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Washington : The planned launch of the Phoenix Mars lander has been pushed back, according to NASA.
Phoenix is now scheduled to be fired into space from Florida's Kennedy Space Centre aboard a United Launch Alliance Delta II rocket Saturday at either 5.26.34 a.m. or 6.02.59 a.m.
Poor weather at the space centre kept NASA from fuelling the rocket Tuesday afternoon and led to the decision to delay the launch.
The lander is the first in a series of crafts to further explore the availability and chemical make-up of water on Mars.
The Mars lander is due to launch just days before the Space Shuttle Endeavour is to leave for the International Space Station on Aug 7. Though the Phoenix has a flight window only through late Aug, a NASA spokesman told space.com that it was too soon to tell if its delay could push back the shuttle launch.
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Fighter jet crashes near an apartment complex during Thunder over Michigan airshow finale at Willow Run. The pilot and the passenger successfully ejected before the crash. Thoughts?
It casts a shadow on the education level of the airforce and the pilots in question. While they have to take huge risks in terms of warfare they must not take risks for entertainment displays.
Not much thought about this. I guess the stakes are pretty high at airshows just to impress a few people.
Yes let's fly military jets over civilian populations for entertainment purposes totally safe and normal what could go wrong also it's totally not uncleverly disguised propaganda
Retrospring uses Markdown for formatting
*italic text* for italic text
**bold text** for bold text
[link](https://example.com) for link
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Orbiting the Sun to provide early warnings for destructive space weather
The National Oceanic and Atmospheric Administration’s (NOAA’s) Space Weather Follow On-Lagrange 1 (SWFO-L1) includes a Rocket Lab-powered spacecraft built by Ball Aerospace. SWFO-L1 is expected to launch alongside the NASA GLIDE mission in 2025
SWFO-L1 is a heliophysics mission that will collect solar wind data and coronal imagery to meet NOAA’s operational requirements to monitor and forecast solar storm activity. SWFO-L1 will orbit the Sun at approximately 1.5 million kilometers from Earth on the Earth-Sun line, a point known as L1.
As a next-generation space weather observing satellite, SWFO-L1 will monitor signs of solar storms and assess their potential impact on our planet's space infrastructure.
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Airliner toilets use either a “closed waste system,” which works much like a common house toilet and flushes the wastewater into an onboard sewage tank, or the more modern “vacuum waste system,” which sucks wastewater into the tank.
While up in the air, the latter is powered by the difference between the air pressure outside the airplane and inside the cabin, and produces a roaring vacuum whenever a passenger activates the flush. (The noise may make it seem like the toilet is flushing your waste out into the atmosphere, but it’s not.)
Under normal circumstances, the ground crew disposes of the sewage after the plane lands. Even if the pilot and flight attendants wanted to empty a tank midflight, they couldn’t, as the valve is located on the outside of the plane, and can only be opened by the ground crew.
Waste can seep out of the tanks in a malfunctioning aircraft. This happens when a sewage tank or drain tube develops a leak, usually resulting in what air travel experts refer to as “blue ice”—which is what you get when the blue waste treatment liquid from a plane toilet is exposed to freezing temperatures at high altitude.
Blue ice typically gathers and stays on the outside of the aircraft, but sometimes it breaks off before landing. When blue ice does come loose, is often melts and evaporates before reaching the ground.
Leakage of waste is also a serious safety concern in the air. Blue ice has been known to damage aircraft, in one case even knocking an engine off the wing. The Federal Aviation Administration says that some falling blue waste might be nothing more than tinted excrement from a migratory bird that happened to have eaten a blue-colored fruit.
Some other vehicles do intentionally dump waste while in transit. Cruise ships, which can be thought of as small cities on the sea, routinely discharge thousands of gallons of human sewage a day.
Until the 1990s, U.S. trains commonly flushed their waste onto the tracks, simply asking passengers not to use the bathroom while the train was in the station, and this is still common in some parts of the world.
