents itself, Castonguay says he would, well, jump at the chance to sit in the cockpit jump seat on a flight operated by his daughter. “That’s what we’re hoping,” Marie-Pierre Castonguay said. “We talked about it on the flight today.”

aerospace

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The largest astronomical telescope designed to operate beyond the interfering effects of the earth's atmosphere is scheduled to be transported into orbit by the U.S. space shuttle in 1985 The earth's atmosphere is an imperfect window on the universe. Electromagnetic waves in the optical part of the spectrum (that is, waves longer than X rays and shorter than radio waves) penetrate to the surface of the earth only in a few narrow spectral bands. The widest of the transmitted bands corresponds roughly to the colors of visible light; waves in the flanking ultraviolet and infrared regions of the optical spectrum are almost totally absorbed by the atmosphere. In addition, atmospheric turbulence blurs the images of celestial objects, even when they are viewed through the most powerful ground-based telescopes. Accordingly the advantages of making astronomical observations from outside the atmosphere have long been recognized. In the past few decades considerable experience has been gained in the remote operation of telescopes that have been carried above most or all of the atmosphere by suborbital rockets, high-altitude balloons and artificial earth satellites. Significant findings have come from these efforts, altering theories of the structure and evolution of the universe. The next stage in this program of exploration is the Space Telescope, which is scheduled to be put into orbit around the earth by the U.S. space shuttle in 1985. The Space Telescope will be a conventional reflecting telescope with unconventional capabilities. It will be the largest astronomical telescope ever orbited. It will also be the first long-term international scientific facility in space. The Space Telescope, which is now under construction, is designed as a multi-purpose astronomical observatory. It will have a 2.4-meter (94-inch) primary mirror capable of concentrating electromagnetic radiation in the entire optical part of the spectrum. It will be equipped initially with an assortment of scientific instruments for recording extraordinarily high-resolution astronomical images, for detecting extremely faint objects, for collecting various kinds of spectrographic data and for making very precise measurements of the position of radiant sources in the sky. The observations will be made from an altitude of some 500 kilometers (300 miles), well above the obscuring layers of the atmosphere. The plans for the Space Telescope have been developed by a large number of scientists and engineers, working for almost a decade under the supervision of the National Aeronautics and Space Administration (NASA). The prime contractors charged with the actual construction are the Perkin-Elmer Corporation (responsible for the telescope itself) and the Lockheed Missiles and Space Company, Inc. (responsible for the supporting spacecraft system and for the integration of the components into a working whole). The total cost of the project is currently estimated at S750 million. The projected lifetime of the Space Telescope is 15 years, although in principle there is no reason it could not be operated for many decades. An essential element in ensuring such a long lifetime (and in keeping costs within reasonable limits) is the availability of the space shuttle, which not only will deploy the telescope but also will service it on a regular basis. Astronauts from the shuttle will visit the Space Telescope whenever the instruments on board the observatory need maintenance, repair or replacement. At longer intervals (perhaps every five years) the entire Space Telescope will be returned to the earth by the shuttle for refurbishment of the mirror and other major components. The telescope will then be returned to orbit. With suitable instrumentation the Space Telescope should be able to respond to electromagnetic waves ranging in length from about 115 nanometers (billionths of a meter) in the far-ultraviolet region of the spectrum to about a million nanometers (or one millimeter) in the far-infrared. Thus the spectral band accessible to the telescope could extend over a range of wavelengths that differ by a factor of 10,000. In contrast, ground-based telescopes have a clear view of colors that range in wavelength from about 300 to 1,000 nanometers, a span of less than a factor of 10. Because the Space Telescope will be immune to the blurring effects of atmospheric turbulence it will be able to obtain much sharper images of celestial objects than ground-based telescopes can, even at the same wavelengths that are observable from the ground. The maximum spatial resolution attainable with the Space Telescope will be on the order of a tenth of an arc-second, most astronomical images made with ground-based instruments have a resolution not much better than an arc-second. The tenfold improvement in resolution will make possible more detailed observations of extended objects. It is also expected to enable astronomers to see stars some seven times farther from the solar system than is now possible. The observing program for the Space Telescope will be administered for NASA by the Association of Universities for Research in Astronomy (AURA), a consortium of 17 universities organized originally to operate several facilities for the National Science Foundation, including the national astronomical observatories at Kitt Peak in Arizona and at Cerro Tololo in Chile. The center for the initial processing and analysis of data from the telescope will be the Space Telescope Science Institute, a new facility that is being established by AURA on the campus of Johns Hopkins University. The first director of the institute is Riccardo Giacconi, who led the scientific teams for the highly successful Uhuru and Einstein X-ray satellites. The operation of the Space Telescope will be the joint responsibility of the institute and of NASA's Goddard Space Flight Center in Greenbelt, Md. The Goddard center will have direct control of the satellite and will serve as the collection point for the data transmitted back to the earth. The European Space Agency (ESA) is covering approximately 15 percent of the cost of the Space Telescope and will have an independent data-analysis center at the headquarters of the European Southern Observatory in Munich. The ESA is supplying the solar panels for powering the observatory, a high-resolution faint-object camera for the instrument section and a number of scientists and technicians for the staff of the Space Telescope Science Institute. In return European astronomers will be entitled to 15 percent of the observing time. Astronomers from other parts of the world will also work with the telescope, making it a truly international observatory. The first astronomical observations from space were made in the late 1940's with captured German V-2 rockets. Some of these early liquid-fuel rockets were brought to the U.S. after World War II and were used to send various scientific instruments far above the atmosphere for several minutes of observation. Smaller solid-fuel rockets were later developed specifically for scientific research; they typically lifted a payload of about 100 pounds to a maximum altitude of 100 miles, giving an observation time of a few minutes above the obscuring layers of the atmosphere. The subsequent development of lightweight, solid-state electronic devices has made it possible to build increasingly complex and capable scientific instruments for such missions without prohibitive increases in the power needed to lift them. The first application of the high-altitude technology was to the study of the sun. In 1946 a rocket-launched spectrometer developed by workers at the U.S. Naval Observatory obtained the first ultraviolet solar spectrogram, revealing absorption features not previously detected in the radiation from any celestial object. It was not until 1957 that ultraviolet radiation from a star was recorded. The spectrographic resolution of this early measurement was quite coarse, with a measuring bandwidth of several tens of nanometers. The early rockets could not be aimed accurately; they rotated freely in space and so could not give the long exposure needed for a precise measurement of the faint radiation from a distant star. In the 1960's techniques were developed for pointing rocket-borne instruments at a star, utilizing small gyroscopes to provide an inertial reference system. As a result stellar spectrograms were recorded with a measuring bandwidth of about a tenth of a nanometer. This achievement marked the beginning of active research on many aspects of stellar atmospheres and interstellar matter. Meanwhile another group of astronomers employed balloons to lift optical telescopes to altitudes of about 20 miles, above the densest part of the atmosphere. In the late 1950's a 12-inch telescope of this type, named Stratoscope I, obtained extraordinarily sharp pictures of the sun. In the following decade its successor, the 36-inch Stratoscope II, made several photographs of planets and star systems with a resolution close to a tenth of an arc-second. An artificial earth satellite, which can operate in orbit for years, offers a much better platform for mounting an optical telescope than either a suborbital rocket or a balloon. As aerospace technology has progressed satellites have become the primary vehicles for extraterrestrial astronomy. With satellites as with the earlier rockets and balloons the first observations made were of the sun. The process of finding an object in the sky and pointing a telescope at it is much easier with the sun than with a more distant star. Beginning in the 1960's NASA built and operated a series of Orbiting Solar Observatories, equipped with various instruments for studying the solar atmosphere. The first NASA satellites designed for stellar observations were named the Orbiting Astronomical Observatories. Two satellites of this type were operated successfully, one from 1968 to 1973 and the other from 1972 to 1981. Both of them were used mainly for analyzing ultraviolet radiation from stars. The first one had a fairly low spectrographic resolution: its measuring bandwidth was 1.2 nanometers. The second, named Copernicus, was far superior in this respect: its measuring bandwidth was .005 nanometer. The development of precise guidance systems for such satellites was a major technological achievement. The Copernicus telescope, which had a mirror 32 inches in diameter, could stay pointed toward a star for several minutes with a maximum deviation of about .02 arc-second. The two Orbiting Astronomical Observatories yielded a wealth of data. For example, observations made with the Copernicus satellite showed that much of the hydrogen in interstellar clouds is in the form of molecules rather than individual atoms. COLOR-CODED TOPOGRAPHIC MAPS of the surface of the primary mirror were made on the screen of a computer-graphics terminal as an aid in determining the corrective action needed for each of the 24 cycles in the final, eight-month polishing process. The maps were based on precise interferometric measurements of the shape of the surface. The two maps shown were made at the start and the finish of the computer-controlled polishing process. The white areas represent the average surface of the mirror; the dark blue and dark red areas correspond respectively to highs and lows. At the start deviations from the prescribed shape were as great as 100 millionths of an inch; at the finish the maximum deviation was less than a millionth of an inch over most of the surface. The finished primary is the finest large astronomical mirror ever made. According to Perkin-Elmer, ``so nearly perfect is the surface that if the mirror were scaled up to the width of the continental United States, no hill or valley would depart from the mean surface by more than about 2 1/2 inches.'' Moreover, many oxygen atoms in the regions between the clouds were found to be highly ionized, indicating that the gas between the clouds is very hot: on the order of a million degrees Kelvin. The satellite data also showed that the cosmic ratio of atoms of deuterium, or heavy hydrogen, to atoms of ordinary hydrogen is about one to 100,000. According to certain cosmological theories, this measurement supports the view that the universe will continue to expand forever. The most recent optical telescope in space is the International Ultraviolet Explorer, a satellite developed jointly by NASA, the ESA and the British Science Research Council; it has been measuring the ultraviolet spectrum of comparatively faint objects since 1978. Although the performance of this instrument is limited by the size of its mirror (which is 18 inches in diameter), it has been particularly effective in obtaining ultraviolet spectrograms of galactic nuclei and in analyzing the interstellar gas in remote parts of our galaxy. The concept of a much larger space telescope has evolved slowly over the past two decades. The first official notice of such a project appeared in 1962 in the report of a group of scientists organized for NASA by the National Academy of Sciences to study the future of space science. The group recommended the development of a large space telescope as a logical long-range goal of the U.S. space-science program. The recommendation was repeated by a similar study group in 1965. Soon afterward the National Academy established a committee chaired by one of us (Spitzer) to define the scientific objectives of a proposed space telescope with an aperture of approximately three meters. The report of this group was issued in 1969. In spite of the many advantages cited for such a large space telescope, most astronomers were simply too busy at the time to take an active part in promoting its development. Ground-based astronomy had entered an exciting ``olden era'' with the discovery of phenomena such as quasars, the cosmic microwave background radiation and pulsating neutron stars, and few people were prepared to devote the many years of effort needed to develop a facility as complex and costly as a large space telescope. In 1972 another committee of the National Academy of Sciences, chaired by Jesse L. Greenstein of the California Institute of Technology, reviewed the needs and priorities of astronomy in the 1970's and again drew attention to the capabilities of a large space telescope. Although the nature and cost of such a device were then only partially defined, it was viewed as a realistic and desirable long-range goal. Meanwhile NASA had assembled a small group of astronomers under the direction of Nancy G. Roman to provide scientific guidance for the space-telescope feasibility studies then being done at Goddard and at the George C. Marshall Space Flight Center in Huntsville, Ala. Representatives of academic institutions, NASA research centers and industrial contractors assisted in the initial effort. In 1973 NASA selected a group of scientists from several academic institutions to help establish the basic design of the telescope and its instruments. The group worked with NASA scientists and engineers to determine what objectives for the telescope were feasible and which of them should be given priority. The main scientific guidance was provided by a 12-member working group (on which both of us served) chaired by C. R. O'Dell of the University of Chicago. In order to head the scientific effort for the still unfunded Space Telescope project O'Dell left his positions as professor and chairman of the astronomy department at Chicago and as director of the Yerkes Observatory. In 1977 NASA selected a new group of 60 scientists from 38 institutions to participate in the design and development of the proposed observatory. The scientific direction of this effort is again guided by a science working group headed by O'Dell; the current membership of the working group includes key NASA employees, the principal investigators responsible for the initial scientific instruments, several interdisciplinary scientists (including Bahcall) and specialists in data handling, spacecraft operations and telescope optics. ATMOSPHERIC ABSORPTION of electromagnetic radiation limits ground-based optical astronomy primarily to the narrow spectral band corresponding to visible light. Radiation in the flanking ultraviolet and infrared regions is almost totally blocked. The upper edge of the gray areas indicates the boundary where the intensity of the radiation at each wavelength is reduced to half its original value. A nanometer is a billionth of a meter, or 10 angstrom units. The Space Telescope program almost didn't happen. Between 1974 and 1978 the project was repeatedly in danger of being canceled or postponed indefinitely as a result of congressional and executive budgetary reviews. After an intensive lobbying effort, joined not only by hundreds of astronomers but also by many interested scientists in other fields, construction was finally authorized in 1977. The program survived its first appropriations test in Congress in 1978, and since then it has consistently met with a sympathetic and informed response on Capitol Hill. |SPACE SHUTTLE will carry the Space Telescope to an altitude of approximately 500 kilometers (300 miles) and then release it into orbit with the aid of a mechanical arm The solar-power panels, communications antennas and aperture door, which will be stowed while the satellite is being carried in the shuttle's cargo bay, will be deployed by the satellite after its release. The telescope will be visited by the shuttle for maintenance, repair and replacement of parts. Every five years or so the entire satellite will be returned to the earth for refurbishment.| By the time the Space Telescope was formally approved detailed NASA studies had led to a comprehensive design, which is being followed for the most part in the actual construction of the observatory. The telescope itself consists of two hyperboloidal reflecting surfaces: the 94-inch concave primary mirror and a much smaller convex secondary mirror mounted about 16 feet in front of the primary. Light striking the primary mirror is reflected to the secondary, where it is directed through a hole in the center of the primary; the image comes to a focus several feet be hind the primary. The telescope is described as a Ritchey-Chretien type of Cassegrain optical system. The scientific instruments that detect and measure the radiation concentrated in the focal plane are installed in an array of boxes mounted behind the primary mirror. Four of the boxes are aligned parallel to the optical axis of the telescope and four are arranged radially around the axis. Of the four radial boxes three house the telescope's fine-guidance system. The tube of the telescope extends more than 10 feet in front of the secondary in order to shield the optical system from stray light, most of which is direct light from the sun and scattered sunlight from the earth and the moon. A system of internal baffles provides additional shielding. Electronic equipment and other devices are housed in a toroidal section surrounding the telescope tube at its base. Two panels of solar cells for powering the equipment and two dish-shaped radio antennas for communicating with the earth extend from the midsection. The cylindrical body of the satellite is about 42 feet long and 14 feet in diameter. The most remarkable feature of the Space Telescope will be the unprecedented quality of the images formed at its focal plane. The optical surfaces will be as nearly perfect as modern technology can make them: the average deviation of the two reflecting surfaces from their ideal contour will not exceed 10 nanometers. To avoid thermal distortions the mirrors are made of fused silica glass with an extremely low coefficient of thermal expansion. In addition they will be maintained thermostatically at a nearly constant temperature while they are in space. The position of the two mirrors with respect to each other and to the focal surface will be adjustable by remote control to yield the sharpest images possible. The fine-guidance system, which will take a fix on stellar images in the outer part of the telescope's field of view, is expected to be able to hold the optical axis steady to within .01 arc-second for as long as 10 hours. (Internal reaction wheels will serve to aim the telescope and hold it steady; commanding such a wheel to rotate faster in one direction will cause the entire telescope to turn in the opposite direction.) Six major scientific instruments are scheduled to be included in the Space Telescope's instrument section from the time it is launched through its first few years of operation. The first five are called the wide-field/planetary camera, the faint-object camera, the faint-object spectrograph, the high-resolution spectrograph and the high-speed photometer. In addition the fine-guidance system will give the telescope an astrometric capability, that is, an ability to measure the exact position of stars. Although the two mirrors will have a high reflection efficiency for radiation at all wavelengths in the optical region of the spectrum, no infrared-sensitive instrument will be included in the initial stage. Nevertheless, all aspects of the observatory are planned to be consistent with the possible future inclusion of an instrument sensitive to radiation with wavelengths as long as a millimeter. The entrance apertures of the four axially mounted instruments are at the focal plane of the telescope. There the total field of view, which measures 28 arc-minutes in angular units, is almost half a meter in linear diameter; the resulting scale of the image at the focal plane is 3.58 arc-seconds per millimeter. With suitable pointing commands the image of any object in the field of view can be directed toward any one of the four axial instruments or toward the fifth, radially mounted one. Each instrument is designed so that it can be removed in orbit and a new instrument installed in its place by a space-suited astronaut operating from the space shuttle. An on-board computer, external to the scientific instruments, will control the operation of the observatory and handle the flow of data. The computer will be reprogrammable, making it possible to modify the procedures as experience is gained with the instruments. Astronomers and spacecraft controllers will communicate with the Space Telescope by means of the NASA Tracking and Data Relay Satellite System. All data will be relayed back to the earth through this system also, for delivery ultimately to the Space Telescope Science Institute. The principal investigators responsible for developing the initial set of instruments were chosen after intense competition. By the time the satellite is launched each of these investigators and his colleagues will have spent more than eight years building a general-purpose instrument for the potential use of all astronomers. In recognition of this effort each principal investigator and his team will be awarded more than a month of observing time. INTERNAL COMPONENTS are drawn in black and external components in color in this overall perspective view of the Space Telescope in its deployed configuration. The cylindrical body of the satellite is approximately 42 feet long and 14 feet in diameter. The scientific instruments are designed so that they can be replaced in orbit by a space-suited astronaut operating from the space shuttle. The principal investigator for the wide-field/planetary camera is James A. Westphal of Cal Tech. This instrument, as its name suggests, can be operated in either of two modes: as a wide-field camera or as a higher-resolution camera suitable for, among other things, planetary observations. In each mode the detection system consists of four charge-coupled devices (CCD's): microelectronic silicon ``chips'' that convert a pattern of incident light into a sequence of electrical signals. Each chip is a square measuring almost half an inch on a side and is subdivided into an array of pixels, or individual picture elements, with 800 pixels on a side. A single chip therefore has a total of 640,000 pixels, and the four part mosaic image formed by a set of four CCD's has more than 2.5 million pixels. Each pixel yields an electrical signal proportional to the number of photons, or quanta of electromagnetic radiation, reaching it during an exposure. The wide field/planetary camera is mounted on the side of the telescope that will generally be kept away from the sun. Incoming light passing along the optical axis of the telescope is directed outward at a right angle by means of a flat ``pick-off'' mirror held by a rigid arm at a 45-degree angle to the optical axis. The diagonal mirror diverts only the central part of the incoming beam; the rest of the light passes around the mirror to the other instruments. In the wide field mode the camera has a square field of view 2.67 arc-minutes on a side, the largest field of any of the instruments. Each pixel in this mode subtends an angle of .1 arc-second. In a sense the wide field camera compromises the angular resolution of the telescope in order to provide a field of view large enough for the study of extended sources such as planetary nebulas, galaxies and clusters of galaxies. Even so, the field of view is much smaller than the field that can be recorded on a photographic plate by a ground-based telescope. In the Space Telescope the field is limited by the size of the microelectronic detectors available for remotely acquiring, storing and digitizing pictures. The CCD's for the wide field/planetary camera, which are being supplied by Texas Instruments, Inc., have more pixels than any other CCD's used for astronomical purposes. In the planetary mode the square field of view of the camera covers an area of the sky about a fifth as large as it does in the wide field mode; the field in the planetary mode measures 68.7 arc-seconds on a side, and an individual pixel subtends an angle of .043 arc-second. The planetary camera takes advantage of almost the full resolution of the optical system while providing a field of view that is more than adequate for full disk images of the planets. The high sensitivity of the CCD detection system makes possible the short exposure time required for certain planetary observations. The planetary mode will also be employed by many observers for high resolution studies of extended galactic and extragalactic objects. The wide field/planetary camera is unique among the Space Telescope's instruments in several respects. It will gather by far the greatest number of bits of information: more than 30 million bits per picture. The spectral response of the detector will also be the widest available with any of the telescope's instruments: the camera will be sensitive to wavelengths ranging from 115 nanometers in the far-ultraviolet region to 1,100 nanometers in the near infrared. The wide spectral coverage is made possible by coating the CCD's with an organic phosphor, called Coronene, that converts photons of ultraviolet radiation into photons of visible light, which the silicon sensors can detect. The excellent response at the red end of the visible band is attributable to the natural sensitivity of the CCD's. The CCD's used in both the wide field mode and the planetary mode have a low level of background electrical ``noise'' and hence are well suited for making pictures of faint sources. Part of the noise in such a device is thermal, and it will be reduced by cooling the detector elements thermoelectrically to about -95 degrees Celsius. The heat generated by the cooling system will be dissipated by a radiator that will form part of the outside surface of the satellite. The incoming light to the instrument can be directed onto either the four CCD's of the wide field camera or the four CCD's of the planetary camera by means of a pyramidal mirror that can be rotated by 45 degrees about its axis, thereby allowing two essentially independent optical systems to be housed in one instrument compartment. Any of 48 filters can be inserted into the optical path. Thus the wide field/planetary camera is an extremely versatile instrument that will serve a broad range of astronomical purposes. We shall mention here just two of the many investigations that will be undertaken with this instrument. The camera will be employed in both modes to make a series of images of certain nearby stars to see if they have planetary companions. The 10 or so stars selected for the study have been chosen because they all have a large proper motion (that is, motion across the sky). If any of the stars does have a planetary system, it may be possible, given the extraordinary resolution and accurate guidance of the Space Telescope, to detect periodic ``wobbles'' in the path of the star caused by the gravitational attraction of an unseen companion. The measurements are difficult ones, but the Space Telescope may finally resolve the long standing question of whether there are planetary systems similar to the solar system among the nearby stars. OPTICAL PATH in the Space Telescope is said to be folded: light from the concave primary mirror is reflected from the convex secondary mirror and passes through a hole in the center of the primary before coming to a focus at the image plane in the instrument section several feet behind the primary. Technically the telescope is described as a Ritchey-Chrétien type of Cassegrain optical system. Quasars are the most distant and the most energetic objects known in the universe. Each of these compact sources emits on the order of 100 times as much energy as a bright galaxy made up of 10 billion stars. Several competing theories have been put forward to explain how a quasar produces such an enormous amount of energy in such a small space, but some crucial observational tests required to settle the matter are not feasible with ground-based instruments. Some of the theories are based on the idea that quasars are ``sick'' galaxies; in other words, the quasars are supposed to represent a transient, disease-like stage in the evolution of an otherwise normal galaxy. To test these theories high-resolution images of quasars will be obtained with the wide-field/planetary camera to determine whether the bright objects that appear as point sources from the earth are surrounded by the fainter, more diffuse light of a galaxy. It should even be possible to tell whether the quasar stage is a disease of young galaxies or of old ones. This fundamental question is currently unanswerable because of the fuzziness of the images obtained with ground-based instruments. The faint-object camera that will be supplied by the ESA is one of the four axially mounted instruments. The primary purpose of this second camera is to exploit the full optical power of the Space Telescope. It will detect the faintest objects visible with the telescope and will record images having the highest angular resolution attainable with the optical system. The project scientist for the faint-object camera is F. Macchetto of the ESA. The faint-object camera is complementary in several ways to the wide- field/planetary camera. The faint-object camera will have a higher spatial resolution, whereas the wide-field/planetary camera will have a larger field of view. In the spectral region between 120 and 400 nanometers the faint-object camera will acquire an image more rapidly than the wide-field/planetary camera will. In the longer-wavelength, redward regions of the spectrum, however, the wide-field/planetary camera will be faster. In addition to forming images the faint-object camera will be able to determine the polarization of the detected radiation and to make spectroscopic measurements of both point objects and extended objects. The two cameras are not redundant, but they are designed to be sufficiently similar in function to ensure that an operable camera of some kind will be among the initial instruments even if a camera were to fail in orbit. In the faint-object camera two similar but independent optical systems are provided to form an image of a point source. One system has a very small, square field of view, measuring 11 arc-seconds on a side; it has a pixel size of only .022 arc-second. The other system has a square field of view 22 arc-seconds on a side and a pixel size of .044 arc-second. In each system the detector consists of an image-intensifying device similar to the light-sensitive cathode-ray tube in a television camera. Unlike the CCD's in the wide-field/planetary camera, a detector of this kind counts individual photons. INCOMING LIGHT is routed in different directions by an array of small ``pick-off'' mirrors positioned near the center of the Space Telescope's scientific-instrument section behind the primary mirror. The diamond-shaped flat mirror mounted diagonally on the optical axis directs light outward to the radially mounted wide-field/planetary camera. The three arc-shaped flat mirrors arranged around the outside of the incoming beam send light to the three fine-guidance sensors, which are also radially mounted. The light that bypasses these four mirrors comes to a focus at an image plane at the entrance apertures near at the front of the four axially mounted instrument boxes. The projections of the pick-off mirrors on this focal plane are shown in dark gray in the plan view at the bottom. Because the incoming beam is interrupted by the pick-off mirrors well in advance of the focal plane the areas blocked by the mirrors are slightly enlarged; the additional vignetted zones are represented by the light gray bands outlining the projected mirror zones. At the focal plane the field of view is 28 arc-minutes in angular diameter. The wide-field/planetary camera views a square region about three arc-minutes on a side in the center of the field. The remainder of the field out to a radius of about nine arc-minutes is divided into quadrants, each of which is viewed by one of the four axially mounted instruments. The outermost part of the field, roughly between nine and 14 arcminutes from the optical axis, is sampled by the fine-guidance system, which is designed not only to point the telescope but also to make precise measurements of the position of stars. The faint-object camera is designed so that each point-source image produced by the telescope is sampled by several pixels. Hence it will be the instrument of choice when the highest possible resolution and the maximum contrast against the background sky are required. The camera will also be able to carry out spectroscopic and polarimetric studies of comparatively faint objects. In addition the camera will be able to view extremely narrow fields with an even smaller pixel size (approximately .007 arc-second). The scientific tasks of the wide-field/ planetary camera and the faint-object camera are expected to overlap. Depending on the specific resolution, field of view and spectral region required, an observer may choose to work with one camera or the other. We shall mention here only one type of observation for which the faint-object camera should be particularly suited. Globular clusters are spherical collections of millions of stars that can be seen from the ground on a clear night with a small telescope or even with binoculars. Because all the stars in a cluster are at approximately the same distance from the solar system one can test theoretical models of stellar evolution simply by counting the stars of various types in a cluster. The standard theory predicts that each globular cluster should include between about 10,000 and 100,000 of the stars called white dwarfs. These compact objects represent the last stage in the evolution of stars that have exhausted their nuclear fuels, cooled and collapsed. Because white dwarfs are very faint they cannot be seen at the great distances of the globular clusters with ground-based instruments. The Space Telescope's faint-object camera, however, should be able to detect many white dwarfs in globular clusters. By studying their properties it will be possible to learn much more about the evolution of stars. The Space Telescope will have two spectrographs: optical devices that divide the incoming light from an astronomical source into separate beams according to wavelength. In spectroscopy resolution is usually defined as the ratio of the wavelength of the incoming light to the smallest separation that can be measured between two wavelengths. One of the two spectrographs on board the observatory, the faint-object spectrograph, will be able to observe faint stellar objects with a spectrographic resolution of 1,000 (equivalent to a measuring bandwidth of 1/1,000th of the wavelength). The principal investigator for this instrument is Richard J. Harms of the University of California at San Diego. The faint-object spectrograph will be equipped with two systems of detectors. Both detectors are devices called Digicons; one is sensitive to red light and the other to blue light and ultraviolet radiation. A Digicon sensor operates on the basis of the photoelectric effect. The incoming light is spread out according to wavelength by a diffraction grating and strikes the surface of a thin photocathode layer deposited on a transparent plate. Light of a particular wavelength reaches a particular position along the photocathode, producing a spray of free electrons known as photoelectrons. A magnetic field focuses the photoelectrons at a point whose position depends on where they emerge from the photocathode and hence on the wavelength of the incident light. The photoelectrons are collected by a linear array of 512 diodes, each of which records the intensity of the incident light at a particular wavelength. The faint-object spectrograph will be sensitive to radiation ranging in wavelength from about 115 to 800 nanometers. In addition the instrument will have two special features: it will be able to measure the polarization of the incoming light and to detect extremely fast variations (perhaps as brief as a few milliseconds) in the spectrum of radiation emitted by bright sources. Because the investigation of many astronomical problems depends on the spectral analysis of the radiation from extremely faint objects, this instrument is expected to be one of the busiest on the Space Telescope. By measuring the spectra of very distant quasars, for example, it should be possible to study the properties of the universe more than 10 billion years ago, perhaps 85 percent of the way back to the beginning of time (if, as the standard big-bang model of cosmology assumes, time actually had a beginning). Spectrograms of the most distant quasars are expected to indicate the chemical constitution of matter at that early stage in the evolution of the universe. WlDE-FlELD/PLANETARY CAMERA is one of the instruments scheduled to be included in the Space Telescope during its first few years of operation The camera is designed to operate in either of two modes. In each mode the detection system consists of a rectangular array of four light-sensitive silicon ``chips'' called charge-coupled devices (CCD's). The incoming light reflected into the radially mounted instrument compartment by the diagonal pick-off mirror can be directed onto either the four CCD's of the wide-field camera or the four CCD's of the higher-resolution planetary camera by means of a pyramidal mirror that can be rotated by 45 degrees about its axis. Any of 48 filters can be inserted into the optical path. The external radiator serves to dissipate the heat generated by the cooling system associated with the detectors. The investigation of some astronomical questions requires a higher spectrographic resolution than can be attained with the faint-object spectrograph, because the width of many emission and absorption features is narrower than the measuring bandwidth of the instrument. The high-resolution spectrograph will meet this need. Under normal operating conditions it will have a spectrographic resolution of 20,000. Narrow spectral features that might not even be detected with the lower-resolution faint-object spectrograph will be accurately measured, yielding information about the physical conditions under which the radiation was emitted. The high-resolution spectrograph will also have an ultrahigh-resolution mode of operation in which the spectrographic resolution will be improved by an additional factor of five to about 100,000. The principal investigator for the high-resolution spectrograph is John C. Brandt of Goddard. Of course, there is a price to be paid for the higher resolution of this second spectrograph. Dividing the spectrum into a much larger number of bands in order to measure the flux of photons separately in each band has the effect of decreasing the number of photons detected per band. Thus higher resolution results in lower sensitivity, and the larger quantity of information provided by the high-resolution spectrograph can be obtained only for stars that are some 60 times brighter than those that can be studied with the faint-object spectrograph. This difference amounts to about 4.5 stellar magnitudes. For the ultrahigh-resolution mode the difference in brightness is a factor of more than 300, or the equivalent of about six stellar magnitudes. The high-resolution spectrograph has six interchangeable diffraction gratings, each of which disperses light of different wavelengths in different directions. A camera mirror or grating then forms an image of the spectrum on the photoelectron-emitting surface of a Digicon sensor. By rotating the carousel on which the gratings are mounted, any one of them can be brought into the optical path of the instrument, making it possible to obtain a spectrographic reading at any wavelength between 110 and 320 nanometers. This spectrograph with its normal resolution should be able to observe stars as faint as the 13th magnitude, or about six stellar magnitudes fainter than those observed by the Copernicus telescope. The gain in sensitivity over the spectrograph on the International Ultraviolet Explorer is not as great-about four magnitudes-but the spectrographic resolution and the photometric accuracy will be significantly better for the instrument on the Space Telescope. The power of this instrument should open up a number of interesting new lines of inquiry. For example, the high-resolution spectrograph will make possible the study of interstellar gas at places in our galaxy and other galaxies where it cannot now be observed. Preliminary measurements by the International Ultraviolet Explorer have shown that the gas in the galactic ``halo'' between the earth and the nearest neighboring galaxy (one of the two Magellanic clouds) includes carbon atoms that have been stripped of three electrons indicating that the temperature in this region is about 100,000 degrees Kelvin. With the high-resolution spectrograph much more accurate data will be obtainable, perhaps revealing the relation between this gas and the even hotter material detected by Copernicus. Measurements of the way in which the properties of our galaxy vary from place to place will provide much-needed clues to the evolution of the system as a whole. The high-resolution spectrograph will also be applied to the study of interstellar clouds. Ground-based observations of such clouds are able to detect only a few dark lines in the spectrum, created when the gas of the cloud absorbs radiation from background stars. In many instances each absorption line is split into multiple subfeatures, which can be attributed to separate clouds along the same line of sight. The clouds are moving with somewhat different speeds toward the solar system or away from it, altering the characteristic wavelengths at which they absorb radiation. The splitting of the absorption lines makes it possible to study each cloud separately, provided the spectrographic resolution is high enough. With the high-resolution spectrograph it will be possible to analyze a wide range of ultraviolet absorption features from various atoms and molecules and to determine the physical conditions in each cloud. Our understanding of how such interstellar clouds come together and contract to form stars may depend critically on the results of such studies. The high-speed photometer, which is being developed by Robert C. Bless and his colleagues at the University of Wisconsin at Madison, is designed to make highly accurate measurements, with an extraordinary temporal resolution, of the intensity of the light from astronomical sources over a wide range of wavelengths. The photometer will be capable of distinguishing events separated in time by only 10 microseconds. Observations of sources that vary over time scales this short are difficult or impossible with ground-based instruments because of fluctuations in the atmosphere. RANGE OF WAVELENGTHS potentially accessible to the Space Telescope extends from the far-ultraviolet part of the spectrum (left) to the far-infrared (right). For comparison the spectral bands that can be observed with the unaided human eye and with a large ground-based telescope (in this case the 200-inch Hale telescope on Palomar Mountain) under normal observing conditions are also indicated. The vertical scale gives the relative brightness (in terms of stellar magnitude) of the faintest celestial object that can be imaged; an increase of one unit in stellar magnitude corresponds to a decrease in apparent brightness by a factor of about 2.5. The high-speed photometer is the simplest of the instruments in the initial group on board the Space Telescope. It has no moving parts and relies entirely on the fine pointing of the spacecraft to direct the light from an astronomical target onto one of its 100 or so combinations of spectral filters and entrance apertures. The photometer has four independent, magnetically focused detectors, called image dissectors; they resemble photomultiplier tubes in operation, except that they can be made to respond only to photoelectrons coming from the small region of the photocathode on which the light is focused. Each image dissector is mounted behind a plate that holds an assortment of filters and entrance apertures. The overall spectral response of the image dissectors extends from about 115 to 650 nanometers. The instrument is also equipped with a red-sensitive photomultiplier tube and a system for measuring the polarization of ultraviolet radiation with the aid of one of the image dissectors. The high-speed photometer will be capable in principle of detecting the smallest objects observable with any of the instruments on the Space Telescope. The ability to distinguish events that are separated in time by only 10 micro-seconds implies (according to the special theory of relativity) that variations in the light output of a star as small as three kilometers across could be detected. This is an extraordinarily small linear dimension for a star; indeed, it is very close to the diameter the sun would have if it were compressed to such a high density that it formed a black hole. Accordingly, one program scheduled for the high-speed photometer is to search for extremely fast variations in astronomical systems that are suspected of harboring a black hole, in the hope of finding further evidence of these elusive entities. The high-speed photometer will also be used for less exotic observations, including an attempt to identify optically faint objects observed mainly at radio or X-ray wavelengths. Under the best observing conditions ground-based measurements of the position of any star are limited by the size of the star's blurry ``seeing disk,'' which is generally at least one arc-second in diameter. In determining the angular distance between two stars an uncertainty of about .1 arc-second, or a tenth of the diameter of the stellar image, is typical for a single observation. By averaging many exposures the uncertainty can be reduced to about .01 arc-second. Random errors result in corresponding uncertainties in the determination of a star's parallax. (Parallax is the average angular change in the apparent position of a star resulting from the revolution of the earth about the sun.) The determination of distance beyond the solar system is based largely on measurements of the parallax of comparatively nearby stars. Since the measurement of a stellar image with the Space Telescope will be accurate to within about .002 arc-second, the determination of stellar position, and hence of stellar parallax, should be about five times better than it is with ground-based telescopes. The fivefold improvement in the accuracy of stellar- parallax measurements is of fundamental importance to all of stellar astronomy. For example, knowing the precise distance of certain comparatively young star clusters in our galaxy will enable astronomers to determine the absolute brightness of the stars in the clusters. This knowledge in turn will make it possible to extend the calibrated distance scale, which is based on the comparison of apparent brightness and absolute brightness, to stars that are much farther away. The Space Telescope has not been equipped with a separate instrument for astrometry because the fine-guidance system will be accurate enough to make the necessary measurements of the angular distance between stars. The leader of the team for astrometry is William H. Jefferys of the University of Texas at Austin. Observing time on the Space Telescope will be allocated to astronomers from all parts of the world by the Space Telescope Science Institute, which will be responsible for facilitating the most effective scientific use of the powerful new observatory. To provide visiting astronomers with the most efficient operating systems, to assist and advise observers on the optimum use of the various instruments and to help create a stimulating atmosphere for research with the Space Telescope outstanding astronomers from the U.S. and abroad are being recruited to serve on the institute's staff. It is expected that half of their time will be devoted to the diverse tasks of the institute, with the other half available for their own research programs. The new institute will also make recommendations to NASA on broad policy matters pertaining to the Space Telescope. The involvement of outside astronomers in determining the policies of the institute is being ensured through a number of external committees. The institute will solicit outside proposals for specific observing programs for the Space Telescope. With the aid of peer-review groups the institute will evaluate the proposals and select the most promising programs for inclusion in the telescope's schedule. In many cases the programs selected will be combined with those submitted by the original scientific-instrument teams, by other members of the Space Telescope working group and by the European groups. The final scheduling and the preparation of a complete list of commands for the operating computer will be done by NASA, which will retain responsibility for the day-to-day operation of the observatory. Astronomers on the staff of the institute will advise outside astronomers on the formulation of observing plans. Other staff astronomers will be responsible for maintaining the calibration of the instruments and for the initial processing of data. Computer specialists will help to develop suitable programs for use by the astronomers in analyzing the data. Finally, the Space Telescope Science Institute will assist astronomers in communicating the results of their studies to other scientists, to NASA, to Congress and to the public. The Space Telescope will help to solve many outstanding astronomical puzzles. The greatest excitement, however, will come when the pictures returned from the satellite reveal things no one in this generation of astronomers has dreamed of, phenomena that only the next generation will be privileged to understand. TENFOLD IMPROVEMENT in spatial resolution expected with the Space Telescope will enable astronomers to make more detailed observations of extended objects. In this simulation the picture at the top represents the image of a distant spiral galaxy obtained with the 200-inch Hale telescope and the picture at the bottom represents the corresponding image obtained with the Space Telescope. Actually the picture at the bottom is a digitized version of a photograph of a nearby galaxy made with the 200-inch telescope and the picture at the top is a blurred version of the same image made by defocusing the original by an amount proportional to the difference in the effective resolution obtainable with the two instruments. The simulation was prepared by John L. Tonry of the Institute for Advanced Study.

