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Welcome to Design Freedom, where we redefine the possibilities of space architecture for the commercial space market. As a pioneering startup, we specialize in crafting orbital and surface habitats that transcend the confines of traditional design. Our mission is to prioritize the human experience through innovative, human-centered design. Every aspect of our space habitats, from layout to aesthetics, enhances how crew members and commercial passengers live, work, and socialize in zero-gravity environments. Join us as we revolutionize space living and habitat design.
Christopher Obafunwa MS, MBA
We are driven by a commitment to design and innovation that enhances the passenger experience and supports the mental and physical well-being of crew members living and working in zero-gravity environments.
If you have a project and you're seeking innovative design solutions to take your brand to new heights, look no further. Let's embark on this journey together.
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Kitty Hawk Aircraft 1/48 SAAB Jas39B/D Gripen Fighter Kit
The Saab JAS 39 Gripen is a light single-engine multirole fighter aircraft manufactured by the Swedish aerospace company Saab.
- Engraved panel lines, fully equipped tandem cockpit, detailed undercarriage and wheel wells, optional position speed brakes, choice of exposed radar package or closed radome, F404 engine with intake turbine face and afterburner, optional position control surfaces and speed brakes, in-flight refuelling probe, 2-piece optional position canopy and photo-etch detail parts.
- Ample external stores: AGM-65, Python IV, AIM-9M, GBU-12, AIM-120, DWS-39, RBS-15.
- Decals and color painting guide for (6) aircraft: Swedish Air Force; Thailand Air Force; Royal Hungarian Air Force; Czech Air Force; Brazil Air Force and South African Air Force SA01 - includes weapons markings
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There are things that “everyone” knows that seemingly very few people actually do know. The other week this blog brought up such a thing, namely who is flying as passengers and who is not (link). For experts in the aviation industry and academia this was an issue that probably is well known, but perhaps not by many more than those experts. Today, we are bringing up a similar topic – the transport of goods via air around the world, i.e. air cargo. As much as it may be argued that “everyone” knows also about this topic, air cargo is probably not something that many has a good knowledge about. Even those who work outside of air cargo in the aviation industry often do not know much about it. So, here is a small overview of this crucially but less famous part of the aviation industry.
Airlines and traffic with passengers get most of the attention in the aviation industry, but the pandemic has showed how important the cargo part of the industry is. Still, it is not easy to find numbers that demonstrate this importance, at least not in comparison to passenger traffic. This is partly because a lot of cargo travels in the belly hold of passenger aircraft. A study from Cranfield stated that in 2013 half of worldwide cargo was transported in cargo aircraft and the other half in belly holds (link). This number has been stable for some time and while it has been expected that belly hold will increase, a 2018 forecast predicts that this will not happen untol 2037 (link).
As per IATA, the airlines represented by the industry organisation transport more than 50 million tons of goods annually. This is just one percent of world trade by volume, but more than a third of the total value. According to a study by the World Bank (link) the price of air cargo is about four to five times that of road transport and 12 to 16 times that of maritime transport. This is why air cargo is only competitive if what is shipped is of high value per unit and time for the transport is an important factor. This means that documents, medicine and medical equipment, perishable produce and seafood, expensive electronics and clothing, emergency spare parts, and inputs to just-in-time production are examples of items which are suitable for being transported as air cargo. The advantage of speed of delivery can be offset against the disadvantage of a higher cost for these types of items.
The COVID pandemic provided an unexpected and large boost for air cargo, with many cargo operators making sizeable profits and many airlines depending on it for survival. This resulted in increased orders for freighter aircraft as well as an increase in conversions of aircraft into freighters. However, the histrory of air cargo is one of dramatic cyclical shift in fortunes, depending on the development of the world economy. What seems safe to say is that, as per a forecast by Boeing (link), the share of air cargo linked to Asian economies will continue to grow for many years ahead (from just above 50% in 2017 to 60% over the next 20 years). A report from just a few weeks ago from IATA (link) stated that cargo volumes increased in August 2021 compared with August 2019, i.e. even when compared with pre-COVID levels. Air cargo demand was 7.7% higher in August this year, again comapred to August 2019 and at the same time capacity was down with 12% in the same comparison, setting up a favourable situation for pricing for cargo operators. The cargo load factor was 54%, which is 10 percentage points higher than in August 2019. Overall, the market situations continues to look good for air cargo and there are some who predict that the increased focus on cargo operations represents a “structural shift” in the industry (link).
From a pilot perspective, transporting passengers has always had a higher status than transporting air cargo. Perhaps because of traditions, pay and other reasons, but also because older aircraft are normally used for cargo operations. With the pandemic and relentless competition and cost pressure among passenger airlines, the difference in status may however gradually be shrinking. Large cargo operators, such as FedEX and UPS, offer competitive career opportunities for pilots. It may be that the old myths about differences between airline pilots and “freight dogs” (link to characterstics of “freight dogs here – link) will surely live on, but during the pandemic many pilots shifted from to air cargo operators and some seem to have found that there are advantages to this type of operation.
This was just a few pieces of information about air cargo and freighter operations, but hopefully we can return to this topic to further explore it. If there are any cargo pilots out there who can provide some guidance and information, or even write a guest post, about air cargo operations that would be warmly welcomed.
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30th CES Keeps The Current Flowing
By Staff Sgt. Draeke Layman, Space Launch Delta 30 Public Affairs
/ Published November 19, 2021
VANDENBERG SPACE FORCE BASE, Calif. --
Vandenberg Space Force Base is home to one of the largest electrical systems in the entire Air Force. The duties of maintenance and repair on the numerous electrical poles, circuits, breakers, substations, lightning arrestors and more rest squarely upon the tried-and-true coveralls of the 30th Civil Engineer Squadron.
“This base is just so large that we need multiple substations to maintain service all around the base,” says Mr. Edward Smith, 30th Civil Engineer Squadron electrical section foreman. “It requires these redundancies, or back-ups in the case of issues or emergency, to provide the necessary overhead to keep our systems in place, protected and able to be distributed.”
Vandenberg has the capacity for receiving upwards of seventy-thousand volts of concurrent power. All of that power is diverted to a total of nine substations across both North and South bases, each of which possess transformers that drop the total voltages down to a more manageable twelve-thousand volts. Following that, the electrical currents then flow through various circuit lines, travelling down to various buildings and finally outputting at 120 volts. In layman’s terms, this electrical conversion process is what inevitably powers everything from an office microwave to the Space Launch Complexes. The process, however, is much more involved than simply flipping a switch.
“We conducted substation switching today to ensure that Space Launch Complex 4 didn’t experience any outages during maintenance,” said Tech. Sergeant David Livoti, 30th Civil Engineering Squadron electrical section chief. “They had full power the entire time, while we simultaneously de-energized our entire M-Line circuit for our linemen to safely test and ground conductors, climb into their bucket trucks then replace six lightning arrestors.”
With common environmental hazards like high winds, lightning strikes, fires, thick fog layers that cause corrosion and more, safely maintaining these vast electrical systems on base is paramount in preventing outages or helping mitigate the need for frequent short-term repairs. Functionally, 30th CES set up these systems in an attempt to maintain as much control in switching process as possible while preventing outages during maintenance.
“When we go out into the field, our goal is to isolate only a certain section for repair, while also keeping our base inhabitants fed with commercial power,” said Livoti. “Something as simple as having up-to-date equipment like our new drill sets has also cut the time required of the Airmen to replace items like lightning arrestors in half!”
When considering the vastness of Vandenberg’s environment, it may be worth noting the effect its unique landscape and challenges can have on an electrician’s perspective of a problem. With great problems come great responsibility that hones the abilities of Airmen and civilians working to uphold Vandenberg as a sparkling beacon of launch readiness of the California central coast.
“Thanks to our electrical infrastructure here, most of, if not all our Airmen will leave here as technical experts in this field,” said Smith. “They get more direct, hands-on electrical line-work training than just about any other base due to its size and scope.”
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May 03 Reblogged
Y’all should turn on NASA TV right now
They’re showing this excellent 1960s Project Mercury propaganda film, with a narrator who sounds like he swallowed a handful of Nyquil. He keeps addressing me like I’m Alan Shepard. “Your fellow astronauts helped you with your launch,” etc.
I’m excited. Every time I’ve flipped on NASA TV they’ve always had dead air.
I miss having NASA TV on my actual cable line-up. But back then basically the only thing ever on when I would try to watch something was “This Is The Earth From Space Because We Can”.
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Solar sails allow a low cost pathway to high speed and ubiquitous exploration of the outer solar system and interstellar space. A slingshot maneuver ~2-5 solar radii distant from the sun can propel light-weight cubesat class spacecraft to near-relativistic speeds. They can reach 0.1% of the speed of light (over 300 km/s or restated as 60AU/year characteristic velocities). Such a technology would markedly transform space exploration, enabling fast missions to distant worlds, effectively turning our sun into a launchpad. A trip to the outer planets would take months, interstellar space could be reached in a few years, and 1000 AU in less than 20 years. We envisage a new generation of breakthrough science missions that were not possible before from probing fundamental laws of nature at the outskirts of our solar system to peering into distant worlds. The need to dive close to the sun places and stringent requirement for materials while the need to go fast places a stringent mass budget on the spacecraft which necessitates the development of novel spacecraft architectures.
The NIAC Phase I study showed that such spacecraft are conceptually possible and the necessary materials could be developed, proving the feasibility and potential for such extreme solar sailing.
In Phase II, they will refine the roadmap for such extreme solar sailing and push the technology readiness level of the key elements and systems. They will fabricate and test novel ultra-lightweight sail materials – metamaterials – capable of withstanding the extremities of the solar corona, and improvement of the spacecraft architecture design to yield ultralow mass while providing maximal payload functionality. They will examine optimal sail support layout taking into account thermomechanical stresses and deformations upon such an extreme perihelion pass. They will explore the utility of extreme solar sailing for two breakthrough mission concepts: Fast Transit Interstellar Probe, which aims to send a probe to 500 AU in 10 years, and a Corona-Net – a precursor mission, which will send a formation flying of extreme solar sails to examine inner heliosphere at high inclinations and at less than 5 solar radii. For both mission concepts they will examine spacecraft communications and power and will explore the design of higher fidelity sail control systems to ensure precise navigation about the Sun and to an interstellar location.
Davoyan and his team, which includes Marco Velli (UCLA’s Earth, Planetary and Space Sciences Department), Les Johnson (NASA Marshall Space Flight Center) and Henry Helvajian (The Aerospace Corporation), receive $500,000 to advance materials, spacecraft architecture, and conduct mission study.
Davoyan’s group is working on unpowered solar sail material, laser pushed optimized solar sail material and ultrathin (10 nanometers thick) solar cells. The ultrathin solar cells would potentially enable greater than 10 kilowatt per kilogram power generation. Ultra-high power with ultra low weight enables ultra high speeds and other fantastic space vehicles.
Brian Wang is a Futurist Thought Leader and a popular Science blogger with 1 million readers per month. His blog Nextbigfuture.com is ranked #1 Science News Blog. It covers many disruptive technology and trends including Space, Robotics, Artificial Intelligence, Medicine, Anti-aging Biotechnology, and Nanotechnology.
Known for identifying cutting edge technologies, he is currently a Co-Founder of a startup and fundraiser for high potential early-stage companies. He is the Head of Research for Allocations for deep technology investments and an Angel Investor at Space Angels.
A frequent speaker at corporations, he has been a TEDx speaker, a Singularity University speaker and guest at numerous interviews for radio and podcasts. He is open to public speaking and advising engagements.
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Janus and Tethys demonstrate the main difference between small moons and large ones. It’s all about the moon’s shape.
Images & Text: NASA/JPL-Caltech/Space Science Institute
Although Janus should be the least lonely of all moons – sharing its orbit with Epimetheus – it still spends most of its orbit far from other moons, alone in the vastness of space.
Moons like Tethys are large enough that their own gravity is sufficient to overcome the material strength of the substances they are made of (mostly ice in the case of Tethys) and mold them into spherical shapes. But small moons like Janus are not massive enough for their gravity to form them into a sphere. Janus and its like are left as irregularly shaped bodies.
The two large craters on Tethys, near the line where day fades to night, almost resemble two giant eyes observing Saturn. In this image Tethys is significantly closer to the camera, while the planet is in the background. Yet the moon is still utterly dwarfed by the giant Saturn.
Here, the giant impact basin Odysseus on Saturn’s moon Tethys stands out brightly from the rest of the illuminated icy crescent. This distinct coloration may result from differences in either the composition or structure of the terrain exposed by the giant impact.
Like a cosmic bull’s-eye, Enceladus and Tethys line up almost perfectly for Cassini’s cameras. Since the two moons are not only aligned, but also at relatively similar distances from Cassini, the apparent sizes in this image are a good approximation of the relative sizes of Enceladus (504 kilometers across) and Tethys (1,062 kilometers across).
In reality, Janus and the rings both orbit Saturn and are only weakly connected to each other through their mutual gravitational tugs. At specific locations in the rings, these gravitational tugs result in orbital resonances, which lead to some beautiful waves being created in the rings.
Like most moons in the solar system, Saturn’s moon Tethys is covered by impact craters. Some craters bear witness to incredibly violent events, such as the crater Odysseus (seen here at the right of the image). While Tethys is 1,062 kilometers across, the crater Odysseus is 450 kilometers across, covering about 4.5 percent of the moon’s surface area. A comparably sized crater on Earth would be as large as Russia!
Tethys, dwarfed by the scale of Saturn and its rings, appears as an elegant crescent in this image taken by NASA’s Cassini Spacecraft. Views like this are impossible from Earth, where we only see Saturn’s moons as (more or less) fully illuminated disks.
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Why You Never Got to Fly The American Concorde: The American SST Story
- published: 06 Mar 2018
- views: 2038004
Special thanks to Periscope Film (https://www.youtube.com/PeriscopeFilm) for letting us use exclusive and rare footage for this video! Checkout their YouTube channel for a huge collection of exciting historical footage. It was to fly even faster than the Concorde, at speeds approaching Mach 3. And even carry more passengers. It would have flown the distance from Los Angeles to New York in under two hours. America’s effort to build a supersonic airliner was an ambitious project spanning a decade and costing a billion in government funding. But even an army of aerospace engineers and the latest in aviation technology was not enough to get America’s Supersonic Transport (SST) off the ground. In 1962, the British and French announced a partnership to build the world’s first supersonic airliner, the Concorde. A few months later, the Soviets also jumped into the race with SST plans of their own supersonic airliner, the Tupolev 144. As America had watched these programs transform from concepts into serious enterprises, officials began to worry about maintaining America’s lead in civil aviation. So in 1962, President Kennedy announced that the U.S. government would help fund the development of an American supersonic transport. Manufacturers were invited to participate in a design competition. Design entries from Lockheed (L-2000) and North American Aviation (NAC-60) were reviewed. After years of evaluation, Boeing’s 2707 was selected as the winning design. But it turns out that building an SST significantly faster and larger than the Concorde would be enormously challenging,...
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Mariner 6 and 7 comprised a dual-spacecraft mission to Mars, the sixth and seventh missions in the Mariner series of spacecraft used for planetary exploration in the flyby mode. The primary objectives of the missions were to study the surface and atmosphere of Mars during close flybys to establish the basis for future investigations, particularly those relevant to the search for extraterrestrial life, and to demonstrate and develop technologies required for future Mars missions and other long-duration missions far from the Sun. Mariner 6 also had the objective of providing experience and data which would be useful in programming the Mariner 7 encounter 5 days later. Each spacecraft carried a wide- and narrow-angle television camera, an infrared spectroscope, an infrared radiometer, and an ultraviolet spectrometer. The spacecraft were oriented entirely to planetary data acquisition.
- Ultraviolet Spectrometer
- Ultraviolet Spectrometer Principal Investigator, Charles A Barth
Spectral measurements were made of the UV radiation emitted from the Martian atmosphere due to resonance scattering of solar radiation from the upper atmosphere, resonance reradiation, fluorescence, and photoelectron excitation of neutral and ionic constituents found in the lower part of the atmosphere. The following parameters were determined: the presence of certain atoms, ions and molecules in the upper and lower atmosphere, their respective scale heights, the degree of atmospheric Rayleigh scattering due to carbon dioxide, and surface reflectivity in the UV.
For more information about the Mariner 6 & 7 mission, please see:
Launch date: February 25, 1969 (Mariner 6); March 27, 1969 (Mariner 7)
Launch location: Cape Canaveral, Florida
Launch vehicle: Atlas-Centaur
Mission target: Mars flyby
Mission duration: 6 months
Other key dates:
- Mars Flyby: July 31, 1969 (Mariner 6); August 5, 1969 (Mariner 7)
Other organizations involved:
- NASA Jet Propulsion Laboratory (JPL)
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So, it might not technically be an airline, nor can the plane fly. The livery itself is really kind of bland, but the concept is pretty cool.
This plane is the Jumbo Hostel, which is a land based hostel. The Boeing 747-200 has 25 rooms and 85 beds.
The Jumbo Hostel is located in Stockholm, Sweden, so if you don’t live near by, you might need to take a flying Boeing 747 to get there. Some additional information:Airliners Gallery Image: Lady Anna via Flickr
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The absolute theoretical maximum mass that 1,600,000 lbs of powder could launch to the moon is a bit under 35,500 kg. The calculation is not all that difficult (introductory calculus-based physics), but is somewhat long and involved, and would be quite ugly on a site like this without mathjax.
However, that makes two major assumptions that cannot actually happen: no air resistance, and all of the powder burns instantly, transferring all its energy to the rocket (none to a visual flame, none to sound, etc. I'm still working on a quantitative analysis of these effects, but I'm quite certain that accounting for either air resistance or the finite burn speed of the rocket would make it impossible to reach the moon.
The maximum speed a propellant-powered rocket can reach depends on the rocket's mass, the mass of propellant, and the exhaust velocity of the exhaust. As per James Jenkins, the ship was 20,000 lbs; the propellant is, of course, 1,600,000 lbs. Using a typical black powder exhaust velocity of 800 m/s. Without fighting gravity, that amount of gunpowder could propel the ship to a bit over 3,500 m/s, well short of the Earth's escape velocity of 11,200 m/s. Turning it around a bit, that mass ratio would require an exhaust velocity of nearly 2,550 m/s. And for completeness, the given 160M lbs of propellant could launch a rocket of a bit under 1.5 lbs; it would take 24 billion pounds of propellant to launch the full 20,000-lb rocket.
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Hello, my issue happens as follows. I have configured the collision prevention on my drone using one distance sensor facing the front direction. With the drone on position mode, I start the flight and move towards a wall, and when the drone reaches the distance I have configured it to stop, it stops. Up until here, everything is fine. However, a few seconds later (maybe 10 seconds) the drone completely ignores the collision prevention and allows me to fly freely (still in position mode), as if the collision prevention got disabled. I don’t really understand why this happens, so any help would be grateful.
What’s your setup? Can you share a log?
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Turning on your DJI Mini 2 is a simple process that ensures a smooth start to your flying experience. In this guide, we will walk you through the step-by-step instructions to power up your DJI Mini 2 and provide you with essential tips for safe flying. So, let’s dive in!
1. Ensure Proper Battery Insertion
To begin, it is crucial to check if the battery is inserted correctly into your DJI Mini 2. Follow these steps:
- Make sure the battery is securely inserted and properly seated in its designated compartment.
2. Powering On the DJI Mini 2
Once you have ensured the battery is correctly inserted, it’s time to power on your DJI Mini 2. Follow these steps:
- Locate the power button on the top of the drone.
- Press and hold the power button for 2 seconds.
- You will notice the power button blinking green twice, indicating that the drone is turning on.
3. Automatic DJI Fly App Opening
As soon as your DJI Mini 2 powers on, the DJI Fly app will automatically open, facilitating a seamless connection between your drone and mobile device. In case the app doesn’t open automatically, follow these instructions:
- If the DJI Fly app doesn’t open automatically, launch it manually on your mobile device.
Key Considerations When Turning On Your DJI Mini 2
While powering on your DJI Mini 2, it’s important to keep the following factors in mind for optimal performance and safety:
1. Drone Condition
Avoid turning on the drone if you notice any damage to its structure or components. Operating a damaged drone can lead to unpredictable behavior and compromised flight safety.
2. Environmental Factors
Ensure you’re in a suitable environment for drone operation. Here’s what you need to remember:
- Do not power on the drone in excessively hot or humid conditions, as it may negatively affect its performance.
- Take caution not to turn on the drone during adverse weather conditions, such as rain, snow, or strong winds, to avoid potential damage or loss of control.
3. Battery Level
It is essential to check the battery level before turning on your DJI Mini 2. Follow these guidelines:
- Avoid powering on the drone if the battery level is low. Doing so may lead to an interrupted flight or an unplanned landing.
Expert Tips for Safe Flying with DJI Mini 2
Flying your DJI Mini 2 safely and responsibly should always be a top priority. Here are some additional tips to enhance your flying experience:
1. Select Safe and Legal Flying Areas
Choose flying locations that comply with local regulations and restrictions. Keep the following in mind:
- Always fly in areas where drone flights are legally permitted.
- Familiarize yourself with local laws and regulations related to drone operation.
- Avoid flying near airports, restricted areas, or any location where drone flights are explicitly prohibited.
2. Maintain Awareness of Your Surroundings
To ensure the safety of people, animals, and property, it is crucial to be aware of your surroundings while flying your DJI Mini 2. Follow these guidelines:
- Maintain a safe distance from people, animals, and objects to avoid collisions or disturbances.
- Always be vigilant and attentive during the flight to react promptly to any potential obstacles or hazards.
3. Weather Conditions
Choosing suitable weather conditions for drone flights is essential to prevent accidents and maintain flight stability. Here’s what you should consider:
- Do not fly your drone in inclement weather, including rain, snow, or strong winds, as these conditions can affect the drone’s performance and compromise its safety.
4. Maintain Visual Contact
To ensure optimal control and safety, it is crucial to keep your DJI Mini 2 within your line of sight at all times. Follow these recommendations:
- Avoid flying the drone beyond your visual range, as it may lead to difficulties in controlling its movements and responding to potential risks.
5. Flight Duration
Consider the flight duration and plan accordingly to ensure a safe and enjoyable flying experience. Follow this guideline:
- Do not exceed the recommended flight time of 30 minutes to prevent battery depletion during the flight.
By adhering to these tips, you can fly your DJI Mini 2 with confidence, knowing that you are prioritizing safety and responsible drone operation.
We hope this comprehensive guide has provided you with the necessary information to power your DJI Mini 2 and fly it safely. If you have any further questions or need additional assistance, feel free to reach out. Happy flying!
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Space Exploration Technologies Corp., known as SpaceX, is an American aerospace manufacturer and space transport services company headquartered in Hawthorne, California. It was founded in 2002 by entrepreneur Elon Musk with the goal of reducing space transportation costs and enabling the colonization of Mars. SpaceX operates from many pads, on the East Coast of the US they operate from SLC-40 at Cape Canaveral Space Force Station and historic LC-39A at Kennedy Space Center. They also operate from SLC-4E at Vandenberg Space Force Base, California, usually for polar launches. Another launch site is being developed at Boca Chica, Texas.
A batch of 48 satellites for the OneWeb satellite constellation, which is intended to provide global Internet broadband service for individual consumers. The constellation is planned to have around 648 microsatellites (of which 60 are spares), around 150 kg each, operating in Ku-band from low Earth orbit.Polar Orbit
27th commercial resupply services mission to the International Space Station operated by SpaceX. The flight will be conducted under the second Commercial Resupply Services contract with NASA. Cargo Dragon 2 brings supplies and payloads, including critical materials to directly support science and research investigations that occur onboard the orbiting laboratory.Low Earth Orbit
Archinaut One is a mission to demonstrate the ability of small spacecraft to manufacture and assemble spacecraft components in low-Earth orbit. Once it’s positioned in low-Earth orbit, the spacecraft will 3D-print two beams that extend 32 feet (10 meters) out from each side of the spacecraft. As manufacturing progresses, each beam will unfurl two solar arrays that generate as much as five times more power than traditional solar panels on spacecraft of similar size.Low Earth Orbit
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Not all airplanes are created equally. Some are designed for slow and steady long-distance flights, while others are made for faster, short-distance flights (even while upside-down). The latter are usually light and agile aircraft with characteristics designed specifically for the job intended to carry out.
In each different type of airplane exists a distinct wing design that manipulates the incoming air in various ways. The result? - Varying levels of performance.
Commercial airplanes have thicker wings with a bubbled top and flat underside, which helps push the air underneath to generate lift for the rest of the aircraft. Many military fighter jets have similar wing designs, although thinner, because these aircraft need to travel at higher rates of speed.
Airplanes that fly upside down, like stunt planes, need double-duty wings that can push air either over or under the wing, depending on the angle of attack. These kinds of planes have symmetrical wing shapes, enabling the pilot can rotate the aircraft a full 180º and keep the plane airborne in any orientation.
Most non-stunt aircraft don't have symmetrical wings because they're unnecessary and asymmetrical wings are more fuel efficient.
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This special 100-page commemorative newspaper takes you from Kitty Hawk to the moon.
Through reprinted historical pages from The New York Times, this keepsake retraces the early days of flight and continues onward and upward to Space Shuttle era. Charles Lindbergh's historic flight, the Hindenburg's explosion, the landing on the moon -- all the key moments in aviation and space travel are here.
Comes in a clear protective envelope.
Ships within 3 business days.
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Jeff Bezos has put his space company Blue Origin in prime position to land on the moon—quite literally.
