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Multimodal Art Projection 267

http://themanyusesoftimfoil.blogspot.com/2009/06/strictly-for-dorkiest-of-space-nerds.html

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NASA is celebrating the 40th anniversary of the Apollo Missions with all kinds of events and multimedia reminiscences. Nature.com is going deep geek by recreating the Apollo 11 mission Twitter style. They're twittering mission details and updates in what would have been real-time if the micro-blogging site had existed in 1969. As though Neil Armstrong, Buzz Aldrin and Michael Collins had iPhones! It strikes me that the computing power in an iPhone probably exceeds that of the computers running the lunar lander in 1969. Normally I would research that as a service to my voluminous readership but you know, I'm posting from work so... Crazy. Anyway, if you're hard-core, you can follow the Twitter feed here but I think that we can all agree that this is strictly for the geekiest among us!

aerospace

http://astronomy.stackexchange.com/questions/tagged/moon+gravity

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So, a gravity assist in very simple terms is when an object uses a planet's gravity and rotating momentum to increase the objects speed. If this is true, why doesn't the ISS get further and further ... Why haven't some meteoroids gotten caught in Earth's or Venus' orbit? AFAIK most meteors are tiny fragments from comets. Shouldn't some comet tail sometime have passed Earth orbit at velocities ... Planets form from disks of matter orbiting around a star as well as some moons form from disks of matter orbiting a planet. If this is going to happen, aproximately how much time will it take? According to The NASA Moon Facts page: The moon is actually moving away from earth at a rate of 1.5 inches per year. Why is the moon moving further away from the Earth? Is this a result of the ...

aerospace

https://defence-blog.com/philippine-air-force-orders-16-bell-412epi-helicopters/

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Bell Helicopter, part of American conglomerate Textron, announces the signature of a purchase agreement with the Philippine Department of National Defense (DND) for 16 Bell 412EPI helicopters that will be operated by the Philippine Air Force (PAF) on 6 February. The 16 Bell 412EPI helicopters, fully configured and equipped with advanced features, are being acquired as part of the Armed Forces of the Philippines (AFP) modernization plans, and were purchased by the DND through a government-to-government contract with the Canadian Commercial Corporation (CCC). “We are honored that the Bell 412 will continue to serve the Philippines through the Philippine Air Force for many more years to come. Being a part of the armed forces of the Philippines is a privilege and responsibility that we at Bell Helicopter take very seriously,” said Sameer A. Rehman, managing director of Bell Helicopter Asia Pacific. “Bell’s helicopters have been a key component for the Philippine Air Force in the past and we look forward to bringing these aircraft into service quickly to serve the citizens of the Philippines.” The helicopters will be used for a variety of missions such as disaster relief, search and rescue, passenger transport and utility transport. The Bell 412EPI improves the Bell 412 platform with the Bell BasiX Pro fully integrated glass flight deck, providing critical flight information at-a-glance for greater situational awareness and safety. The Bell BasiX Pro system is specifically designed to meet the requirements of twin-engine helicopters and is optimized for IFR, Category A and JAR OPS3 compliant operations. The avionics suite also includes high resolution digital maps, electronic charts and approach plates, and ADS-B transponder. The Bell 412EPI features the BLR Strake and FastFin system, which modifies the tailboom to optimize airflow and improve handling, safety and lift.

aerospace

http://aerostation.org/flights/index.php?flight=f20020810.def

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The Art of Ballooning Hot Air Balloon Flight Record - |Launch:||Stow, MA - Minute Man Air Field||Duration:||1:08| |Land:||Concord, MA||Distance:||7.59 mi| This flight started very similar to the 22Jun flight, heading toward Route 2 and 27. After crossing the marsh south of Route 111, we turned further north so I started my climb earlier. This time we didn't get as much right turn and we were unable to line up on the old GenRad parking lot. We flew into a field next to Barretts Mill Rd where we landed last year. [ HOME ] Comments or questions? This page modified: July 29 2019 13:26:39.

aerospace

https://www.cjonline.com/story/news/politics/state/2014/05/30/last-jet-leaves-boeings-wichita-maintenance-site/16667662007/

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Last jet leaves Boeing's Wichita maintenance site WICHITA — An era in Kansas aviation has come to a close with the departure of the last aircraft from a Boeing Co. defense maintenance facility in Wichita, ending a 70-year relationship between the aircraft maker and the city. The Wichita Eagle reported an EB-4 took off Thursday from Wichita, headed south, then banked back north for a final pass before continuing on to Offutt Air Force Base in Nebraska. Future work on the planes will be performed at a Boeing facility in San Antonio. Current and former Boeing employees watched from the Kansas Aviation Museum adjacent to the runway with sadness as the last jet left. Chuck Younts Sr. worked for Boeing for 50 years, earning 95 cents an hour when he started at age 18. He retired from Boeing’s plant in Everett, Wash., in December 2001. “The work that has been accomplished here has been outstanding,” Younts said. “I hate to see the work go out of state when it should stay in Wichita. To be here to see it today is tremendous.” Boeing had been in Wichita since 1927, employing as many as 40,000 workers. Boeing sold its commercial business in 2004 to Onex Corp., which formed Spirit AeroSystems. Boeing announced in 2012 it would end defense work in Wichita. In closing the defense facility, Boeing also shifted work to Oklahoma City and Washington’s Puget Sound area. The Wichita facilities have been put up for sale. Frank Molina, president and directing business representative of the Machinists Union District 70, said about 50 hourly workers currently remain at the Boeing plant, down from 2,160 when the closure was announced. “It’s the end of an era. It’s really sad to see what started up Wichita, Kansas, is finally coming to a close,” Molina said. “But behind them, we have a lot of great aircraft companies and manufacturers that are world class, and they are now setting the stage for aviation.” Zane Boatright, deputy chief, VIP/SAM & Special Duty Division for the Air Force Life Cycle Management Center, issued a statement noting the Air Force’s history with Wichita and its workers.

aerospace

https://www.flightconnections.com/flights-from-chicken-ckx

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Non-stop flights from Chicken (CKX)Last updated on: 10-17-2019 Chicken Airport (IATA: CKX, ICAO: ), also known as Chicken Airport, is a small airport in United States with domestic flights only. Chicken Airport has non-stop passenger flights scheduled to only one destination. At present, there is one domestic flight from Chicken. The only flight from Chicken CKX is a 62 mile (100 km) non-stop route to Tok TKJ, which takes around 30 minutes. Airlines flying from Chicken Only one airline is flying from and to Chicken, which is 40-Mile Air. Alternative airports to Chicken Below you can find a list of alternative airports to Chicken (CKX). The nearest airports to Chicken (CKX) are Eagle (EAA) and Tok (TKJ).

aerospace

http://rmdinc.com/fast-neutron-dosimeter-for-the-space-environment/

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Fast Neutron Dosimeter for the Space Environment The space environment is inherently complicated with multiple sources of radiation. Within a space craft, these radiation fields are further complicated by the production of secondary particles. When assessing the radiation risk for humans, the impact of the absorbed energy within the body is quantified using a quality factor. Because neutrons can deliver a dose, they are a major contributor to the human equivalent dose and need to be accounted for. It is typically difficult to isolate interactions from various types of neutral particles, such as gamma rays, neutrons, and neutral ions, where each particle may yield vastly different quality factors. RMD has demonstrated the capabilities with DPA scintillation material for fast neutron detection. Using this material, neutrons and gamma ray events can be discriminated using an appropriate algorithm based on the differences in pulse shapes. The other key component to the compact neutron spectrometer is solid-state photomultipers that can be used to read out the scintillation light from the DPA material. When used with a set of detector elements, a system can be devised to isolate neutral particles from charged particles and discriminate neutrons from other neutral particles, such as gamma rays. Using a modular design, the system can easily be scaled to improve sensitivity. The system will have the capability to provide dose information from each detector component. To be a useful dosimeter for space radiation environments, the device must be sensitive to the expected radiation fields (rejecting backgrounds from primary particle and gamma-rays), while providing a workable, deployable device with the hardware restrictions of space flight. RMD’s device will measure flux, fluence, dose rate, cumulative dose, and energy deposition spectra, as well as provide information on dose equivalent rate and cumulative dose equivalent. The prototype is being designed to meet the following requirements: - Sensitive to neutrons with energies from 0.5 to 150 MeV, - Proton/ion rejection approaching 100%, - Sensitive to ambient dose equivalent of 0.02 mSv over a 1 hour measurement, - Store all scientific data on an event-by-event basis for off-line analysis, - Mass limit: 5 kg, - Volume limit: 6000 cm3.

aerospace

https://www.sae.org/publications/technical-papers/content/2004-01-3474/

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Light Aircraft Instrumentation to Determine Performance, Stability and Control Characteristics in Flight Tests 2004-01-3474 This paper present the instrumentation procedure used in order to determine the performance, stability and control characteristics of the light aircraft CEA-205 CB-9 Curumim. The instrumentation used is: i) autonomous acquisition system using micro controllers; ii) solid state inertial platform; iii) pitot probe; iv) attack and sideslip angle indicators; v) potentiometer on control system; vi) load cell on control system; vii) propeller tachometer; viii) barometer; ix) thermometer and x) GPS. Assembly and calibration detail procedures are presented with some results obtained on typical maneuvers. This work, in development on the Center for Aeronautical Studies of Federal University of Minas Gerais (CEA/UFMG) and on the Department of Aeronautical Engineering of Naples University (DPA), intend to assembly a system in order to perform low cost flight tests on light aircrafts. Citation: de Oliveira, P., Ribeiro, R., de Freitas Pinto, R., Resende, L. et al., "Light Aircraft Instrumentation to Determine Performance, Stability and Control Characteristics in Flight Tests," SAE Technical Paper 2004-01-3474, 2004, https://doi.org/10.4271/2004-01-3474. Download Citation Paulo Henriques Iscold Andrade de Oliveira, Rogério Pinto Ribeiro, Ricardo Luiz Utsch de Freitas Pinto, Luciano Saraiva Resende, Fabrizio Nicolosi, Domenico Pietro Coiro, Nicola Genito Federal University of Minas Gerais, Naples University

aerospace

https://www.virail.co.uk/flight-konya-bucharest

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Which airlines can you fly with from Konya to Bucharest? Pegasus Airlines and Turkish Airlines operate flights from Konya to Bucharest, among the partners of virail. Which airports can you leave and where do the flights land in Bucharest? Konya and Otopeni Intl are the departure and arrival ariports in Konya and Bucharest. When is the first flight to Bucharest scheduled? While the first flight to Bucharest is at 05:01, the last one leaves Konya at 10:01. How long does it take to reach Bucharest by plane? The fastest flights take you from Konya to Bucharest in 3 hours and 35 minutes. If you feel like travelling and visiting different cities, you can take your time and travel by train from Konya to Bucharest.

aerospace

https://www.cnbc.com/2018/06/27/boeing-797-ge-pratt-whitney-rolls-royce-told-to-bid-for-new-plane.html

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- A report has claimed that engine manufacturers were given until today to bid with new engines for a Boeing 797. - In a statement to CNBC, manufacturer Rolls-Royce refused to deny the Boeing deadline. - Boeing has previously said it wants a new mid-sized airliner in the skies by 2025. A major step towards the launch of a Boeing 797 has been taken after different engine makers were reportedly given until the end of Wednesday to detail how they would power the airplane. In July 2016, Boeing forecasted a 4,000 to 5,000 aircraft demand for a new “middle of the market” airliner. The plane-maker suggested it could achieve a service entry date of around 2025. Now, the first version is reported to be the NMA-6X, a 228-passenger medium-range aircraft with a 5,000 nautical mile range. A second version, the NMA-7X would be larger with 267 seats, but a range of 4,200 nautical miles. Both concepts would evolve to become the Boeing 797. According to the aviation magazine “The Air Current,” Boeing has given the manufacturers a Request for Proposals (RFP) deadline of June 27 to submit plans for a new engine that burns 25 percent less fuel than turbines used on Boeing’s 757 planes. Commenting on the report, Sandy Morris, Jefferies aviation equity analyst, said in a note Wednesday that CFM would be “keenest” to power the 797 and might push forward a derivative of its GE9X engine, currently used to power Boeing’s 777X. Morris said Pratt & Whitney’s proposal could also be in the mix if it can demonstrate that its GTF technology could scale up to the 45,000 pounds of thrust that Boeing is said to be demanding. A spokesperson for Rolls-Royce refused to confirm the report but provided CNBC with the following statement: "We are an engine company and have always said that whenever an aircraft manufacturer comes forward with a proposal we will have a technology response. However, until any details are confirmed, we cannot speculate and these matters are completely a matter for the aircraft manufacturer.” Boeing’s main rival Airbus claimed in 2016 that there was no need for a new midmarket plane, as its A321neo was already for sale. Morris said that despite that claim, should Boeing push ahead with a 797, Airbus would be highly likely to respond in kind. Boeing stock has suffered in recent weeks because of investor fears over the effect of a trade war on its business. During June, the share price has slipped around 8 percent to just over $331. Last week, Morgan Stanley set a $373 price target on shares of Boeing and gave the company a “hold” rating. Boeing, General Electric and Pratt & Whitney were all contacted for comment but had not replied by the time of publication.

aerospace

https://www.avm-mag.com/pratt-whitney-unveils-enhanced-gtf-engine-website/

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Pratt & Whitney launched an enhanced website showcasing the GTF engine family. The site details the Geared Turbofan’s advanced, fuel efficient and environmentally friendly single-aisle engine characteristics. Pratt & Whitney says the site also adds new digital features, including an engine spotter’s guide, multimedia gallery and interactive route map highlighting the engine’s benefits. See the new website at https://pwgtf.com/. The company says more than 750 GTF-powered aircraft have been delivered to 48 airlines around the world. With more than six million engine flight hours of experience, Pratt & Whitney estimates that its GTF engines have “collectively saved customers nearly 350 million gallons of fuel, while avoiding over 3 million metric tonnes of carbon emissions.” The GTF maintenance, repair and overhaul (MRO) network is available on three continents, Pratt & Whitney says. Since entering into service in early 2016, P&W says the GTF engine family is delivering on the promised ability to reduce fuel burn by up to 20 percent, and to dramatically reduce regulated emissions and noise footprint.

aerospace

https://salportal.com/know-your-drone/

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An important part of safe flying is knowing your Remotely Piloted Aircraft (RPA) well. Not just “how to fly it” without crashing, but about it. Micro: <100 grams Very Small: 101 grams to 2 kg Small: 2.01 kilograms to 25 kg Medium: 25.01 kg to 150 kg Large: More than 150 kg You must know the actual weight of your drone before a flight. Any changes to an RPA (a different lens, a new battery, a sticker!) could move you from one weight category to another – the commercial name of the RPA, the weight at purchase, what you “thought” it weighed. are all irrelevant. As the pilot, YOU are responsible for what you have in the air and for operating that equipment safely and legally. You can find additional information, including links to the official technical definition for each RPA on the CASA website.

aerospace

https://www.asistim-academy.com/news/detail/initial-flight-dispatch-training-for-air-greenland-49

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ASISTIM is pleased to have Air Greenland back for the Initial Flight Dispatch Training from September 26th until October 21st. Greenland Airlines was established in 1960 and is Greenland's national airline. Being in the industry for more than 60 years, they have a wide variety of helicopters and fixed-wing aircraft. Air Greenland's route network consists of around 70 connections between 14 airports and 42 heliports and helistops. The main three extensive route networks are: the helicopter network, the fixed network, and the international network. ASISTIM's Initial Flight Dispatch Training is a 4-week course for new flight dispatchers that covers subjects such as: + Meteorology / Navigation + Civil Air Law & Regulations + Aircraft Systems and MEL + Aviation Indoctrination + Aircraft Mass (Weight) and Balance + Air Traffic Management / Communication + Flight Watch / Flight Planning + Dispatch Resource Management + Dangerous Goods The upcoming Initial Flight Dispatch Course Date is: September, 26th - October, 30th If you would like to learn more about the course or inquire about open spaces Please email us at [email protected] Or call us at +49 511 450 318 0

aerospace

http://www.criticalpast.com/video/65675062067_United-States-Military-Units_C-130_officer-talking-on-phone_troops-disembarking

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The activities and joint demonstrations by the United States Readiness Command (USREDCOM), Brass Key II at Fort Bragg in North Carolina. People gather in a large number to watch the demonstration. An officer talks on a phone. Other men stand nearby. U.S. Air Force Lockheed C-130 Hercules airplanes land. Troops disembark from the planes with tanks and other equipment. An airplane in flight. Equipment dropped via parachute from aircraft and descends toward ground. This historic stock footage available in HD and SD video. View pricing below video player. Have a correction or more info about this clip? Edit Now Be the first to correct or edit this clip's info! Edit Now

aerospace

https://www.airmedandrescue.com/latest/news/first-latitude-air-ambulance-showcased-ebace-2019

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The new Cessna Citation Latitude, as well as the 10 Beechcraft King Air 250s that have been configured as air ambulances, will be used to provide air ambulance support across the country – an order that both supports Babcock’s winning contract bid with Air Ambulance Services of Norway and deepens the relationship with UK-based Babcock. Bob Gibbs, Textron Aviation’s Vice-President of Special Missions explained that Babcock selected the Latitude because part of the Norwegian contract called for specific speeds and range that only a jet could deliver. “There were a lot of very specific requirements ranging from the ability to start from a dark cockpit to ready to taxi in two minutes,” he added. Gibbs also noted that EBACE was an ideal event to showcase the aircraft: “The big draw for us at EBACE is you’ve got an aircraft with continental range that you can buy factory equipped for an air ambulance. That’s really the big difference – it’s supported by our engineering and product support afterward and ready to go. The customer doesn’t have to worry about inventing anything.” Babcock Spain CEO Angel Rodero commented: “One of the factors that sets Babcock apart from its competitors is the flexibility to adapt to the client’s needs, and that’s where, again, our partnership with Textron has proven to be mutually beneficial because Textron has a similar attitude towards customer satisfaction.” He also noted that the partnership still has a long way to go in order to grow and develop to provide similar services elsewhere.

aerospace

https://spacenews.com/week-space-history-29/

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to Venus launches on an A-1 rocket from the U.S.S.R.’sBaikonurCosmodrome, but the spacecraft fails to leave Earth orbit. Japan launches the commercial communications satellite Sakura 2-A from its Tanegashima Space Center on an N-2 rocket. NASA establishes a working group to study multiple aspects of lunar exploration during a meeting at the Jet Propulsion Laboratory in Pasadena, Calif. Lunar Orbiter 3 launches on an Atlas-Agena D rocket from Kennedy Space Center, Fla. The orbiter was the last in a series designed to photograph potential landing sites for the Apollo lunar landing missions. The solar observatory ReuvenRamaty High Energy Solar Spectroscopic Imager (RHESSI) launches on an Orbital Sciences Pegasus XL rocket, which was dropped from beneath an L-1011 jet aircraft operating out of Cape Canaveral Air Station, Fla. Bruce McCandless performs the first untethered spacewalk outside Space Shuttle Challenger during mission STS-41B. The spacewalk was conducted using the manned maneuvering unit, a self-propelled backpack-like propulsion device. NASA’s Stardust spacecraft launches on a 2 rocket from Cape Canaveral Air Station, Fla. The spacecraft was sent on a rendezvous with Comet Wild 2 and became the first to return dust from a comet to researchers on Earth. Space Shuttle Atlantis launches from Kennedy Space Center, Fla., on mission STS-98 and delivers the Destiny laboratory module to the international space station. Brasilsat A1 and the 21-country Arab League’s Arabsat 1A, both first generation communications satellites. launches Brazil’s Celestis-02 is launched into orbit aboard an Orbital Sciences-built Taurus launch vehicle from Vandenberg Air Force Base, Calif. The spacecraft carried cremated human remains as part of a commercial service venture.

aerospace

http://www.myavjobs.com/jobs/public.asp?Company=Sierra+Nevada+Corporation&g=363F7B51-4B0F-49F5-882B-253E678D8F0D&t=Sr+Systems+Engineer&l=Englewood+CO

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Sr Systems Engineer Featured - Englewood, Colorado - Job ID Sr Systems Engineer job at Sierra Nevada Corporation in Englewood CO Description, duties, responsibilities Are you a bold thinker? We dream big at Sierra Nevada Corporation advocating the exploration of space keeping service members safe and creating the systems that keep our world united and sustain our way of living. Join our team! As a mission design engineer you will perform the modeling and simulation of multi-domain space mission architectures (launch vehicles spacecraft and sensors) as well as analyze a wide variety of solutions to meet our customer s mission need. You will have great latitude to be creative conceiving and testing various approaches to determine which is best suited to meet technical and programmatic objectives. You will work across our engineering product teams to recommend candidate approaches that support the objectives operational concepts and interfaces at the mission segment system and sub-system levels. You will identify key performance parameters and constraints to enable mission success and future capabilities. The ISR (Intelligence Surveillance and Reconnaissance) Aviation and Security (IAS) business area is a leader in ISR and aviation it is a leading prime manned and unmanned aircraft systems integrator for innovative high-performance ISR and aviation systems. Its end-to-end Command Control Computers Communications and Intelligence Surveillance and Reconnaissance (C4ISR) capabilities encompass design integration test certification ground/flight training and complete logistics support. IAS tailors solutions to customer cost performance and schedule requirements and designs to consistently exceed expectations with an unrivaled record of on time and on (or under) budget deliveries. Learn more about IAS As a Space Mission Design Engineer at SNC your focus will be designing and optimizing space missions for both civilian and DoD applications by understanding analyzing and evaluating satellite and constellation capabilities and mission concepts. Your work will ensure we meet customer requirements by making data-driven decisions in constellation building planning and tasking. You will b uild tools and perform analyses of various architectures that include space vehicles satellites sensors communications and ground infrastructure; evolving or creating new approaches based on analysis results. You will also evaluate the mission effectiveness of the candidate approaches balancing mission objectives against factors such as development and lifecycle costs. Bachelors of Science degree in Engineering Physics or related discipline and typically 10 or more years of relevant experience. Experience performing astrodynamics modeling simulation and analysis using tools such as STK and FreeFlyer. Experience developing physics based space vehicle models and simulations using software and software languages such as MATLAB Python or C++. Experience integrating COTS packages (STK FreeFlyer) with custom models or extensions (MATLAB Python C++ etc). Desire for new challenges to be on the ground floor of an exciting capability for our nation and to be part of the initial cadre developing a new multi-domain system. Willingness to work on a small team performing complex engineering design evaluations for a diverse mission where everyone has input matters. Experience working on multi-disciplinary design and development teams. Thorough understanding of systems engineering principles and an understanding of the relationships between Modeling and Simulation requirements analysis (RA) CONOP development and Verification and Validation (V&V). The ability to obtain and maintain a Top Secret U.S. Security Clearance. An active Top Secret with SCI eligibility U.S. Security Clearance strongly desired. Masters of Science degree in Engineering Physics or related discipline and typically 8 or more years of relevant aerospace experience Experience performing Design and Optimization of spacecraft constellations. Advanced experience with requirements management and system modeling tools such as SysML Cameo Enterprise Architect Teamwork Cloud DOORS Unified Architecture Framework Experience modeling advanced phenomenology such as electromagnetic signals optical and RF sensing or radar systems experience highly desired Excellent communication skills (written and verbal). Demonstrated experience briefing technical subjects to both technical and non-technical people and delivering key messages and insights from analysis products. This position requires the ability to obtain and maintain a Top Secret U.S. Security Clearance. U.S. Citizenship status is required as this position needs an active U.S. Security Clearance for employment. Non-U.S. Citizens may not be eligible to obtain a security clearance. The Department of Defense Consolidated Adjudications Facility (DoD CAF) a federal government agency handles the adjudicative aspects of the security clearance eligibility process for industry applicants. Adjudicative factors which affect the outcome of the eligibility determination include but are not limited to allegiance to the U.S. foreign influence foreign preference criminal conduct security violations and illegal drug use. At Sierra Nevada Corporation (SNC) we deliver customer-focused technology and best-of-breed integrations in the aerospace and defense sectors. SNC has been honored as one of the most innovative U.S. companies in space a Tier One Superior Supplier for the U.S. Air Force and as one of America s fastest-growing companies. Learn more about SNC Estimated Starting Salary Range: $117040.88 - $160931.20 SNC offers annual incentive pay based upon performance that is commensurate with the level of the position. SNC offers a generous benefit package including medical dental and vision plans 401(k) with 150% match up to 8% life insurance 3 weeks paid time off tuition reimbursement and more . Sierra Nevada Corporation is an Equal Opportunity Employer Minority / Female / Disability / Veteran or any other protected status pursuant to applicable local state or federal law ordinance or regulation. Sierra Nevada Corporation Company Overview The following jobs have been promoted on the Aviation Ad Network and are to be considered - current, newsworthy aviation employment information (FYI). No guarantee is made as to the accuracy, completeness or timeliness of any information, projections or opinions in announcements obtained through the promoted jobs. The information contained in this announcement is compiled for the convenience of site visitors and is accepted by the site visitor on the condition that errors or omissions are not the responsibility of Avjobs and shall not be made the basis for any claim, demand or cause of action. Please visit this companys web site for additional details and information. Please reference Avjobs when applying.

aerospace

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The rare cosmic vista of the inner solar system also includes the planet Mercury and some solar weather in addition to Comet Atlas. STEREO-A's location was a perfect vantage point to catch sight of Comet Atlas that threw stargazers into a frenzy last month. Astronomers first observed the object at the end of 2019, and soon identified it as a comet new to Earth's cosmic neighbourhood. Amateur astronomers had high hopes Comet Atlas would grow incredibly bright and put on a good show as it approached the Sun. Unfortunately, the comet started to disintegrate in April, to the consternation of skywatchers. From STEREO-A's viewpoint, however, the comet's pieces remained close enough to each other to give the impression of a complete hunk of ice. Comet Atlas: NASA's STEREO-A has captured Comet Atlas And it is Comet Atlas that streaks across the new animation from top to bottom. The animation is a compilation of NASA images shot between May 25 and June 1. Near the end of the loop, Mercury crosses into view from the left side of the image. You can see the planet drift across the background of stars. NASA's Solar Terrestrial Relations Observatory A launched in 2006 with its now-silent twin to study the Sun. The probes remit is to study the Sun from angles invisible from Earth. The spacecraft is approximately one-sixth of an orbit ahead of Earth, hence the A in the spacecraft's name. The star is invisible off-screen to the left in the new animation. The pale haze gusting in from the left of the image is the solar wind, the charged particles that constantly stream out of the Sun and across the solar system. This creates the bubble Earth and its neighbours move through. And out of frame, another spacecraft is also on the scene, the Solar Orbiter launched by NASA and the European Space Agency (ESA). That spacecraft, like STEREO-A, is designed to study the Sun, but through a stroke of good luck, Solar Orbiter's trajectory happened to align with that of Comet ATLAS and its tails. Comet tails come in pairs: an ion tail created of charged particles that point away from the Sun at all times and a dust tail of light-reflecting rubble. NASA's Solar Orbiter crossed the ion tail of ATLAS at the end of May, while these images were being gathered, although the spacecraft is out of frame. And conveniently, the Solar Orbiter comes equipped with several instruments capable of making meaningful measurements of these tails. Although the spacecraft, which launched in February, was not due to begin its science work until later this month, mission personnel decided the comet was too tempting to pass up. The NASA team consequently arranged for four key instruments to begin gathering observations ahead of schedule.

aerospace

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Cybersecurity contract with AFRL signed with Xage Security intends to protect flightline opsNews April 27, 2021 PALO ALTO, Calif. Industrial security company Xage Security has won a contract with the Air Force Research Lab (AFRL) to digitize and secure flightline maintenance operations. Under the terms of the contract, selected maintenance squadrons of the Air Force Air Mobility Command (AMC) will use Xage’s Dynamic Data Security solution to digitize, streamline, transform, and secure the workflows used in aircraft maintenance operations. According to information from the company, the Xage Dynamic Data security product enables operational data to be digitally hashed, signed, and encrypted at the source; enforces data control at a granular level across all flightline participants, devices, and applications; and protects and replicates policies across the flightline to ensure that data can be published or consumed by authorized users on demand.

aerospace

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USS Hornet Museum, Alameda 1:00 p.m. Saturday, Nov. 10, 2012 Honor our veterans and celebrate Veteran’s Week November 5-11 at the USS Hornet Museum at Pier 3 in Alameda. The Hornet will pay a special tribute honoring late-astronaut Neil Armstrong Saturday, Nov. 10. Events at the ceremony include the NASA flight surgeon assigned to Apollo 11 as the featured speaker, the unveiling of the newly-renovated Apollo Exhibit, and music provided by the Hornet Band. Following the ceremony there will be a flyover by the Bay Bomber’s Squadron featuring Nanchang CJ-6A aircrafts. The Hornet, now a non-profit museum, has a special connection to Armstrong as it was the carrier that recovered the Apollo 11 crew following the successful moon landing in July 1969. For more information, visit www.uss-hornet.org or call (510) 521-8448.

aerospace

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The Global Express flight deck features an array of in-flight entertainment options, along with custom interiors, to create a personalized travel experience. This jet has the ability to adjust to short airfields in remote areas, vastly expanding the list of travel destinations. In addition, infrared sensors help the Global Express adapt to low visibility conditions, so that all 14 passengers can travel with the utmost sense of safety at all times. Whether you are looking to take a quick domestic flight or an international trip, the Global Express will cater to your schedule and deliver you to the most secluded destinations. - No notifications yet

aerospace

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The Bruce Murray Space Image Library Click to view full image NASA / Jay Friedlander Most NASA images are in the public domain. Reuse of this image is governed by NASA's image use policy. Explore related images: solar observing spacecraft Attaching a name film Zooming in on Egg Rock, a meteorite on Mars Long March 5's first launch Progress MS-02 fueling and preparation Maui, Monan, and Ah Peku Paterae, Io What's Up in the Solar System in July 2012 Become a member of The Planetary Society and together we will create the future of space exploration. Support the Bruce Murray Space Image Library and help us share the wonders of other worlds.