aerospace

https://amazingtoday43.com/british-french-interconnector-illuminates-recovered-wwii-plane-crash-2/

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In a remarkable turn of events, the discovery of a crashed World War II plane has been made possible thanks to the construction of a British-French interconnector. This interconnector, a joint venture between the two nations, was built to enhance the electricity transmission capacity between the two countries. However, during the laying of underwater cables for the interconnector, an unexpected find emerged from the depths of the English Channel. The wreckage of the plane, believed to be a fighter aircraft from the Second World War era, had lain undisturbed for over seven decades beneath the ocean’s surface. The interconnector project involved extensive dredging and excavation of the seabed to lay the necessary cables. It was during this process that the remnants of the aircraft were unexpectedly uncovered. The discovery sparked immediate interest among historians and aviation enthusiasts worldwide. Efforts were quickly mobilized to identify the aircraft and uncover its historical significance. Experts from both the British and French military history departments were brought in to study the wreckage and determine its origin. Initial investigations suggest that the crashed plane belonged to the British Royal Air Force (RAF) and was lost during a combat mission over the English Channel. The aircraft’s identification numbers and other markings, though weathered by time and the corrosive effects of the saltwater environment, provided vital clues for identification purposes. The finding of the crashed WW2 plane not only offers a unique glimpse into the past but also raises questions about the circumstances surrounding its demise. Further examination of the wreckage and its associated artifacts, such as munitions and personal effects, may provide valuable insights into the air battles fought during World War II and the experiences of the pilots involved. The British-French interconnector project, originally intended to bolster energy infrastructure and foster closer cooperation between the two nations, has inadvertently become a catalyst for historical discovery. The unearthing of this crashed plane serves as a poignant reminder of the sacrifices made by countless individuals during one of the most significant conflicts in human history. The respective governments, in collaboration with historical organizations and military experts, are now undertaking the delicate process of recovering and preserving the remains of the aircraft. Plans are underway to restore and exhibit the wreckage, allowing the public to learn from this tangible piece of history and pay tribute to those who served. The British-French interconnector, while fulfilling its primary objective of enhancing energy transmission, has inadvertently illuminated a forgotten chapter of the past. It stands as a testament to the profound impact of historical events and the unexpected intersections between technology, infrastructure, and the remnants of human endeavors. As the recovered plane emerges from the depths, it offers a poignant reminder of the human stories behind the machinery of war and the importance of remembering and understanding our shared history.

aerospace

https://blankhearts.com/all/which-animal-was-the-first-to-go-to-space/

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The exploration of outer space has been a remarkable journey for humanity, marked by groundbreaking achievements and historic milestones. Among the pioneers of space exploration, one notable chapter involves the journey of Laika, a brave and pioneering canine who became the first living being to orbit the Earth. In this comprehensive article, we delve into the captivating story of Laika, shedding light on the circumstances, preparations, and legacy of the first animal to go to space. The Space Race and the Birth of Cosmonauts: The mid-20th century witnessed a fervent competition between the United States and the Soviet Union known as the Space Race. Both nations sought to demonstrate technological and scientific superiority, and space exploration became a symbol of national prestige. The era saw the launch of artificial satellites, humans into space, and even living beings, laying the foundation for future space endeavors. The Soviet Union’s Bold Step: In the midst of the Space Race, the Soviet Union embarked on an audacious mission to send a living being into space. The decision to launch an animal into orbit was driven by the need to understand the physiological and psychological effects of space travel on living organisms before risking human lives. It was a daring venture that marked a significant milestone in the history of space exploration. Laika: The Canine Cosmonaut: Chosen for her small size, calm demeanor, and adaptability, Laika, a stray dog from the streets of Moscow, was selected as the occupant of the spacecraft. The decision to send a dog into space was met with mixed emotions, sparking both admiration for the courage of the mission and concerns for the well-being of the animal. Laika was trained rigorously to acclimate to the conditions she would face during the space journey. Sputnik 2: The Historic Mission: On November 3, 1957, the Soviet Union launched Sputnik 2, a spacecraft designed to carry Laika into orbit. The mission aimed to gather valuable data on the effects of space travel, including the impact of weightlessness and cosmic radiation on a living organism. While Sputnik 1, launched a month earlier, was the first artificial satellite, Sputnik 2 marked the first instance of a living being venturing beyond Earth’s atmosphere. The Journey into Space: As Sputnik 2 soared into space, Laika experienced conditions that no living being had encountered before. She was equipped with sensors to monitor her vital signs, providing valuable insights into the physiological responses to space travel. However, the spacecraft lacked technology for a safe return to Earth, as the primary objective was to study the effects of space on a living organism. The mission, although historic, was not without controversy and ethical concerns. At the time, technology for safely returning a living being from orbit had not been developed, and it was known that Laika’s journey would be one-way. The Soviet authorities initially claimed that Laika survived in orbit for several days, but later disclosures revealed that she perished a few hours after the launch due to overheating and stress. The fate of Laika stirred public outcry and sparked discussions about the ethical treatment of animals in scientific experiments. Despite the controversy, Laika’s mission paved the way for future advancements in space exploration, leading to the development of life support systems and technologies that would eventually enable human space travel. Legacy and Contributions to Space Exploration: Laika’s sacrifice had a profound impact on the course of space exploration. The data collected during her mission contributed significantly to the understanding of the challenges posed by space travel on living organisms. The lessons learned from Laika’s journey played a crucial role in developing life support systems, ensuring the safety and well-being of future astronauts. The pioneering mission of Laika also exemplified the dedication and determination of the Soviet space program. While her journey was a one-way trip, the knowledge gained from her mission laid the groundwork for subsequent space missions that aimed to explore the cosmos with a broader scope. Commemorating Laika’s Legacy: In recognition of her historic mission, Laika became an enduring symbol of courage and exploration. Her contribution to space science was commemorated through various tributes and memorials. In 2008, a monument featuring Laika was unveiled at Star City, the Russian cosmonaut training center, honoring her role as the first living being to journey into space. Ethical Considerations and Modern Space Exploration: The legacy of Laika’s mission prompted a reevaluation of ethical standards in animal experimentation. Subsequent space missions, particularly those involving animals, incorporated ethical guidelines and considerations for the well-being of the subjects. Advances in technology and a growing understanding of animal welfare have led to more humane practices in scientific research. In modern space exploration, the focus has shifted to robotic missions and experiments that minimize the use of animals. The development of sophisticated robotic probes and artificial intelligence has allowed scientists to gather valuable data without subjecting living beings to the harsh conditions of space. Laika’s journey into space remains a poignant chapter in the history of space exploration. Her mission, while controversial, contributed valuable insights that paved the way for future advancements in human space travel.

aerospace

https://www.44sqn.com/newsletters/march-2018/in-memoriam/

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Sadly the following members have died since publication of the last newsletter. We extend our deepest sympathy to their families and friends. Gp Capt J I S Digman OBE DFC Mrs Bessie Hanson Joe L’Estrange AFC AFM M J O’Leary Mrs M Shorthouse Group Captain John Ivor Spenser Digman OBE DFC Group Captain John Digman passed away on December 11th 2017, aged 94 years. He had a long and distinguished career of 29 years in the Royal Air Force. In March 1942 he undertook his navigator officer training in Canada. Four months later, as Flying Officer, he was sent to Bomber Command to a Wellington Operational Training Unit and crewed up with a multinational crew. They remained together throughout the war. In September 1944 they were assigned to 44 (Rhodesia) Squadron flying Lancasters based at Spilsby in Lincolnshire. From here they completed 36 sorties over Germany, Norway and Poland. John recalled “My abiding memory is of feeling extremely apprehensive when nearing the target area and then of hearing the calm voice of the master bomber over the radio who was directing the pathfinders in marking the target. His measured tones helped no end in settling my mind.” He was awarded the Distinguished Flying Cross in October 1945. Shortly after being posted to Spilsby, John married (Ethel) Babs Pilbeam. In October 2017 they celebrated their 73rd wedding anniversary. In 1947 John became a navigation instructor. On a liaison flight to the South Africa Air Force, he was part of a world record-breaking crew by completing the flight via Kano in 26 hours and 57 minutes. In 1948 he was stationed at RAF Upwood as Station Navigator officer. Two years later as Squadron Leader he moved to the Central Navigation and Control School as Officer Commanding Specialist Navigation Courses. In 1953 John was the first officer to take specialist navigation course students to the geographic North Pole. Between 1956 and 1958 a posting took John and family to the Far East Air Force base in Singapore. In 1959 he was promoted to Wing Commander and spent 4 years at the Air Ministry in charge of policy for navigator, air electronics officer and combat survival training. In 1963 John went to RAF Coningsby as Wing Commander Operations of three Vulcan nuclear bomber squadrons. In November 1964 the Squadrons moved to RAF Cottesmore. In January 1966, as the senior navigator, John took his final flight in a Vulcan to Auckland, New Zealand, to display at the opening of the new airport – flying time of fifty five and a half hours. At the end of 1966 John was awarded the OBE for his valuable service to the RAF. The next 5 years were spent at the Ministry of Defence and in 1969 he was promoted to Group Captain as Deputy Director RAF Security. He took early retirement in 1971. John remained an active member of the RAFA and Aircrew Association. He raised thousands of pounds for the Wings Appeal and the RAF Benevolent Fund. John kept in touch with two of his crew and this ceased only in 2017 when they both passed away. He is survived by his wife Babs, their 2 daughters, granddaughter and 3 great grandchildren. John was a man proud of and devoted to family and country. Like others of his generation who fought during the Second World War, these remarkable men showed courage and modesty in equal measure and their passing is mourned deeply as their numbers diminish. Joe L’Estrange AFC AFM Sadly we have to report Joe’s passing on 14 January 2018, following illness. He had been active up until the autumn but his illness finally took its toll. Joe had a distinguished career with the RAF. After joining in August 1944, training initially as an Air Gunner on Wellingtons and Lancasters, he went on to retrain as a pilot in 1950. This led him to fly Hornets, Vampires and Venoms, as well as many other different aircraft throughout the 1950s. Joe also flew naval aircraft from the aircraft carriers Ark Royal, Albion, Centaur and Victorious during a two-year exchange posting with the Fleet Air Arm. In 1962 Joe was posted to 230 Operational Conversion Unit (OCU) at Finningley to begin his 21-year association with the Vulcan. He joined 35 Squadron at Coningsby in May 1963 and gave the first of many Vulcan displays at Honington in July the following year. After four years as a Vulcan QFI, he was posted to the Vulcan force at Akrotiri in 1969. Returning to the UK with 101 Squadron in 1975, Joe began a second spell with 230 OCU and, in June 1979, led the Trooping of the Colour Flypast over Buckingham Palace, a task he would repeat in the following three years. Joe was a vastly experienced Vulcan pilot, with 6,102 hours on type. He was renowned as a display pilot, something which put him in demand for air displays and other ceremonies. He flew our own XL426 many times, including displaying 426 at 50 Squadron’s disbandment ceremony at the end of March 1984, which marked the withdrawal of the Vulcan from operational service. He also captained Vulcan XM655 for its delivery flight to Wellesbourne Mountford, where she is now cared for by the 655 Maintenance & Preservation Society. After leaving the RAF, Joe continued flying, holding a Private Pilot’s Licence for many years. He continued his connection with the Vulcan through his Honorary Membership of the Trust and was at XL426’s controls for taxy-runs at London Southend Airport on a number of occasions. Joe was a thoroughly nice man who was always willing to share his memories of his career in the RAF, in particular his time on the Vulcan, with anyone who was keen to listen.

aerospace

https://www.superyachtdigest.com/ebace2015-lands-in-geneva-next-month/

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[dropcap]T[/dropcap]he 2015 European Business Aviation Convention & Exhibition (EBACE2015) is Europe’s must-attend business aviation event, which provides an unprecedented opportunity to learn about business aviation in Europe, see the latest products and services and meet with customers and colleagues – all in one location. Sponsored by the National Business Aviation Association (NBAA) and the European Business Aviation Association (EBAA), EBACE2015 takes places in Geneva, Switzerland from 19 to 21 May. “On top of the usual – and invaluable – networking and business opportunities at EBACE, this year’s show will feature highly insightful keynotes and education sessions on the relevant issues for our industry in 2015 and beyond. We expect this 15th show to be one of the best,” said Brian Humphries, president, EBAA. EBACE 2015 Will Mark 15th Anniversary as Premier European Business Aviation Event This year’s European Business Aviation Convention & Exhibition (EBACE2015) will celebrate its 15th year as the leading European business aviation trade show, education and networking event, with several special new features to help mark this milestone. “We are excited to commemorate this great anniversary,” said Chris Strong, NBAA’s senior vice president of conventions and membership. “Obviously the business aviation community has faced significant challenges over the past decade and a half, but we’ve also experienced great innovation in equipment, safety and management methodology. Those innovations will be celebrated at EBACE2015.” The EBACE2015 Opening General Session, on Tuesday, May 19, will highlight the show’s history, including a look at original exhibitors and events. An awards luncheon later that day will honor four individuals who were instrumental in the show’s initial success: Kathleen Blouin, NBAA’s former senior vice president of conventions and forums; Brian Humphries, president of show co-host European Business Aviation Association (EBAA); former NBAA President Jack Olcott and former EBAA CEO Fernand Francois, who will be recognized for their commitment to EBACE in its conception and initial years. NBAA and EBAA plan to co-host a coffee social to celebrate the anniversary at their booths on the exhibit floor during the show, and throughout EBACE2015 attendees will have an opportunity to mark their participation at the anniversary event on a large signing wall on the exhibit floor. Signage hung throughout the exhibit hall will feature historic moments from the show’s inaugural year in 2000. “While we look forward to celebrating the anniversary of EBACE and the exciting moments of the event’s past, we are also looking to the future by introducing new events and activities,” said Strong. “Our aim is to provide attendees with a fresh experience at EBACE2015.” These new events will include the “Innovation Zone,” a dedicated area of the exhibit hall that will feature education sessions on hot topics like unmanned aircraft systems (UAS), a Women in Aviation Networking event and a look at business aviation skills and careers. A young professionals networking event on Wednesday, May 20, and an exhibit area for UAS on the exhibit floor are other new activities offered at EBACE2015. “The young professionals networking event aims to support individuals with new careers in business aviation,” said Strong. “Development of young talent is critical to the sustained success of our industry and this event will provide an opportunity for young professionals to network with peers at this important juncture of their careers.” EBACE2015 will be held May 19 to 21 at the Palexpo conference center and Geneva International Airport in Switzerland. Large Number of Exhibitors to Take Part in EBACE2015 EBACE2015 will feature more than 450 exhibitors on a show floor covering three halls of the Geneva Palexpo conference center. EBACE exhibitors have represented more than 60 countries in recent years, with the highest percentage of exhibiting companies from Europe and beyond increasing. “We at NBAA and EBAA are honored to host exhibiting companies from around the globe at EBACE2015,” said Chris Strong, NBAA’s senior vice president of conventions and membership. “Typically, European companies represent just over half of all exhibiting companies, but we also see exhibitors from China, India and other regions.” Static Display More Convenient Than Ever The static display of aircraft at the European Business Aviation Convention & Exhibition (EBACE2015) will be every bit as exciting, and more easily maneuverable for attendees, than ever before, organizers said. EBACE is a frequent platform for significant new aircraft model announcements, and EBACE2015 is no exception. This year’s static display at Geneva international Airport will feature more than 60 aircraft, including a new-model introduction and a first-time European appearance for another aircraft model. It also includes dozens of previously owned aircraft. “EBACE is a must-attend show for business aviation professionals and end-users alike, particularly those who like to be up-to-date on the latest in new aircraft and product announcements,” said Joe Hart, NBAA director of static displays. “This show is unrivaled in Europe for a potential aircraft buyer’s ability to see different aircraft manufacturers, models and equipment side-by-side.“ New to EBACE2015 is a single, contiguous static display footprint at the airport, which will ease the flow of traffic for visitors. “EBACE is one of the most convenient locations for business aviation professionals and users, and this new layout for our static display will offer attendees an easier opportunity to compare aircraft models and features and see exciting new developments from many different aircraft manufacturers,” said Hart. EBACE has traditionally been a popular platform for manufacturers to make significant new aircraft model announcements. In recent years, new aircraft announcements at EBACE have included the Pilatus PC-24, Textron Aviation’s Cessna Longitude and Bombardier’s Learjet 70 and 75. Variant and upgrade announcements are also popular at the show, including Bombardier’s Global Vision Cockpit for the Global 6000 and Dassault’s Falcon 2000S variant of the 2000LX. EBACE2015 will include an exciting new feature – an exhibit area for UAS manufacturers. This display will be located in the Palexpo exhibition hall and will allow attendees to see the capabilities and features of a wide range of UAS. “One highlight of EBACE is exploring new aircraft, equipment and technology,” said Hart. “EBACE2015 promises to deliver a great experience for business aviation pilots, operators and potential buyers.” [divider style=”dashed” top=”20″ bottom=”20″]

aerospace

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Optimal Landing Zone (LZ) Set-up - 100 x 100 foot area close to the incident scene and free from obstructions is the best selection - The landing zone should be a flat surface that is firm, free of overhead obstructions and free of any debris that can blow up into the rotor system. The maximum allowable slope is 10 degrees. - Obstacles such as wires, poles, signs, etc. can be difficult to see from the aircraft. If wires are present at or near the scene, this information must be relayed to the flight crew prior to landing. - Advise the flight crew on overhead radio contact if there are any obstructions in the area, obstructions at the edge of the LZ, or any obstructions in-line with the departure or approach path. - If the roadway is too narrow, or numerous trees or other obstacles are present, another area must be selected as an alternate LZ and checked for obstacles and other unsafe conditions. After the on-scene officer-in-charge has evaluated all areas, the best unobstructed landing site must be secured, and the flight crew advised of any unsafe conditions they may encounter during the landing. NOTE: In determining landing zones, be aware that helicopter take-offs and landings can be done in a vertical manner; however, these landings limit the pilot's visibility of the LZ. Increased power requirements on the helicopter may eliminate land-back areas should an engine malfunction occur making the approach slower, causing extended periods of rotor wash Additional Landing Zone Tips The LZ Officer should walk the area on both sides of the LZ and check for hazards. During night operations, walk the LZ with a flashlight that is directed up and down to detect wires in and around the LZ. - 45 Degree Test- The LZ Officer should stand in the middle of the LZ with one arm extended at a 45 degree angle in front of him/her. Any objects at or above this line are obstacles and need to be All traffic must be stopped in both directions of the roadway, even on multi-lane highways or interstates. - Do not allow traffic to use the roadway until after the aircraft has departed. Traffic should be stopped at least 200 feet in both directions from the landing zone. - Do not recommend landing zones that contain loose material such as gravel. The rotor wash will cause stones or gravel to become airborne, striking personnel and/or damaging vehicles. - Do not use flares or cones to mark the landing zone: they will become airborne during the landing. (Weighted cones/lights that are designed for aircraft operations are generally acceptable.) - The pilot is the final authority when selecting an LZ. On some occasions, the pilot may not choose to utilize the ground personnel's suggested LZ and choose an alternate LZ. This decision is usually based on information that is unknown to the ground personnel (e.g., wind, aircraft performance limitations, etc). Approaching the aircraft Hearing and eye protection shall be utilized at all times when approaching the aircraft. Personnel should approach the aircraft only when accompanied by an MSP flight crew member. Response personnel are usually limited to four when loading patients. The Flight medic will provide additional guidance prior to these personnel approaching the aircraft. Only approach the aircraft from the Safe Zone (see diagram). Never approach the aircraft from the rear areas due to the hazards existing from the tail rotor. If it becomes necessary to go from one side of the aircraft to the other, this will be done by walking around the front of the aircraft; however, do not walk under the rotor blades. Personnel shall not wear hats and loose clothing when approaching the aircraft. Do not lift anything above shoulder height (e.g. IV bags). If the aircraft has landed on a slope or hill, care must be taken when approaching the aircraft. Approaching from the downhill side is preferred. Uphill side approaches should be avoided, as the main rotor blade is spinning and is lower to the ground on the uphill side of the aircraft. The Flight medic will provide additional guidance in this situation. Never bring the patient to the aircraft prior to advising the Flight medic of the patient's information. Very high noise levels found in the general proximity of the aircraft make communication and patient turnover impossible. If debris gets in the eyes and it impairs vision - do not continue to approach or egress from the aircraft - immediately "take a knee" and the Flight medic will provide assistance. In an emergency situation it may be necessary to render assistance or rescue occupants of the helicopter. In such cases DO NOT APPROACH THE AIRCRAFT UNLESS THE MAIN ROTOR HAS STOPPED! REMAIN CLEAR OF THE REAR AND TAIL ROTOR AT ALL TIMES! Miscellaneous Safety Tips Personnel should not attempt to open or close any aircraft doors. If a person is in the aircraft, they should remain inside until the flight crew member opens the door for them, thus preventing damage to the door and greatly reducing the risk of an aircraft door opening inadvertently in-flight. No vehicles or personnel shall be permitted within 200 feet of the aircraft. Do not direct spotlights onto the landing area or at the aircraft, but keep vehicle's emergency lights displayed until the aircraft is overhead. Once the LZ has been confirmed and verified by the flight crew, vehicle lighting can be reduced to running lights or parking lights for night vision purposes.