The Amazon founder announced on Tuesday that he had assembled a national consortium, with Blue as the prime contractor and including aerospace giants Lockheed Martin and Northrop Grumman, as well as the space tech firm Draper, which was spun out of MIT to launch the original Apollo moon missions.
“This is the only way to go back to the moon fast,” Bezos said on Tuesday during a speech at the International Astronautical Congress, the world’s biggest space conference, in Washington, DC. “We’re not going back to the moon to visit, we’re going back to the moon to stay.”
Space programs around the world are coalescing around a return to the moon to explore newly-detected resources like liquid water, delve into the history of the solar system, and gather new astronomical data on the far side of Earth’s largest satellite. NASA’s Artemis program is aiming to reach the moon by 2024, and NASA administrator Jim Bridenstine has said he wants to hire private firms to build the spacecraft that will carry astronauts to its surface from a to-be-launched orbiting way station called the Lunar Gateway.
In May, Bezos revealed the design for his company’s lunar lander, and endorsed NASA’s Artemis program as a wise priority for space exploration. Blue’s lander design was expected to compete with offerings from Lockheed, the most prolific builder of spacecraft that can land on other planets, and aerospace giant Boeing. Boeing and Lockheed are already building, respectively, a rocket called the Space Launch System and spacecraft called Orion to carry astronauts from Earth to the Lunar Gateway.
Recruiting Lockheed to its team adds a big advantage to Blue’s bid, but it’s still not clear if NASA will have enough money to meet the Trump administration’s 2024 landing goal. Congress’ unfinished spending plans for next year now fund only about 40% of the space agency’s requested downpayment for the Artemis program. And NASA won’t even be able to say how much the entire program will cost until next year.
Bezos is one of a number of Silicon Valley figures who believe that space business can be the next big technology opportunity, but only if the cost of getting to orbit comes down enough to incentivize internet-style entrepreneurship.
“You cannot start an important space company in your dorm room today,” Amazon founder Jeff Bezos said this morning. “The reason that is impossible is the price of admission is too high. We need more of the infrastructure to be deployed.”
Both Bezos and Elon Musk, who founded the leading US rocket-maker, SpaceX, believe that reusable rockets are key to this vision. But they diverge on the best strategy to make it a reality. SpaceX has held itself apart from traditional space companies, insisting on fixed-price contracts, competition, and performing tests in public, while Blue Origin has been more secretive and willing to partner with traditional firms like United Launch Alliance or Lockheed.
SpaceX is pinning its deep space hopes on its Starship and Super Heavy Booster, which Musk says will be capable of flying to the moon—or Mars—directly. “We want to land it on the moon by 2022,” SpaceX president Gwynne Shotwell said today, calling that an “aspirational timeframe.” SpaceX executives say they expect their Falcon rockets will play a role in delivering robots and supplies for Artemis.
“The way NASA traditionally does things is much slower and more deliberate … [SpaceX] is much more of a Silicon Valley approach, less of a government approach,” NASA administrator Bridenstine said on Monday.
Bezos’ team—at 2,000 people, less than half the size of SpaceX—has positioned itself at the center of NASA’s plans. That brings the risks of bureaucratic delay and changing policies, but also the benefits of the powerful inertia and resources of the US space program. But the relatively unproven space company’s role as the team leader also signals a changing of the guard in the space industry.
“We felt that such an ambitious mission called for a new approach and a team effort,” Gary Napier, a Lockheed Martin spokesperson, told Quartz. “With the recent NASA award to produce six more Orion spacecraft missions, Lockheed Martin can leverage Orion technology, experience and supply chain to provide the safest Crew Module for Artemis.”
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Oliver set the aircraft down at 90 knots, hitting the tailskid
, main-landing gear and finally the nose; this jarred loose the collective.
His chute opened but caught on the tailskid
of the plane.
The Boeing 737-800's tailskid
, a gear to protect the body of planes from scraping, was damaged.
Approved to carry up to 220 passengers in a single-class configuration, the type features an extra pair of exit doors, a flat aft-pressure bulkhead that increases volume, a two-position tailskid
, strengthened wings to accommodate the 13,500-lb.
According to Boeing, the 737 derivative incorporates an extra pair of exit doors to increase the maximum passenger capacity, a flat aft-pressure bulkhead to increase interior volume, a two-position tailskid
for improved take-off and landing capability, and wing strengthening changes to accommodate the 13,500 pound maximum take-off weight increase.
For instance, the Mi-8MTV/-17V Hip H can be fitted with ASO-2V flare dispensers under tailboom forward of the tailskid
assembly initially, later triple racks (total of 192 flares) on sides of center fuselage.
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7 FANTASTIC DAYS CELEBRATING FLIGHT
Possibly since the first human being saw a bird flying in the sky, we have been fascinated by flight. No wonder we found 7 Fantastic Days Celebrating Flight. Through the years, many people have tried and failed at flying. We’re talking about a lot of years and innumerable attempts. For example, the first recorded attempt at human flight dates back to 850 BC. According to legend, King Bladud of New Troy built a pair of wings and attached them to his arms. He tried to fly to the temple of Apollo but instead fell to his death. Years later, around 1505, Leonardo da Vinci built a machine with flapping wings. He called the machine an ornithopter.
Thanks to inventions like hang gliders and parachutes, some people have turned their dream of personal flight into reality. Of course, millions of people around the world also fly in airplanes and helicopters. Flying cars might also become a common mode of transportation in the future. In the meantime, here are 7 Fantastic Days Celebrating Flight.
1. Aviation Maintenance Technician Day
Pilots are some of the first people to come to mind when it comes to aviation. However, many people behind the scenes, such as aviation maintenance technicians, make flight possible. Because they are so important, every year, on May 24th, Aviation Maintenance Technician Day honors these workers. One aviation technician, in particular, the day honors is Charles Edward Taylor. He built the engine that powered the airplane flown by the Wright Brothers. The resolution to honor aviation maintenance technicians was made in 2002 in honor of Taylor’s birthday, May 24th, 1868.
2. National Paper Airplane Day
Next on our journey of 7 Fantastic Days Celebrating flight is National Paper Airplane Day on May 26th. The day celebrates a fun and simple aeronautical toy. Many believe that the use of paper airplanes originated in China thousands of years ago. Modern paper airplanes were probably created around 1909. However, no one knows who came up with National Paper Airplane Day. This toy has symbolized imagination, desire, simplicity, creativity, optimism, and design for generations.
3. International Young Eagles Day
Every year on the second Saturday in June, the Experimental Aircraft Association (EAA) organizes International Young Eagles Day. This day encourages young people to become interested in aviation. In addition, members of the EAA (who are licensed pilots) offer free flights to children who have never flown in an airplane. The EAA began the Young Eagles program in 1992. Since then, the organization has provided over 2 million free plane rides to young people.
4. National Amelia Earhart Day
Halfway through our list of 7 Fantastic Days Celebrating Flight, we take a look at an aviation pioneer. Amelia Earhart is honored on her birthday, July 24th. The day is called National Amelia Earhart Day. This amazing pilot was the first to fly solo across the Atlantic. Earhart also broke many flight records and wrote best-selling books about her experiences. Her success still inspires other female aviators around the world. Amelia Earhart was born on July 24th, 1897. She disappeared on July 2, 1938, while flying across the Pacific.
5. National Aviation Day
The pioneers of human flight are recognized every year on August 19th, which is National Aviation Day. These pioneers include men like George Cayley, Orville, and Wilbur Wright, and Charles Edward Taylor. All of these men helped pave the way for modern-day aviation. President Franklin Delano Roosevelt established National Aviation Day in 1939. The date honors the birthday of Orville Wright.
6. International Civil Aviation Day
All non-military aviation is called civil aviation. This involves the flight activities of the private and commercial sectors. Civil aviation plays a huge role in the social and economic development of countries around the world. Civil aviation is also a vital component of peace and prosperity. For these reasons, people across the globe celebrate International Civil Aviation Day every year on December 7th. The International Civil Aviation Organization (ICAO) established this day in 1994. Two years later, the UN adopted a resolution that officially recognized this day.
7. Wright Brothers Day
We’ve arrived at our final destination on the 7 Fantastic Days Celebrating Flight. Wright Brothers Day occurs every year on December 17th. This day commemorates the first successful flight of a mechanically propelled airplane. Brothers Orville and Wilbur Wright made the 12-second flight near Kitty Hawk, NC, in 1903. Sixty years later, in 1963, Congress made a joint resolution to declare December 17th Wright Brothers Day.
There are over 1,500 national days. Don’t miss a single one. Celebrate Every Day® with National Day Calendar®!
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As one of our closest neighbors in the solar system, Mars has long fascinated people who are interested in space exploration.
A True Book: Space series dives into the many components that make each planet distinctive and exceptional, as well as explore many of the other components that make up Space. This series includes an age appropriate (grades 3-5) introduction to curriculum-relevant subjects and a robust resource section that encourages independent study.
Readers will find out how we have used advanced technology to explore the surface of Mars and why some scientists think they might one day discover life on the fourth planet from the sun. They will also learn what it is like on Mars' surface and why scientists are paying such close attention to the planet's moons.
Table of Contents
1 The Red Planet
Where is Mars located within our solar system? 7
2 Geography and Climate
Why do Mars's ice caps grow during winter? 15
3 The Moons of Mans
What might happen to Mars's moons in the distant future? 25
4 Early Views of Mars
What factors led people to believe that Mars is home to intelligent life-forms? 31
How have Martians appeared in popular culture? 36
5 Modern Exploration of Mars
What kinds of spacecraft have we sent to Mars? 39
True Statistics 44
Important Words 46
About the Author 48
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NASA announced on Wednesday plans for a Dec. 18 launch of its James Webb Space Telescope, which is expected to provide valuable insight into the history of the cosmos during its 10-year mission.
The space agency said the mission will extend beyond the discoveries of NASA's Hubble Telescope mission, with longer wavelengths that will allow Webb to look much closer at the beginning of time and hunt for the unobserved formation of the first galaxies.
The Webb telescope recently passed its "rigorous testing regimen," which NASA considered a major turning point for the mission.
The Webb observatory is now sitting at Northrop Grumman facilities in southern California before it will be moved to French Guiana on the northeast coast of South America for launch from a French spaceport onboard an Ariane 5 rocket.
The mission is named for James Webb, who headed NASA during the early 1960s as the U.S. was headed toward sending men to the moon for the first time.
The Webb mission is also partnered with the European Space Agency (ESA) and the Canadian Space Agency.
Webb's program director, Gregory L. Robinson, said: "Now that we have an observatory and a rocket ready for launch, I am looking forward to the big day and the amazing science to come."
NASA calls Webb's technology "revolutionary," with the ability to explore every phase of cosmic history "from within our solar system to the most distant observable galaxies in the early universe, and everything in between."
"Webb will reveal new and unexpected discoveries," said NASA, "and help humankind understand the origins of the universe and our place in it."
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I first ask what do I hope to accomplish and what is the simplest approach to a given problem. By simplest approach, I mean given the tools and information available. If I were to design the least expensive airplane, using minimum materials with maximum strength, and a wide margin of safety, I would select a flying wing. The flying wing eliminates fuselage, tail, rudder, and stabilizer. The passengers are seated in the wing. I designed many variations on flying wings in the early 1930’s.
Social designs must be based on the carrying capacity of Earth’s resources, and not on the philosophy, desires, aesthetics, or advantages of particular people. For example, the circular design of cities is based upon a minimum expenditure of energy for maximum social gain. Architecture, when intelligently designed, will use the least amount of material for the safest and most efficient structure possible. As materials improve and change, so will architecture and the designs of cities. This will not limit advantages, but will expand amenities and the goods and services available to everyone.
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Most of the argument over where NASA should send astronauts involves the moon and/or Mars. Should we hold fast on the Journey to Mars, building a waystation in cis-lunar space from where the first interplanetary missions could be dispatched? Or should we head back to the moon first, accessing the commercial, political, and scientific opportunities Earth’s nearest neighbor holds? Bruce Dorminey, a science journalist, suggests that we should head for #Venus first and sooner rather than later in a recent article in Forbes..
Venus may be a strange place anyone would want to go to. It’s high temperature and crushing pressure makes the planet’s surface the closest to a real-life hell as anyone would want to imagine. Conditions on Venus have crushed robotic probes and melted their electronics.
Dorminey’s idea imagines a Venus orbital mission to the second planet from the sun using the Orion/Space Launch System architecture. The astronauts would remote-control rovers on the planet’s surface built of modern materials and electronics designed to survive the hellish conditions there. Perhaps a balloon probe could be dropped in Venus’ upper atmosphere where conditions are relatively benign.
Besides the good science that could be done on Venus, the argument for going there would be to serve as a #Shakedown Cruise for interplanetary flight in advance of the Mars mission. Dorminey thinks, perhaps optimistically, that the Venus expedition could happen as early as 2023, still in President Donald Trump’s second term.
The idea of going to Venus, an understandably underexplored world, all things considered, is both beguiling and unlikely unless NASA gets far more money than most people think it is likely to get.
The arguments for Mars, as a place that might contain life and where people might live, and for the moon, rich as it is in resources, are too strong to be diverted to Venus, no matter what kind of science could be done there.
Still, one can imagine Venus happening if the Gwynne Shotwell scenario ever happened. Shotwell, the chief operating officer of SpaceX, once opined that a lot of arguments over space would disappear if NASA’s budget were to be $23 billion or $25 billion instead of the current $19.5 billion. The extra money would constitute a rounding error insofar as the federal budget is concerned. But so much more could be done, especially considering the possibility of commercial and international partnerships. It would be nice, for a change, for space visions to be limited only by the imagination rather than by the stingy amount of money the political class makes available.
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Vanguard 3 [NASA]
Vanguard 3 was launched by a modified Vanguard rocket from the Eastern Test Range into a geocentric orbit. The objectives of the flight were to measure the earth's magnetic field, the solar X-ray radiation and its effects on the earth's atmosphere, and the near-earth micrometeoroid environment. Instrumentation included a proton magnetometer, X-ray ionization chambers, and various micrometeoroid detectors. The spacecraft was a 50.8-cm-diameter magnesium sphere. The magnetometer was housed in a glass fiber phenolic resin conical tube attached to the sphere. Data transmission stopped on 11 December 1959, after 84 days of operation. The data obtained provided a comprehensive survey of the earth's magnetic field over the area covered, defined the lower edge of the Van Allen radiation belt, and provided a count of micrometeoroid impacts. Vanguard 3 has an expected orbital lifetime of 300 yr.
|Type / Application:||Science|
|Contractors:||Naval Research Laboratory (NRL)|
|Orbit:||512 km × 3744 km, 33.3°|
|Vanguard 3 (Magne-Ray Satellite)||1959 η||18.09.1959||CC LC-18A||P||Vanguard (mod)|
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Synergism with an Air force and NASA Methane gell RS-25
Air Force contracts for 16 RS-25 expendable engines and transfers( loans?) them to NASA, NASA “owes” the Air force for these engines.These are flown on the first 3 to 4 SLS flights.The air force is owed engines that have higher molar mass engines ( hydrocarbon)
NASA agrees to transfer(loans?) the 17 SSME’s to the Air Force
The Air Force agrees to fund the R&D for recovering the SSME engines after each flight, these engines are worth recovering!
The Air Force Runs SSME on EELV with a 5% to 10% Methane gel( does it need modification?)
Production engines for both agency’s are incrementally evolved to a higher methane gel mix
NASA owes the Air Force so NASA needs a Methane gell CBC for the SLS so the Air Force agrees to look for a sweet spot between CBC and EELV commonality also NASA must replace the Air Forces SSME’s as they were out.This means the Air Force EELV must be human rated!
The SSME is already human rated
The Air Force and NASA will cost engineer the cost savings of SSME/EELV to see how many flights a recovered SSME would produce over years, assume SpaceX and ULA have won a percentage of flights.Cost engineering should done by NASA, The Air Force and an independent third party. SSME’s are reusable and with 16 flight sets the Air Force with recovery could see at 10 flights per engine X 2 engines per launch vehicle(3 for a heavy)yields a result of 160 flights divided by 2 equals 80 flights.Refurbishment costs of each Air force SSME would have to be researched by cost engineers.We are talking about opportunity costs here versus delayed expenses (SSME refurbishment VS AF not having to pay for a new engine R&D)
If this SSME/RS-25 CBC as a EELV is to large even for the biggest NRO payloads then the Air Force agrees to the idea of co-manifesting NASA or commercial payloads ( each CBC would have two to three engines) The two engine SSME EELV would make for the better launcher with some Methane gel Molar mass.Two engines make for a better recovery option.
NASA and the ESA agree to explore the joint development of the winged engine recovery option as long as the air force requirement is meet on this being sold to everyone.This would be built in the united states and Europe.(a US Adeline)
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When you’re a student pilot, everything in the airplane seems to happen at warp speed. In the pattern, it feels like there’s barely enough time on downwind to get the airplane configured and go through the before-landing checklist. But as your training progresses, time seems to magically slow down. Or rather, our mental processes speed up. All of a sudden, the downwind leg becomes much longer, with time to spare! With practice, a similar warping can happen to runway length—or our perception of it. Budd Davisson shows us how to make every runway seem longer, mentally. He discusses the factors that shape runways and techniques you can use to “lengthen” them.
One airplane that makes every runway seem absurdly long is the Rans S-20 Raven. James Wynbrandt reports on his flight in the light-sport taildragger, which has a landing distance of 340 feet and a takeoff roll of 300 feet. Also in this issue, Wynbrandt tries out a Piper Meridian with Bart Jones, Piper’s chief pilot. The single-engine PA-46 is designed for the pilot who has no experience with turboprops, and their easy flight to Key West is demonstration of the airplane’s simplicity.
During a flying career spanning 15,500 hours, Senior Editor Bill Cox has come across many unusual and interesting facets of aviation. This month, he shares 20 out-of-the-ordinary facts about airplanes that you likely didn’t know. Why did Beech design its original Baron with the throttles positioned between the prop and mixture controls? What are the potentially dangerous quirks of a Siai-Marchetti SF-260? Have you heard of the Bellanca T-250 Aries, Piper Seneca Tri-Motor, or Cessna 620?
The FAA’s deployment of ground stations for the ADS-B network is complete, which means it’s time to start planning your ADS-B upgrade. John Ruley has an update on the NextGen initiative, the requirements of airplane owners and a rundown of manufacturers of ADS-B components and systems. He explains why it’s important to take action sooner rather than later.
Marc Lee takes a look at what’s new with headset manufacturers. He talks with eight leading companies about their new products, innovations and plans for the future. Trends include smaller and lighter headsets, new materials, clearer microphone capabilities and wireless technology.
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In a recent update, the Indian Space Research Organisation (ISRO) has announced its readiness to initiate the Automatic Landing Sequence (ALS) for its highly anticipated lunar expedition, Chandrayaan-3. The agency took to X (formerly known as Twitter) to share this pivotal development. The mission’s Lander Module (LM), comprising the lander named Vikram and the rover Pragyan, is slated to make a precision landing within the Moon’s southern polar region at 6:04 pm today. This imminent lunar touchdown marks a momentous stride, as no nation has hitherto achieved a successful lunar landing within this particular geographical expanse.
ISRO Prepares for Chandrayaan-3 Lunar Landing: Automatic Landing Sequence Activation Imminent
In a significant announcement on its official Twitter account, the Indian Space Research Organisation (ISRO) has conveyed its readiness to embark on a pivotal phase of the Chandrayaan-3 lunar mission. The organization’s tweet confirmed its preparedness to initiate the Automatic Landing Sequence (ALS), a moment that has been keenly anticipated by space enthusiasts and the scientific community alike. The key timeline for this event has also been provided by ISRO, which further elucidates the meticulous planning that underpins this endeavor.
What is an Automatic Landing Sequence?
The Automatic Landing Sequence (ALS) constitutes a pivotal component within the Chandrayaan-3 lunar landing operation. It represents an intricate orchestration of automated procedures and advanced technologies designed to facilitate a secure and precise landing of the Lander Module (LM) on the lunar surface.
Upon receiving the initiation command for the ALS, the LM, consisting of the lander (Vikram) and the rover (Pragyan), undergoes a series of precisely choreographed actions. Central to this sequence is the activation of the LM’s throttleable engines, a fundamental component of the powered descent maneuver. These engines are meticulously controlled to regulate the craft’s descent velocity, trajectory, and orientation as it approaches the lunar surface.
The execution of the ALS is subject to rigorous monitoring by ISRO’s dedicated mission operations team. This vigilant oversight is crucial to ensuring the seamless sequential execution of the automated commands, each of which contributes to the controlled and accurate descent of the LM.
Preceding the scheduled touchdown, the necessary commands are transmitted to the LM from ISRO’s Indian Deep Space Network (IDSN) facility. These commands are meticulously prepared and uploaded several hours in advance, meticulously accounting for mission parameters, lunar conditions, and trajectory considerations. The IDSN serves as the communication backbone, facilitating the exchange of critical instructions and data between the mission control center and the spacecraft.
Navigating Challenges in the Lunar Landing Phase
The lunar landing phase is a critical juncture in the Chandrayaan-3 mission, fraught with challenges that demand precise execution and mastery of engineering principles. As the Lander Module (LM) approaches an altitude of around 30 kilometers above the lunar surface, it confronts a series of hurdles that necessitate meticulous strategy and technological finesse. Central to this phase is the implementation of the powered braking maneuver, a pivotal undertaking that hinges on the coordinated operation of the LM’s four thruster engines. This maneuver, colloquially referred to as “retro firing,” plays a decisive role in regulating the craft’s speed and counteracting the Moon’s gravitational pull, thereby averting the risk of a crash upon impact.
Precision Engine Control and Soft Lunar Landing: A Delicate Descent Strategy
The final phases of the Chandrayaan-3 lunar descent encompass a sequence of meticulously calculated maneuvers, exemplifying the culmination of advanced engineering and precise execution. As the Lander Module (LM) approaches an altitude of approximately 6.8 kilometers above the lunar surface, a strategic transition occurs, involving a pivotal change in engine utilization and an intricate descent strategy.
ISRO Chairman Highlights Critical Phases in Lunar Landing Process
In a recent statement, ISRO Chairman S. Somanath underscored the paramount significance of key phases within the lunar landing process for the Chandrayaan-3 mission. The chairman’s remarks shed light on the intricacies involved in the challenging descent and landing maneuvers, specifically emphasizing two critical stages that demand meticulous execution and technical prowess.
Post-Landing Challenges and Mission Prospects for Chandrayaan-3
The successful soft landing of the Chandrayaan-3 mission marks the commencement of a new phase of exploration on the lunar surface. While this achievement is remarkable, it brings forth a set of challenges and considerations that underscore the intricacies of lunar exploration. Here are the key post-landing challenges and mission prospects for the Chandrayaan-3 endeavor:
Rover Deployment and Surface Exploration:
After achieving a precise and controlled landing, the Chandrayaan-3 mission transitions to the next phase: the deployment of the rover, Pragyan. The rover’s descent from the lander’s platform onto the lunar surface is executed using a side panel as a ramp. This delicate operation demands synchronization and precision to ensure that the rover is deployed safely and effectively.
Lunar Dust Challenge:
One notable challenge that the lander may face upon touchdown is the dispersal of lunar dust. The firing of the LM’s onboard engines in close proximity to the lunar surface can result in the disturbance and scattering of lunar regolith. This lunar dust, composed of fine particles, has the potential to affect the surrounding environment, including the lander’s systems and scientific instruments. Addressing this challenge necessitates advanced engineering strategies to mitigate the impact of lunar dust on the mission’s objectives.
Limited Mission Duration and Expansion Possibilities:
The operational timeline for the Chandrayaan-3 mission is characterized by a relatively short duration due to the constraints of the lunar day-night cycle. With one lunar day lasting approximately 14 Earth days, the lander and rover are anticipated to conduct their scientific investigations within this timeframe. However, ISRO remains open to the prospect of extending the mission’s duration for an additional lunar day, should conditions and opportunities permit. This potential extension reflects ISRO’s commitment to extracting maximal scientific value from the mission’s capabilities.
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The Mirage III supersonic fighter line proved a popular product throughout the Cold War decades where Mach 2-travel was an important quality of many aircraft. Over 1,400 of the type was eventually produced in France and overseas and many subvariants and test platforms were born from the same sound original design. The delta-wing performer was a ground-breaking system for its time and made evermore popular by its combat performance in Israeli hands during the 1967 Six Day War. While retired from most major air powers of the world, the Mirage III still maintains a small footprint in inventories of a few select air forces today (2013).
Founded in 1929 by Marcel Dassault (born as Marcel Bloch) and based in Paris, France, the Dassault Aviation concern emerged from the devastation of World War 2 (1939-1935) to become one of the leading aviation companies of Europe. In 1952, the French government required a new, lightweight supersonic interceptor to counter the threat posed by Soviet nuclear-capable bombers and fighters. Dassault responded with their "Mystere-Delta 550" (M.D.550) concept which utilized a single-seat, twin-engine, delta-wing planform with single vertical tail fin. Power for the aircraft was served through 2 x British Armstrong Siddeley MD30R Viper afterburning turbojet engines backed by a rocket thruster. The M.D.550 achieved first flight on June 25th, 1955.
The M.D.550 product then evolved to become the "Mirage I" concept with a revised wing surface. This model achieved first flight in November of 1956 and set a maximum speed mark of Mach 1.6. While promising from a performance stand point, the Mirage I was not a realistic military-minded product which was intended to carry internal cannon, a useful fuel store, onboard interception radar and external missiles. As such Dassault moved on the slightly larger "Mirage II" concept though this was eventually given up for good with the dimensionally larger "Mirage III" design being furthered.