Now they store waste in an onboard holding tank. Aboard the International Space Station, solid waste from astronauts is tightly bagged and fired back toward Earth in an unmanned vehicle.
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UAE’s first Mars mission is giving people a ray of hope amidst the pandemic. The moment the first man stepped on the moon, we have been trying really hard to expand our place in the universe.
But inter-planetary travel is not as easy as it sounds. No matter how hard we try, we simply lack the technology that can make this possible.
A space shuttle that travels to the moon barely has any fuel left when it lands back on earth. But with our every trip to space, we are one step closer to making it a reality.
Previous Attempts To Mars
This is an important piece of history but it definitely isn’t the first on the list. Several countries have tried sending probes to Mars before.
Although many have gone down in vain, there have been some successful attempts. The UAE’s first Mars mission is standing on the shoulders of the Vikings 1 and 2.
They were the first probes to ever make a successful landing on the surface of the red planet. And unlike what you may think, they weren’t sent there recently.
Those probes had their launch back in 1976 which makes us remember the fact how difficult space travel is. Because till then, we haven’t really had such big progress when it comes to travelling to Mars.
UAE’s first Mars Mission
With its Hope Mars probe, United Arab Emirates is not joining a handful of nations who have made it to the red planet.
The launch of the Hope probe went as per the plan on June 19th 5:58 PM EST and it went live on a dedicated YouTube page.
Though being new to space research, UAE can bring a lot of scientific value to the table with this launch. The exact landing date of the probe is still unclear but we can expect it to be somewhere around early 2021.
The major motive of the probe is to find the rate at which the planet is losing its oxygen and hydrogen. Other objectives are to study the planet’s future and also about its watery past.
Apart from UAE’s first Mars mission, China is also ready for its Tianwen-1 launch. It is a combination of an orbiter, lander and rover which is expecting its launch on the 23rd of July.
But apart from these few, there are not a lot of players left in the game. To put it in simple terms, most countries lack the tech expertise to make something like this, a reality.
Their only chance is to partner with the countries who have the means to reach the planet.
Just like all other space missions, the missions to Mars usually have a stringent time frame.
This period usually comes once every 26 months and if a country happens to miss it, it won’t be able to proceed for another 2 years.
Followed by the UAE, the Chinese is all set to launch their asset into outer space. There are no other Mars missions scheduled for the year which means that we won’t be able to see another one at least until 2022.
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Soychemist writes "On the same day that yet another shuttle launch was postponed, SpaceX successfully carried a Malaysian satellite, RazakSAT, into orbit. This is the second successful launch in a row for Elon Musk's space exploration startup. Later this year the company will launch its larger Falcon 9 rocket, which could be used to carry cargo to the International Space Station. RazakSAT was designed by ATSB and carries a high resolution camera. If it is intact, the satellite will take photographs of Earth that could be used to better manage natural resources."
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Oumuamua is worth looking at for scientific value even it is only an anomalous interstellar object.
Harvard researchers have calculated that unusual speedup and movement of Oumuamua indicate that it could be solar sail. It might weigh only 100 to 300 kilograms instead of a solid comet-like material. If it was comet material it would weigh one million to ten million tons. If it is a solar sail it would be evidence of a civilization of technologically capable aliens that sent out a solar sail probe millions of years ago. We have only just had a few smaller solar sail probes.
In 2010, the Japan Space agency launched IKAROS. It has a diagonal spinning square sail 14×14 meters and made of a 7.5-micrometre (0.0075 mm) thick sheet of polyimide. The polyimide sheet had a mass of about 10 grams per square meter.
In late 2020, NASA launched NanoSail-D. NanoSail-D structure was made of aluminium and plastic, with the spacecraft massing less than 10 pounds (4.5 kg). The sail has about 100 square feet (9.3 m2) of light-catching surface.
There are other possibilities for Oumuamua.