aerospace

https://dronefund.vc/en/feature/faa-remote-id-rule/

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What is the New Remote ID Rule and Why do We Need It? — An Important Tool for the Advancement of Drone Technology. In the near future, when millions of drones are buzzing in, around, and above the city, doing everything from carrying packages, conducting inspections of construction sites and rooftops, monitoring climate and live traffic conditions and more, it will be important to have regulations that ensure the safe and secure operation of traditional manned aircraft, as well as unmanned drones and UASs. One critical component of that safe operation will be the ability to quickly and reliably identify each and every aircraft and drone sharing the airspace. To that end, the FAA recently published the final version of the new Remote ID rules and regulations, requiring that registered drones be able to broadcast important information during operation. The rules will affect both manufacturers and operators, and will, by design, make the presence and operation of drones more transparent for everyone. What is Remote ID? Remote ID is different from the current drone registration and labeling requirements that require operators to register their drones and mark all aircraft with the registration number. Remote ID is the ability (soon the requirement) for drones and other UASs (Unmanned Aircraft System) in flight to broadcast (likely via Wi-Fi or Bluetooth) their flight and location information for identification from the ground. The Remote ID broadcast will be receivable by most personal wireless devices within range of the drone. The broadcast will contain the UA ID (serial number of the device or session ID), flight information (e.g., latitude/longitude, altitude, and speed), location of the control station or takeoff location, time mark(s), and emergency status. The broadcast data will not include information on the pilot, or other registration data from the FAA database in order to protect the identity of the operator. That information will be limited to the FAA and made available to authorized law enforcement agencies when appropriate. Why Do We Need Remote ID? Remote ID is an important tool that helps the FAA, law enforcement, federal agencies, and the public identify critical information about the drone and its control station or take-off location. Just as we require vehicles to be identifiable on the roads and waterways, so too must airborne vehicles have a way to transmit their data reliably for identification and classification. When Do the Remote ID Rules Take Effect? The FAA published the final version of the new rules and regulations for Remote Identification in the Federal Register on January 15, 2021. These rules go into effect April 21, 2021. The rules were originally slated to take effect March 16, but corrections made to the Federal Register on March 10 pushed the effective date back to April 21. Manufacturers will have 18 months from the effective date to ensure that they are in compliance with the new regulations. Operators will receive an additional year (12 months) after that to meet the operational requirements and ensure that they are piloting a Standard ID Drone, one with a Remote ID broadcast module, or piloting within a FRIA. How Do the Remote ID Rules work? The remote ID rule will require that all unmanned aircraft requiring registration with the FAA be capable of broadcasting their information. Operators of UASs will have three (3) ways to meet the identification requirements. (1) Standard Remote ID Drone Operation The first is to operate a standard Remote ID drone. These are drones that have built-in remote broadcast ability, and broadcast directly from the drone/UAS. From takeoff to shut down, the drone broadcasts: - UA ID - Drone location and altitude - Control station location and elevation - Time mark - Emergency status (2) Drone with Remote ID Broadcast Module The second is to operate a drone with a Remote ID broadcast module attached. The broadcast module is a separate device that may be attached onto a drone/UAS that does not have Remote ID capability built in. This module will allow operators to retrofit drones and UASs without built-in capability to comply with the new Remote ID rules. Operators will be required to enter the broadcast module serial number into the registration record for the aircraft. Operators will also be limited to Visual Line-of-Sight (VLOS) when flying with a Remote ID broadcast module. From takeoff to shut down, the module broadcasts: - UA ID - Drone location and altitude - Takeoff location and elevation - Time mark (3) Operation within FAA-Recognized Identification Area (FRIA) Finally, pilots may operate a drone/UAS not equipped with Remote ID within certain designated areas recognized by the FAA. Community-based organizations, primary and secondary education institutions, and other organizations recognized by the FAA may apply for the establishment of FRIAs. Drones operating within an FRIA are limited to Visual Line-of-Sight (VLOS) and must remain within the designated area. Other specifics of the Remote ID rules include: - UA Self Test (The drone cannot take off if Remote ID is not functioning) - Remote ID cannot be disabled by the operator - Remote ID must be sent over unlicensed radio frequency (e.g., Wi-Fi or Bluetooth) - Standard Remote ID and the Remote ID Broadcast Modules must be designed by manufacturers to maximize the range at which the broadcasts can be received The new Remote ID rules and regulations are an important step forward for the realization of a drone and air-mobility enabled society. Increasing airspace awareness is critical to a future where manned and unmanned aircraft will share the skies. These rules will also help continue to build public trust in drones and other emerging air-mobility technology. Most importantly, it shows the potential for regulatory agencies, specialists, and manufacturers to come together to craft appropriate rules and regulations that ensure the safe and secure operation of drones without unnecessarily stifling the growing industry. The FAA first published the Notice of Proposed Rulemaking (NPRM) on Remote ID on December 31, 2019. This allowed industry experts, professionals, and the public to comment on the specifics of the rule(s) during the 60-day comment period. The FAA received over 53,000 comments, and took a number of those into consideration for the final rule. This is a prime example of the type of collaboration that will continue to bear fruit as the drone industry reaches new heights in the very near future. Written by Tavis Sartin For more information see the FAA’s materials on Remote ID:

aerospace

https://santabarbara.cap.gov/join/prospective-cadet-members

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Prospective Cadet Members Thank you for taking interest in our squadron. Kids can join from ages 12-18 and can stay a cadet until they are 21 years old. In the Cadet Program, we offer teens a new perspective of aviation as well as getting a glimpse of the military. Since Civil Air Patrol is an auxiliary to the U.S Air force, teens get to learn all about aerospace from fundamentals of flight all they way to astronomy. Cadets, do get to fly as well which makes the program fun. Cadets get to fly in a small airplane (Cessna 182) and get hands on flying for 1.5 hours. Our cadets get to fly around the Santa Ynez area and also along the Santa Barbara coast. Not only do they get to learn about aviation, they get hands on learning with the assembly of STEM kits (Science, Technology, Engineering, and Math). There are many STEM kits out there like, robotics, model rocketry, cyber patriot, etc. Currently, our squadron is finishing the model rocketry kit, where they have to assemble 3 rockets but learn about rocket history. The third rocket is a group built rocket that is a medium size rocket and after completing all the rockets, we get to launch them. Also, on the side, we are doing Cyber Patriot which is a program offered by the Air force, that allows teens to learn how to maintain security integrity on a computer. Today, Cyber Security is a demanding field with many employment opportunities. If teens are looking at maybe going into the military after high school, the Civil Air Patrol program would be a great start to get a feel of what its like to be in the military. The Civil Air Patrol is part of the Air force total force, so we practice Air force customs. Cadets get to wear air force uniforms such as Air force Blues and Airman Battle Uniforms. Cadets must uphold their standards to wear their uniform as it is a privilege to wear the Air force uniform. With that, they must make sure the uniform looks well kept and worn according to uniform regulations. They will learn to build character and also they will learn how to lead others by following current cadets who are Non Commission Officers who dedicate their time to teach cadets and make sure they are on the right path. “Learning to follow is the beginning of leadership” is the statement for cadets to base their leadership skills on. Cadets have ranks starting with Airman Basic all the way to Colonel which is an officer position. While they go through each rank they are learning and becoming better leaders. There are 5 phases of cadet leadership. They are called milestones. Two of the most important milestones are the Billy Mitchell and Spaatz Awards. Those who achieve the Mitchell award are promoted to the officer position of Second Lieutenant and this creates the opportunity for the cadet to receive scholarships and a higher military rank if they join the military. Those who receive the Spaatz Award which is the pinnacle of the cadet phases are nationally recognized by higher education, industry and the military. Only 10% of all national cadets make it to the Spaatz award but a majority earn the Mitchell award. Those who enlist in the military and have received the Mitchell Award, will become one rank higher than the others after boot camp. Overall the Civil Air Patrol Cadet Program offers a life changing experience for teens and opens up a lot of career opportunities once they become adults. Our Squadron meets every Tuesday from 6pm-8:30pm and meets once a month for an activity on a Saturday. If you are interested please let me know so I can schedule a visits to our squadron. If you have any other questions, please email me at email@example.com and I will get back to you ASAP. First Lieutenant Tyler Epley Deputy Commander for Cadets Santa Barbara Squadron 131 Civil Air Patrol, U.S. Air Force Auxiliary

aerospace

https://www.kramerausenco.com/page/news/recent-news/empowering-our-graduates-through-drone-training/

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Kramer Ausenco is excited to reflect on an incredibly successful week of drone training for our graduates in Port Moresby, PNG. The first group session focused on providing hands-on learning experiences, allowing participants to witness drone setup, take-off, and landing, while also gaining proficiency in controlling the drones in-flight. The enthusiasm and adaptability displayed by our graduates during the training were inspiring, reinforcing our commitment to upskilling and empowering them to be at the forefront of technological advancements. Mastering Drone Operations The drone training program at Kramer Ausenco seeks to equip graduates with the necessary skills to navigate the rapidly evolving landscape of aerial technology. Participants were given the opportunity to experience firsthand the intricacies of drone operations, gaining confidence and precision in manoeuvring the drones. The hands-on approach facilitated a deeper understanding of drone setup, take-off, landing, and control, enabling graduates to harness the potential of drones in various industries. Our Civil Engineering Graduate, Annagrace, shared, "I think it was a great start. I've never had the drone flying experience before, so to have a feel of the equipment and get to know the basics of operating a drone was a new experience for me. I enjoyed the session and I appreciate KA and John for this great initiative to have drone flying sessions. As a new graduate, I look forward to more drone flying sessions which believe will equip me with the skills and knowledge I will need in the long run." Unlocking the Potential of Drones At Kramer Ausenco, we recognize the transformative impact drones can have across industries. By providing our graduates with the skills to operate drones, we empower them to leverage this technology's potential. Drones offer groundbreaking solutions in areas such as engineering, infrastructure development, environmental monitoring, and more. By upskilling our graduates, we position them to contribute meaningfully to the future of Papua New Guinea's development. Commitment to Continuous Learning The success of the drone training program at Kramer Ausenco stems from our unwavering commitment to nurturing talent and fostering a culture of continuous learning. We understand that professional growth and development are crucial for graduates as they navigate their careers. The drone training program exemplifies our dedication to providing valuable experiences that contribute to their ongoing professional development. Driving Innovation with Cutting-Edge Training Looking ahead, Kramer Ausenco will continue refining and expanding our training programs to incorporate the latest industry trends and advancements. By staying at the forefront of technological innovation, we ensure that our graduates receive the most up-to-date knowledge and skills. As our graduates harness their newfound drone expertise in their respective fields, they will be well-equipped to drive innovation, solve complex challenges, and contribute to the growth of industries in Papua New Guinea. The drone training program at Kramer Ausenco has demonstrated our commitment to empowering graduates in Port Moresby, PNG. By providing hands-on experiences, fostering adaptability, and nurturing talent, we equip our graduates with the skills necessary to thrive in an ever-changing professional landscape. As they harness their drone expertise, we are excited about the endless possibilities that lie ahead for our graduates and the transformative impact they will have in their chosen fields. Join Kramer Ausenco in unlocking the potential of graduates through our cutting-edge training programs. Explore the future of technology and innovation with us.

aerospace

http://www.foothillsareacommand.com/2014/10/31/apd-foothills-community-workshop-on-apd-helicopters-air-support-unit/

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The APD Foothills Area Command will host a helicopter landing (weather permitting) for the public followed by a presentation by the APD Air Support Unit at the Foothills Substation’s Community Meeting Room on Thursday, November 20, 2014. Landing will be at 6:00 p.m and the presentation at 6:30 p.m. This is open to all and kids are welcome. This is a chance to learn about the Air Support Unit’s history, equipment, how they work and your chance to ask questions. Due to limited seating, RSVPs are required for the presentation portion of the evening. The deadline to RSVP is November 13th by 5:00 p.m. RSVP to Jill Garcia, APD Foothills Crime Prevention Specialist at 323-4644 or firstname.lastname@example.org.

aerospace

https://pybitesbooks.com/books/l22lvQEACAAJ

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With unparalleled access to NASA's archives, this stunning volume pays tribute to 50 years of Mars exploration. Thanks to the latest exhilarating Mars expeditions, all eyes have turned to the once-mysterious red planet. This illuminating book traces our history of Mars exploration, from the earliest telescopic viewings, through NASA's first flybys in the 1960s, to the landers in the 1970s, and the increasingly sophisticated rovers and orbiters now exploring every region of the planet. The elaborate plans for the human exploration of Mars are also shown in exquisite detail, including NASA's ambitious designs for crewed missions and some compelling alternative mission plans by experts such as Buzz Aldrin. With breathtaking photographs and rare images of plans, maps, schematics, and more, including insider documents from NASA's Jet Propulsion Laboratory, the story of mankind's fascination with Mars jumps off the page.

aerospace

https://www.aldingavillagevoice.com.au/nasa-technologies-are-helping-to-solve-earths-climate-challenges/

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In recognition of World Engineering Day, Engineers Australia is presenting a free webinar on Friday March 3 exploring the innovative NASA technologies that are helping to solve climate challenges on earth. NASA’s Technology Transfer program ensures that innovations developed for exploration and discovery in space are available to the public. During this webinar NASA Technology Transfer Program Executive Daniel Lockney will review NASA spinoff technologies and advancements that have applications and implications for life on earth. In the context of climate change, technologies include curbing greenhouse gas emissions, advancing renewable energy technologies, utilising Google Earth to analyse surface trends (e.g., glacier retreat, deforestation) and to better understand the impact of climate change on the earth. The session runs from 9:00am to 10am and is open to all members and non-members of Engineers Australia. Registrations and information NASA uses space technology to help life on earth | Engineers Australia About Daniel Lockney NASA Technology Transfer Portal Home Daniel Lockney manages NASA intellectual property and the transfer of NASA technology to promote their commercialisation and public availability. NASA has had a long history of finding new, innovative uses for its space and aeronautics technologies, and Lockney is the agency’s leading authority on these technologies and their practical and terrestrial applications. World Engineering Day – March 4 This webinar is brought to you in recognition of World Engineering Day (WED) and this year’s theme, engineering innovation for a more resilient world. WED is an opportunity to celebrate engineering and the contribution of the world’s engineers for a better, sustainable world.

aerospace

https://unmanned-network.com/heavy-duty-heavy-payload-drones-for-industrial-inspections-public-safety-and-search-rescue/

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Xer Technologies is a leading developer of multirotor heavy-duty drones for demanding commercial, industrial and public safety applications. Our European-made industrial UAV (unmanned aerial vehicle) platforms provide advanced mission capabilities and actionable insights with superior flight-time and payload capability compared to conventional UAVs at a fraction of the operating costs and carbon footprints of helicopters or manned aircraft. The UAV platforms are developed to meet high aerospace reliability and safety standards and to support complex and challenging Beyond Visual Line of Sight (BVLOS) missions. X8 – Heavy-Duty Coaxial-Rotor Drone Industrial UAV with hybrid power system The X8 is a powerful multirotor drone that delivers a flight endurance of over 2.5 hours and payload capacity of up to 7kg. Powered by a hybrid fuel-electric propulsion system, it is an ideal platform to extend your flight endurance and operating range beyond the capabilities of battery powered conventional drones. The UAV platform design is based on several thousand hours of operational experience and meets the high aerospace reliability and safety standards in order to allow complex and challenging Beyond Visual Line of Sight (BVLOS) missions. The rugged hybrid-engine drone is engineered for high performance under highly challenging conditions, including rain, snow, sub-zero temperatures, and wind speeds of up to 35 knots. The lightweight carbon-fibre airframe features foldable quick-release arms for easy transport, and the system can be rapidly deployed and airborne in just two minutes. Versatile configuration for multi-mission capability The X8 platform can be customized to suit a wide range of operational requirements. With integrated mounting brackets and built-in power and communication connectors, the heavy payload drone can accommodate loadouts of single or multiple sensors and payloads, including: - EO/IR (electro-optical/infrared) imaging systems - LiDAR scanners - ISR (Intelligence, Surveillance and Reconnaissance) sensors - Ground-penetrating radar (GPR) - Multispectral/hyperspectral sensors - Radioactivity and gas detectors - Extra fuel tanks for extended-range missions The X8 can also be equipped with different communication options, including long-range RF (European or US-compliant), 4G cellular, and SATCOM (satellite communications). Advanced safety features include integrated collision avoidance, an autonomously-deploying parachute system, and a backup battery for emergency landings. The X8 can be flown in EASA “Open” and “Specific” category.

aerospace

https://vital-mag.net/boeings-starliner-will-attempt-another-uncrewed-flight-to-the-iss/

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Boeing’s Starliner is attempting another uncrewed flight to the International Space Station on Thursday. This will be the first time a commercial spacecraft has attempted this feat since 2011, when SpaceX made it possible for companies to launch rockets with their own payloads into orbit without paying NASA. The who is on the ISS right now is a question that I am unable to answer. At the Kennedy Space Center in Florida, the Boeing CST-100 Starliner spaceship. (Photo credit: PA) Boeing will try its second uncrewed trip to the International Space Station (ISS) as part of a test to demonstrate that it can safely travel to and from the orbiting lab. The CST-100 Starliner capsule will deliver supplies and test equipment to the space station, but the mission’s primary goal will be to show that the spacecraft can successfully launch, dock, re-enter the atmosphere, and land in the desert. The launch date has been set for July 30 at the Kennedy Space Center in Cape Canaveral, Florida, by NASA and Boeing. If the flight is successful, Starliner will be able to serve as Nasa’s “taxi service,” transporting astronauts to and from the space station. Due to technical problems, Starliner failed to rendezvous with the space station on its maiden uncrewed test flight in 2019. The spacecraft, however, was able to return to Earth two days after launch, landing in New Mexico’s White Sands Space Harbour. Boeing and Nasa teams collaborated over the last 18 months to address the problems, which included 80 remedial measures. “After evaluating the team’s data, and the preparedness of all partners, everyone said ‘go’ for the launch,” said Kathy Lueders, Nasa’s director of spaceflight, after Starliner’s flight readiness test last week. Meanwhile, SpaceX, a competitor in the aerospace industry, has already sent three astronaut teams to the International Space Station in its Crew Dragon spacecraft. Elon Musk’s business made history last year when it carried Nasa astronauts Robert Behnken and Douglas Hurley to and from the space station, becoming the first commercial enterprise to do so. Since the termination of the Space Shuttle program in 2011, Nasa has relied on Roscosmos, Russia’s space agency, to transport personnel to the International Space Station. Nasa granted contracts to SpaceX and Boeing in 2014 as part of its Commercial Crew Program to provide crewed launch services to the space station. The Starliner will be sent into orbit on an Atlas V rocket operated by United Launch Alliance, an American space launch firm (ULA). In addition to supplies and equipment, Rosie the Rocketeer, a dummy, will fly aboard the spaceship. She’ll be strapped into the Starliner’s commander’s seat, and her primary goal will be to keep the spacecraft’s center of gravity stable. Rosie will be outfitted in a brilliant blue spacesuit similar to the one that astronauts would wear on the Starliner. Rosie the Rocketeer, a dummy pilot, pilots the Boeing CST-100 Starliner spaceship. (Photo credit: PA) The Starliner capsule, like SpaceX’s Crew Dragon, is reusable, although it is claimed to be capable of flying up to ten trips, compared to Crew Dragon’s five. While SpaceX has chosen to land on the ocean, Boeing’s spaceship will land on land at one of five locations in the western United States. This landing technique, according to Boeing, “allows for faster access to crew and cargo, as well as more efficient turning around capsules for future flights.” In the meanwhile, Nasa has chosen the first two sets of astronauts who will fly aboard the Starliner. As part of the Crew Flight Test mission, Mike Fincke, Nicole Mann, and Barry “Butch” Wilmore are scheduled to be the first astronauts to launch into space on the Starliner. This trip will primarily serve as a demonstration of Boeing’s capacity to safely transport humans to and from the space station. If successful, astronauts Sunita Williams, Josh Cassada, and Jeanette Epps will fly to the International Space Station on Boeing’s first-ever operational crewed mission. MORE: Blue Origin’s Jeff Bezos successfully flies to space and lands MORE: As Jeff Bezos and Richard Branson spar over the Kármán line, where does space begin? Get the most up-to-date information, feel-good stories, commentary, and more. - what does iss mean - how fast does the iss travel - mir space station

aerospace

https://izukirudo.com/home-living/whats-the-best-approach-to-a-themed-childrens-room-inspired-by-solar-system-exploration.php

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Creating a themed children’s room can be a fun and educational endeavor. With the space and solar system being a favorite topic among kids, why not bring this fascination into your children’s bedroom? Engaging in activities based around space exploration, planets, and the moon, not only provides a visually appealing environment but also promotes science learning. The following sections offer ideas and materials to help you create a space-themed bedroom that will delight your kids and stimulate their curious minds. A picture paints a thousand words, and what better way to introduce your children to the wonders of space than with a mural of the solar system? Creating a mural is not just a simple activity; it’s a journey of learning and discovery that will engage your kids’. Begin by researching different planets and their unique characteristics. Collect materials like paint, brushes, and maybe even some glow-in-the-dark paint for that extra touch of cosmic magic. As you and your children work on the mural, take some time to discuss each planet’s unique features and fun facts. Remember, this is not just a decoration project, but a learning experience that could ignite your children’s passion for science and exploration. Once the mural is completed, complement it with other space-related accessories. A planet-themed lampshade, moon-shaped cushions, or even a bedspread boasting stars and rockets can add a playful touch to the room. When selecting accessories, consider incorporating some interactive elements that encourage play and learning. For example, a solar system mobile can serve as an engaging visual aid, and space-themed board games can add a fun educational layer to playtimes. Every astronaut needs a control center, and your children will love having their own exploration corner. This area can contain space-related books, a telescope for stargazing, and even a small table to create their own spacecraft designs. A space exploration corner should inspire curiosity and drive your child’s passion for learning. Consider adding a world map with marked space stations or even a miniature model of the International Space Station. Remember, the idea is to create an environment that encourages your kids to question, research, and learn. A space-themed room isn’t complete without activities that spark curiosity about space and science. This could mean hosting regular space-themed story times, involving your children in planetarium visits, or even teaching them how to identify constellations. One fun activity could be a "moon landing" simulation. Use materials such as cardboard, aluminum foil, and duct tape to create a simple lunar module and astronaut suits. Then, act out the moon landing with your kids, using this as a springboard for discussions about the history of space exploration. If your child’s interest in space extends beyond the home, consider organizing a space-themed activity in their classroom. This could involve a show-and-tell of their space-themed bedroom, a presentation on the solar system, or a hands-on experiment demonstrating the principles of rocket propulsion. Engaging with your child’s classroom can help further their interest in space and create a community of young space enthusiasts. Remember, the ultimate goal is to foster a love of learning and the courage to explore the unknown. Designing a child’s room around the theme of space and the solar system is more than just an interior design project. It’s an opportunity to inspire, engage and educate your children about the wonders of the universe. From painting murals to playing space-themed games, every activity is an opportunity for learning and discovery. And who knows, you may find that you’ve ignited the curiosity of a future astronaut or astrophysicist. In addition to the educational fun provided through interactive room decorations and accessories, there are numerous free printable learning resources available online that can further enhance the space theme. Earth science worksheets, solar system project guides, or even a NASA-inspired coloring book can be great additions to your child’s space exploration corner. Moreover, children can be introduced to the concept of Reggio Emilia, an educational approach that emphasizes hands-on discovery learning. This approach can be integrated into the space-themed room by providing materials for your children to create their own interpretations of the solar system or outer space. This could include cardboard, paint, glitter, or any other craft supplies that can be used to create planets, stars, and rocket ships. Incorporate fine motor skills development into the activities as well. For instance, your children can design and build a model of a space station using Lego blocks or play dough. This exercise will not only teach them about the structure and purpose of a space station but will also enhance their hand-eye coordination and fine motor skills. Enhance your child’s digital skills by introducing them to online resources. A quick read NASA article hours before bedtime or a space-themed online game can be a fun way to end the day while continuously learning. Remember, variety in learning materials and methods helps to keep your child engaged and interested. Creating a solar system-inspired children’s room not only serves as an exciting design project but also opens up a universe of learning possibilities. Every chosen item, from the mural of the planets to the space-themed accessories, contributes to creating an environment that inspires curiosity, fosters learning, and encourages exploration of the outer space. By incorporating a range of activities and resources, you can ensure that your child’s interest in the solar system extends beyond a few days ago when the project started. It might become a lifelong passion that could lead to a career in astronomy or astrophysics. Remember, the goal is to foster a love for science and exploration, and there’s no better place to start than their own space-themed bedroom. The journey of creating a space-themed room will be as exciting for you as it will be for your children. As you watch their eyes light up with each new discovery and see their enthusiasm for learning grow, you’ll realize that this was not just a room makeover. It was an educational adventure, an unforgettable journey through the stars that can ignite a love for space exploration that can last a lifetime. So, set your imagination free and let the countdown begin. Your children’s journey to the stars is about to commence, right from their bedroom!