Based on the wartime German BMW 003 series turbojet, French manufacturer SNECMA developed its in-house Atar 101G-1 turbojet and a single installation of this system would power the new Mirage III airframe. The airframe retained the delta-wing planform seen in earlier prototypes and the single vertical tail fin with seating for one pilot. The fuselage was very slim and dart-like in its design approach, making maximum use of aerodynamics to achieve the projected Mach 2 speeds for the French interceptor. The Atar engine developed some 9,700lbs of thrust and offered afterburning for short bursts of concentrated speed. First flight of a Mirage III prototype was claimed on November 17th, 1956 while a tenth test flight netted a maximum speed of Mach 1.5. Testing indicated turbulent airflow along the two half-moon intakes aspirating the Atar engine so adjustable shock cones were added to each opening. In this revised configuration, the Mirage III reached a speed of Mach 1.8.
Impressed with the new Dassault product, the French government moved on ordering the type for service and this begat the "Mirage IIIA" preproduction designation. Aircraft would be outfitted with the SNECMA Atar 09B turbojet engine of 13,228lbs thrust. The fuselage was extended slightly to house the Thomson Cyrano air intercept radar system and a drag chute was added to reduce runway roll upon landing. First flight of a Mirage IIIA aircraft was in May of 1958 and the model eventually clocked a maximum speed of Mach 2.2 - fulfilling the French government's high speed request while also becoming the first European aircraft to exceed Mach 2 in level flight.
Following the limited batch of preproduction Mirage IIIAs was the combat-capable "Mirage IIIC". This was a single-seat, all-weather interceptor which first flew in prototype form during October of 1960 and was armed with 2 x 30mm DEFA internal cannons, outfitted with the Cyrano interception radar and provision for air-to-air missiles. The French Air Force ordered these in number and supplemented the type through the "Mirage IIIB" two-seat trainer. Mirage IIIB models included a second cockpit for the instructor, lacked the radar installation and internal cannons and sported a lengthened fuselage. Deliveries of Mirage IIIC interceptors to French units occurred in July of 1961 with orders also placed by Israel (Mirage IIICJ) and South Africa (Mirage IIICZ) by this time. Mirage IIIB trainers were also in use with the forces of Israel, Lebanon, South Africa and Switzerland.
Even as the Mirage IIIC interceptor mount was becoming entrenched in French air service, Dassault promoted a long-range, all-weather air defense/strike fighter (multirole) variant of the design as the "Mirage IIIE". The prototype first flew on April 1st, 1961 and included a lengthened fuselage with increased avionics and fuel, a Marconi navigation radar, Radar Warning Receiver (RWR) and Cyrano II series air-ground radar. The Mirage IIIE was outfitted with the SNECMA Atar 09C series afterburning turbojet engine and a total of three prototypes furthered the endeavor prior to production. After adoption by the French Air Force, the IIIE was also licensed-produced in the countries of Australia, Belgium and Switzerland while fielded by the forces of Argentina, Brazil, Lebanon, Pakistan, South Africa, Spain and Venezuela under various export designations. To the Mirage IIIE model was added the requisite Mirage IIID two-seat trainer form which was also purchased by Pakistan, Spain, South Africa, Switzerland and Venezuela. French Air Force Mirage IIIE models were cleared for nuclear ordnance.
As with other interceptor aircraft of the period, a dedicated reconnaissance-minded form soon emerged as the "Mirage IIIR". This variant offered the ground attack frames of the Mirage IIIE models with the avionics suite of the Mirage IIIC interceptor. They lacked radar under the nose cone and housed multiple cameras for photo-reconnaissance sorties instead. The Mirage IIIR was then improved through the "Mirage IIIRD" initiative. Reconnaissance types were adopted outside of France by the forces of Israel, Pakistan, South Africa and Switzerland.
The Mirage 5 was a related Mirage IIIE series offshoot and developed by Dassault to fulfill a clear-weather/ground attack requirement for Israel. The prototype went airborne on May 19th, 1967 with its lengthened nose cone (housing a simplified radar installation) as a single-seat, all-weather dedicated strike platform. Ultimately, 582 of the type were produced and examples fielded by France, Belgium, Egypt, Pakistan and several others. Due to French politics blocking the Mirage 5 to Israel, Israeli Mirage IIIs were evolved in-house into the excellent "Kfir". In French Air Force service, the Mirage 5 was the Mirage 5F. Belgian Mirage 5s were locally-produced and many Mirage 5 customers eventually saw modernized avionics introduced.
The Mirage 50 became a multi-role variant outfitted with the SNECMA Atar 9K-50 engine while reconstituting the Mirage 5 airframe. A prototype went airborne in 1979 and proved the design sound. Key to the model was its integration of a Head-Up Display (HUD), advanced radar system and improved flight dynamics (such as use of canards). The series was offered in a modernized form through the Mirage 50M designation.
The Mirage IIIV was another Mirage III form developed as a heavily revised variant to serve as a Vertical Take-Off and Landing (VTOL) fighter for NATO. However, the type was never adopted into NATO service and two manufactured, the first flying in February of 1965.
Current Mirage III operators include Argentina and Pakistan. Countries such as France, Australia, Egypt and Venezuela have since given up the Mirage III in favor of more modern alternatives or due to forced budget cuts. South Africa developed the French design into the Atlas Denel "Cheetah". Belgian Mirage IIIs were known as SABCA "Elkan".
One of the primary reasons for the global success of the Mirage III line was its use by Israeli forces during the 1967 Six Day War where it became a certified combat platform. Israeli success against enemy MiGs was much-publicized and solidified the type's standing on the global market, driving sales for Dassault in turn. While the type's delta-wing configuration made her slow in turning, the fighter excelled in other key areas that made them priceless commodities in the Israeli Air Force inventory of the period.
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Aircraft Classes: For the purposes of Wake Turbulence Separation Minima, ATC classifies aircraft as Heavy, Large, and Small as follows:
a. Heavy. Aircraft capable of takeoff weights of more than 255,000lbs whether or not they are operating at this weight during a particular phase of flight.
b. Large. Aircraft of more than 41,000lbs, maximum certificated takeoff weight, up to 255,000lbs.
c. Small. Aircraft of 41,000lbs or less maximum certificated takeoff weight.
I would like to add that many airlines get a waiver or exemtion. For example I flew the Saab 340 at Amer Eagle and our op specs granted us authority to operate as a large airplane--even though we were only 29300 gross.
I'm curious, what is the purpose of the exemption? I guess to allow less separation between you and the guy in front of you, but if so, what is it about the Saab (or any other plane granted such an exemption) that makes it less susceptable to wake turbulence? Higher wing loading?
IMHO the exemption on the Saab and ATR(and probably many other models- but can on vouch for saab) had nothing to do with safety but rather economics. The FAA allowed this as they probably felt it was safe enough and did not want to congest the busy airspace(JFK,LGA,BOS,DCA,DFW,Lax, ....)and create any more delays by adding the additional mile seperation and 1 minute under certain circumstances. * Probably no different than allowing land and hold short operations in order to better utilize our resources--I think anyone can see that landing more than one a.c. at a time greatly increases the chance of incidents but are willing to look the other way
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What Chandrayaan-3 Has Seen on the Moon So Far!
Chandrayaan-3 was a proposed mission by the Indian Space Research Organisation (ISRO) to further explore the Moon. Chandrayaan-1, India’s first lunar mission, was launched in 2008, and it was followed by Chandrayaan-2 in 2019. Chandrayaan-2 was a more ambitious mission that included an orbiter, lander, and rover. However, the lander (Vikram) had a hard landing and was not successful in making a soft landing on the lunar surface.
Chandrayaan-3 was expected to be a follow-up mission primarily focused on landing a rover on the Moon. It was planned to use the experience and data gathered from Chandrayaan-2 to improve the success of the lander and rover components. The mission aimed to conduct further research and exploration of the Moon’s surface, including studying the lunar regolith and geology.
Will India show us the Moon in a completely new way? In August 2023, the Chandrayaan-3 mission has landed and scientists are expecting completely new findings.
What exactly will the rover Pragyan and lander Vikram study on the Moon? And why did India land its rovers at the lunar south pole of all places?
Do not forget to share your opinion with us to provide you with the best posts !
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This article needs additional citations for verification. (May 2018)
An airman is a member of an air force or air arm of a nation's armed forces. In certain air forces, it can also refer to a specific enlisted rank. An airman can also be referred as a soldier in other definitions.
In civilian aviation usage, the term airman is analogous to the term sailor in nautical usage. In the American Federal Aviation Administration usage, an airman is any holder of an airman's certificate, male or female. This certificate is issued to those who qualify for it by the Federal Aviation Administration Airmen Certification Branch.
In the U.S. Air Force, airman is a general term which can refer to any member of the United States Air Force, regardless of rank, but is also a specific enlisted rank in the Air Force. The rank of airman (abbreviated "Amn") is the second enlisted rank from the bottom, just above the rank of Airman Basic, and just below that of Airman First Class. Since the Air Force was established in 1947, all of the various ranks of "airman" have always included women, and in this context, the word "man" means "human being". Former U.S. Air Force ranks included Airman Second Class and Airman Third Class.[Note 1] The current E-2 paygrade rank of Airman was called Airman Third Class from 1952 to 1967.
A person with the rank of Airman Basic is typically promoted to the rank of Airman after six months of active duty service in the Air Force, if that member had signed up for an enlistment period of at least four years of active duty. On the other hand, an enlistee could be promoted to the rank of Airman immediately after completing Air Force basic training (and thus paid somewhat more) given one of several additional qualifications:
- Having completed at least two years of a Junior Reserve Officers' Training Corps (Junior ROTC) while in high school.
- Having achieved the Eagle Scout level from the Boy Scouts of America, or the Gold Award from the Girl Scouts of the United States of America.
- Having earned 20 college semester credit hours (30 quarter hours).
Those enlistees who have qualified for these early promotions to the rank of Airman are allowed to wear their single airman insignia stripe during the Air Force basic training graduation ceremony at Lackland Air Force Base in San Antonio, Texas. They also receive a retroactive pay increment that brings them up to the pay grade for an Airman upon their completion of basic training. (Thus, it is as if they have enlisted as Airmen on the first day, as far as their pay is concerned. However, if they do not complete basic training and are discharged, they do not receive the extra pay.)
While at the rank of Airman, the duties of enlisted personnel include adjusting to the Air Force way of military life and becoming proficient in their Air Force duty specialties. Note that upon leaving basic training, all Airmen enter a period of many weeks or many months of training at Air Force schools in their duty specialties that they and the Air Force have selected for them depending on their aptitudes and interests, and the needs of the Air Force. For Airmen with high aptitudes, some of these training programs include more than one school and take a year or more to complete.
Airmen are often nicknamed “mosquito wings" due to the insignia's resemblance to a mosquito's small wings.
In the U.S. Coast Guard, the ranks are very similar or identical to the ones in the U.S. Navy, and a Coast Guard airman is identical in rank and pay to an Airman in the Navy. Coast Guard Airman is the enlisted rank that corresponds to the pay grade of E-3 in the Coast Guard's aviation field, and includes both men and women. Airman is just above the Coast Guard rank of airman apprentice, Seaman Apprentice, fireman apprentice which is the E-2 pay grade, but it is just below the rank of Petty Officer Third Class, E-4 pay grade.
The rank is used by the National Bolivarian Armed Forces of Venezuela.
- In 1967, there was significant reorganization of the enlisted ranks, and the former rank of "Airman First Class" became an "Air Force Sergeant"; the former "Airman" became the new "Airman First Class"; the former "Airman Second Class" became an "Airman"; and the former "Airman Third Class" became an "Airman Basic". All of the pay and fringe benefit grades remained as they were, just associated with new and less cumbersome rank names.
- The following Navy rates (actual job names and functions) fall within the category of "Airman" and are all at the E-3 pay grade:
- AB: aviation boatswain's mate
- ABH: aviation handler
- ABE: aviation equipment
- ABF: aviation fuel
- AC: air traffic controlman
- AD: aviation machinist's mate
- AE: aviation electrician's mate
- AG: aviation aerographer's mate
- AM: aviation structural mechanic
- AME: aviation structural mechanic (egress)
- AO: aviation ordnanceman
- AS: aviation support equipment technician
- AT: aviation electronics technician
- AW: aviation warfare systems operator
- AZ: aviation maintenance administrationman
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TYPE: Interceptor fighter. Project.
ACCOMMODATION: Pilot only
POWER PLANT: Two Pabst-Lorin ramjet engines, rated at 1.500 kp thrust each and one Walter HWK 109-509A liquid-fueled rocket engine, rated at 3.000 kp thrust
PERFORMANCE: 683 mph
COMMENT: In March, 1944, the team of Focke-Wulf worked on a design of a ramjet-powered fighter. The wings were mounted low on the fuselage and were swept back at 45 degrees. It had along, pointed nose and the cockpit was set back into the large vertical fin. The aircraft sat very low on a retractable nose wheel undercarriage and main wheels with extreme short track. The ramjets were located on the tips of the sharply swept tail planes. For take-off a Walter HWK rocket engine, located in the back fuselage was needed as well as to reach speed high enough to operate the ramjets. Ceiling of 36.000 ft should be reached within less than five minutes. Neither detailed design drawings nor models for wind tunnel testing are readied when the defeat of Germany stopped any further studies (Ref.: 16, 18).
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MIET-AIS is a Russian 3U CubeSats with an technology mission developed by students and scientists of the Moscow Institute of Electronic Technology (MIET) will go into orbit within the framework of the SPACE-p project together with FASIE.
The main purpose of the payload is to receive signals from AIS transmitters installed on ships for the purpose of their subsequent analysis. The information obtained is necessary to prevent collisions of ships, control their movement and use the data in search and rescue operations.
The MIET satellite is also equipped with an experimental plasma propulsion system developed by MEPhI.
The spacecraft was created as part of a project on the OrbiCraft-Pro SXC3 satellite CubeSat platform of SPUTNIX (part of the Sitronics Group). The spacecraft has successfully been integrated with the Aerospace Capital launch container and is ready for launch.
|Type / Application:||Technology|
|Operator:||Tyumen State University|
|Power:||Solar cells, batteries|
|MIET-AIS (RS 28S)||2022-096H||09.08.2022||Ba LC-31/6||Soyuz-2-1b Fregat||with Khayyam 1, CubeSX-HSE 2, CYCLOPS, Geoskan-Edelveis, ISOI, KAI 1, Kuzbass-300, MIET AIS, Monitor 1, Politekh-Univers 1, 2, ReshUCube, Siren, Skoltech B1, B2, UTMN, Vizard SS1|
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Elliott G. Reid
Tests have been made in the atmospheric wind tunnel of the National Advisory Committee for Aeronautics to determine the effects of pitching oscillations upon the lift of an airfoil. It has been found that the lift of an airfoil, while pitching, is usually less than that which would exist at the same angle of attack in the stationary condition, although exceptions may occur when the lift is small or if the angle of attack is being rapidly reduced. It is also shown that the behavior of a pitching airfoil may be qualitatively explained on the basis of accepted aerodynamic theory.
An Adobe Acrobat (PDF) file of the entire report:
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To infinity and beyond
From supporting Apollo moon missions to coordinating the design of the Rosetta spacecraft, Australia has made giant leaps for mankind in advancing our understanding of space. But when it comes to market share, Australia’s contribution sits stagnant at a mere one percent of a $400 billion industry.
In this talk, Warwick Holmes will discuss how Australia plans to leverage its expertise to improve its bottom line through the founding of the Australian Space Agency, and by developing the nation’s first generation of space engineers. He will also explore how the emergence of rival space programs, including private space exploration companies such as Elon Musk’s SpaceX, may impact this vision.
Warwick Holmes considers the 1969 moon landing as a pivotal moment in his life. It was then, as a seven-year-old glued to the television, he watched history unfold and his passion for space launched. He went on to study engineering at university before moving to the UK to work for the British Aerospace Company. This was the start of his 30-year career in the European space industry, including contributing to the Rosetta mission.
Returning to Sydney in 2017, Warwick is the executive director of Space Engineering where he hopes to share his passion for all things outer space with the next generation of space engineers.
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Drone Control Panel Overview
The Drone Control Panel serves as a centralized hub, offering operators crucial flight information and commands, making essential drone tasks easily accessible at your fingertips. It is located in the bottom-center region of the dashboard.
View In-flight Information
The Drone Control Panel provides the operator with access to view the following in-flight information of the drone:
Mission Status Indicator - Shows the real-time mission completion percentage.
In-flight - This state indicates that the drone is performing a mission or executing a 'Go to location' command.
Hovering - This state means the drone is currently hovering in place.
Offline - This state indicates that the drone is currently offline.
Mission Name - Provides info regarding the pre-planned mission being executed.
Drone Control Commands
Operators can use the drone control panel to execute the following commands:
Resume button will only be available when the drone is performing a mission.
Note that the Pause option is only supported when the drone is performing a pre-planned mission.
Return to Docking Station (RTDS)
This function brings the aircraft back to the docking station. The functionalities of the Return to Docking Station (RTDS) feature are as follows:
When the finish action is set to RTDS during mission planning, it automatically triggers Return to docking station (RTDS) upon mission completion.
RTDS automatically engages during a DJI failsafe event.
You can manually engage RTDS during an ongoing mission.
When launching to a location, you can activate RTDS only after engaging the 'Abort' button.
Steps to use Return to Docking Station (RTDS):
During a mission or Go to location, operators can command RTDS from the drone control panel.
Upon pressing the button, the operator would receive a confirmation pop-up following which toaster messages (notifications) would appear on the dashboard and the drone starts executing RTDS (Return to Docking Station) command.
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55th Rescue Squadron Pararescue PJ Silver Air Force Challenge Coin
55th Rescue Squadron
We Come In The Dark
HH-60G Pave Hawk
Air Force Challenge Coin
Condition: Used, and in good shape. It has some surface marks from handling. Please see pictures.
The coin is 1 5/8 inches in diameter with a serrated edge. It is .999 Fine 1 troy ounce silver. Some units would have silver challenge coins made, and in much fewer numbers then the brass versions.
The 55th Rescue Squadron (55 RQS) is an aviation unit of the United States Air Force. It operates the HH-60G Pavehawk helicopter and provides rapidly deployable combat search and rescue forces to theater commanders worldwide. They tactically employ the HH-60G helicopter and its crew in hostile environments to recover downed aircrew and isolated personnel during day, night, or marginal weather conditions. The squadron also conducts military operations other than war including civil search and rescue, disaster relief, international aid, emergency medical evacuation, and counter-drug activities.
Since 2003, the squadron provided rapidly deployable combat search and rescue forces worldwide; and deployed aircraft and crews in response to national disasters, domestic search and rescue, and MEDEVAC missions.
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RADA Electronic Industries Multi-Mission Hemispheric Radars (MHR), which are embedded in the Rafael Advanced Defense Systems Drone Dome counter-drone solution, will be delivered to the British Army in the coming months. These systems will be used to protect from airborne drones some sensitive facilities and sites on which British armed forces are deployed. The British Army is the first customer for this new and advanced Drone Dome system.
RADA’s MHR provides 360-degree surveillance and detects the drones at distances of 3-5 kilometers. Signal intelligence system along with electro-optical sensors, provide additional layers of threat classification and identification, while RF jamming provides the soft-kill layer of this solution.
Each system includes radars, electro-optical (EO) identification and signals intelligence systems and electronic jammers that disable the drone’s datalink or navigation systems.
The system can direct its soft kill jamming capability across a narrow area to avoid disruption of other legally-operated unmanned systems in the area.
The Drone Dome is capable of disabling an airborne UAS with a two-second concentration from its 5Kw hard kill laser effector, the system is described as having a technology readiness level (TRL) of “around 6-7” and a range of 2 kilometers.
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The Red Planet is about to be Spectacular (again!)
Did you get the email about Mars saying it will soon be closer to Earth than ever before in recorded history in the next months?
Did the email say "Earth is catching up with Mars in an encounter that will culminate in the closest approach between the two planets in recorded history."
Well sorry to disappoint folks, but this Mars email is from 2003. And like most email warnings it is also a little distorted and exaggerated.
Some of you might still remember that this Mars apparition (when Mars was closest to Earth) actually happened two years ago. In August 2003 Mars came closer to Earth than ever before in recorded history.
Now please don't cry, because Mars is still making a very very good showing in 2005! The closest approach will be just after Halloween. It will almost be as good as in 2003.
The 2005-2006 apparition of Mars will be one of the most favorable of the twenty first century for two reasons: 1) Mars will be almost as close to Earth as it was in 2003, 2) Mars will be higher in our sky above the celestial equator. Astronomy enthusiast know what this means - they will have a better opportunity to see and enjoy Mars!
Why are we getting closer to Mars? Imagine a race track. If one car is closer to the center of the track and traveling faster, it will eventully catch up to and pass the outer car. This is what is happening with Earth and Mars, we are "lapping" Mars.
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Taking a step toward its vision of creating an ecosystem of door-to-door travel that supports supersonic flight, Aerion Supersonic has formed a partnership with Falls Church, Virginia-based Electra, which is developing electric short takeoff and landing (eSTOL) aircraft.
Aerion chairman Tom Vice in June outlined plans for the company’s Aerion Connective initiative, which involves the development of a global ecosystem of transportation, including vehicles such as eSTOLs and eVTOLS, to get customers to and from the airport to provide a smoother, faster experience from beginning to end.
As part of that strategy, Aerion signed a memorandum of understanding naming Electra as a preferred partner for Aerion Connect in the greater New York metropolitan area and other potential regional hubs. “We’re…clear that enabling this reinvented, faster ecosystem will require world-class partners to achieve success,” Vice said. “I’m delighted to launch this partnership with Electra and their new generation of eSTOLs, which with their large cabin, optimal range, speed, and emissions capabilities will integrate seamlessly into our vision of the future.”
Founded and headed by John Langford, who formerly had founded and led Aurora Flight Sciences, Electra has ambitions for fixed-wing regional mobility aircraft that use a powered-lift concept to operate in and out of spaces that are used for parking garages, helicopter terminals, or barges.
“Aerion and Electra offer the perfect combination of speed and convenience,” Langford said. “Electra’s powered-lift aircraft can bring air service to areas of less than 100 feet. This will open new opportunities to connect urban, suburban, and remote areas.”
Electra’s plans include a distributed electric propulsion system that involves the use of many small motors mounted around the aircraft, saying this provides for a more fully integrated structure and aerodynamics. In addition, Electra is looking at pilot-assistance systems, using guidance and control technologies in use for autonomous vehicles, to enable high-precision landings that would come with operating out of smaller spaces.
This story comes from the new FutureFlight.aero resource developed by AIN to provide objective, independent coverage, and analysis of new aviation technology, including electric aircraft developments.
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Home Tags Space
In a groundbreaking revelation, National Oceanic and Atmospheric Administration (NOAA) scientists have uncovered an unexpected presence of metal-infused particles in the stratosphere, well over seven miles above Earth's surface. These particles, containing various metals from satellites and spent rocket boosters, have been vaporized by the intense heat generated during re-entry into Earth's atmosphere.
Inside the depths of planets, where extreme pressures and temperatures reign, matter takes on some truly bizarre forms. While iron atoms are believed to dance within Earth's solid inner core, the gas giants Uranus and Neptune likely host an unusual type of ice, known as superionic ice, which exists as both a solid and a liquid simultaneously. This extraordinary form of ice was first recreated in laboratory experiments five years ago and its existence and crystalline structure were confirmed four years later.
Bennu sample collected by the OSIRIS-REx mission has shown evidence of high-carbon content and water, according to NASA's preliminary assessment. This finding could indicate the presence of the building blocks of life on Earth in the asteroid material. The OSIRIS-REx sample, the largest carbon-rich asteroid sample ever delivered to Earth, will be studied for decades to investigate the origins of life and gain insights into our solar system's formation.
The Indian Space Research Organisation (ISRO), following the achievements of Chandrayaan-3 and the Aditya L-1 missions, is now poised to venture into the realm of Venus, often referred to as Earth's twin.
After years of dedicated work and anticipation, NASA's OSIRIS-REx mission has accomplished a historic milestone by safely delivering a capsule filled with rocks and dust collected from asteroid Bennu to Earth. This remarkable feat, completed with precision, holds the promise of advancing the understanding of planet formation, the origins of organic compounds and water on Earth, and enhancing our knowledge of potentially hazardous asteroids. Let's delve into this extraordinary achievement and its profound implications.
Contrary to previous beliefs that black holes fed slowly, a group of researchers led by Northwestern University found that black holes consume matter much faster. They came to the conclusion using high-resolution 3D simulations.
Frank Rubio, currently on a year-long mission aboard the International Space Station (ISS), has achieved a remarkable milestone in space exploration. Today,...
In a gesture of profound significance, Prime Minister Narendra Modi announced the christening of key lunar locations with names that reflect India's spiritual ethos and indomitable spirit. As he addressed scientists at the ISRO Telemetry Tracking and Command Network Mission Control Complex in Bengaluru, PM Modi revealed that the site where Chandrayaan-3's lander made its lunar touchdown will now be known as 'Shivashakti'. Similarly, the spot where Chandrayaan-2's landing occurred will be called the 'Tiranga Point'.
In a significant step towards the impending Moon landing of Chandrayaan-3, the Indian Space Research Organisation (ISRO) achieved a triumphant milestone on the early morning of August 16. The space agency flawlessly executed the fifth and ultimate orbit reduction manoeuvre, marking a pivotal accomplishment as the mission approaches its lunar destination.