aerospace

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Original Indian Air Force patch of No.6 Squadron ´Dragons´. No.6 Squadron operates today the SEPECAT Jaguar out of Jamnagar Air Base. Patch woven patch is in very good condition and a really rare item. Final price excl. shipping costs2 Free shipping to the following countries:

aerospace

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Careers in Aviation Maintenance Technology What will I do on the job? As an airframe and powerplant (A&P) rated mechanic, you will be responsible for keeping aircraft in safe condition to fly by doing the following activities for the airframe, engine and propellor components and systems: - record keeping What skills will I use on the job? PCC’s program provides exposure and skill development in 45 technical subjects. These transferable skills include: - electrical and electronic troubleshooting and repair - nondestructive testing - maintenance and troubleshooting - hydraulic and pneumatic repair and testing - oxygen system servicing - air conditioning servicing - fire protection system inspection and maintenance - corrosion control and painting - composite structure repairs - sheet metal fabrication and repair - precision measurement - piston and turbine engine maintenance and overhaul - quality assurance inspection - interpreting technical data - propeller inspection and repair - avionics system troubleshooting Who will hire me? Excellent employment opportunities exist in the Northwest and throughout the U.S. when you become qualified through our program. There are over 200 employers in Oregon alone. As an aviation maintenance technician, you will perform the scheduled and unscheduled maintenance on aircraft, such as servicing, inspection, repair and overhaul. You could work for any number of employers, including global and major air carriers, regional and national airlines or helicopter operators. Other employers may include repair stations, corporate aircraft companies, general aviation repair companies, aircraft manufacturers, the Federal Aviation Administration, along with our military, and state, city and local government agencies. You’ll need to know that working conditions for aviation maintenance technicians range from outside, in all types of weather, to inside a climate-controlled shop or hangar. Because you’ll learn a variety of skills in the program, you can also find work in other, non-aviation industries. How much can I earn? Starting annual salaries in the Portland area range from approximately $21,000 to $46,000; more experienced technicians/supervisors may earn over $70,000.

aerospace

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The explosive demise on SN-10 final 12 months broke greater than SpaceX’s Starship prototype. It is also spurred NASA to put a pin in plans for the vessel to use Cape Canaveral as a backup launchpad, at the very least till the corporate can present proof that one other blow up on the pad will not injury infrastructure crucial to resupplying the ISS. The state of affairs is that this: Plans for the first launchpad SpaceX desires in Boca Chica, Texas for the upcoming Starship rocket is already going through prolonged regulatory delays (although the evaluation part is anticipated to wrap up subsequent week). The Army Corps of Engineers in April additionally denied the corporate’s software to develop Galveston-area launch web site after SpaceX failed to supply required documentation. The corporate has additionally been quickly setting up a secondary launch pad at its Cape Canaveral facility however these plans at the moment are on maintain. The issue is that SpaceX’s new Starship launch pad sits just some hundred toes from NASA’s launchpad 39A, you already know, the one NASA launch pad presently in existence that SpaceX’s Dragon Crew is accepted to launch from. Ought to one other Starship — which depends on an mixture of liquid nitrogen and methane as gasoline that’s unfamiliar to regulators — go kablooey, the explosive drive and ship shrapnel may injury launch complicated 39A. And with no 39A, we now have no extra crewed missions to the ISS till it will get fastened. “All of us acknowledge that if you happen to had an early failure like we did on one of many early SpaceX flights, it might be fairly devastating to 39A,” Kathy Lueders, NASA’s house operations chief, instructed Reuters. SpaceX, which has already invested closely within the development of its now-paused platform, has supplied to attempt to “harden” pad 39A in opposition to the forces imparted by each profitable and unsuccessful Starship launches in addition to construct up launch complicated 40, positioned about 5 miles away, with crew launching capabilities. Each of these choices would nonetheless require company approval in addition to months if not years of development to prepare. All merchandise really useful by Engadget are chosen by our editorial crew, unbiased of our dad or mum firm. A few of our tales embrace affiliate hyperlinks. When you purchase one thing by way of one among these hyperlinks, we could earn an affiliate fee.

aerospace

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Spot robot can detect airborne gases or chemicals in real time Teledyne FLIR Defense announced a partnership with MFE Inspection Solutions for the integration of the FLIR C360 multi-gas sensor on Boston Dynamics Spot robots and commercial unmanned aircraft systems (UAS). The integrated solutions allow remote monitoring of chemical threats for industrial and public safety applications. With integrated remote sensing abilities from the air or ground, inspection personnel can perform their jobs more safely and efficiently. MUVE C360 was designed to be operated on Boston Dynamics’Spot mobile robot. This robot can inspect inaccessible or remote, dangerous environments autonomously. It’s also compatible with commercial UAS systems that allow operators to fly C360 into the scene and perform real-time hazard assessment.

aerospace

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HONOLULU (HawaiiNewsNow) - A United Airlines flight that was supposed to depart for San Francisco on Sunday night was canceled after the airline reported a series of problems. Flight 396 -- from Honolulu to San Francisco -- was scheduled to take off at 9:55 p.m., but had initially been delayed because of a late arriving flight, according to United. The plane was then turned back to the gate after a mechanical issue. United officially canceled the flight after employees exceeded their alotted work time. More than 300 passengers were affected. A United spokesperson said passengers will be placed on a special flight scheduled to depart at 3:30 p.m. on Monday.

aerospace

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Following the intrusion of Ukraine, Russia has been banged with sanctions debilitating the country. The aerospace sector consisting of business air travel is targeted by these sanctions which will certainly have substantial and also damaging influence on the enforcing nations. In a previous report, I already discussed the repercussions and dangers for the commercial aircraft leasing company led by AerCap (AER). In this report, I intend to discuss the consequences for the air freight market and talk about whether that develops opportunities or troubles for Boeing (BA), which has been the market leader on the truck aircraft market and also Boeing Stock price today dive more than 4%. Extra-large cargo market Ukraine Boeing Freight Antonov 225 Battle Russia Antonov 225 (Up in the Sky). For this analysis, I am not starting with the repercussions for your bundle receiving from Point A (most likely somewhere in Asia) to Direct B, yet I am taking a look at something bigger: the market for extra-large freight. Surely, that is not a substantial market yet it is important nonetheless. By now, many recognize that potentially the most significant cargo airplane worldwide the Antonov 225 may have been ruined. There are images flowing that would recommend this indeed is the case, yet there also have actually been images flowing that reveal the tail of the airplane intact which gives a little hope that the airplane is still undamaged or partially undamaged. An avoid, called “Mriya” implying “dream” the Antonov 225 whether destroyed or otherwise plays a vital role in keeping the spirits of the Ukrainians high. If the airplane is ruined, Ukraine can reveal toughness by saying that the Mriya will be rebuilt, and if the airplane is not damaged, it can be claimed that the Mriya can not be damaged. The nickname of the airplane and the renowned condition of the aircraft plays a vital function to keep the spirits of the Ukrainians high and also signifies in the information war that is taking place and Ukraine has been doing an excellent job in that respect. The capabilities of the aircraft are unmatched. Trains, aircrafts, helicopters, wind turbine blades, generators … the Antonov 225 carried it all as well as more. As the airline industry stopped throughout the pandemic, it was the Antonov 225 that flew medical supplies from Asia to Europe. One more important player on the extra-large freight market is the Antonov 124. Boeing itself has actually been a customer for the services of the Antonov 124 using a logistics program agreed on in 2015. Those Antonov 124s become part of the fleet of Russian service provider Volga-Dnepr Airlines, which currently has been prohibited from the United States airspace definition that Boeing can no more commission these airplane to perform transports. Ironically, the Antonov 124 has been used to move turbofans and wing boxes made use of on the KC-46A tanker for the US Flying Force as well as in the past additionally were made use of to transport panels for the Boeing 747-8. There is the possibility that the Department of Transport can still grant a waiver for these trips as in some sense despite the KC-46A being a fallen short project, one might make a situation for the transports to be in the interest of nationwide safety as various other ways of transportation may be limited or non-existent. Also then, there is the question whether various other permissions such as exemption from the SWIFT system could influence air charters. The flight restriction comes at a time that the Boeing 747 program will certainly relax. Much like the Antonovs, the Boeing 747 trucks have nose door capability making it ideal to move large hauls. Opportunities are slim to none that this will certainly produce a chance for Boeing to take into consideration restoring the Boeing 747 program, since it has been a loss-making program in its most recent version. So, in some sense Boeing is losing an important link in its supply and logistics. However, Boeing could be using its Dreamlifters that were typically used to carry elements for the Boeing 787 to Everett and Charleston. With the production price of the Dreamliner program reduced, Boeing might take into consideration using its Dreamlifters to move parts. Another choice is to appoint the Beluga trucks from rival Jet. The European jet manufacturer recently made its 5 previous generation Belugas readily available for the oversized freight industry. So, Boeing may not be stuck as it does appear to have choices, yet I do not believe that as a producer of freighters that it stands to take advantage of the ban of Russian aircraft ideal for extra-large haul transport. Capability challenges produce remote chance. Boeing Russia Airlines Cargo Battle. Boeing 777F from Russian AirBridgeCargo (The Boeing Company). If the current circumstance is readied to continue and under the presumption that international financial damage will be limited, there could be challenges on the freight market when it come to ability. Throughout the pandemic, we saw that belly freight (the freight brought inside the stomach of airplane) disappeared. Currently, we are not seeing anything near the very same level but permissions have triggered airlines to discontinue flying to Russia and vice versa which also gotten rid of the linked belly products ability on those courses. There are likewise flights to Asia that are at the very least briefly halted as Russia offers a corridor for Europe-Asia trips. Furthermore, the closure of airspace is triggering trips to take longer. Trips that usually would take about 9.5 hrs can now take up to 13 hours. Effectively this implies that due to the component of time, the ability of the marketplace is minimized which is something that holds for freighters along with traveler aircraft that are still running. The Volga-Dnepr Team is not only specialized in oversized freight procedures, however additionally has a fleet of 9 Boeing 737s transformed for freighter operations, but a lot more significantly 17 Boeing 747s and also 1 Boeing 777F via its AirBridgeCargo subsidiary, which I have actually frequently seen operating from Amsterdam Airport Schiphol. With those aircraft, the firm is a leading 15 freight provider by scheduled freight-kilometers. So, if the existing scenario is readied to persist, then we will certainly see an instead huge airline company being disallowed from supplying much needed capability to the marketplace while stubborn belly freight capability is out pre-pandemic levels and freight ability is restricted by longer trips. Additionally, oil rates have soared which enhance the expenses of trip on top of the enhanced expenses of longer trips. Since Boeing presently depends on Antonov airplane operating for a Russian provider, one would certainly believe that there will be some logistics obstacles for Boeing. There aren’t numerous Antonov 124s about, so just sourcing them from an airline outside of Russia is not realistic. Nevertheless, Boeing could be using its own Dreamlifters to lug parts to its production line. As an airplane maker, I do not think that Boeing has opportunities providing a solution for the extra-large cargo market. Even if the Boeing 747-8F program would certainly be alive and kicking, I would certainly assume that sales capacity in the oversized cargo section would certainly be restricted for Boeing. With airplane having to fly suboptimal paths currently, the flights do take longer and that does eliminate freight capability from the market. If this is a circumstance that is readied to linger without compromising need for air cargo capability, we could be seeing a boost in freighter orders, though airplane typically running to and also from Russia will certainly initially be used to offset shed capacity. Nevertheless, there would just be an actual chance if the existing circumstance is readied to last for a long time. Using the general rule that a notice on a manufacturing rate choice is required at the very least twelve month ahead of time, there just seem to be possibilities for Boeing if the existing scenario will continue for the longer term.

aerospace

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Old Plastic Model Kits Plastic model kits, model airplane kits, etc. 1/72 F165 Frog Bristol 138/A Trail Blazers Issue - Green Series VG Injection Molded old Very nicely done kit in the Frog tradition. On the 28th of September, 1936, the Bristol 138/A climbed to an altitude of 49,967 feet to establish a new world altitude record. In 1937 it climbed to 53,967 feet where the windscreen cracked. The pilot was saved by the pressure suit he was wearing. Never started. Factory sealed bag or inventoried 100% complete with all parts, decal sheet and instructions. Email for availability. © 2005 - Ecommerce Consulting :: eBay Alternative

aerospace

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Imagine watching Earth rise from your home at Mars Base Alpha, a place bustling with mining robots, research pods, and cargo landers. Together they are building the next human neighborhood 140 million miles from the original home planet — on a new home planet. Years earlier, robots scoured Mars for ice deposits and usable regolith to produce oxygen, water, and building materials. Solar panels, ferried on cargo flights from Earth, generated power to fuel automated construction. Perhaps in this century, humans will become a multi-planet species. We’ll begin on the Moon and Mars, our closest planetary kin, before exploring outposts in our solar system. We’ll take this monumental leap because we can — and should. Earth won’t be here forever. As disaster management expert Vinay Gupta said, “Making life interplanetary, and then interstellar, enables creation to generate untold wonders over potentially trillions of years.” Why Humans Should Become a Multiplanetary Species Earth might be in its endgame. Nick Bostrom, director of Oxford University’s Future of Humanity Institute, has detailed the numerous “existential risks” our planet confronts: nuclear holocaust, genetically engineered mistakes, destructive nanobots, and even the gradual loss of human fertility. Meanwhile, MIT research suggests the planet’s oceans could contain enough carbon by 2100 to begin a “mass extinction event.” The effects of such events might last 10,000 years or longer, but it would be smart to start and prepare now. One way or another, Earth has an end date, meaning some of us should consider moving. SpaceX founder Elon Musk believes that a Martian colony requires one million people to be sustainable. Musk said we could scale up that population within a century. The prospect of establishing a human presence on another planet might seem implausible since humans haven’t truly tamed Antarctica. Two Swiss scientists believe we’ll never live on Mars or anywhere else. So why should we try? “In order to have a bigger future,” said Robert Zubrin, founder and president of the Mars Society. “In order to have an open future. In order to open the possibility to create new branches of human civilization that will add their creative talents to the human story.” Besides, we’re already on our way. NASA’s 50 Objectives for Becoming a Multiplanetary Species NASA’s Artemis program plans an incremental, decades-long strategy for visiting the Moon and Mars. The program will rely on commercial- and government-funded projects to land and sustain humans on both surfaces. * Develop a transportation system that the crew can routinely operate from the Earth-moon vicinity to Mars’s orbit and Martian surface. * Develop systems for the crew to live, operate, and explore on the Martian surface to address critical questions concerning science and resources. * Develop integrated human and robotic systems with inter-relationships that enable maximum science return from Mars’s surface and orbit. * Create and advance autonomous construction, precision landing, surface transportation, industrial scale ISRU and advanced manufacturing capabilities to support a future and continuous human lunar presence and robust lunar economy. * Demonstrate the ability to use commodities produced from planetary surfaces or in-space resources, reducing the mass required to be transported from Earth. We’re rapidly developing technology to achieve these goals while making them safe and cost-effective at scale. Musk ranks cost as a pivotal factor in sending people to Mars. Elon Musk’s Mission to Make Mars Travel Affordable In 2017, Musk estimated the cost of a Mars trip using traditional space agency tactics would cost $10 billion per person. Any discussion of a Mars Base Alpha ends there. But if that cost were equivalent to the median price of a U.S. home ( about $440,000 in Q2 2022), then people would be interested, Musk theorized. Lowering the travel cost requires four key elements: * Reusable rockets * The ability to refuel in orbit * Producing propellant on Mars * Choosing the most efficient propellant SpaceX and other commercial enterprises are developing technology to achieve those goals. In February, Musk said that SpaceX’s Starship is closer to becoming a fully reusable transportation system that could carry one million tons of cargo to Earth orbit annually (assuming three launches per day). Musk cites one million tons as the cargo threshold necessary to operate a self-sustaining city on Mars. Researchers are modeling the development of in-situ propellants from local Martian materials and high-speed propulsion systems to develop fuel-efficient, cost-effective transport. Once there, how will humans live on Mars? Living (biotech) tech might hold the answer. Supporting Multi-planetary Life With Living Tech Lynn Rothschild, a senior research scientist at NASA’s Ames Research Center, is an expert in astrobiology. She believes humans on Mars will generate electricity using bacteria and grow houses from fungi. Rothschild said that growing structures on Mars from fungi instead of shipping construction materials could save 90% of the transport upmass problem. The key is synthetic biology. Rothschild calls this “living tech,” which starts with the power of the cell. Microscopic organisms will produce silk, wool, latex, silica, and other materials. We’ll send digital information to biofactories on Mars through DNA sequences. We’ll generate and store power using living organisms. Rothschild said one of her students incorporated silver atoms into plant DNA to make an electrical wire. “Once you think of life as technology,” Rothschild said, “you’ve got the solution.” Humans have many practical reasons to become multi-planetary. But the mission shouldn’t represent merely a life insurance policy for the species. We’re still explorers and visionaries, so let’s harness that ambition for an aspirational purpose. “Life can’t just be about solving problems,” Musk said. “There have to be things that inspire you, that move your heart. Going out there, being a space-faring civilization, and making science fiction not fiction forever, I think that’s one of those things.” Originally published at https://www.newsweek.com on July 31, 2023. About Dylan Taylor Dylan Taylor is a global business leader, commercial astronaut, thought leader and philanthropist. Currently, Dylan serves as Chairman & CEO of Voyager Space, a multi-national space exploration firm focused on building the next generation of space infrastructure for NASA and other global space agencies. Dylan has been recognized by Harvard University, SpaceNews, the BBC, the Financial Times, Pitchbook,CNBC, CNN and others as having played a seminal role in the growth of the private space industry. As an early-stage investor in more than 50 emerging space ventures, including Axiom, Kepler, York, Astrobotic, LeoLabs, Relativity, and Planet, Dylan is widely considered the most active private space investor in the world. Dylan’s technical background, global business experience and unbridled passion for space make him a unique figure within his industry. As a thought leader and futurist, he has written many popular pieces on the future of the space industry for Forbes, FastCompany, Newsweek, SpaceNews, The Space Review, and Space.com. As a speaker, Dylan has keynoted many of the major space conferences around the world and has appeared regularly on Bloomberg, Fox Business, and CNBC. Dylan has extensive global business experience as both a board director and CEO in several industries, including advanced electronics, finance and real estate. He previously served as a Director for UMB Bank, a Fortune 500 company based in Kansas City and as a mutual fund director for the Jackson Funds where he oversaw assets of $8B across 130 distinct funds. He has also served in the roles of CEO, President and Board Director for multinational companies like Prudential PLC, Honeywell, Colliers and Jones Lang LaSalle. Dylan was recognized as a Fortune 1000 CEO with P&L responsibility in excess of $3B and operations encompassing 15,000 employees in over 60 countries. In addition, Dylan has participated in 4 IPOs over the course of his career. Dylan is a leading advocate of space manufacturing and the utilization of in-space resources to further space exploration and settlement. In 2017, he became the first private citizen to manufacture an item in space when the gravity meter he co-designed and commissioned was 3D printed on the International Space Station. The historic item is now housed in the Museum of Science and Industry in Chicago. Dylan is an explorer of note. On December 11th, 2021 Dylan became just the 606th human to go to space as part of the crew of Blue Origin’s NewShepard Mission 19. Accordingly, Dylan earned his commercial astronaut wings with the FAA and his universal astronaut wings from the Association of Space Explorers. He is also one of only a handful of humans to have descended to the deepest part of the world’s oceans, Challenger Deep in the Mariana Trench as part of the Limiting Factor Expedition in July of 2022. In that mission, Dylan descended with pilot Victor Vescovo to a depth in excess of 10,800 meters (35,500 feet) into an area of the Mariana Trench that had never been visited by humans. Dylan is the youngest human to have been to the deepest part of the world’s oceans and crossed the Karman line into Space. Dylan has been a member of the Explorers Club since 2014. Dylan maintains an extensive philanthropic impact on the space industry. In 2017, Dylan founded the nonprofit and social movement, Space for Humanity, which seeks to democratize space exploration and develop solutions to global issues through the scope of human awareness to help solve the world’s most intractable problems. Space for Humanity has successfully sent two citizen astronauts to space via Blue Origin including both the first Mexican-born woman (Katya Echazareta), and first African-born woman (Sara Sabry). Building upon his passion and support for the space industry, Dylan serves as a strategic advisor for both the Archmission and the Human Spaceflight Program and is a co-founding patron of the Commercial Spaceflight Federation, which promotes the growth of commercial space activity. Additionally, he is also a leading benefactor to the Brooke Owens Fellowship, Patti Grace Smith Fellowship and Mission: Astro Access. Dylan is the founder and Chairman of Multiverse Media, an integrated global media company focused on science and technology, with an emphasis on space. Multiverse is the parent company of the popular space philosophy website 2211.world as well as the Ad Astra Dinners, a Jeffersonian-style dinner series featuring some of the world’s leading influencers discussing the future of humanity in space. Another subsidiary of Multiverse Media, Multiverse Publishing, publishes books by leading authors including Frank White, Isaac Asimov and Gerard K. O’Neill. Multiverse is also the executive producer of the documentary film, The High Frontier and the forthcoming film, Fortitude. For his influence as a global leader and his commitment to creating a positive impact on the world, Dylan has been honored with numerous personal and professional accolades in recent years. The World Economic Forum recognized Dylan as a Young Global Leader in 2011 and a full member of the World Economic Forum in 2014. That same year he was named a Henry Crown Fellow of the Aspen Institute. In 2020, Dylan was recognized by the Commercial Spaceflight Federation with their top honor for business and finance, following in the footsteps of 2019’s inaugural winner, the late Paul Allen and subsequent winners Jeff Bezos and Elon Musk. Dylan Taylor earned an MBA in Finance and Strategy from the Booth School of Business at University of Chicago and holds a BS in Engineering from the honors college at the University of Arizona, where he graduated Tau Beta Pi and in 2018 was named Alumnus of the year. He is also a graduate of the Global Leadership and Public Policy for the 21st Century program at Harvard University. Dylan and his family reside in Denver, Colorado where he is active locally with Colorado Concern and theColorado Spaceport. In his spare time, Dylan enjoys hiking, competing in triathlons and spending time outdoors. As a weekend warrior athlete, Dylan has more than 25 top ten finishes and 25 age group wins to his credit, and he regularly interviews world class athletes whom have shown extraordinary resilience as the host of the Legendary Podcast. He is married to legal expert, consultant and author Gabrielle V. Taylor with whom he has two teenage daughters.

aerospace

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Let Empire Unmanned Take the Risk Out of Your Drone Projects! We are UAS and UAV experts! An insured partner with FAA certified pilots and drone programs, we assume the risks. Empire Unmanned provides professional pilots to fly the latest state-of-the-art UAS equipment for data capture. We perform data processing on our own cutting edge platform that gives you the most accurate reports in the drone industry. Your projects are a success from the beginning with Empire Unmanned! Expertise! Experience! Exceptional Service! That’s what you get with Empire Unmanned! Empire Unmanned is a leading provider of UAS (unmanned aerial systems). The company provides UAV (unmanned aerial vehicle) data capture using the latest drone, sensor and camera equipment, as well as data analysis services. Missions are flown for commercial companies, academic institutions and government agencies, allowing these clients to manage their projects more effectively. Using the latest photogrammetry technology, Empire Unmanned customizes their drone services for mapping, inspections, evaluations, assessments, studies, filming and surveillance. Services are provided to industry specifications and organizational needs. We can fly manned missions for specialized projects. Having developed our own drone data analytics platform, Empire Unmanned provides comprehensive and accurate data, completing your projects right the first time!Sansha Motion Dance Motion B0035FA1P6 Sneaker Dance Svart 11796ed Our drone services accomplish several applications across a myriad of industries, such as agriculture, construction, oil and gas, utilities, telecommunications, land management, transportation, forestry, stockpiles, inventory monitoring, risk underwriters, property investment, sports entertainment, law enforcement, scientific studies, archeological sites, security, to name a few. The Empire Unmanned team is uniquely qualified with over 100+ shared years in aviation and more than 30,000 combined hours of UAV (unmanned aerial vehicle) flight time. We have mapped over 50,000 acres of land and flown numerous zone management missions. Our drone program and pilots are FAA certified, registered, and insured. The majority of our team members are veterans of the U.S. military. NIKE Kvinnor Sock Dart Running Shoes Vit / ren platina , NIKE W Roshe One Women 844994-601 Partikelrosa / svart-segel , KEEN Kvinnors Newport H2 Sandal Malakit / Silver Branch Adidas Women s Alphabounce Beyond W Running Shoes Grå Fyra / Koldioxid / Mörk Solid Grå Aetrex Sheila Sandal Guld New Balance Women s 711V3 Graphic Cross-Trainer Shoe Grå / Energi Röd Vans Unisex Old Skool Classic Skate Skor Mycket Berry True White ECCO Kvinnors Casual Hybrid Golf Shoe Vatten Vårt steg Kvinnors Marsela Flat Sandal Silver Nine West Women s Lucienne Suede Slide Sandal Light Green Suede Tommy Bahama Women s Floral Palms Slide Sandal Multi Print , Finn Comfort Women s Jamaika Sandal Sommar Multi Hush Valpar Womens Chowchow WT Oxford Frostgrå Suede , Sam Edelman Kvinnors Susie Dress Sandal Svart Kid Suede Leather , Rockport Cobb Hill Kvinnors Paulette Flat Röd , Rockport Kvinnors Ayva Oxford Ljus / Pastellrosa , Franco Sarto Kvinnors DEEPA2 Mode Boot Rodna FSJ Women Stylish Peep Toe Slouch Ankel Stövlar Chunky Stacked Heels Party Evening Shoes Storlek 4-15 US Fuchsia Miz Mooz Kvinnors Lissie Ankel Boot Svart , LifeStride Kvinnors Parigi Ankle Bootie Mörkröd , Pleaser Women s Delight-1018MMG Ankle Boot Svart Faux Läder / Svart Matte Klogs USA Unisex Boca Mule Svart Swedish hasbeens Kvinnors Preppy Sky High Clog Natur OLUKAI Nohea Mesh Shoe - Mäns Charcoal / Dive Camo Lauren Ralph Lauren Kvinnors Rossalyn II Rain Boot Modmacharr Hunters Boots Kvinnors Original Refined Gloss Boots Fountain Blue , Hunter Women s Original Short Gloss Rain Boots Havsblå , Dr. Martens Men s 1460 Classic Boot Grönt slät läder , Nine West Women s Calla-Wide Fabric Knee-High Boot Mörkbrun , Funtasma EXOTICA-2000 damskor Black Stretch Patent Because of our unique relationship with our parent company, Empire Airlines, we are able to offer UAV services with unparalleled safety and reliability. Empire Unmanned was one of the first companies in the U.S. to receive a Section 333 exemption from the FAA to operate commercial unmanned aircraft. We carry commercial insurance and are dedicated to performing every flight according to FAA regulations. Empire Unmanned is in the news! Click below to check out Empire Unmanned’s latest radio broadcast interview! Searching for a rewarding job in a great work environment? Want to become a certified Join Our Team

aerospace

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After decades long patent disputes and drawn out law suits which eventually were resolved in favor of the Wrights, Wright Aeronautical and Curtis Aeroplane and Motor Company merged to become the Curtis-Wright Company around 1929. Rich in history, this facility was originally an aeroplane manufacturing and R&D facility for Curtis-Wright Company. After years of abandonment we are fortunate to be involved in the salvaging of the excellent Heart Pine Timbers and Decking. Glen Curtis, an aviator and inventor who worked with Alexander Graham Bell as part of Bell's Aerial Experiment Association, eventually went on to form his own company, Curtis Aeroplane and Motor Company, which became the largest aircraft manufacturer during WWI. At one point they were producing 100 aitcraft in a single week, and over 10,000 during the course of the war. The Wright Brothers, Wilbur & Orville, credited with the first airplane flight in 1903, had their own destiny. During WWI the partnership Wright-Martin manufactured many airplane engines, employing as many as 15,000 workers. By wars end, the government contracts ran out and the work force dropped to a mere 300. The partnership disolved and Martin went on to be a successful airplane manufacturer, eventually becoming Lockheed-Martin. In due course, the Wright Brothers formed Wright Aeronautical.

aerospace

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The pass of USA 129 was confusing, as a second bright object close to it was moving parallel to it: at the moment of observation, I was not sure which object was the Keyhole and what the other object was! It took me rather by surprise (and as a result, I mis-aligned the camera for the second image, resulting in only one image). It turned out to be a Chinese Long March rocket stage, a CZ-2C r/b (09-061B) from the launch of Shijian 11-01 on November 12, 2009. Below is the image, showing them cruising up together in a moon-fogged sky: A few days earlier, on 11 March, I observed USA 186 (05-042A), Lacrosse 5 (05-016A) and the USA 144 Decoy (99-028C). I obtained a series of images on the latter, and hopefully these can be employed for a brightness variation reconstruction again (to be reported on later, after I have had some time to do the analysis). Lacrosse 5 was racing against an untimely field of clouds that evening, yielding this picture of a bright satellite trail and a wisp of moving cloud: The satellite did it's "disappearance trick" again during culmination north, reappearing very brightly for a brief period after it. Earlier that evening, in a still mostly clouded sky, I saw METOP-A flaring brightly to at least -3 at about 20:09:20 UTC (March 11).