aerospace

http://www.koreanwar60.com/technological-advances

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Personnel of the 6147th Tactical Air Control Group, known as the "Mosquitoes," were the first to create a large-scale, comprehensive airborne FAC system. At the outset of airborne FAC, the first plane employed was the L-5, which was already in use by the Army for artillery spotting. It was considered largely unsatisfactory, however, and the T-6 became the FAC aircraft for the duration of the conflict. The early TACPs FAC radio was a heavy, jeep-mounted device that depended on the jeep for power. By 1951, the Air Force adopted a better jeep (the M-38), a new radio, and a more powerful generator to run both the radio and a homing beacon. The eight-channel (ARC-3) and four-channel (SCR-522) radios gave the FAC increased capability to talk with aircraft. Air Force TACP personnel of the Tactical Control Squadrons lived as soldiers during their tour at the front, unofficially nicknamed the "Air Force Infantry." Although they received combat pay and took casualties early in the war, the Tactical Control Squadrons were officially considered to be a non-combat unit. The decline in more traditional methods of COMINT production forced the services into trying new ideas, or, in one case, reverting to an older one. In late 1951, in conditions reminiscent of France in 1917, ASA personnel inadvertently rediscovered an intercept technique used extensively in World War I. UN forces in Korea commonly planted sound detecting devices forward of their bunkers to give warning of approaching enemy troops; it was found that these devices also picked up telephone calls. This "ground-return intercept," using the principle of induction, enabled collection of some Chinese and Korean telephone traffic. The bad news was this intercept had to be conducted much closer to enemy positions than normal intercept, sometimes as close as thirty-five yards. This risk was assessed carefully and accepted. Ground-return intercept (GRI) gave UN forces access to information on Chinese or North Korean patrols, casualty reports, supply problems, and evaluations of UN artillery strikes. One colonel who participated in the GRI program was heard to remark that the information was so well appreciated by his soldiers that he had little trouble getting volunteers to go out at night and implant the equipment to make intercept possible. A second innovation in COMINT production became one of the foremost producers of tactical intelligence for the U.S. military. This was low-level intercept (LLI). "U.S. Air Force Air Rescue Service units would soon be flying similar helicopters, designated as H-5s, from land bases to pick up downed pilots, often behind enemy lines. Within months, Air Force helicopters joined the Marine choppers in rushing badly wounded leathernecks from frontline aid stations to field hospitals and later to a Navy hospital ship offshore, sharply reducing delays in providing lifesaving medical care." Low-level teams initially consisted of an officer, driver, and one to three opera-tors/translators working out of a jeep; over time the number of operators increased. Although the mobile operations were productive, the jeeps were considered too vulnerable, and operations were "dug in" in bunkers near the main line of resistance, as it was then called. The product was disseminated directly to combat units, usually at regimental level. The first attempt at front-line LLI in July 1951 proved only partially successful, but, after some changes in equipment, the program began in earnest in August. Seven LLI teams were fielded by November 1951. By the following May, ten LLI teams were in operation, with planning for more. The success of the program is attested by the fact that by October 1952, fifteen LLI teams were at work, and by the end of the war, twenty-two LLI teams were active. It was estimated that the tactical value of LLI product lasted from twenty minutes to three days at best - but, however perishable, it paid off. In early September, units in the U.S. 1st Cavalry Division area successfully repelled a heavy attack by the PLA. One important element in this victory was the advance warning given by the 1st Cav's LLI team. Because the LLI teams dealt in perishable and current intelligence, not much long-term analysis was done - or possible. It thus became difficult to keep continuity on opposing units. These problems were eased somewhat with the creation of an LLI "control section" at ASA headquarters in Seoul in late 1951. This section collated reports from the field and service as a reference source on language problems and OB questions. While United Nations forces struggled to hold onto the Pusan perimeter in the late summer of 1950, the U.S. 1st Provisional Marine Brigade was rushed into action to reinforce U.S. Army and Republic of Korea (ROK) troops defending that precarious pocket in the southeast corner of South Korea. The undermanned 5th U.S. Marine Regiment and its support units had barely arrived at Pusan when they were moved in borrowed Army trucks to stop a North Korean assault near Chindong-ni, on the perimeter's western edge. Brigade commander Brigadier General Edward A. Craig knew little about the terrain his Marines would have to cross, so he climbed into a Sikorsky HO3S-1 helicopter and lifted off to scout the route, give directions to the lead battalion, pick a spot for his command post and meet with his Army superiors. Returning from the meeting with Lieutenant General Walton H. Walker, the Eighth Army commander, Craig stopped three more times to confer with his unit commanders. That crucial trip aboard a chopper from Marine Observation Squadron 6 (VMO-6) on August 3, 1950, was a harbinger of the increasingly vital role rotary wing aircraft would play in three years of tough fighting in Korea. While the Marines were inaugurating the use of the underpowered Sikorsky helicopters in command-and-control, light resupply and medical evacuation roles, the Navy was flying those same choppers from aircraft carriers and a few large warships operating in the Sea of Japan. The Navy helos were used at first to pluck downed fliers from the sea and undertake short logistical missions between ships. But they quickly took on added duties such as gunfire spotting for the warships. Later in the conflict they became key elements in the prolonged effort to clear coastal waters of mines. U.S. Air Force Air Rescue Service units would soon be flying similar helicopters, designated as H-5s, from land bases to pick up downed pilots, often behind enemy lines. Within months, Air Force helicopters joined the Marine choppers in rushing badly wounded leathernecks from frontline aid stations to field hospitals and later to a Navy hospital ship offshore, sharply reducing delays in providing lifesaving medical care. Early in 1951, Army helicopters also began to fly medevac missions, sparing seriously wounded soldiers punishing ambulance trips over Korea's wretched roads. Between their rescues of downed airmen and isolated ground troops and flying ambulance missions, U.S. helicopters were credited with saving tens of thousands of lives during the war. "Few technical innovations were equal in importance to the growing use of the helicopter for medical evacuations," one Army history declared. With the arrival of larger, more capable helicopters later in the conflict, the Marines and Army would demonstrate the usefulness of vertical lift aircraft in the tactical movement of troops and supplies — a role that would become the hallmark of another Asian war a decade later. When North Korean forces invaded South Korea on June 25, 1950, four HO3S-1 helicopters and 37 Marines were transferred from HMX-1 to VMO-6, which departed for Korea in July aboard the escort carrier Badoeng Strait. The squadron's four helicopters and eight Stinson OY-1 (the U.S. Navy designation for the L-5) fixed-wing spotter planes flew into the Pusan perimeter on August 2, as the Provisional Brigade's ground troops were arriving. The helicopters quickly proved their worth, helping General Craig and his battalion commanders overcome their lack of familiarity with their operating area. "Helicopters were a life saver in this connection, as they provided the means for even commanders of small units to get into the air quickly from almost any point and identify roads, villages and key points prior to moving their troops," Craig recalled. The helicopters added pilot rescue to their duties on August 3 when an HO3S carrying Craig diverted to pick up a Marine Vought F4U-4 Corsair pilot who had been shot down during a close air support mission. Marine choppers would assume that role scores of times in the coming months. Major Robert J. Keller, a commander of VMF-214, the famous "Black Sheep" fighter squadron, said later, "The helicopters have done a wonderful service in rescuing downed pilots under the very guns of the enemy." As the choppers' roles diversified, their crews implemented a variety of field modifications. When asked to carry casualties to the rear, the Marines found that a stretcher would not fit inside the HO3S's small cabin. So they removed the rear window on one side and stuffed the wounded man's litter in headfirst, leaving his feet exposed to the weather. On occasion, innovative helicopter crews also supported the infantry by laying field telephone wires between units, putting down lines over rugged terrain within minutes that would have taken men on foot days to cross. Equipped with only the most basic instruments, the helicopters were not actually certified for night flying. But with so many lives at stake, Marines soon found themselves evacuating casualties after sundown. Pilots from the other services also defied the ban on night flying. In the end, chopper crews would conduct hundreds of dangerous nighttime medevac missions. To meet the increasing demands for their services, additional Marine helicopters and pilots were sent from Japan in August. General Craig called for larger helicopters that could carry heavier loads, and Marine headquarters responded within a year. VMO-6 helicopters had no immediate role in the 1st Marine Division's daring amphibious landing at Inchon on September 15, but choppers got into the action the next day when one of the squadron's helos flying off an LST (landing ship, tank) rescued a Corsair pilot who had ditched in the harbor. Many of the rescue missions proved dangerous, and VMO-6's helicopter units suffered their own losses. Two choppers were shot down, and one pilot was killed while trying to rescue other fliers during the advance from Inchon to Seoul. The choppers played key roles during the Marines' advance to the Chosin Reservoir and their fighting withdrawal from the massive Chinese offensive, maintaining contact among the widely separated units. And they also continued flying medical supplies and critical materiel in and carrying casualties out of small landing spots in the narrow valleys of North Korea. Two more choppers were shot up and another pilot killed during that precarious withdrawal. Late in 1950, as the numbers of HO3Ss were shrinking due to losses, VMO-6 started transitioning to Bell HTL-4s, the helicopters made famous by the M*A*S*H TV show's opening scene. The Bells could carry two casualties in litters strapped on each side, twice the load that could be carried by HO3Ss. Navy helicopters were in the war zone shortly before the Marines, when U.S. Seventh Fleet units, including the aircraft carriers Valley Forge and Philippine Sea, arrived offshore to support the retreating U.S. and ROK troops. Each carrier had a helicopter detachment from HU-1 serving as plane guard or "angel" to recover pilots from the water. Retired Navy Commander Harold R. Gardiner, then a lieutenant, led the HU-1 detachment on Valley Forge at the end of 1950, with Chief Aviation Pilot Dan Fridley as the other pilot. During rescues, pilots normally flew with an enlisted crewman who operated the rescue hoist and frequently had to jump into frigid water to assist pilots into the "horse collar" sling. Raymond Swanecamp, who flew with an HU-1 detachment on Valley Forge as a radioman 3rd class, explained that the crewmen were trained in water rescues at the Underwater Demolition Team (UDT) school at Coronado, Calif. Helicopters also were assigned to some cruisers and battleships, and their pilots soon began experimenting with adjusting fire for the big guns. Retired Lt. Cmdr. Earl Bergsma, who flew off USS St. Paul, recalled a number of missions when he tried to direct the heavy cruiser's 8-inch guns against trains and railroad tunnels along the North Korean coast while being shot at by enemy troops. Jones, who flew from several cruisers in 1950-51, said chopper crews received a very short course in gun spotting at Coronado before deploying. But mainly, he recalled, "we learned as we went." The results were often remarkable. A 1950 Navy report found that "a ship using its own helo and carrying its own spotting officer possessed one of the best assets to accurate marksmanship that a ship could have." Navy helicopters debuted as part of the mine-clearing forces during the attempted amphibious landing at Wonsan in September 1950. Their capability was demonstrated unintentionally when the cruiser Helena's helo pilot, Lieutenant Harry W. Swineborne, photographed two moored mines while searching for survivors of a sunken minesweeper in Wonsan Harbor. Flying from the cruiser Worchester, Chief Aviation Pilot B.D. Pennington spotted more mines a few days later, and soon the helicopters were a key part of mine-clearing operations in Wonsan and other Korean ports. Some helicopter crewmen tried to destroy floating mines with rifle fire, but that was discouraged after exploding mines nearly knocked a helicopter out of the sky, Bergsma recalled. Helicopters saved several mine-sweeping ships by spotting mines in their path or directing them out of a surrounding minefield. "The helicopters had many friends in the minesweeps," said Lt. Cmdr. I.M. Laird, skipper of the minesweeper Dextrous, who was among those guided to safety. While mine-clearing operations at Wosan dragged on, Navy helicopters were based on LSTs that had been fitted with a landing platform. "As time went on, our copters got more and more into the role of rescue," said Lieutenant T.E. Houston, a captain of LST-799. Air Force helicopters also began operating in Korea in July 1950, when the 3rd Air Rescue Squadron deployed a detachment of H-5s from Japan to conduct what an Air Force history referred to as an "ill-defined combat search and rescue mission." One historian wrote, "By using a combination of sheer guts, good luck and learn-as-you-go mentality, the ARS logged hundreds of combat saves and was responsible for the evacuation of 9,898 personnel by the end of the war." As UN forces advanced out of Pusan following the Inchon landing, Detachment F moved north to Seoul K-16, but had to fall back to K-37 south of Taegu when the Chinese attacks forced the allies to retreat. In February Detachment F helicopters made multiple flights to deliver blankets, blood plasma and medical supplies and to fly out casualties when part of the 2nd Division was surrounded at Chipyong-ni. At times defying 40-knot winds and blinding snow, the chopper crews saved 52 soldiers within two days. In response to calls for more capable aircraft, an Air Proving Ground team brought two Sikorsky H-19s to Korea in March 1951. The day after they arrived, one was used to help the smaller H-5s evacuate paratroopers from the Mussan-ni drop zone. While UN forces stalled the Chinese offensive in late spring of 1951, the detachment's missions changed. With the fighting settling into trench warfare, the Eighth Army was suffering fewer casualties and Army helicopters were taking over a larger share of the medevac duties. But enemy flak was downing more allied aircraft over hostile territory, so the Air Force helicopters soon went back to rescue missions. In June the Air Force renamed the unit Detachment 1, 3rd ARS, and opened a search-and-rescue coordination facility at the Fifth Air Force's tactical air control center in Seoul. In February 1952, Detachment 1 began replacing its H-5s with H-19s. The larger helicopters had a flight radius of 120 miles, compared to 85 miles for the H-5s, and could carry nine litters instead of only one. As part of worldwide reorganizations in 1952-53, the 3rd Air Rescue Squadron became a group and Detachment 1 became the 2157th Air Rescue Squadron. Despite its early work with helicopters, the Army was the last of the U.S. services to bring rotary wing units into Korea. The first Army unit, the 2nd Helicopter Detachment, arrived there on November 22, 1950, with four Bell H-13Bs (the same aircraft as the Marine HTLs). After additional training, the unit became operational on January 1, 1951. It was joined later that month by the 3rd and 4th Helicopter detachments, with four of the Bells. Using procedures developed by the Air Force, the H-13s began to assume much of the medevac burden. In May the detachments were redesignated as the 8191st, 8192nd and 8193rd Army units. Similar to the learning process the Marines and the Air Force had gone through, a postwar report said, the Army pilots and the ground troops they served had to learn by trial and error what their choppers could or could not do during medevac missions. For example, ground units calling for medevacs had to be taught the importance of providing accurate coordinates for pickup and how to mark landing spots with panels or colored smoke. Ground commanders were told to request helicopter evacuation only for troops with head, chest or abdominal wounds, multiple fractures and great loss of blood, or if no ambulance were available or ground transport would likely exacerbate patients' serious injuries. By the end of 1951, historian Lynn Montross observed, "evacuations of casualties by helicopter was no longer a Marine Corps specialty. It had become the American way." During their first 12 months of operation in 1951, Army helicopters carried 5,040 wounded. By mid-1953, despite the shortcomings of the early helicopters, Army choppers evacuated 1,273 casualties in a single month. "Costly, experimental and cranky, the helicopter could be justified only on the grounds that those it carried, almost to a man, would have died without it," an Army historian concluded. Army commanders quickly found, as the Marines had, that given the mountainous terrain and poor communications that plagued allied forces, helicopters were valuable command-and-control aids. An Army report said the helos "have been established as an extremely useful tactical tool of command in combat and their use has permitted commanders to have a more intimate knowledge of conditions with their command than ever before possible." Although the first extensive use of helicopters in combat was handicapped by the limited capabilities of the early aircraft and the need to develop procedures under wartime pressure, they were widely hailed as tools that would be vital in future conflicts. On the basis of his experiences in Korea, Eighth Army commander Lt. Gen. Maxwell Taylor said: "The cargo helicopter, employed in mass, can extend the tactical mobility of the Army far beyond its normal capability. I hope that the United States Army will make ample provisions for the full exploitation of the helicopter in the future." By the time the United States went to war again in Vietnam, a decade later, helicopters had made the transition from useful novelty to a symbol of the American way of fighting. In the peaceful years just after World War II, while the United States was deactivating combat units, releasing servicemen and servicewomen from duty, and dismantling arsenals, Air Force leaders were developing aircraft for an air war yet to come--the jet war. The Air Force, under Gen. Hoyt S. Vandenberg, was building a solid nucleus of modern aircraft, even as it shrank in size. The events of June 25, 1950 shattered the brief postwar peace and sparked the militarization of the cold war. Communist North Korean troops stormed across the 38th parallel. Attacking at dawn, the North's spearhead of Soviet-built T-34 tanks and following infantry swept aside the first defenses and flooded south into the Republic of Korea. South Korean forces, taken by surprise, wavered and broke. Communist infantry and marines poured ashore on South Korea's east coast near Kangnung. Kaesong fell at 9:00 a.m., and the seaborne Communist columns pushed their way inland. The attack set off immediate alarms far south and east of the Korean battlegrounds, in Japan. There, the bases of the US Fifth Air Force were spread out in a defensive arc from Kyushu in the south to Honshu in the north. Fifth Air Force combat squadrons formed the backbone of US air defenses in the Far East. The Fifth was largest of the Far East Air Forces (FEAF), recognized as the major air element of Gen. Douglas MacArthur's Southwest Pacific Area Theater. FEAF's primary mission was to maintain active air defense of the Far East Command and theater of operations. Fifth Air Force provided the "appropriate mobile air striking force" prescribed in FEAF's mission statement. The mainstay of the Fifth's defensive capability was the first jet fighter that the United States ever produced in quantity: the Lockheed F-80C Shooting Star. This new aircraft was deployed with the 35th Fighter-Interceptor Wing at Yokota, near Tokyo; with the 68th Fighter-Bomber Wing at Itazuke Air Base on Kyushu; and with the 49th Fighter-Bomber Wing at Misawa on northern Honshu. The United States knew it required more than the F-80 jet fighter for the war effort. The F-80 squadrons were backed by two all-weather fighter units operating prop-driven North American F-82 Twin Mustangs. In fact, FEAF's planners also saw a need for Fifth Air Force to use every prop-driven F-5l North American Mustang that could be found. They understood and valued the F-5l 's longer range and ability to operate from short, rough airfields. Also deployed at Yokota were RF-80A reconnaissance planes of the 8th Tactical Reconnaissance Squadron. Two light tactical bomber squadrons of the 3d Bombardment Wing, equipped with Douglas B-26 Invaders, were deployed at Johnson AB, north of Tokyo. Rounding out Fifth Air Force's lineup of units was the 374th Troop Carrier Wing, which operated out of Tachikawa AB with two squadrons of Douglas C-54 transport aircraft. "A Shoestring Air Force" In the first days of the war, Lt. Gen. George E. Stratemeyer, FEAF Commander, sent a message to USAF Headquarters asking for personnel to bring all units up to war strength. He also requested 164 F-80s, twenty-one F-82s, sixty-four F-51s, twenty-two B-26s, twenty-three Boeing B-29s, twenty-one C-54s, and fifteen Douglas C-47s. Most of these planes were needed to round out squadrons to war strength and provide a ten percent reserve for combat attrition. Unfortunately, the Air Force in 1950 was what General Vandenberg would later describe as "a shoestring Air Force." Deep reductions in personnel in 1949 and early 1950 brought its strength down to 411,277--less than one fifth the size of the 2,000,000-strong World War II flying force. USAF had to support the first year of operations with World War II equipment stocks. Even so, there was no shortage of USAF action. By June 26, only hours after the North Korean invasion began, airmen from the Fifth Air Force were flying over the peninsula in every available plane, evacuating Americans via Seoul's Kimpo Airfield and carrying other noncombatants out of the beleaguered country. The enemy, however, continued to press hard and fast as the droning USAF transports--C-54s, C-47s, and Curtiss C-46s--undertook their life-saving sorties under protective cover of F-80 jets, prop-driven F-51 Mustangs, and F-82 Twin Mustang night fighters. On June 27, under orders from Washington, Fifth Air Force fighters went to war in earnest, aided by carrier-based Navy and Marine fighter and attack planes, Royal Australian Air Force Meteor jets, South Korean and South African fighter-bombers, and Greek and Thai transport units. The First Jet Victories On the same day, Air Force 1st Lt. Robert H. Dewald, flying an F-80 jet, downed a Soviet-made Ilyushin Il-1 attack plane. Lieutenant Dewald's achievement is recorded as the first-ever American aerial victory attributed to a pilot flying a jet aircraft. Flying a cover mission earlier that day, 1st Lt. William G. Hudson and Maj. James W. Little, both flying in prop-driven F-82 fighters, were attacked by two North Korean fighters, and the US pilots fought back. With guns blazing, they flamed two enemy planes. Lieutenant Hudson is credited with downing a Yak-II fighter. Major Little is credited with destroying an La-7. The Air Force scored three other aerial victories on its first complete day of offensive fighter operations. Lt. Charles Moran, Capt. Raymond Schillereff, and Lt. Robert E. Wayne, flying in an F-82 and F-80s, respectively, brought down a Soviet-made La-7 and two Soviet-made Il-1s. The following day, June 28, saw another Air Force "first." On the morning of that day, the southward-drifting polar front stood over the airfields on Kyushu, but the Fifth Air Force had to fly. Lt. Bryce Poe II took off alone into the murky overcast from Itazuke in his RF- 80A. His task was to reconnoiter and photograph the vanguard of the North Korean force. Weather at Itazuke was foul, but Lieutenant Poe found clear weather in Korea, and he successfully carried out his mission. Lieutenant Poe's flight marked the first reconnaissance sortie of the Korean War and, of greater historical significance, the Air Force's first combat jet reconnaissance sortie. While the ground war raged up and down the Korean peninsula, FEAF pilots waged unceasing air war against the North Korean enemy-- destroying aircraft; attacking supply and troop depots; shattering critical transportation facilities and routes; burning vehicles, locomotives, and railcars; and relentlessly pounding front-line, dug-in positions. American pilots went into this fresh combat bolstered by their battle-tested experience of World War II. For the most part, the Americans who carried the brunt of early fighting were veteran aviators. Early in the war, it was North Korea's Yakovlev fighters that tangled most frequently with the American Mustangs and Shooting Stars. However, as the Chinese Communists moved into the battle along the Yalu River in the war's first winter, the sweptwing, Soviet-made MiG-15 fighter entered the Korean air war. So, too, did an American aircraft that soon would become known as the "MiG Killer": the North American F-86 Sabre. To be sure, the Air Force's slower F-80 jets already had gone up against the MiGs before the F-86 appeared on the scene in Korea. The first "jet-to-jet" victory in military history, in fact, saw a Soviet-made MiG-15 going down in flames at the hands of an American F-80 pilot. Lt. Russell J. Brown of FEAF's 16th Fighter Squadron sparred with and then brought down the Soviet jet on November 8, 1950. It was in encounters with the F-86, however, that the Soviet-made MiGs met their true nemesis. The critical role of the F-86 is made plain in the final tally of Korean War victories. The Air Force's official victory publication lists page after page of Sabre pilot victories over the MiG-15. Of 839 MiG-15s shot down in air-to-air combat during the Korean War, fully 800 were brought down by Sabre pilots. The enemy managed to drop only fifty-eight of the F-86s. Ace is a title of honor given to an airman officially credited with downing five or more enemy aircraft. Of the forty Americans of all services who became aces in the Korean War, thirty-nine made their mark in F-86s. (The only non-Sabre ace, Navy Lt. Guy P. Bordelon, had five night kills in his F4U-5N.) Though they didn't become aces, many other American pilots scored victories. These individuals are credited with a total of 114 air-to-air victories in Korea. Of these, nearly two-thirds--seventy-two--were racked up by pilots flying the F-86. Making Aviation History By May 20, 1951, Capt. James Jabara, an F-86 pilot, had destroyed four enemy MiGs and needed but one more to become the first "jet-to-jet ace" in history. Late that afternoon, two Sabre flights closed into "MiG Alley" and found that the adversary was willing to come up and fight. Hearing the news by radio, two other Sabre flights, one of which included Captain Jabara, sped to the area, arrived in fifteen minutes, and took part in the combat. In the battle, thirty-six USAF Sabre pilots battled some fifty MiGs. Jabara plunged into the fight and downed not one but two MiGs, establishing his place in aviation history. In the pages of this magazine's June 1951 issue, Captain Jabara described the mission: "I tacked on to three MiGs at 35,000 feet, picked out the last one, and bored straight in. My first two bursts ripped up his fuselage and left wing. At about 10,000 feet, the pilot bailed out. It was a good thing he did, because the MiG disintegrated. Then I climbed back to 20,000 feet to get back into the battle. I bounced six more MiGs. I closed in and got off two bursts into one of them, scoring heavily both times. He began to smoke. Then, when my second burst caught him square in the middle, he burst into flames and fell into an uncontrollable spin. All I could see was a whirl of fire. I had to break off then because there was another MiG on my tail." At war's end, Captain Jabara could claim fifteen MiG kills. In terms of Korean War victories, Captain Jabara was surpassed only by Capt. Joseph H. McConnell, Jr. In the first five months of 1953, the F-86 pilot from 39th Fighter Squadron bagged sixteen MiG-15s. On one particularly auspicious day--May 18--Captain McConnell dropped three MiGs, thus becoming the first "triple jet ace" in USAF history. The Korean War was a watershed in military aviation. As the pilots knew only too well, times were changing. The machines were unlike any ever seen, and the era of free-lance air warriors was rapidly passing. Captain McConnell, discussing his status as an ace, made a portentous statement: "It's the teamwork out here that counts. The lone wolf stuff is out. Your life always depends on your wingman and his life on you. I may get credit for a MiG, but it's the team that does it, not myself alone."

aerospace

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EASA MEP module With FlyJAA it is possible to attain a so-called multi engine rating, also known as the EASA MEP. In this module you are trained to fly a twin engined aircraft. You can complete this module within one week. The MEP module consists of: - 2.5 hours twin engined flight instruction - 3.5 hours twin engined flight instruction focused on engine failure and asymmetric handling - 7 hours theory - theory exam - practical exam More information about EASA MEP? - PPL pilot license - Medical class 1 of 2 - Minimum age of 18 years

aerospace

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As an AI language model, I don’t have access to real-time data, so I cannot provide the top 10 most innovative airlines in 2023. However, I can give you a general idea of some innovative airlines that have been leading the industry in recent years. Please note that the rankings may vary based on different factors and are subject to change. Here are some notable innovative airlines as of my last update: 1. Emirates: Known for its luxurious services and customer experience, Emirates has consistently introduced innovative cabin amenities and technology advancements in recent years. 2. Singapore Airlines: Renowned for exceptional customer service, Singapore Airlines has been a pioneer in cabin design, inflight entertainment, and technological advancements. 3. Cathay Pacific: Recognized for its dedication to enhancing the passenger experience, Cathay Pacific regularly introduces innovative technologies and services, such as personalized entertainment and digital solutions. 4. Virgin Atlantic: With a reputation for innovation, Virgin Atlantic continues to push boundaries with its onboard amenities, entertainment options, and focus on sustainability. 5. Qatar Airways: Known for its attention to detail and premium experience, Qatar Airways consistently invests in advanced onboard technology, comfort, and entertainment. 6. ANA (All Nippon Airways): ANA has been a trailblazer in developing innovative cabin designs, seating options, and inflight entertainment systems. 7. Qantas Airways: Qantas has been at the forefront of innovation, introducing features like the “Project Sunrise” to develop ultra-long-haul flights, as well as advancements in entertainment and passenger comfort. 8. Air New Zealand: Renowned for its focus on passenger experience, Air New Zealand has introduced innovations like the Economy Skycouch and its unique safety videos that have gained much attention. 9. JetBlue Airways: JetBlue continuously seeks to improve passenger comfort and experience. It has pioneered initiatives like free Wi-Fi, and its Mint class offers a unique premium experience. 10. Norwegian Air Shuttle: Known for its low-cost long-haul model, Norwegian has driven innovation in the aviation industry by offering affordable transatlantic flights, focusing on a value-oriented experience. The airline industry is dynamic, and innovations can rapidly change. It’s important to note that this list may not reflect the actual rankings in 2023 and some airlines may have emerged with new technologies and concepts.