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HERNDON, Va. â Nov. 19, 2013 â The U.S. Air Force has awarded Northrop Grumman Corporation (NYSE:NOC) two task orders under the A-10 Thunderbolt Life Cycle Program Support (TLPS) indefinite delivery, indefinite quantity contract vehicle. The total value of the task orders is nearly $24 million.
"Northrop Grumman is proud to continue to support the Air Force's premier ground attack aircraft," said John Parker, director, Northrop Grumman's global logistics and modernization business unit. "Our focus is to always provide our customer with the highest level of engineering services possible to ensure superior program performance. We look forward to continuing our work with the Air Force and the A-10 Thunderbolt."
Under the terms of the four-year aircraft structural integrity program (ASIP) Modernization V task order, Northrop Grumman and its teammates will support the A-10 ASIP modernization program on tasks required to keep the A-10 weapon system viable through 2028 and beyond. Teammates for ASIP include Southwest Research Institute, San Antonio. Texas; University of Dayton Research Institute, Dayton, Ohio; Borsight Inc., Ogden, Utah; and Prime Machine Inc., Salt Lake City.
Northrop Grumman will rely on its A-10 original equipment manufacturer experience for the two-year ASIP Legacy V task order, which will include tasks related to the original development and manufacture of the A-10. These tasks include damage tolerance analysis, materials testing, probabilistic and risk analysis, and stress and thermal analysis.
"Winning these task orders demonstrates our customer's confidence in our ability to manage the extremely important engineering and logistics tasks required to keep the aircraft structure flight-ready throughout its lifecycle," said David Gustafson, site and program manager, Northrop Grumman Clearfield aircraft engineering services center.
Northrop Grumman is a leading global security company providing innovative systems, products and solutions in unmanned systems, cyber, C4ISR, and logistics and modernization to government and commercial customers worldwide. Please visit www.northropgrumman.com for more information.
CONTACT: Leah Boley 703-713-4616 firstname.lastname@example.org Dave Apt 703-713-4490 email@example.com
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I’ve long been a fan of the idea of the space elevator ever since Bradley Edwards published his famous feasibility study, but his elevator is not the only game in town when it comes to alternative systems for launching cargo and people into orbit.
Gizmag has just published an article about the Startram launch vehicle, which is based on the tried and tested magnetic levitation (maglev) propulsion system, albeit amped up to a speed some 50 times faster than the top speed of today’s maglev trains. But unlike the space elevator, which is still awaiting the advent of carbon nanotubes that are strong enough and long enough to be spun into a ribbon thousands of miles long, the Startram system could be built entirely from technology that exists today.
Of course, if it was easy, we would already be building it. Needless to say, there are some complications:
The scope of the project is challenging. A launch system design for routine passenger flight into LEO should have rather low acceleration – perhaps about 3 g’s maximum, which then requires 5 minutes of acceleration to reach LEO transfer velocities. In that period, the spacecraft will have traveled 1,000 miles (1,609 km). The maglev track must be 1,000 miles in length – similar in size to maglev train tracks being considered for cross-country transportation.
That’s a maglev track that is 100 miles longer than Texas is east to west or Britain is north to south. And it’s not as simple as just building a track:
Like a train, the Startram track can follow the surface of the Earth for most of this length. Side forces associated with the curvature of the surface can be accommodated by the design, but not the drag and sonic shock waves of a craft traveling at hypersonic velocity at sea level – the spacecraft and launching track would be torn to shreds.
To avoid this, the Startram track must be contained inside a vacuum tube with vents to allow air compressed in front of the spacecraft to escape the tube. A vacuum equivalent to atmospheric conditions at an altitude of 75 km (about 0.01 Torr) should suffice for the efficient operation of the Startram launch system. Rapid pumping to achieve this pressure will be provided by a magnetohydrodynamic vacuum pump.
If the entire Startram tube is at sea level, on exiting the tube the spacecraft will suddenly be subjected to several hundred g’s due to atmospheric drag – rather like hitting a brick wall. To reduce this effect to a tolerable acceleration, the end of the Startram vacuum tube must be elevated to an altitude of about 20 km (12 miles). At this height, the initial deceleration from atmospheric drag will be less than 3 g’s, and will rapidly decrease as the spacecraft reaches higher altitudes.
Estimates for the cost of the launch system range from $20 billion for a cargo-only system that could be built in 10 years, to a $60 billion system capable of launching people into orbit within 20 years. That doesn’t sound a lot when compared to the $3.5 trillion the US government spent last year, or even the $680 billion spent on the military budget alone, but it is still a huge chunk of change. NASA’s entire budget for 2012 is less than $20 billion.
And it’s also a lot of money to spend on an unproven engineering project of such a massive scale. Thus the reality is that there would need to be a seismic shift in government policy before the Startram system had any chance of becoming reality, something that perhaps only a new Cold War (with China) or the imminent threat of an asteroid strike could bring about–not that anyone would wish for either of those things!
Still, I have no doubt that one day we will need a way into space that is cheaper, faster, safer, and more reliable than strapping people to the top of a massive firework, and some long-forgotten group of scientists who toiled in obscurity for years on one alternative launch system or another will suddenly be hailed as the visionaries who revolutionized our access to space. Let’s hope that time comes sooner, rather than later.
2 thoughts on “Why Fly When You Can Take the Train?”
maglev&zipper train for space elevator future
(1a)…space-elevator (railroad to the moon)… ☼ ← ☺▬▬▬←▬▬▬▬▬▬↔▬♦ ☻ → ☼ …a hyper-speed vertical electric train of Magnetic Levitation with Moon destination…energy receiving from nuclear electric generator on Moon…with only emergency brake rockets…((from Earth, passengers in rocket to space-elevator of Moon located between 20,000 and 70,000 kms high…or…)) awaits passengers in the gyratory World´s around in 27.55 days Pendant♦Station, size as an aircraft carrier, located between 9 and that day 43,638 kms (by elliptic Moon orbit) from Earth surface, and by 1 track (1 train monorail, half length above half length below through Station´s floor, with thin sheet lead anti-radiations), carbon nanotubes track made in hinge joint sections, such as a bike chain drive (so, also the Station can modify its own height with 10 kms/hour speed, starting each perigee to preparing the height for the next, staying always in perigee (or at whole elliptic Moon orbit if prefer) at 9 kms height from Earth´s surface, going due to the continuous changes of Moon´s perigee, upwards for avoid Station crash against ground!!..or downwards, by the zipper track carrying the track´s excess… Track with 347,883 kms in length (plus added kms, with situation lights along, little mirrors reflecting Sun light, and radar´s reflectors making well visible the Track for spacecrafts…), surface to surface, at the upper end attached to the Moon surface…
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The Seattle Flight Museum is home to a wide range of aircraft, educational exhibits, and historical sites related to flight. The outdoor gallery features the largest aircraft in the collection, including Concorde, the first Air Force One jet, as well as military aircraft such as the Flying Fortress B-17F. The Inner Grand Gallery provides viewers with many planes suspended during flight, while the Lear and Space Galleries focus on space travel, both its history and future. History buffs will especially love the personal courage wing dedicated to commemorating the important role of aviation in World War I and World War II. The exhibits include 28 restored fighters, personal stories of pilots and air support personnel, and interactive experiences like a flight simulator.
Those who are hijacked by modern aircraft will want to take a Boeing tour in Seattle, a convenient way to visit the company's facility. The tour includes transportation to and from the plant, a 90-minute tour of the assembly plant, and many of the site's exhibits.
Official website: www.museumofflight.org
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What does landing mean?
Definitions for landing
This dictionary definitions page includes all the possible meanings, example usage and translations of the word landing.
an intermediate platform in a staircase
landing, landing placenoun
structure providing a place where boats can land people or goods
the act of coming down to the earth (or other surface)
"the plane made a smooth landing"; "his landing on his feet was catlike"
the act of coming to land after a voyage
(Aeronautics) The act or process of bringing an aircraft to land after having been in the air; as, the pilot made a perfect three-point landing. Contrasted with take-off.
coming to earth, as of an airplane or any descending object
an in-between platform or large bottom-most or top-most step of a staircase
a place on a shoreline where a boat lands
Samuel Johnson's Dictionary
The top of stairs.
Etymology: from land.
Let the stairs to the upper rooms be upon a fair, open newel, and a fair landing-place at the top. Francis Bacon.
The landing-place is the uppermost step of a pair of stairs, viz. the floor of the room you ascend upon. Joseph Moxon.
There is a stair-case that strangers are generally carried to see, where the easiness of the ascent, the disposition of the lights, and the convenient landing, are admirably well contrived. Joseph Addison, Remarks on Italy.
What the Romans called vestibulum was no part of the house, but the court and landing-place between it and the street. John Arbuthnot, on Coins.
Landing is the last part of a flight, where a flying animal, aircraft, or spacecraft returns to the ground. When the flying object returns to water, the process is called alighting, although it is commonly called "landing", "touchdown"a or "splashdown" as well. A normal aircraft flight would include several parts of flight including taxi, takeoff, climb, cruise, descent and landing.
of, pertaining to or used for, setting, bringing, or going, on shore
a going or bringing on shore
a place for landing, as from a ship, a carriage. etc
the level part of a staircase, at the top of a flight of stairs, or connecting one flight with another
Landing is the last part of a flight, where a flying animal, aircraft, or spacecraft returns to the ground. When the flying object returns to water, the process is called alighting, although it is commonly called "landing," "touchdown" or "splashdown" as well. A normal aircraft flight would include several parts of flight including taxi, takeoff, climb, cruise, descent and landing.
Military Dictionary and Gazetteer
In fortification, is the portion of the floor of the gallery between the frames that bound the entrance to a return. The landing is in all cases horizontal.
The act and process of to land.
The landing was peaceful and calm which was a real joy.
Submitted by MaryC on March 21, 2020
Surnames Frequency by Census Records
According to the U.S. Census Bureau, Landing is ranked #51176 in terms of the most common surnames in America.
The Landing surname appeared 407 times in the 2010 census and if you were to sample 100,000 people in the United States, approximately 0 would have the surname Landing.
67% or 273 total occurrences were White.
26% or 106 total occurrences were Black.
4.4% or 18 total occurrences were of Hispanic origin.
1.4% or 6 total occurrences were of two or more races.
British National Corpus
Rank popularity for the word 'landing' in Nouns Frequency: #1835
Anagrams for landing »
The numerical value of landing in Chaldean Numerology is: 4
The numerical value of landing in Pythagorean Numerology is: 7
Examples of landing in a Sentence
Even if they never got anything for it, it was cheap at that price. Without malice aforethought I had given them the best show that was ever staged in their territory since the landing of the Pilgrims! It was easily worth fifteen million bucks to watch me put the thing over.
The boats landing daily on the shores of Europe are filled with men and women who need acceptance and assistance.
Number 2, the plane was able to do a belly landing and landed safely in Islip New York.
Flight VS43 ... (has) returned to London Gatwick due to a technical issue with one of the landing gears, the aircraft is preparing to implement a non-standard landing procedure at Gatwick airport.
The Fed could try to procrastinate, but if they do that, inflation will likely come back and then they'll have to slam on the brakes even harder. Procrastination doesn't really lead to a good outcome. That just leads to a harder landing down the road.
Popularity rank by frequency of use
Translations for landing
From our Multilingual Translation Dictionary
- přístaviště, podesta, chodba, přistání, koridorCzech
- Treppenabsatz, Anlegeplatz, LandungGerman
- muelle, descansillo, aterrizaje, rellanoSpanish
- porrastasanne, laskeutuminen, tasanneFinnish
- palier, atterrissageFrench
- laimrigScottish Gaelic
- caposcala, ballatoio, pianerottolo, atterraggio, imbarcadero, ripianoItalian
- 上陸, 踊り場, 着陸, 船着き場Japanese
- слетување, одмориште, спуштање, приземјувањеMacedonian
- steiger, landing, overloop, aanlegplaatsDutch
- aterrissagem, aterragem, pousoPortuguese
- посадка, приземлениеRussian
- призе́млення, поса́дкаUkrainian
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| 0.147051
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|Many airlines have modified their schedules as a result of the COVID-19 pandemic. As a result, please consult a flight tracking site such as FlightAware or FlightRadar24 or airline web sites for current flight information.|
Some areas are restricting non-essential activities in order to slow the spread of the coronavirus. Please ensure that spotting is not temporarily prohibited by a local public health order before heading to the airport.
|Continent: Europe||Country: United Kingdom||Region: England|
|Overview map||Google Maps|
Hawarden Airport often known as Chester Airport, is a small airport in Hawarden in north east Wales. It is situated 3.5 nautical miles (6.5 km) west southwest of the city of Chester, which lies across the border in England. The airport is owned and operated by BAE Systems. A long term tenancy agreement has been signed with Airbus UK, giving rights as the sole operator of the site. At the airport there is a large Airbus factory which produces aircraft wings and also a Raytheon aircraft factory.
The aircraft factory located on the airfield is known as the Broughton factory, named after the nearest village.
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| 0.299437
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Although a simple aircraft, pulleys, cables and bellcranks need to be lubricated, the airframe itself needs to be periodically inspected, especially if one is performing aerobatics. Read about the maintenance of fabric aircraft and what goes into them, lastly we have some wood in the structure, very labor intensive depending on the environment where the aircraft is being operated. Are you getting the picture? I haven't even gotten into the engine! Engine oil - 25 to 50 hour changes. Inspections - 50 to 100 hour. I believe a few of our members have actually turned wrenches on the Moth so I know they'll chime in.
No - even the simplest of aircraft cannot go for "hundreds of hours" without some kind of maintenance!
Agree about your cost message.For fighters in the field give me a FW190 all day long. Cost 1/3 of a P-47 Thunderbolt and could quickly be modified to pure fighter, fighter bomber and long range fighter bomber.
Built for quick maintenance in primitive, rough field conditions and power eggs were basically plug and play - as were weapon systems with quick change wiring harnesses.
I sometimes wondered about maintenence on the British radials that had the exhaust collector as part of the cowling. Did it get in the way of maintenence or spark plug changing?
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| 0.038249
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Aiguille du Midi
In the Alps, where paragliding was born, mountain flying is at a
different stage than in the Northwest. Most Alpine launches are
accessible by lifts and the valleys are civilized. Cross country
flying is much more practical here. Still, a gentle morning
descent can provide a classic flight, as shown in this view above
the Vallee Blanche.
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| 0.792392
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can perform such services as replacing the SpaceTelescope's film packs and lenses.
The Space Telescope is being studied by the
NASA Marshall Space Flight Center, Huntsville,Alabama, and the NASA Goddard Space Flight
Center, Greenbelt, Maryland, while LDEF is a
project of the NASA Langley Research Center,
The Shuttle orbiter is a manned spacecraft, but
,unlike manned spacecraft of the past, it touchesdown on a landing strip. Thus, the Shuttle elimi-nates the expensive recovery at sea which was
necessary for Mercury, Gemini, Apollo, and Skylab.The reusable Shuttle also has a short turnaround
time. It can be refurbished and ready for another
journey into space within two weeks after landing.
The Shuttle can quickly provide a vantage point
in space for observation of interesting but transientastronomical events or of sudden weather, agricul-
tural, or environmental crises on Earth. Informa-
tion from Shuttle observations would contribute
to sound decisions for dealing with such urgent
The Shuttle will also be used to transport into
space a complete scientific laboratory called
Spacelab. Developed by the European Space
Agency (ESA), Spacelab is adapted to operate in
zero gravity (weightlessness). It provides condi-
tions suitable for working, eating, and sleeping in
Spacelab provides facilities for as many as four
laboratory specialists to conduct experiments in
such fields as medicine, manufacturing, astronomy,
and pharmaceuticals. Spacelab remains attached
to the Shuttle orbiter throughout its mission. Upon
return to Earth, Spacelab is removed from the
orbiter and outfitted for its next assignment. It canbe reused about 50 times.Spacelab personnel will be men and women of
many nations who are experts in their fields andare in reasonably good health. They will require
only a few weekG of space flight training.The ESA member nations involved are Belgium,
Denmark, France, Italy, Netherlands, Spain, Switz-
erland, United Kingdom, and the Federal Republic
of Germany (West Germany). Austria is also par-ticipating in Spacelab. Spacelab is an example ofinternational sharing of space costs and of world-wide interest in the Space Shuttle capabilities.
The Space Shuttle will bring within reach proj-ects that not too long ago many considered im-
practical. The Shuttle could carry into orbit the
"building blocks" for constructing large solar
power stations that would convert the unlimited
solar heat and sunlight of space into electricity foran energy hungry world. The components would
be assembled by specialists whom the Shuttle
would transport to, and support in, space.
The Shuttle could also carry into Earth orbit the
Space shuttle rockets from launch pad (tartlat'a ooncepq.
Remote manipulator retrieves orbiting satellite which It will
place In the orbiter's cargo bay for return to Earth (artist's
concept). The manipulator system, which permits astronauts
Inside the orbiter to deploy or retrieve satellites, was devel-oped by Canada at Canadian expense.
ORIGINAL PAGT 171
OF POOR QUALITY
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| 0.189404
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At least five people were killed when a plane carrying supporters to a European soccer match in eastern Ukraine overshot the runway and broke up when it attempted an emergency landing late on Wednesday, officials said.
The twin-engined Antonov turboprop was bringing 45 passengers and crew on a charter flight from the Black Sea coastal city of Odessa to Donetsk - most of them fans looking forward to attending a Champions League clash between the Ukrainian home team Shakhtar and Germany's Borussia Dortmund.
The emergencies ministry, quoted by Interfax news agency, said the aircraft overshot the landing strip at Donetsk airport which an eyewitness said was shrouded in thick fog at the time. It overturned and broke up.
There was no immediate word on why the flight crew had had to make an emergency landing. But a survivor of the crash, quoted by Interfax, said there had been a fire on board which had been brought under control.
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Iran Just Unveiled Its New Long-Range Cruise Missile
The Soumar is really a Soviet-era copy, but it’s still pretty deadly
by JASSEM AL SALAMI
On March 8, the Iranian defense ministry revealed a new strategic cruise missile—the Soumar.
New for Iran, that is. Named after a city destroyed during the Iran-Iraq War, the Soumar is a reverse-engineered copy of the Soviet-made Kh-55 cruise missile. But it’s one of the longest-range weapons Iran has—and comes with a fairly sophisticated guidance system.
Iranian state television recently aired footage from its unveiling ceremony, which depicted a mobile launcher capable of carrying five Soumar missiles.
So what’s this new-ish missile really capable of? Quite a lot, actually.
The Soumar is in many ways comparable to the Tomahawk. Like the U.S.-built missile, it uses an in-built terrain-matching contour navigation system to fly toward its target while hugging ground features. This gives the missile a means to avoid detection when traveling close to an opponent’s air defenses.
The missile has a maximum range of up to 3,000 kilometers—marking a record for Iranian cruise missiles. If fired from Syria, it could possibly strike targets in southern Italy.
Tehran acquired at least six sample Kh-55s from Ukraine—allegedly through the black market—in 1996 for a price of $4.5 million.
The missile is also capable of carrying nuclear warheads—though Iran doesn’t have any, and doesn’t have the ability to miniaturize nuclear weapons small enough to fit.
Less than one year ago, an Iranian parliament member introduced the missile by the name of “Meshkat” and cited a range of “more than” 2,500 kilometers. This is likely a reference to the Kh-55, which must carry additional conformal fuel tanks to reach its 3,000-kilometer range.
These extra fuel tanks did not appear at the Soumar’s unveiling.
Iran operates several other land-attack cruise missiles. Its Noor missile carries a 230-kilogram warhead at a range of 120 kilometers. The country’s Ya Ali missile carries a 200-kilogram warhead at a longer range—up to 700 kilometers.
But these are not strategic weapons. The Soumar is. Which means it has enough range to knock out an enemy’s higher-level targets—such as command and control centers, military bases and infrastructure.
This makes the Soumar an important step for Iran—although Tehran will likely face serious technical challenges if it tries to use it during a war. For one, to navigate at low altitude, the Soumar would need precise ground-terrain data from its launch site all the way to its target.
It wouldn’t be hard for Iran to feed targeting data into the missile for strikes against Israel—as Iran has a military presence in Iraq and Syria. But acquiring the precise contours to target southern Europe would be extremely challenging.
If Iran modified the Soumar to target shipping, Tehran could pressure the Bab Al Mandab Strait—connecting the Red Sea to the Gulf of Aden—and Suez Canal traffic.
It’s theoretically possible that Iran could install the Soumar on fighter jets—like the Tomahawk derivatives the U.S. designed to fit on F-16s. The AGM-158 JASSM is the current iteration of these American fighter-launched cruise missiles.
Don’t say Tehran … couldn’t. The Iranian air force has already installed land-attack versions of the Noor missile on its F-14, F-4 and Su-24 fighter jets.
And even with a shorter 2,500-kilometer range—without conformal fuel tanks—the Soumar is still deadly. Iran’s obsolete F-14, Su-24 and F-4 jets could fire their missiles toward an unspecified target in a pre-defined area—and do so from thousands of kilometers away.
In any case, the Soumar missile is a technological milestone—even if Tehran never deploys it—or uses it only in the ground-launched, land-attack role. Its TVD-50 compact turbofan engine is reliable and efficient, and Iran might use it to help further develop jet-engine drones and other advanced cruise missiles.
Which is to say that the long-term effect of a piece of military hardware often isn’t how it’s used, but what you learn while developing it.
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Senator John Glenn, who is due to fly into orbit this week aboard the space
shuttle Discovery, won’t take part in a key medical experiment planned for the
mission. This will add fuel to criticisms that the 77-year-old astronaut, who
became the first American in space in 1962, is a political passenger rather than
a scientific one.
During the flight, Glenn was to have taken melatonin pills to determine their
effect on his sleep patterns. But it appears he was disqualified from the study
because he didn’t meet its medical criteria. NASA officials won’t reveal why he
didn’t make the grade.
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| 0.69253
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|Publication number||US2053078 A|
|Publication date||Sep 1, 1936|
|Filing date||Apr 12, 1934|
|Priority date||Apr 12, 1934|
|Publication number||US 2053078 A, US 2053078A, US-A-2053078, US2053078 A, US2053078A|
|Inventors||Hathorn Charles E|
|Original Assignee||Curties Aeroplane & Motor Comp|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (4), Classifications (7)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Sept- 1936- c. E. HA'THORN ,053,078
ENGINE MOUNT Filed A pril l2, 1934 2 Sheets-Sheet l f I INVENTOR.
\ CHARLES ELHATHORH.
Sept. 1, 1936 Q EQHATILIQRN 1 W 2,053,078
ENGINE MOUNT Filed April 12, 19 34 2 Sheets-Sheet 2 INVENTOR. CHARLESBHATHORNL Patented Sept. 1, 1936 -UNITED \STATES PATENT OFF-ICE amen ENGINE HOUN'I' chums, Hathorn, Kenmore, N. Y., asllgnor to Ourtiss Aeroplane .1. Motor Gompany, Inc., a corporation of New York Application April 12, 19:4, No. 720,185
' i (Cl. 24H) This invention relates to aircraft, and is particulariy concerned with improvements in mounting arrangements for engines therein.
Past practicein the mounting of aircraft pow- 5 er plants may be briefly summarized as follows.
whereby a better understanding of the improvements in this invention may be attained.
Engines of the in-line type have been provided with longitudinally spaced mounting lugs on either side of the engine, which lugs are bolted to a longitudinally extending engine bed comprising a pair of laterally spaced stringers which are adequately braced to the airplane structure. By this .mounting, the longitudinally extending stringers 5 embrace a considerable portion of the engine forwardly and rearwardly of the center of gravity thereof, whereby movement of the engine due to its operation is well restrained and such movement or vibration is transmitted to the aircraft body in its more or less simple and original magnitude. However, since the more recent popularticularly torsional vibration of the engine, which acts through the center of gravity, is magnified in its amplitude when transmitted to the rear- 35 wardly located engine mount structure. With engines of increased horse power, the tendency toward vibration increases-particularly the tendency toward torsional vibration. This resultsin a tendency for the engine to wobble on its mount and vibrations are transmitted from the engine to the mount and thence to the fuselage and other parts of the airplanein magnified degree.
A concurrent evil with this type of mounting is tint the engine may wobble rotationally whereby 5 thecrankshaittendstodescribeamoreorles's conical path, which sets up high stresses in the. propeller due-to the tendency for the wobbling shaft to cause the propeller to rotate away from its normal rotational-plane. These stresses are 50 quite conceivably the cause of rapid fatigue and failure in certain of the engine and propeller parts. In the past, attempts have been made to damp these vibrational tendencies by the'interpo- 'sition of resilient cushioning means between the is engine crankcase-and the mounting These have been successful in some degree to reduce the intensity of the vibration, but they have not really cured the diiiiculty, since the plane of ioinder of the engine to the mount has been v spaced a substantial distance from 'the plane 5 -of the engine center oi. gravity.
My inventionprovides means for mounting the engines in the plane of its center of gravity. For instance, in aircraft engines of the radial aircooled type, the engine center of gravity is usual- 10 ly slightly rearward of the common plane of the cylinders. I provide mounting lugs between the engine cylinders in the plane of the center of gravity. and the skeleton mounting structure extends from the aircraft body to these lugs. The
lugs may be formed as an integral part of the engine casing, or may be bolted on to existing types of engines so that the benefits flowing from this invention may he realized without completely changing the crankcase design, which would be an expensive undertaking.