aerospace

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Large phones, laptops and tablets are now allowed in the cabin on the majority of flights to the UK. The UK government has lifted a ban on carrying large electronic devices in the aircraft cabin of some flights to the UK. Restrictions on carrying large phones, laptops, tablets and accessories into the cabin of UK-bound flights from Turkey, Egypt, Saudi Arabia, Jordan, Lebanon and Tunisia were introduced in March. However, after working with the aviation industry and international partners to introduce tough additional security measures, the UK government has begun lifting these restrictions on some UK-bound flights. The vast majority of carriers operating out of these airports are no longer subject to these restrictions. Some airlines have decided to maintain the ban for operational reasons. This does not reflect the security standards at these airports, but is an operational decision by individual carriers. Passengers travelling from these airports should contact their airlines for advice about whether their flights are affected: – Istanbul Atatürk – Saudi Arabia: The restrictions are no longer applied on any airports in Egypt and Tunisia.

aerospace

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The Bruce Murray Space Image Library Click to view full image Original image data dated on or about December 16, 2014 Explore related images: Artist’s concept of an astronaut to scale with Murray buttes, Mount Sharp in the background, Curiosity sol 1419 Viking Lander 2 Camera 2 (Native) High Resolution Color Mosaic Curiosity self-portrait at Pahrump Hills, sol 868-884 Voyager 1 Jupiter approach movie First two-frame Navcam mosaic from Curiosity (with anaglyph) International Sun-Earth Explorer (ISEE-3) Become a member of The Planetary Society and together we will create the future of space exploration. Support the Bruce Murray Space Image Library and help us share the wonders of other worlds.

aerospace

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Aviation Investigation Report A94H0001 Flight into terrain Westland Helicopters Inc. Bell 206 BIII JetRanger (Helicopter) C-GRAH Houston, British Columbia 2.5 mi N The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. This report is not created for use in the context of legal, disciplinary or other proceedings. See Ownership and use of content. The helicopter, a Bell 206 BIII, with the pilot and four passengers on board, was on a charter flight from Houston, British Columbia, to a ski cabin on Mount Morice, 10 miles to the south of Houston. The helicopter crashed approximately 2.5 miles to the north of its departure point. The helicopter was destroyed, and the pilot and passengers sustained fatal injuries. The Board determined that the pilot, while attempting to climb through a fog layer by using rising terrain as a visual reference, most likely lost the visual cues required for flight in visual meteorological conditions (VMC). The helicopter struck a ridge, probably while the pilot attempted to regain his visual reference with the ground. The pilot's decision to use the rising terrain as a visual reference under the existing visibility conditions was a contributing factor to this accident. 1.0 Factual Information 1.1 History of the Flight 1.1.1 The Occurrence Flight At approximately 1200 Pacific standard time (PST)1, a Westland Helicopters Inc. Bell 206 BIII helicopter (C-GRAH) was flown from its base in Houston, British Columbia. The aircraft was on a charter flight to a ski cabin on Mount Morice, approximately 10 statute miles to the south2 of Houston. The helicopter carried the pilot, four passengers, and approximately 100 pounds of baggage. The purpose of the flight was to transport the four passengers and their equipment to begin a cross-country skiing excursion in the Mount Morice area. In order to climb above the fog layer in the Houston area, the pilot intended to proceed to the northeast of Houston using the rising terrain of Mount Harry Davis as a visual reference. Once above the fog layer, the intent was to proceed to Mount Morice by following mountain peaks and ridges (refer to Figure 1). - All times are PST (Coordinated Universal Time (UTC) minus 8 hours) unless otherwise stated. - All compass directions are relative to true north. Magnetic variation is 24· East. The flight was observed departing Houston at a low altitude and on a northeasterly track towards the rising terrain of Mount Harry Davis. The helicopter was heard in the Mount Harry Davis area flying in a northeasterly direction then in a westerly direction when the sound abruptly stopped. A few seconds thereafter, some witnesses stated that they heard the muffled noise of an impact. The helicopter collided with the terrain at latitude 54·24′N and longitude 126·40′W, at approximately 1215 PST, at an elevation of 2,369 feet above sea level (asl)3 (refer to Appendix A). 1.1.2 Additional Operational Information The flight was originally scheduled to depart at 0830 that morning and was to consist of two back-to-back shuttles to the Mount Morice area to transport the members of two families. Both families were to remain overnight in the Mount Morice area and ski to their vehicles which had been prepositioned at the base of the mountain. On the morning of the accident, the pilot was informed that the members of one family were unable to depart until 1630. In addition, he was informed that the members of the other family would also be delayed and would be unable to make the 0830 departure. This change of plans eventually resulted in the delay of the original 0830 flight to a 1200 departure, and a second flight scheduled for 1630. There was no evidence that the pilot was under pressure from the customers to complete the revenue flight. The pilot had previously made arrangements with some friends to fly to a fishing location on the completion of his early morning flight. About 1000 that morning, when he realized that his charter... 3 See Glossary for all abbreviations and acronyms. ...flight would be delayed, the pilot invited his friends to wait at his heliport while he completed the charter, which he estimated would take about 40 minutes. His intention was to continue with their original plan to fly the non-revenue fishing trip between the two charter flights. 1.2 Injuries to Persons 1.3 Damage to Aircraft The aircraft was destroyed by the impact. 1.4 Other Damage There was no other damage. 1.5 Personnel Information Age - 39 Pilot Licence - Commercial Medical Expiry Date - 1 May 94 Total Flying Hours - 2,993 Hours on Type - 1,899 Hours Last 90 Days - 58 Hours on Type Last 90 Days - 58 Hours on Duty Prior to Occurrence - 3 Hours off Duty Prior to Work Period - 16 1.5.2 Pilot's History The pilot commenced his flying career in September 1977 and obtained a commercial helicopter licence in April 1978. In the fall of 1985, he underwent fixed-wing flying training in Moncton, New Brunswick. Included in this training was 19.2 hours of instruction on instrument flying techniques. This training did not entail any training in actual instrument meteorological conditions (IMC) and was the only instrument flying training known to have been received by the pilot. The pilot had flown a variety of helicopter types and was experienced in mountain- flying operations. The majority of his flying experience was on the Bell 206 helicopter in various types of helicopter operations. Based on numerous anecdotal weather-related entries in his pilot's log-book, it is known that the pilot had considerable experience operating the helicopter under visual flight rules (VFR) and in conditions of reduced visibility. There was no evidence found, however, that the pilot habitually flew in visibilities lower than permitted in existing regulations. The pilot joined Westland Helicopters on 30 May 1993 as the base manager in Houston, British Columbia, and had flown out of that base on a regular basis since joining the company. At the time of the accident, the pilot held a valid commercial helicopter licence and held a Category 1 medical with no restrictions. The pilot was not endorsed for flight in IMC. 1.6 Aircraft Information Manufacturer - Bell Helicopter Textron Type - 206 BIII Year of Manufacture - 1981 Serial Number - 3304 Certificate of Airworthiness (Flight Permit) - Valid Total Airframe Time - 6,068.1 hours Engine Type (number of) Allison 250-C20B - (1) Propeller/Rotor Type (number of) Two-bladed/semi-rigid - (1) Maximum Allowable Take-off Weight - 3,200 pounds Recommended Fuel Type(s) - Jet B Fuel Type Used - Jet B 1.6.2 Helicopter Certification The helicopter was certified, equipped, and maintained in accordance with existing regulations and approved procedures. The helicopter was not equipped or certified for flight in instrument meteorological conditions. 1.6.3 Weight of the Helicopter at the Time of Impact According to the Bell 206 BIII flight manual, the maximum allowable helicopter weight for the flight was 3,200 pounds. The helicopter was refuelled by the pilot on the morning of the flight but no records were found regarding the amount of fuel put into the helicopter. A review of the helicopter's journey log-book revealed that the pilot commonly put on only 500 pounds of fuel prior to commencing the day's flying activity. The helicopter was equipped with a long range fuel extender which would have allowed for a maximum fuel capacity of 91 U.S. gallons. At 6.78 pounds per gallon, the maximum fuel weight which could have been on board was 616.98 pounds. The fuel consumption rate for the Bell 206 BIII helicopter is approximately 23 gallons (156 pounds) per hour. Allowing 45 minutes for the pilot's start-up and flight earlier that morning for a weather check, and assuming another 15 minutes for the accident flight, the helicopter would have burned a total of approximately 156 pounds of fuel prior to the occurrence. Given the weight of the occupants and their baggage, and assuming that the pilot had refuelled the helicopter to its maximum capacity earlier that morning, the helicopter would have been at its maximum all-up weight (AUW) at the time of the occurrence. In light of the pilot's prior refuelling habits, however, it was considered more likely that the pilot would have refuelled the helicopter to 500 pounds fuel capacity prior to the flight. In that case, at the time of the occurrence, the helicopter would have been approximately 150 pounds below its maximum AUW. 1.6.4 Bell 206 Performance at Maximum AUW The accident site was at an altitude of 2,369 feet asl. The temperature at that altitude at the time of the occurrence was determined to be approximately 0· Celsius (C). According to the helicopter manufacturer's performance charts, at the weights previously mentioned and at an outside air temperature of 0·C, the helicopter was capable of hovering out of ground effect up to an altitude of approximately 6,000 feet asl. 1.7 Meteorological Information There were no Atmospheric Environment Services (AES) aviation forecasts or actual weather observations for Houston, British Columbia. The nearest aerodrome for which an aviation forecast and actual weather observations were issued was Smithers, British Columbia, 31 statute miles to the northwest of Houston. 1.7.2 Weather Conditions Known to the Pilot At 0815 on the morning of the accident, the pilot called the Flight Service Station (FSS) at Smithers to inquire about the weather conditions. The Smithers FSS specialist informed the pilot that the weather at Smithers was an indefinite 400-foot ceiling and the visibility was 5/8 of a mile in fog. In addition, the specialist informed the pilot that, due to the weather, there had been no aircraft movements into or out of Smithers and there were no reports on the thickness of the fog. The pilot informed the FSS specialist that the estimated visibility in Houston was 3/4 of a mile in fog. Later that morning, at 0915, the pilot again called the FSS at Smithers and reported that he had just completed a flight to check the weather conditions in the Houston area. He reported that the surface visibility at Houston was approximately two miles in fog and that the ceiling was approximately 300 feet obscured. He further stated that, during his flight, he was able to climb above the fog layer by flying up the rising terrain of Mount Harry Davis and using the trees as visual reference. While in the climb, he stated that he was able to see a distance of "about four or five tree-top lengths" (assumed to mean he could see four or five tree-tops ahead of him while flying) and that he was clear of the fog at 3,800 feet asl. He characterized these conditions as "helicopter VFR." Conditions above the fog were described as clear with only high scattered cloud. 1.7.3 Aftercast by Atmospheric Environment Services A post-accident weather analysis prepared by AES determined that, on the day of the occurrence, a 1048 millibar arctic high pressure area centred over southeastern Yukon was generating a light northeasterly low level flow over central British Columbia. The air mass was stable and fairly moist in the lowest levels, but was dry aloft. Satellite imagery taken 1 1/2 hours after the accident revealed that the valley containing Houston was shrouded in fog and stratus. This stratus layer produced local ceilings of 300 to 800 feet and was topped at 3,500 feet asl. Skies were clear above this stratus layer. Fog reduced the visibility to less than 1/2 mile in some areas. The temperature in the stratus layer was near but below the freezing mark and light rime icing would occur in the cloud. Although there was a risk of freezing drizzle forecast for Smithers until 1200 PST and very light freezing drizzle was reported overnight in Smithers, it ended six hours prior to the accident and appeared to be very localized. The surface temperature and dew point at Smithers at the time of the occurrence were 0·C. The low-level winds were generally from the northeast at less than 10 knots, and any turbulence would have been light. 1.7.4 Additional Weather Information Approximately 1/2 hour after the accident, a helicopter departed its Houston base to search for the missing aircraft. The pilot reported that, because of reduced visibility in thick fog, he had to hover taxi over the trees up the side of Mount Harry Davis. He reported that the visibility was 1/4 of a mile or less, and that the fog was about 1,500 feet thick. In addition, he reported having encountered a trace of airframe icing while in fog, but said that no ice had accumulated on his windscreen. There was no communication by the pilot with Air Traffic Services (ATS) nor was any required. Prior to departure, the pilot had left a hand-held radio with his friends who would be waiting for his return. The radio was tuned to 159.72 megahertz (MHz), a frequency commonly used by the local forestry industry. The pilot had successfully conducted a radio check with his friends on this frequency prior to take-off. No further transmissions by the pilot were heard on this frequency. 1.9 Flight Recorders The helicopter was not equipped with a flight data recorder or a cockpit voice recorder, nor was either required by regulation. 1.10 Witness Observations Friends of the pilot observed the helicopter depart to the northeast towards Mount Harry Davis until the helicopter was lost from view due to the fog. The elevation of the departure point was 1,903 feet asl. A witness, approximately 1/2 mile to the northeast of the helicopter's departure point, heard the helicopter proceeding overhead to the northeast. He had listened to the helicopter manoeuvring for what appeared to be approximately 30 seconds when the noise suddenly stopped. Shortly thereafter, he heard a muffled impact sound. Another witness, in her home approximately two miles to the northeast of the helicopter's departure point, heard the helicopter approaching from the southwest at low level. This witness was at the 2,500-foot level of Mount Harry Davis. She heard the helicopter proceeding northeastward up Mount Harry Davis then returning directly towards her home from the east. It was her impression that the helicopter was descending along the mountain directly towards her. The helicopter's proximity and low altitude caused her some concern until she heard the helicopter turn to a westerly direction and away from her house. At this point the helicopter was flying towards a small valley. The witness stated that the visibility in that direction from her vantage point was less than 300 feet. The witness heard the helicopter proceeding to the west until the sound abruptly stopped. Approximately three seconds later, the witness heard a muffled popping sound. Another witness, approximately 1/2 mile to the west of the preceding witness and at an elevation of approximately 2,400 feet asl, heard the helicopter overhead proceeding to the west. This witness estimated the visibility at ground level as being 150 feet in fog. All ear witnesses reported that, although they could clearly hear the helicopter, they could not see it because of the fog. 1.11 Search and Rescue Efforts The emergency locator transmitter (ELT) was destroyed in the crash. At approximately 1220, a witness who believed he had heard the sound of a helicopter accident passed this information to the individuals who were waiting at the hangar for the pilot's return. Attempts to contact the helicopter using the hand-held radio were unsuccessful. At 1245, a local helicopter departed Houston to search for the missing helicopter. The search helicopter followed the intended route of the accident helicopter up Mount Harry Davis and, once on top of cloud at an altitude of approximately 4,000 feet asl, proceeded to the ski cabin on Mount Morice. No trace of the helicopter was found. Poor visibilities due to cloud and fog precluded searching in the Houston area below an altitude of approximately 4,000 feet asl. At approximately 1405, the search helicopter returned to its hangar to await an improvement in the weather. Following this flight, the helicopter crew informed the local RCMP detachment and the Rescue Coordination Centre (RCC) in Victoria, British Columbia, of the missing helicopter. The RCMP alerted the Houston Provincial Emergency Program (PEP) ground search team, who began preparations for a ground search. RCC Victoria began preparations to launch two military search aircraft from Comox, British Columbia. As local concern for the missing helicopter mounted, various individuals, including members of the local RCMP detachment, conducted a ground search using vehicles along local logging roads with no success. At approximately 1515, after an improvement in the weather conditions, the local search helicopter departed on its second attempt to find the missing helicopter. It located the accident site at approximately 1530. 1.12 Wreckage and Impact Information The helicopter had struck the ground along a ridge line which had an upslope of 6.5 °. The flight path angle prior to impact was determined to be 12 ° down relative to the horizon. The wreckage trail was oriented on a track of 181· true and was 443 feet long and 190 feet wide. At impact, the helicopter was yawed 17 ° to the left, banked 9 ° to the left and pitched 2 ° nose down. Based on the wreckage scatter, its airspeed was conservatively estimated to be 100 mph and its rate of descent was determined to be in excess of 1,000 feet per minute (fpm). Although all major components of the helicopter were recovered, deep snow prevented the locating of some of the smaller pieces of the wreckage. All the wreckage that was found was removed from the accident site for further examination. The four sets of cross-country skis and poles which had been fastened to the skid gear of the helicopter were recovered at the site. 1.12.2 Instrument and Annunciator Panels The instrument panel and the annunciator panel were sent to the TSB Engineering Branch Laboratory for examination (LP 35/94). The instrument dial faces and internal drive assemblies were examined but provided little useful information. None of the light segments recovered from the annunciator panel exhibited evidence of being illuminated at impact. 1.12.3 Flight Control System Most of the sections of the flight controls were recovered, with the exception of some fragments of casting and tubing in the cyclic control installation. All fractures were examined and, although severe impact damage was evident throughout, there was no evidence found of pre- impact failure. 1.12.4 Power Plant The engine (Allison 250-C20B, S/N CAE-833728) was examined at a Transport Canada (TC) certified engine overhaul facility by TSB staff. The compressor had foreign object damage (FOD) to the first-stage through to the third- stage blades. There was considerable machining of the abradable material of the axial compressor housing. The impeller had machined into the aluminum case. The turbine section had aluminum particles fused to the blades and shrouds. There was some rub evidence on the fourth turbine wheel. The above evidence indicates that the engine was operating and capable of producing power at impact. The transmission was being operated on a TC-approved time extension to 1,600 hours from the normal 1,500 hours; it had 1,584 hours at the time of the occurrence. When examined, the input and output shafts turned normally, and all internal gears and bearings were in excellent condition and displayed no signs of wear or lack of lubrication. There was no evidence of an unbalanced condition on the transmission mounting points. 1.12.6 Tail Rotor Gearbox The tail rotor input and output shafts, when examined, turned freely. The input and output splines were undamaged. There was some evidence of wear on the gears and bearings, but this wear was determined to be within serviceable limits. 1.12.7 Hydraulic Servo Actuators The three hydraulic servo actuators were examined at a TC-certified overhaul facility. Both cyclic servo actuators were unremarkable; however, 18 fragments of ferrous material were found in the collective servo actuator. These fragments and the collective servo actuator were further examined at the TSB Engineering Branch Laboratory. This component had been manufactured in 1979 and, at the time of the occurrence, had accumulated a total of 6,000 hours in service. It was concluded that the particles found in the servo actuator were likely machine turnings from some previous manufacturing process. They had likely been carried over within the interior passageways of the rod assembly, only to be released some time later in the operating life of the servo. The possibility that the fragments had somehow interfered with the operation of the collective control was considered. The component had been installed in the accident aircraft since 1989 and there were no entries in the aircraft technical logs indicating any prior collective control difficulty. The examination found evidence that at least three particles had been in contact with the servo spool valve during service (LP 80/94). Tests and analysis concluded that, given the physical characteristics of the contaminant particles found and the design and construction of the servo actuator and the collective control system, it is most probable that any interference with spool valve movement that might occur could be overcome by a collective control stick input force well within the capability of the pilot. 1.13 Medical Information There was no evidence that incapacitation or physiological factors affected the pilot's performance. There was no post-impact fire. 1.15 Survival Aspects It was determined that all the occupants were wearing their seat-belts prior to impact. The seat- belts had all failed at their attachment points. The accident was considered to be non-survivable due to the magnitude of the deceleration forces. 1.16 Other Operational Factors 1.16.1 Visual Flight Rules The flight was to be conducted in uncontrolled airspace and in accordance with the weather minima for visual flight rules (VFR). These minima are detailed in Air Navigation Order (ANO) Series V, No. 3. This ANO specifies that, in uncontrolled airspace, a helicopter may be operated below 700 feet vertically from ground or water provided that the flight visibility is not less than 1/2 mile. In addition, the ANO specifies that, when the helicopter is operated in reduced visibilities, it must be operated at such a reduced airspeed as will give the pilot-in-command adequate opportunity to see other air traffic or obstructions in time to avoid a collision. According to TC Regulatory Compliance records, there has been no enforcement action taken by TC Pacific Region against any pilot for violations of this ANO during the past ten years. Regulations provide for flights in lower visibilities only under specific circumstances, including flights necessary for the saving of human lives, such as the previously mentioned flight by the search helicopter. 1.16.2 Cloud Breaking Procedure Using Rising Terrain Information gathered during the course of the investigation revealed that the technique used by the occurrence pilot to climb above a cloud or low fog layer is widely known in the Canadian commercial helicopter industry. The procedure essentially requires that the pilot maintain visual contact with the rising terrain while flying at a reduced airspeed. This airspeed, depending on the terrain and/or weather conditions, may be as slow as a walking pace. The manoeuvre often requires that the helicopter be operated within the helicopter's critical height/velocity envelope until the helicopter is above the cloud or fog layer. While performing this procedure, it is essential that the pilot not lose his visual reference with the ground and that the manoeuvre not exceed the performance limitations of the helicopter. It is known that the occurrence pilot had used this technique the day before, had used it that morning to perform his weather check, and intended to use it again later that day on a non-revenue flight planned for after the accident flight. Company management stated that they were not aware that the pilot used this procedure and that "pressing the weather" was actively discouraged. When queried, various other experienced helicopter pilots stated that they were aware of the cloud-breaking procedure used by the occurrence pilot. The actual frequency of use of this practice by the occurrence pilot and by the helicopter pilot community at large could not be determined. 1.16.3 Translational Speed The use of the above-mentioned technique as a fog- or cloud-breaking procedure often requires that the helicopter be flown at speeds below translational speed (approximately 10 to 15 knots). When the helicopter is operated below this speed, in a hover for example, the helicopter requires considerably more power than it does in cruising flight. While in a hover, much of the rotor's energy is used to climb through an already moving column of air dispelled downward by the rotor. In forward flight, the air ahead of the rotor is not disturbed into previous motion and, as a result, the rotor reacts on more stable air, and the rotor's energy is used more efficiently and provides more lift. 1.16.4 Whiteout Considerations The TC Aeronautical Information Publication (AIP) describes whiteout as an atmospheric optical phenomenon in which the observer appears to be engulfed in a uniformly white glow. Neither shadows, horizon, nor clouds are discernible; sense of depth and orientation is lost; only very dark, nearby objects can be seen. Whiteout occurs over an unbroken snow cover and beneath a uniformly overcast sky. Fog, falling snow, and blowing snow may also exacerbate and/or cause whiteout conditions. The AIP recommends that pilots avoid such conditions, unless they have suitable aircraft instruments and they are sufficiently experienced. Interviews were conducted with a number of individuals who were either involved with the search efforts, witnessed the aircraft depart, or had heard the helicopter while in flight. All reported that the visibility was reduced in fog to distances of a few hundred feet. Those involved in the ground search efforts reported that local area secondary roads were snow covered and offered little contrast with the surrounding terrain, and that trees in the area of Mount Harry Davis were covered with snow and hoar frost. A number of the interviewees described the circumstances as conducive to whiteout conditions. 1.16.5 Spatial Disorientation Spatial disorientation is a pilot's inability to sense correctly the position, motion, or attitude of his aircraft or himself with respect to a point in space, usually the earth's surface. With good external visual references, maintaining orientation in flight normally presents little difficulty. When external visual cues are lost, however, the pilot must rely on the aircraft's instrumentation to provide him with the reliable and relevant information required to keep him oriented and to maintain control of his aircraft. In such a situation, the pilot must be capable of suppressing conflicting sensory perceptions with respect to horizontal and gravitational references. While there is no guaranteed method, the successful suppression of this erroneous sensory information is directly related to training, time, and experience. Pilots inexperienced with instrument flying or pilots with little current instrument time are particularly susceptible to spatial disorientation when they are unexpectedly confronted with no external visual attitude references. 1.16.6 Risk Assessment When a pilot successfully performs a work-related activity that involves risks, his attitude to or perception of the risks often changes. As he becomes more accustomed to and successful at performing hazardous tasks, he comes to believe that nothing will happen to him. He can diminish the perception of the risks and even begin to feel that these activities are not hazardous. The feeling of security and self-confidence generated by this attitude encourages the person to repeat the risky activity. The more often he completes the task without adverse consequences, the more his feeling of security seems justified. And, as he is encouraged by this sense of invulnerability, the more he reduces his margin of safety and takes higher additional risks. This belief will be reinforced if the pilot observes that others are performing the same manoeuvre; consequently, the procedure becomes the norm. The unfortunate irony is that, as the perception of risk decreases, the chance of an accident increases. Based on factual information gathered during the course of the investigation, certain aspects of the occurrence flight are reliably known. The helicopter commenced its flight in marginal visual meteorological conditions. The pilot intended to climb through a fog layer using rising terrain as visual reference during the climb. As the helicopter climbed the rising terrain northeast of its departure point, it was flying in an area of visibilities reduced to a few hundred feet in dense fog. Based on the ear witness observations, the helicopter did not climb above the fog layer. The helicopter was manoeuvring in the Mount Harry Davis area when the noise of the helicopter colliding with the terrain was heard. At some point prior to the accident, the helicopter entered a descent. The initiation of the descent, particularly if accompanied by a decrease in collective pitch, would have altered the sound pattern produced by the helicopter while in forward flight. This is consistent with the description by some ear witnesses of an absence of helicopter sounds prior to the sound of impact. At impact, the helicopter was heading in a southerly direction, essentially away from Mount Harry Davis and back towards its base in Houston. There are two conditions which could account for the accident: a helicopter technical malfunction or the pilot inadvertently losing his visual references with the ground. The analysis will examine these two possibilities and will review specific risk management circumstances surrounding the occurrence. 2.2 Technical Malfunction The examination of the wreckage did not reveal any evidence of a pre-impact failure of the helicopter's engine, controls, or instrumentation systems. According to the technical logs, the helicopter had been properly maintained in accordance with existing regulations and there was no record of flight control difficulties. The possibility that the particles discovered in the collective servo actuator had interfered with the spool valve during the accident flight and that such interference was causal to the accident was considered. Although three of the particles had clearly interfered with the spool valve at some point, it was impossible to determine specifically when during the 6000-hour life of the component the interference event had occurred. Nevertheless, as a result of the tests and analysis conducted, it was concluded that, if the interference had occurred during the accident flight, the force required to overcome the interference of the spool valve by shearing the particle was well within the pilot's capability. Although an aircraft malfunction, particularly a jamming of the servo actuator's spool valve, could not be conclusively ruled out as the direct cause of the accident, such an event is regarded as improbable. It was considered more likely that the pilot lost visual reference with the ground at some time while manoeuvring in the vicinity of Mount Harry Davis. 2.3 Loss of Visual Cues While flying in the operational and environmental conditions known to exist at the time, the helicopter pilot was at considerable risk of losing his external visual cues with the ground. Given the high velocity and the flight profile at impact, it is reasonable to conclude that the pilot probably did not see the ground prior to the collision. There are several elements present in this occurrence which could be considered as contributing to the loss of the pilot's outside references. For example, the pilot intended to fly the helicopter in a climb up the side of Mount Harry Davis while the helicopter was at or near its maximum all-up weight. Although the helicopter was capable of hovering flight, the additional power margin required to continue the climb over the rising terrain was limited. The pilot could, therefore, have been intent on maintaining an airspeed at least above translational speed, which may have been too fast for the visibility conditions. The flight could also have encountered an area where the ground features were uniformly covered with snow and frost. When combined with the poor visibility conditions, these circumstances could have resulted in a whiteout situation. The conditions inside the helicopter may also have combined to further restrict the flight visibility. Given the existing temperature and dew point, and given that the warmly clad occupants were likely increasing the cabin's relative humidity level, it is possible that moisture condensed on the interior of the helicopter's windscreen. This would have impaired the pilot's vision to external references. As previously discussed, given the discovery of the metallic fragments in the collective servo actuator, a control difficulty was a remote possibility which could not be conclusively ruled out. Such a technical problem could have caused the pilot to focus his attention inside the cockpit at a critical moment during the flight and resulted in his loss of visual reference with the ground. All of the above could have resulted in or contributed to the loss of external visual references. The reason for the pilot's probable loss of visual cues could not be determined. Whatever the reason, however, the pilot would have been faced with one of the most hazardous situations to be encountered in helicopter flying: that is, immediate transition from flight with visual reference to flight with reference to instruments. This would have occurred while in a critical phase of flight--close to the ground while in a high performance regime and in mountainous terrain. 2.4 Spatial Disorientation The pilot in this occurrence had the added disadvantages of not being experienced or current in instrument flying, and flying an aircraft which was only marginally equipped for instrument flight. A pilot suddenly exposed to IMC flight under these conditions is known to be susceptible to spatial disorientation. The high velocity and unusual yaw attitude at impact are indications of flight consistent with spatial disorientation. 2.5 Risk Management It could not be determined why the pilot departed in marginal weather conditions and into flight visibilities he had earlier described as four or five tree-top lengths. There was no evidence that the pilot was under pressure from the customers to complete the revenue flight. He intended to repeat the cloud-breaking procedure immediately after the accident flight for the purpose of a pleasure trip to go fishing with his friends. The pilot had successfully flown a trip earlier that day in marginal weather. He had flown a similar flight the day before and, according to his entries in his log-book, he had flown in marginal weather conditions on a number of occasions. In addition, during his career flying in the mountains of British Columbia, he had undoubtedly observed other pilots doing the same. It is possible, given his previous success in completing the cloud-breaking procedure and given his awareness of other pilots using the same technique, that his sense of the dangers inherent in the procedure had been diminished. His comment earlier that day to the FSS specialist that the weather was "helicopter VFR" may have been a reflection of this perception. - The pilot was certified, trained, and qualified for VFR flight in accordance with existing regulations. - The pilot had extensive experience in mountain and marginal weather operations. - The pilot was not trained, experienced, or qualified for flight in instrument meteorological conditions. - The aircraft was certified, equipped, and maintained in accordance with existing regulations and approved procedures. - The helicopter was not certified or equipped for flight in instrument meteorological conditions. - Some metallic particles, originating from the component's manufacturing process, were found in the collective servo actuator. - Three of these particles bore evidence of having interfered with the movement of the spool valve at some time during the life of the component. - There was no evidence found of any airframe failure prior to or during the flight. - The pilot's intent was to climb above a layer of fog by using the rising terrain as a visual reference. - The visibility along the helicopter's flight path was reduced to 1/4 mile or less in fog. - While in the Mount Harry Davis area, the pilot was operating in flight visibilities which were below existing VFR criteria. - Prior to impact, the pilot had probably lost his external visual cues and the helicopter was likely in instrument meteorological conditions. - The pilot had successfully employed the technique of using rising terrain as a visual reference to climb above a fog layer on two other known occasions. - This technique is widely known in the helicopter pilot community; however, the frequency of its use could not be determined. The pilot, while attempting to climb through a fog layer by using rising terrain as a visual reference, most likely lost the visual cues required for flight in visual meteorological conditions (VMC). The helicopter struck a ridge, probably while the pilot attempted to regain his visual reference with the ground. The pilot's decision to use the rising terrain as a visual reference under the existing visibility conditions was a contributing factor to this accident. 4.0 Safety Action 4.1 Action Taken 4.1.1 Hydraulic Servo Contamination On 15 December 1994, Transport Canada (TC) advised the Federal Aviation Administration (FAA) of the metallic contamination found in the helicopter's collective servo actuator. In their correspondence, TC suggested that the FAA ensure that the servo manufacturer takes appropriate quality control/assurance actions. 4.1.2 Interim TSB Aviation Safety Recommendations Based on information compiled during this investigation, and frequent evidence of a lack of appreciation on the part of helicopter operators/pilots of the risks involved in conducting VFR flights into adverse weather, especially in mountainous terrain, the Board notified the Minister of Transport in August 1994 of three interim Safety Recommendations. 18.104.22.168 Flight Into Adverse Weather - Risk Awareness A TSB safety study on VFR into adverse weather found that VFR-into-instrument- meteorological-conditions (IMC) accidents accounted for only 6% of the total number of aircraft accidents in Canada; yet, they involved 23% of all fatal accidents and took the lives of 418 persons between 1976 and 1985. Half of the VFR-into-IMC accidents had occurred in mountainous or hilly terrain; approximately 10% of VFR-into-IMC accidents involved helicopters, and one third of these were fatal. Since the release of the safety study and its associated recommendations in December 1990, there have been 10 commercial helicopter accidents in Canada involving VFR flight in adverse weather, resulting in six fatalities. The Board believes that some VFR-rated helicopter pilots, especially those operating in mountainous areas, have adopted the practice of intentionally penetrating localized areas of extremely reduced visibility in order to reach areas of better weather. Commercial helicopter accidents in adverse weather continue, despite frequent emphasis in TC safety newsletters and presentations on the importance of adhering to established VFR limits. The Board believes that proper training and education are important in the prevention of adverse weather accidents; however, the Board was not aware of any substantial measures in this vein being taken by TC or the helicopter industry following the recommendations of its 1990 study. Therefore, the Board recommended that: The Department of Transport, in consultation with the aviation industry, implement a special safety campaign to inform the helicopter community of the inherent risks involved in the ad hoc practice of penetrating cloud/fog in VFR operations, particularly in mountainous regions. Transportation Safety Recommendation A94-18 In its response to recommendation A94-18, TC has indicated that it will make extra efforts in this regard by publishing a feature article in the helicopter safety newsletter, Vortex ; this newsletter is distributed to every licensed helicopter pilot in Canada. Also, Regional Aviation Safety Officers (RASOs) across the country will be provided with a special promotional package, so that they may distribute it to the helicopter industry during their regional visits. 22.214.171.124 Regulatory Compliance & Industry Self-Regulation ANO V, No. 3, Para 6 does not permit VFR flight in cloud. The Board believes that the extent to which the unsafe practice of cloud penetration is prevalent might suggest a lack of respect for the need for regulatory compliance; operators/pilots may feel that there is only a remote possibility of being found in violation of the ANO. In a 1991 TSB survey of commercial pilots, 38% of respondents stated that TC's inspections of company facilities are not sufficiently frequent to ensure that regulations are respected. It is understood that Transport Canada has not recorded any violations under ANO V, No. 3, Para 6 in the mountainous regions of western Canada in the last ten years. The Board is well aware that climatic conditions in many locations prevent some VFR- only operators from conducting their business at certain times of the year. However, if these operators ignore the weather limits in the ANO, they negate the safety buffer provided by the regulation, and put themselves and their passengers at risk. Furthermore, the Board believes that within the helicopter industry in general, the practice of "pressing-the-weather" is tacitly accepted and is viewed as a part of doing business. There does not appear to be self-regulation through condemnation by peers in this regard within the industry. The Board believes that neither the regulator nor the commercial helicopter industry are effectively ensuring compliance with established weather limits. Therefore, the Board recommended that: The Department of Transport place increased emphasis on achieving compliance with respect to VFR weather limits for commercial helicopter operations; Transportation Safety Recommendation A94-19 The Department of Transport, in conjunction with industry, explore measures to counter attitudes that "pressing-the-weather" is an acceptable practice in commercial VFR helicopter operations. Transportation Safety Recommendation A94-20 In its response to recommendation A94-19, TC indicated that regional air carrier branches will be tasked to place increased emphasis on commercial helicopter operations in adverse weather conditions and that an Air Carrier Advisory Circular (ACAC) will be issued emphasizing the hazards of intentionally penetrating localized areas of reduced visibility. With respect to recommendation A94-20, TC indicated that a letter will be sent to the major helicopter associations to impress upon their members that "pressing-the-weather" is not an acceptable practice. This report concludes the Transportation Safety Board's investigation into this occurrence. Consequently, the Board, consisting of Chairperson John W. Stants, and members Zita Brunet, and Hugh MacNeil, authorized the release of this report on . Appendix A - Estimated Flight Path Appendix B - List of Supporting Reports The following TSB Engineering Branch Laboratory reports were completed: - LP 28/94 - Crash Analysis; - LP 35/94 - Instrument/Light Bulb Analysis; - LP 80/94 - Hydraulic System Contaminant; and - LP 85/95 - Control Components Examination. These reports are available upon request from the Transportation Safety Board of Canada. Appendix C - Glossary - Atmospheric Environment Service - Aeronautical Information Publication - Air Navigation Order - above sea level - Air Traffic Services - all - up weight - emergency locator transmitter - foreign object damage - feet per minute - Flight Service Station - instrument meteorological conditions - nautical miles per hour - Provincial Emergency Program - Pacific standard time - Rescue Coordination Centre - Transport Canada - Transportation Safety Board of Canada - Coordinated Universal Time - visual flight rules - visual meteorological conditions