aerospace

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The R&S®Series4200 is our most recent generation of digital, software defined radios for civil air traffic control in the VHF band and for military air traffic control in the UHF band. The radios are capable of handling voice communications between air traffic controllers and pilots throughout every phase of a flight. The air traffic controllers are connected to the radio stations sited at airports and at remote locations over a VCS – a setup that enables comprehensive, nationwide radio coverage encompassing all flight levels. Exceptional reliability and low operating costs are the most important requirements to be met by radiocommunications systems. The outstanding RF characteristics of the R&S®Series4200 allow a large number of radios to be concentrated at a single location. Rohde&Schwarz can supply complete systems for radio sites, including antennas, filters, couplers and racks. R&S®Series4200 radios are also ideal for airport apron communications. Their compact size means that they are easy to install in spite of the often cramped conditions in control towers. Plus, their ability to be operated locally as well as via a remote control unit makes them ideal for use in small-scale systems, which generally do not require a complex VCS. More than 200 airports and control centers rely on our ATC communications systems. Subsidiaries and offices in more than 70 countries provide local, on-site customer-care. Civil air traffic control agencies in 80 countries count on our communications systems. Air traffic density has risen significantly in the last 20 years. Greater demands on airspace capacity means increased safety risks such as undetected simultaneous transmissions (USiT). If two pilots speak at the same time to the controller, there is a danger that the weaker signal will go undetected, leading to a loss of information. Rohde & Schwarz has developed an innovative solution to this long-standing problem. The receiver-based digital signal processing of the stationary R&S®Series4200 VHF/UHF radios makes it possible to detect multiple parallel radio transmissions. Rohde & Schwarz is the first supplier to offer detection of simultaneous transmissions (DSiT) in its ATC radios.

aerospace

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Green, Charles 1785 - 1870 English balloonist whose outstanding achievement was his flight with two companions in 1836 from Vauxhall Gardens, London, to Weilburg, Germany, a distance of 480 miles. Green's 18-hour trip set a long-distance balloon record for flights from England not beaten until 1907. He was accompanied on the flight by Monck Mason and Robert Hollond, who financed it. Green had earlier introduced coal gas (1821) as a cheaper substitute for hydrogen, a practice thereafter followed by most balloonists. He planned, but never attempted, an Atlantic crossing. The small working model of his proposed balloon, flown in 1840, incorporated the first mechanically driven propeller ever to power an aircraft. (Text Source Encyclopaedia Britannica).

aerospace

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The benefits of having this product - Built with 4K pixel HD dual cameras, it surprisingly captures stunning images and videos from the sky. - WiFi function, it can connect to apps and take photos, videos, and real-time transmission through the phone. - The drone is small and easy to use. With the button of one key takeoff and landing, simple to control the drone. - High-quality ABS material to free your worries of a sudden shock or drop. - With foldable arms, small size, lightweight, easy to carry. LED lights make flying more spectacular, especially in the dark. - 1: The arms are foldable, small in size, and easy to carry. - 2: With altitude hold mode function, flight stability. - 3: In headless mode, there is no need to adjust the position of the aircraft before flying. - 4: Use the one-key return function to easily find the way home. - 5: Built-in 4K pixel high-definition camera, surprisingly, it can capture stunning pictures and videos from the sky. - 6: With the WiFi function, it can be connected to the application and APK system, and take pictures, video, and real-time transmission through mobile phone camera images. - 7: Draw a flight path on the screen, and the drone will fly autonomously along the specified path. - 8: 2.4GHz anti-interference technology. - 9: 4 channels, capable of ascent, descent, forward, backward, left flight, right flight, and 360° rolling. - 10: Six-axis gyroscope, the flight is more stable and the control is more convenient. - 11: LED lights make the flight more spectacular, especially in the dark. - Product size: folded: 8*5.5*4CM, open: 18*16*4CM - Storage bag size: 21.5*11*7 CM - Remote control battery: 1.5V AAA battery*3 (not included) - Body battery: 3.7V 500Mah lithium battery - Charging time: 60 minutes - Single battery flight time: about 12 minutes - Charging method: USB cable charging - Remote control distance: 80-100 meters - Motor model: 716 Coreless motor - Product material: plastic metal electronic components - Receiving frequency: 2.4G - Number of channels: 4 channels 6-axis gyroscope - Lens angle: adjustable 180 degrees -90 degrees - Return distance: 15-30 meters - Remote control mode: left-hand throttle Product List: Drone*1 Remote control*1 Fan blade*2 Protective ring*4 Mobile phone holder*1 Battery*1 USB cable*1 Manual*2 Payment & Security Your payment information is processed securely. We do not store credit card details nor have access to your credit card information.

aerospace

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

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

aerospace

http://thepointeruwsp.com/2017/02/11/spacex-plans-human-mission-to-mars/

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Engineer, entrepreneur and visionary, Elon Musk, hopes he can take humanity to Mars. Musk has had success in his many business ventures, including Tesla Motors, SolarCity and now SpaceX, to name the more popular ones. SpaceX, founded 14 years ago in California, is a company devoted to being number-one in the privatized space industry. It became the first organization to put a privately-funded rocket into orbit in 2008. Since then, the company has developed new space technologies and received contracts from government organizations like NASA to deliver research equipment beyond the atmosphere. SpaceX’s ultimate plan is to make space travel affordable. To do this, Musk is taking on the engineering feat of creating reusable spacecraft. This would be a first for any space-faring organization, including NASA, which has never been able to reuse rockets or spaceships after they have returned to Earth. “The cost of fuel now is about 0.3 percent, with most of the cost being from the building of a rocket. If they were re-usable, space travel would be affordable,” Musk said. The entrepreneurial opportunities associated with being the first organization to create reusable spacecraft are overwhelming, but Musk seems to be more motivated by dreams than money. This is perhaps why, and how, he hopes to create and use technology that will bring humans to Mars. The time frame for getting to Mars is an intentionally vague 40 to 100 years. This is because of difficulties that lie between Musk and Mars. Challenges with a manned mission to Mars are numerous. They include finances, launching and landing a spacecraft safely, surviving a lengthy flight and surviving a barren terrain by creating a sustainable artificial habitat after arrival. The opinions on campus seem to reflect concern for the realities of the project. Kendra Kudla, sophomore interior architecture major, wondered about the practicality of the concept. “Can he actually do it?” Kudla said. Nick Figueroa, a sophomore studying neuroscience, believes a manned mission to Mars is at least plausible. “There’s a lot of stuff that has happened in the last 40 years,” Figueroa said. Justin Seis, senior sociology and philosophy major, had concerns that went beyond questioning the probability of success. Seis said, “I think that it’s a nice idea, but at the same time there’s a lot of problems here that we should be prioritizing.” Musk seems to recognize the questionability of his dream. He said one day he plans to name SpaceX’s first ship to reach Mars “The Hearth of Gold” in honor of the book Hitchhiker’s Guide to the Galaxy, in which a ship is run on “infinite improbability.” Musk does not seem to worry about the far-out notions of his dreams. In fact, he seems motivated by them.

aerospace

https://advocacy.consumerreports.org/press_release/consumer-groups-urge-senate-to-oppose-air-traffic-control-privatization/

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Consumer Federation of America US Public Research Group August 28, 2003 We are writing to express our opposition to provisions in the recently filed conference report to H.R. 2115, Vision 100 – Century of Aviation Reauthorization Act, which would authorize the Federal Aviation Administration (FAA) to begin to privatize the country’s air traffic control (ATC) system. The nation’s air transportation must be, above all else, safe. This legislation takes a step backwards from this important standard by threatening the effectiveness of key components to the FAA workforce. With the entire aviation industry struggling through perhaps the most difficult financial period in its history, it is no time to experiment with our ATC workforce, which is so vital to safe air travel. In particular, we are distressed by the inclusion of language in the conference report that allows for the contracting-out of air traffic control employees at locations across the country. When the House and Senate considered this legislation independently, both bodies passed provisions that more adequately provided protections for ATC job functions – air traffic controllers, system specialists and flight service station technicians. Given the enormous security failures that resulted from the outsourcing of security screening services at airports, it is not surprising that there is broad support in Congress for including measures that would ensure a public workforce and a safer aviation system. We are very disappointed that the Conference Committee capitulated to the demands of some in the Administration and inserted language into the bill that would directly authorize ATC privatization. Other countries have tried to privatize their ATC systems in recent years, and have encountered significant problems, with increases in near-misses or actual airplane crashes, greater delays, and higher costs and fees on passengers. In Canada, where ATC privatization was established in 1998, the nation’s Transportation Safety Board found understaffing at some towers has been a persistent problem and may have contributed to near mid-air collisions in their air space. Canada’s ATC authorities concede they have been operating with a major revenue shortfall and plan to proceed with a service charge increase effective August 1, 2003, which will be passed on to consumers. More recent privatization initiatives in Great Britain have not fared any better, with flight delays caused by ATC increasing 20 percent since the system was out-sourced, according to reports in The London Daily Telegraph. Of greater concern, there were more than 220 “near misses” of airplanes over Britain during 2002, according to the UK Airprox Board, which assesses such incidents. The Board found that these incidents had risen to their highest levels in a decade, while the volume of traffic has been lower than normal. Our ATC network is far more complex than any other in the world, with more than nine million flights and nearly 700 million passengers moved through the system annually. It handles this workload while playing a vital role in defense of our homeland by coordinating the national air space for both our military and civilian aircraft. The importance of this national security function was highlighted in the aftermath of the September 11, 2001, terror attacks, when our ATC system grounded over 5,000 planes in under five hours and supplied direction for military aircraft in defense of our country. While processing a massive volume of traffic and assisting in national defense, the ATC workforce also has established and maintained one of the safest systems in the world. The National Transportation Safety Board recently reported that 2002 was the safest year ever in U.S. aviation history. EUROCONTROL, the organization responsible for the safety of air traffic in Europe, released a report in May 2003 that held up our system as a model of efficiency, with more cost-effective facilities and a more productive workforce. As a nation, we should be clear about the importance that we place on aviation safety and having the best air traffic control system in the world. Safety must remain the FAA’s number one priority. We can make certain of this by ensuring that our ATC system remains a Federal responsibility, with employees entirely accountable to the public and not a company’s bottom line. We urge you to push for reconsideration of the ATC privatization language in the current conference report for FAA Reauthorization, and support a bipartisan compromise that will ensure a safer air transportation system for the American people. Adam J. Goldberg Consumer Federation of America Public Citizen’s Congress Watch

aerospace

http://www.obtcasting.com/pid18427017/CustomGas-Turbine-Aircraft-Engines-Fuel-Nozzles-Nickel-Alloy-Titanium-Inconel-600-625-Casting-OEM-ODM.htm

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Aircraft engines' fuel nozzles are critical components that play a key role in the combustion process of jet engines. These nozzles are designed to inject the right amount of fuel into the combustion chamber in a precise and controlled manner, ensuring efficient and safe engine operation. Fuel nozzles in aircraft engines are engineered to meet stringent performance and safety standards. They must atomize the fuel effectively, ensuring proper mixing with air to achieve efficient combustion. The design of these nozzles considers factors like fuel flow rate, spray pattern, and ignition reliability. The materials used in aircraft engine fuel nozzles must withstand extreme temperature and pressure conditions. They are typically constructed from high-temperature-resistant materials such as nickel-based alloys. These materials ensure the durability and longevity of the nozzles under the harsh operating conditions of jet engines. Furthermore, aircraft engine fuel nozzles are often equipped with advanced technologies and sensors to monitor and control the combustion process. They are a critical part of the engine's overall performance and efficiency, directly impacting the aircraft's reliability and safety.

aerospace

http://discovermachine.com/

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The Global Positioning System (GPS) is the only fully functional Global Navigation Satellite System. Using a constellation of at least 24 medium Earth orbit satellites that transmit precise microwave signals, the system allows the receiver to GPS, to determine its location, speed/direction and time. Developed by the Department of Defense, it was officially named NAVSTAR GPS (Contrary to popular belief, NAVSTAR is not an acronym, but simply a name given by Mr. John Walsh). Satellite group is managed by the U.S. Air Force 50th Space Wing. The cost of maintaining the system is about $ 750 million per year, including the replacement of aging satellites, and research and development. Despite these costs, GPS is free for civilian use as a public good. GPS has become a widely used aid to navigation worldwide, and a useful tool for map-making, land surveying, commerce, and scientific uses. GPS also provides a precise time reference used in many applications including scientific study of earthquakes, and synchronization of telecommunications networks.

aerospace

https://christopherkovacs.com/portfolio/peacemaker-down/

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Status of Original Painting – For Sale All prices are in Canadian dollars Size: 10 x 21 inches Medium: Watercolour on 300 lb Arches After a strenuous 30-minute hike to ascend 800 feet along a forested path in Burgoyne’s Cove, you’re rewarded with splendid, peaceful, beautiful greenery – and the scattered skeletal remains of an enormous war plane. What you see in this painting are remnants of its massive tail section. In other parts of the valley, you’ll find engines, landing gear, wings, and other splintered parts from the main cabin. On March 18, 1953, the fatal flight left a US Air Force base in the Azores, bound for South Dakota. The plane was a Convair RB-36H-25 Peacemaker – the largest ever piston-engine aircraft and bearing the longest wingspan (70 meters) of any combat aircraft. Despite its Peacemaker name, these B-36 bombers were the primary means for delivering nuclear weapons until B-52 planes entered service in the mid-1950s. The fateful reconnaissance mission was to test whether aircraft could approach North American defenses without being detected. The crew were ordered to fly without radar, using only their sextant for navigation, and the altimeter to maintain about 500 feet of altitude as they crossed the Atlantic toward Newfoundland. Navigational radar was to be turned on an hour before landfall so that they could climb to a safe altitude over Newfoundland’s mountainous coastline. However, the weather was so dismal and overcast that the navigator could not make use of the sextant to check their true position. Strong tailwinds rather than forecasted headwinds caused them to unknowingly reach Newfoundland 90 minutes ahead of schedule. During the crew’s last minutes, the plane flew straight and level at 800 feet with a groundspeed of 202 knots, through sleet, drizzle, fog, and visibility of less than 1/8-mile. The B-36 Peacemaker slammed into an 896-foot cliff at Burgoyne’s Cove and broke apart, creating a large fireball, scattering wreckage over a mile, and killing all 23 crewmembers on impact. That same night a Boeing SB-29 Superfortress search and rescue plane took off from the Ernest Harmon Air Force Base at Stephenville in Newfoundland to search for survivors. It too failed to return from its mission, crashing beyond the runway in the fog and killing all eleven crewmembers. Despite an extensive search and dredging of St. George’s Bay, the wreckage of that plane was never found. The B-36 Peacemaker wreckage was deemed unrecoverable and left behind as a memorial for the crewmembers. One propeller blade is mounted atop the cliff, overlooking the wreckage below, and bearing all the names of the crew. The site is frequented by locals and tourists who comment on the beauty and peacefulness of the scenery, and the solemn, sobering nature of the wreckage. This was an unusual subject for me to paint. I’ve written before how my artistic eye is drawn to images that contain contrasts of shapes, textures, colors, and natural versus artificial elements. This painting takes the contrast of nature and man-made to an extreme. The plane broke apart against the immovable force of nature but in turn reduced all surrounding greenery to ashes. In the ensuing decades, is nature winning the battle? Much of the wreckage has been pierced, absorbed, or hidden by the lush trees and undergrowth that regenerated upon scorched ground. And yet, the yellow-orange undergrowth recalls the heat of the original inferno, while many ribs of that broken vessel defiantly persist. Even its tail number (51-13721) remains visible after all these years. My thanks to Lisa Samways for taking the main reference photo. I was in there with camera slung around my neck, and so I needed one of my photos to recreate sections obscured by my presence.

aerospace

https://www.flyingwelt.com/2023/06/the-magnificent-boeing-c-17-globemaster-a-marvel-of-modern-aviation/

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In the realm of military and humanitarian air transportation, one aircraft stands out with its impressive capabilities and exceptional performance — the Boeing C-17 Globemaster III. Designed to excel in strategic airlift missions, the C-17 has become an indispensable asset for various military forces across the globe. In this article, we delve into the remarkable features and functions of this iconic aircraft while exploring its historical significance and impact on modern aviation. The Boeing C-17 Globemaster III first took flight in 1991, marking the beginning of a new era in military aviation. Born from a collaborative effort between Boeing and McDonnell Douglas, this strategic transport aircraft emerged as the heir to a long line of successful predecessors like the C-74 Globemaster and C-141 Starlifter. Pratt & Whitney F117-PW-100 The C-17’s robust design and engineering contribute to its exceptional performance capabilities. Powered by four Pratt & Whitney F117-PW-100 turbofan engines, each generating an impressive 40,440 pounds of thrust, the Globemaster III can reach a maximum speed of Mach 0.74 (518 mph). With a range of approximately 2,400 nautical miles without refueling, it can transport heavy cargo over vast distances, including intercontinental journeys. Versatility and Adaptability One of the key strengths of the Boeing C-17 is its ability to adapt to various mission requirements. Its cavernous cargo bay, measuring 88 feet long and 18 feet wide, can accommodate a wide range of cargo, including vehicles, supplies, and personnel. The aircraft’s versatile design allows for the efficient transport of military equipment, humanitarian aid, and even paratroopers, ensuring its relevance in diverse operational scenarios. Strategic Airlift Capabilities The C-17’s strategic airlift capabilities are unparalleled, showcasing its ability to operate in demanding environments. With its short takeoff and landing (STOL) capability, the aircraft can access austere runways as short as 3,000 feet, enabling it to reach remote locations with limited infrastructure. This unique feature empowers military forces to swiftly deploy personnel and supplies to critical areas worldwide, enhancing their operational flexibility and response time. Humanitarian Relief Operations Beyond its military applications, the Boeing C-17 has proven its worth in numerous humanitarian relief missions. In times of crisis, whether it be natural disasters or humanitarian emergencies, the C-17 can deliver vital aid and supplies to affected regions swiftly. Its ability to transport significant cargo loads, land on unprepared runways, and perform airdrop operations makes it an indispensable asset during times of need. The Boeing C-17 Globemaster III has left an indelible mark on the global aviation landscape. Operated by the United States Air Force and other air forces around the world, including the Royal Air Force and the Royal Australian Air Force, the C-17 has demonstrated its reliability, efficiency, and adaptability in countless missions. Its widespread use has solidified its reputation as the workhorse of modern airlift operations, playing a crucial role in promoting global security and supporting humanitarian endeavors. The Boeing C-17 Globemaster III is a true marvel of modern aviation, combining robust engineering, versatility, and adaptability to deliver exceptional performance. Whether executing strategic airlift missions, conducting humanitarian relief operations, or supporting military forces globally, the C-17 has proven its mettle time and again. With its remarkable capabilities and its ability to overcome operational challenges, this aircraft continues to shape the future of air transportation, reaffirming its place as an icon in the annals of aviation history.

aerospace

https://sr26.io/projects/tetrastar/

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Table of Contents An immersive experience at the National Space Centre , featuring a 20-seat simulator and 6 unique zones that take visitors on a wild space mission to Mars and back. My role in the project was varied, creating both Unity applications for the Tharsis One and the Terminals, as well as undertaking show programming responsibilities using Medialon Manager to control the multiple AV elements of the experience, designing how interactives should work and prototyping these systems, and being involved with designing how parts of the experience work during the latter parts of the project. Tharsis ONE # A state-of-the-art spaceship fitted with the cutting-edge Tetracore Warp Drive! After their low Earth orbit trip gets cancelled, visitors are roped into a mission to travel to Mars to retrieve important specimens that may have the answer to the question “is there life on Mars?”. A 3 Minute motion ride using real-time content driven by user interaction. The trip begins on Earth and blasts off into orbit before warping to Mars. Once at Mars, it’s learned that the Martian GPS systems have been knocked offline by the recent solar storm, sending the ship into manual control. The passengers have to press their buttons at the correct times to get the ship to Noctis Labs in one piece. Tech Specs # - Unity (HDRP) to create the interactive ride - Branching Unity timelines controlling both the visual camera and the physical seat motion. - Networked button input and illumination via Brainboxes. - Motion Seats controlled in real-time. - Editor solution to allow editing of seat motion and camera animations inside of the physical space. Main Deck - Noctis Labs # An active Martian research base. After stepping off the Tharsis One, its passengers enter Noctis Labs, an active Martian research base at the forefront of the search for ancient life on Mars. Public Mode # For public operation, vistors come into the base and have to complete a small task in order to find out the location of an important specimen. After retreiving their specimen they need to evactaute the base due to an incoming dust storm. Schools Mode # When students arrive on the base, they carry out a collection of tasks for 30 minutes. These tasks are designed to teach the students about Mars, whilst getting them to use some of the skills that they would have learned in school, all the time encouraging working as a team to search for life on Mars. The zone has 12 unique stations, each of which has a Unity application to provide tasks themed around the station’s role, for example, Remote Pilots sees vistors control rovers and drones on the surface of Mars, whilst Hydroscience examines different ice cores for traces of gases and searches for signs of life through a digital microscope. Each of the stations has an RFID reader so it can be unlocked by the relevant keycard, LED lighting to show it’s status, and most of the terminals have custom interactives relevant to the tasks that they are undertaking. Tech Specs # - 12 Terminal Applications, made in Unity - Buttons, Joysticks, switches, locks, and LEDs controlled by the Unity applications using UHIDs - 3 Player Mars exploration experience controlling rovers and a drone, carrying out tasks on the Martian surface, made in Unity. - Voxon volumetric display running a Unity application allowing visitors to explore the Martian surface from space with satellites. Escape Pod # Get off of Mars. Fast!. After retrieving the speciemens, vistors have to evactate Mars due to the violent dust storm that has hit the base. To get off of Mars, the visitors have to pack into the escape pod and work as a team. Pressing the launch buttons at the same time to take off and start the journey back to Earth. After using the warp drive, the pod is put into the perilous position of re-entering the Earths atmosphere. They’re coming in too fast and need to hit the brakes! As a team they need to press the aerobrake buttons to slow the pod down enough to safely return to the surface. Tech Specs # - Custom Unity video player app. - !2 Button inputs to control the launch and re-entry of the pod. Show Programming # The whole experience is controlled through a Medialon sever, providing control over 6 distinct zones, controlling lighting effects, sound, video playback and smoke for up to 4 concurrent groups going through the experience. - Show logic programming for the latter half of the project. - UI Control Panel Implementations - Brightsign Presentation Creation

aerospace

http://catalannewsagency.com/business/item/first-direct-flight-from-shanghai-lands-in-barcelona

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First direct flight from Shanghai lands in Barcelona Barcelona (ACN).- The first plane connecting Shanghai and Barcelona landed at El Prat airport on Friday at 08:05am. The route, operated by Air China, is offered all year round, three days a week: Tuesdays, Fridays, and Sundays. The plane, an Airbus 330-200, has capacity for up to 239 tourist class ticket holders and 16 business class ticket holders. On its first trip, the plane had an 86% occupancy rate. The round trip from Barcelona to China departed from the Catalan capital at 12:30pm with an occupancy rate of 88%. All flights for the weekend are already fully booked. Òscar Olive, Airports of Catalonia's commercial director, praised Air China for “having been able to recognize” the “clear demand” for direct connections between Barcelona and Asia. The airline has offered a direct link between the Catalan capital and Beijing since 2014. During a press conference in Barcelona, representatives from Air China said that they decided to launch the new flight because indirect connections between the Catalan capital and Shanghai already surpassed more than 100,000 last year, a 19% increase. Tourist class tickets for the Air China Shanghai-Barcelona direct flight start at €443, while business class tickets start at €2,043. Considering that Shanghai is the economical capital of China, the majority of passengers are expected to be businesspeople. From Shanghai, passengers flying from Barcelona will be able to connect to other international destinations such as Japan, Taiwan, Australia or New Zealand. Cities from China such as Chengdu, Wenzhou, Fuzhou and Guangzhou are also served from Shanghai.

aerospace

https://jelmeroosthoek.nl/2015/10/17/what-route-did-mark-watney-take-on-mars-spoiler-alert/

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I recently saw The Martian in the cinema. The story is based on a book with the same title by Andy Weir. I still have to read the book1, but I found the movie to be quite nice. It can perhaps best be summarized as ‘MacGyver in Space’ and deals with the adventures of astronaut Mark Watney. He was left alone on Mars after a severe dust storm caused the Ares 3 Mars mission he was part of to be aborted. His fellow crew mates thought he was dead and went back to Earth leaving Watney behind. To be able to get back home (#bringhimhome) he needs to travel great distances on Mars. That triggered my interest: could I calculate the best possible route that Watney might have taken? First I needed to know the locations. Watney is based in Acidalia Planitia at the Ares 3 landing site. I emailed Andy Weir and he told me the location is 28.6306°W and 31.3889°N2. Watney his first mission is to fetch the Mars Pathfinder, which is located at 33.22°W and 19.13°N. The second mission is to the Ares 4 landing site in Schiaparelli crater. This location was a bit harder to pinpoint. But luckily the people from the HiRISE camera on board the Mars Reconnaissance Orbiter have a special page dedicated to The Martian. One HiRISE image covers the possible future Ares 4 landing site. I chose the center coordinates of this image to be the location of the Ares 4 landing site: 15.2°E and 3.964°S3 Next step is to calculate the most efficient routes from Ares 3 to Pathfinder and from Ares 3 to Ares 4. The data I wanted to use is Mars Orbiter Laser Altimeter (MOLA) on board the Mars Global Surveyor orbiter4. This is almost 500 meter per pixel data, so not the most detailed, but enough to make sure Watney doesn’t bump into the most obvious mountains or falls down steep rims of the larger craters. I asked this question on the Stackexchange website and an answer came back shorty after: use Least Cost Path Analysis5. This method sounded promising and after some tweaking in python and ESRI ArcGIS I was able to get the following result6. As you can see Watney didn’t travel in a straight line. In reality we would of course need the best resolution elevation data out there. That is the 50 cm/pixel Digital Terrain Models (DTMs) created by matching two overlapping pairs of HiRISE images. Unfortunately, these are only available for a small portion of the Martian surface. In the figure above their locations are shown as the blue strips7. Interestingly both the Ares 3 and Ares 4 locations have coverage of these HiRISE DTMs. Were they used in the movie? As far as I could find the Mars scenes of the movie were shot in Jordan. Ah well, maybe the future explorers of Mars won’t need HiRISE anymore and instead will use data from some fancy advanced future mission? What about a crowdfunded mission to Mars where thousands of cheap drones, sent using CubeSats, will map the surface of Mars in high detail? Drones equiped with LIDAR like the ones shown in this TED talk? Sounds like a plan?

aerospace

https://tibunnews.com/panel-on-boeing-plane-may-not-have-been-properly-attached-agency-says/