' I also provide cushioning means at the point of ioinder of themounting lugs with the engine mount, so that the engine may oscillate or vibrate torsionally in a plane normal to the crankshaft axis. This, the main source of vibration, is di- 1 rectly damped at the enginemount and wobbling tendencies with their resultant gyroscopic and other peculiar forces are prevented from building up since the engine is mounted in theplane of the center of gravity thereof. The mounting lugs and points of support for the engine are plural in number and are all substantially equidistantly spaced from the center of gravity. Thus, each point of mounting assumes loads substantially equal to the loads assumed at every other mount- 'ing point, regardless of the attitude of the aircraft and regardless of the thrust forces or other forces imposed by the engine. The mounting structure in itself is inherently rigid and braced 40 by virtue of a light. strong triangulated-series of tubes.
Inthecase of some engines, theintake manifold pipes extend from the rear portion of the crankcase tangentially outward to the heads of the several cylinders. should the manifolds in-. terfere withanyoneor more of thetubesofthe enginemountstrueturasuchtubesmaybeim terrupted'and bracedaround the manifold by meansofgussets. shouldthisbedonaasubstantial clearance is allowed between the openinginthemountstructureamithemanifoldpipe in order'that movement oftheengine due to torsional vibration maybe unimpeded by the The mounting lugs on the engine maybe so formed that adjustments may be made longitudinally to compensate for changes in weight of engine accessories. For instance, the normal type of fixed pitch metal propeller weighs con siderably less than propellers of the controllable pitch type. Since the propeller forms a part of the unit power plant and since its weight must be considered in conjunction therewith, the engine may be shifted forwardly and rearwardly by means of the adjusting mechanism so that the mounting plane is always coincident with the joint center of gravity of the engine, the propeller and other accessories rigidly mounted to the engine per se.
Objects of the invention are (a) to provide a mount for an aircraft power plant wherein the mounting plane passes through the center of gravity of the power'plant; (b) toprovide an engine mount wherein the engine. is resiliently free to move torsionally'but is rigidly held in other planes; (0) to provide means for mount- 'ing the engine so that all supporting lugs will assume equal stresses under all load conditions; and (d) to provide an inherently braced mounting structure forming part of the aircraft, to which an engine may be mounted in a plane including the power plant center of gravity.
It is to be understood in the specification and claims that the term power plant refers to the engine with its accessories and propeller, whereas the term engine refers to the engine alone.
For a better understanding of the details of this invention, reference may be made to the claims and to the following description, in which similar numbers indicate similar parts, and in which:
Fig. l is a side elevation of a power plant including an engine of the radial cylinder type, mounted on the forward end of an aircraft fuselage; 1
Fig. 2 is a front elevation of the power plant and its mounting on the aircraft fuselage;
Fig. 3 is a perspective view of a portion of the engine crankcase, with cylinders removed, showing the detailed construction involved in joining the engine to the engine mounting structure; and
Fig. 4 is a side elevation partly in section, showing the details of attachment of the engine mounting lug to the engine mounting structure, including means for adjusting the power plant forwardly and rearwardly on the mount to compensatefor changes in the position of the center of gravity thereof.
At the forward end of the aircraft fuselage II] a series of attachment fittings I I serve to hold an engine mounting structure I2, this structure comprising a plurality of tubes I3 or the like extending forwardly to a plurality of apices I4, It willbe noted that from three consecutive fittings II', three tubes I3 extend forwardly to join at an apex I4. An adjacent group of three fittings II likewise carry three tubes joining at an adjacent apex I4, so that each apex I4 is rigidly supported by three tubes I3 forming a rigid tri angulated structure. The apex I4 comprises a fitting l5 better shown in Figs. 3 and 4, this fitting having a longitudinally drilled opening I6 within which a rubber bushing Il may be slipped. A power plant I8 includes the engine crank case I9 having cylinders Z0 radially extending each pair of adjacent cylinders 20, a. mounting lug 23'is arranged. This lug comprisesa pair of short struts 24 and 25 attached respectively to the forward and rearward portions of the crankcase as at 26 and 21. The struts converge at their upper ends, to be joined by a gusset 28 carrying a pair of bushed, spaced lugs 29 and 30 having aligned bores. The fitting I5 is adapted to be located between the lugs 29 and 30, and a bolt 3I may be inserted through the several aligned bores. Since the spacing between the lugs 29 and 30 is somewhat greater than the length of the fitting I5, the difference is made up by the insertion of a plurality of washers 32 on either end of the fitting I5. Certain of the washers may be shifted from in front of the fitting I5 to in back of the fitting I5 whereby the position of the power plant is slightly shifted forwardly and rearwardly with respect to the fitting I5. This enables adjustment of the position of the power plant longitudinally to compensate for differences in center of gravity location thereof which would be caused by variation in the weight of the propeller 2| or of a greater or lesser num-. ber of accessories 22 on the engine. As previously noted, the engine may be equipped with either a fixed pitch or controllable pitch propeller which would effect a change in the weight of the power plant, thus necessitating a shifting in the washers 32 to bring the center of each fitting I5 coincident with a plane through the center of gravity of the engine. Each of the mounting lugs 23 may be made substantially identical, and each is so organized that a plane through the fittings I5 not only passes through the center of gravity of the engine but is substantially normal to the engine shaft. The engine center of gravity usually lies coincident with or very close to the center of the engine shaft, so that the height of each lug from the casing may ordinarily be substantially the same.
It will thus be seen that a plurality of mounting points are provided, each of which lies'in the plane of the power plant center of gravity, and also, all lie substantially equidistant from the center of gravity. Thus, when the powerv plant is in operation, and when the aircraft is in flight, regardless of the power developed by the engine or regardless of the airplane attitude, the stress imposed'on each power .plant mounting point is equal to the stress on each other mounting point.
It will readily be appreciated that the lugs 23 need not necessarily be separately attached, as shown, to the engine crankcase, but may be formed as an integral part thereof. In engines of the type depicted, intake manifolds 33 extend substantially tangentially from the engine casing I9 to the outer ends of the cylinders 20. It is quite possible that these manifolds might be so located that they would intersect one or more of the tubes I3 of the engine mount I2. To overcome such a difiiculty, it is simply necessary to 'insert gussets 34 at the point where the manifold intersects, the gussets being provided with openings 35 through which-the manifolds 33 may pass. Such openings would be of a diameter greater than the diameter of the manifold, so that slight movement of the engine with respect to .the mounting structure will not cause the manifolds to touch the mount. I
The rubber bushings I 1 permit the engine to oscillate or vibrate in a plane parallel to the plane of the propeller and normal to the plane of the engine shaft, and also serve to absorb sudden torsional stresses between the engine and mount.
The engine is, however, rigidly restrained against forward or rearward movement or wobbling with respect tothe mount by the inter-engagement of the lugs 29 and 30, the fittings l5 and the washers 32. Since all stresses from the engine are transmitted to the mount in the plane of the center of gravity of the power plant, .it is impossible for such stresses to become magnified in their transmission to the aircraft body, whereby a very much smoother engine installation should accrue. Failures of engine mounts should be minimized, since all the stresses in this engine mount are quite determinate, whereas the stresses in engine mounts of prior construction were somewhat indetermicare of all connate. Although designed to take ceivable loads imposed thereon, such mounts have frequently been known to fail, with possible loss of life or damage to the aircraft. Such indeterminate loading accrued from the offset relationship of the engine mounting plane to the power plant center of gravity, making it extremely difiicult to precisely analyze secondary forces imposed on the structure.
weight of the engine, the torsional load, the thrust, and the weight of the engine when the aircraft might be in inverted flight or the like. In the mount of this invention such primary stresses would be the only stresses imposed upon the mount, and would all be clearly determinate. From the standpoint of engine design, too, this invention will simplify the analysis of stresses on the crankcase and the engine mounting lugs.
While I have described my invention in detail in itspresent preferred embodiment, it will be obvious to those skilled in the art, after understanding my invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. I aim in the appended claims to cover all such modifications and changes.
What is claimed is:
1. In amounting for air aircraft power plant, said power plant including an engine and accessories mounted thereon, a mounting structure, means for mounting said power plant to said structure in a plane passing through the center of gravity of said power plant, and adjustable means in said mounting means for compensating changes in location of thepower plant center of gravity It was simple enough to determine the stress in the structure due to the due to substitution of power plant accessories of varying weight.
2. In a mounting for an aircraft power plant, a mounting structure, bosses carried by said power plant all lying in a plane passing substantially through the power plant center of gravity, and means for attaching said bosses to said structure including adjustable devices for locating said bosses with respect to said structure so that the mounting plane coincides precisely with a planethrough the power plant center of gravity.
- 3. In a mounting for anaircraft power plant, a plurality of substantially coplanar bifurcated mounting bosses on the power plant, the plane of said bosses being normal to the power plant axis, and substantially including the power plant center of gravity, a plurality of substantially coplanar fixed power plant mounting fittings, each adapted to loosely engage within vone said bifurcated boss, and means for locating said fittings in substantially fixed relation to said bosses, said means being adjustable in a direction parallel to the power plant axis.
4. In a mounting for an aircraft power plant subject to changes in center of gravity location through a relatively small range, a first set of coplanar mounting lugs, the plane thereof being substantially at one extreme of the possible range of center of gravity change, a second set of coplanar lugs the plane thereof being substantially at one other extreme of the possible range of center of gravity change, said lugs being carried by the engine, a. plurality of substantially coplanar mounting fittings lying between said sets of lugs, means attaching said fittings to said lugs, and means for shifting said fittings toward one or the other set of lugs.
5. In aircraft, a plurality of substantially coplanar mounting elements together defining the apices of a polygon, said apices together lying in a plane, a power plant having an engine casing, said casing lying within said polygon in such a manner that the power plant center of gravity lies substantially in said said casing each organized for engagement with one said apex, and means for adjusting the several lugs, with said casing, with respectto said apices, in a direction normal to said plane.
plane, mounting lugs on.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2965338 *||Apr 3, 1957||Dec 20, 1960||Rolls Royce||Engine mounting|
|US2978208 *||Jul 9, 1956||Apr 4, 1961||Halsmer Joseph L||Twin-engine arrangement|
|US3050275 *||May 28, 1959||Aug 21, 1962||United Aircraft Corp||Steam driven helicopter rotor head|
|US5746391 *||Apr 1, 1996||May 5, 1998||Rolls-Royce Plc||Mounting for coupling a turbofan gas turbine engine to an aircraft structure|
|U.S. Classification||248/556, 244/54|
|International Classification||B64D27/08, B64D27/00|
|Cooperative Classification||B64D2700/62947, B64D27/08|
|
__label__cc
| 0.133708
|
Overhead satellite tv for pc imagery offers crucial time-sensitive info to be used areas like catastrophe response, navigation, and safety. Most present strategies for utilizing aerial imagery assume pictures are taken from straight overhead, or “near-nadir”. Nevertheless, the primary pictures accessible are sometimes taken from an angle or are “indirect”. Results from these digital camera orientations complicate helpful duties like change detection, vision-aided navigation, and map alignment.
On this problem, your aim is to make satellite tv for pc imagery taken from a major angle extra helpful for time-sensitive functions like catastrophe and emergency response.
The participant will remodel RGB pictures taken from a satellite tv for pc to extra precisely decide every object’s real-world construction or “geocentric pose”. Geocentric pose is an object’s peak above the bottom and its orientation with respect to gravity. Calculating geocentric pose helps with detecting and classifying objects and figuring out object boundaries.
Submissions to this Problem have to be acquired by 11:59 p.m. UTC, July 19, 2021.
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__label__cc
| 0.116331
|
In the days following the March disappearance of Malaysia Airlines flight MH370, users of Google Flight Tracker found a few glitches.
The app is now being upgraded to a “high-level” version, and the new app looks more like a Google Maps app than a flight tracking tool.
But some users are not happy about the changes.
Malaysia Airlines flight tracker is now updated with new features.
Here are some of the highlights:A more “high level” version of the app.
Malaya Airlines Flight Tracker is now a “High Level” version.
It is a big upgrade.
The new app is a lot more robust, with a new map, more information, and more helpful tips.
The main difference is that the app is no longer limited to the search bar, and it now supports Google Maps and Apple Maps.
There are a few new features too.
The navigation bar now displays in the top left corner, and a new “flight status” section shows flight status and flight times.
You can also now add your own destinations and times, including airport and airline departure times.
It is now possible to zoom in on a flight, as well as to change the color of the map to match the current theme.
The menu also has a “fly” button, which will open a new window to the right of the search area.
The button now also lets you add a “flight destination” and/or a “time zone” to the fly button, so that you can add a new destination or time zone from the Google Maps application.
The new flight info page has more information about the flight.
For example, the new page shows flight times, departure times, the last known location of the aircraft, the exact flight path, and so on.
The flight info screen also shows the current time.
A better search bar.
Flight Tracker’s search bar now has a lot of useful information.
For instance, you can now filter the results by country, time zone, airline, route, or more.
It also has the ability to sort by the type of flight, such as a “tourist” or “business” flight.
The search bar has also been redesigned.
It now displays information about your location, the time, and even the altitude of the flight you are searching.
There is also a more “modern” look to the app, with the new “travel map” section.
The old “travel” section displays a travel map, but the new map displays a “travel destination” section, which includes a link to the Google Map service.
The travel destination link lets you see the last location of a flight and a list of nearby airports.
The other options on the map include hotels, bars, shopping centers, and other destinations.
The app is also getting a new navigation bar.
The Navigation Bar section in the new version displays information on where you are, how far you are from the nearest airport, and where you have been for the last several days.
The nav bar can be accessed from the search screen.
The “more” section has been updated, too.
It shows more useful information about upcoming flight, upcoming destination, and current altitude.
Here are some more of the new features:A search bar for the Google maps app.
The search bar on the new flight information page has a new look.
The Google Maps search bar is also now a part of the navigation bar, so it can be used for more information.
A navigation bar for Apple Maps now.
Apple Maps is getting an entirely new navigation icon, and its new search bar also displays a new search icon.
The Apple Maps search icon has been replaced with a “More” navigation icon that can be seen in the navigation screen.
You also now have the option to “Show me” the navigation information you are looking for.
The option is only available for the app that you are currently using.
The icon is also much bigger than it used to be.
A “Get directions” section on the Google map app.
You now can get directions for a specific airport.
This includes flights to or from the same airport, as long as you are in the same time zone as the airport.
You will also now be able to search for directions from specific airport to specific airport, or from an airport to a specific city.
You might also be able ask the Google app for directions to specific destinations, or to specific airports.
There is also an option to search by airport name.
A more useful search bar and a navigation bar to let you filter the search results.
In addition to all of the above, the app has also got a new, more robust search bar that lets you sort by keywords, search terms, and flight type.
You do this by clicking the “more search” button in the search section.
The flight information screen has been improved.
There now is a “Get flight status” option, which lets you view the flight status, flight times (if available), and other information about
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Pasternack has announced the release of its new VITA 67 multi-port connector blocks that connect multiple antennas, transmitters or receivers in a limited space or demanding environment. They provide a reliable and efficient solution for military, aerospace and defense applications.
The VITA 67 multi-port connector blocks feature a unique SV connector retention mechanism that, compared to similar designs, offers easier assembly and disassembly of the daughter card module. Additionally, they are designed for side-by-side implementation with VITA 46 hardware and are compatible with coaxial cables that are 0.086 in. diameter and smaller, providing exceptional RF performance in any mating condition.
By using established and reliable SMPM interfaces, the new VITA 67 multi-port connector blocks provide significant advantages in terms of compatibility, reliability and cost-effectiveness.
The VITA 67 multi-port connector blocks feature rugged construction. They are IP67-rated for protection against harsh environments and have high shock and vibration resistance for reliable operation in challenging conditions.
“Our VITA 67 multi-port connector blocks meet the most rigorous requirements of the military, aerospace and defense industries. They are the ideal solution for connecting multiple components in a system,” said Steven Pong, product line manager.
Pasternack’s new VITA 67 multi-port connector blocks are in stock and available for same-day shipping.
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Recent data from the Indian Space Research Organisation (ISRO) has revealed that the Earth’s natural satellite, Moon, might be rusting. The new research suggests that Moon is turning slightly red and indicating the formation of a reddish-black mineral form of iron named hematite on its surface particularly seen at the poles. The formation of rust or iron oxide can be attributed to the presence of two key elements: water and oxygen. The lunar surface is littered with iron-rich rocks that may facilitate this chemical reaction when combined with the other two elements. However, the Moon does not have any rich source of water and is devoid of oxygen in its atmosphere. According to the scientists say that the main reason behind this change could be the Earth’s atmosphere.
The data obtained from the Moon Mineralogy Mapper instrument (M3) revealed that Moon’s pole had a different composition as compared to its surface. The airless Moon may lack the atmosphere to support the formation of oxygen but it hosts the traces of oxygen that travels from Earth to reach the lunar environment. The researchers say the Earth’s magnetotail is an elongated region of the planet’s magnetosphere and it plays a significant role in this change observed over the Moon.
Oxygen from Earth’s upper atmosphere can travel through magnetotail to the Moon from the Earth. Therefore the terrestrial oxygen can reach the near side of the Moon facing the Earth and it means that the oxygen from Earth may be driving the formation of hematite on the lunar surface. As per NASA, the magnetotail blocks about 99% of the solar winds during certain phases of the Moon’s orbit specifically in the Full Moon phase. Data from Chandrayaan 1 again comes into play. The mission is credited with discovering clues of water ice on the poles of the Moon along with mapping out different types of minerals formed on the lunar surface. There could be another factor for rusting which is water even the moon is dry but the poles have long been suspected of hosting water.
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Online Community of Zenith Builders and Flyers
Does anyone have a set of the older style CH701 / CH601HD Zenith / CZAW floats?
I'm bored these days without a project, so I'm thinking my CH601HD would be cool to fly on floats. Anyone have a drawing for the front steerable nose gear. If I remember these were compressed air…Continue
Here is a gently used Rotax 912 80 hp for sale.
I know the owner and aircraft history. Its good.
The Rotax 912 80 hp is great engine for the CH701 or CH601HD series aircraft. I have flown both models with the 80 hp Rotax and they fly great.
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According to fashionissupreme, Andrews Air Force Base, Maryland is a United States Air Force base located in Prince George’s County, Maryland. It is the home of the Air Force District of Washington and is under the jurisdiction of the 11th Wing and 459th Air Refueling Wing. The base was named after Lieutenant General Frank Maxwell…
According to ezinesports, Accokeek, Maryland is a small town located in Prince George’s County, approximately 30 minutes south of Washington D.C. The town has a population of around 4,000 and is part of the Washington metropolitan area. The town was founded in the 1600s and is named after the Accokeek Creek which runs through it….
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From Richard's list on or by pilots in Vietnam who experienced combat.
Rasimus was an F-105 pilot who flew 100 missions over North Vietnam early in the war when things were really hot. He tells of the courage it took to fly into such a dangerous environment and of some of the pilots who did it.
Why should I read it?
What is this book about?
Ed Rasimus straps the reader into the cockpit of an F-105 Thunderchief fighter-bomber in his engaging account of the Rolling Thunder campaign in the skies over North Vietnam. Between 1965 and 1968, more than 330 F-105s were lost—the highest loss rate in Southeast Asia—and many pilots were killed, captured, and wounded because of the Air Force’s disastrous tactics. The descriptions of Rasimus’s one hundred missions, some of the most dangerous of the conflict, will satisfy anyone addicted to vivid, heart-stopping aerial combat, as will the details of his transformation from a young man paralyzed with self-doubt into a battle-hardened veteran.…
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Title: Fighter Pilot
Company: United States Air Force
Location: Salt Lake City, Utah, United States
Harold R. Alston, a retired lieutenant colonel in the United States Air Force, has been recognized by Marquis Who’s Who Top Military for dedication, achievements, and leadership in military aviation.
Mr. Alston is a distinguished fighter pilot who dedicated 28 years of his career to the United States Air Force. He enlisted in the United States Air National Guard at the age of 18 to avoid being drafted into another branch of service during the Vietnam War. After successfully passing the examinations and attending flight school, Mr. Alston began his career as a military pilot, flying various models of aircraft during his tenure, including the F-104 Starfighter. He subsequently completed coursework at the University of Utah and pursued advanced training at the Air Force Command and Staff College, the Canadian Forces Staff College, and the Industrial College of the Armed Forces.
Mr. Alston’s combat tours during the Vietnam War, where he flew 136 missions including 100 over northern Vietnam, were the highlight of his career. Despite numerous close encounters, he was never shot down and received awards such as the Distinguished Flying Cross and 12 Combat Air Medals. Mr. Alston’s experience also includes serving as a maintenance test pilot, flying with three other air forces, and receiving wings from the Canadian, German, and Saudi Arabian forces. He retired from the U.S. Air Force in 1981 but continued to make significant contributions as an author. Mr. Alston wrote the book “Why Do I Find Myself in These Situations?,” published by Christian Faith Publishing, Inc., in 2021.
Throughout his career, Mr. Alston has experienced the rewarding aspects of being a fighter pilot and the joy of flying a variety of different aircraft. He has witnessed changes in the field over time and believes that adaptability and a thirst for exploration are vital for success. He considers his brother-in-law, Larry Killpack, and his father, Ray, as the mentors who most greatly influenced his life and career. Mr. Alston’s commitment to his career and his family is evident in his perseverance and dedication, as he values the lessons he learned as a professional pilot, including the importance of confidence and bravery in pursuing one’s desires.
For more information, please visit:
Contact Mr. Alston:
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Rawlins, WY – Three people are dead after a plane crash last night near Rawlins. The twin engine turbo-prop plane was flying from Steamboat Springs, Colorado to Rawlins when it crashed. Federal Aviation Administration Spokesman Mike Fergus says they lost radar contact with the plane around 9:40 pm as it was on approach to the Rawlins airport. The wreckage was found about three miles east of the airport. Investigators have yet to identify why the plane crashed, but the weather conditions do not stand out as an obvious cause. The National Weather Service says light snow and fog were in the area at the time, but that visibility was between two and two and a half miles. The plane was supposed to transport a medical patient from Rawlins to Casper. The victims of the crash were the pilot and two Yampa Valley Medical Center employees. The fourth person on board, also a medical center employee, is in critical condition at a local hospital.
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Elon Musk seems to be excited about the first orbital flight of its SpaceX Starship. The upcoming space activity will be a big one since it will test if the giant rocket of the popular CEO has enough capability to reach beyond Earth's atmosphere.
"Raptors on Super Heavy," said Tesla's founder.
As of the moment, the billionaire's latest Twitter post was able to generate more than 13,000 retweets, 1,800 quote tweets, and 189,000 likes.
SpaceX Starship's latest photo on the social media platform attracted a lot of his fans, as well as space critics. One of the Twitter users in the comment section asked if the rocket will also use clean energy.
is this a clean energy rocket? How many tons does it emit into the atmosphere good sir.— nm808 (@passionpounder) August 2, 2021
He also called out Musk to clarify how many tons of carbon the rocket launch emits once it reaches the planet's atmosphere. As of the moment, the CEO hasn't answered his questions.
But, you can expect more details from him once the giant spaceship actually blasts off to outer space.
Elon Musk Prepares SpaceX Starship's Test Flight
According to Independent UK's latest report, the upcoming orbital flight of Elon Musk's private space company will be a major breakthrough since Starship will represent SpaceX in its upcoming out-of-this-world missions, especially since space tourism is becoming a hot topic.
Check Out This Story: Super Heavy Now Has Raptor Engines-Elon Musk Looks Back on Early Days of SpaceX
However, the giant rocket still needs to undergo a series of tests before being launched safely outside the planet. On the other hand, the test flight will also ensure that the spacecraft can safely send astronauts to outer space.
As of the moment, the giant space company still hasn't confirmed the final schedule for its upcoming orbital flight. This could still depend on the issues that it will encounter during the process.
Why Is Orbital Test Flight Important?
Space.Com reported that there are two types of space flights. These specifically include suborbital and orbital launches. Experts explained that the difference between these two test flights is the speed at which a vehicle is traveling.
If a rocket conducts an orbital flight, it must reach the so-called orbital velocity, which is faster than suborbital launches. Since this is the case, the upcoming Starship activity will be important since it concludes if the rocket can remain intact once it reaches its top speed before entering outer space.
For more news updates about Elon Musk and his upcoming SpaceX Starship flight, always keep your tabs open here at TechTimes.
This article is owned by TechTimes
Written by: Griffin Davis
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When NASA's New Horizons probe made its historic flyby of Pluto on July 14, it gathered a wealth of information about the dwarf planet and its moons, but at a distance from Earth of over 3 billion mi (4.8 billion km), retrieving that data will take a very long time. To speed things up, NASA has begun an intensive download from the unmanned spacecraft that will return tens of gigabits of data over the next 12 months.
As demonstrated by the bumpy landing of ESA's Philae lander on comet 67P/Churyumov–Gerasimenko, exploring comets, asteroids, and small moons can be difficult due to their low gravity. Not only can landing on one be like trying to alight on a trampoline, but roving around their surfaces is next to impossible because the negligible gravity offers practically no traction. To overcome this, a team of engineers is developing Hedgehog, a completely symmetrical robot rover for low-gravity exploration that moves by hopping.
Six people have begun a year-long mission to Mars without ever leaving Earth. Last week on the slopes of Mauna Loa volcano in Hawaii, the volunteers sealed themselves inside a dome habitat where they will live in isolation for one year on a simulated space mission. The fourth Hawaii Space Exploration Analog and Simulation (HI-SEAS 4) aims to study how deep space missions can maintain morale on prolonged voyages.
A new study has revealed that during the period in which the red planet's distinctive valleys supposedly formed, the Martian atmosphere may have already been too depleted to maintain the free-running water that it is believed to have carved out the geological features.