* Oumuamua as a Messenger from the Local Association
* Oumuamua as a Tidal Disruption Fragment from a Binary Star System
Mission timing and cost
Any two super-heavy lift rockets would work for the mission. We launch two big rockets. One rocket adds fuel to the other rocket. We then can launch at higher speed with multiple stages toward Jupiter. The mission slingshots around Jupiter and then does close flyby slingshot around the sun.
Reusability would not be needed for the rockets.
There needs to be a transfer of fuel between one rocket and the other.
Two SpaceX Falcon Super-heavy might also work. This would involve having four boosters on the Falcon Heavy instead of only two. Two SpaceX Falcon Super-heavy might be flown by 2020.
Two SpaceX Falcon Super-heavies might only cost a total of $500 million.
The probe itself would need to be similar to the Parker Solar Probe. This would cost about $1.5 billion.
If we could launch two SpaceX Falcon Super-heavies by 2021 then we might intercept when the object is only at 50 AU. About 1.5 times farther than Pluto. This would be a mission cost of possibly only $2 billion.
We can catch up to it but can we get close enough and reacquire the object
Are the measurements of the departure trajectory accurate enough for intercept. The best we can do is intercept at 50 to 90 AU. If our measurements of the trajectory are bad then we could be very far away when we pass Oumuamua.
We would need to be able to scan within the volume of the margin of error to look for Oumuamua.
We have to catch up to it and reacquire the object.
Mission has to be able communicate pictures and readings
The mission has to be able transmit the pictures and readings from two to four times the distance from Pluto.
Other Space mission costs
The Parker Solar Probe mission cost $1.5 billion. The probe to chase down the interstellar object will need to do a close gravitational slingshot to the sun. It will need to be built like the Parker Solar Probe.
$700 million was spent on the New Horizon Mission to Pluto. Part of the justification for the timing of that mission was the atmosphere of Pluto was going to freeze for decades.
$2 billion will be spent for the Europa Clipper mission to investigate Europa and its ocean.
Nextbigfuture believes the unique scientific value of closer examination of the Oumuamua is worth a technically challenging mission.
An assessment needs to be made. How accurate are the trajectory calculations? Could we find it again and then get useful data.
If there could be high confidence that any probe could find Oumuamua, if we get near where the object should be, then the mission would be worthwhile.
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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Pilot training is a vital component of contract and mission success. Our integrated training programs provide pilots with the specialized skills and knowledge they need to safely operate the aircraft they fly. We have over 65 highly skilled and experienced instructors who provide pilots with initial, recurrent and emergency training on equipment that includes M-26, Mi-8, Mi-17 and AS350 helicopters as well as ATR and Boeing 737 fixed wing aircraft. Pilots who complete our approved instructional programs are highly trained for every mission situation and scenario.
I was several minutes into a frantic panic scramble for help before I remember that I, Niles, am the one who helps.
A bright winter day in the Redwood National Forest
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Watch more: Does It Rain Diamonds On Saturn? Once we figure out a way to locate this vital resource on the Moon, the real progress can begin. Where is the water stored? Here’s where robots came in. People are pretty fragile so not very long at all. Air and water aside, some believe that we can inhabit the Moon the same way our ancient ancestors inhabited Earth for millennia. Be it for the short-term or long-term, man will need to colonize the Moon… The last time was during the Nixon administration—an age of typewriters and Pong. To realise this dream, there are many challenges to overcome. How can we get humans back on the moon? On Earth, once you make it through the atmosphere, you're pretty safe. The element can react with oxygen obtained from the moon’s soil to produce water. We can bring it in," he said. Imagine you are packing for a three-month stay on the International Space Station (ISS). “You can drink it, use it to shield you from cosmic radiation, [use it in] food and sanitation, and crack it into oxygen to breathe,” he says.” In the form of liquid hydrogen and liquid oxygen, it is the most powerful chemical rocket propellant known.”