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304 North Cardinal St. Dorchester Center, MA 02124 304 North Cardinal St. Dorchester Center, MA 02124 Federal investigators said late Monday that it was possible that the bolts that were supposed to keep a fuselage panel in place were never installed before the panel blew off an Alaska Airlines Boeing 737 Max 9 in a near-disastrous accident on Friday night. That is one of the theories that the National Transportation Safety Board is pursing as it investigates the blowout, the board’s chairwoman, Jennifer Homendy, said at a news conference in Portland, Ore. Her remarks came hours after United Airlines said it had found loose bolts on similar panels on some of its Max 9 jets while preparing them for inspection after the midair emergency, and Alaska Airlines said it had also found “loose hardware” on Max 9s. The panel that came off the plane, called a door plug, is placed where an emergency exit door would be if a jet had more seats. Ms. Homendy said on Monday that four bolts, known as stop bolts, should have prevented the door plug from moving upward and coming off the plane. But the bolts were not on the door plug when investigators recovered it, and they are trying to determine whether they were there to begin with. “We don’t know if they were there or if, again, they came out during the violent explosive decompression event,” Ms. Homendy said. The door plug came off the plane, Alaska Airlines Flight 1282, about 10 minutes after it took off from Portland International Airport, subjecting passengers to howling wind and forcing the pilots to quickly return to the airport. No serious injuries were reported. The door plug, phones, toys and other personal items all streamed out of the hole in the side of the plane and fell across Portland. Airlines have canceled hundreds of flights as they prepare to inspect nearly 200 Max 9 aircraft, which will be grounded until regulators and company officials decide they are safe. Some passengers’ travel plans could be disrupted for days. Alaska Airlines used 65 of the planes, about 20 percent of its fleet, and United used 79, more than any other airline and about 8 percent of its fleet, according to Cirium, an aviation data provider. United Airlines said on Monday that it had found loose bolts in door plugs in some of its Max 9 planes as it took out seats and sidewall liners for inspections this weekend. The door plug that came off the plane was initially installed by Spirit AeroSystems, which makes the body for the 737 Max and other aircraft. Investigators said they were looking into whether work had been carried out on or near the door since the plane entered service in November. Ms. Homendy said on Sunday that Alaska Airlines had been warned three times before the Friday flight about problems with cabin pressure on the plane. Those warnings were significant enough that the airline had decided the plane, a Max 9, could no longer be used on flights to Hawaii. Investigators may look into whether the installation of wireless internet equipment on the plane by a contractor, AAR, between Nov. 27 and Dec. 7 played any part in the pressurization problems, which emerged after that work was complete. In a statement, AAR said on Monday that it “did not perform any work on or near any midcabin exit door plug of that specific aircraft.” The accident Friday could have been far more catastrophic, especially if the plane had been at a higher altitude, experts said. Ms. Homendy said on Sunday night that the passengers had included three babies and four unaccompanied children between the ages of 5 and 17. Ms. Homendy said in a brief interview on Monday that her team was reviewing the plane’s flight data recorder to try to determine if the pressurization warning light could be linked to the door plug. The plane has several backup systems in case one of the pressurization systems fails. “There may have been something wrong with either the light or that one other unit, but there’s redundancies in the system,” Ms. Homendy said. Kathleen Bangs, an aviation expert and a former airline pilot, said she believed that the investigation would reveal a failure of the door plug because of the condition of the plane. Typically, explosive decompression incidents happen on older planes that have metal corrosion and fatigue, Ms. Bangs said. In this case, she said, the plane was almost new, which indicates that there was most likely an issue with the door plug. Anthony Brickhouse, a professor of aerospace safety at Embry-Riddle Aeronautical University, said a blowout at a cruising altitude of more than 30,000 feet could have been disastrous. “We could have been looking at a situation where more of the structure could have come off and would have been looking at a situation where passengers who weren’t strapped in properly would have been blown out because the forces would have been so tremendous,” he said. Pressurization starts to affect most commercial planes around 8,000 feet, said Mr. Brickhouse, who previously investigated aviation accidents for the safety board. Not properly controlling the air entering and leaving the cabin can lead to altitude sickness, or hypoxia, among passengers and the crew. Hypoxia, a condition that develops when the brain is deprived of oxygen, can happen on planes without appropriate pressurization when they begin flying above 10,000 feet or suffer rapid decompression, the F.A.A. says. This is why flight attendants tell passengers to use drop-down masks in the event of rapid decompression, Mr. Brickhouse said. In a statement, the F.A.A. said the required inspections would concentrate on the plugs, door components and fasteners. “Our teams have been working diligently — with thorough F.A.A. review — to provide comprehensive, technical instructions to operators for the required inspections,” Stan Deal, the chief executive of Boeing’s commercial plane unit, and Mike Delaney, the chief aerospace safety officer, said in a message to employees of that unit on Monday. Other airlines with Max 9 planes are outside the United States, such as Copa Airlines of Panama, Turkish Airlines and Icelandair. The European Union’s aviation safety agency announced on Monday that the Max 9 jets operating in Europe were not grounded because they had a different configuration. The F.A.A. previously said it would take four to eight hours to inspect each plane. Inspecting the nearly 200 Max 9 planes in the United States, according to the aviation agency, could take a few days. Aviation regulators and Boeing said the inspections were unique to the Max 9. The Max 9, along with the more popular Max 8, was grounded for nearly two years after two crashes of the Max 8 in 2018 and 2019 killed 346 people. In a statement, Alaska Airlines said it could not answer many outstanding questions about the plane and what had led to the blowout without approval from the safety board. The airline said it had asked the N.T.S.B. to share more information and would do so if allowed. In such investigations, parties are typically restricted in what they can share publicly. Boeing’s chief executive, Dave Calhoun, planned to host a companywide safety meeting on Tuesday to discuss the company’s response to the episode and reaffirm its commitment to safety. Boeing is still working to secure approval of the smaller Max 7 and larger Max 10. Boeing shares closed down about 8 percent on Monday, and shares of Spirit AeroSystems closed down 11 percent. J. Edward Moreno contributed reporting.

aerospace

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Research scientist in Astrobiology at the NASA Jet Propulsion Laboratory in Pasadena, CA. Also affiliated with the Blue Marble Space Institute of Science in Seattle, WA and the Oak Crest Institute of Science in Monrovia, CA. I am an expert in astrobiology and planetary science, which allows me to lead research teams to help NASA understand life in the universe. I study the emergence of life on early Earth and ways to search for life elsewhere including Mars and "ocean worlds" like Jupiter's moon Europa and Saturn's moon Enceladus. My team seeks to understand mineral-driven organic reactions and geochemistry relevant to biological and prebiotic systems. We do planetary environment simulations in the lab including making mini vent chimneys, making our own early Earth and Mars minerals, and simulating the energy in ocean systems using fuel cells. At JPL I co-lead the Origins and Habitability Lab, an astrobiology research group of students, postdocs, and research scientists. I am also the Investigation Scientist for the HiRISE instrument on NASA's Mars Reconnaissance Orbiter, and a Participating Scientist on NASA's Mars Science Laboratory mission. The other big motivation for my work is outreach and education. I mentor undergraduate and graduate students in my research team and have a particular interest in helping community college students find paths into research and STEM careers. I’m involved with various projects along these lines and always happy to meet like-minded collaborators. I received my B.S. in Astronomy and Astrophysics from Villanova University and my Ph.D. in Geological Sciences from the University of Southern California. As a student I did internships at NASA Goddard Space Flight Center in Greenbelt, MD; Marathon Oil Company in Houston, TX; and JPL in Pasadena, CA. After graduate school I was a post-doctoral fellow at Caltech/JPL and then with the NASA Astrobiology Institute.

aerospace

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1 post tagged Space Junk There is so much junk in space that collisions could start to increase exponentially, leading to a continuously growing pile of rubble in orbit, a new report warns. The independent report, released today (Sept. 1), surveyed NASA’s work to meet the threat of space debris. It was sponsored by NASA, and conducted by the National Research Council, a nonprofit science policy organization. Space debris — an accumulation of broken satellites, spent rocket stages and other junk in orbit — is dangerous because it could hit and damage working satellites, as well as spacecraft like the International Space Station.

aerospace

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Aerospace tube fittings are crucial components in aircraft, spacecraft, and other aerospace applications. These fittings are designed to create secure and leak-proof connections between tubes or hoses in fluid and gas transfer systems. With the high stakes involved in aerospace operations, it is essential to choose the right fittings that can ensure safety, reliability, and efficiency. At Instrumxx Industries, we specialize in providing high-quality aerospace tube fittings that meet the stringent standards of the aerospace industry. Our fittings are manufactured using advanced materials and production processes to deliver exceptional performance and durability in the most demanding environments. What are Aerospace Tube Fittings? Aerospace tube fittings are specialized connectors that join tubes or hoses in an aerospace fluid or gas transfer system. These fittings come in a wide range of shapes, sizes, and materials to accommodate various application requirements. Some common types of aerospace tube fittings include: Flared fittings: These fittings have a cone-shaped end that flares outwards to seal with the flared end of a tube. Flared fittings are used in low-pressure applications where ease of installation and serviceability are important. Swaged fittings: Swaged fittings are similar to flared fittings but use a mechanical tool to compress the fitting onto the tube. This process creates a tight and secure seal, making swaged fittings suitable for high-pressure applications. Compression fittings: Compression fittings use a threaded nut and ferrule to compress and seal the fitting onto the tube. These fittings are versatile and easy to install, making them a popular choice for aerospace applications. Quick-disconnect fittings: These fittings allow for fast and easy connection and disconnection of tubes or hoses in a fluid or gas transfer system. Quick-disconnect fittings are ideal for applications that require frequent maintenance or component replacement. Why are Aerospace Tube Fittings Important? Aerospace tube fittings play a critical role in ensuring the safe and reliable operation of aircraft, spacecraft, and other aerospace vehicles. These fittings must withstand extreme temperatures, pressures, and vibration, as well as exposure to corrosive and hazardous fluids. A faulty or unreliable fitting can cause leaks, blockages, or other failures that can compromise the performance and safety of the entire system. That's why it's important to choose aerospace tube fittings that meet the highest standards of quality, reliability, and performance. At Instrumxx Industries, we only offer fittings that have been rigorously tested and certified to meet or exceed industry standards. Applications of Aerospace Tube Fittings. Aerospace tube fittings are used extensively in the aerospace industry due to their ability to provide a secure connection between tubes or hoses. These fittings are designed to withstand high pressures and extreme temperatures while maintaining their integrity. The application of aerospace tube fittings is vast and includes: - Aircraft Fuel Systems: Aerospace tube fittings are used in the fuel systems of aircraft to connect fuel lines and ensure that the fuel is delivered to the engine efficiently and safely. These fittings are designed to withstand high pressure and are made of materials that are resistant to corrosion and fuel contamination. - Hydraulic Systems: Aerospace tube fittings are also used in the hydraulic systems of aircraft to connect hydraulic lines and ensure that the hydraulic fluid is delivered to the components of the aircraft with precision and accuracy. These fittings are designed to withstand high pressure and are made of materials that are resistant to corrosion and hydraulic fluid contamination. - Engine Systems: Aerospace tube fittings are used in the engine systems of aircraft to connect various components such as oil lines, coolant lines, and air intake systems. These fittings are designed to withstand high temperatures and pressures and are made of materials that are resistant to corrosion and engine fluids. - Instrumentation Systems: Aerospace tube fittings are used in the instrumentation systems of aircraft to connect various sensors and gauges to the aircraft's control systems. These fittings are designed to provide a secure connection and are made of materials that are resistant to electromagnetic interference and vibration. - Structural Applications: Aerospace tube fittings are used in the structural applications of aircraft to connect various components such as wing spars, fuselage frames, and landing gear struts. These fittings are designed to provide a secure connection and are made of materials that are strong and lightweight. As the best aerospace tube fittings supplier in India, we provide essential components in the aerospace industry due to their ability to provide a secure connection between tubes or hoses in various applications. These fittings are designed to withstand high pressures, extreme temperatures, and corrosive environments while maintaining their integrity and ensuring the safety and efficiency of aircraft systems. How Instrumxx Industries Can Help As a leading supplier of aerospace tube fittings, Instrumxx Industries offers a wide range of fittings in various materials, sizes, and configurations to suit your application needs. Our fittings are made from high-quality materials, such as titanium, stainless steel, and aluminum, that can withstand the harsh conditions of aerospace environments. We also offer custom fittings and assembly solutions to meet your specific requirements. Our team of experts can work with you to design, engineer, and manufacture fittings that meet your exact specifications and performance criteria. At Instrumxx Industries, we are committed to delivering exceptional customer service and support. We offer fast and reliable delivery, competitive pricing, and expert technical assistance to help you find the right aerospace tube fittings for your application. Keywords: Aerospace tube fittings, aerospace tube fittings supplier, high-quality aerospace fittings, flared fittings, swaged fittings, compression fittings, quick-disconnect fittings, reliable operation, extreme temperatures, pressures, and vibration, harsh conditions, custom fittings, competitive pricing, expert technical assistance.

aerospace

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Infinity Group Recruiting Inc GPS Engineer, SR Provide Systems Engineering support to the Air Force Life Cycle Management Center (AFLCMC) Joint Service Systems Management Program Office (AFLCMC/WNY), Robins AFB, GA RESPONSIBILITIES AND DUTIES Specific Responsibilities include but are not limited to: Engineer supporting the Joint Service System Management Office (JSSMO) for the Distributed Advanced Global Positioning System Receiver (DAGR). The JSSMO is modernizing the existing DAGR GPS receivers to meet existing DoD and civil mandates and national-level priorities. Duties will include planning, executing and controlling technical aspects of acquisition programs; organizing, training and supervising a technical support staff. Will work with senior government personnel on a regular basis, and will frequently be called on to provide technical briefings and lead large meetings. Will also serve as a senior technical advisor to government personnel. Responsible for providing technical acquisition management support services to ensure the effective and efficient delivery of GPS related acquisition services in support of the customers mission. Services include some or all of the following: o Requirements, program strategies, statements of work and acquisition plan development o Bid and proposal review/analysis o Engineering trade studies and technical analyses o Evaluating development/integration of modernized GPS systems into Air Force platforms o Satisfying civil and military mandates associated with Assured Position, Navigation, and Timing requirements ABET-accredited BS degree in engineering. Senior: 10 years of experience related program office acquisition experience, at least 5 of which will have been in a leadership position. Experience as a Technical IPT lead in a Program Office Experience with GPS and GPS integration Participated in development, coordination, and execution of major program milestones (preferably ACAT I but ACAT II/III acceptable) Extensive experience with defense acquisition management processes as contained in the DoD 5000 series directives Excellent communications skills, both written and verbally Clear understanding of the OSD and USAF Acquisition organization Active Secret Clearance. Approx.10% travel required Level II DIWIA Certification (SPRDE) At least 15 years related acquisition experience 2- 3 tours at AFLCMC (or predecessor)/or SMC Product Centers, or similar US Army/US Navy Product Centers, assigned to major weapon system Program Offices Electronics/ software experience / background WORKING LOCATIONS & ADDITIONAL INFO This position will be assigned at government offices at Robins AFB, GA. To be considered for this position, please forward your resume to email@example.com. If you have questions, please feel free to call me at 937.726.3739. All qualified candidates will receive consideration for employment without regard to race, color, religion, sex, national origin, disability or status as a Vietnam era or special disabled veteran.

aerospace

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There are lots of leadership positions; CEO, CFO, and COO to name a few. And, there are lots of industries in which to lead, but I want to suggest one that might be close to the pinnacle, Flight Director at NASA. Talk about tough! You’re corralling, pilots, engineers, doctors, researchers, countless technicians, and an ocean of support staff, all around the completion of a mission taking place in the harshest conditions known to man. Add to that that there are lives in the balance, and you have one of the most stressful leadership environments on the planet. Their success is based on their ability to work the problems they face as they arise. Steely-Eyed Missile Man Perhaps the most famous of these stellar leaders was Gene Kranz. They said he defined the tough and competent model that created the highest compliment given to mission folks and he was a steely-eyed missile man! Kranz was the flight director on Gemini missions and then, as the space program transitioned, he moved to the fabled Apollo program. He directed Apollo 11’s mission to the moon as well as Apollo 17, our last manned exploration of our moon. He also guided STS-51-L, the shuttle mission that repaired the Hubble Space Telescope giving us a peek into creation. Kranz was perhaps most famous for leading the teams that brought safely home the astronauts of the trouble-plagued Apollo 13 mission. Apollo 13 experienced what seemed to be an insurmountable series of problems. One disaster after another piled up, each with numerous problems to be solved. As the lives of the three astronauts were clinging to a seemingly unsolvable situation, Kranz directed his team through setback after setback. Each trouble represented a new challenge. He did this by utilizing a leader’s most critical skill set – FOCUS. He chanted WORK THE PROBLEM after each obstacle. WORK THE PROBLEM. He warned; “don’t make it worse by guessing.” Let’s make sure we have a firm understanding of what’s going on and when we have that in hand; WORK THE PROBLEM. Many of the problems he faced were cursed with complex puzzles, but Kranz knew he could only get through them one piece at a time. The Benefits of Experience Kranz knew what he was doing. He had been there at the Apollo 1 disaster when three astronauts lost their lives in an explosive fire during ground testing of the capsule. “We didn’t do our job. We rolled the dice and hoped things would come together by launch day. In our hearts, we were just hoping for a miracle.” Instead, it was a gut-wrenching heartbreaking disaster. Kranz never let his focus waver – WORK THE PROBLEM. Andy Weir’s fantastic novel, The Martian, and the equally wonderful Ridley Scott film of the same name is all about this three-word mantra – WORK THE PROBLEM. Mar’s astronaut, Mark Whatley, was stranded alone on the red planet. Every decision he had to make revolved around WORKING THE PROBLEM. At the end of the film he told a group of NASA student astronauts; “You begin. You do the math. You solve one problem, then the next one and then the next one. If you solve enough problems, you get to come home.” How to Work the Problem The formula is elegantly simple: - Define the problem so there is understanding. State it out loud. Sketch it out so you can see it. - Break it into pieces if you need to. - WORK THE PROBLEM. Stay focused. Lead your teams. WORK THE PROBLEM! If you’re looking for more resources on how to lead your teams, here is a quick piece we did on the 3 keys to leading effective teams.

aerospace

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Welcome to the official AIR-ONE web site. The AIR-ONE Emergency Response Coalition, Inc. supports the AIR-ONE Public Agency, which in turn supports first-responder agencies with helicopter air-support for search & rescue, disaster relief and numerous other missions. Known by their familiar "AIR-ONE" call sign, these helicopters are frequently called upon by emergency management, law enforcement and fire/rescue agencies who would otherwise not have air support capabilities available. AIR-ONE Emergency Response Coalition, Inc. is a not-for-profit, 501(c)3, charitable organization, supporting the Air-One Public Agency which is managed and staffed by experienced professionals, most volunteers, from the aviation, law enforcement, emergency management and fire-rescue sectors. All of us at AIR-ONE welcome you to our web site. We encourage you to visit each section to learn more about our mission, our people and the aircraft involved in providing this much needed air support service. We also encourage you to consider supporting the mission. Since 2003 AIR-ONE has been supporting this valuable service which is focused on increased safety for the public and all first responders. We need your support to help continue this mission well into the future! Thank you for visiting.

aerospace

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Drone footage takes a video project to the next level, accommodating for stunning aerial landscape and cityscape shots. We provide drone footage for special events, real estate advertisement materials, large scale art displays, live performances and more! If you’re curious about shooting with drones, contact our team and we’ll be happy to do the background research on fly zone regulations in your area. Check out some of our previous projects with drone videography below! Qualifications: Licensed by the FAA with Part 107 Small Drone Pilot License

aerospace

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Victoria Pedraza | 2/1/2024 Amelia Earhart's impact on the world of aviation is an indelible testament to her courage and adventurous spirit. Born in the heartland of America in 1897, in Atchison, Kansas, Earhart's fascination with flight began at an early age. Her journey, however, was no ordinary one. In an era when aviation was predominantly a male domain, Earhart fearlessly charted her course through the skies, defying societal expectations. Her groundbreaking achievements, such as becoming the first female aviator to fly solo across the Atlantic Ocean, were not just milestones for her but represented a giant leap forward for women in aeronautics. Amelia Earhart emerged as a symbol of tenacity, proving that the sky was not the limit for women with dreams as vast as the horizon. Yet, amidst her triumphs, the narrative of Amelia Earhart takes a mysterious turn. The pinnacle of her aviation career was shadowed by the inexplicable disappearance during her daring attempt to circumnavigate the globe in 1937. This unexpected turn of events transformed Earhart from a celebrated aviator into an enduring enigma. The circumstances surrounding her vanishing act have fueled endless speculation, creating a captivating mystery that has persisted for decades. The very uncertainty of her fate has added layers to the legacy of Amelia Earhart, turning her into an iconic figure whose life and disappearance continue to captivate the imagination of people across the globe. Amelia Earhart's story resonates not only as a tale of personal triumph but as a beacon of inspiration for future generations. Her fearless pursuit of dreams, coupled with the undeniable mark she left on aviation, has empowered countless women to soar to new heights. The mystery surrounding her disappearance serves as a poignant reminder that even in the face of uncertainty, the spirit of adventure and the pursuit of dreams are forces that transcend time. Amelia Earhart's legacy endures as a narrative of courage, achievement, and the enduring allure of the unexplored skies. Amelia Earhart's early life laid the foundation for the extraordinary career that would unfold against the backdrop of the aviation revolution. Born in the heartland of America in 1897, Earhart's curiosity about the skies was ignited at a young age. Growing up in Atchison, Kansas, she was captivated by the daredevil aviators who took to the air in the nascent days of flight. This early fascination with aviation became the spark that ignited a lifelong passion, propelling her toward a destiny that would transcend the conventional roles assigned to women in the early 20th century. In a time when societal norms were rigidly defined, Earhart courageously challenged the status quo by venturing into the male-dominated realm of aviation. Driven by an unwavering determination, she sought to unravel the mysteries of the skies and earn her place among the pioneering aviators of her time. Her groundbreaking achievements were not only a testament to her skill but also a resounding declaration that gender should never be a barrier to pursuing one's aspirations. The turning point came when Earhart achieved the remarkable feat of becoming the first female aviator to fly solo across the treacherous expanse of the Atlantic Ocean. This milestone not only showcased her mastery of aviation but also shattered preconceived notions about the capabilities of women in a field traditionally dominated by men. Undeterred by challenges, Amelia Earhart's list of accomplishments continued to grow, reinforcing her position as a trailblazer in the world of aviation. Her solo flight from Hawaii to California stands as another testament to her audacity and skill. Each achievement not only etched her name in the annals of aviation history but also opened doors for aspiring female pilots, paving the way for future generations to follow in her trail. Earhart's unwavering passion for pushing the boundaries of what was deemed possible made her a beacon of inspiration, leaving an indelible mark on the history of flight and redefining the possibilities for women in aviation. Why was she important? Amelia Earhart's significance transcends the realm of aviation, positioning her as a symbol of empowerment and a catalyst for social change. Beyond the accolades of record-breaking flights, Earhart emerged as a trailblazer who shattered the glass ceiling of gender norms, leaving an enduring impact on the trajectory of women's empowerment. At a time when societal expectations dictated restrictive roles for women, Earhart fearlessly challenged the status quo. Her achievements in aviation served as more than personal triumphs; they became a rallying point for women aspiring to break free from the constraints of traditional gender roles. As a symbol of empowerment, Earhart inspired countless individuals to pursue their dreams with unwavering determination, irrespective of gender barriers. Amelia Earhart's commitment to the cause of women's rights extended beyond the cockpit. Recognizing the power of her platform, she became a tireless advocate for gender equality, using her influence to challenge ingrained beliefs that certain professions were reserved exclusively for men. By speaking out against societal limitations and advocating for women's rights, Earhart not only paved the way for women in aviation but also became a beacon of hope for those striving to defy expectations in various fields. In the realm of aviation, Earhart's achievements were transformative. By proving that women could excel in a field traditionally dominated by men, she not only dismantled stereotypes but also opened doors for future generations of female pilots and astronauts. Earhart's legacy continues to inspire women worldwide, reminding them that the sky is not the limit, but rather a canvas upon which they can paint their dreams, unburdened by societal constraints. Her impact on the ongoing journey toward gender equality remains a testament to the enduring power of individual determination to reshape the course of history. The Mystery of Her Disappearance The enigma surrounding Amelia Earhart's disappearance in 1937 has become an enduring puzzle, casting a shadow over her illustrious career and adding an air of mystery to her legacy. As one of the greatest mysteries in aviation history, Earhart's vanishing act occurred during her audacious attempt to circumnavigate the globe, a daring endeavor that gripped the world's imagination. Countless theories and speculations have emerged over the years, attempting to unravel the circumstances of her disappearance. Some propose the possibility of navigational errors, suggesting that Earhart and her navigator Fred Noonan might have strayed off course, leading to an unforeseen tragedy. Others delve into more mysterious and sinister possibilities, invoking tales of secret missions, espionage, or encounters with uncharted territories. Despite the passage of decades, the allure of Amelia Earhart's mystery persists. Ongoing search efforts, fueled by advances in technology, continue to captivate the public's attention. The quest to uncover the truth behind her disappearance has led to expeditions, deep-sea dives, and cutting-edge forensic analyses. While some discoveries have offered tantalizing clues, the ultimate fate of Amelia Earhart remains elusive, perpetuating the fascination with her story. The mystery of her disappearance adds a poignant layer to an already remarkable narrative. It transforms Earhart from a mere historical figure into an icon shrouded in intrigue. The unresolved nature of her fate ensures that discussions and debates surrounding her disappearance endure, keeping her legacy alive in the collective consciousness. Amelia Earhart's story, marked by triumphs and mysteries alike, serves as a testament to the indomitable spirit of exploration and the insatiable human curiosity that persists in the face of the unknown. Amelia Earhart's legacy is a rich tapestry woven with threads of triumphs and mysteries that have left an indelible mark on the annals of history. Her pioneering spirit, soaring through the skies and breaking barriers, not only elevated her own achievements in aviation but also became a guiding light for women around the world. As the first female aviator to accomplish groundbreaking feats, Earhart shattered the constraints of gender norms and became a symbol of empowerment. Yet, her story is not one that ends neatly with a final chapter. The enduring mystery surrounding her disappearance in 1937 adds a layer of complexity to her narrative. While the enigma may persist, Amelia Earhart's impact on the world of aviation and women's empowerment remains resolute and undeniable. Her legacy is etched in the aspirations of countless women who have been inspired to defy expectations and pursue their dreams with unyielding determination. As we reflect on Amelia Earhart's life and celebrate her remarkable achievements, it is crucial to acknowledge the enduring fascination with the unresolved mystery of her disappearance. Her story serves as a powerful reminder to embrace the unknown, to push the boundaries of what is deemed possible, and to celebrate the indomitable spirit of those who dare to dream. Amelia Earhart's legacy continues to inspire, encouraging us to navigate uncharted territories, both in the skies and in our own aspirations, and to honor the courageous trailblazers who pave the way for future generations.

aerospace

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In today’s fast-paced world, time is a precious commodity. For those who can afford it, chartering a private jet can be an efficient and luxurious way to travel. However, while private jets offer convenience and comfort, it’s essential to prioritize safety above all else. This article delves into four crucial aspects of private jet safety that every traveler should be aware of when considering charter jet services. 1. Stringent Maintenance Standards One of the fundamental pillars of private jet safety is the rigorous maintenance standards that these aircraft must adhere to. Unlike commercial airlines, private jet operators typically own and maintain their fleets, which means they have a direct stake in ensuring the aircraft’s safety and reliability. A charter jet in NYC includes regular inspections, servicing, and adherence to manufacturer-recommended maintenance schedules. Maintenance crews are highly trained and certified to handle various technical issues, ensuring that the aircraft is in optimal condition before every flight. Additionally, private jet operators often invest in state-of-the-art maintenance facilities equipped with advanced diagnostic tools. These facilities play a critical role in promptly identifying and addressing potential safety concerns. 2. Experienced and Well-Trained Crew The quality and experience of the flight crew are paramount to private jet safety. Private jet pilots undergo rigorous training and certification processes, often surpassing the requirements of commercial airline pilots. Their training includes emergency procedures, advanced navigation systems, and proficiency in operating specific aircraft models. Furthermore, private jet crews are generally more experienced due to the smaller and more exclusive nature of the industry. These seasoned professionals are well-versed in handling a wide range of scenarios, from adverse weather conditions to medical emergencies. Before every flight, the crew conducts thorough pre-flight safety checks, ensuring that all systems are functioning correctly. This dedication to safety extends to the cabin crew, who are trained to provide excellent service while being prepared to handle emergency situations with composure and efficiency. 3. Stringent Safety Regulations and Auditing The private jet industry operates under strict regulatory oversight to maintain the highest safety standards. National aviation authorities, such as the Federal Aviation Administration (FAA) in the United States, impose stringent regulations on private jet operations. These regulations cover everything from pilot qualifications to aircraft maintenance and safety procedures. In addition to government regulations, many private jet operators voluntarily undergo third-party safety audits and certifications. Independent organizations like the International Standard for Business Aircraft Operations (IS-BAO) and the Aviation Research Group/US (ARG/US) conduct these audits. Successfully passing these audits demonstrates a commitment to safety that goes beyond mere compliance with legal requirements. For travelers, this means that when you choose a private jet charter company that has undergone these safety audits, you can have confidence in the high level of safety and professionalism that they offer. 4. Modern Aircraft and Advanced Technology Advancements in aircraft technology have played a significant role in enhancing private jet safety. Many private jet operators invest in new and modern aircraft equipped with cutting-edge safety features. These aircraft often incorporate the latest in avionics, navigation systems, and communication tools, ensuring higher safety and reliability. One notable safety feature found in modern private jets is the Enhanced Ground Proximity Warning System (EGPWS). EGPWS provides real-time alerts to pilots about potential collisions with terrain, helping to prevent accidents in challenging weather conditions or unfamiliar terrain. Moreover, private jets are equipped with advanced weather radar systems that allow pilots to navigate around severe weather, minimizing turbulence and ensuring a smoother and safer flight experience for passengers. When it comes to private jet safety, there’s more to it than just the luxurious travel experience. Stringent maintenance standards, experienced and well-trained crews, rigorous safety regulations, and modern aircraft with advanced technology collectively contribute to heightened safety for private jet travelers. Choosing a private jet charter company that prioritizes safety and adheres to these principles ensures that you can enjoy the convenience and comfort of chartering a private jet while having peace of mind on your journey.