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Senior Space Systems Engineer Posted on: May 28, 2023 For more than 30 years, Aegis Aerospace, a woman-owned space and technology company, has been helping the Department of Defense and NASA achieve their missions to defend the security of our country, to reach for new heights and to discover the unknown for the benefit of humanity. We employ some of the brightest, most experienced engineering and technology experts in the U.S., and we truly believe they are our most valued resource. At Aegis Aerospace, you'll have the opportunity to work on unique and challenging projects that truly make an impact on the world. AEGIS Aerospace is currently looking for a Senior Space Systems Engineer - -to join our team at in Albuquerque, NM. Overview: Senior Space Systems Engineer with Model-Based Engineering experience to join our team supporting the Space Systems Command. The ideal candidate can translate the customer's needs into technical requirements and specifications so the team can deliver a customer focused engineering solution. In this role, the systems engineer will support development and definition, including performing risk assessments, management of interfaces, technical planning, requirements verification and involvement in systems architecture development. The selected candidate will merge MBSE and systems-of-systems engineering and integration to create MBSE models that drive integration. Additionally, the candidate needs to be experienced in providing support in systems/subsystem integration and test while working closely with program management to assure complete program integrity. --- Designing, developing, and supporting model-based systems to support a variety of systems--- Developing and improving Systems Engineering processes for the program that are appropriate for all levels of system development--- Effectively communicating with all levels of the organization to determine process needs and to support other engineers as a model-based systems SME--- Partnering with other Systems Engineers to design full life-cycle systems engineering processes that include documentation, workflow automation, efficiency measurement, bi-directional traceability Come join our team as we become a leading, large, world-class company providing high quality innovative technical solutions to our diverse portfolio of clients! www.aegisaero.com Aegis Aerospace is an Equal Opportunity Employer /M/F/disability/protected veteran employer. Keywords: Unavailable, Albuquerque , Senior Space Systems Engineer, Other , Albuquerque, New Mexico here to apply!

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UAS: Puma? 3 AE AeroVironment’s expertise in UAS technology is epitomized by our third-generation Puma 3 AE (All Environment). We have equipped the Puma 3 AE with the powerful Mantis i45 gimbaled payload for use in day, night, or low-light environments, an array of communication frequencies (M1/M2/M3/M4/M5/M6), all protected with powerful AES-256 bit encryption, and a reinforced airframe with optional under wing transit bay for secondary payloads and third party applications. With both manual and autonomous navigation capability, Puma 3 AE’s newly enhanced propulsion system makes it significantly more efficient and easier to hand-launch. Deep- stall lading capability makes aircraft recovery simple and precise. All these advanced features can be used in land or maritime operations. |Payloads||Mantis i45 Gimbaled payload with dual 15mp EO cameras, 50xf zoom, IR camera and low light camera for night operations, and high power illuminator| |Range||20 km standard antenna, 60 km with LRTA| |Endurance||2.5 hour flight endurance with an LE battery| |Operating Altitude (Typ.)||300-500 ft (91-152 m) AGL| |Wing Span||9.2 ft (2.8 m)| |Length||4.6 ft (1.4 m)| |Weight||15 lbs (6.8 kg)| |GCS||Common GCS with Raven? and Wasp? AE| |Launch Method||Hand-launched, rail launch (optional)| |Recovery Method||Autonomous or manual deep-stall landing|

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hace 9 años3.6K views Jimmy Marull´s world record, the flight through the Autana cave in Venezuela, with a Quicksilver ultralight.It was the first and the last time someone flew through this cave. This flight is also a Guiness World Record. More information on our blog, please visit: Incrustar el vídeo

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Draganfly Inc. is the creator of quality, cutting-edge, unmanned vehicle systems and software that revolutionizes the way people do business. Recognized as being at the forefront of technology for over 21 years, Draganfly is an award-winning, industry-leading manufacturer within the commercial Unmanned Aerial Vehicle (“UAV”) space, serving the public safety, agriculture, industrial inspections and mapping and surveying markets. Draganfly is a company driven by passion, ingenuity and the need to provide efficient solutions and first-class services to its customers around the world with the goal of saving time, money and lives. Founded in 1998, Draganfly is recognized as one of the first commercial multi-rotor manufacturers and has a legacy for its innovation and superior customer service. Draganfly has sold products and services to over 50 countries. To date, Draganfly, has sold over 9,000 of its drones for multitudes of applications around the world. Zenon Dragan is the founder of Draganfly and is a recognized leading expert on UAVs. Draganfly is positioning itself as an integrated solutions provider to the UAV industry. Draganfly introduced its first systems in 1999 and has since evolved and shaped the UAV industry. The company’s aircraft are widely used by public safety agencies worldwide and were one of the first UAV to receive a Federal Aviation Administration (“FAA”) Certificate of Approval the fall of 2009 with the Mesa County Colorado Sheriff’s Office. In 2012, the Royal Canadian Mounted Police (“RCMP”) flew one of the company’s drones to locate and save the life of an accident victim. The RCMP system is on permanent display at the Smithsonian National Air and Space Museum. Draganfly aircraft have achieved many industry firsts, including: - First public safety UAV to shoot aerial photos documenting a manned aircraft accident in an urban area; - First UAV operated by a public safety organization flown at night to locate and save a life; - First UAV helicopter to be granted a county-wide U.S. FAA COA; and - Recently named as a test platform at one of the U.S. FAA’s certified test sites.

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Attendees at a three-day tech demonstration at the Naval Surface Warfare Center in Bethesda, Md. got to witness the first long-range, free-space power beaming system. It consists of the two 13-ft-high towers—one a 2-kW laser transmitter, the other a receiver of specially designed photovoltaics. The important part was the laser beaming 400 watts of power across 1,066 ft, but it was invisible to the naked eye. On one receiving end, the laser beam was being converted to DC power, which an inverter was turning into AC power to run lights, several laptops, and a coffeemaker that Navy organizers were using to make coffee for the attendees. “Power beaming, the concept, has been around for decades and there’ve been laboratory demonstrations, but this is really a first and a new technology that’s getting fielded,” explained Tom Nugent, chief technology officer of PowerLight Technologies, the hardware provider for the Navy’s Power Transmitted Over Laser (PTROL) project. The demonstration was two years in the making for PowerLight and Paul Jaffe, an electronics engineer with the U.S. Naval Research Laboratory. During a briefing that preceded the demo, Jaffe had described that day’s demonstration as historic. A 2-kilowatt laser transmitter atop a 13-ft-high tower, part of the long-range, free-space power beaming system. (Credit: Leonard Pieton) Early power beaming demonstrations took place in 1975: the first in Waltham, Mass. in the Raytheon labs, and the second at the Goldstone Station of NASA’s Deep Space Network in California. At NRL, Jaffe has been conducting space-based solar energy research for more than a decade, focusing in part on transmitting solar energy from space to Earth. One of the biggest challenges he and others working on the problem have faced is the enormous sizes required for the transmitter and receiver. “Radio waves have a fairly long wavelength, and to steer them effectively you need a really big antenna,” he explained. “But as the wavelength gets shorter, as it does for infrared light—which is what we're using here today—the transmitter and receiver can be much, much smaller.” The photovoltaics of the receiver are similar to those of a typical solar panel, Jaffe said, though they are designed to be sensitive to the single color of light of the laser, rather than the broad spectrum of sunlight. They convert that particular wavelength with much greater efficiency than would a regular solar photovoltaic. Standing beside a monitor showing a live feed from an expensive, highly specialized camera that captured the invisible laser beam as a purple light shooting across the dark expanse of the basin, Jaffe called the power beaming system a remarkable new capability. He said it could unlock all kinds of amazing possibilities for the Department of Defense and the private sector. Imagine using it to send power to locations that are remote, hard to reach or lack infrastructure, he suggested. Another potential application of the technology would be powering electric unmanned aerial vehicles (UAVs), whose flight time is currently severely limited by their on-board battery life. The third phase of the PTROL project will involve using power beaming to send power to a flying UAV. “If you have an electric drone that can fly more than an hour, you're doing pretty well,” Jaffe said. “If we had a way to keep those drones and UAVs flying indefinitely, that would have really far-reaching implications. With power beaming, we have a path toward being able to do that.” Also present for the demonstration was Eric Follstad with Transformation and Concept Development at U.S. Central Command. He compared the proposed UAV power beaming capability to air-to-air refueling for manned aircraft. “I think this is just a logical extension of [that] concept,” Follstad said. “Now we can do ground-to-air recharging of some of these electric platforms that we've been flying.” According to Jaffe, power beaming could transmit power from solar energy-collecting satellites in space to the ground, wherever it’s needed. “If we could capture the boundless sunlight in space, where it’s brighter than anywhere on Earth, we could send it to places that are difficult and expensive to get energy to today,” he said. The most notable aspect of the demonstration, however, according to Jaffe and Nugent, was the device’s technology safety subsystems. No one in the test facility that day was wearing laser safety goggles or any other safety gear, including the personnel operating the device. To put that in perspective, a typical laser of just 1/2 watt requires protective eyewear. Nearly all power beaming demonstrations in the past have involved at least the risk of exposure to hazardous power densities, whether optical, radio, or microwave frequencies. The safety of this new system was validated by the Lead Naval Technical Laboratory for Laser Safety (LNTL-LS). “In this one, the safety subsystems make it effectively impossible for anyone to be exposed to hazardous energy levels,” Jaffe said. Among the challenges the designers had to grapple with is the effects of snow, rain, and other weather phenomena interfering with the laser beam. But the designers have also given a lot of thought to the prospect of humans or animals crossing through the beam and inadvertently getting a “face full of laser,” as Nugent put it. To prevent such accidents, the safety subsystem detects objects before they ever reach the laser beam and turn the laser off. To demonstrate the safety of the laser, a technician would hold a cardboard circle on a stick in front of the receiver’s photovoltaics. Each time he did so, the laser beam would cut off, a fact attendees could confirm by watching the infrared live feed on a nearby monitor. In the future, researchers at PowerLight plan on increasing the laser’s transmitting wattage, along with the distance the device can send it, and improving the system’s overall efficiency. Nugent said he wants the process of operating it to be as simple as flipping a light switch or plugging in an extension cord. “You do not need to go through a couple days of training to plug in an extension cord,” Nugent said. “This is a wireless extension cord. So you should not need to go through a whole bunch of training in order to operate it.”

aerospace

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Mission of Israeli satellite Amos-6 is planned in the time period from January to March. Launch was moved from 2015 and it is possible, that it will be postponed for mid-2016. Amos-6 is a communication satellite designed and manufactured by Israel Aerospace Industries (IAI) and operated by Spacecom. It will replace Amos-2 which operational life will end in 2017. It is equipped with electric propulsion manufactured by Thales Alenia Space. Amos-6 weighs about 5500 kg; communication will be provided by 45 Ku, Ka and S band transponders. Estimated operational life is at 16 years. 9 kW of required power will be provided by two deployable solar arrays. Launch service provider, SpaceX, is going to utilize 1.2 version of Falcon-9 rocket, which will probably become a standard after replacing 1.1 version. UPDATE:02/09/2016: Launch cancelled due the explosion of Falcon with Amos on atop before fire test on September 1, 2016.

aerospace

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New Delhi [India], May 3 (ANI): Frontline fighter aircraft including Su-30MKI, Jaguars and MiG-29s along with the C-130J Super Hercules transport planes will fly over Delhi on Sunday morning to show gratitude of armed forces towards the corona warriors of the country. A number of choppers of the Indian Air Force (IAF) will carry out petal drop over the Police War Memorial and Delhi hospitals in order to express gratitude and appreciation to the COVID-19 warriors in the country. "IAF along with sister services is planning to salute these brave warriors of India in its own unique way. The planned flypast of the aircraft of the Indian Air Force is to salute the brave COVID warriors who have been tirelessly and selflessly working during these unprecedented times of coronavirus pandemic," the Defence Ministry said in a statement. The aerial salute to corona warriors is planned over Delhi between 1000-1030 hrs. "Fighter aircraft formations, comprising Sukhoi-30 MKI, MiG-29 and Jaguar will be flying over the Rajpath and will orbit over Delhi and will be visible to the residents from rooftops," said the statement. This flying activity is combined along with the training activity of IAF and opportunity flight for transport aircraft and helicopters, which are involved in moving supplies related to the COVID-19 task. "The list of hospitals include AllMS, Deen Dayal Upadhyay Hospital, GTB Hospital, Loknayak Hospital, RML Hospital, Safdarjang Hospital, Ganga Ram Hospital, Baba Saheb Ambedkar Hospital, Max Saket, Rohini Hospital, Apollo Indraprastha Hospital, and Army Hospital R&R," the statement highlighted. According to the IAF officials, two C-130J Super Hercules special operations transport will take off from Srinagar on Sunday morning and fly all the way to Trivandrum in Kerala to show gratitude towards COVID-19 warriors. These planes would also be carrying medical supplies to be delivered at an airbase. (ANI)

aerospace

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|Industry:||International Air Transport| |Skills/Specialities:||Airline activity support, formulation of industry policy and standards| Represent, lead, and serve the airline industry The International Air Transport Association (IATA) represents, leads, and services the airline industry. The organization provides a broad spectrum of products and services to meet the evolving needs of the entire air transport industry. The trade association for the world’s airlines, it represents some 290 airlines or 82% of total air traffic. They support many areas of aviation activity and help formulate industry policy on critical aviation issues.

aerospace

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Tom Clancy’s H.A.W.X 2: Tom Clancy’s H.A.W.X. 2 is an arcade-style flight action game developed by Ubisoft Romania and published by Ubisoft. It features various aircrafts. Other exciting things include the ability to take off and land, with various scenarios that will require different approaches. For instance, landing on an airfield in the middle of the day won’t be the same as a midnight landing on an aircraft carrier. It also features a better damage system with improved graphics as compared to its predecessor. We tested this game with DirectX 11 and highest possible settings.

aerospace

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Image copyright NASA Image caption The space agency intends to collect asteroid samples for research purposes A spacecraft has been sent into space to crash into an asteroid as part of NASA’s asteroid-mapping mission. The space agency hopes that collisions with the rock debris will reveal a lot about how rocky planets formed. The tiny spacecraft called ROART (Near-Earth Asteroid Redirection Test) was launched from Cape Canaveral Air Force Station in Florida. After it passes near an asteroid in 2022, it will fall to the ground in 2023, NASA said. The mission aims to confirm the agency’s technology to halt an asteroid impact and then study the sample it generates to see if future missions to gather bigger samples can help protect Earth from damage. “We’re in a new era of spacecraft design and construction, and the ROART mission strikes a balance between demonstrating new capabilities and enabling future asteroid exploration,” said Mark Adler, programme executive for asteroid deflections at NASA. Image copyright NASA Image caption It was launched into space at 10:05pm UK time (21:05 UTC) on Thursday NASA says it has collected data to estimate the impact probability of an impact with the asteroid. The risk of a collision between the asteroid known as 5200 Borwin and Earth is 1 in 250 million, NASA said. “We’ve been searching for a potential impactor for more than 50 years and have learned that an asteroid about 1.3km in diameter appears to be on a collision course with Earth by 2200,” said Pete Worden, former director of NASA’s Ames Research Center, which led the project. “This is as good as it gets. To avoid the worst-case scenario, we need to change the velocity of the impacting asteroid,” he added. Image copyright NASA Image caption It will join an already-begun project that is to study the rock debris in situ The target is believed to be a near-Earth asteroid, 5200 Borwin. The spacecraft is slightly smaller than a loaf of bread and will fly through space at 17,500 km/h (11,000 miles/hour) and land in the Red Desert of Oman. ROART will not burn up in the Earth’s atmosphere or impact the Earth’s surface. Instead, it will crash directly into the asteroid, probably as part of a controlled procedure, scientists say. By collecting impact energy, the spacecraft will change the object’s velocity by around 0.6km per second (0.25km per second). This will then be analysed to see how the object will affect itself. The impact could generate as much as 1kg of aluminium per square metre, which could be used as a mining catalyst for future solar-power projects. ROART is a joint venture between the European Space Agency and the US space agency. It joins a project called TAG (to study the composition of the space rock), which is currently being developed by Nasa and its agency partners. Image copyright KOREAN MINERALS, KAIWI & NEOSFALL ESA Image caption The asteroid has been selected for further study by a NASA mission called OSIRIS-REx Watch the relevant NASA video to see how the mission works. This project, called OSIRIS-REx, aims to collect a sample of the asteroid and send it back to Earth. It’s expected to arrive at the asteroid in 2025 and return the sample the following year. ROART’s deployment is being broadcast live on NASA’s TV channel. Scientists hope that by 2025 they will have collected at least one small asteroid that they can send to the moon for more detailed study.

aerospace

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Can I get a job with an airline after I qualify as a Commercial Pilot? No, you require additional qualifications with your Commercial Pilot Licence. Generally speaking, an “airline” is a commercial air carrier that operates with seating capacity for 19 passengers or more. Since aircraft that carry this capacity have two or more engine, you will be required to hold a Multi-engine Class Rating. Also, because airlines operate their aircraft in the full range of weather conditions, you will require a Group 1 (Multi-engine) Instrument Rating, which qualifies you to fly visual conditions of flight when you cannot see the ground or horizon—for example, making a landing at Vancouver Airport when there are low clouds. After you acquire these ratings, you effectively meet Transport Canada’s personnel requirements for airline pilots, but you still require an Individual Type Rating for the aircraft you will be flying—usually, the airline you fly with will look after the training required for this, but in Canada you must complete Transport Canada Examinations in order qualify for such a rating. So flying for the airlines will entail more than just your Commercial Pilot Licence, but the good news is that the cost of these additional training is normally a lot less than the accumulated costs of obtaining your Commercial Pilot Licence (which includes time building as well as the Private Pilot Licence). Most commercial pilot students complete their Multi-engine Class Rating and their Group 1 (Multi-engine) Rating concurrently so they are absolutely focused on just multi-engine operations by the time they do the flight tests required for these two ratings. Ideally they start their Instrument Ratings in a multi-engine simulator to complete the bulk of their Instrument Rating training, and they brake off to completed the training and flight test for the Multi-engine Rating—the simulator gets them comfortable with working two throttles, two propeller control levers, and two mixtures, etc. Then they stay in the airplane—when they are at their best—to complete the final hours of instrument training leading up to their flight tests. Commercial Pilots students can write the qualifying examination for the Individual Type Rating-Aeroplane (IATRA) with as little as 125 hours flying experience and with Class 1 (Commercial Pilot) medical certificate. This exam is valid for two years and, when they complete their Commercial Pilot Licence, and their Group 1 (Multi-engine) Instrument Rating, makes them ready for that first job as a co-pilot (Second-in-Command) in the airlines!

aerospace

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Deimos-1 was already featured in previous issues of this magazine. Together with the UK-DMC2, they are the first pair of the second-generation DMC spacecraft built by SSTL, to be launched together next year. A thorough testing program has just finished at the subsystem level with Deimos-1. Despite of its small size, the spacecraft contains state-of-the-art systems in all areas and will integrate a newly developed imaging system. SSTL’s experience has allowed to provide enhancements in critical components without losing the reliability that has been the characteristic feature of past DMC satellites. Deimos-1, with a total of 12GB solid state on-board storage and a downlink capacity of up to 40 MBPS, is a very respectable addition to the fleet of Earth Observation assets currently in space. Testing of all subsystems has proceeded at record speed due to the reuse of some components and the evolutionary choice taken for new developments. Additionally, a large part of the integrated tests has already taken place in a “soft stack” configuration, in which modules are fully assembled electrically but are left unfastened mechanically. The pictures depict the Deimos-1 review team in the integration hall with the satellite, complete except for imager and solar arrays. Pictures of some components are also shown. The imager, a complete new development with better optical characteristics and smaller pixel size than the original SLIM6, is in advanced phases of EM testing and is scheduled to start FM manufacture in the next month. Additionally, construction work for the base of the 5,5m antenna at the Ground Control Centre has started and is expected to finish during the first half of October. Deimos Imaging SL is an Earth Observation company, with entirely private investors, and its goal is the operation of a complete system including spacecraft, ground station and delivery of finished products and services. Currently it offers a number of very stable products that stem from the research at the Remote Sensing Lab at the University of Valladolid, using scientific as well as commercial satellite data (including current DMC) and is in active preparation of the processing capability to use the data of the new Deimos-1 and UK-DMC2. Pedro Duque, Managing Director ([email protected])

aerospace

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On a wall of my D.C. office, I look at a poster-sized photo taken by the Hubble Space Telescope called the Deep Field. Some years ago, astronomers pointed the Hubble at a dark speck of sky so small it could be covered by Abraham Lincoln’s eye on a penny held at arm’s length. Within that tiny area of the dark sky, they discovered 3,000 points of light — each a galaxy comprised of an average of 100 billion stars. To me, this picture symbolizes the need to look beyond Earth, to consider our place in the universe, and to dream about infinite possibilities through the exploration of what is out there. Another photo that has made a great impression is of Earth as seen from space, a pale blue dot in a sea of darkness. The first Americans to fly to the Moon on the Apollo 8 mission in 1968 looked back at our planet nearly 400,000 kilometers away and contemplated how everyone and everything they had ever known was found on that blue marble. At a fundamental level, space exploration — the mission of NASA — is about inspiration. For years I have heard countless stories of how NASA inspired students to study math, chemistry and physics, and adults to become scientists and engineers. However, some of these same people now feel that NASA no longer inspires them, their children or their grandchildren. Mankind’s first steps on the Moon are a distant memory. And with the retirement of the space shuttle, NASA is paying Russia $70 million a seat to transport American astronauts to the international space station. There’s a sense that America is falling behind, with our best days behind us. Today, America’s finest spaceships and largest rockets are found in museums rather than on launch pads. Regrettably, the Obama administration has contributed to this situation. Within a few months of taking office, the White House drastically cut the budget for NASA’s Constellation program to return American astronauts to the Moon. In its stead, President Barack Obama has proposed robotic and human missions to an unnamed asteroid. NASA’s own advisory group on asteroids derided this mission, saying “it was not considered to be a serious proposal.” While consensus on Capitol Hill might be hard to find, there is general agreement that the president’s asteroid retrieval mission inspires neither the scientific community nor the public, who would foot the bill. So, what is an inspiring mission? Maybe a journey to Mars. The red planet has long intrigued us. And one of the most intriguing missions is a Mars flyby with two astronauts onboard NASA’s Orion crew vehicle. NASA’s Space Launch System heavy-lift rocket, which is currently under development, could propel Orion to Mars, but additional life-support modules will be needed. The flyby would take advantage of a unique alignment between Earth and Mars in 2021 that would also include a flyby of the planet Venus. Such a mission is only eight years away, about as much time as President John F. Kennedy gave NASA to shoot for the Moon and take the mantle of space leadership away from the Soviet Union. The engineering design team behind this proposal is composed of widely respected aerospace engineers — some of NASA’s best and brightest. We are not the only nation interested in extending humanity’s reach into the solar system. One of the spacefaring nations will reach Mars. The question is whether it will be the United States, Russia or China. Great nations do great things. President Kennedy’s call to the nation wasn’t just about reaching the Moon, it was a reminder that we are an exceptional nation. We must rekindle within NASA the fire that blazed the trail to the Moon. The future of this nation’s exploration efforts lead to Mars. The first flag to fly on another planet in our solar system should be that of the United States. Earlier this year, the Science, Space, and Technology Committee held a hearing to examine a Mars flyby 2021 mission. Witnesses testified that the mission is feasible. The committee recently approved a bipartisan NASA authorization bill that explicitly calls on NASA to conduct an independent review of a Mars flyby mission in 2021. NASA, the White House and Congress should carefully consider this mission proposal. Such a bold new deep-space mission would focus our efforts and inspire our nation. U.S. Rep. Lamar Smith (R-Texas) is chairman of the House Science, Space, and Technology Committee.