Working outside in space is a tall order. The environment is hostile, even the smallest job takes hours instead of minutes, and everything has to be done in either bulky suits or through robotic arms. It's a challenge that will become even more difficult when future astronauts are controlling robotic rovers from orbit, so ESA is getting in a bit of practice. Next month Danish astronaut Andreas Mogensen will take control of a rover in the Netherlands while orbiting the Earth aboard the International Space Station.
NASA has previously tested simple 3D-printed rocket components, such as combustion chambers and fuel injectors, but if the technique is to be practical, it has to cope with more complex items. Case in point is this 3D-printed rocket engine turbopump. Successfully built and tested at NASA's Marshall Space Flight Center in Huntsville, Alabama, the turbopump is described as "one of the most complex, 3D-printed rocket engine parts ever made."
New Horizons isn't going to get much of a rest. Following on from its historic flyby of Pluto on July 14, NASA has selected the next potential destination for the unmanned spacecraft – a planetoid called 2014 MU69 that lies a billion miles beyond Pluto's orbit. The space probe will take over three years to reach this frozen remnant of the Solar System's earliest years.
NASA is another step closer to manned deep-space missions with the completion of the latest round of RS-25 rocket engine tests. Based on the engines that sent the Space Shuttle into orbit, the new power plants will form the core of the Space Launch System (SLS).
On Aug. 26, NASA held a media teleconference regarding current predictions on sea level rise, highlighting the risks to coastal populations in low-lying areas, and the inherent problems in creating reliable global models. A panel of experts from NASA's recently-founded Sea Level Change Teamtells us that ocean levels are inexorably on the rise, but gaps in our understanding and ability to survey risk regions mean we don't know just how fast the change will take place.
NASA has been pushing the
safety features on its next-generation Orion spacecraft to the
extreme, as it carried out a dramatic parachute test. During the
test, engineers staged the failure of various components of the
descent system in order to see if it would still function, and save
the lives of a potential crew in a worst case scenario.
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Jethro Tull mainman and fish-farming stork-style flautist Ian Anderson has performed the first-ever earth/space duet, as he and NASA astronaut Cady Coleman commemorated Yuri Gagarin’s first manned-space flight by duetting as Coleman orbited around Earth aboard the International Space Station. Anderson was down on Earth in Perm in Russia.
The song the pair collaborated on was ‘Bourree’, a Bach-based piece which appeared on 1969’s Tull album Stand Up. (NASA say that when Neil Armstrong and Buzz Aldrin stepped onto the surface of the moon, the band were playing it in the US as part of a US tour.
(It appears that the two pieces were actually recorded separately due to a bit of an earth-space time difference, and merged together to form the video below. Which is a bit of a same, but still a good story, we thought).
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The requirement for achieving the necessary communication capabilities between combat aircraft and ground forces is the perfect recipe for total chaos.
The military wants voice, data, images and more transmitted in real time and at excellent quality. The pilots and ground forces will not settle for less.
To avoid communications chaos, there is a need for a system built from many “pipes” that are wide enough and don’t tangle. This is easy to say, but according to Israeli manufacturer Rafael that is exactly what its BNET software defined radio (SDR) offers.
BNET is to become the main communication system of the Israeli air force’s existing and future platforms. The system replaces existing radio technology installed on the service’s aircraft, and according to the Israeli company it offers a wide communications channel for data, at half the size and weight.
According to Rafael the SDR optimises spectrum utilisation, while the use of advanced waveforms delivers high-speed networking, supporting live video, image transfer, voice and data.
A Rafael source says BNET has been selected by the air forces of Brazil and Colombia, and is now competing in other countries. The biggest competition is in India.
The source adds that BNET allows the aircraft to maintain a fully networked communication system between airborne platforms and ground and naval forces. “This a seamless system that allows the transfer of data, including video images, [at] unprecedented rates,” the source says.
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The Korolev crater, or the icy crater is a crater measuring 51 miles across and is located in the northern lowlands of Mars, just south of the pole. It was named after the renowned engineer Sergei Korolev, known as the father of Soviet space technology, who worked on the Sputnik programme.
At a depth of 1.2 miles, scientists think the chasm traps a layer of cold air that ensures its icy core remains in place all year round. As air moves over the surface of the crater it sinks and creates a low temperature zone that preserves the ice by shielding it from the surrounding atmosphere.
The presence of liquid water on Mars has been the subject of much debate for years, and its discovery could hold the key to finding alien life there. However, scientists have long known that much of the red planet’s polar regions are adorned with a layer of ice. Scientists noted the Korolev site was a particularly well-preserved example of a frozen Martian crater.
In volume, it contains around 2,200 cubic kilometres (528 cubic miles) of ice (although an unknown proportion of it is probably Mars dust which would have to be filtered out).
The same dynamic is at play in the much smaller 36-kilometre (22.4-mile) Louth crater, also in the northern polar region of Mars.
If there is a lava tube nearby you have the makings of an underground colony without importing much oxygen or water. That makes it a big deal.
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Canada grounds Boeing 737 MAX jets
Ottawa | Canada on Wednesday became the latest country to ground Boeing 737 MAX aircraft after an Ethiopian Airlines Boeing MAX crashed on Sunday killing 157 people.
Transport Minister Marc Garneau told a news conference that Ottawa would stop 737 MAX 8 and 9 jets from leaving, arriving or flying over Canada. Air Canada and rival WestJet Airlines operate a total of 37 Boeing 737 MAX jets.
Multiple nations, including in the European Union, have suspended the 737 MAX, grounding about two-thirds of the 371 jets of that make in operation around the world.
Many airlines were keeping to schedule by using other jets while economic woes meant some may be grateful for a pause. The biggest impact could be on future deliveries given Boeing has nearly 5,000 more 737 MAXs on order.
India said it would not take any deliveries until safety concerns were cleared and Ethiopian Airlines said it would decide whether to cancel orders after a preliminary probe.
Passengers were fretting too, with many seeking reassurances they would not be flying on a 737 MAX. Kayak.com was the first big site to say it would modify filters to allow customers to exclude particular types of planes from queries.
Nevertheless, the United States held out against suspension and Boeing affirmed its “full confidence” in the model.
US President Donald Trump, an aviation enthusiast whose ties with Boeing run deep, received safety assurances personally from its chief executive Dennis Muilenburg.
Resisting pressure, the US Federal Aviation Administration’s (FAA) acting administrator Dan Elwel said its review had shown “no systemic performance issues.”
The new variant of the world’s most-sold modern passenger aircraft was viewed as the likely workhorse for airlines for decades. But October’s Lion Air crash in Indonesia sparked a debate on automation, particularly over a software system designed to push the plane down to stop a stall during flight.
The United Arab Emirates’ aviation regulator said on Tuesday there were “marked similarities” between the crashes, and China’s regulator noted both occurred shortly after take-off.
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The Universe Made Simple/The Earth/The Moon
The Earth itself is very interesting; however, so is its moon. The Moon or Luna is 384,000 kilometers from the Earth. It has a radius of 1,738 kilometer and weighs 7.35 × 10^22 kilograms. The moon is 1/80 the mass of the earth and 1/4 its diameter. An interesting thing about the moon is that it slows the Earth’s rotation by two milliseconds every century. This means that 900 million years ago, there were 481 days and 18 hours in an Earth year. The moon’s orbit is very nearly circular and one lunar day and night is almost fifteen Earth days. The temperature on the moon changes drastically depending on whether it is day or night. At night, the temperature can drop to almost −113° Celsius. During the day, temperatures can reach 100° Celsius. This is all because the moon does not have surface water or an atmosphere.
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Faster than the Speed of Sound
October 14, 2022
On October 14, 1947, Chuck Yeager flew over 700 miles an hour in a rocket powered Bell X-1 plane, becoming the first person to break the sound barrier. He nicknamed the plane “Glamorous Glennis” after his wife.
The X-1 borrowed from the ME-163 Komet, a German rocket powered fighter plane, for elements of its design. It took to the skies via air launch, released into flight from the underside of a larger Boeing aircraft. Air launch was considered safer than ground launch for rocket propelled aircraft.
Before this record breaking flight, some had thought it impossible for humans to ever fly faster than the speed of sound. Previous attempts to do so had resulted in aircraft structural failures. But the highly competitive Yeager, a test pilot through and through, was determined not to let anything stop him from reaching this milestone. In fact, he’d broken a few ribs the day before the historic flight, and had to use a broken piece of broomstick he’d hidden in his sleeve to close the plane door before taking off!
Experience Cosmosphere’s Bell X-1 artifact, a full-scale, fully-detailed replica of the "Glamorous Glennis" used in the movie The Right Stuff, in this virtual artifact display.
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Econintersect: In a few hours, starting at 5 am EST (New York time zone) 24 December, the North American Aerospace Defense Command (NORAD) will start tracking Santa Claus on his annual journey around the earth. The advanced radar sytem used (North Warning System) has 47 installations strung across Canada’s North and Alaska. The radar is supplemented by a global observation system used only on this day each year and a geo-synchronous orbit satallite system.
The Norad Tracks Santa Operations Center (NTSOC) is open only for 24 hours and shuts down operations at 5 am EST 25 December. To catch a status report report you must visit during the 24 hours that NTSOC is open. Click on image below to visit the report center during the 24 hours it is in operation:
Here is an excerpt from Scientific Computing which describes the systems in some detail:
NORAD starts tracking Santa using their advanced radar system called the North Warning System. This powerful radar system has 47 installations strung across Canada’s North and Alaska. NORAD makes a point of checking the radar closely on Dec. 24 for indications that Santa has left the North Pole.
The moment the radar registers Santa’s lift off, NORAD looks its second tracking system, the satellites, to continue tracking his flight. These satellites are located in a geo-synchronous orbit at 22,300 miles above the Earth, and have infrared sensors so they can detect heat. Since Rudolph’s nose gives off an infrared signature, the satellites can detect Rudolph’s bright red nose and follow Santa during flight.
The third tracking system is the SantaCam, a network of ultra-cool, high-tech, high-speed digital cameras that are pre-positioned at many places around the world. NORAD only uses these cameras once a year, on Dec. 24. The cameras are turned on about one hour before Santa enters a country then switched off after Santa and his reindeer are recorded. The network of cameras follows Santa and his reindeer on their journey around the world and the captured images are immediately downloaded to the NORAD tracking website for all to see!
- NORAD: How We Track Santa (Scientific Computing , 20 December 2013)
- NORAD tracking website (Norad Tracking Santa Center) Open 24 hours only, starting 5 AM EST 24 December.
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Certain myths about air travel have been debunked. The most common misconception is that the air on planes is filthy and full of germs, but Patrick Smith, an airline pilot, has set the record straight by revealing that studies have shown that the air in a crowded airplane is a lot less germ-laden than most crowded spaces, News.com.au reported.
People believe that modern commercial jets essentially fly themselves, with the pilots on hand merely as a backup in case of trouble, but the author of the book 'Cockpit Confidential' said that the modern technology helps a pilot fly a plane the way it helps a surgeon perform an operation.
He added that the 'autopilot' is a device that allows pilots to take their hands off the wheel but they still have to tell the system what to do, when to do it, and how to do it.
He also revealed that the altitudes, speeds and angles the passengers perceive often aren't close to the real thing.
Smith debunked another myth that flying is expensive highlighting the fact that studies have shown that the average cost of an airline ticket has declined 50 per cent over the past three decades making flying cheaper than ever before.
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Lithuania, a small country in the Baltic region of Europe, has seen a rise in the use of drones in recent years. As a result, the Lithuanian government has implemented drone laws to regulate their use and ensure safety.
The Lithuanian Civil Aviation Administration (CAA) is responsible for overseeing drone regulations in the country. According to the CAA, drones are classified as unmanned aerial vehicles (UAVs) and are subject to specific rules and regulations.
One of the main regulations for drone use in Lithuania is that all drones must be registered with the CAA. This applies to both recreational and commercial use of drones. The registration process is simple and can be done online through the CAA website.
In addition to registration, there are also specific rules for flying drones in Lithuania. Drones must not be flown higher than 120 meters above ground level and must always be within the visual line of sight of the operator. Drones are also prohibited from flying over people, public events, and sensitive areas such as airports and military installations.
Commercial drone operators in Lithuania must also obtain a permit from the CAA before flying their drones. This permit is required for any commercial use of drones, including aerial photography, surveying, and inspection services. The permit process involves submitting a detailed flight plan and obtaining liability insurance.
The Lithuanian government has also implemented penalties for those who violate drone regulations. Fines can range from €100 to €3,000 depending on the severity of the violation. In extreme cases, the CAA may also confiscate the drone and revoke the operator’s permit.
Overall, the drone laws in Lithuania are designed to ensure the safe and responsible use of drones. The regulations are in line with those of other European countries and are constantly being updated to keep up with the latest developments in drone technology.
Despite the regulations, the use of drones in Lithuania continues to grow. Drones are being used for a variety of purposes, including search and rescue operations, agricultural monitoring, and wildlife conservation.
In conclusion, if you plan to fly a drone in Lithuania, it is important to be aware of the regulations and follow them carefully. Failure to do so can result in fines and other penalties. By following the rules, you can enjoy the benefits of drone technology while also ensuring the safety of others.
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When all power on a British Airways flight suddenly failed 400 feet above ground as it headed into Heathrow Airport yesterday, pilot Peter Burkill had to muster all his skills gained in decades of flying to save the lives of hundreds of people—not only passengers, but also those in the cars and houses the plane was barrelling toward, the Telegraph reports.
The catastrophe happened so fast there was not even time to warn passengers to adopt the emergency brace position. Burkill managed to "belly-flop" the plane into a grassy clearing just 20 feet from a busy road. No one was killed, and passengers suffered only minor injuries. He "deserves a medal as big as a frying pan," said an airport worker. (Read more Heathrow Airport stories.)
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ASTRONAUT SUIT SPINS OUT OF CONTROL IN REAL LIFE GRAVITY SCENE _ An old NASA video is making the rounds -- and it's like a scene out of the movie Gravity. In the real-life video a cosmonaut floats away from the International space station, spinning out of control as the camera follows it. But unlike the scene in Gravity, no man was in this space suit, which orbited Earth for seven months before plunging into the atmosphere, burning and disintegrating.
... The launch of the SuitSat 1 happened on February 3, 2006. The concept behind SuitSat-1 was quite simple: put some simple electronics (radio communications system, telemetry) into a Russian Orlan spacesuit, then throw it out of the airlock. |
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Nestled in the Alps close to Lucerne in the shadow of Mount Pilatus is Switzerland’s first, and only, aircraft manufacturer which celebrates its 75th Anniversary today.
Formed in 1939 by the armament company Oerlikon-Bührle Pilatus was deliberately located as far as possible from the borders of the waring nations that surrounded Switzerland. Initially the new company was created to perform maintenance and repairs on Swiss Air Force aircraft. However by 1945 it had developed its own aircraft (the P2 trainer) and became the first and only-Swiss aircraft Manufacturer.
Since then Pilatus has created the famous PC-6 Porter (1959), the PC-9 trainer (which has been developed into the T-6 Texan), the PC-12 and their recently launched PC-24 light jet. Each of these aircraft maintains Pilatus’s reputation for rugged dependable aircraft to operate from the Alps challenging conditions with narrow, winding valleys, variable terrain, changeable wind currents and runaways (where they exist) often requiring steep approaches from one direction only.
To discover more about our Pilatus support please check the website for our stock levels or, alternatively, contact our sales team at email@example.com.
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Space X has launched its first SpaceX Starship SN8 prototype on Wednesday in Texas. The rocket lifted to a high altitude with no major problems. However, after only a couple of minutes in the air, the SN8 exploded as it attempted to land. Cause? Most likely a technical issue in the Raptor engine.
Everything was going well for the Starship prototype until the rocket began its preparation for landing. The video that circulated the internet on Thursday morning shows that the rocket’s descent began as controlled, however, it quickly caught fire and disappeared in the raging flames.
7 Minutes And 12,500 Meters
The whole test lasted under 7 minutes. Initially, the rocket was meant to reach an altitude of 12, 500 meters. While the first reports doubted whether it has achieved that, the latest news report that it has, indeed, reached the desired 12,5 kilometers. Wednesday was the second day of testing, with the initial attempt to launch the rocket a day earlier. However, an issue with a Raptor engine was detected by the system Tuesday. Thus, one second before the planned launch, an automatic abort occurred.
Musk Thrilled With The Result Of The Test
The main figure at SpaceX, Elon Musk, appeared thrilled, even though the test ended with a dramatic explosion. He tweeted “Mars, here we come!!” and stated that the company has all the data they needed.
Must Explain What Went Wrong Under The Short Test Flight
Musk has also used his official Twitter account to briefly explain what went wrong with the test flight. He wrote that the “fuel header tank pressure was low”, as the Starship prototype prepared for landing, “causing touchdown velocity to be high”. Hence, causing the SN8 explosion.
The Starship prototype is a 16-story-tall rocket that is in the future expected to be able to carry up to 100 tons of cargo to the moon or Mars. As The Guardian reports, SpaceX’s project to develop the Starship SN8 prototype has even been funded by Nasa, with the amount of $135 million.
Musk has warned that an unplanned disassembly was fully possible long before the tests.
Raptor Engine Issues
Shortly before the fight started, one of the three Raptor engines stopped firing. A few minutes later, the second Raptor engine shut down and eventually, the final Raptor did too. That is when the rocket began to free-fall back to Earth. According to Musk, each of the shutdowns of the Raptor engines was intentional. However, that did not stop the rocket from reaching the scheduled height of 12.5 kilometers.
Unfortunately, the burn that was scheduled to slow down the prototype on its way down and allow for the safe landing did not do its job efficiently, hence the explosion, as reported by CNet.
Many Companies Planning To Make Their Mark In Space Travel
SpaceX has also recently been acquiring properties in a village on the outskirts of the US-Mexico border in Texas to make room for Starship facilities to come.
Having said that, SpaceX is not the only company actively performing tests to find the most affordable, safe, and efficient ways for space travel. The company has two main competitors. One is Blue Origin, owned by no other than Jeff Bezos himself. The other major competitor is Dynetcis owned by Leidos.
So, what is next on SpaceX’s agenda? Considering that Musk appears delighted by Wednesday’s test, despite the final, the company will try to test flight their next Starship prototype, SN9, as they continue on their quest to be the first company to fly people to Mars.
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h a l f b a k e r y
Like gliding backwards through porridge.
add, search, annotate, link, view, overview, recent, by name, random
news, help, about, links, report a problem
or get an account
New planes have a feature called a pulselight, which pulses the landing light on and off. It is very easy to see from a long distance, but only if the plane is facing you. New planes also have ADS-B, which displays the location and altitude of other aircraft in the area. Now the actual idea: replace
the standard rotating beacon light on planes with a very bright landing light mounted on a swivel on the tail. Use the ADS-B to identify targets and point the pulselight at them. Traffic will suddenly become nearly impossible *not to see. It's like using a signal mirror to direct sunlight at someone's face.
||// What if there are multiple targets in the vicinity? //
||That's what AWACS is for - to separate the friendlies from the hostiles, so the Air National Guard has timely (if completely wrong) targeting information.
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ANKARA, Turkey, Nov. twenty five (UPI) — The Turkish authorities on Wednesday introduced what it said was a recording of a radio warning offered to the pilots of a Russian jet just before it was shot down in rebel territory near the nation’s border with Syria.
The Su-24 fighter jet was qualified Tuesday and crashed in contested territory in Turkey’s southeast. Two pilots on board ejected from and survived the crash, but one was killed when the pair arrived below little arms assault from rebels on the floor.
“A single on board was wounded when he parachuted down and [was] killed in a savage way on the floor by jihadists in the location,” Aleksandr Orlov, Russia’s ambassador in France, stated.
Capt. Konstantin Murakhtin stated he and fellow pilot Lt. Col. Oleg Peshkov had been not offered any visual or radio warnings by the Turkish federal government. He also denied flying into Turkish airspace due to the fact the pilots realized the region “like the back again of their hand.”
Turkish govt officers, although, said the pilots had been provided many warnings ahead of the jet was shot down. Wednesday, they launched what they stated are audio recordings of the warnings.
“This is Turkish Air Force talking … You are approaching Turkish airspace,” a voice on the recording said.
Turkish officials mentioned the same warning was recurring every thirty seconds for five minutes ahead of they determined to shoot the airplane down.
The incident transpired as tensions in between Syria and Turkey, and Russia and the United States, continue to be strained. Washington is a vocal advocate of the overthrow of Syrian President Bashar Assad — a regime allied to Moscow.
U.S. officers, who think the audio recordings are reliable, have supported Turkey’s position in the issue.
A Russian Maritime dispatched to rescue the pilots was also killed in the procedure. He was aboard a helicopter sent to the area to discover the downed pilots.
Officials also declared Wednesday that Russia will deploy to the area its most modern day air defense method, the S-four hundred cell anti-plane missile, which is designed to strike targets at lengthy variety.
“I hope that this, alongside with other steps that we are getting, will be adequate to make sure (the basic safety) of our flights,” Russian President Vladimir Putin explained Wednesday.
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For decades, the dream of space travel has captivated the hearts and minds of people worldwide. The idea of exploring the cosmos and experiencing weightlessness has been a constant source of inspiration and wonder. Until recently, space travel was limited to astronauts and scientists. However, with the rapid advancements in technology and the emergence of private space companies, the concept of space tourism is rapidly transforming from a distant dream into a tangible reality.
The Early Pioneers of Space Tourism
In the early 2000s, the space tourism industry began to take shape with the pioneering efforts of individuals like Dennis Tito, Richard Branson, Elon Musk, and Jeff Bezos. Dennis Tito, a wealthy businessman, became the first space tourist in 2001 when he paid $20 million for a seat on a Russian Soyuz spacecraft to visit the International Space Station (ISS). His journey marked the beginning of a new era in space exploration.
The Rise of Private Space Companies
The development of private space companies like SpaceX, Blue Origin, and Virgin Galactic has played a crucial role in advancing the progress towards space tourism. These companies have introduced innovative technologies and have made significant strides in reducing the cost of space travel, making it more accessible to private individuals.
SpaceX: Making Space Travel Affordable
Elon Musk’s SpaceX has been at the forefront of the space industry revolution. The company’s goal is to make space travel more affordable and ultimately enable the colonization of other planets. SpaceX achieved a major milestone with the development of reusable rocket technology, significantly reducing the cost of launching payloads into space. This breakthrough has paved the way for the company’s ambitious plans for space tourism.
Blue Origin: Suborbital Space Tourism
Jeff Bezos’ Blue Origin is another prominent player in the space tourism industry. The company has been focused on developing suborbital space tourism experiences through its New Shepard rocket. The New Shepard is designed to take passengers to the edge of space, providing a few minutes of weightlessness and breathtaking views of the Earth. Blue Origin has conducted successful test flights and is preparing to offer commercial flights to paying customers in the near future.
Virgin Galactic: A Unique Space Tourism Experience
Richard Branson’s Virgin Galactic is also making significant progress towards space tourism. The company’s SpaceShipTwo vehicle is designed to carry passengers on suborbital spaceflights, offering a unique and exhilarating experience. Virgin Galactic has already sold hundreds of tickets for future flights, with celebrities among the first in line to experience space travel. Despite facing challenges and setbacks, Virgin Galactic remains committed to making space tourism a reality.
Advancements in Space Technology
The progress towards space tourism goes hand in hand with advancements in space technology. These advancements have not only made space travel safer but also more efficient and cost-effective.
Reusable Rocket Technology
One of the revolutionary innovations in space technology is the development of reusable rocket technology. Companies like SpaceX have successfully demonstrated the viability of reusable rockets, significantly reducing the cost of space travel. Reusable rockets launch multiple times, reducing the necessity for expensive and time-consuming manufacturing of new rockets for each mission.
The development of commercial spacecraft has also played a crucial role in advancing space tourism. Companies like SpaceX and Blue Origin have built spacecraft designed specifically for carrying passengers. These spacecraft feature state-of-the-art technology, safety systems, and comfortable interiors, guaranteeing a seamless and delightful space tourism experience.
As the progress towards space tourism continues, the future holds exciting possibilities and challenges for the industry.
One of the key goals of the space tourism industry is to increase accessibility. Currently, the cost of space travel remains a significant barrier for many people. However, as technology continues to advance and competition in the industry grows, it is expected that prices will decrease over time, making space tourism more accessible to a broader range of individuals.
The increasing number of space launches raises concerns about the environmental impact of space tourism. Rocket launches contribute to greenhouse gas emissions and can have negative effects on the Earth’s atmosphere. It is essential for companies to invest in research and development to minimize the environmental impact of their operations. Sustainable fuel alternatives and efficient rocket designs are being explored to address these concerns.
Space Tourism Regulations
As space tourism becomes a reality, regulations and policies need to be developed to ensure the safety and ethical conduct of space travel. International collaboration will be crucial in establishing guidelines for space tourism operations, including passenger safety, liability, and responsible space exploration practices.
Conclusion: From Dream to Reality
The progress towards space tourism has transformed the dream of space travel into a tangible reality. Private space companies like SpaceX, Blue Origin, and Virgin Galactic have made significant advancements in technology, making space tourism more attainable and affordable. Reusable rocket technology, commercial spacecraft, and increasing accessibility are driving the industry forward. However, challenges such as environmental impact and the need for regulations remain. As we continue to push the boundaries of human exploration, space tourism is no longer confined to the realm of science fiction but is rapidly becoming a reality for people around the world.
Additional Information: The future of space tourism is not limited to suborbital flights. Companies like SpaceX have ambitious plans to send private citizens around the moon and even to Mars. These long-duration space missions will require advanced spacecraft and infrastructure, further pushing the boundaries of space tourism.