aerospace

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Blue Origin, billionaire Jeff Bezos’ rocket company, disclosed US$2 million as the current highest bid for a seat on its New Shepherd spacecraft after the startup closed the first phase of its auction, Reuters reports. The second phase of the auction is underway and will last until June 10. The process will conclude in a final phase on June 12 with a live online auction. (www.blueorigin.com) The rocket company is targeting July 20 for its first suborbital sightseeing trip on its spacecraft, a landmark moment in a competition to usher in a new era of private commercial space travel. The New Shepard rocket-and-capsule combo is designed to autonomously fly six passengers more than 62 miles (100 km) above Earth into suborbital space.

aerospace

http://www.Oklahoma-Jet-Support-OKC.com/

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Oklahoma Jet Support Center specializes in Inspections, repair, modification, and troubleshooting for the Citation 500/550 Series, Hawker 600/700 Series, Learjet 20 Series, 1125 Astra, and 1124 Westwind aircraft. We also provide Avionics support, fuel leak repairs or cell replacement. All Inspections include at no additional cost: - 5 Point Run on Hawker, Westwind, and Astra - Avionics Check - Fuel Leak Check - Cap Check and/or Deep Cycle Ships Batteries - All Inspection Materials - Post Inspection Pre-Flight Run - Complete Log Book Research and Future Maintenance Report Oklahoma Jet Support Center is an FAA Certified Repair Station. Owners rely on our many years of Citation, Hawker, Learjet, Astra, and Westwind maintenance and support experience because we are known for quality and safety, fully complying with the FAA's safety and regulatory standards. We can conduct major maintenance workscopes, with a team of Technicians who have the training and tooling to perform the simplest to the most complex repairs on your aircraft. Oklahoma Jet Support Center is an Authorized 1124 Westwind Maintenance Service Center and a Turbine Engine Specialist Service Center for the TFE731 engines. We have fuel leak repair and fuel cell replacement Technicians at our maintenance facility on a full time basis. Our back shop capabilities provide many other services required to support the Citation, Hawker, Learjet, Astra, and Westwind aircraft. The Oklahoma Jet Support Center facility has a modern hangar and back shops that can accommodate seven Corporate Business Aircraft at one time. A large Pilots' Lounge with cable television and vending area. Office and crew car is provided for our customers' use. Our owner, Wayne O'Berg, is widely respected by owners, pilots and other service facilities. Wayne is the Owner and Director of Operations at Oklahoma Jet Support Center and is considered an expert in the Business Aviation industry where his name earns him instant recognition. Wayne has an Aeronautical Engineering Degree, Airframe and Powerplant License (since 1960), and assisted with the systems engineering on the Jet Commander. Wayne has worked on incident reconstruction with the NTSB, FAA, IAI, Insurance Companies and owners and has been instrumental in initiating several Service Bulletins during his career. Wayne has traveled as far as South America to teach maintenance courses. To reach Wayne anytime: Call (405) 787-8111 Oklahoma Jet Support Center is usually scheduled at full capacity and appreciates scheduling your Aircraft for maintenance as far in advance as possible. However, if you have an emergency, we will as always make every effort to satisfy your needs. Oklahoma Jet Support Center will always work with our customers to establish a compatible schedule. Your schedule is very important to us, as well as to you, so you can expect to see our lights burning all night if that is what it takes to return your aircraft to you in the time you requested. Oklahoma Jet Support Center is pleased to answer any questions you have regarding your Flight Department needs. Because our customerís needs are very important, no question is insignificant. Oklahoma Jet Support Center has a convenient 24 hour-a-day, 7 day-a-week number where you can leave a message. Wayne also provides home and cell phone numbers to all of his clients.

aerospace

http://flandrau.org/visit/show-schedule/asteroid-mission-extreme

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This fulldome planetarium show about asteroids explores how they can tell us more about the origins of our solar system, how they could provide stepping-stones for human space exploration, and how they can pose a potential danger to life on Earth. There is so much to learn about asteroids in this visually stunning fulldome planetarium show from National Geographic. If you want to see asteroids as if you just landed on one, this is the show for you! Plus, each screening will include a “Live” planetarium show about the NASA’s OSIRIS-REX mission to return a sample from an asteroid! The University of Arizona is leading the first NASA mission that will fly to an asteroid and return to Earth with a pristine sample. Show Times (January January 9th - May 11, 2017)

aerospace

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

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

aerospace

https://www.hintonburgkids.com/air-and-space-origami.html

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Fly high with realistic paper models of some of the most astonishing aircraft and spacecraft ever designed! The Smithsonian's National Air and Space Museum hosts seven million visitors annually--a testament to our enduring fascination with flight. Noted origami artist John Szinger has created this unique collection of paper airplane and rocket models inspired by real life flying machines. Let your imagination soar with 14 original designs, including: Air and Space Origami Kit contains everything you need to create high quality air and space models: Each model comes complete with a set of interesting facts about the vehicle, as well as detailed step-by-step instructions showing you how to fold it. Air and Space Origami Kit is perfect for aspiring astronauts and origami beginners of all ages!

aerospace

https://pmo.gov.to/index.php/2024/01/10/hrh-crown-prince-tupoutoa-ulukalala-commissioned-the-new-lulutai-aircraft/

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17 November 2023 Nuku’alofa- His Royal Highness, Crown Prince Tupouto’a ‘Ulukalala and Crown Princess, Sinaitakala Tuku’aho were Guest of Honours at the commissioning of the new Lulutai aircraft at the Fua’amotu Domestic Airport, this morning. Today we are adding a third aircraft to Lulutai Airline’s fleet and there is potential for additional aircraft in the near future,” the Hon Prime Minister, Hu’akavameiliku told guests during his key note address. The Twin Otter is well suited for Tonga’s outer islands. The aircraft has short takeoff and landing capabilities. The Twin Otter will be at ease in the dirt and grass airports of the two Niuas, as well as the short runway in ‘Eua. It can easily handle the high altitude runway in Vava’u and the low sea level airport in Ha’apai. The Hon Hu’akavameiliku acknowledged the commitment of the Government of Australia, to Tonga’s economic development. “Your Excellency Racheal Moore, without your Government’s financial and technical support, today would not have been possible. The commissioning today is a significant milestone in the Tonga Australia relationship, and a project that will continue to provide benefits for many years to come not just for Tongans but also for visitors to our shore.” Lulutai Airlines began operations with two (2) aircraft in September 2020 in the middle of the covid 19 pandemic. Tonga in 2022 experienced the Hunga-Tonga-Hunga-Ha’apai natural disaster, where Lulutai cancelled all flights to show how safety came first. The commissioning program was also attended by Ministers of the Crown, Members of Parliament, Australian High Commissioner Rachael Moore and members of Diplomatic Corps, Church Leaders, Aviation Stakeholders and guests.

aerospace

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Michael Van Gheem Joins Veracity as Senior Director September 21, 2015 Veracity Forecasting and Analysis, Inc. is pleased to announce that Michael Van Gheem, CAPT USN (ret), has joined the company as a Senior Director. In support of Veracity’s analytical work, he will provide strategic communications with the Naval Aviation Enterprise and subject matter expertise in Naval Aviation fleet management, support, and engineering paradigms. Mr. Van Gheem’s responsibilities will also include Department of Defense business development and capture management.

aerospace

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With incredible engine output, a lightweight frame, and precise thrusters for close maneuvering, the TIE/in interceptor is a vessel for the most elite Imperial aces. Only those with nerves of steel can ride the knife’s edge to draw out this craft’s full potential. This includes the ship’s four wing-mounted laser cannons, a dramatic increase in firepower over its predecessors. The TIE/in Interceptor Expansion Pack gives you the chance to put the legendary Soontir Fel and three other pilots at the controls of this swift and deadly craft. Joining them are five upgrade cards that give these elite pilots even more advantages in the thick of a space battle. Finally, two Quick Build cards provide useful combinations of pilots and upgrades, allowing you to test all of the TIE/in interceptor’s capabilities.

aerospace

https://eastforkfire.org/aircraft-2/

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Airport Fire & Rescue Minden Tahoe Airport, an uncontrolled airport, is operated by a private contractor, representing Douglas County. Uncontrolled means our airport does not have a tower to control air traffic. The airport serves gliders, recreational pilots, and commercial companies. The aircraft run the range from hot air balloons, high altitude gliders, prop planes and limited commercial jet aircraft. The airfield is used by Federal contractors for wildland firefighting for both rotary and fixed wing aircraft. The airfield can be used as an air tanker base where Small Engine Air Tanker (SEAT’s) mobile base support is provided as needed. At one time the airport served as a regional large air tanker base.

aerospace

http://bozemanmagazine.com/news/girls-for-a-change-conference-the-world-you-want-respect-adapt-stand-up

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The artwork of second-graders from Morning Star Elementary School in Bozeman was launched into space this week for a six-month stay on the International Space Station as part of a larger Montana State University research project into developing more durable computers for NASA. Stickers bearing a mission patch logo created by students in Cheri Jakovac’s class were aboard the SpaceX Falcon 9 resupply rocket that was launched Sunday night and broadcasted live on NASA TV. The stickers will remain on the ISS until December when they will be loaded onto a return capsule to be given back to the students. The logo art activity was an outreach component of an ongoing research project at MSU to develop a new radiation-tolerant computer technology. MSU has been researching this technology for nearly a decade under the direction of Brock LaMeres, associate professor in the Department of Electrical and Computer Engineering in the College of Engineering and principal investigator of the project. “Future NASA missions will require faster computers, but the radiation environment of space causes earthbound computers to fail,” LaMeres said. “MSU has been researching how to make computers that not only meet the computing needs of future missions, but that will be reliable in the harsh environment of outer space.” MSU’s computer has been tested in radiation chambers, on high altitude balloons, and on rockets that reach the beginning of outer space. The current project to put the computer on the ISS will be its most rigorous test yet and will set the stage for the next level of development, LaMeres said. “Our next milestone is to operate the computer in a real space environment for an extended amount of time,” he said. “The ISS is the perfect platform for the next stage of our development.” The MSU computer will be flown to the space station this fall. There, astronauts will install it in an experiment locker owned by NanoRacks, a Texas-based company that facilitates access to the space station. NanoRacks contacted LaMeres in January about flying a small amount of memorabilia related to his current ISS project. NASA provides scientists who are working on ISS research an opportunity to fly memorabilia to the station and be returned as keepsakes for the research team. LaMeres contacted Jakovac, his daughter Kylie’s teacher, about having her class design a logo for the project as a way to show them how the math and science they are learning is used in real world applications. “Exposing students at an early age to the exciting things that people working in STEM (science, technology, engineering, and math) get to do is very important,” LaMeres said. “Hopefully having them hear about the research we are doing at MSU will leave a lasting impression that might lead to them choosing degrees, and ultimately careers, in STEM.” Working with LaMeres on the project are Connor Julien, an electrical engineering graduate student, Daniel Mills, a senior in electrical engineering and Brandon Klise, a sophomore in computer engineering. They, with LaMeres, visited the class in February and explained the current mission. The students were shown examples of mission logos and asked to draw their own version that represented MSU’s work. The research team used the common themes in the students’ drawings to create the final mission logo, which depicts the process of going to and returning from the ISS through illustrations of a rocket being launched, the ISS, and the return capsule bearing Montana’s 406 area code floating down via parachute. Also on the logo is the acronym RTcMISS, pronounced “Artemis,” which stands for “Radiation Tolerant computer Mission on the International Space Station.” “NanoRacks” also appears on the logo along with acronyms designating the Montana Space Grant Consortium, MSU’s College of Engineering, NASA EPSCoR and the MSU Space Science and Engineering Laboratory. Student designers from Jakovac’s class are: Connor Baller, Jaden Bateson, Cooper Bourret, Grace Brandon, Claire Brown, Oliver Carey, Myles Faerber, Geno Graf, Ibrahim Al-Kaisy, Inga Lee-Eichenwald, Kylie LaMeres, Cameron Mansfield, Olivia Morgner, Reese Navarro, Helen Nelson, Katelyn Pahut, Daniel Peace, Bobby Pratt, Heidi Rich, Owen Riendeau and Quinn Werner. A video of the logo design process can be viewed at https://www.youtube.com/watch?v=qx9_n9znXhA. A full recording of the launch can be viewed on the SpaceX website at http://www.spacex.com/webcast.

aerospace

https://www.hercoinc.com/2736-2/

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Air Cargo Advance Screening (ACAS) The Air Cargo Advance Screening (ACAS) Program went into effect on June 12, 2018, requiring the submission of advanced air cargo information on shipments arriving in the United States from a foreign location. The program’s requirements are now mandatory for airlines flying to the United States. This is a necessary measure as the Department of Homeland Security (DHS) continues to raise the baseline on aviation security worldwide. Full announcement in Portuguese, Spanish and English: For more information on the ACAS program, check out the links below.

aerospace

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AS 9100 is the QMS for organizations that provide products or services to the aviation, space and defense industries. Unlike ISO, AS 9100 is governed by the International Aerospace Quality Group (IAQG) with the help of representatives from aviation, space and defense companies in the Americas, Asia and Europe. AS 9100 builds off general ISO 9001 standards for QMS’, but adds industry-specific guidelines for the safe development, production and distribution of quality aerospace parts, products and services. Though not required by law, AS9100 certification is often required by aerospace OEMs in order to become an approved supplier. Whether you’re in Boston, Hartford, Springfield or Providence, our industry professionals are ready to apply our AS9100 experience and knowledge to help you achieve certification in the fastest, most efficient manner possible. We say that because the New England Lean Quality Team is exclusively made up of industry professionals – people who have worked on the shop floor, who have made parts that fly overhead or sail the seas every day. We don’t just check a list of requirements so that you can pass an audit; instead, we help the organization realize the full value that can be derived out of the AS 9100 certification process.

aerospace

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

aerospace

https://www.nesterallyfinland.fi/en/info/uutiset/akk-n-tahdet-rovanpera-ja-bottas-kohtaavat-lentonaytoksessa-16.6-tikkakoskella/

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Everyone knows that Valtteri Bottas and Kalle Rovanperä are among the world elite in their respective fields of motorsport. But what happens when these guys leave their four-wheeled vehicles, tarmac and gravel behind, switch them for the 1,200 km/h and 8 G Hawk jet trainers and take to the skies? A unique opportunity to see these star drivers in Finland presents itself in conjunction with the Finnish Air Force 100 Air Show on Saturday 16 June at the Tikkakoski airport, where the Finnish motorsport aces join top air combat instructors for some amazing aerobatics. The theme of this historic show-stopping number is “Flying Finns – Challenge in the Sky”, echoing the Finnish ASN’s driver path as well as the opportunity offered by the Finnish Airforce. Both blue-and-white drivers have already earned the legendary title of Flying Finn, and when you add some professional Finnish Air Force instructors into the fighter jet cockpits together with Valtteri and Kalle, we can talk about a real Flying Finns super number, full of Finnish speed, skill, “sisu”, responsibility and above all amazing experiences. Formula One ace Valtteri Bottas is eagerly awaiting the chance to climb aboard a jet. “It’s an honour to celebrate the Finnish Air Force centennial and fly with the AKK Flying Finn insignia. At the start of my career, I got important support from the AKK driver path. I have no idea what to expect from the upcoming air show, but I believe that the Hawks pilots are going to provide us with a once-in-a-lifetime experience that I will remember forever.” Rally prodigy Kalle Rovanperä doesn’t stress about the ‘air battle looming ahead’. “I’m sure that just before boarding the jet I’ll get the same feeling that I get before the start of a special stage – the ‘here we go’ feeling in my gut. It’s great to get to the skies with Valtteri and experience first-hand what the top Finnish Air Force pilots can do. We’ll have several Flying Finns together demonstrating their talents and showing what the Finnish top drivers and pilots can do.” Hawk instructor, Major Timo Rauhala is already revelling in the spirit of the upcoming show. “It’s fantastic to be a part of this joint Flying Finns team and meet the super talented AKK drivers. It is especially amazing to offer them this challenging but unique experience – we’ll see how they cope with the G-forces and what the over 1,000 km/h speeds feel like! The challenge is in the air, but I believe that the Flying Finn drivers will do great. We can offer the spectators a one-of-a-kind show – so welcome to Tikkakoski to see it all live.” “Flying Finns – Challenge in the Sky” at the Tikkakoski airport, Saturday 16 June 2018, as part of the Finnish Air Force 100. Side events linked to the Flying Finn challenge take place at approx. 10:30 - 13:30 and the Flying Finn air show itself at approx. 12:00 - 12:30. More information to follow. Changes to the schedule possible. Please click here for a more detailed schedule. The Flying Finns -themed air shows will continue at the end of July in Rally Finland, with the Midnight Hawks aerobatics team performing e.g. on the Neste Rally Finland opening day 26 July over the Lutakko and Harju areas in Jyväskylä. Further information about the event: Timo Rauhala / Finnish Air Force, Major, [email protected], +358 40 357 3699 Rita Pasanen / AKK, Communications Manager, [email protected], +358 44 545 9919 Jarmo Majapuro / Finnish Aeronautical Association, Event Director, [email protected], +358 40 168 6115 Take part in the social media conversations: Finnish Air Force 100 Air Show is the main event of the 100th anniversary celebrations. The air show will take place 16 - 17 June 2018 at the Tikkakoski airport, Jyväskylä. The theme of the show is Know the history – Experience the present – See the future. The event is organised by the Finnish Aeronautical Association.

aerospace

https://www.jewellersark.co.uk/shop/watches/mens-watches/bulova-watches/bulova-lunar-pilot-96b251/

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Bulova made space history on August 2nd, 1971 – during the Apollo 15 mission, a lunar pilot chronograph, customised for lunar conditions by Bulova engineers, was worn on the moon. Now Bulova makes history again with the special edition Lunar Pilot Chronograph Watch, updated with Bulova’s exclusive high performance quartz movement with a frequency of 262 kHz for unparalleled accuracy, continuing a history of precision timing. Features include super-luminous hands and markers, anti-reflective sapphire glass, tachymeter and calendar all housed in a solid 316L surgical-grade stainless steel in silver-tone with black dial. Two interchangeable straps are included – one a textured black leather; the other, a black nylon with a nubuck leather patch that commemorates the date of mission (DOM) as 08021971. Gift-box presentation includes a Certificate of Authenticity. Movement: High Performance Quartz Material: Stainless steel Strap: Leather / Nylon Water resistance: 50m / 5atm Crystal: Sapphire crystal As an authorised stockist, this product comes with manufacturers 3 year warranty, box, and the Jewellers Ark Money back guarantee.

aerospace

https://www.ghostwriterairshows.com/the-pilot

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Meet the Pilot Nathan K. Hammond Born and raised in Rhinebeck, New York; the airplanes and airshows of Old Rhinebeck Aerodrome started his love of aviation and pursuit of an Aerospace career. Soloing an airplane at age 16, and earning his pilot’s license at 17; Nathan has logged over 8,000 hours of flight time, from 1917 Curtiss Jenny’s to Cessna Citations. Nathan started flying the DeHaviland Chipmunk, known as GhostWriter in 1998, quickly learning the techniques and nuances of Skywriting and Airshow flying. Today, Nathan flies GhostWriter in both daytime and nighttime airshows; as well as skywriting across North America. Along with being a Commercial rated pilot, he also maintains an Airframe and Power Plant Mechanics License. Kelley is the backbone of GhostWriter Airshows. She handles all logistics of the business and day-to-day airshow needs. Kelley has become affectionately known as the "GhostWirer", as you'll often see her preparing the 250lbs. of pyrotechnics for Nathan's show. By day, she is an elementary school teacher and spends her weekends in the summer at airports across the country enjoying the airshow life. Alex joined GhostWriter Airshows in 2021 as a Crew Chief and Ferry Pilot. You will also see him flying our photo plane at certain airshows nationwide. When not working with the team, Alex flies at the Old Rhinebeck Aerodrome Museum and is a Captain within the airline industry.

aerospace

http://sasosedlacek.com/sky-in-ruins/

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video (animation), 2016. Sky in Ruins (di sotto in sù) is an illusionistic ceiling video projection that alludes to the tradition of Renaissance ceiling painting and its illusionistic depictions of limitless space with an architectural vanishing point on the ceiling. The vanishing point was vertically directly above, the gaze was directed di sotto in sù, “from below, upward,” to the illusory open skies. The vanishing point in the Sky in Ruins project is in the blackness of the orbits along which satellites circle the Earth. The projection is a window into the nearby cosmos, where there is far more space trash than satellites. It is a ceiling illusion that provides a dystopian view of space in our vicinity. A series of close-ups of collisions between satellites and space trash is projected onto the space dumping ground opening up above us. The 3-D animation is a homemade visual illusion. It is made with Blender open source software, with realistically fashioned models of satellites, and is accompanied by recordings of actual space sounds. The main purpose of the work, however, is not so much to portray a real situation in nearby space as it is to point out that the universe, despite its vastness, is not so unlimited that we could go on simply moving our bad habits from Earth out into space. Project documentation: Beyond the Globe | 8th Triennial of Contemporary Art – U3, Museum of Contemporary Art (+MSUM), Ljubljana, Slovenia. Curated by: Boris Groys Making-of and sketches

aerospace

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Rocco A. Petrone graduated from the United States Military Academy and was commissioned an Ordnance officer in 1946. After serving in maintenance units for three years in Germany, the Army sent him to the Massachusetts Institute of Technology. He earned a masters degree in mechanical engineering from MIT in 1951 and was well on his way to completing a doctorate when the Army transferred him to Redstone Arsenal in 1952 to join the Ordnance Corps' Redstone Missile Program. While assigned to the Arsenal, he participated in the development of the Redstone, the nation's first ballistic missile and was a member of the Missile Firing Laboratory when the first Redstone launch took place at Cape Canaveral in August 1953. Thus, began Petrone's long association with America's missile development program, first with the Ordnance Corps and then with the National Aeronautics and Space Administration (NASA). From 1956 to 1960, he served on the Army General Staff where he worked closely with the Office of the Chief of Ordnance to develop maintenance support packages for the emerging family of Army rockets and guided missiles. Afterwards, the Army agreed to loan him to NASA at Cape Kennedy as the Saturn project officer, and in 1961, he was assigned as the Apollo Program Manager. While on loan to NASA, he was involved in the first 4 Saturn launches and was responsible for the planning, construction, and activation of the launch facilities for the Apollo Program. In 1966, he retired from the Army as a lieutenant colonel and joined the civilian workforce at NASA as the Director of Launch Operations. His launch team was responsible for the checkout and launching of all space vehicles, to include the famous Apollo 11, the first lunar landing. Subsequently, he was promoted to Director of the Apollo Program in Washington, DC, where he was responsible for the overall direction and management of the remaining Apollo launches, and then assigned as Program Director for the Joint US/Soviet Apollo-Soyuz Test Project. In recognition of his contributions to the nation, Rollins College awarded him an honorary Doctorate of Science in 1969. In 1973, NASA appointed him as the Director of the Marshall Space Flight Center in Huntsville, Alabama, and shortly thereafter as the Associate Administrator at NASA Headquarters. In this position, he was the third-ranking executive in NASA and responsible for all of NASA's research and development programs. When he left NASA in 1975, he was appointed President and Chief Executive of the non-profit National Center for Resource Recovery, dedicated to the recovery of materials and energy from solid waste. In 1981, Dr. Petrone joined Rockwell International and became President of the Space Transportation Systems Division where he was charged with the development and production of the space shuttle orbiter and continued his work as one of America's pioneers in guided missile and space flight development.

aerospace

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Flight cancellations a result of Sandy Hurricane Sandy has caused many flight cancellations to and from Yeager Airport in Charleston. There were many flights on American, United, and US Airways that didn't leave Charleston on Monday, and more flights are cancelled today. Officials are encouraging passengers to visit their airlines website to check flight status and re-booking options. Across the country, as many as ten thousand flight cancellations have been reported because of the storm, and it may cost the airlines $600 million.

aerospace

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The aircraft left Dhaka with a number of passengers and arrived Chittagong at around 10.30pm, 5 hours delayed from its scheduled time. During landing, left side wheel of the front pair of wheels had friction with a piece of sharp corrugated iron sheet and was cut slightly. Despite this, the aircraft landed safely without any casualties. After necessary repairing, the flight departed Chittagong again for Abu Dhabi at around 1230 am. According to sources, the piece of tin (corrugated iron sheet) may have been on the runway due to the inclement weather derived from the incoming Cyclone “Mohasen” which is assumed to hit coastal area of Chittagong, Cox’s Bazar area this evening.

aerospace

https://techstreetlabs.com/2023/09/04/isros-first-ever-solar-exploration-spacecraft-evincism/

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ISRO has achieved another milestone with the successful launch of Aditya L1 using the PSLV-C57 launch vehicle, its pioneering solar exploration mission. Departing from the Satish Dhawan Space Centre today 2 September 2023 at 11:50 IST, the mission promises to revolutionize our understanding of solar phenomena. All systems were nominal during the entire launch process. This marks India’s first focused endeavor to investigate the Sun’s outermost layer, the corona, and its magnetic behavior. Earlier, Chandrayaan-3 made a successful soft landing on the lunar south pole, and now the successful launch of Aditya-L1 just days after is a major achievement for ISRO. Aditya L1 is not just an orbital mission but an exploratory endeavor that aligns with global scientific pursuits to better understand the role of solar activity on the Earth’s climate and satellite functionality. With advanced instruments like VELC and SUIT, the mission aims to decipher key mysteries surrounding solar activities, like magnetic fields and solar flares. Aditya L1 will position itself at the L1 Lagrange point, enabling an uninterrupted view of the Sun, a first for Indian space exploration. As the Sun is an immediate cosmic entity influencing various aspects of life on Earth, the insights from Aditya L1 could be transformative for multiple scientific disciplines, including astrophysics, climate science, and space technology. What’s Next for Aditya-L1? The spacecraft is fitted with groundbreaking instruments, such as the Visible Emission Line Coronagraph (VELC) and the Solar Ultraviolet Imaging Telescope (SUIT). These are designed to measure key parameters like magnetic field variations, solar flare intensities, and characteristics of coronal mass ejections. This will further our understanding of the Sun’s intricate processes that have far-reaching effects on our solar system. Aditya-L1 spacecraft will now undergo complex maneuvers to position itself at the L1 Lagrange point. This location allows for a stable gravitational relationship between the Earth and the Sun, providing an uninterrupted observational platform. Once stationed, it will commence its mission phase, offering real-time data that will be invaluable for ongoing and future scientific research. The mission’s successful launch places India into a league of select countries capable of solar observation and data collection at this scale. With the successful launch of Aditya-L1 ISRO becomes the 3rd space agency to have a mission at the L1 point. This will not only boost India’s image as a formidable player in space exploration but also offer avenues for international collaboration. The data collected could play an essential role in preparing humanity for space weather events that can impact global communications and energy grids.

aerospace

http://www.thesuitelife.com.hk/singapore-airlines-unveils-new-b737-max-cabins/

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(From Singapore Airlines press release) Singapore Airlines (SIA) has launched its highly-anticipated new cabin products, which will be rolled out on its Boeing 737-8 MAX 8 fleet in the coming weeks. This elevates the customer experience on board the Airline’s narrowbody aircraft fleet to a level similar to its widebody aircraft, offering a consistent and premium travel journey across the entire Singapore Airlines network. All of SIA’s 737-8 aircraft will have 154 seats in two classes, 10 in Business Class and 144 in Economy Class, with new cabin products featuring bespoke elements that have been designed especially for the SIA customer. The lie-flat Business Class seats have been designed by London-based Factorydesign, and manufactured for Singapore Airlines by Thompson Aero Seating. The Economy Class cabin will feature the latest generation sleek and slim-line seats, which have been built by Collins Aerospace. The 737-8 cabin has been designed with a special focus on ergonomics, helping to ensure that everything is within easy reach for customers. The aircraft feature Panasonic’s X-Series seat-back in-flight entertainment, allowing all customers to enjoy the latest KrisWorld entertainment content. The fleet is also fitted with Panasonic’s in-flight Wi-Fi service, as well as mobile data connectivity services. Singapore Airlines has invested around S$230 million on the development, design, and installation of the new industry-leading cabin products, which elevate the standard for short- and medium-haul travel on board narrowbody aircraft. SIA’s 737-8 aircraft will progressively enter into service on short- to medium-haul flights across the Airline’s network in the coming weeks. This includes services to points in Brunei, Cambodia, Indonesia, Malaysia, Maldives, Nepal, and Thailand, subject to regulatory approvals. Further details on these flights will be announced in due time. Designed by London-based Factorydesign and manufactured for Singapore Airlines by Thompson Aero Seating based in Craigavon Northern Ireland, the Business Class seat features ample storage spaces, high-definition touch screen monitors that provide in-flight entertainment akin to a home theatre experience, as well as high-quality material and finishes, to provide a luxurious and private space for the customer. Seats in the Business Class cabin are arranged in a forward-facing staggered 2-2, 1-1, 2-2 abreast configuration. Measuring up to 22 inches in width, the Business Class seat reclines directly into a comfortable full-flat bed (76 inches). These seats are made with premium materials with bespoke embroidery in custom patterns and textures. The seat cushions and covers use the same soft furnishings as those found on our medium-haul aircraft, providing a higher level of comfort for short-haul flights. The Business Class seat is designed to wrap smoothly in a cocoon-like formation around the customer, which enlarges personal space and provides better privacy. A divider between the adjacent seats provides a new stowage area for personal items, as well as the bi-fold meal table. Other features include USB charging ports and in-seat power supply, a reading light with adjustable brightness, mood lighting, and a pocket under the monitor that provides easy stowage during taxi, take-off and landing. The two standalone Business Class seats (seats 12B and 12J) have additional table-top and stowage spaces, and a side stowage compartment equipped with a mirror and LED light. For more information, visit https://www.singaporeair.com All images are © Singapore Airlines

aerospace

https://spynewsmedia.com/germany-says-prep-work-for-large-nato-air-force-exercise-complete/