aerospace

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- Challenger: The Shuttle Disaster That Changed NASA - Data Protection Choices - The Challenger disaster: 33 years ago I was working at mission control - 7 myths about the Challenger shuttle disaster Challenger: The Shuttle Disaster That Changed NASA On January 28, , the NASA Space Shuttle orbiter undertaking mission STS- L and the . Contrary to NASA regulations, the Marshall Center did not report this problem to . Ebeling told his wife that night that Challenger would blow up.the how to reduce 1 kg weight in a week boku no hero academia season 2 episode 1 Video highlights from Challenger Disaster: Lost Tapes. For starters, there was no explosion. A cloud of vapour engulfs the space shuttle Challenger in a picture taken on the morning of January 28, The disaster claimed the lives of all seven astronauts on board, including high school teacher Christa McAuliffe, and brought NASA's human spaceflight program to an abrupt but temporary halt. Now, over 30 years on from the tragedy, the story of what exactly happened to Challenger remains clouded by faulty memories and misinformation. I was working data communications. Everything was green on my board, the shuttle launched, and a few seconds later everything went to hell. I stared at my controls, tried to get things to reconnect, and then I finallly looked up at the TV display. Throughout schools, kids from kindergartners to high school students were ready to watch Sharon Christa McAuliffe, the first teacher in space, launch into orbit. Instead they saw a tragedy. By , space flight had become passe. Most assumed that the space shuttle could be counted on to launch flawlessly time after time. Its virgin flight in April of witnessed the first spacewalk during a space shuttle mission. Two months later, Sally Ride became the first American woman into space aboard the vessel; throughout its subsequent missions, the Challenger also carried the first African-American, Canadian, and Dutchman into space. The temperature was below freezing on the morning of January 28, , when the Challenger prepared for its tenth launch. game of thrones whiskey bevmo The space shuttle was engulfed in a cloud of fire just 73 seconds after liftoff, at an altitude of some 46, feet 14, meters. It looked like an explosion, the media called it an explosion and even NASA officials mistakenly described it that way initially. But later investigation showed that in fact, there was no detonation or explosion in the way we commonly understand the concept. The fuel tank itself collapsed and tore apart, and the resulting flood of liquid oxygen and hydrogen created the huge fireball believed by many to be an explosion. After the collapse of its fuel tank, the Challenger itself remained momentarily intact, and actually continued moving upwards. And they were equally horrified to learn in the aftermath of the disaster that the faulty design had been chosen by NASA to satisfy powerful politicians who had demanded the mission be launched, even under unsafe conditions. Meanwhile, a major factor in the disaster was that NASA had been ordered to use a weaker sealant for environmental reasons. Finally, NASA consoled itself and the nation with the realization that all frontiers are dangerous and to a certain extent, such a disaster should be accepted as inevitable. At least, that seems to be how many people remember it, in whole or in part. But spaceflight historians believe that each element of the opening paragraph is factually untrue or at best extremely dubious. They are myths, undeserving of popular belief and unworthy of being repeated at every anniversary of the disaster. The flight, and the lost crew members, deserve proper recognition and authentic commemoration. Data Protection Choices The space shuttle Challenger was the second shuttle to reach space, in April - The disintegration of the vehicle began after a joint in its right solid rocket booster SRB failed at liftoff. The Challenger disaster: 33 years ago I was working at mission control All seven crew members were killed. It was the 25th flight of a Space Shuttle. The cause of the explosion was a part called an O-ring that broke in the right solid rocket booster. During the flight, hot gases escaped from the O-ring and made it break apart. It was very cold on the morning of the Space shuttle's launch. They were later proved wrong. Another problem was that the temperature was so low that icicles were hanging from some parts of the launch pad. 7 myths about the Challenger shuttle disaster The Space Shuttle Challenger Disaster occurred on January 28, , when the They worked out what had happened and why the Challenger exploded. how much does it cost to tear down a wall

aerospace

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Tawazun Precision Industries (TPI), a UAE-based subsidiary of the Emirates Defense Industries Company (EDIC) on Tuesday signed a significant contract with the Boeing Company [NYSE: BA], to manufacture complex metallic machined parts for tactical aircraft at TPI’s new treatment facility, currently under construction in Abu Dhabi. The contract builds on an agreement announced between TPI and Boeing at the Dubai Airshow 2013 under the leadership of Tawazun Economic Program, which is overseen by Tawazun Economic Council (TEC). “This is about partnership, and this is just the first step. This is about two great companies – TPI and Boeing – working together for defense and aerospace worldwide and we couldn’t be more excited and happy about this relationship,” said Chris Chadwick, President and Chief Executive Officer, Boeing Defense, Space and Security. Since 1992, Tawazun Economic Program has worked actively to diversify the UAE’s economy by creating new ventures in sectors of national importance. The program partners with international contractors, bringing investment and the latest technologies into the UAE, generating knowledge based jobs for UAE nationals and creating business opportunities for UAE companies. Over the last four years, the program has generated billions of dirhams in foreign investment, created over 1000 jobs for UAE nationals, and resulted in the creation of some of the largest defense companies in the region. Under the 2013 agreement, TPI has established a new facility to provide commercial and defense aerospace design-specific machined and treated metal parts. As required for aerospace manufacturing, the facility will re-perform the necessary chemical treatments to metallic components that enhance their performance capability. “TPI has successfully developed a class leading resource in advanced aerospace machining over the last 3 years and the award of this contract by Boeing is a recognition of the competitiveness and potential of this capability,” Dr. Philip Lewis, CEO, TPI, said. “TPI is confident that working with Boeing on delivering this contract will further enhance existing capabilities and provide a foundation for a long lasting partnership between TPI and Boeing,” he added. Matar Al Romaithi, Chief Officer, Industrial Development Unit, stated, “The new agreement is another step in the partnership between TPI and Boeing. TEC has always supported such strategic alliances as part of our endeavor to add economic and commercial value to the UAE economy.” Luc Vigneron, CEO of EDIC, said, “One of the core objectives of Abu Dhabi’s 2030 vision is to build a strong industrial base. Defense and aviation are core industry sectors where we have competitive advantages and a solid foundation.” “This new partnership with one of the world’s leading defense and aviation companies will strengthen the UAE’s industrial capabilities and bring significant new skills and technologies? to the UAE”. This work placement award and a surface treatment facility at TPI, are the culmination of continued efforts by TPI and Boeing to expand their strategic partnership. Integrating TPI into Boeing’s global supply chain is the result of TEC’s efforts to forge strategic alliances with leading international firms for knowledge transfer, creating opportunities for the UAE around the world. This new contract will build upon TPI’s current machining capabilities, while demonstrating their competitiveness in the global marketplace. Tawazun Precision Industries (TPI) is a manufacturing facility delivering components to the aerospace, oil and gas and defense industries with export operations worldwide. EDIC is the region’s premier integrated national defence services and manufacturing platform, providing world-class facilities, technology and support services. It was established by law in 2014 from the integration of assets owned by Mubadala Development Company, Tawazun Holding and Emirates Advanced Investments Group. A unit of The Boeing Company, Defense, Space and Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Defense, Space & Security is a $31 billion business with 53,000 employees worldwide.

aerospace

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The Italian Air Force is a step closer to the full introduction of the Alenia Aermacchi M-346 Master as its advanced jet trainer. A fresh set of new instructor pilots flew two T-346A aircraft (the M-346 is called T-346A in Italian service) to Lecce airbase last week, to be used by the based 61 Stormo. The pilots have learned everything there is to know about the T-346A, including its Embedded Tactical Training System (ETTS), which is capable of simulating radar, airborne threats plus complex air-to-air, air-to-ground and electronic warfare scenarios to student pilots. Airheadsfly.com learned more about the M-346’s capabilities when visiting Alenia Aermacchi’s production facility near Milan last May. The M-346 is part of the Alenia Aermacchi Integrated Training System, which readies pilots of 4th and 5th generation fighter aircraft – such as Eurofighter Typhoon and the Lockheed Martin F-35 – for operational challenges, while not actually using those aircraft. The M-346 provides the same valuable training, while the more expensive fighter aircraft stay available for active duties. Italy has 15 T-346A aircraft on order. At Lecce, student pilots will fly the T-346A in preparation of flying the Eurofighter Typhoon, among other aircraft. Future Singapore Air Force pilots have training in the aircraft for quite some time now. Last July, the first of 30 M-346 trainer were delivered to the Israeli Air Force, which inaugurated a new Flight Training Center for the M-346 in September. Poland has eight aircraft on order, with deliveries starting in 2016. Source: Italian Air Force, with additional reporting by © 2014 Airheadsfly.com editor Elmer van Hest

aerospace

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If you’ve ever dreamed of owning a personal jet, now is the time! First truly practical and. If you’ve ever dreamed of owning a personal jet, now is the time! First truly practical and affordable personal jet for recreational flying. This was professional assembly from a Quick built KitProfessional Paint Job, Top instrument pack include Dynon display. The first benchmark on the SubSonex "reality checklist" is the fact that the aircraft has become a reality as an affordable Quick Build Kit. When you are flying a SubSonex. Nobody can deny that every pilot’s fantasy is to own and fly a jet! The SubSonex is designed to capitalize on new generation small turbine engines to give pilots of more average means the title of Jet Jock. SubSonex is all about taking a thrilling rocket ride around the neighborhood! Look for "low pass Subsonex" in Youtube here INCLUDED!!!!! SpecificationsSeats:1Length:16" 6"Wing Span:18"Wing Area:60.0 sq. ft.Tail Configuration:Y-TailTail Height:60.5"Tail Width:74.25"Total Width w/Outboard Wing Panels Removed:76"Air Foil:64-415Primary Structure:6061-T6 aluminumGear:Tri-Gear, RetractableCockpit Width:24 in.Fuel Capacity:40 US Gal. (useable with safe foam)Stall Speed, Landing Config. (Vso):58 mph [93.3 km/h]Stall Speed, Clean (Vs1):64 mph [103 km/h]Max Flap/Gear Speed (Vfe/Vle):125 mph [201 km/h]Maneuvering Speed:157 mph [252.6 km/h]Never Exceed Speed (Vne):287.7 mph [463 km/h]PerformancePBS TJ-100 TurbojetEmpty Weight500 lbs. [226.8 kg]Max Range (no reserve)412 milesMax Range (30 min. reserve)304 milesCruise Speed (Average)230-240 mph (TAS)Cruise Speed (Max Range)232 mph (TAS) @ 17,500" mslMax Thrust (PBS TJ-100 E3S)258.53 lbf [1150 N]T.O. Distance1200 ftLanding Distance2000 ftUtility CategoryPBS TJ-100 TurbojetGross Weight1000 lbs [453.6 kg]Useful Load (average)500 lbs [226.8 kg]Rate of Climb, SL1600 fpmRate of Climb, Avg to 10,000"1225 fpmPositive Load Factor+4.4 GsNegative Load Factor-2.2 GsCG Limits20-32% Wing ChordAerobatic CategoryPBS TJ-100 TurbojetGross Weight900 lbs [408.23 kg]Useful Load (average)400 lbs [181.44 kg]Rate of Climb, SL1958 fpmRate of Climb, Avg to 10,000"1465 fpmThrust to Weight at Aerobatic Max Gross1:3.48Thrust to Weight w/Light Fuel Load1:3.26Positive Load Factor+6 GsNegative Load Factor-3 GsCG Limits25-29% Wing Chord Current date: 2021-12-30

aerospace

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Did you know? - The shortest connecting flight from Newark to Ljubljana is 7651 km on Cimber. - The largest aircraft operated by Delta flying between Newark and Ljubljana is a 330 with 219 seats. - Munich, DE is the most popular connection for one stop flights between Newark and Ljubljana. - 66637 seats are available per day to fly out of Newark connecting to Ljubljana. - The smallest aircraft operated by KLM flying between Newark and Ljubljana is a 767 with 210 seats. Hotels in Ljubljana Traveling on the route and need hotel in Ljubljana? Choose from more than 45,000 hotels.

aerospace

https://banzaihobby.com/Hasegawa-4967834023109

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Kawasaki Ki-45-Kai Tei Toryu (Nick) 53th Flight Regiment - Plastic model requires assembly and paint, additional adhesives, tools, paints, etc. - 1/72 Scale Unpainted Plastic Assembly Kit - Finished Size: Total Length: 5.9 inches (150 mm) / Total Width: 8.1 inches (209 mm) - Recreates the aircraft of the Scarutron who shot down many B-29 in the night air defense warfar.. - Model: Hasegawa 4967834023109 - Shipping Weight: 0.31kg - Manufactured by: Hasegawa ¥3,080 ¥2,46420% off Exchange rate is approximate only. Final exchange rate is determined by paypal or credit card at the time of dispatch.

aerospace

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Carver Aero Inc. - Aircraft Charter/rental/sales/service Business Hours 7 a.m. to Dusk. Carver Aero, Inc. is a full service corporate aircraft management charter and maintenance operator based in the midwest. They provide a full range of aviation related services to their customers and clients, including aircraft charter, air ambulance, air freight, flight training, aircraft rental, aerio photography and pleasure flights. Reason for joining: ''It is about businesses helping businesses; we hope to gain more visability.'' Whom to Contact - Ms. Sandra Barrett9230 Harrison StreetDavenport, IA 52806 - Mr. Jordan Bidwell9230 Harrison StreetDavenport, IA 52806 - Mr. Mike Woerly5701 S Highway 61Muscatine, IA 52761

aerospace

https://earsc.org/2008/08/30/an-interview-with-michael-fehringer-goce-system-manager/

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- August 30, 2008 - Posted by: EARSC - Category: EARSC News Michael Fehringer is responsible for overseeing the system design of the GOCE mission, which means ensuring that the satellite and related data-processing facilities all meet the scientific and technical requirements that were originally laid down when the mission was selected. Michael Fehringer, an Austrian national, has been working for the GOCE Project at ESA’s European Space Research and Technology Centre (ESTEC) in the Netherlands since 2004. Fehringer gained his Masters and PhD in Physics from the Technical University of Vienna, Austria. Prior to his role as System Manager, which he took up in October 2007, he worked as a System Engineer for the GOCE Project where he was responsible for the electric propulsion system and mission analysis. ESA: Would you explain the role of a System Manager? Michael Fehringer: The System Manager has to make sure that the satellite and related data-processing facilities meet the scientific and technical requirements that were set out at the beginning of the project and form that basis on which the mission was originally selected for implementation. The term ‘system’ indicates that the emphasis is on making everything work together, from the individual spacecraft subsystems, payloads, ground processing and – not to forget – making sure the satellite flies in the correct orbit. The System Manager is supported by a team of engineers who each take responsibility for the procurement of individual subsystems. ESA: GOCE is an unusual satellite in a number of ways, one being that it orbits the Earth in a very low orbit, why is this necessary? Michael Fehringer: GOCE orbits the Earth at a low altitude to achieve the best possible data. The gravitational force between two bodies decays with the square of their distance. So, for example, doubling the distance between two bodies reduces the attraction by a factor of four. The main GOCE instrument, the gradiometer, determines the second derivative of the gravitational potential, and the mathematical method to get to the final gravity map is further benefited from a low orbit. ESA: What are the technical challenges to overcome designing a satellite for this low orbit? Michael Fehringer: Form follows function not only in the world of fashion! To fly low and avoid air drag the best shape for the satellite to be is long, slender and absolutely symmetrical along the direction of flight. However, the challenge was not so much the design itself, but rather how to ensure that GOCE would not ‘sink’ from this low orbit, which would result in permanently having to counteract air drag and this would interfere with the science measurements. The trick is to use the main instrument, the gradiometer, to also measure drag and feed the result into an electric propulsion system that, in turn, counteracts the drag exactly. The air drag that GOCE experiences is roughly equivalent to what one would feel holding a mass of a bit less than 1g in your hand. ESA: The term ‘Sun-synchronous orbit’ is often mentioned but what does this mean? Michael Fehringer: In our case Sun synchronous means the satellite is ‘always’ in sunlight. As the Earth moves around the Sun throughout the year, GOCE’s orbital plane turns with it such that it always faces the Sun. We exploit this to permanently have solar power and a stable thermal environment. However, ‘always’ is not exactly true. GOCE will fly at altitudes just above 260 km and the proper inclination of the orbit for Sun synchronicity for the mission is 96.7 degrees. This means the plane is inclined by 6.7 degrees in respect to a true polar orbit. The drawback is that, every spring we will experience an eclipse period of 135 days where we will be in the Earth’s shadow for up to 28 minutes per orbit. ESA: What has been the most rewarding aspect of being involved with the GOCE mission? Michael Fehringer: Given what the workload has been for quite some time and a summer passed without much holiday – indeed there has to be something special about the mission. Being part of the Project seeing an incredibly demanding satellite being built in all its glory has to be a boy’s dream come true. Still, the personal experiences are the most rewarding ones and I’ve had the privilege to work with some great people throughout the project. ESA: Where will you be at launch? Michael Fehringer: I will be at ESA’s Space Operations Centre (ESOC) in Darmstadt, Germany. The Launch and Early Operations Phase, the LEOP, is considered the most critical of a mission and I will be there to support the team. The operations are run by the ESOC Flight Operations Team conducted by the Spacecraft Operations Manager headed by the Operations Director. I will be with the ESOC team in the main control room and my role is to liaise with and coordinate support from industry and ESA colleagues.

aerospace

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This cool science kit lets you experience rocket launching in a hands-on way! Wonder how it works? When baking soda and vinegar are mixed in the rocket body, Carbon Dioxide gas is formed.When the rocket's body can no longer contain the volume of Carbon Dioxide produced, the gas accumulated will escape through the bottom of the rocket, and the resulting 'thrust' will send the rocket into the air - up to 50 feet! Included are 1 transparent rocket body, 3 rocket fins, 1 connecting ring, 1 launching station pad, 1 measuring spoon, and 1 booklet of fun rocket science with detailed launching instructions. A unique, out-of-this-world experimental kit that is sure to inspire all sorts of young scientists! Rocket measures approximately 6" long.

aerospace

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On July 13 we have our third supermoon in a row and it is a Full Thunder Moon. This name comes from the thunderstorms that frequently appear this time of year. The moon will appear full from Tuesday July 12 through Friday July 15. July’s supermoon full moon is more than 16,000 miles closer to earth than normal. It’s the closest one all year. It will appear 10% larger than normal. This full moon is also called a Full Buck Moon, named because deer antlers are in full growth mode at this time of year. Bucks shed previous antlers and grow a new pair each and every year. A full moon is a sight to see, let alone a full supermoon. With binoculars or a telescope you can notice its craters, ridges, and mountains. But can you believe that some men have actually walked those craters? Just think of it! Fifty-three summers ago Neil Armstrong became the first human to set foot on the moon on July 20, 1969. I can remember where I was at the time. I was doing chores on the farm that night in Masaryktown. My brother Lou and I were “rounding up chickens” for vaccination and helping Dad. Lots of leg work! We would catch the hens and carry them outside. Dad gave them a shot and crated them. Later all were released back inside after the whole coop had been vaccinated. It was a hot and dirty job. Afterward we all gathered around the TV set. We watched replay after replay of the lunar landing and of man taking his first steps on the moon. It didn’t seem real! We’re approaching another milestone; the last walk on the moon. Eugene Cernan did that in December of 1972, almost 50 years ago. He followed his fellow astronaut, Harrison Schmitt, back into the capsule of Apollo 17, making him the last man to walk on the surface of the moon. He joined an elite group of only twelve men who have set foot on the lunar surface. Four of the twelve men are still living. They are Buzz Aldrin, David Scott, Charles Duke, and Harrison Schmitt. They’re old timers now, ranging in age from 86 to 92. They have the distinction of being the 2nd, 7th, 10th, and 12th persons respectively to walk on the moon. One of them, Aldrin, was on the crew of the first manned lunar landing in 1969. Another, Duke, is the youngest man to ever walk on the moon when he was just 36 years and 201 days old. What about some of the others from the elite group? Alan Shepard Jr. is well remembered, He was #5 to walk on the moon and was the oldest to do so at age 47. He loved planes as a young boy and took odd jobs at a local airfield. Following WWII, he became a pilot himself in 1950. By the end of the decade Shepard was picked for NASA’s first space program, Project Mercury. In 1961 he became the second person in space and the first American. His 15 minute ride aboard Freedom 7 really boosted morale! Who was the first man in space? He was Russian, Yuri Gagarin. It had been a tight “space race” and he went up just 23 days before Shepard. In 1971 Shepard walked on the moon. He was the only Mercury Seven astronaut to do so. He is remembered for hitting two golf balls on the moon’s surface after smuggling a golf club aboard the capsule. He got the idea after seeing Bob Hope carry a club as his prop while entertaining. Shepard passed away July 21, 1998, almost 29 years to the day after the first moonwalk. Another of the elite, John Young, was #9 to walk on the moon. He flew on Apollo 16 in April 1972. He was the only man to go into space as part of Gemini, Apollo, and the space shuttle programs. He was also the first man to fly into space six times! At the age of 88 he passed away on January 5, 2018. Today, how the space race has changed! There are privately funded corporations like Blue Origin and SpaceX sending rockets and delivering supplies in space. And yet we haven’t set foot on the moon since 1972! Going there was expensive, reduced funding and other problems ultimately halted moon exploration. However NASA has committed to a new space program called Artemis. What now? There are hopes to orbit the moon in 2024 and land there by 2026. The Artemis Program is determined to send a woman and also a person of color to the moon. At least 10 moon missions are planned, we are not giving up! Soon more men and women will set foot on our beautiful moon. They’ll walk on the moon again and become part of the elite.

aerospace

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Sep 2010 Young Eagle “Girl Scout” Flights Young Eagle flights are always a great thing – great for the kids who get to fly and great for the pilots who get to experience their adventure with them.  But tonight I found the secret of trumping the average (however fun) run of the mill Young Eagle flight. You take 4 lady pilots, 4 airplanes, 9 Girl Scouts and turn ’em loose in the sky! So here we are all ready to go. Now who do you think all the girls are gonna want to fly with? I’m guessing Kassie wearing the nifty blue “United Airlines” first officer uniform (she’s got a really cool hat too). Well, they may have really wanted to fly with Kassie but they were all very sweet & polite and happily jumped into whichever airplane they were assigned to. The pilot briefing’s done and the girls are ready to go – the little ones and the big ones! What…. I’m the only taildragger participating! There just must not be enough taildraggers to go around, what other possible explanation?! I’ve spent 5 minutes before explaining to a 50 year old how to climb into a Champ. A 4th grader can hop in one before the door is fully open! The Goodyear blimp occasionally stops by MQJ but visits are very infrequent. Lucky tonight for the girls to see it arrive. Thank you to Jack Morton for organizing the event and being determined to find 4 available lady pilots. Thanks to the gals flying – I loved hearing us all taking over the airwaves. And thanks to the Girl Scouts for flying with us and working so hard to get your Aviation Badges.

aerospace

https://worldbuilding.stackexchange.com/questions/120711/minimum-required-technology-for-a-species-to-reach-space

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Depending on the fuel, rockets can either be simple or complex, less or more efficient. But for a decent rocket that could get something to space, and indeed was used as the model for the Saturn V, let's look to the V2 rocket. That's second world war period (1944). So, look at around that time for rocket technology. You are not just looking at pure thrust, you also need to consider guidance systems. Hypothetically, you could generate the thrust, but if you don't have the technology for the guidance system and control systems, then you may as well just fire it and cover your eyes - hoping it won't hit you. However, you want to also send a probe. Now, you have to ask yourself: "what kind of information do I need this probe to gather?" a 1kg probe is not large and is limited in the telemetry that it can carry, and thus would be limited in the science that it can perform. Particularly if you are looking at a very early development probe. But there's a lot to consider here. A probe needs a power source, early batteries were large and heavy. These batteries needed to power not only the transmitter (to send whatever data you're gathering), the data gathering system (gets whatever data you are interested in), and the thermal regulation system (because space is a vacuum, it's actually pretty hard to cool down. Most thermal transfer on Earth is done via convection and conduction. Without air, you're stuck with radiation.) So, already you're looking at something probably way bigger than 1kg. Of course, you can reduce this weight by ditching a science device and just having a transmitter that basically just beeps so that the ground station knows that it's actually up. You would never send up a probe without this, you may as well just launch an empty rocket. Remember the more primitive the technology, the bigger and clunkier stuff is. Transistors on circuit boards were larger. Batteries were larger. Have a look at Sputnik as an example. That big ol' sphere with sticks was a whopping 80kg (or something). The Space Race caused massive leaps in technology. The huge number of people who worked for the space organizations were often breaking ground and setting new paradigms. So, if your civilisation suddenly decided to totally focus on getting something into space, maybe they would have that huge leap in technology - and all the useful payoffs for general society's technology, particularly once they start launching people. I love speculative questions like this (: I'm an aerospace engineering master student, so that's where a lot of my info has come from.

aerospace

https://xn--mgbabxqb2mn8b.com/2023/04/defense-official-says-foreigners-willing-to-buy-iranian-made-drones/

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TEHRAN- The head of the Iran Aviation Industries Organization (IAIO) has emphasized the nation’s independence in producing military hardware, particularly drones, and said that several nations are interested in buying Iranian defense items. Brigadier General Afshin Khajeh Fard praised the advancements made in the field of creating manned drones and unmanned aerial vehicles (UAVs) with fixed and moveable wings during a Monday speech at the AJA University of Command and Staff. “We first wanted to buy military equipment, but we were unable to do so because of Western sanctions. But now, we are able to accept a lot of requests from many nations for the purchase of our defense equipment and collaboration,” he stated. He went on to add, “Unfortunately, trust in domestic products is still low in our society, but the numerous requests for the purchase of equipment, as well as unmanned and manned drones, indicate the high status of this capability. Therefore, we should increase the domestic power and upgrade our beliefs.” The general also mentioned that despite broad-based sanctions aimed at the military industry, the IAIO has maintained the nation’s helicopter, commercial, and fighter fleets in a ready-to-use state. “Many countries buy the most cutting-edge equipment and fighter jets to meet their military needs, but we face extensive restrictions in procuring the equipment due to sanctions and pressure,” he continued. He pointed out that “as a result, we started to refurbish, maintain, and rebuild our equipment that were destroyed during the war imposed by Iraq in the 1980s. After repairing every damaged helicopter, we concentrated on building domestic fighter aircraft and helicopters.” “The military in Iran is now entirely self-sufficient in terms of weapons thanks to significant advancements made in recent years by military specialists and technologists,” the defense official highlighted. Ayatollah Seyed Ali Khamenei, the Leader of the Islamic Revolution, has consistently urged efforts to preserve and improve Iran’s military capabilities in retaliation for the opponents’ denials of the nation’s missile program. Original News : https://www.tehrantimes.com/news/483954/Defense-official-says-foreigners-willing-to-buy-Iranian-made

aerospace

https://www.aeroinside.com/16924/aeromexico-b788-near-mexico-city-on-apr-21st-2022-in-flight-damage-to-nose-cone-and-wings