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Will you one day fly in an electric or hybrid gas and electric airplane? The Creative Solutions Alliance hopes you will and is offering prize money to advance electric airplane technology.
The Creative Solutions Alliance (CSA), a nonprofit organization founded by Erik Lindbergh, grandson of the famous aviator, is offering the Lindbergh Electric Aircraft Prize (LEAP).
“The Lindbergh Electric Aircraft Prize is the culmination of my work over the last decade in aviation, education, and prize philanthropy. LEAP represents the perfect focal point to light up both kids and adults. We are literally teaching the next generation to imagine and create their future,” Lindbergh said.
LEAP is a suite of prizes to promote the practical development of electric aircraft by recognizing specific advances in this emerging clean technology industry. The prizes will be awarded for the following:
Best Electric Aircraft: Awarded for the best example of a practical electric aircraft in any category—whether it is Experimental, light sport aircraft, or fully certified aircraft. Hybrid electric aircraft may be nominated where electric is the primary source of propulsion.
Best Electric Aircraft Sub-System: Defined as a set of components designed to work together to accomplish a specific task that advances the field of electric aircraft in both performance and practicality, such as electric powertrains, energy storage systems, and charging systems.
Best Electric Aircraft Component Technology: Defined as individual components that serve to advance the performance and practicality of electric aircraft, such as batteries, electric motors, and power electronics.
Public Choice Award: The public votes on electric aircraft that are currently flying, whether practical or not. This will be an opportunity to gauge the public's interest and excitement with respect to various electric aircraft projects.
CSA has partnered with EAA and will announce the winners at EAA’s AirVenture.
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With the lunar landers now officially on the lunar surface, it is up to you to design the lander itself.
However, if you are not prepared for the fact that it is possible to build a lunar base on the moon, it can be tricky to get it to do the job.
It can be a lot of work.
If you have any experience in designing, building, and testing landers, this guide will give you a basic understanding of what is involved in getting a lander to work on the Moon.
It is designed to be used in a team of up to six people and should take around an hour.
It will also help you understand the different stages of a lunar landering operation.
What is a landering mission?
A lander is a spacecraft designed to use sunlight to lift a payload onto the surface of the Moon, usually for science or exploration purposes.
It typically carries a camera, a transmitter and receiver, and a command and control system.
Landers have traditionally used the lunar terrain to perform these tasks, but there are now many other options for launching and landing.
There are three main types of landers: lunar landered landers (LBLs), landers designed to launch from Earth, and lunar surface landers.
The LBLs are designed for short-duration missions such as landing on the surface or on the ice caps.
LBL is a shortened version of LBL, which stands for Lunar Orbiter, Lander.
LSLs are also called lunar surface-launched spacecraft (LSLs).
LSL launches typically take place in low Earth orbit (LEO), where the landers are launched from Earth.
LTLs are launched at high Earth orbit, where the landing site is located on the Earth surface.
The two types of lunar landings are performed by two different spacecraft: the Lunar Orbiters (LO) and Lunar Lander (LL).
LO is an LTL designed for use by the United States.
The LO spacecraft is designed for low Earth orbits, and LTL is designed primarily for long-duration exploration missions.
The LL spacecraft is a lunar orbiter that is designed specifically for long lunar landing missions.
In general, both types of LSL landers can perform lunar missions.
LLLs are flown from LEO, while LOs are carried to LEO by a spacecraft that is launched from the International Space Station.
LHLs are used for a variety of missions, but they typically launch from LEM, the moon’s closest geosynchronous transfer orbit.
LCLs are the largest landers in the LEO fleet, carrying a payload of up, at least, 1,200 kilograms (3,800 pounds) to the lunar landing site.
LCHs are smaller than LLL and LHL landers but larger than LTL.
They are typically launched from LLE, the closest geostationary transfer orbit, and are launched into orbit by a rocket.
The main differences between LHL and LCH landers is that LHL has an LEO-class launch capability while LCH has a lower orbit than LHL.
The most important difference between the LHL mission and the LCL mission is that the LCH mission is designed with the sole purpose of transporting an LSL mission to the Moon as well as LHL to a suitable landing site on the Lunar Surface.
What are the LSL and LCL missions?
The LSL (Low Earth Satellite Launch) mission is an orbital launch from the Earth to the LCROSS, a geosatellite launch site in the constellation of Vega, which will launch a large payload.
LCROS is the LTL mission, which is intended to send a small LCL spacecraft into orbit and then perform an LCL-class lunar landing.
LECROS is a LCL and LSL vehicle that is meant to carry the LPL (Landing Device) lander, the main landing equipment for LCL (Low ECS) missions.
It was originally planned for LEO to launch in 2018, but the agency has postponed the mission and will now launch from Vandenberg Air Force Base in California.
The other LCL launch vehicle is the Low Earth Orbit (LEo) mission.
It has been in development for some time.
LEO is the closest point in space to Earth, but it is a fairly small area and is not suitable for launching a large spacecraft.
LCO is an intermediate-range launch vehicle, intended to be launched into LEO for high-priority missions.
A new launch vehicle called the LCCM is scheduled to be built to carry a larger LCL or LCLL.
LCCMs are designed to carry large payloads into low Earth space, such as the LCOs.
LACM is a medium-range vehicle, which carries a few smaller payloads.
It also carries a launch vehicle that
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At one point, a camera on the telescope needed work. Ian Chesterton and Frank Ellis worked on it. At the time they worked on it, it was trained on the Monoceros constellation, and an entity travelled along the telescope's infrared rays and took over Frank. (PROSE: Distance)
Behind the scenes Edit
The Hubble Space Telescope is named after the astronomer Edwin Hubble, who discovered Hubble's law.
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Nope, you aren’t seeing things. There’s some German in the title there. The phrase essentially means small but mighty (like my wife). And the phrase describes, in a nutshell, the explosive growth and growing capabilities of these miniature mighty man-made moons. Nature.com has a fairly good write-up about the history and current state of Cubesats.
It’s exciting to think about the future of space operations if small satellites continue to get less expensive. If SpaceX and other launch companies hop into the fray to make launch costs less expensive, so much the better. Small satellites encourage companies and individuals to consider hopping into a very pricey field normally reserved for governments, who are able to tap the tax vein of subjects apparently at whim.
And the risk-takers who decide to get into the small satellite business will also likely be the ones who are willing to take more risks. This risk-acceptance will allow for more learning as mistakes are made, more robustness of satellites as people understand what works and what doesn’t, and more diversity in missions, as right now we have the equivalent of digital lighthouses, observation towers, and radio towers in orbit around Earth. We should be able to do more out in space than that, right?
And while the naysayers out there may want to change the mantra to “Small but murky,” the potential of these satellites, coupled with the imagination of people, some of who never imagined working on space projects ever, is mighty indeed.
As is my wife.
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Bengaluru, India: The Indian Space Research Organisation (ISRO) is all set for a critical launch on February 17th, 2024, with the scheduled liftoff of its advanced meteorological satellite, INSAT-3DS, at 5:30 PM IST. This mission marks a significant step forward in India’s weather forecasting and disaster management capabilities.
What is INSAT-3DS?
INSAT-3DS is specifically designed to enhance weather monitoring and forecasting through its cutting-edge technology. Here’s a breakdown of its key features:
Advanced Payloads: Equipped with a 6-channel Imager and a 19-channel Sounder, the satellite will collect high-resolution data on weather patterns, providing valuable insights for accurate forecasting.
Enhanced Communication: The Data Relay Transponder (DRT) on board will receive data from automatic weather stations and data collection platforms, further improving forecasting accuracy.
Search and Rescue Support: The SAS&R transponder plays a crucial role in relaying distress signals from beacon transmitters, contributing significantly to global search and rescue operations.
Multifaceted Monitoring: INSAT-3DS will monitor land and ocean surfaces, providing crucial data for disaster warning systems and early-warning capabilities.
Significance of the Launch:
This launch is crucial for India’s weather forecasting and disaster management efforts. The advanced data collected by INSAT-3DS will enable:
More accurate weather predictions: Improved forecasting will lead to better preparedness for extreme weather events like cyclones, floods, and droughts.
Enhanced disaster management: Early warnings based on real-time data will help authorities take timely action and mitigate the impact of disasters.
Improved search and rescue operations: The SAS&R transponder will contribute to faster response times and increased success rates in rescue missions.
The successful launch and operation of INSAT-3DS will be a major milestone for ISRO and a significant boost to India’s meteorological capabilities. This advanced satellite will play a vital role in ensuring the safety and well-being of millions of citizens by providing accurate weather forecasts and timely disaster warnings.
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Make no mistake about it, something is up. Have you noticed how every other day there is a report of shooting stars, meteorites, eclipses, sun flares, space storms, ect….? Why are they being reported now?
What is going on? Why are they now being reported so frequently? Are they aware of something that they refuse to share with you?
The answer is Yes. They are preoccupied with space and arming the space with not only weapons for offensive means, but also space defense systems to repel a threat or an attack.
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VERTICAL TAKE-OFF / LANDING (VTOL)
Series has a tactical capability to take-off and / or land vertically, a quality commonly associated with helicopters.
Houses, or can house (through specialized variants), radar equipment for searching, tracking, and engagement of enemy elements.
Utilizes two or more types of propulsion systems to achieve desired performance / flight actions.
Design utilizes an all-electric powerplant for drive power.
Inherent ability of airframe to take considerable damage.
Fuselage volume includes space for internally-held weapons or special-mission equipment.
Can reach and operate at higher altitudes than average aircraft of its time.
EXTENDED RANGE PERFORMANCE
Capability to travel considerable distances through onboard fuel stores.
Ability to operate over ocean in addition to surviving the special rigors of the maritime environment.
Design incorporates feature(s) that facilitates loading / unloading of cargo / personnel from the aircraft.
Design features ability to fly sans pilot, actions controlled onboard through programming and / or ground-based operator.
Design features autonomous flight operations made possible through onboard artificial intelligence or pre-programming.
Payload supports photographic equipment providing still and / or real-time image / video results.
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The cost of the F-35 Joint Strike Fighter has gone up again. The total cost to build and fly more than 2,400 F-35s over their lifetimes increased by nearly $30 billion dollars. Ironically, the cost increases are being driven by efforts to reduce defense spending and the federal deficit.
The Pentagon is procuring a total of 2,456 F-35 fighter bombers. The Air Force is buying the F-35A to replace the F-16C Fighting Falcon, the Marine Corps is buying the F-35B to replace the F/A-18 Hornet and Harrier fighters, and the Navy is buying the F-35C to replace the F/A-18 Hornet. Each of these versions differs from the others. The Navy's version has a stronger set of landing gear to withstand carrier landings for example, and the Marine Corps version can take off and land vertically.
More From Popular Mechanics
The overall cost to buy all 2,456 aircraft for all three services, including research and development, testing and evaluation, actually buying the aircraft, and building facilities to support the new planes, is estimated to cost $406.5 billion. This is up $27.5 billion over the previous year.
The primary reason for the cost increase is the Air Force's budget. The Air Force is buying the lion's share of the F-35 fleet, 1,763 F-35As. As a result, changes in how the Air Force plans to buy the plane can shift costs in the entire F-35 program. A cap on defense spending imposed by the 2011 Budget Control Act, otherwise known as the sequestration, has forced the Air Force to stretch its planned buy of the F-35 an extra six years. Instead of buying 80 planes per year and ending procurement of the F-35A in 2038, it will buy 60 per year and end in 2044.
The result of this "stretch" is that the Pentagon can't take advantage of economies of scale, where manufacturing costs for the F-35 go down as the number of planes purchased each year increases. Under economies of scale, manufacturer Lockheed Martin can sell the planes more cheaply due to the manufacturer's ability to negotiate materials, labor, and energy at a lower cost.
Indeed that is happening: the cost of all three models dropped last year by an average of about seven percent, as the government started buying more planes. President Donald Trump took credit for the $600 million price drop, although the head of the F-35 program had already forecast the Pentagon would save approximately $600 million the year before. Currently, the F-35A costs $94.6 million each, the F-35B costs $122.8 million each, and the F-35C $121.8 million.
F-35 costs will continue to fall, but the Air Force's stretched buy means they won't come down as quickly and as much as originally believed. The $27.5 billion increase won't be due in one lump sum but rather spread over the next 27 years. The cost increase could even be erased by increased defense spending down the road. A lot can happen in 27 years.
Source: Aviation Week & Space Technology
Kyle Mizokami is a writer on defense and security issues and has been at Popular Mechanics since 2015. If it involves explosions or projectiles, he's generally in favor of it. Kyle’s articles have appeared at The Daily Beast, U.S. Naval Institute News, The Diplomat, Foreign Policy, Combat Aircraft Monthly, VICE News, and others. He lives in San Francisco.
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Which is bigger Titan or Ganymede?
Frequently described as a planet-like moon, Titan is 50% larger than Earth’s moon and 80% more massive.
It is the second-largest moon in the Solar System after Jupiter’s moon Ganymede, and is larger than the planet Mercury, but only 40% as massive.
Titan is primarily composed of ice and rocky material.
Is Ganymede bigger than the Earth?
Jupiter’s moon Ganymede is the largest satellite in the solar system. Larger than Mercury and Pluto, and only slightly smaller than Mars, it would easily be classified as a planet if were orbiting the sun rather than Jupiter.
What are the largest moons?
Jupiter’s Ganymede is the largest moon in our solar system.
- Ganymede. Ganymede is the largest of Jupiter’s 79 moons as well as by far the largest moon in the solar system.
- Titan. Titan orbits Saturn and is the second largest moon with a diameter of 5,150 km.
- Other Large Moons.
What are the 7 major moons?
The below is the top 10 largest moons in the solar system.
- Oberon. Oberon Uranus Moon.
- Rhea. Rhea moon of Saturn.
- Titania. Titania the moon of uranus.
- Triton. Triton the moon of Neptune.
- Europa. Jupiters moon Europa.
- Moon. Earts natural satellite Moon.
- Callisto. Jupiters moon Callisto.
- Titan. The Saturns moon Titan.
Does Ganymede have life?
Ganymede orbits Jupiter in roughly seven days and is in a 1:2:4 orbital resonance with the moons Europa and Io, respectively. Ganymede is composed of approximately equal amounts of silicate rock and water ice.
Can you live on Europa?
FULL STORY: What Would It Be Like to Live on Europa? Europa has a thin oxygen atmosphere, but it is far too tenuous for humans to breathe. From the surface of Europa, Jupiter appears 24 times larger than the moon appears in our sky. Europa’s magnetic field shields its surface from Jupiter’s deadly radiation.
Can you survive on Titan?
How Humans Could Live on Saturn’s Moon Titan (Infographic) Titan, the cloudy moon of Saturn, is one of the least hostile places (for humans) in the outer solar system. It has lakes of liquid methane, and even weather. Titan has no water, but some scientists wonder if life based on methane might live on Titan.
Which is bigger Pluto or the moon?
However, not all of the moons are smaller than all of the planets. There are seven moons in our Solar System, including our own Moon, that are larger than Pluto. Jupiter’s moon Ganymede is the largest moon in the Solar System, and Ganymede as well as Saturn’s moon Titan are both larger than Mercury and Pluto.
Which moon is most habitable?
In the Solar System
|Enceladus||Saturn||Enceladus – potential habitability|
|Titan||Saturn||Life on Titan|
|Callisto||Jupiter||Callisto – potential habitability|
|Ganymede||Jupiter||Ganymede – Subsurface oceans|
5 more rows
What is the farthest moon from Jupiter?
Callisto, the fourth and farthest of the Galilean moons from Jupiter, is the most heavily cratered object in the solar system.
What is the biggest moon in the galaxy?
What is Mars largest moon?
What are the names of Saturn’s largest moons?
Let’s look at the eight major moons of Saturn:
- Titan. Titan is the largest of Saturn’s moons and the first to be discovered.
- Dione. Dione is thought to be a dense rocky core surrounded by water-ice.
- Enceladus. Enceladus contains more than 100 geysers at its south pole.
Which planet has the largest volcano?
Which planet has the most mass?
Could Europa have life?
So far, there is no evidence that life exists on Europa, but Europa has emerged as one of the most likely locations in the Solar System for potential habitability. Life could exist in its under-ice ocean, perhaps in an environment similar to Earth’s deep-ocean hydrothermal vents.
Can a moon have moons?
The results vary — the bigger the moon, for example, the closer it can be to the planet. In a few cases, however, there is a confluence of moon size and orbit in which a submoon could survive. Four moons in our solar system qualify: Earth’s moon; Jupiter’s moon Callisto; and two of Saturn’s moons, Iapetus and Titan.
Can moons have water?
Lunar water is water that is present on the Moon. Liquid water cannot persist at the Moon’s surface, and water vapor is decomposed by sunlight, with hydrogen quickly lost to outer space.
Can humans live on Venus?
Habitability of its atmosphere. Although there is little possibility of existing life near the surface of Venus, the altitudes about 50 km above the surface have a mild temperature, and hence there are still some opinions in favor of such a possibility in the atmosphere of Venus.
Can a human survive on Uranus?
As an ice giant, Uranus doesn’t have a true surface. The planet is mostly swirling fluids. While a spacecraft would have nowhere to land on Uranus, it wouldn’t be able to fly through its atmosphere unscathed either. The extreme pressures and temperatures would destroy a metal spacecraft.
Can we live on Titan?
Whether there is life on Titan, the largest moon of Saturn, is at present an open question and a topic of scientific assessment and research. Titan is far colder than Earth, and its surface lacks stable liquid water, factors which have led some scientists to consider life there unlikely.
How many planets can support life?
In November 2013, astronomers reported, based on Kepler space mission data, that there could be as many as 40 billion Earth-sized planets orbiting in the habitable zones of Sun-like stars and red dwarfs in the Milky Way, 11 billion of which may be orbiting Sun-like stars.
Can life support Mars?
The confirmation that liquid water once flowed on Mars, the existence of nutrients, and the previous discovery of a past magnetic field that protected the planet from cosmic and solar radiation, together strongly suggest that Mars could have had the environmental factors to support life.
Should we populate the moon?
The energy required to send objects from the Moon to space is much less than from Earth to space. This could allow the Moon to serve as a source of construction materials within cis-lunar space. Rockets launched from the Moon would require less locally produced propellant than rockets launched from Earth.
Photo in the article by “Obama White House”
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Thiruvananthapuram Principe British Midland
The information about British Midland is not available currently.
The average delay in British Midland flight departure from Thiruvananthapuram was 0 minutes.The average delay in British Midland flight arrival in Thiruvananthapuram was 0 minutes.
The average delay in British Midland flight departure from Principe was 0 minutes.The average delay in British Midland flight arrival in Principe was 0 minutes.
Check Thiruvananthapuram to Principe international flight schedules, international flight status, and flight number for British Midland . MakeMyTrip India offers cheapest International Air Travel Tickets between Thiruvananthapuram and Principe with British Midland .
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Principe is a small island situated in island nation of Sao Tome and Principe or officially called the Democratic Republic of Sao Tome and Principe. Situated in the Gulf of Guinea, Principe is actuall
Cheap International Thiruvananthapuram to Principe British Midland air tickets at MakeMyTrip India. Best Deals at Lowest fares guaranteed on flights from Thiruvananthapuram to Principe by British Midland International Travel. Check British Midland booking, International Flight number, Flight status, Schedules online from Thiruvananthapuram to Principe .
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Sig Kadet Sinorita Discuss radio control eflight
5/03/2015 · Tipping the plane means using the ailerons. If you want a wingtip to go up, you need to generate more lift. If you want a wingtip to go up, you need to generate more lift. So you're trying to turn left, you tip the stick to the left, and now the plane is tipping left.... BASIC SET UP for AIRCRAFT USING 2 CHANNELS and 2 SERVOS EACH for AILERONS, ELEVATORS and RUDDER What lies before you is an attempt to provide a set of written procedures to take you step-by-step through the
Plane radio altimeter and Arduino details – Greg Wilson
Learning to fly RC airplanes - ground school. If you're thinking of learning to fly rc airplanes, my little ground school here will give you some fundamental but essential info on the basics of radio control …... Aircraft can be designed (with relatively large dihedral) to fly without ailerons, using only rudder (and the roll coupling that the dihedral produces) for both directional and roll control. Without this designed-in coupling, rudder-only input generally results mainly in a skid, with only a small bank (and as noted in other answers, a very inefficient turn).
what is the use of Rudder when having Ailerons to turn
I designed and built a 1/4-scale Sopwith Camel for sport flying. Powered by a Zenoah G-38 gas engine, this 85-inch-span WW I biplane is a great flyer, but like most biplanes, it suffers from a fair amount of adverse yaw when the ailerons are moved. how to help teach baby to sit up The hobbyzone RC plane comes with a four-channel control with rudder, elevator, working throttle and ailerons. Control is through a compact 2.4 GHz radio transmitter. You can teach yourself to fly on different terrain with a steerable tail wheel.
Aileron Differential Explained Your Guide To Radio
Using the throttle and the brake pedals you can control the speed of the aircraft and cause it to turn on the ground. The brakes can be very useful when taxiing slowly on the runway. You can also steer the nose-wheel of the aircraft. how to give up ice without getting angry Radio Control Ground School. Peter Ridout , MAAC 45527 Member NSF May 2013 Rev. 10. Purpose of this Course. - PowerPoint PPT Presentation Peter Ridout , MAAC 45527 Member NSF May 2013 Rev. 10. Purpose of this Course.
How long can it take?
How do I set up Pull-Pull controls? rcfaq.com's radio
- For Beginners – Hardin County Radio Control Modelers
- Aileron Differential Why it's so important and how to set
- Flying Sites R/C Aero Portal - NEWCOMERS - USEFUL ADVICE
- Airfield Models Step-By-Step Radio Control Model
How To Learn Using Ailerons With Radio Control Aircraft
Basically I toss the wing with my left hand, while using my right hand on the right stick of the radio transmitter to control ailerons and elevators. The key advantage of launching this way is the ability to control the wing once it’s in the air.
- Combining the function of ailerons and elevators into a single set of control surfaces, elevons are found on Delta wing or flying wing style RC aircraft. On this type of aircraft the wings are enlarged and extend to the back of the plane. There is no separate horizontal stabilizer where you would find the elevators on conventional straight-wing aircraft.
- I designed and built a 1/4-scale Sopwith Camel for sport flying. Powered by a Zenoah G-38 gas engine, this 85-inch-span WW I biplane is a great flyer, but like most biplanes, it suffers from a fair amount of adverse yaw when the ailerons are moved.
- Today, however, using separate aileron servos and the aileron differential program menu in your computer radio has greatly simplified the task. But before we take a closer look, let’s first check out the mechanics of our model during a turn or a roll to understand why aileron differential is so important.
- This article, part of the Arduino Radio Control Model Plane Altitude Hold series, describes the hardware environment for the project. I’ll be using the duinotech Nano for this project. I bought
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SpaceX has, for the third time, cancelled the launch of one of its Falcon 9 rockets on Sunday, Feb. 28, after flight computers shut down the ignition sequence. The reason is still unclear.
The SES-9 satellite is designed to deliver HD television programming to the nations of Southeast Asia. This spacecraft will also be among the most advanced ever placed in orbit to provide media to that region of the world.
"The Falcon 9 remains healthy in advance of SpaceX and SES's mission to deliver the SES-9 satellite to Geostationary Transfer Orbit. Out of an abundance of caution, the team opted to hold launch for today to ensure liquid oxygen temperatures are as cold as possible in an effort to maximize performance of the vehicle," SpaceX officials reported following the decision to scrub the planned liftoff on Feb. 25.
Start of the mission was delayed twice by mission engineers at the Luxembourg-based private space agency. The rocket was just two minutes from liftoff on Feb. 25 when mission planners scrubbed the flight, as liquid oxygen was being loaded into the vehicle. The temperature of the fuel component played a major role in the decision to postpone the launch during the first liftoff attempt.
One of the more unusual features of the Falcon 9 design is the method by which the first stage of the rocket lands vertically on a floating platform. So far, a successful landing has proven elusive for developers.
"This mission is going to a Geostationary Transfer Orbit. Following stage separation, the first stage of the Falcon 9 will attempt an experimental landing on the 'Of Course I Still Love You' droneship. Given this mission's unique GTO profile, a successful landing is not expected," mission planners stated [pdf].
In addition to delivering television broadcasts to 22 million households in southeastern Asia, the SES-9 satellite will also transmit broadband services to remote areas of the region. Passengers aboard sea vessels and airplanes traveling in the Indian Ocean and surrounding areas will also be able to take advantage of the communications signal provided by the craft.
SpaceX was founded by PayPal developer Elon Musk, becoming part of a new wave of private developers sending payloads into orbit.
Built by Boeing, the SES-9 is designed to last 15 years in orbit.
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CUAVA has reached a major milestone in our mission to launch CUAVA-2 in early 2024. We are thrilled to announce that we have received all partner payloads, including the delivery of the Electron Density and Debris Instrument (EDDI).
The EDDI payload is an impressive piece of technology, designed at the School of Physics, University of Sydney, led by Quinn Musulin, Iver Cairns, Joe Khachan, and Philip Leong. The primary purpose of the EDDI instrument is to measure Earth’s ionospheric plasma density and temperature. It is also designed to detect sub-mm particle impacts on a satellite’s body. To accomplish this, the instrument continuously measures the electric field spectrum around the satellite using a dipole antenna connected to a custom-built PCB for signal amplification and processing.
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Engineers at the Jet Propulsion Laboratory at Pasadena have put the Mars Curiosity Rover into a one month hibernation starting on 4 April. The reason is that the planetary alignment of Mars puts the sun and its atmosphere of highly charged particles more or less directly in the way of direct communications between Mars and Earth which makes commanding the spacecraft difficult. A basic signal transmitted from the rover effectively saying ”I am still alive” can still be received but commanding the rover has been suspended until 1 May.