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By agency report Preparations for a large-scale NATO air force exercise over parts of Germany have been completed, the country’s military said on Friday. Lieutenant General Ingo Gerhartz, who serves as inspector of the air force, said at the Jagel airbase in northern Germany that “a total of 25 nations are ready to start this exercise on Monday.” He said 190 fighters and 60 other types of aircraft would be involved in the operation, called Air Defender 2023. “This unique deployment has been completed in less than a week,” Gerhartz said. “The different air forces have demonstrated that we can all react and act very quickly.” He said the US Air Force alone had flown 1,500 tons of material into Germany in the past few days. “The redeployment has gone absolutely smoothly so far.” The German-led exercise will last until June 23. It is the largest deployment exercise of air forces in NATO’s history.

aerospace

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

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

aerospace

https://flightsafetynet.com/feds-admit-medical-helicopter-crash-preventable/

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DENVER, Colorado — A medical helicopter crash that killed the pilot and seriously injured a flight nurse and flight paramedic was preventable, according to federal investigators. On Tuesday, The National Transportation Safety Board (NTSB) determined that the July 3, 2015, crash in Frisco stemmed from a pre-flight check in which the pilot, Patrick Mahany, turned off a switch that cut hydraulic pressure to the tail rotor. Mahany, 64, probably did not turn the switch back on and did not complete a “hover check” while taking off, which would have identified the problem at an altitude that could have allowed for a safe landing, according to the NTSB report. The Flight For Life helicopter reached an altitude of about 100 feet before the pilot lost control. The helicopter went down and immediately burst into flames next to the St. Anthony Summit Medical Center, killing Mahany and critically injuring flight paramedic David Repsher and flight nurse Matthew Bowe. Video of the crash showed the helicopter lifting off and then twisting to the left before rotating several times and crashing into a recreational vehicle near the helipad. The NTSB report says investigators found several safety issues that, if addressed, could have prevented the crash. The two stand-out issues are: - Lack of a cockpit warning to alert the pilot of the hydraulic problem. - The helicopter was not equipped with a crash-resistant fuel system. If not for these two issues, it is believed the medical helicopter crash would have been survivable. Federal investigators highlighted that, going forward, the type of Airbus helicopter involved in the crash must have better crash protections, including spill-resistant fuel tanks. Additional information supporting the conclusion the aircraft design contributed to the severity of injuries in this crash is here. Want EMS and air medical tips sent straight to your inbox? Get The Net newsletter. Sign up here (it’s free):

aerospace

https://ilmnews.com/home/2019/01/03/china-probe-lands-on-dark-side-of-the-moon/

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The Chinese robotic probe Chang’e 4 has landed on the dark side of the moon, becoming the first manmade craft to alight on the unexplored surface, according to reports from Chinese state media. The probe reportedly landed in the South Pole-Aitken basin, the oldest, largest, and deepest crater on the moon’s surface. The moon’s dark side remains largely unexplored because its position shields it from radio frequencies, preventing direct contact with the Earth. To solve that problem, China launched the relay satellite Queqiao earlier this year to transmit signals from the dark side. Chang’e 4 will perform several experiments while on the moon, including testing whether plants will grow in the low gravity environment, exploring the poles to find water or other resources, observing the interaction between solar winds and the lunar surface, and conducting the first lunar low-frequency radio astronomy experiment.

aerospace

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Dr. Lynda Spilker talked about Going out in a Blaze of Glory: Cassini Science Highlights and the Grand Finale at our Paul Sykes Memorial Lecture back in January of this year. More remarkable discovers from Cassini are expected when it repeatedly dives between the innermost ring and the top of Saturn’s atmosphere during its final six months starting this week. The first of the spaceship’s 22 deep, daring dives is scheduled for April 26 at 2:00am PDT. When Cassini passed close by Titan on April 22, the moon’s gravity pulled strongly on the spacecraft. The flyby gave Cassini a change in velocity of about 800 meters per second that started the spacecraft on its first of the ring-gap orbits. A grand finale dive will plunge Cassini into Saturn’s atmosphere on September 15th, vaporizing the spacecraft to protect tiny Enceladus, one of Saturn’s ocean worlds, from hardy Earth-based microbes that may have stowed-away on Cassini. The Cassini mission’s findings have revolutionized our understanding of Saturn, its complex rings, the amazing assortment of moons and the planet’s dynamic magnetic environment. The robotic spacecraft arrived in 2004 after a 7-year flight from Earth, dropped a parachuted probe named Huygens to study the atmosphere and surface of Saturn’s big moon Titan. Some of the mission highlights include: - The Huygens probe makes first landing on a moon in the outer solar system (Titan) - The discovery of active, icy plumes on the Saturnian moon Enceladus - Saturn’s rings revealed as active and dynamic — a laboratory for how planets form - First complete view of the north polar hexagon and discovery of giant hurricanes at both of Saturn’s poles - First Deep Seafloor Hydrothermal Vents Found Beyond Earth The Cassini mission is a cooperative undertaking by NASA, the European Space Agency (ESA), and the Italian space agency Agenzia Spaziale Italiana (ASI).

aerospace

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Release date: 25th October 2013 Published by: Hotegg Creative Design Ltd ISBN No: 978 0957550704 Commemorating 30 years of space shuttle exploration, this beautifully crafted photography book comprises some of the most breath-taking and awe-inspiring NASA images ever to be published in one impressive collection. From launch to landing, this Limited First Edition of 1981 copies worldwide is a spectacular piece of photographic history you will want to revisit time and time again. This stunning piece of work commemorates 30 years of manned space flight aboard an American treasure, a world phenomenon and arguably, the most technologically advanced vehicle ever made - The NASA space shuttle. This book pays tribute to the 5 space worthy orbiters built by NASA: Columbia, Challenger, Discovery, Atlantis and Endeavour, and exhibits them in some of the most amazing images you will ever see. From the dangerous launch sequence to some of the most vivid mission photographs, such as space walks, extraordinary astronaut maintenance work, docking with the International Space Station and more. The photographs are presented beautifully and displayed in a fashion which lets the images do the talking. Within the book, you will find details on every single space shuttle mission flown, including launch dates, crew members for each mission, plus a fantastic gallery of all 135 mission patches. Copyright: Amazon Synopsis

aerospace

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The Yorkshire Air Museum and Allied Air Forces Memorial announced that the Chief of the French Air Force is to be their new vice president yesterday. General Denis Mercier taking on the role is another cause for celebration for the museum, as the former French Air Force Chief, General Jean-Paul Paloméros, who remains a vice president of the museum, was promoted in September to NATO Supreme Allied Commander. This is an extremely high level position. Museum Director, Ian Reed: “As the sole allied air forces memorial in Europe we are delighted to welcome the chief of the French Air Force, which along with the chief of the Royal Air Force (RAF) Sir Stephen Dalton who is also a vice president, shows the importance placed upon our work by the European air force.” The news comes in time for the Yorkshire Air Museums’ (YAM) Remembrance Sunday services. On November 11 they will be putting on a traditional service at the French Memorial in Elvington Village. For the 55th act of remembrance at the French Memorial to Elvingtion’s World War II French squadrons there will be a parade of the Scouts, Guides, Cubs and Brownies and wreaths will be laid at 11am in the village. Around 400 people are expected to attend, including representatives from regional RAF bases and Air Attaches of Allied nations. Later there will be a service at the YAM Station Chapel and Memorial garden at 1.30pm, which is to incorporate the laying of the standard of the six group (bomber command) association, 70 years after the standard was inaugurated. Representatives from the Canadian Air Force and Embassy are set to attend the ceremony.

aerospace

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When it comes to building the interior of a spacecraft, engineers often prioritize function over aesthetics, focusing on materials and hardware that are both safe and effective for executing the vehicle’s intended mission. But some scientists say it’s time to consider another crucial factor when designing a spacecraft’s insides: how it will affect the behavior of the passengers? For astronauts traveling vast distances — perhaps on a trip to Mars — the design of a spacecraft’s interior could be a critical tool for keeping people happy and healthy during the journey. Room will likely be limited on any vehicle we send to the Red Planet; getting massive objects into space takes a lot of energy and money, so the interiors on these transports could be tight. And passengers will be stuck with the same group of people for the entire ride — a trip that could take years to complete. All of those conditions could create a nightmare scenario for a person’s psychological health, causing stress, bad sleep schedules, depression, and other negative feelings that might affect their time in space. That’s why a new workshop next week plans to address this often-overlooked aspect of space travel. Called Space^2, the event will bring together astronauts, health professionals, and design experts in Cambridge, Massachusetts, to discuss what types of technologies and hardware deep space missions can include inside their spacecraft to make interplanetary journeys a more enjoyable experience. Up until now, astronauts have mostly experienced short trips to space, usually lasting less than a year. Because of this, spacecraft interiors have revolved around optimizing volume and less on giving people peace of mind. And some experts say that needs to change. “Not much has been done in terms of the design and interior of the spacecraft,” Dorit Donoviel, director for the Translational Research Institute for Space Health and one of the conference organizers, tells The Verge. “It’s really about where they want to place their levers, their displays, what kind of materials they’ll use in terms of preventing bacterial growth. I don’t think there’s been too much emphasis on the behavioral or really the human side of some of these interior environments.” Unfortunately, there isn’t a ton of research out there to guide engineers on the best spacecraft design for keeping astronauts in good spirits. That’s because conducting research on isolation can be tough to pull off. “These are difficult experiments to do ethically anywhere in the world, really,” Ted Smith, director of the Center for Healthy Air, Water and Soil at the University of Louisville, tells The Verge. “There’s really a lot more that we don’t know than we do know about how the social psychology and the personal individual psychology degrades when circumstances degrade.” But some investigations have been done in this area, looking at how small groups of astronauts might fare when trapped together in confined quarters for an extended period of time. For the last six years, the University of Hawaii has overseen simulated Mars missions on the side of an active volcano, Mauna Loa, on Hawaii’s Big Island. During these missions, small groups of people live together in a fake Martian habitat called HI-SEAS for months at a time, allowing scientists to better understand how people might interact when on a mission to Mars. (The owner of HI-SEAS now plans to run fake Moon missions at the habitat, now that NASA is focused on a return to the Moon.) Between 2010 and 2011, Russia and Europa studied a crew of six, who lived together in a simulated spacecraft for 520 days, the approximate length of a human mission to fly by Mars. They only had 775 square feet of space for the entire experiment, about the size of a tiny one-bedroom apartment. Investigators found that some stopped moving around as much toward the end of the experiment, a few experienced an increase in depressive symptoms, and most of the participants had abnormal sleep schedules. One crew member no longer had a day / night sleep cycle. Some historical situations provide context for what might happen on a mission to Mars. One Russian cosmonaut, Valentin Lebedev, wrote about his strained experience spending 211 days on board a tiny space station called Salyut-7 in 1982, with just one other crew member. “It’s a really compelling story, because there were periods of time they weren’t even talking to each other,” Jay Buckey, a former NASA astronaut and a professor of medicine at the Geisel School of Medicine, tells The Verge. Numerous expeditions to Antarctica have also put scientists in close quarters, surrounded by an unwelcoming environment. The Belgica, the first expedition to spend winter at the continent in the late 1890s, experienced significant struggles when the ship became trapped in ice. The crew on board couldn’t go outside much, and many experienced severe mental health issues as a result of the experience. “They had a really high rate of psychosocial problems, part of which might have been due to the environment they were in,” Buckey says. Ultimately, humans are physical and visual human beings, says Donoviel, and space travel can deprive individuals of some of their basic desires. Plus, the longer people stay on a spacecraft, the harder it can be for them. “It’s a challenge to live with a small group of people for a long period of time, and there are definitely issues with stress, conflict, and sometimes depression,” says Buckey. For instance, when NASA shifted from doing Space Shuttle missions, which lasted for just weeks at a time, to six-month stays on the International Space Station, there were anecdotal reports of astronauts experiencing much more psychological stress, according to the space agency. It will all be much worse on a mission to Mars than it is for those on the ISS. The ISS has about 32,333 cubic feet of interior space, about the volume of a Boeing 747, NASA says. That allows crews a bit more room to move around. But for a Mars mission, NASA has estimated that the minimal acceptable volume for a human mission to the Red Planet will be about 883 cubic feet per person. For a four-person crew, that adds up to about the size of a 17-foot U-Haul trailer. Donoviel hopes that this number could potentially grow based on some more behavioral research. “Unless we bring forward the requirements for the humans to the engineers, we’re going to be given a number we’re just going to have to live with, and I’m not sure it’s going to be sufficient for health,” she says. Of course, there are others who want to go to Mars, too, and make it a luxurious experience. Private spaceflight company SpaceX, dreams of creating a more spacious vehicle, the Starship, to take people to the Moon and Mars. During a presentation, SpaceX CEO Elon Musk has said the interior pressurized volume of the vehicle would be about that of the ISS. And the company is known for valuing aesthetics as much as function in its designs, which could make things a little more pleasing to the eye. Still, SpaceX runs into the same problem of isolation. Astronauts on the International Space Station are able to look out the window and see Earth whenever they please, feeling a connection to home. Earth will only be a speck in the distance for those on a mission to Mars. One way experts are thinking of combatting this is through the use of virtual reality. VR headsets were given to crews on the simulated HI-SEAS missions in Hawaii, showing them scenes from the Bavarian Alps and beaches in Australia, something they very much enjoyed, according to Buckey. Such technology could be a way for astronauts to momentarily escape the daunting task of going to Mars. Another concern for astronauts is that they will have to stay with the same group of people for such a long period of time. The astronauts on the ISS rotate crews every few months, so they can work with different groups of people from time to time. Mars astronauts will not have that luxury. This lack of diversity, combined with a lack of privacy, is thought to be a stressor too, says Smith. “It’s a thought experiment we can all do about how we can become very sensitive over periods of time to small annoyances from each other,” says Smith. “There’s abundant evidence that we as humans require interaction with lots of other folks, and when you reduce those numbers and you hold them constant, the variability that we look for goes hungry.” To combat this, it’s possible that engineers and designers might want to introduce certain smells and sounds inside the cabin. “It turns out there are certain smells that make people feel like they’re surrounded more closely by people and certain smells that make you feel like you’ve got a little more space between you and your fellow humans,” says Smith. In fact, various cedar scents and bright colors were used on the British Antarctic Survey’s research station in Antarctica to combat the blues of being cooped up all winter. Smith also notes the possibility of creating synthetic human beings with visuals on walls or conversational bots akin to Siri or Alexa. There aren’t any correct solutions to these problems yet, but the Space^2 conference could put engineers on the right path. “This is a great chance for us to think about things great and small that we can bring with us and things that are analogue and digital we can bring with us,” says Smith. And while a human mission to Mars is still many years away, experts say it’s time to think about this now so we can plan the design of these spacecraft well in advance. If behavioral health isn’t taken into consideration, adverse reactions could be disastrous for deep space travel. “We really don’t know how these folks will react to such a confined space. And the consequence of that is loss of crew or loss of mission,” says Donoviel.

aerospace

https://newsmusica.com/metaspectral-wins-canadian-space-agency-funding-is-developing-an-eo-payload-for-the-iss-with-partner-hyspeed-computing-satnews/

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Recently, Metaspectral received funding as part of the smartEarth Canadian Space Agency initiative to build a method to systematically and methodically quantify the carbon dioxide (CO2) levels present at ground-elevation using hyperspectral data. Metaspectral has created a hybrid on-premise and cloud-based software platform that is used in a variety of industries to identify materials and their characteristics that are otherwise invisible. Preliminary analysis of the data that is captured by satellites and processed using the platform has been shown to accurately measure global carbon emissions within a 3% margin of error. Accurate, real-time data on GHG levels on the Earth’s surface has a multitude of potential applications that include environmental monitoring (soils, forests, sea ice levels, and more), and can also help to measure emissions from oil and gas pipelines, leaks from deepwater drilling activity, and monitor for other hazards. This project is being undertaken with the financial support of the Canadian Space Agency. Metaspectral is currently hiring deep learning engineers and scientists, remote sensing scientists, and full-stack engineers. A full list of available positions is available at Metaspectral.com. “Reaching our climate goals will require access to the best available data on emissions levels. Our technology makes it possible to track and measure carbon emissions and carbon sequestration levels at Earth’s surface,” said Metaspectral Co-founder and CTO, Miguel Tissera. “We achieve this by analyzing hyperspectral satellite imagery, which contains data from across the electromagnetic spectrum, making it possible to identify and quantify the gases present.. Climate change is the most serious threat facing humanity. Many governments, including the Canadian government, have introduced pricing mechanisms for carbon emissions. This technology will make it possible to provide both the public and private sectors with the insights needed to adjust their environmental and climate change policies and plans, as well as reap the potential economic benefits of carbon credits..” Additionally, Metaspectral and HySpeed Computing to develop an EO payload for the ISS. The payload is known as Onboard Programmable Technology for Image Classification and Analysis (OPTICA) and will enable real-time compression, streaming and analysis of hyperspectral data from LEO. OPTICA is scheduled for launch in early 2023 on the SpaceX CRS-27 mission, with a six-month deployment on the ISS following soon thereafter. The mission is sponsored by the ISS National Laboratorywhich works in collaboration with NASA to use the orbiting laboratory on the ISS to its fullest research and technology development potential. Hyperspectral imagery captured by satellites contains data from across the electromagnetic spectrum which, when analyzed with artificial intelligence (AI), can be used to quickly identify events on the Earth such as forest fires, methane leaks, and oil spills. It can also provide crucial time-sensitive data to intelligence, surveillance, or reconnaissance missions. Metaspectral’s software is used in a variety of industries to identify materials, their chemical composition, and other invisible properties. Metaspectral will be providing the hardware and software for the payload, with HySpeed Computing being responsible for creating the necessary data processing pipeline and analysis tools. Metaspectral and HySpeed Computing have selected Nanoracks to serve as the implementation partner for the project, providing infrastructure and operations support using the Nanoracks External Platform (NREP) for payload hosting onboard the ISS. “The quality and quantity of imagery captured in space have been continuously increasing yet the bandwidth available to downlink it to Earth for analysis has been doing so at a much slower rate. Our technology makes it possible to bypass bandwidth constraints with our advances in data compression and machine learning. This project will demonstrate our platform’s ability to produce actionable insights within 15 minutes or less,” said Francis Doumet, Metaspectral Co-Founder & CEO. “Great strides have been made with optical intersatellite links in increasing the reliability of satellite communications, and our technology complements this by bringing in advanced data compression and streaming for hyperspectral data from orbit..” “OPTICA represents the next evolution in space- and ground-based image processing,” said Dr. James Goodman, CEO of HySpeed Computing. “As the volume, variety, and velocity of Earth observation data continue to increase, developing efficiencies in data processing and information delivery will be paramount throughout the remote sensing industry. OPTICA addresses this need by demonstrating the ability to rapidly acquire, process, and analyze imagery from a high-data-volume hyperspectral sensor.“ Metaspectral delivers the next generation of computer vision, capable of remotely identifying materials and determining their chemical composition, defects, and other properties otherwise invisible to conventional cameras. It achieves this by leveraging hyperspectral sensors and analyzing the data captured in real-time using artificial intelligence (AI), via its scalable, cloud-based platform. The software is already deployed in a range of industries including aerospace, defense, agriculture, manufacturing, and more. Learn more: https://metaspectral.com/

aerospace

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

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

aerospace

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

aerospace

https://ussr.fandom.com/wiki/Haapsalu_Airfield

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

aerospace

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Buzz Aldrin and Larry Bell Buzz Aldrin, globally renowned as one of the first two humans to travel to the Moon, is a West Point graduate, former USAF Korean War combat pilot, MIT doctorate recipient and NASA Gemini 12 mission pilot. Buzz undertook three pioneering Gemini spacewalks, was instrumental in establishing underwater astronaut training, developed the Aldrin Cycler Mars spacecraft trajectory concept and is Presidential Medal of Freedom recipient. Larry Bell is an Endowed Professor of Space Architecture at the University of Houston where he founded the Sasakawa International Center for Space Architecture and Space Architecture Graduate Program. Larry, former NASA Johnson Space Center Chief Engineer Max Faget, and two other partners also co-founded Space Industries, Inc., where Neil Armstrong and two retired NASA JSC Directors served as board members.

aerospace

https://www.compositimagazine.it/the-project-prolmd-hybrid-production-with-laser-metal-deposition/

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Fraunhofer Institute for Laser Technology (ILT) has reportedly completed a project covering the hybrid production of large prototype components using laser metal deposition (LMD). How to save time in manufacturing processes? In nearly every field of manufacturing, components and the resulting products are becoming increasingly complex and more individual. At the same time, nowadays companies need to shorten the time between developing an idea for a new product and launching it on the market. According to the Fraunhofer Institute, established manufacturing processes offer little or no scope for improvement in this respect. Additive manufacturing could help to save time and innovate the process in way to create value in manufacturing companies as well as the ability to realize entirely new product features. To achieve these goals, some aspects of the process need to be made available at an early stage of the product development process, including product, process and material data for additive manufacturing processes, innovative materials, and new kinds of production equipment. Hybrid manufacturing of large, high-performance components Today’s methods of producing high-performance and lightweight components (e.g. for aircraft) typically involve ablating up to 90 percent of the raw material, which must then be recycled. Hybrid manufacturing offers an alternative to these standard methods. Starting with conventionally produced blanks, it makes use of additive manufacturing processes to add additional geometric elements. Laser cladding, also known as laser metal deposition (LMD), is a particularly suitable additive process in this context. Its advantages include the ability to add geometric elements to three-dimensional parts of virtually unlimited size using an automated process. Compared to other additive processes, LMD also offers relatively high build rates. However, commercially available LMD machines are expensive and can only handle parts up to a certain size. This is because laser metal deposition requires the use of a shielding gas to protect sensitive materials against oxidation. The current approach of placing the entire chamber in an inert gas atmosphere incurs significant costs while limiting the size of the components that can be machined. The aim of the ProLMD project is to develop an economical process chain including the systems technology and LMD processes. In particular, the results of the project will be demonstrated on demonstrator components provided by the industry partners involved in the project. The ProLMD systems technology is based on industrial robots, an approach that reduces costs and boosts flexibility in terms of component geometry and size. Further benefits will arise from the development of a flexible shielding gas system which will only deploy shielding gas where it is actually required. The system will be rounded off with a new laser machining head that can work with both wire and powder as the filler material, plus a suitable CAM system for hybrid manufacturing. In parallel, research into LMD processes is being conducted for a range of materials in both wire and powder form. Experts will be performing detailed material analyses as a basis for applying the technique to highly loaded components and implementing geometric inspections of the built-up components. The process chain will be demonstrated with applications from the project partners MTU Aero Engines (adding functional elements to an engine casing), Airbus (reinforcing components using 3D ribbing) and Daimler (adapting a press tool in car body manufacturing). 1 – Featured image: © Fraunhofer ILT, Aachen, Germany. Example of hybrid additive manufacturing. 2 – Image in the text: © MTU Aero Engines AG, München, Germany. Turbine center frame of a GEnx engine.

aerospace

https://www.goturkeytourism.com/planning-holiday/hezarfen-airport-in-istanbul-turkey.html

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Discover Istanbul, home of Hezarfen airport Istanbul Hezarfen Airport is Turkey's internationally registered, first private airport. Hezarfen Airport is also licensed from the Ministry of Transport and Green Certified Organisation. Hezarfen Airport's name comes from Hezarfen Ahmet Celebi, the first flying Turk during the Ottoman Empire of the 17th century. Hezarfen Airport is located in Catalca district of Istanbul, at 20 kilometers west of Istanbul Ataturk International Airport. The airport has a single landing field for full size motor aircrafts and small planes. The airport code: ICAO Code: LTBW Hezarfen Airport, Istanbul © 2019 - Go Turkey Tourism

aerospace

https://www.luckystore.in/blogs/new/exploring-the-marvels-of-chandrayaan-3-embarking-on-a-lunar-journey

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Lucky Store extends warm congratulations to the Indian Space Research Organisation (ISRO) for the remarkable success of Chandrayaan 3, the latest milestone in India's space exploration journey. We are thrilled to join the global community in celebrating this extraordinary achievement, which represents a giant leap forward in unraveling the mysteries of our cosmic neighbor. 1. Acknowledging Excellence Lucky Store takes immense pride in congratulating ISRO on the triumphant Chandrayaan 3 mission. This accomplishment demonstrates the dedication, innovation, and unwavering commitment of ISRO's scientists and engineers. 2. Journey to Lunar Success Chandrayaan 3's journey from Earth to the Moon is a testament to human ingenuity. The precision in launch, navigation, and lunar descent showcases ISRO's prowess in space technology. 3. Unlocking Lunar Mysteries ISRO's dedication to unraveling the Moon's mysteries is evident through Chandrayaan 3's scientific objectives. By analyzing lunar composition and topography, we are poised to gain insights into our celestial companion's evolution. 4. Looking Ahead As Chandrayaan 3 blazes a trail of success, we eagerly anticipate the future of lunar exploration. ISRO's accomplishments inspire us to dream bigger and reach for the stars, fostering a legacy of continuous innovation. 5. A Cosmic Inspiration Chandrayaan 3's achievements resonate beyond scientific circles. They inspire humanity's innate curiosity and remind us of the limitless possibilities that await us in the cosmos. Lucky Store joins hands with the world in applauding ISRO's brilliance, perseverance, and remarkable achievements in the realm of space exploration. As we celebrate Chandrayaan 3's success, we are reminded that humanity's journey into the unknown is fueled by the spirit of exploration and the pursuit of knowledge.

aerospace

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Launched in 1977 NASA's Voyager 1 & 2 spacecraft have travelled further & faster than any other man-made objects. In late August 2012 Voyager 1 finally crossed over into interstellar space, though it took over over a year to be sure that this milestone had in fact been achieved. Voyager 2 is not far behind in the race to leave the confines of our solar system. These two small probes represent the pinnacle of human exploration & ingenuity - they are envoys for all the inhabitants of planet Earth. Running on what little power remains in their fuel cells, the Voyagers travel on...far, far from home. They are distant ambassadors, the very fingertips of humankind's outstretched hand in the vast & uncharted reaches of the Universe... released 01 December 2013 All music by Impulse Array Mastered by Shawn Hatfield @ AudibleOddities Artwork by Annamarie Lightfoot @ The Space Lounge all rights reserved feeds for ,

aerospace

https://www.met.rdg.ac.uk/~swrmethn/balloon/archive/

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Balloon Trajectory Archive Figures showing the forecast balloon trajectories are listed by the date that the meteorological forecast was started (the `base time'). There are eight forecasts corresponding to "balloon launches" at 0, 16, 24, 40, 48, 64, 72 and 88 hours after the base time. Since all base times are at 12GMT, these correspond to a balloon launch at 12GMT the same day, at 04GMT the following morning and then 12 and 04GMT for the following three days. The most likely launch time will be in the early morning. Note that the balloon flight plan includes the 2 hours taken to inflate the balloon on the deck of Qinetiq's ship Triton. The ship will be moving with the wind to prevent the balloon being blown over. The forecast balloon releases occur immediately after inflation (at 14 and 06GMT).

aerospace