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Aeromexico B788 near Mexico City on Apr 21st 2022, in flight damage to nose cone and wings Last Update: April 30, 2022 / 10:14:54 GMT/Zulu time A post flight inspection revealed damage to the nose cone, left and right wing landing lights and multiple penetrations of flaps presumably caused by ice. The aircraft is still on the ground in Mexico City more than 8 days later. COR MMMX 220246Z 23013KT 8SM TS BKN020CB BKN080 OVC220 17/09 A3035 NOSIG RMK SLP110 52034 953 60015 8/963 OCNL DROPS BINOVC OCNL LTGICCG 2ND QUAD AND W= MMMX 220234Z 21013G23KT 8SM TS BKN020CB BKN080 OVC220 17/09 A3035 NOSIG RMK 8/963 OCNL DROPS BINOVC FRQ LTGICCG 2ND QUAD RAE30= COR MMMX 220150Z 04006KT 7SM -TSRA BKN020CB OVC080 19/12 A3032 NOSIG RMK 8/96/ HZY FRQ LTGICCG 2ND AND 3TH QUAD= MMMX 220130Z 02004KT 7SM -TSRA BKN020CB OVC080 20/10 A3030 TEMPO 4SM TSRA RMK 8/96/ HZY RAB26 OCNL LTGICCG NE SW W= MMMX 220058Z 08014KT 8SM TS BKN020CB BKN080 21/09 A3026 TEMPO 4SM TSRA RMK 8/96/ HZY TSB56 OCNL DROPS OCNL LTGICCG 3TH AND 4TH QUAD= MMMX 220052Z 08012KT 8SM BKN020CB OVC080 22/09 A3026 TEMPO 4SM TSRA RMK 8/96/ HZY VC PCPN 3TH QUAD AND OCNL LTGICCG SW W= MMMX 220041Z 08012KT 8SM BKN020CB OVC080 23/06 A3024 TEMPO 4SM TSRA RMK 8/96/ HZY VC PCPN 3TH QUAD AND OCNL LTGICCG SW W= MMMX 212353Z 08014KT 8SM SCT020CB SCT080 25/04 A3023 NOSIG RMK SLP053 57015 910 8/360 HZY CB MOV SE= MMMX 212321Z 07014KT 8SM SCT020CB SCT080 26/06 A3022 NOSIG RMK 8/360 HZY OCNL DROPS= MMMX 212250Z 04010KT 8SM SCT020TCU SCT080 28/02 A3020 NOSIG RMK 8/230 HZY= MMMX 212156Z 09006KT 8SM SCT020 SCT080 27/M01 A3021 NOSIG RMK 8/230 HZY DSNT TCU E= MMMX 212044Z 02008KT 8SM SCT020 SCT080 28/M01 A3025 NOSIG RMK SLP059 57017 920 8/230 HZY DSNT TCU E S SW= MMMX 211952Z 01010KT 8SM SCT020 27/01 A3028 NOSIG RMK 8/200 HZY DSNT TCU 2ND AND 3TH QUAD= MMMX 211842Z 06008KT 7SM FEW025 26/04 A3031 NOSIG RMK 8/200 HZY= MMMX 211833Z 06008KT 7SM FEW025 27/05 A3032 NOSIG RMK 8/200 HZY= MMMX 211750Z 04007KT 6SM SKC 25/05 A3034 NOSIG RMK SLP081 57011 907 HZY ISOL MDT CU= Aircraft Registration Data This article is published under license from Avherald.com. © of text by Avherald.com. Read unlimited articles and receive our daily update briefing. Gain better insights into what is happening in commercial aviation safety. Support AeroInside by sending a small tip amount. An Aeromexico Boeing 787-9, registration XA-ADH performing flight AM-4 from Paris Charles de Gaulle (France) to Mexico City (Mexico), was enroute at… Aeromexico E190 at Mexico City on Sep 14th 2022, rejected takeoff due to runway incursion by helicopter rehearsal An Aeromexico Embraer ERJ-190, registration XA-BAC performing flight AM-874 from Mexico City Felipe Angeles to Merida (Mexico), was accelerating for… An Aeromexico Boeing 737-800, registration XA-DRA performing flight AM-687 from Chicago O'Hare,IL (USA) to Mexico City (Mexico), was accelerating for… An Aeromexico Boeing 737-800, registration N957AM performing flight AM-652 from Guadalajara (Mexico) to Chicago O'Hare,IL (USA), was climbing out of… An Aeromexico Boeing 737-800, registration XA-AMB performing flight AM-789 from Sacramento,CA (USA) to Guadalajara (Mexico), was climbing out of… January 2023 was a busy month in aviation safety. Please find our summary below.All in all, 96 new articles have been published during last month.… A CAA Compagnie Africaine Aviation Airbus A320-200, registration 9S-ABM performing flight BU-415 from Mbuji Mayi to Kinshasa N'Djili (DR Congo),… Are you researching aviation incidents? Get access to AeroInside Insights, unlimited read access and receive the daily newsletter.Pick your plan and subscribe A new way to document and demonstrate airworthiness compliance and aircraft value. Find out more. ELITE Simulation Solutions is a leading global provider of Flight Simulation Training Devices, IFR training software as well as flight controls and related services. Find out more. Never miss an article from AeroInside. Subscribe to our free weekly newsletter and join 5599 existing subscribers. Popular aircraftAirbus A320 Boeing 737-800 MAX Popular airlinesAmerican Airlines

aerospace

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On 2002-03-12 10:32, Ian R wrote: Here's what David Harland had to say about this in his review of Dark Moon (by David Percy) at Amazon.co.uk: "The book's cover shows the Apollo 13 landing site in darkness, and the authors assert that this illustrates that no landing could have been made... and they're half right - as they often are - the site is in darkness, but the 'time' of the terminator was the time that the s/c was disabled by the explosion - the fabled 13th April. If all had gone well, they would have entered lunar orbit on the 14th and landed on the 15th. As usual, they wanted to land just after local dawn, with the Sun about 8 degrees up. Now, the terminator on the 13th is shown on the meridian, it moves about 12 degrees per day, and the landing site is 18 degrees west, so you want to land late on the 15th don't you... which means that while you're travelling to the moon, the site is in predawn darkness... " 9:57 A.M. HUb' RED SHIFT has a short video showing a landing beyound the terminator <font size=-1>[ This Message was edited by: Ian R on 2002-03-12 10:33 ]</font>

aerospace

https://international.thenewslens.com/article/20938

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What you need to know Taiwanese airlines, including China Airlines, Eva Airways, TransAsia Airways and V Air, have resorted to generous salaries and benefits to tackle the aviation crisis. According to the latest report from The Boeing Company, the global market’s demand for pilots has increased by 4% compared to last year’s estimation. With commercial aviation facing pilot shortage, the airline industry will need to recruit 558,000 new pilots, 609,000 aircraft maintenance technicians and 38,000 new commercial aircrafts in the next 20 years in order to meet the surging demands for air travel. The Asia-Pacific region especially requires the most number of pilots at 226,000, which accounts for about 40% of the overall demand. UDN reports, there are major airlines that take advantage of the aviation shortage crisis. All Nippon Airways (ANA) has established a pilot training school, Pan Am International Flight Training Center (PIFTC), together with Nok Air and other airlines last September. So far there are ten Thai-based low-cost airlines training their pilots at the facility. China Times reports, Taiwanese airlines, including China Airlines, Eva Airways, TransAsia Airways and V Air, have resorted to generous salaries and benefits to tackle the aviation crisis. But a pilot working at China Airlines for more than 20 years says, the regular monthly salary for a pilot in Taiwan is NT$ 200,000 (approximately US$ 6,300), which is much less than China’s NT$ 300,000 (approximately US$ 9,500). A senior employee in the business points out, if we can’t stop China from poaching our pilots, Taiwan’s aviation industry will face an even more serious problem of labor shortage in the future. Translated by June Edited by Olivia Yang

aerospace

https://military-history.fandom.com/wiki/Grumman_Gulfstream_II

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|G-1159 Gulfstream II of the Government of Mauritania at Basle in 1987| |National origin||United States| |First flight||2 October 1966| |Developed from||Grumman Gulfstream I| The Gulfstream II (G-II) is an American twin engine business jet designed and built by Grumman and then in succession, Grumman American and finally Gulfstream American. Its Grumman model number is G-1159 and its US military designation is C-11 Gulfstream II. It has been succeeded by the Gulfstream III. The first Gulfstream II flew on October 2, 1966. The Gulfstream II is a twin-jet swept wing corporate transport designed to provide high speed and long range capability without sacrificing the airport performance, reliability, and other operational advantages of its predecessor, the turboprop Gulfstream I. Preliminary design of the wing was influenced by both cruise and low speed considerations. The aft-mounted engine location was selected after extensive analysis and design iterations considering aerodynamic, structural, and ground clearance requirements. Airfoil geometry was developed to maximum sweep benefit from the selected planform. The interference problem at the wing-body juncture was treated by modification of the airfoil shape and thickness over the inner third of the wing span. The basic airfoils for the main area of the wing are similar to those of the Grumman A-6 Intruder aircraft and utilize NASA 6-series thickness distributions combined with an in-house mean line. A buffet boundary commensurate with the M=.85 speed capability was attained by incorporating a row of co-rotating vortex generators on the outer wing panel. In developing the wing contours, attention was paid to the aircraft's low speed requirements by tailoring the leading edge radius to preclude leading edge separation. The high lift configuration, consists of a one piece, single-slotted Fowler flap of 30% chord. Stall initiation on the basic wing was found to occur at midspan but spread rapidly to the tip, particularly at large flap deflections. The addition of an upper surface fence at about midspan provided a strong pitch down at the stall, without sacrificing maximum lift, and also afforded an adequate margin between initial and tip stall. The high angle of attack investigations on the Gulfstream II indicated that stable trim conditions existed up to 45 degrees angle of attack. The elevator deflection required to trim to the primary stall at most forward center of gravity was sufficient to trim a deep stall at the aft center of gravity, but recovery from deep stall was immediate upon forward stick motion, and more than adequate nose-down elevator control was available. The acceptability of the Gulfstream II high angle of attack characteristics and the absence of a deep stall influence on configuration sizing and arrangement was attributed to the mitigating influence of the nacelle-wing overlap on nacelle contribution. Configuration buildup studies revealed the adverse nacelle influence on tail pitching moment contribution above 30 degrees angle of attack was not unduly severe and no appreciable effect on elevator or stabilizer effectiveness was found. It was found in flight testing that the stall characteristics were satisfactory but did not preclude stall penetrations to the point of secondary stall pitchup. Rather than pursue a lengthy flight test research effort, and in view of the excellent primary stall behavior, it was decided to mechanically limit the extent of stall penetration with a stick shaker and stick pusher. During installation of the Aviation Partners Inc. winglets (as the G-IISP), the vortex generators and midspan fence were removed and replaced with six leading edge vortilons similar to those found on the Gulfstream IV. - Gulfstream II - Twin-engined executive, corporate transport aircraft, with accommodation for up to 14 passengers, powered by two Rolls-Royce Spey RB.168 Mk 511-8 turbofan engines. Received FAA Type Certificate A12EA on October 19, 1967. - Gulfstream II TT - Modified version with tip tanks. FAA certified May 13, 1977. - Gulfstream IIB - Modified version, the wingleted wings of the Gulfstream III were fitted to the body of the Gulfstream II. FAA certified on September 17, 1981. - Gulfstream II SP - Aircraft modified by the addition of Aviation Partners winglets. FAA certified under STC ST00080SE on April 22, 1994. - VIP transport version for the US Coast Guard. One built. Special mission variants Gulfstream IIs have been popular as special mission aircraft, particularly when used aircraft became available for less than $1 million. A modified version of the G-II, called the Shuttle Training Aircraft (STA), mimics the cockpit configuration and flight characteristics of the Space Shuttle and is used by NASA as a training airplane for practice shuttle approaches (referred to as "dives"). Four G-IIs were used for this purpose N944NA, cn 144; N945NA, cn 118; N946NA, cn 146 and N947NA, cn 147. NASA contracted Lockheed-Georgia to modify one G-II as the Propfan Test Assessment aircraft (N650PF, cn 118). The aircraft had a nacelle added to the left wing, containing an 6000 hp Allison 570 turboprop engine (derived from the XT701 turboshaft developed for the Boeing Vertol XCH-62 program), powering a 9-foot diameter Hamilton Standard SR-7 propfan. The aircraft, so configured, first flew in March 1987. After an extensive test program, the modifications were removed from the aircraft and the aircraft became a Shuttle Training Aircraft (STA). One G-II (N82CR, cn 80)was modified for use by Northrop Grumman as a demonstrator for the Broad Area Maritime Surveillance (BAMS) contract. A second G-IIB (N178B, cn 125) was modified by the addition of a large dorsal fairing as the HALO II aircraft for the Missile Defense Agency. A G-IISP (N950NA, cn 185) was modified by the addition of a wing tip pod and a ventral radome as the HALO III aircraft for the Missile Defense Agency. This aircraft serves as a target for the Boeing YAL-1 Airborne Laser Testbed. A G-II (N10123, cn 107) had tip tanks added containing ground mapping radar, along with fairings on the wing undersurface and a centerline pod. This aircraft operated as the Calgis Geosar and is now owned by Earthdata Aviation. A G-II (N105TB, cn 31) had underwing pylons and various fuselage appendages added to enable it to operate as a sensor testbed for MIT Lincoln Labs. A G-II TT (N81RR, cn 246) is being modified for NASA, by the addition of fuselage appendages and underwing pylons, to serve as the High Ice Water Content (HIWC) sampling aircraft. A G-II (JA8431, cn 141) is operated by Diamond Air Service in various configurations to support missions involving environmental measurements. In one configuration, it can carry two 3D X/L band PI SAR (Parametric Interpherometric Synthetic Aperture Radar) pods under the forward fuselage. A G-IISP (N510AG, cn 159) is operated by the Orion Air Group in support Northrop Grumman’s development of the multi-role, tactical-command data link (MR-TCDL). The aircraft was modified with 19-inch and nine-inch, satcom dish-antennas, as well as additional radomes on the top and bottom. A G-III (N186PA, cn 317) has been modified by the addition of a Raytheon SeaVueTM coastal and sea surveillance radar in a belly radome and is operated by the Phoenix Air Group in support of Raytheon Ktech. The aircraft provides airborne maritime range surveillance for the Missile Defense Agency (MDA) and other Department of Defense range facilities. - United States The aircraft is operated by private individuals, companies, non-government organizations and executive charter operators. A number of companies also use the aircraft as part of fractional ownership programs. Accidents and incidents - May 3, 1982 - A Gulfstream II from the Algerian government was shot down by a fighter jet in the border area of Iraq, Iran and Turkey. All 15 people on board, including the Algerian foreign minister Mohammed Seddik Ben Yahia were killed. Aircraft in Museums - Gulfstream II Serial #001 N55RG made its final flight on September 9, 2012 (23 days short of the 46th anniversary of its first flight) when it was flown to the Carolinas Aviation Museum in Charlotte, North Carolina. The aircraft is currently undergoing preparations for display and should be on display sometime in the fall of 2012. Eventually the aircraft will be the centerpiece for a new exhibit entitled "A Nation Built on Innovation". A video of the takeoff on its final flight departing Chicago Executive Airport for the Museum at Charlotte Douglas International Airport was posted on YouTube. http://www.youtube.com/watch?v=swTzGzDAZUY&feature=youtu.be - Gulfstream II Serial #002 was scrapped. Data from Jane's Aircraft Upgrades 2008-2009, 2008, Jane's Information Group Limited, Page 420-421 - Crew: 2 - Capacity: 19 (maximum certified) - Length: 79 ft 11 in (24.36 m) - Wingspan: 68 ft 10 in (20.98 m) - Height: 24 ft 6 in (7.47 m) - Wing area: 809.6 ft2 (75.21 m2) - Empty weight: 36,544 lb (16.576 kg) - Gross weight: 65,500 lb (29,711 kg) - Powerplant: 2 × Rolls-Royce Spey 511-8 turbofan, 11,400 lbf (51 kN) each - Maximum speed: 581 mph (936 km/h) - Maximum speed: Mach 0.85 - Cruise speed: 483 mph (778 km/h) - Range: 4,123 miles (6,635 km) - Service ceiling: 45,000 ft (13,715 m) - Taylor, John W.R., Jane's All the World's Aircraft 1984-85, Jane's Publishing Company, 1984. - Waaland, I.T. and Curtis, E.J., "Gulfstream II Aerodynamic Design", SAE paper 670242. - FAA Supplemental Type Certificate ST00080SE Retrieved 31 July 2011. - 'FAA Type Certificate Data Sheet A12EA' Retrieved 28 June 2011. - 'Gulfstream II For Sale' Retrieved 28 June 2011. - 'NASA's Space Shuttle Training Plane? A Fabulous 1970s Business Jet' Retrieved 28 June 2011. - 'Propfan Test Assessment (PTA)' NASA-CR-185138. Retrieved 28 June 2011 - 'Propfan Test Assessment (PTA): Flight Test Report' NASA-CR-182278. Retrieved 28 June 2011. - Plomitzer, Gerhard. "Grumman American G-1159 Gulfstream II-SP aircraft." airliners.net, January 4, 2009. Retrieved: June 28, 2011. - 'Gulfstream HALO I' Retrieved 28 June 2011. - Fritsche, Danny. "Grumman American G-1159B Gulfstream II-B aircraft." airliners.net, June 6, 2005. Retrieved 28 June 2011. - Duenas, Ralph. "Grumman American G-1159 Gulfstream II-SP aircraft." airliners.net, May 15, 2009. Retrieved: June 28, 2011. - 'GeoSAR: Geographic Synthetic Aperture Radar' Retrieved 28 June 2011. - Duenas, Ralph. "Grumman G-1159 Gulfstream II aircraft." airliners.net, July 18, 2005. Retrieved: June 28, 2011. - 'High Ice Water Content Project' Retrieved 28 June 2011. - 'Observation Flight' Retrieved 20 July 2011. - 'Orion Air Group Breaks Cover To Describe Special Mission Work' Retrieved 31 July 2011. - 'Picture of the Grumman American G-1159 Gulfstream II-SP aircraft' Retrieved 31 July 2011. - 'Airborne Test and Evaluation' Retrieved 31 July 2011. - 'Military Ops Range Clearing' Retrieved 31 July 2011. |Wikimedia Commons has media related to Grumman Gulfstream II.| |This page uses Creative Commons Licensed content from Wikipedia (view authors).|

aerospace

https://www.webcenterfairbanks.com/2022/08/12/russian-surveillance-aircraft-enters-alaskan-air-defense-identification-zone-three-times-over-past-three-days/

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Russian surveillance aircraft enters Alaskan Air Defense Identification Zone three times over the past three days FAIRBANKS, Alaska (KTVF) - The Alaska Region of the North American Aerospace Defense Command, or NORAD has “detected, tracked and identified” Russian surveillance aircraft in the Alaska Air Defense Identification Zone (ADIZ) on “three separate occasions, over the past three days.” NORAD says a Russian surveillance aircraft came within 20 nautical miles of the Alaska coast and remained in international airspace. It did not enter American or Canadian airspace. NORAD tracks and identifies military aircraft that enter the ADIZ and if necessary escorts aircraft from the ADIZ. While there was no perceived threat, F-22 fighter jets were deployed to conduct surveillance of the Russian aircraft. This comes less than two weeks after U.S. bombers were met by Russian fighter jets over the Black Sea. The recent Russian activity also occurred while Red Flag exercises are underway in Alaska. The United States Air Force conducts aerial combat training exercises for military pilots and flight crew members from the U.S. and allied countries. Although the incidences this week are not seen as a threat, the aircraft did enter the zone that is seen by some as a contentious space. Copyright 2022 KTVF. All rights reserved.

aerospace

https://www.defenceweb.co.za/aerospace/aerospace-aerospace/airbus-may-delay-a380-deliveries/

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Airbus might delay delivery of one or two of the 13 superjumbo A380s scheduled for this year until January 2010, the European planemaker told Reuters. The Toulouse-based aircraft manufacturer, a unit of European defence and aerospace group EADS, also said client financing remained difficult and it would take time for the business environment to return to normal. “We are still aiming for 13 (A380) deliveries but one or two could come in January,” Chief Operating Officer Fabrice Bregier told Reuters on the sidelines of a ceremony for the delivery of Air France-KLM’s first A380. “Everything will depend on airlines’ capacity to take these planes at the end of the year,” he said. Air France-KLM has ordered 12 A380s. The first one will be put into service in November on the Paris-New York route. Airbus’s chief executive, Thomas Enders, also said last week it was “too early to relax” over customer financing and to believe it was guaranteed. Customer financing helps airlines raise funds to order and take delivery of aircraft, but the past year’s financial crisis has put pressure on traditional sources of credit. Enders added the overall A380 delivery rhythm in the first half of 2010 should be “similar” to the current rate. Last month Airbus cut its A380 delivery target to 13 from 14 for 2009. As of today, it has delivered seven. Airbus, just like Boeing, gets the bulk of payments for its aircraft on delivery. On the basis of catalogue prices, which can differ significantly from prices paid, an A380 can fetch $330 million. However, faced with lower traffic, many airlines have been cutting capacity. Industry body IATA expects international airlines to suffer combined losses of $11 billion in 2009. Pic: A-380 jumbo jet

aerospace

https://www.sae.org/publications/technical-papers/content/2001-01-2367/

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Collaborative Engineering Methods for Radiation Shield Design 2001-01-2367 The hazards of ionizing radiation in space continue to be a limiting factor in the design of spacecraft and habitats. Shielding against such hazards adds to the mission costs and is even an enabling technology in human exploration and development of space. We are developing a web accessible system for radiation hazard evaluation in the design process. The framework for analysis and collaborative engineering is used to integrate mission trajectory, environmental models, craft materials and geometry, system radiation response functions, and mission requirements for evaluation and optimization of shielding distribution and materials. Emphasis of the first version of this integrated design system will address low Earth orbit allowing design system validation using STS, Mir, and ISS measurements. The second version will include Mars, lunar, and other deep space mission analysis. It will also include the capability to perform shielding optimization including shield materials, mission sequence, and propulsion trade studies. The third version will include deep space probe design capability. R. C. Singleterry, G. D. Qualls, J. W. Wilson, F. M. Cheatwood, J. O. Riggins, K.Y. Fan, B. D. Johns, M. S. Clowdsley, M. Y. Kim, S. L. Koontz, F. A. Cucinotta, W. Atwell, F. F. Badavi, S. A. Kayali NASA Langley Research Center, Swales Aerospace, Swales Aerospace, NRC, William and Mary, NASA JSC, NASA JSC, The Boeing Company, Christopher Newport University, NASA JPL 31st International Conference On Environmental Systems Hazards and emergency operations Subscribers can view annotate, and download all of SAE's content. Learn More »

aerospace

https://pilotweb.aero/news/tecnam-p2010-in-service-6250128/

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Polish flight school Bartolini Air has become the first to operate the new Tecnam P2010 for commercial pilot training. Its first aircraft was recently handed over to the company’s Managing Director Bartlomiej Walas (right in photo), who then flew ferried it from Tecnam’s Capua factory to Lodz in Poland via a fuel stop in Bad Voslau, Austria. “The introduction of the P2010 is a significant addition to our all-Tecnam training fleet that already includes five P2002JFs and two P2006T twins,” he commented, noting that the school has attracted not only Europe-based students, but also aspiring commercial pilots from Japan, Singapore and Mexico. Professor Luigi Pascale, Tecnam’s President and Head of Design (left in photo), said that he was especially proud of the P2010. “It was fifty years ago that we originally introduced a four-seat, single-engine, high-wing aircraft,” he noted. “I am delighted at the response from so many in the general aviation community, be they private owners or flight schools, who have appreciated the benefits of our all new innovative and affordable P2010.”

aerospace

https://www.speakingtree.in/blog/how-to-fly-drone-in-one-minute-only

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As we all know that drone ko udana bahut hi easy baat hai but we already know that it have various functions which is so difficult to handle. here are the some steps which you should follow before the drone udane se pehle. Hover in place. Hover and rotate the quadcopter. Rotate the quadcopter to different angles, and fly it left/right and forwards/backwards until you're comfortable flying a quadcopter without it facing the same direction as you. Fly your quadcopter in a square pattern. if you want to fly your drone easily then you should follow the easy steps with GPS tracker. One of the primary reasons we recommend learning to fly on a low-cost toy drone is that they do not offer an abundance of autonomous flight modes. There is no doubt that autonomy, especially the ability for a GPS-enabled drone to hover perfectly in place, makes flying extremely easy.When you get it you'll find that it's much easier to fly than you imagined. It takes about 5 minutes to learn - but a lot of practice and experience to become proficient.it takes only five minutes to solve the quiz easily.

aerospace

https://www.hobby-wing.com/zd550-pro-quacopter-combo.html

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ZD550 Pro quadcopter is the ugprade version of the previous ZD550. The folding parts/pipe clamps of the ZD550 Pro are made of all-metal material, and the thickness and holes of the upper and lower plates has been improved. Therefore, the take-off and landing of drone is more stable, and it is more resistant to land without shaking. It increases the safety of the aircraft and makes folding and folding more convenient. 8-hole motor mount, compatible with most of the motors in the market. - Umbrella folding structure with aluminum connector, high strength - 1.5mm 8 holes motor mount, compatible with most motors in the market - Dia. 20mm carbon fiber tube, more powerful --During the test, with 4s 10000mah battery, the flight time is about 20 minutes. - Item Model: ZD550 Pro - Material: Carbon fiber - Diagonal wheelbase: 550mm - Center board thickness: 1.5mm - Center board size: 150*150mm - Height between two center plate: 37mm - Landing Gear height: 260mm - Landing gear length: 10*330mm - Folding Size: 208x208x305mm - Weight: 675g Tarot 4006 620KV Brushless Motor · Designed for quad-copters and hex-copters, CNC processed, smooth surface and well-balanced · Brand-new turbofan cover, which provide good heat dissipation effect. · Rotor is made by neodymium iron boron, and stator is made by Epoxy resin, motor is well-balanced from factory, which solves vibration issue a lot. * Motor shaft is alloy steel applied. · Motor upper and lower cover are special bearing applied, which has advantages such as low frictional torque, low power consumption, impact resistance, strong radial support. The most significant feature of ARRIS Simonk 30A brushless ESC is that it has 400mm singnal wire and power cord, no need to add extra wires, which greatly reduce the triviality in wiring. - Weight: 25g - Size: 55 * 19 * 10mm - Continuous Current: 30A - Burst current: 45A - BEC Mode: OPTO - The applicable number of battery cells :2-6S TAROT 1355 Carbon fiber propeller - Root has unique design, which increases the strength and efficiency - 100% carbon TORAY 3K pure carbon fiber applied - Well-balanced from factory - Optimized propeller efficiency and loading stability ZD550 Pro 550mm 4 Axis Carbon Fiber Quadcopter Frame x 1 Tarot 4006/620KV Multicopter Brushless Motor x 4 ARRIS Simonk 30A 2-6S OPTO Brushless ESC x 4 Tarot 1355 Carbon Fiber High Efficient Propeller x 4 (2CW+2CCW) Note: You still need flight controller, radio and battery to make a complete drone.

aerospace

https://getyourpilotslicense.org/following-2016-tragedy-faa-mandates-medical-cert-for-commercial-balloon-pilots/

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After the 2016 balloon tragedy in Texas, in which all 16 aboard the craft perished after it hit power lines and caught fire, many people, even many in aviation, were shocked to learn that commercial balloon pilots don’t need to have a Class 2 medical. In fact, they don’t need a medical at all, at least not until today, that is. The FAA has adopted a rule requiring commercial balloon pilots to have a Class 2 FAA medical certificate. The disaster that precipitated the rule change was horrifying. On July 30, 2016, a balloon took off from a small airpark outside of Austin. There was the commercial pilot and 15 passengers aboard. Shortly after taking off on what was to be a one-hour flight, the balloon hit power lines and became engulfed in flames. All 16 aboard were killed. The NTSB investigation into the crash turned up a series of disturbing revelations, including that the pilot, Skip Nichols, chose to fly despite low ceilings and fog, that he continued the flight into fog (not legal) and above the clouds. The pilot was found to have been taking prescribed medications for depression and ADHD, either of which would likely have prevented him from getting a commercial medical certification, though, again, it was not required at the time of the crash. And the NTSB didn’t establish any connection between the medications and the decision-making process by the pilot. More pertinent to the investigation was the fact that the pilot had taken other drugs, including oxycodone and valium, both of which can cause poor judgment and motor control, though their use might not have been found during an FAA medical checkup. Also, Nichols had five convictions for impaired driving, which is something that could be found on an FAA exam and would almost certainly have disqualified the applicant. Nichols had also served two prison terms for his drug and alcohol use, but the FAA, which investigated him in 2013, according to a story in the New York Post, was unable to take legal action because three years had passed since his most recent infraction. Two years after the crash, the worst balloon mishap in United States history, Congress passed a law mandating that commercial balloon pilots have a valid FAA Class 2 Medical Certificate. After disasters, FAA proposes requiring Class II medicals for commercial balloon pilots.

aerospace

https://www.paddleyourownkanoo.com/2018/06/28/norwegian-introduces-guaranteed-flying-pay-for-gatwick-cabin-crew-after-staff-complaints/

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Mateusz Maszczynski is a serving international flight attendant with experience… In the last couple of years, Norwegian has embarked on a huge expansion at London Gatwick in the South East of the United Kingdom. The airline has become the second largest long-haul carrier at the airport and in the last week has announced even more routes that it plans to operate from London to the United States and beyond. In the past, Norwegian used to operate a fairly innovative scheduling system for its cabin crew whereby they might spend up to 10 days away from home. In order to maximise their rosters, Gatwick-based cabin crew could find themselves flying between the United States and several points in Europe before finally returning home. For example, a crew member could start with a flight from Gatwick to Chicago and then after a 24-hour layover, fly from Chicago to Copenhagen. After a rest in Copenhagen, they then could have flown to New York before flying back to London Gatwick. As the airline has expanded and its cabin crew workforce has grown with it, that unique rostering system is no longer needed. Instead, Gatwick-based cabin crew no longer operate flights between the United States and any other European airport apart from Gatwick. Essentially, Norwegian’s cabin crew community in London has been scaled to such as extent that the airline can maximise crew rosters with single trips that last between 3-4 days at a time. That, however, has caused some problems with the amount of money that cabin crew can expect to earn. Norwegian pay cabin crew a basic wage and then ‘flying pay’ which is an hourly rate which is paid between the time they check-in for a flight and then return to base. But one of the biggest complaints we’ve heard from serving Norwegian crew is they don’t get rostered that many flights per month. This has become an even bigger problem because the airline makes use of wet-leased aircraft to fill some of its schedule (whereby the plane and crew are provided by another airline). To address those concerns, OSM Aviation, which is a third-party company which employs cabin crew on behalf of Norwegian has developed a new pay structure for Gatwick-based crew. Here’s what it looks like: - Basic pay of £900 per month - Guaranteed flying pay of £280 for the first 55 block hours - Hourly rate of £7.00 once you’ve exceeded the 55 block hours Therefore, cabin crew can expect to earn a minimum of £1,180 per month – even if their roster is bare. Now, it’s worth pointing out that within the European Union, cabin crew are only allowed to work a maximum of 900-hours per year. That works out to around 75 flying hours per month which does limit the amount you could potentially earn over the guaranteed rate. Based on our estimates, crew with a particularly generous roster could have the potential to earn between £500 – £600 on top of the guaranteed rate. Bringing the total to between £1,680 – £1,780. In addition, cabin crew also receive a per diem allowance of approximately £45 per trip as well as free breakfast at all crew hotels. Like many airlines that operate the Boeing 787 Dreamliner, Norwegian has been suffering extensive issues with maintenance of the Rolls Royce engines. This has meant the airline has been forced to ground some planes for extended periods while extra checks are carried out. The guaranteed take-home pay certainly goes a long way to address the financial suffering that some crew may have found themselves in although its worth pointing out that it may not always be possible to earn much more than the promised minimum wage. Mateusz Maszczynski is a serving international flight attendant with experience at a major Middle East and European airline. Mateusz is passionate about the aviation industry and helping aspiring flight attendants achieve their dreams. Cabin crew recruitment can be tough, ultra-competitive and just a little bit confusing - Mateusz has been there and done that. He's got the low down on what really works.