Mars Rover Curiosity will be asleep for a while. Courtesy: NASA/JPL
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I wouldn't want to be anywhere near where these missiles land.
What an idiot! He's lucky he didn't slip into hypothermia or shock.
Figure out how much of an idiot you are.
That must be some insane super glue!
Launch your crash test dummy through various stages. Upgrades include faster cars, jetpacks, armors and more. How far can you launch your dummy?
Looks like Poland is ready for the next world war!
This is exactly why you should wear your seatbelts!
Check out what this guy has to do for a sobriety test.
A crash proof motorcycle test goes horribly wrong on live TV.
The Peregrine Hybrid Sounding Rocket motor underwent a developmental ground test at NASA Ames Research Center.
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EVALUATING SHiELD AS A COST-EFFECTIVE SURVIVABILITY ENHANCEMENT FOR LATE-GENERATION AIRCRAFT
By Wen Xiang Ong and Christopher Adams
When operating in a man-made hostile environment, a fourth-generation fighter aircraft (such as an F-15 Eagle or F-16 Fighting Falcon) would likely be more susceptible to adversarial air-to-air and surface-to-air missile threats when compared against the more modern and stealthier fifth-generation counterparts (such as an F-22 Raptor or F-35 Joint Strike Fighter) . Expendable countermeasures such as chaff and flares are currently deployed to defend the aircraft against such threats. However, the effectiveness of these countermeasures is highly dependent on the aircrew’s judgement regarding when to deploy them to achieve the highest probability of survivability and whether the incoming missiles are “smart” enough to distinguish the countermeasures vs. the actual target . Such countermeasures are also limited in quantities—once they are expended, the aircraft would have no other tools to defend itself against incoming threats. Accordingly, against a backdrop of increasingly complex air-to-air missiles, increasingly accurate and lethal air defense capabilities, and ongoing developments in hypersonic missiles, enhanced combat survivability of late-generation fighter aircraft is needed.
This article presents a fundamental evaluation of enhancement to a fourth- and fifth-generation fighter aircraft’s combat survivability through the deployment of a tactical airborne laser system—such as the Self-Protect High Energy Laser Demonstrator (SHiELD)—as a survivability enhancement feature (SEF). A system-level study applying the concepts of aircraft combat survivability to a notional combat scenario was designed and modelled using Monte Carlo simulations to analyze the enhancement to combat survivability. Subsequently, a cost effectiveness analysis of the tactical airborne laser pod was performed to understand whether its deployment on the current and next-generation fighter aircraft might make it a worthwhile, cost-effective aircraft combat SEF in the future.
[Authors’ Note: The names of specific fighter platforms in this article are included for illustrative purposes only and do not reflect actual platform-specific test/analysis data. In addition, the potential system characteristics described herein are taken from information available in open literature, and the modeling and simulation of systems are for conceptual analysis only.]
SHiELD: A NEW LIGHT IN THE FIGHT
The Air Force Research Laboratory—in collaboration with Lockheed Martin, Northrup Grumman, and Boeing—has developed the SHiELD tactical airborne laser pod to be installed on fighter aircraft and potentially defeat incoming surface-to-air and air-to-air missile threats . With SHiELD’s wide field of regard, it can “see” incoming threats, maintain direct line of sight, and direct its laser beam to engage threats without needing the pilot to execute evasive maneuvers. The system’s beam control and turret were also designed to compensate for the turbulent effects of transonic flight regime. In addition, the host aircraft can recharge SHiELD’s battery without the need to replace its entire power generation system .
As a pod-mounted weapon system, SHiELD would be compatible with many fighter aircraft platforms, including fourth- and fifth-generation platforms. Lockheed has conducted a significant number of flight tests and hopes to improve the power output of directed energy systems in the coming years [5, 6]. It should be noted, however, that adding an external pod to a fifth-generation fighter could significantly increase the radar signature to an unacceptable level depending on the threats encountered on the mission.
SHiELD comprises three key subsystems: (1) the Laser Advancements for Next-generation Compact Environments (LANCE) high-energy laser (HEL), an electrically powered fiber laser by Lockheed Martin; (2) the SHiELD Turret Research in Aero Effects (STRAFE) beam control subsystem by Northrop Grumman; and (3) the Laser Pod Research and Development (LPRD) subsystem for the external aircraft pod, from which the HEL would be powered and cooled, by Boeing [7, 8].
By early 2021, SHiELD’s key subsystems had achieved significant project milestones. The Air Force successfully flew test flights using an F-15 mounted with Boeing’s test pod and shot down air-launched missiles from a ground-based version of the LANCE HEL .
MODELING AIRCRAFT COMBAT SURVIVABILITY
The concept of aircraft combat survivability, as developed by the Naval Postgraduate School’s Dr. Robert Ball, revolves around two keywords: susceptibility and vulnerability . In an engagement scenario, the probabilistic kill chain is defined by the susceptibility and the vulnerability probabilities, where susceptibility refers to the inability to avoid threats and is represented by a P(Hit)—or P(H)—while vulnerability is defined as the inability for the aircraft to withstand damage inflicted and is represented by P(Kill|Hit)—or P(K|H).
As shown in Figure 1, susceptibility has been described by the probabilities of the first five phases of the engagement scenario, as seen from the perspective of the enemy’s air defense system. These phases include:
- P(Active)—or P(A);
- P(Detect|Active)—or P(D|A);
- P(Launch|Detect)—or P(L|D);
- P(Intercept|Launch)—or P(I|L);
- P(Hit|Intercept)—or P(H|I).
Two sets of single-shot one-on-one engagement scenarios were modeled for a fourth-generation fighter (such as the F-16) and a fifth-generation fighter (such as the F-35) to be individually engaged by a notional foreign surface-to-air missile system. In the first scenario, the fourth- and fifth-generation fighters were equipped with their respective baseline SEFs, such as an electronic countermeasure suite. However, in the second scenario, the fighters were additionally equipped with the SHiELD pod on their centerline station. During the engagement, each fighter aircraft was modeled to fly individually through an area of operations defended by the notional missile system. A total of 100,000 Monte Carlo simulation runs were performed to calculate the probabilistic outcomes and evaluate the enhancement in probability of survival P(S) for a SHiELD-equipped fighter aircraft vs. a baseline aircraft.
[Authors’ Note: Other than estimated cost, the numbers shown or derived in this article are notional and not representative of any specific system or aircraft, as the intent of this article is simply to provoke discussion on the cost benefit of certain SEFs to combat effectiveness.]
Due to atmospheric attenuation, we could expect SHiELD’s laser beam to have greater effect on the incoming missile during its mid-course intercept phase compared to its initial launch phase. As such, for engagement scenarios involving SHiELD-equipped fighter aircraft, the P(I|L) and P(H|I) values were arbitrarily reduced by mean values of 20% and 50%, respectively, with a 5% standard deviation. For example, as shown in the “Final Percent Reduction” column of Table 1, the P(I|L) was reduced by 17% while the P(H|I) was reduced by 48% in one of the simulations. A standard deviation value of 5% was arbitrarily chosen to represent the differences in the SHiELD pod’s effectiveness due to various factors, such as manufacturing tolerances.
The input parameters used in the Monte Carlo modeling of the single-shot one-on-one engagement scenario for the fourth-generation fighter vs. the notional missile system are shown in Table 2. The parameters were adapted from Kim et al. , which attempted to evaluate the susceptibility of a representative fighter aircraft against a surface-to-air missile threat using the Analytic Hierarchy Process’s (AHP) weighted score algorithm. (Once again, these parameters do not reflect actual test data values and instead serve simply to provide an illustration of the model for readers to better understand.) Also, while external carriage of SHiELD pods on the aircraft will adversely affect the P(D|A) and P(L|D), these effects were largely ignored in the model so as to reduce the variables and instead focus solely on the enhancements to survivability due to the SHiELD pods.
For the fifth-generation fighter vs. missile system engagements, the input parameters are as shown in Table 3. As the notional fifth-generation fighter was designed with stealth capabilities and has a significantly reduced radar cross section compared to the fourth-generation fighter, the input parameters for the baseline fifth-generation fighter vs. missile system were arbitrarily determined by assuming that the fifth-generation fighter P(D|A) was 30% lesser than that of the fourth-generation fighter. Similarly, the conditional probabilities P(L|D), P(I|L), and P(H|I) were arbitrarily reduced by 15% when compared to the fourth-generation fighter, as it was assumed that once the fifth-generation fighter was detected and a launch solution calculated, the remaining probabilities of intercept from the engagement would change slightly.
Table 4 shows the results from the Monte Carlo simulations. Note that the average P(S) for the baseline fourth-generation fighter is 0.796, while the SHiELD-equipped fourth-generation fighter yielded significantly better average P(S), at 0.918, which represents a 12.2% survivability enhancement, as shown in Figure 2. For the fifth-generation fighter, the baseline aircraft has an average P(S) of 0.912, and the SHiELD-equipped fifth-generation fighter is 0.965. The fifth-generation fighter, being a stealthier aircraft, already has high P(S) even for its baseline configuration, and SHiELD only marginally enhanced its survivability by 5.3%, as shown in Figure 3. Note also that the SHiELD-equipped fourth-generation fighter was marginally more survivable than the baseline fifth-generation fighter.
Furthermore, when the single-shot one-on-one engagements were extended to 10 engagements, it became clear that as the number of engagements increases, the P(S) decreases. The results from the engagements are shown in Table 5.
For a typical fighter squadron with 24 aircraft, the P(S) values obtained meant that only 0.109×24≈2 baseline fourth-generation fighters would be expected to survive 10 engagements with the missile system. In contrast, 0.434×24≈10 SHiELD-equipped fourth-generation fighters would be expected to survive after the 10 engagements. In that regard, it is evident that the 12.2% susceptibility reduction—or enhancement in P(S)—has a significant impact on the aircraft availability.
For the fifth-generation fighter, the survivability results were considerably better than the fourth-generation fighter, as would be expected for the latest-generation fighter aircraft. The baseline fifth-generation fighter was expected to have 0.405×24≈9 aircraft surviving after 10 engagements. In contrast, the SHiELD-equipped fifth-generation fighter was expected to have 0.702×24≈16 aircraft surviving after 10 engagements due to the 5.3% enhancement in P(S).
COST-EFFECTIVENESS OF SHIELD FOR FOURTH- VS. FIFTH-GENERATION FIGHTERS
Table 6 shows the cost of replacing fighter aircraft when encountering multiple one-on-one engagements with the missile system. Assuming each SHiELD pod costs $2 million (in U.S. dollars), a simple estimation for the total acquisition cost of equipping a squadron of 24 fighter aircraft would be $48 million (using the F-16 as an example). In terms of aircraft, each F-16 costs approximately $30 million, while the conventional F-35A variant costs approximately $80 million, and the short takeoff and vertical landing (STOVL) F-35B variant costs approximately $115 million [12–14].
Based on the model’s assumptions, SHiELD-equipped fighter aircraft achieved significant total cost savings when compared against their baseline configuration. This savings is because the replacement cost for each fighter aircraft was much higher compared to the price of a SHiELD pod.
Now if we use cost figures for some current fighters (such as the F-16, F-35A, and F-35B) as stand-ins for the cost of the notional fourth- and fifth-generation fighters and then apply the output data from the preceding model, we can get a rough idea of the cost benefit of SHiELD. For example, the total cost of replacing 22 attritted baseline F-16’s after 10 engagements would be $660 million, but it costs only $496 million to replace 14 SHiELD-equipped F-16’s. This fact translates to a cost savings of $164 million due to SHiELD. The highest cost savings applying the notional survivability model was achieved when comparing baseline F-35B’s against SHiELD-equipped F-35B’s after 10 engagements, at $741 million. Overall, it thus appears more cost-effective to equip these expensive fighter aircraft with SHiELD.
A sensitivity analysis for the cost price of the SHiELD pod and the total cost savings for the fighter aircraft types after 10 engagements was also performed, and the results are given in Table 7. The analysis showed that when the SHiELD pod was priced at $7 million per unit, it incurred a loss of $26 million between the baseline F-16 and the SHiELD-equipped F-16. Thus, it would be more cost-effective not to equip the SHiELD pods on the F-16. However, due to the significantly higher price tag of an F-35, it was still more cost-effective to equip them with SHiELD. For the F-35A and F-35B, the decision-making would only lean toward not equipping them if a SHiELD pod was to cost $18 million and $26 million, respectively, in 10 engagements.
Based on the modeling, assumptions, and evaluations presented herein, the subject fourth- and fifth-generation fighter aircraft equipped with the SHiELD system have been shown to achieve better combat survivability than equivalent baseline fighter aircraft. In addition, a fully effective SHiELD-equipped fourth-generation fighter could achieve similar survivability to a baseline fifth-generation fighter. Finally, from a cost-effectiveness perspective, the deciding factor on whether to equip fighter squadrons with the SHiELD pod will ultimately depend on factors such as the cost of the SHiELD pod and its true capabilities.
ABOUT THE AUTHORS
Military Expert 5 (ME5) Wen Xiang Ong has been an Airforce Engineer with the Republic of Singapore Airforce (RSAF) since 2011 and is currently serving as the Depot Commander of 5 Ammunition Depot, Singapore Armed Forces Ammunition Command. He has held various appointments related to maintenance of weapon and armament systems for the F-15SG and F-16 fighter aircraft, including serving as Officer Commanding of the Aircraft Weapon Operations Flight in 805 SQN, Air Power Generation Command. ME5 Ong holds a bachelor’s degree and a master’s degree in mechanical engineering from the Nanyang Technological University and the Naval Postgraduate School (NPS), respectively, and was most recently conferred a master’s degree in defense technology and systems from the National University of Singapore.
Mr. Christopher Adams is a Senior Lecturer at the Naval Postgraduate School (NPS) Department of Mechanical and Astronautical Engineering and is a former Associate Dean of NPS’s Graduate School of Engineering and Applied Sciences. A retired Navy Commander and aviator with multiple tours in Iraq and Afghanistan, he is a widely recognized subject-matter expert and educator on combat survivability. Mr. Adams holds a bachelor’s degree and master’s degree in aerospace engineering from Boston University and NPS, respectively.
Deptula, D. A., L. A. Stutzreim, and H. Penney. “The Case for Fifth-Generation and NGAD Airpower.” Air Force Magazine, 1 July 2019.
Ball, R. E. The Fundamentals of Aircraft Combat Survivability Analysis and Design. Second Edition, American Institue of Aeronautics and Astronautics, 2003.
Mayfield, M. “Air Force Wants Lasers on Fighter Jets by 2025.” National Defense, https://www.nationaldefensemagazine.org/articles/2020/11/9/air-force-wants-lasers-on-fighter-jets-by-2025, November 2020.
The Air Force Research Laboratory. “SHiELD ATD: Bringing Light to the Fight.” https://www. kirtland.af.mil/Portals/52/Self-protect%20 High%20Energy%20Laser%20Demonstrator%20 %28SHiELD%29_AFMC-2020-0021.pdf, 2020.
Freedberg, S. J. Jr. “Lockheed Aims for Laser on Fighter by 2025.” Breaking Defense, https://breakingdefense.com/2020/09/Lockheed-Aims-For-Laser-On-Fighter-By-2025/, 17 September 2020.
Lockheed Martin. “Tactical Airborne Laser Pods Are Coming.” https://www.lockheedmartin.com/en-us/news/features/2020/tactical-airborne-laser-pods-are-coming.html, accessed 2021.
D’Urso, S. “Lockheed Martin Shows New Airborne Defensive Laser System for F-16 and C-130.” The Aviationist, https://theaviationist. com/2020/08/19/Lockheed-Martin-Shows-New- Airborne-Defensive-Laser-System-For-F-16-And-C-130/, 19 August 2020.
Giangreco, L. “Air Force Pushes Podded Laser System on Fighter Into Supersonic Flight.” Inside The Pentagon’s Inside the Air Force, vol. 27, issue 5, 5 February 2016.
Strout, N. “Air Force to Begin Assembly of Airborne Laser.” C4ISRNET, https://www.c4isrnet. com/battlefield-tech/2021/02/23/air-force-to-begin-assembly-of-airborne-laser/, February 2021.
Ball, R. E. The Fundamentals of Aircraft Combat Survivability Analysis and Design. Third Edition, American Institue of Aeronautics and Astronautics, draft, to be published.
Kim, J.-Y., J.-Y. Kim, and K.-T. Lee. “Evaluation of the Combat Aircraft Susceptibility Against Surface-Based Threat Using the Weighted Score Algorithm.” International Journal of Aeronautical and Space Sciences, pp. 396–402, 2011.
Smith, R. “Lockheed Martin Scores $62 Billion F-16 Sale.” The Motley Fool, https://www.fool. com/Investing/2020/08/24/Lockheed-Martin-Scores-62-Billion-F-16-Sale/, 24 August 2020.
Insinna, V. “The Price of the F-35 Has Been Falling, But It Could Hit a Wall Soon.” Defense News, https://www.defensenews.com/industry/2020/07/23/the-price-of-the-f-35-has-been-falling-but-it-could-hit-a-wall-soon/, 23 July 2020.
Ho, B. “Analysing Singapore’s F-35b Acquisition.” Asian Military Review, https:/ asianmilitaryreview.com/2020/04/Analysing-Singapores-F-35b-Acquisition/, 2 April 2020.
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In November 2005, Israel’s Ministry Of Defense (GOI/MOD) announced its interest in replacing the IAF “Zukit” (“Thrush,” an upgraded 1950s-era Fouga Magister) basic training aircraft with a new trainer. The Zukit’s high fuel and maintenance costs, and low mission capable rates were all creating issues. The intent was to execute this program using an RFI concept, including a comprehensive test and evaluation phase of candidate aircraft, which would then be taken into account during a potential RFP stage.
Israel is secretive about its defense undertakings, and nothing was heard for a long while. Possible candidates included the IAI/ATG Javelin, Romania’s IAR-99C Soim, and possibly even the Czech L159 Albatros, which remained on the market at an excellent price. The winner? “None of the above.” The lure of using American aid dollars instead of hard currency, combined with advertised operating economies, eventually decided the competition in favor of an American-built turboprop: Hawker Beechcraft’s T-6A Texan II, which is used in this same role by the US military.
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Q. Can I use the GY-130 in an airplane and what is the advantage?
A. Gyros can be used on any of the primary flight control surfaces to stabilize an aircraft. They are used on the rudder most often to help stabilize tail draggers during takeoff. When used with the optional remote gain control box, the user has the option to turn it on and off in flight.
Q. What is the best servo to use with the GY-130 Gyro?
A. A fast servo with a speed lower than 0.16 transit time is recommended.
Q. What does the Remote Gain device do?
A. The remote gain control box allows the user to set two different gain settings that can be selected in flight. Typically for a fixed wing plane it would be on or off settings being used and for a helicopter, a high gain for hover and a lower gain for forward flight and aerobatics.
Q. What gain setting should I start with?
A. Try setting the gyro at about 50% gain to start with and experiment with the device to find to optimum gain setting for your model.
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Objects such as planets, moons, and stars that
are located in the sky or in space
Celestial objects include the Sun, Earth, the moon, and all the other planets in our solar system.
A group of interacting or interdependent parts forming a
complex whole; for example, all the factors or variables
in an environment or all the planetary bodies revolving
around a star
The solar system is a system because all the planets revolve around the Sun, and all the moons revolve around their planets.
The Sun together with the group of planets and
other celestial bodies that are held by its
gravitational attraction and revolve around it
The solar system includes the Sun, the eight planets and their moons, asteroids, metiors, and dwarf planets.
A curved path traveled by a satellite
as it revolves around an object in space
The orbital path of the planets is not a perfect circle, instead it is slightly oval shaped.
The luminous celestial body around which
Earth and other planets revolve and from which
they receive heat and light
The Sun is a star made of dense, burning gases. The Sun is gargantuan compared to the other planets.
A ball of gas in space that
produces its own light and heat
The Sun is the closest star to Earth. But, there are billions of other stars in the universe.
Any of the large celestial bodies that revolve around the Sun in the solar system
There are eight planets in our solar system, all of which revolve around the Sun.
Any of the rocky, terrestrial planets of
Mercury, Venus, Earth, and Mars,
whose orbits are inside the asteroid belt
The inner planets are Mercury, Venus, Earth, and Mars. All of these planets are made out of solid material.
Any of the planets Jupiter, Saturn, Uranus, and
Neptune, whose orbits lie beyond the asteroid
Pluto used to be considered an outer planet but in 2006, it was decided that Pluto is a dwarf planet
All of the inner planets are terrestrial planets.
Large and small rocks or metallic masses
orbiting the Sun; made up of materials
similar to those that formed the planets
Although asteriods orbit the Sun, they are not planets because they often share their orbital path.
The region between the inner and outer planets
where most asteroids orbit around the Sun
Most of our solar system's asteroids are located in the asteroid belt.
A natural chunk of rock or dust existing
outside of Earth’s atmosphere
Meteoroids only exist outside of Earth's atmosphere.
Small meteoroid that burns upon
entry into Earth’s atmosphere
When a meteoroid enters Earth's atmosphere and burns, it becomes a meteor.
Remains of meteoroids that strike
the surface of Earth or the Moon
Although meteors are meteoroids that enter Earth's atmosphere, meteorites are meteoroids that strike Earth's surface.
Something that orbits around another object; for
example, a moon orbiting a planet or a
human-made object orbiting Earth
When you think of a satellite, you think of a man-made object that orbits Earth. But satellites can also be moons.
A celestial body that revolves around a planet
While Earth has one moon, other planets may have many moons
The four largest and brightest moons of
Jupiter, which were discovered by Galileo Galilei:
Ganymede, Io, Callisto, and Europa
Ganymede, Io, Callisto, and Europa are called Galilean moons because they were discovered by Galileo Galilei.
A celestial body of ice, dust, and rock
with an elongated and elliptical orbit
Comets orbit the Sun too, but are to small to be called planets.
Glowing, heated dust and vaporized gas that surrounds
the icy comet nucleus as it travels
near the Sun; solar winds cause heated gases
to stream out of the nucleus, forming a tail,
which points away from the Sun
What most people call the tail of the comet, is actually the coma.
The force of attraction that pulls objects toward
each other; the force that controls the motion of
our solar system
Gravity is what keeps the planets in orbit and us on Earth.
The force that pulls two objects towards each other; the
greater the mass of an object, the greater the attraction;
the further apart the objects, the weaker the attraction
The gravitational attraction between Earth and the moon is greater than the gravitational attraction between the moon and the Sun, so the moon orbits the Earth.
Newton’s Law of Universal
The law that says that every object in the universe
attracts every other object, and that the force is affected
by mass and distance: the greater the mass of an object,
the greater the attraction; the further apart the objects,
the weaker the attraction
Newton's Law of Universal Gravitational says exactly how gravity works.
1) The amount of matter in an object
2) A body or object
Mass is not the same as weight. Mass is the amount of matter in an object.
The investigation of physical conditions in space
and on stars, planets, and other celestial bodies
through the use of satellites, space probes, or
spacecraft with human crews
Space exploration has improved over the years with the arrival of new technology.
A spacecraft that gets power from
an engine full of chemical propellants
People have used rockets to explore space and learn more about it.
A vehicle or device designed for travel or
operation outside Earth’s atmosphere
People have used spacecrafts many times to explore space.
A reusable spacecraft designed to transport
people and cargo between Earth and space
Space shuttles are reusable rockets that can send people into space more than once.
An unmanned spacecraft designed to explore the
solar system and transmit data back to Earth
Probes are useful because they can go places that humans can't go and they can stay longer than humans can.
A vehicle for exploring the surface of an
extraterrestrial body (such as the Moon and
There is a rover on Mars called Curiosity. It is gathering information and sending it back to Earth.
Something that orbits around another object; for
example, a moon orbiting a planet or
a human-made object orbiting Earth
Satellites can be man-made objects, or they can be natural objects such as the moon.
An optical instrument for viewing distant objects
When they were first invented, telescopes were only used for seeing things on Earth. But Galileo was the first one to use them for space exploration.
A building or place given over to or
equipped for observation of natural phenomena
Observatories often have large telescopes used to study other planets.
International Space Station
An orbiting space satellite, construction of which
began in 2001 with the cooperation of 16 nations;
used for scientific and space research
The International Space Station was very expensive to build and launch into space.
The father of modern science; made
improvements to the telescope and discovered
the four largest moons of Jupiter, among many
other scientific accomplishments
Galileo made many important discoveries during his lifetime that have helped us greatly in space exploration.
Scientists who travel into space
Astronauts must go through lots of training before they are ready to travel into space.
National Aeronautics and Space Administration;
the American governmental agency dedicated to
NASA has made many discoveries and accomplishments involving space exploration.
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Configit co-founder and CSO Henrik Reif Andersen on the event that launched Configit.
In 1996, I was a computer science professor at ITU in Denmark, working on configuration logic solutions.
In June of that year, an unmanned rocket launched by the European Space Agency exploded just forty seconds after lift-off. This rocket, named Ariane 5, was on its first voyage after a decade of development costing $7 billion. An investigation into the cause of the explosion found it was caused by a software error in the inertial reference systems.
Specifically, a 64-bit floating point number relating to the horizontal velocity of the rocket was converted to a 16-bit signed integer. The resulting number was larger than the largest store-able number, and thus the conversion failed.
As I watched this unfold, I knew the research we were doing could hold the key to preventing such disasters in the future.”
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| 0.060181
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