aerospace

https://www.dronesforsalereview.com/best-drones-2020/

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Best Drones 2022 – review of the top 10 drone models for 2022. These excellent drone models were designed by the companies; DJI, Holy Stone, Potensic & Snaptain. The drone market took to the skies in 2015 when the Federal Aviation Administration approved hundreds of new exemptions for drone operators to use drones in business applications. The consumer market followed, and drones are now available at affordable prices for everyone. In fact, there are so many brands and models that it’s difficult to choose. This list of the top 10 drones for 2020 can help you choose the best drone for your needs. Criteria Used in the Review Price, features, ease of operation and reliability for commercial use are all factors, but a high cost-value score is the most important consideration. After all, most people prefer to save money when they can, but others want the best quality or the cheapest price. Drones fitting all these categories are included in the list: 1. Holy Stone HS720 Drone The best drone for 2020 is the perfect example of getting the maximum cost-value in a drone. The Holy Stone HS720 Drone receives 4.7 out of 5 stars on Amazon. The drone comes with an incredible array of high-tech features that include: – Foldable design for easy travel – 2K FHD camera that shoots 2048 X 1152P images and videos with image stabilization tech – 90° adjustable lens – 5GHz FPV transmission – Automatic return home feature – Follow me feature – 26 minutes of flying time – Battery level and GPS coordinates shown on display screen – Extended control range The range of the HS720 is an impressive 1,600 meters and 914 meters of altitude. The can transmit live streams, but doing so reduces the maximum altitude to 800 meters, or 2,624 feet, which is still impressive and highly beneficial for filming landscapes ,geographic features, buildings, etc. This drone takes the top spot for its cost-value profile, flexibility and ease of use. The controls are simple and intuitive, and it only takes one click to send the drone off or land it. The only major drawback is the battery, which takes 5 to 7 hours to charge. Fortunately, you can buy the Holy Stone Spare Battery for HS720 GPS Quadcopter Drone to have a charged replacement waiting. Holy Stone is one of the top drone manufacturers that produce bargain-priced drones, and the cost-value profile of this particular model makes it the top choice of the year.back to menu ↑ 2. DJI Mavic 2 Pro Drone The DJI Mavic 2 Pro Drone is number 2 and the top choice among more expensive drones. DJI Mavic enjoys the reputation as the foremost manufacturer of easy-to-fly drones and drones with superior aerial photography systems. Ideal for commercial use, the Mavic 2 Pro Drone fulfills the needs of business professionals and the most experienced drone enthusiasts. The pros of the drone system include its power and the buyer’s choice between a fully integrated 2x optical zoom lens and a Hasselblad-developed Pro lens. Comparing the Mavic 2 Pro Drone’s camera system with others is a no-brainer. DJI clearly wins the battle with an aperture of 2.8 and shutter speed of 1/800 to reduce motion blur. The high-quality zoom or optical lens reproduces clearer images than other drone cameras, and the camera has a manual focusing option. Other benefits of the drone include: – Advanced signature technologies from DJI that include the sensing system, intelligent flight battery, remote controller, landing lights and waterproof carrying case – Signal booster – PGY ND Filters and pad holder – 128GB micro SD card – Excellent noise characteristics due to the low frequency and quieter operation – Longer battery life than most drones – up to 30 minutes of flight time The cons of the Mavic 2 Pro Drone include its steep $2,200 price tag, which is not affordable for most casual users, hobbyists and children. The drone could use additional internal memory, and the system eliminates the CDI aspect ratio. The drone received an average rating of 4.9 out of 5.0 on Amazon, and it only misses the top spot because of its price.back to menu ↑ 3. DJI Spark Mini Drone The DJI Spark Mini Drone comes in Lava Red and other signature colors, and it really sparks up your drone flying time. The high-performance camera captures astonishing photos and videos, and the model offers many signature DJI technologies that include Intelligent Flight Modes for outstanding speed and precision control. In TapFly mode, you can control your flight on your phone screen. The drone’s 2-axis gimbal reduces shakes and rolling, and the camera system features a f2 2.6-wide lens with a 25 mm focal length. The lightweight, aerodynamic engineering speeds the drone through wind and weather resistance. The DJI Spark Mini Drone comes in Lava Red, Alpine White, Sunrise Yellow, Meadow Green and Sky Blue. The drone system only costs about $350, and it’s a good alternative to the high price of the DJI Mavic 2 Pro Drone. The Spark has many of the great DJI features. The pros and cons of the DJI Spark Mini Drone include – 12 megapixel internal camera – Can be used with the controller or your phone, but phone use reduces battery life – Special modes that open with a tap – Simple control without using a controller – Ability to take stunning photos and videos in the Intelligent Flight Mode – Automatic editing templates – Starts and rises instantly when seeing your face with FaceAware Mode – Recognizes and tracks people and objects with ActiveTrack – Ability to fly indoors with ActiveTrack – Easy portability because the drone only weighs 300 grams – Limited 1080P taping – Short battery life – Limited flying and hovering times – No support for high frame rates The Spark can be controlled with hand gestures, a cool feature that younger users will love. The range of intelligent flight modes, durable construction, lightweight design and affordable price make it the third choice our list.back to menu ↑ 4. Holy Stone HS120D Drone Number 4 on the list is the Holy Stone HS120D Drone, which is the second least expensive at $140. The HS120D packs a lot of punch for a low price, and it’s one of two drones in the list that are perfect for beginners and children. The 1080P full HD camera captures clear still photos and stable videos if you’re not looking to win a photography contest or filmmaking prize. The drone earns 4.4 stars out of 5 on Amazon reviews. The benefits of choosing the HS120D include: – TapFly function to draw the drone’s flight path on your phone screen – 75° adjustable wide-angle lens – Follow Me mode that makes the drone follow you while freeing your hands – GPS positioning for safer flying – Altitude hold, Headless Mode and One Key Start/Landing functions made flying extra easy – 18 minutes of flight, which is double what similarly priced models offer – FPV live video feed that allows you to view video taping n real-time up to 300 meters from your position – Upgraded real-time transmission The disadvantages of the HS120D include: – Short battery life – Initial setup can be frustrating – Must download app to receive images on your phone Overall, the HS120D Drone strikes a balance between low cost and a wealth of flying features. The drone has a good cost-value percentage for use by children, beginners and hobbyists.back to menu ↑ 5. Holy Stone HS100 Drone The Holy Stone HS 100 is reasonably priced at $162. The drone’s larger body, special control features and powerful motors help to keep the drone steady in strong winds and adverse weather. It’s simple to use for beginners because all you have to do is press the One Key Takeoff/Landing button to rise to a predetermined height or come in for a perfect landing. The flying time is 15 minutes, and the battery can control the drone up to 500 meters away. The 1080P 120° FOV FPV camera has a 90° adjustable lens to take great photos and high-quality videos that you can view in real-time from the remote control unit. The pros of the drone include: – Follow Me Mode for hands-free flying – 15 minutes of flying time – One click takeoff and landing convenience – 2500mAh high-performance battery – GPS return-home feature The disadvantages of buying the Holy Stone HS100 Drone include: – There are some connectivity problems with this model. – The 720P camera doesn’t match the quality of other Holy Stone models. – The charging times can run between 3 and 4 hours. Despite these problems, the model features tons of high-tech features and a high score when you assess its cost-value ratio. The battery problem can be solved with backup batteries.back to menu ↑ 6. DJI Mavic Air Drone The DJI Mavic Air Drone joins the listing of the highest rated drone models in the number 6 position, primarily based on the strength of its camera that films in high-bit-rate UHD and captures still photos in HDR and Panorama modes. The system also supports Raw and JPEG applications, which makes it ideal for professional videotaping and commercial services. The price is less than half of the DJI Mavic 2 Pro Drone, the number 2 drone, and the drone’s compact size makes it easy to fold for storage and travel. The Mavic Air Drone is the smallest drone that DJI manufactures and weighs less than an iPad. The colors of the Drone include Arctic White, Onyx Black and Flame Red. The pros of the drone Include: – Small size – Ability to control the drone with hand gestures – 2.5 mile control range with the remote, but only 262 feet when using phone control – Detachable control stick for storage – Ability to attach your phone to the drone for a first-person view – Detachable Lightning, micro USB and USB-C cables The cons of the Mavic Air Drone include: – High price that makes it unsuitable for children and beginners – No support for USB charging – Flight limited to 18 minutes The Mavic Air has many of the features of the more expensive Mavic 2 Pro Drone at about one-third of the price. It’s a great choice for filming aerial landscapes for commercial purpose.back to menu ↑ 7. DJI Phantom 3 Drone The DJI Phantom 3 Drone is slightly more expensive than the Mavic Air, but the cost-value ratio is judged as slightly less than that of the number 6 choice. The DJI Phantom, however, has some extra features that many enthusiasts are willing to pay an extra 50% to receive. These include an extra battery, remote control recharger and hard case for travel. The DJI Phantom also features 4k UHD video recording for stunning, commercial-grade videos, but the Lightbridge streaming feature allows you to view live action in 720P while the full HD version is saved to the SD card. The pros of the DJI Phantom 3 include: – Easy to operate – Built-in GPS function – Stabilized 3-axis gimbal for the steadiest videos and clearest photos – 20 mm wide angle lens – Return-home function – Automated flight modes for flying convenience The cons of the DJI Phantom 3 include: – High price tag – You can’t fly the drone within 15 miles of the White House. – The battery life is limited, so get backups. – The wide-angle lens sometimes generates edge distortion. The Phantom 3 delivers an incredible flying experience and superior photos and videos for enthusiasts and commercial users.back to menu ↑ 8. Potensic T25 GPS Drone The number 8 pick for 2020 makes an ideal big-ticket gift for children and drone enthusiasts of all ages. The Potensic T25 GPS Drone is priced at $180, which brings into range for most drone aficionados and gift-givers. The drone comes with a 1080P HD camera with an incredible 20° FOV and 75° adjustable wide-angle lens for filming more stable videos and blur-free photos. The benefits of buying this drone include an easy learning curve for beginners. The drone is equipped with dual GPS+9-axis gyro space that makes the drone hover while standing still. Other pros of the drone include: – High-quality images – Return-home function that engages automatically when the signal is lost or battery is low – Altitude hold available optionally – Up to 300-meter control range – Farther and Broader function enables you to fly farther and see broader – Follow Me function The cons of the drone package include: – Some features are optional – Short battery life – No SD card included The advanced features and excellent camera system raise the cost-value profile of this drone so that it’s worth every penny you spend.back to menu ↑ 9. Potensic D80 RC Drone The Potensic D80 RC Drone is designed for adult use of people over the age of 25. The drone is one of the fastest on the market, so the pilot needs some experience to fly the drone safely. It’s an affordable choice for drone enthusiasts who want some of the most exciting flight time and best quality filming. The system supports 5.0GHz Wi-Fi for zero-latency transmission and transmits 1080P videos up to 500 meters. However, you will need an SD card and a phone that supports 5G technology. The benefits of the Potensic D80 RC Drone include: – Return-home function – Powerful, brushless motors for greater life expectancy and quieter operation – Flight time of 20 minutes – Maximum speed of 40km/h – Orbit Mode for taking selfies – Long flight range – Stylish design – Replaceable modular battery The cons of the drone system include: – Long battery charging time – Difficult learning curve, so it’s better for experienced drone pilots – No obstacle avoidance system The D80 RC Drone is an excellent choice for experienced pilots. At a cost under $200, you can afford to buy it for yourself or as a gift.back to menu ↑ 10. SNAPTAIN S5C Drone The tenth choice is the SNAPTAIN S5C Drone. It’s the lowest priced drone in the list, and it’s exceptionally user-friendly. You can draw a line on your phone, and the drone will follow the flight path. The ideal choice for beginners, the S5C drone offers these benefits: – Smart voice control – Altitude hold – Gravity sensor function – One Key Take-Off and Landing – Compatible with VR headsets – Video transmission up to 80 meters – Advanced features for a low price – Obstacle sensors to power an avoidance system – Ability to do flips – Fluid connection through the company’s app The cons of the S5C drone include: – No SD card included – Flights that are risky in bad weather due to instability in windy conditions The final choice in the top 10 list meets all the criteria for beginner drone flying: low cost, user-friendly operation, a short learning curve and automated safety features. Choose any of above drones for superior quality and a good cost-value profile, based on your pricing and quality preferences, commercial needs and your level of experience.

aerospace

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La Porte Municipal Airport (IATA: LPO, ICAO: KPPO, FAA LID: PPO) is a city-owned public-use airport located three miles (5 km) south of the central business district of La Porte, a city in La Porte County, Indiana, United States.Although most U.S. airports use the same three-letter location identifier for the FAA and IATA, La Porte Municipal Airport is assigned PPO by the FAA and LPO by the IATA. The airport's ICAO identifier is KPPO. == Facilities and aircraft == La Porte Municipal Airport covers an area of 188 acres (76 ha) which contains two asphalt paved runways: 2/20 at 5,000 x 75 ft (1,524 x 23 m) and 14/32 measuring 2,800 x 60 ft (853 x 18 m).For the 12-month period ending December 31, 2005, the airport had 15,416 aircraft operations, an average of 42 per day: 99.7% general aviation and 0.3% air taxi. There are 78 aircraft based at this airport: 91% single-engine, 5% multi-engine and 4% jet. (Airport Infos by Wikipedia) This app shows satellite views of random airports. Its aim is to introduce you to the variety of airport structures embedded into the landscape. This app is based on the Google Maps API, which on the one hand provides a powerful programming interface for web-based mapping applications, and on the other hand opens access to high quality satellite imagery for places all over the world. The backend is realized in Python with the help of the excellent Flask micro framework. The locations of airports have been imported from the public domain data provided by the aviation enthusiasts at OurAirports.com. The app displays randomly selected airports of the categories 'large_airport','medium_airport' and 'small_airport' for which runway coordinates are available. Furthermore, the user interface incorporates icons from Font Awesome and fonts from Google Fonts. This is brought to you by me, Florian Pigorsch. Feel free to contact me via mail. The source code of this app can be found at Github. Random Airports has been featured on several websites including Here's a list of 10 random airports:

aerospace

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NCA Cargo making a rare mid-day departure. Departing on Runway 33, very warm for March. [1500px] Latest Air China's 747-8I on her first flight Morning departure off RWY 4L Tiny decal JOE SUTTER, FATHER OF THE BOEING 747 just right up above the front landing gear on the fuselage. CARGOLUX 444 just pushed back, taxiing to rwy 07R and heading to Luxembourg via A... (more)

aerospace

https://www.dragbike.com/brock-davidson-to-fly-on-spacex-rocket/

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Brock Davidson to Fly on SpaceX Rocket Brock Davidson has received the golden ticket of space travel: a seat in SpaceX’s Dragon spacecraft. Brock will ride on top of a Dragon Rocket, in what will be the world’s first all-civilian spaceflight scheduled to be launched in the fourth quarter of 2021. The flight is being funded by internet billionaire Jared Isaacman. The four seats available will be awarded to members of the aerospace community via a lottery. Although best known for his work in the motorcycle performance aftermarket, Brock also serves on the technology board of aerospace company Nimblewise Research Inc. Brock’s path to the aerospace industry is an interesting one. It came on the heels of a series of spectacular explosions of SpaceX’s latest prototype rocket dubbed Starship. Starship, which is designed to travel to Mars, has been in development since 2012. The recent explosions, jokingly call “rapid unscheduled disassembly” by SpaceX engineers have made news highlights. One of the first was due to a faulty nitrous purge valve. Through a series of improbable events, Brock provided a solution to the problem. One of SpaceX’s engineers, Frederick Weibehosen has been involved in motorcycle drag racing aftermarket and recalled the series of explosions Brock suffered when trying to develop nitrous injection on a motorcycle EFI system for the AMA/Prostar 750 SuperBike class in the late 1990’s. “I remember thinking back when this happened that the rider was an idiot,” said Weibehosen. “Then I explored Brock’s ‘Tech Talk’ videos and realized he is a mad genius scientist. I knew he’d be able to he could help us with our problem.” Brock was shocked when the call came in. “Never in my wildest imagination did I think that things I learned while playing with nitrous would help with a space flight,” said Brock. “It turns out releasing cold, compressed, oxygen-bearing gas into a hot vapor-fueled chamber is a tricky problem,” Brock continued. “While the pressures involved in a rocket engine are much more extreme than a sportbike airbox, the theory is the same.” When the SpaceX engineer Weibehosen suggested contacting Brock to the management of Nimblewise, they initially balked thinking Brock would be of little help. Then one of Nimblwise’s engineers googled Brock’s Performance and saw they produced “Alien Head” products and he assumed Brock’s was already in the space flight business. They were also dazzled with his “test flight” explosions aboard his 750 Superbike over two decades ago. This set off a series of phone calls during which Brock was able to help solve the rocket engine problem. Nimblewise was so impressed with Brock that they put him on the “Rapid technical Solutions Board” to help address future issues. As a bonafide member of the aerospace community, Brock was automatically entered into the lottery for the seat on the space flight… and he won! “I was blown away when they informed me that I won the seat on the flight,” said Brock. “It’s not something that happens every day.” One of the perks of the deal is that Brock has been working on a new exhaust prototype with SpaceX engineers that will be a game-changer. Brock will also be able to place an iconic blue “Brock’s decal” on the outside of the Dragon crew spacecraft. “It will be amazing advertising,” said Brock. “Not only for us but for our entire industry.” “It will be a small step for Brock, but a giant leap for motorcycle drag racing,” he said. About Brock Davidson: Brock’s Performance leads the way in sportbike innovation for acceleration addicts. From exhaust systems to wheels, this championship-winning company designs, builds and sells more than 3000 products that make it easier and safer for racers and street riders to reach record-breaking results through a never-ending process of research, development and track testing. For more information about Brock’s Performance parts, go to BrocksPerformance.com or call 937-912-0054.

aerospace

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Look up the flight status info of any flight in North America and see live flight tracking maps with FlightView's real time flight tracker. ... Help. Airline. Flight Number. Departing Date. Let Flight Tracker find a random flight for you! Tracking 8,027 airborne aircraft with 532,223,415 total flights in the database. ... FlightAware offers displays of airborne special humanitarian relief flights such as Use FlightStats' real time flight tracker to track a flight to its destination. Free, live flight tracker and flight status app from FlightAware for Android! This app allows you to track the real-time flight status and see the live map flight track Best Flight Tracker with Live Tracking Map for over 12000 Aircrafts. Track Airport Departures, Arrivals & Delays across the world with ADS-B Tracking. Flightradar24 is the best live flight tracker that shows air traffic in real time. Best coverage and cool features! Feb 11, 2008 ... Here are a few websites which can make tracking flight information ... progress bar, and automatically updating map; but it also integrates in ... Real time live up-to-the-minute live Flight Tracking Status, Reports and Notices of Delays and Cancelations for Global Passenger Carriers. United offers a variety of ways to keep up to date on your travel schedule with our online flight status tools. Receive flight status via e-mail or text enabled mobile ... Review flight status by flight, by destination, or enter information on travel destination and get flight tracking information in an instant.

aerospace

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Boeing isn't taking its loss of a $35 billion military contract to Northrop Grumman and Airbus lying down, Reuters reports. A company vice president said he was "as confident as he could be" that Congress would overturn the Air Force's decision to buy refueling tankers from Boeing's European rival. The firm charges that the Air Force broke federal and military rules in the decision-making process and ended up choosing a riskier plane than Boeing was offering. Boeing's protest called the choice "fundamentally unfair not only to Boeing, but to the warfighter and the American people." Congressional auditors have 100 days to change the decision. A Northrop spokesman said he thought Boeing's chances of winning a rematch were low—and wondered why Boeing had waited until it lost before attacking the decision-making process.

aerospace

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Rolls-Royce is looking to offer a more localized engine maintenance service to its military customers. The company believes that a network of service centers located at the main operating air bases could help to streamline engine maintenance by putting expertise on the customer’s doorstep. So the aero-engine manufacturer is testing the idea with the opening of such a service facility at RAF Marham in the U.K., where the company is responsible for providing support for the RB199 engine ... THIS CONTENT REQUIRES SUBSCRIPTION ACCESS You must have an Aviation Week Intelligence Network (AWIN) account or subscribe to this Market Briefing to access "Rolls-Royce Plans Localized Services For Military Customers". Current Aviation Week Intelligence Network (AWIN) enterprise and individual members: please go to http://awin.aviationweek.com for access. Not currently a subscriber? Click on the "Learn More" button below to view subscription offers.

aerospace

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AFWERX, the innovation arm of the Department of the Air Force and a directorate within the Air Force Research Laboratory, is accepting applications for its upcoming spring Traditional Fellowship Program through Jan. 5, 2024. Fellowships are open to all ranks of the Air and Space Forces, Reserve, Guard and government civilians. (Courtesy graphic) No camera details available. This photograph is considered public domain and has been cleared for release. If you would like to republish please give the photographer appropriate credit. Further, any commercial or non-commercial use of this photograph or any other DoD image must be made in compliance with guidance found at which pertains to intellectual property restrictions (e.g., copyright and trademark, including the use of official emblems, insignia, names and slogans), warnings regarding use of images of identifiable personnel, appearance of endorsement, and related matters.

aerospace

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The Bruce Murray Space Image Library Click to view full image NASA / JPL Most NASA images are in the public domain. Reuse of this image is governed by NASA's image use policy. Explore related images: Curiosity (Mars Science Laboratory), Views of the Rosetta landing site (low sun) Soyuz MS-01 crew MAHLI image of Mojave, sol 809 Aquila in Serpens Possible Titan lakes and drainage channels MAHLI images of Rocknest, Curiosity sols 56 and 58 Become a member of The Planetary Society and together we will create the future of space exploration. Support the Bruce Murray Space Image Library and help us share the wonders of other worlds.

aerospace

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Indonesia’s National Transportation Safety Committee (NTSC) has opened an investigation into a tail-strike incident involving a Garuda Indonesia Boeing 737-800. The aircraft (PK-GNM) was operating flight GA532 from Jakarta to Banjarmasin on 7 August when the incident occurred. At around 14:40 local time, as the aircraft passed the runway threshold just before touching down Banjarmasin airport, the pilots noticed that Enhanced Ground Proximity Warning System alerts were sounding “faster than normal”. As the aircraft touched down it “bounced with high pitch”, and the crew called for a go-around. The tail-strike occurred as the aircraft rotated to perform the go-around. According to the NTSC, air traffic controllers at Banjarmasin’s Syamsudin Noor airport saw “sparks on the runway” from the tail-strike, and called for an inspection after the aircraft took off. The aircraft landed at the airport after checks found no objects on the runway. Inspections revealed that the aircraft’s aft-fuselage skin was scratched and its tail-skid damper was damaged. No injuries were reported among the 150 passengers and crew members. Investigations are ongoing, says the NTSC, which did not indicate a timeline to conclude its probe. Since the incident, Garuda has issued notices and safety bulletins to its employees about the causes of tail-strikes, and how to prevent them. According to Cirium fleets data, the 737 was delivered to Garuda in August 2014. The aircraft, which is powered by two CFM International CFM56-7B26E turbofans, is owned and managed by Air Lease Corporation.

aerospace

http://blog.covingtonaircraft.com/2011/01/07/the-global-reach-of-covington-aircraft/

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Aviation allows us the freedom to travel, the ability to pick up and fly to anywhere in the world we choose to go. Add that option to the growing globalization forces, and you have increasing aircraft engine repair and aircraft engine maintenance done overseas. At Covington Aircraft, we’re committed to helping our international customers in just the same way we would our neighbors down the street. There are now more PT6A engines in international markets than there are in the United States, which adds up to more engine repair and overhaul needs for our international customers. Since we do almost as much international business as we do domestic, we’ve made it a point of focus to be sure that Covington’s Core values will be represented to all of our customers. Our Core Values: Regardless of where you live in the world, Covington’s four core values; Integrity, Affordability, Dependability, and Quality Service, most likely matter to you. These values transcend any one culture or locale. We have people around the world flying aircraft powered by Covington engines, and we always treat our international customers with the same kind of care as our customers in the US. Most recently we’ve worked with the German Airlines Lufthansa and Cessna Caravan on their aircraft maintenance needs abroad. No International Rates We offer the same great rates to our international customers as we do to our domestic partners. If we’ve quoted a customer a price and we find out that we were able to do the job at a lower price, we will charge the customer a lower price. To us, it doesn’t matter if you are in Siberia or in suburbia, doing what’s right for our customers is what sets us apart from our competition. It’s a global world, and Covington is here to do right by our customers. Wherever you do business, you have to practice what you preach, and at Covington we always go above and beyond our customers’ expectations. [gravityform id=”2″ name=”Contact Us – Call (918) 932-3993″]

aerospace

https://50skyshades.com/video/manufacturer/be-200-the-amphibious-aircraft-continues-its-energetic-fire-extinguishing-in-greece

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Rostec denies the Be-200 aircraft engine failure when firefighting in Greece. The amphibious aircraft continues its energetic fire-extinguishing in the country. When performing the firefighting mission in Greece, the aircraft happened to have the engine sensor on. To assess the issue, the aircraft landed in a regular mode, with both engines running and no functions deteriorated. A brief review of the aircraft systems and units confirmed the engine’s full functionality, upon which the aircraft resumed its mission. In the nearest future, the aircraft will have its regular maintenance stipulated by the firefighting contract. During the work on extinguishing fires in Greece, the Russian Be-200 amphibious aircraft flew more than 100 hours. The crew, now working in the "fire brigade" mode, flew 36 missions to eliminate the most difficult natural fires in 7 regions of the country, including the islands of Crete and Rhodes.

aerospace

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During the height of NASA’s shuttle program, some commentators occasionally asked the question: Is space travel becoming too routine? Had we stopped paying enough attention? I think they were nostalgic for the heady days of the Apollo program when every flight was an event, every mission marked a milestone, and ticker tape parades for astronauts were the norm. We’ve gotten to a point where orbital missions don’t even make the evening news. Every time I’ve heard this question—Is space flight becoming too routine?—I think: But that’s exactly what we want! We want space travel to become entirely routine, so we don’t even think of it anymore! Aren’t we aiming for a point where we, the ordinary public, don’t pay any more attention to the launch of an interplanetary ship than we do the daily flights leaving our local airport? Why yes, I’m spending a couple of weeks on holiday on the Moon, I’ve always wanted to try low-gravity hang gliding. Excellent, sounds like an amazing time, upload the pictures. Or, “I’m going to study abroad at Ceres Academy, Mom!” “All right dear, have fun!”

aerospace

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Women have served in the Royal Air Force throughout its 100 year history though the fight for equal opportunities took almost as long. The capital’s RAF Museum has welcomed visitors to new galleries for the first time following a £26million makeover. The RAF’s next generation are playing a vital role in the service’s 100th anniversary celebrations. One hundred days after the Royal Air Force’s official 100th birthday, the service is to stage a spectacular one off event. This year Britain’s youngest armed service marks its centenary anniversary.

aerospace

https://flighttrainingcentral.com/2020/02/video-flying-the-mach-loop-at-250-feet/

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https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2020/02/05171416/Screen-Shot-2020-02-03-at-4.13.14-PM.png 444 796 studentpltnews https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png studentpltnews2020-02-21 09:21:192021-06-08 19:23:07Video: flying the Mach Loop at 250 feet Video: flying the Mach Loop at 250 feet 1 min read The Mach Loop is a stretch of valleys in Wales that is famous for its low-level training flights. Photographers can stand on a ridge and watch airplanes flying below them. That’s a great view, but even better is this video: you’ll ride in the back seat of a Typhoon flying at 500 knots and pulling over 5 Gs, all while staying below the tops of the hills. It’s thrilling stuff, but requires intense concentration and serious training. Video courtesy of Antony Loveless. Latest posts by studentpltnews (see all) - Round-Dial or Glass, Which Is Right for Me? - May 30, 2023 - 5 flight training myths - May 20, 2023 - What’s the best time of year for pilot training? - May 17, 2023

aerospace

https://iasbaba.com/2022/07/james-webb-space-telescope-2/

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In News: NASA has revealed some stunning images of the universe taken from its James Webb Space Telescope. NASA Webb space telescope images: - The first image from the Webb has been shared from NASA’s Goddard Space Centre and is the same deep field image of SMACS 0723. - Some of the cosmic objects in the image are pictured as they were 13.1 billion years ago. - The second image is a spectrum of the gas giant planet WASP-96b, located nearly 1,150 light-years from Earth. - This is the first spectrum of an exoplanet taken by Webb. - It reveals wavelengths that haven’t been revealed before. The spectrum reveals tell-tale signatures of water vapour on the planet. - The third image is a near-infrared image of the Southern Ring Nebula or the “Eight-burst Nebula,” a planetary Nebula surrounding a dying star. - The fourth image is an enormous mosaic of Stephan’s Quintet and the largest image taken by Webb to date. - The image shows the dramatic impact of huge shockwaves as one of the galaxies smashes through the cluster. - It also shows a black hole in the Quintet at a detail never seen before. - The last and final image released by NASA shows a star-forming region in the Carina Nebula called NGC 3324, and its “mountains” and “valleys” speckled with glittering stars. - Captured in infrared for the first time by Webb, the new image shows previously invisible areas of star birth. What is NASA’s James Webb Telescope? - The telescope has been in the works for years. - NASA led its development with the European Space Agency (ESA) and the Canadian Space Agency. - It was launched aboard a rocket on December 25, 2021, and is currently at a point in space known as the Sun-Earth L2 Lagrange point, approximately 1.5 million km beyond Earth’s orbit around the Sun. - It is a giant leap forward in our quest to understand the Universe and our origins, as it will examine every phase of cosmic history: from the Big Bang to the formation of galaxies, stars, and planets to the evolution of our own Solar System. Source: Indian Express

aerospace

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Much of Myrtle Beach used to be a huge military facility: Myrtle Beach Air Force Base. First built in 1940, the airbase was the former home of the 354th Tactical Fighter Wing (currently in Eielson Air Force Base, AL), and was an Air Force training facility. It also served as one of the bases protecting the Eastern Seaboard during the Cold War. It's not unusual for the military to close bases--they had a lot of them during the tense times of the Cold War. Instead of leaving them to be reclaimed by Mother Nature, however, they hand the premises over to the local government for civilian use. Among the few remnants of the airbase today is the runway, which has now become part of the Myrtle Beach International Airport. The rows of homes that dot what is now a true suburban area stand on land once used for military training. Someone unfamiliar with the place’s history will hardly have any clue on its military past, what with its current features and amenities that include an aerospace and technology business park, a booming commercial district teeming with upscale shops and establishments, and facilities for higher education. The community that Myrtle Beach has become is now being touted as an exemplary showcase of how abandoned military facilities can be successfully converted into civilian use.

aerospace

https://www.cheapflightsdeal.net/flights/birmingham-shuttlesworth-international-airport-bhm/minneapolis-st-paul-international-airport-msp/

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Atlanta to Minneapolis flight Atlanta to Birmingham flight Los Angeles to Minneapolis flight Los Angeles to Birmingham flight Chicago to Minneapolis flight Chicago to Birmingham flight Dallas to Minneapolis flight Dallas to Birmingham flight New York to Minneapolis flight New York to Birmingham flight Denver to Minneapolis flight Denver to Birmingham flight IATA : MSP ICAO : KMSP Airport Type : Public City : Minneapolis State : MN City Served : Minneapolis Country : United States Country Code : US Continent : North America Time Zone : America/Chicago Latitude : 44.883016 Longitude : -93.210922 Elevation : 841 Feet JDT - Minneapolis Downtown Heliport - Minneapolis, United States - 13 miles STP - St. Paul Downtown Airport - Saint Paul, United States - 15 miles FCM - Flying Cloud Airport - Minneapolis, United States - 17 miles MIC - Crystal Airport - Minneapolis, United States - 23 miles SYN - Carleton Airport - Stanton, United States - 37 miles Hartford Birmingham Billings Bismarck Bemidji Bloomington Nashville Boise Boston Brainerd Buffalo Baltimore Belgrade Paris Cedar Rapids Cleveland Charlotte Columbus Cancun Cincinnati Wausau Dayton Washington Denver Dallas Dickinson Duluth Des Moines Detroit Newark There are Few Direct/Connecting flight(s) operating from BHM to MSP. cheapflightsdeal.net provides you the cheapest flights deal round the World. From Birmingham (Birmingham-Shuttlesworth International Airport) to Minneapolis (Minneapolis-St. Paul International Airport) total distancen is 855 miles. After Flight Booking, you can now Search Cheap Hotels in Minneapolis. Minneapolis Flights from the nearest Airports of Birmingham: St. Clair County Airport (PLR) to Minneapolis-St. Paul International Airport (MSP) Talladega Municipal Airport (ASN) to Minneapolis-St. Paul International Airport (MSP) Gadsden Municipal Airport (GAD) to Minneapolis-St. Paul International Airport (MSP) Huntsville International Airport (HSV) to Minneapolis-St. Paul International Airport (MSP) Montgomery Regional Airport (MGM) to Minneapolis-St. Paul International Airport (MSP) How far is Birmingham to Minneapolis? Approx : 855 miles (1,375 kilometers) Airports in Birmingham. Birmingham-Shuttlesworth International Airport (BHM) Birmingham International Airport (BHX) Airports in Minneapolis. Flying Cloud Airport (FCM) Minneapolis Downtown Heliport (JDT) Crystal Airport (MIC) Minneapolis-St. Paul International Airport (MSP) Minneapolis Airport Timezone. Timezone of Birmingham (BHM) Elevation of Birmingham Airport Elevation of Minneapolis (MSP) How many Direct Flights from BHM to MSP?

aerospace

http://www.brite-pl.pl/index_en.html

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16 Febuary 2015, the pupils from first grade of elementary school of Przymierze Rodzin visited the Centrum Badań Kosmicznych. The young guest listened to interesting history, among others info about the planets, stars and satellites. They learnt the names of Polish astronomers and space researchers, then they viewed a model of the first Polish scientific satellites BRITE-PL. The pupils looked also to the clean-room and laboratories, where the Polish instruments intended for use in space, are build and tested. At the end of a visit all the guests took part in the workshop, during which each of them had built their own model of BRITE-PL satellite(...) Happy Birthday for Lem! On 21 November 2014, the first Polish scientific satellite BRITE-PL "Lem" celebrated its first year of operation in orbit. Within this year the spacecraft has completed 5270 orbits around the Earth and has travelled over 230 million kilometers since its launch. "Lem" operates as planned and performs a regular research and observations according to the BRITE mission plan. The photo on the left presents the part of sky with Orion constellation captured by the satellite's telescope, the Pleiades star cluster is shown on the part of the enlarged image. The 5th Forum of Mazovian Voivodship Development was held on 4-5 November 2014 at the National Stadiun. The organizer - Mazovian Unit of EU Programmes Implementation - has invited dozens of exhibitors-beneficiaries of EU programmes, for which dedicated exhibition position were set up. One of them presented the model of BRITE-PL satellite and other projects and research studies carried out in Centrum Badań Kosmicznych PAN especially in the Laboratory of Satellite Applications of FPGA. Mazovian Development Fund covered the infrastructure's upgrade and the purchase of specialized software and tools for the new Laboratory of Final Functional Tests of Space Instruments, where the first Polish scientific satellites Lem and Heweliusz have been built and tested. The Polish scientific satellites BRITE-PL "Lem" and "Heweliusz" were presented in the Centrum Badań Kosmicznych on 21 September 2014 under the 18th Science Festival. The both satellites have been already working in space. Visitors had the opportunity to learn more about the design of the satellites and to see a working model of the Polish dispenser "Dragon" that services the satellite "Heweliusz". The children were very happy to glue their own satellite models. All subsystems of the satellite "Heweliusz" have been successfully checked within the first week after its launch. Now the operating modes are under testing phase. Diplomats, scientists and journalists from Poland, China and other countries had a meeting on 20 August 2014 at the Polish Embassy in Beijing, to sum up the successful mission to launch Hevelius, a Polish scientific satellite, into the Earth's orbit by a Chinese "Long March 4B" rocket. The event's special guests included: Director of Centrum Badań Kosmicznych Polskiej Akademii Nauk - prof. dr hab. Marek Banaszkiewicz and Director of Centrum Astronomiczne im. Mikołaja Kopernika Polskiej Akademii Nauk - prof. dr hab. Marek Sarna, scientists and construction engineers from the both institutes, as well as representatives of the rocket's manufacturer - China Great Wall Industry Corporation (CGWIC) and Chinese Space Agency. On the first day in orbit Ground Station operating in CAMK established communication session with "Heweliusz" each time when it was in the range: three times in the morning and three times in the evening. The LFFT test (Long Form Functional Test) has been started today. The BRITE-PL team present in CBK on "Heweliusz" launch day is on the right. The first connection to "Heweliusz" was established at 10:02 am during the first pass of the satellite over Europe. The first signal from "Heweliusz" was received, which was quite strong and stable. Communication in both directions (up and downlink) was fine, practically without any downtime and delays. The House Keeping onboard computer (HKC) was switched on and housekeeping data was received. All the main operating parameters are OK. BRITE-PL "Heweliusz" satellite was seperated from Long March-4B rocket 14 minutes after launch. The second Polish scientific satellite was placed into orbit. |"Heweliusz" satellite operates on its orbit around the Earth!| On 19 August 2014 roku, the second Polish scientific satellite BRITE-PL "Heweliusz" was launched at 3:15:00 UTC (at 5:15:00 CET) by a Chinese Long March-4B rocket from the launch complex of Taiyuan Satellite Launch Center, 600 km on south-west from Beijing. The main contractor for the Chinese space program - China Aerospace Science and Technology Corporation (CASC) - was responsible for rocket launching. Polish satellite BRITE-PL "Heweliusz" was launched according to a contract signed by the Polish consortium of the BRITE project and China Great Wall Industry Corporation (CGWIC). "Heweliusz" satellite joined on-orbit constellation of BRITE scientific satellites: two Austrian satellites "TUGSAT-1" and "UniBRITE", one Canadian satellite "Toronto" and Polish satellite "Lem". The photo on the right presents the covers removed from the "Heweliusz" receiving antennas 3 hours before the launch. Telescopes of BRITE constellation satellites have an aperture of 30 mm and they are considered to be the smallest telescopes operating on orbit. "Heweliusz" differs from other satellites of BRITE constellation a few relevant details: telescope designed in CBK and experimental payload, composed of devices that engineers from CBK have designed for another future space missions. These are among others: a small antenna boom and mechanism for securing and releasing the satellite subsystems. The anti-radiation cover has been aslo installed on "Heweliusz" to shield the CCD matrix from harmful space radiation. The shield was designed in cooperation with scientists from Silesian University of Technology in Gliwice, National Centre for Nuclear Research in Świerk and Institute of Nuclear Physics of Polish Academy of Sciences. Radio amateurs around the world will be able to track of "Heweliusz" in orbit due to the signal identifier sent from beacon. "Heweliusz" is already mounted on the rocket structure after testing all the subsystems. All of them work correctly. Tests of the cable connecting rocket with a satellite have been completed successfully. The satellite is ready to be launched. On Sunday August 10, the main payload - satellite Gaofen2 - will be assembled to the same mechanical structure where "Dragon" and "Heweliusz" are mounted. Now we are looking forward to August 19 - the date when China's famous Long March-4B carrier rocket will launch the Polish satellite. Heweliusz mounted in Dragon Satellite's transferto integration room Dragon mounted to rocket structure Heweliusz satellite on rocket structure Three boxes containing "Heweliusz"satellite, its dispenser "Dragon" and the equipment needed to test have already arrived from Beijing to Taiyuan Space Launch Center. The boxes have been washed and then the clean-room area has been arranged for tests "Heweliusz". In the morning, August 6, there was a meeting of Polish engineers and Chinese related parties represented by the CGWIC (contractors), SAST (rocket designer) and TSLC (rocket operators). The plan of testing was agreed: on Saturday, August 9 the installation of our payload (Heweliusz in Dragon) on a rocket should be completed. On Thursday the significant part of the Long Form Functional Test (LFFT) procedure was finished successfully for satellite subsystems. On Friday, several tests were carried out at the main test procedure (solar panels, reaction wheels, star tracker) and checking Polish experimental payload. A few photos from the clean-room in Taiyuan: Dragon with Heweliusz LFFT tests (credit: CGWIC) In the evening August 4, after customs clearance "Heweliusz" satellite arrived to Beijing. All the tests of "Heweliusz" and its dispenser "Dragon" have already been completed in CBK. Currently, the two instruments are packaged and they will start their journey from Warsaw to Chinese launch base Taiyuan on 3 August. The launch of the Polish satellite is scheduled on 19 August 2014 from Taiyuan. On 19 June 2014, two Canadian satellites of BRITE constellation: "Toronto" and "Montreal" were launched from Yasny, Russia on a Dnepr launch vehicle. They joined in space three other BRITE satellites: two Austrian (in space from March 2013) and the Polish satellite "Lem" (from November 2013). The second Polish satellite "Heweliusz" is subjected to final tests in the "clean-room" in our institute. Soon it will be packaged and will be departed for China on Taiyuan launch base from where it will be launched by Long March 4B rocket. The Chinese announced that satellite's launch will be performed not earlier than mid-August. On 11 June 2014, the first day of the meeting of the 57th session of the Committee on the Peaceful Uses of Outer Space (COPUOS) on permanent exhibition dedicated space at the headquarters of the United Nations in Vienna, painting by Jan Matejko was unveiled showing Nicolaus Copernicus conversation with God, and the model of Polish satellite BRITE-PL. Committee on Peaceful Uses of Outer Space (COPUOS) was established by the UN General Assembly. The main objective of the committee is to review and establish international cooperation in the peaceful use of outer space, the development of strategic programs in this field, promoting research and disseminating information on space technologies, as well as research and solving legal problems relating to space exploration. "Lem" has completed two thousand orbits around the Earth! The scientific meeting on BRITE-PL observations took place in CAMK on April, 4. The current information about the final tests of commissioning phase was given in the first part of the meeting, while the other part was devoted to the planned routine operation on satellites in orbit. The selection of fields to further observation for BRITE-Constellation was presented, as well as the prospects for ground-based observations accompanying this project. The Austrian BRITE satellites (UniBRITE and BRITE-Austria) were launched on February 25, 2013. Commissioning of all engineering functionality was completed on both satellites by the end of October 2013. Using the Orion field, preliminary science data collection and general performance optimization followed and was concluded by the end of February 2014. On 29 January 2014 "Lem" orbited the Earth for the thousandth time! Until then, all subsystems of the satellite have been checked and since the beginning of February tests of operating modes have started. BRITE Constellation was included in the #7 entry in the Top Ten Science Stories of 2013, as chosen by Bob McDonald, host of the Canadian Broadcasting Corporation (CBC) radio show Quirks & Quarks, and the main science journalist for CBC radio and television. The more information about BRITE-PL.

aerospace

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After a great start flying warbirds in formation in early June, the summer of 2016 provided great Northwest weather conditions and awesome flying opportunities with family and friends! My friend Walt Cannon helped me rebuild my Warrior seats with new leather in the spring, so we obviously had to check them out in-flight together in the Warrior. In addition, after flying Walt in the Warrior, it made sense to fly Walt's Zenith STOL CH701 to check out its amazing short field takeoff and landing capabilities. We flew a short hop from Paine Field in Everett, WA to nearby Whidbey Air Park at the south end of Whidbey Island, where Walt demoed the amazing short field capability, using only a few hundred feet of the runway amid the tall trees at Whidbey Air Park. We'll have to come back to savor the brunch at Mukilteo Coffee Roasters, via a short path just off the runway. Another advantage of owning an airplane is being able to take friends flying on a moment's notice. On a beautiful Sunday in late July we were able to fly our neighbors Connie and Dick Vaughan, enjoying sightseeing in the Puget Sound area, and then stopping for lunch at the Hub Restaurant at Tacoma Narrows. We were also able to check out some property that the Vaughans own in the south Puget Sound near Long Branch. While flying over their property, we discovered the nearby small private Howell airfield (00WA), which would be fun to try, but only in an aircraft like Walt's STOL CH701! During the end of August, we were blessed with two enjoyable weeks of vacation fun with Alex, Nathaniel, David and Katie in Seattle. Alex and Nathaniel had a blast flying in 3DC, with each of the grandsons getting to fly from the left seat, while trying out our new leather front seat booster. Alex did extremely well as co-pilot and checklist reader, and was very smooth during his time on the flight controls. Nathaniel also flew smoothly, and was lulled to snooze mode while sitting on his Dad's warm lap on the descent into Renton. Both grandsons had fun climbing in the cockpit of Justin Draft's Nanchang CJ-6 warbird at Paine Field. I'm looking forward to more flight training of these two 'Young Eagles' in the coming years! Katie and David took advantage of their 'private airliner' access to fly a trip in 3DC to the Orcas Island airfield (KORS) for a fun getaway overnight to the San Juan Islands in August. Katie and David got to enjoy the beautiful views of the north Puget Sound and all the islands en route to and from Orcas Island, and they both got to log some flying time from the left seat. Nice smooth turns, Katie! In early September, the Western Antique Aeroplane and Automobile Museum (WAAAM) hosted their 9th annual Hood River Fly-In. Although Mary and I have flown to Hood River in the past, we had not previously attended the Fly-In nor visited the WAAAM. It was time to visit, especially since a few of the Cascade Warbirds members planned to attend and get some formation flights with Tom Burlace, a formation instructor who planned to fly in from Colorado. The weather was gorgeous for the flight down, and we could see great views of the Cascade volcanos, including Mt Rainier, Mt St Helens, Mt Adams, Mt Hood, Mt Jefferson, the Three Sisters and Mt Bachelor in one sweeping view. We arrived at Hood River and made a rare landing on runway 7, since the normal winds from the west weren't howling down the Columbia Gorge. The Western Antique Aeroplane and Automobile Museum is very impressive, housing not only an amazing collection of 1920s and 30s aircraft, but also cars and collectibles from that period, with many items restored to immaculate condition. The Hood River Fly-in has become more and more popular, with over 440 aircraft flying in for the 2016 event. I was fortunate to coordinate with our Cascade Warbirds members at the Fly-In, and had the opportunity to fly Dave Desmond's Navion, with Dave in the left seat and Mary in back, on an enjoyable formation flight with Vic Norris in his IAR-823, while Tom Burlace instructed from Vic's right seat, and Mary took photos from the Navion back seat. I had a great time practicing close formation and echelon turns, cross-unders, close trail, pitchouts and rejoins, then an overhead pattern and my first landing in the Navion. The Navion is a great formation aircraft, responsive but stable, with good visibility, except directly overhead. Thanks for the opportunity, Dave. Our return in the Warrior later in the afternoon provided more typical Columbia Gorge winds, as we crawled our way westward in the face of strong westerly headwinds. Our views of Mt Rainier from the south had shown some impressive lenticular cap clouds, but they had dissipated by our early evening flyby of Rainier en route to Renton. Great summer flying was enjoyed by all!

aerospace

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NASA is sticking with the November 14 launch date for its historic Artemis 1 lunar mission, even as a subtropical storm is developing in the Atlantic Ocean and looks set to head towards the Kennedy Space Center. Despite a potentially dangerous subtropical storm brewing in the Atlantic Ocean east of Florida’s Space Coast, NASA says it will keep the Space Launch System (SLS) rocket of the Artemis 1 mission and the Orion spacecraft on the launch pad. “Based on current forecast data, managers have determined that the Space Launch System rocket and Orion will remain at launch pad 39B,” the agency said in a statement released Monday (November 7). Until the strength of the storm increases, NASA is only one week away from the first launch of the Artemis program, in which humanity will return to the Moon to establish a permanent presence on the Moon and enable future deep space exploration. RELATED: Artemis 1 lunar rocket ‘ready to launch’ for Nov. 14 launch, NASA says NASA said in a statement that Kennedy Space Center Florida personnel “will continue to monitor the weather, ensure all personnel are safe, and will assess the status of the Artemis 1 mission launch attempt on Monday, November 14, as we will continue to receive updates.” weather warnings. The agency is working with the US Space Force and the US National Hurricane Center to monitor the storm, currently known as Subtropical Storm Nicole. The National Hurricane Center issued a statement. (will open in a new tab) on Monday (November 7), which predicts a dangerous storm surge is possible as early as Wednesday (November 9) across the entire east coast of Florida, where the SLS is waiting at Launch Pad 39B for a launch attempt next week. Heavy rain is expected by Thursday (November 10) across much of the Florida peninsula, and the Space Force Delta 45 Space Launcher, which monitors the nearby Space Force Station at Cape Canaveral, released a statement. (will open in a new tab) Surface winds of over 58 mph (93 km/h) are forecast to hit before Friday (November 11). Because of these forecasts, Kennedy Space Center is currently in Hurricane State (HURCON) IV, which the agency says “includes completing checklists and preparing for the hurricane as the agency continues to prioritize its employees in the Kennedy area.” Previously, Hurricane Yan forced the agency to roll the SLS back to the Kennedy Space Center Vehicle Assembly Building in late September to protect it, and also gave engineers time to fix fuel leak issues that forced previous launch attempts to be cancelled. If a storm doesn’t force NASA to delay the November 14 mission launch attempt, Artemis 1 will send an uncrewed Orion capsule on a mission to and from lunar orbit. In later missions of the Artemis program, crews will land near the south pole of the moon in 2025 or 2026 and work to establish a sustainable human colony on our planet’s moon by 2030. Follow Brett on Twitter: @brettingley (will open in a new tab). Follow us on Twitter @Spacedotcom (will open in a new tab) or on facebook (will open in a new tab).

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An FAA system for airline flight plans that experienced an outage this morning has been restored, an agency spokeswoman said today. The outage forced the nation's air traffic controllers to manually enter flight plan information and caused widespread flight delays and cancellations, spokeswoman Kathleen Bergen said. It did not affect radar coverage or communication with aircraft, she said. Officials are investigating what caused the outage, which happened shortly after 5 a.m. today, Bergen said. Flights at the Birmingham-Shuttlesworth International Airport are among those affected. Bergen advised travelers to check for delays and cancellations by calling their airlines or looking online. The Associated Press contributed to this report.

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3 More Rafale Jets Reach Gujarat, To Fly To Ambala Airbase Later The three jets are in addition to the five jets that were inducted into the IAF in July. The Quint DAILY For impactful stories you just can’t miss Three more Rafale fighter aircrafts arrived at the Jamnagar airbase in Gujarat from France on Wednesday, 4 November, the Indian Air Force (IAF) said. “The second batch of Rafale aircraft arrived in India at 8:14 pm today after flying non-stop from France,” the IAF said in a statement. “The three Rafale fighter aircraft took off from a French airbase and reached India after three mid-air refuelling en route. The aircraft took over 8 hours to reach directly from France, showcasing the long-range operational capability of the Air Force,” it stated. The jets are expected to reach Ambala after a one-day break at Jamnagar, according to Hindustan Times. According to the report, the IAF is expecting to receive three to four Rafale jets every two months, till all 36 are finally here. A team, led by a two-star officer, was in France in October to review the progress of the Rafale project. The Chief of Air Staff, Air Chief Marshal RKS Bhadauria, and Air Officer Commanding-in-Chief (AOC-in-C) Western Air Command, Air Marshal B Suresh, had welcomed the first five IAF Rafales, which had arrived at Air Force Station in Ambala on 29 July. Defence Minister Rajnath Singh had then taken to Twitter to congratulate the IAF and Dassault Aviation, and said that the IAF’s capability has gotten a “timely boost.” Rafale is a 4.5 generation aircraft and has latest weapons, superior sensors and fully integrated architecture. (At The Quint, we are answerable only to our audience. Play an active role in shaping our journalism by becoming a member. Because the truth is worth it.) Read and Breaking News at the Quint, browse for more from news and india Topics: Rafale Rafale Jets Indian Air Force Subscribe To Our Daily Newsletter And Get News Delivered Straight To Your Inbox.

aerospace

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April 17 (UPI) -- Iranian defense industry leaders presented the natively-built Qaher F-313 jet during a ceremony attended by high-ranking government officials. The jet is a stealth platform previously dismissed as a "hoax" by Western observers due to several aesthetic irregularities. It was showcased during an exhibition hosted by the Iranian Helicopter Support and Renewal Company. RT reports the plane did not fly during the demonstration. Iran's President Hassan Rouhani spoke during the event, and praised the plane while appearing to target Western powers who have traditionally pushed against the country's militarization. "We don't ask for permission from others to reinforce our armed forces, don't ask for permission to manufacture our missiles, our jets," he said. During the same event, Iran also unveiled its latest domestically-made jet trainer, dubbed Kowsar. According to Tasnim News Agency, the plane can be used for aerial support missions in short distances, and can carry various weapons. Iranian defense industry officials also presented a tactical unmanned aerial vehicle, an anti-ship cruise missile, and an air-to-air missile.

aerospace

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Hamburg Aviation Conference to open 13 February The aviation industry is living through turbulent times. With the help of aviation experts and pioneering thinkers from outside the industry, around 200 participants at the Hamburg Aviation Conference (13 to 15 February 2013) will be exploring the question as to whether the aviation economy, in its current form, has reached its limits, and what direction companies must take to remain profitable in the future. The conference will be held at the hotel Sofitel Alter Wall Hamburg, Germany. The aviation industry is living through turbulent times. Many airlines have lost their footing. This also applies to traditional airlines, some of which have had to close their doors. Many of the top airlines are looking for new business models in order to remain commercially viable. High fuel prices and additional taxes are imposing a burden on the companies. At the same time, international aviation is experiencing stronger demand than ever before. The desire for mobility is growing, all over the world. The emerging markets in Asia, in particular, are a growth market for aviation. Passenger expectations have changed greatly at the same time. Individually tailored offers from the airlines are taken as a given, and passenger sensitivity to price is increasing. With the help of aviation experts and pioneering thinkers from outside the industry, around 200 participants at the Hamburg Aviation Conference will be exploring the question as to whether the aviation economy, in its current form, has reached its limits, and what direction companies must take to remain profitable in the future. Pressure from low cost airlines “The low cost model is by far more consistently profitable than any other. This has allowed those carriers operating that model to profitably grow, putting great pressure on those carriers operating the legacy model,” says Montie Brewer, Member of the Board of Directors of Aer Lingus and the Advisory Committee of the Hamburg Aviation Conference. “It is the evolutionary process: the efficient operators are forcing the less efficient to either adapt or die. And there is a lot of adapting going on. A lot of pressure to change.” Internet businesses threaten customer relationships Experts at the conference will be shedding light on how aviation companies can break free of old structures and explore new routes. The expanding role of mobile communications in the relationship between airlines and passengers is also a decisive factor. “If an airline does not have a way to maintain their relationship with their customer on-line on a mobile device, it is highly likely that these customers will be lost,” says Montie Brewer. “Airlines have been battling for ownership of their customers for some time. The challenge for the airlines is to get the customer first and never let anybody take the customer away.” The experienced airline executive and former President of Air Canada considers the European aviation industry to be at a crossroads thanks to the growth of the market share of low cost airlines. “The European aviation sector should learn from the mistakes that have been made in the US and in other industries, and how to capitalize on the disruption technology has provided to build a better relationship with their customers.” Experienced managers speaking at the conference Speakers expected at the Hamburg Aviation Conference this year include: Christoph Müller, CEO of Irish airline Aer Lingus, Thomas Haagensen, the Regional General Manager for Germany at Easy Jet, Dr Mairead Brady, Lecturer at the School of Business, Trinity College Dublin, and Jeffrey O’Rourke, CEO of Ink, one of the biggest publishers of in-flight magazines. Experts from, for instance, Google Travel and Marks & Spencer are expected on the podium to add their outside view to this year’s topic. The aviation summit is being held from 13 to 15 February, 2013, at the Hotel Sofitel Alter Wall, Hamburg, Germany. The conference languages are German and English, with simultaneous translation available. The Hamburg Aviation Conference has been held annually since 1999. Hamburg Airport takes responsibility for the conference.

aerospace

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Scientists will attempt to make history this week by landing a robotic probe on the surface of a comet more than 300 million miles away. The spider-like probe will be released by the Rosetta spacecraft, currently orbiting comet 67P/Churyumov-Gerasimenko – a four-kilometre wide sooty lump of ice and dust – at around 8:35am UK time on Wednesday. Seven hours later the probe, named Philae, is due to touch down on the comet’s rugged surface, anchoring itself in place with two harpoons and whirling ice screws attached to each of its three legs. If all goes well, it will be the first time a man-made object has ever made a controlled landing on a comet. Nine years ago Nasa’s Deep Impact mission slammed a projectile into comet Tempel 1 to study debris from the blast. In contrast, European Space Agency’s (ESA) Philae will make a descent at walking pace. CONNECT WITH THE SCOTSMAN • Subscribe to our daily newsletter (requires registration) and get the latest news, sport and business headlines delivered to your inbox every morning A radio message confirming the landing is due to reach scientists on Earth at around 4pm, having taken 30 minutes to travel 509 million kilometres (316 million miles) across space. But there can be no guarantee that the mission, which scientists hope will provide valuable information about the origins of comets and the Solar System, will succeed. Open University space scientist Professor Ian Wright, lead investigator for Ptolemy, a British-made box of electronics on Philae that will analyse material from the comet, said: “It’s a very risky undertaking. The Rosetta mission as a whole has already been successful, with or without the landing, but here is a chance to do something extremely challenging that has never been achieved before. “We know the odds of success are not 100 per cent. There’s not a lot of gravity and you’ve got to stay connected to the surface, but we still don’t really know what it’s like. If the surface is too soft you run the risk of sinking down into it, and it it’s too hard you run the risk of bouncing off.” Philae is covered in solar cells and is about the size of a dishwasher. It carries a suite of ten scientific instrument packages designed to measure virtually every characteristic of the comet, including its chemical composition, temperature and magnetic field. It is also equipped with several cameras that will take panoramic and close-up pictures of the comet. Comets are thought to have carried both organic material and water to Earth, and may have been vital to the birth of life. Rosetta, launched ten years ago, finally caught up with the fast-moving comet in August after an epic four billion mile journey that took it across the asteroid belt. It will travel with the comet as it flies past the Sun, approaching as close as 118 million miles. SCOTSMAN TABLET AND IPHONE APPS

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