. Remember that regolith stuff, the lunar dirt? Fact Check: Is the COVID-19 Vaccine Safe? Corrections: An earlier version of this post said the moon was 1,000 miles wide. But the Moon comes with advantages, too: The obvious proximity to Earth, for one. It gives explorers a chance to learn to live in hostile environments, lower gravity, and to test the technologies needed for their survival. Barely any atmosphere. How can we get humans back on the moon? “Things happening in this corner of the universe happen to both Earth and Moon, but the Moon (being an ancient, fossilized world) preserves a record of this history, one that has been erased on the dynamic, active Earth.”. You’re also exposed to radiation that comes from the Sun and from deep space, and so you need to find ways of reducing the radiation that astronauts are exposed to. So, we managed to put humans on the moon. It’s also possible to use water as rocket fuel by turning it into oxygen and hydrogen. “Water is the most useful substance in space,” continues Spudis. Civilization inside these domes could be similar to life on the Earth." And since there’s no atmosphere, the sun’s UV rays would slice through us like a hot butter knife. SpaceX Says There Are No Laws on Mars. Four decades after the Apollo missions, the idea of colonising the Moon is still the stuff of science fiction. Ideally, people should produce these resources on the moon because delivery costs to the moon are extremely expensive. Assuming we space-faring countries finally get our Moon exploration act together, how can we better guarantee lunar colonization with humans will ever happen? It’s jagged and dangerous to equipment and humans. That’s the radius—its diameter is over 2,000 miles. How can we get humans back on the moon? What Does George Soros' Open Society Foundations Network Fund? If we were talking about survival on Earth, the answer wouldn’t really surprise you. "Transportation costs for that are still manageable." Ever since the end of the Apollo program, "folks around the world have been thinking about returning to the moon, and what they would like to do there," says Jeff Volosin, strategy development lead for NASA's … The pair stayed on the moon’s surface for 21 hours and 36 minutes before rendezvousing with Collins and heading back to Earth. "In order to live on it, we need to have a way of keeping oxygen on the moon. We should give lunar probes specific water-finding objectives, and follow through on getting humans back to the Moon. Keep in mind that Mountain climbers refer to altitudes above 8000 meters/26,247′ as “the Death zone”. There’s also something poetic, something special about the Moon, Spudis points out. And how can we stay there long-term? “With the miniaturization of electronics, robotic probes will always be cheaper and more reliable than human spacecraft. And on the Moon, we need the same, So now, NASA's Exploration Technology Development Program is working on everything that will be needed to make the Moon a place where a crew of astronauts can live for months. A one-way trip to Mars is months long. Using their understanding of these differences, they think about what types of products engineers would need to design for humans to live comfortably on the Moon. What’s the nature of the Moon’s poles? The best way to learn how to do that safely is to practice on the Moon. List the five items you would bring and explain why you chose those items. It’s no fantasy. Let’s think about where some airplanes fly. Figuring out the best way to find—and mine—the Moon water. Or rather, things: There’s no air on the moon. If water isn't available on the moon, it must be imported from Earth. We would have to find a way to make energy on the moon. A rep from JAXA, the Japanese space agency, told Gizmodo they “don’t have plans to send robots to explore the Moon at present,” though they do want a probe up there by 2020. One key ingredient will make it happen. Temperatures can swing from 253 degrees Fahrenheit to minus 387 degrees Fahrenheit in a single day. They compare these to the properties of the Earth to determine how life would be different for people living on the Moon. That’s according to Dr. Paul Spudis of Houston’s Lunar and Planetary Institute. And on the Moon, we need the same, On the moon there is no electricity to provide heat or light. In other words, the distance between goal posts on an American lunar football field would need to be 600 yards (549 meters), as opposed to the 100-yards (91 m) fields on Earth, Elphic said. Researchers have discovered that it may be possible to create ceramics and metals on the moon and use the materials to build structures. If disaster strikes for Moon-dwelling humans, help is only 200,000-odd miles away. And on the Moon, we need the same, all-important elixir of life: water. It is the best shape to hold air pressure. And why the Moon—sometimes it seems so passe, and that Mars (and its own moons) are getting all the funding and attention. One key ingredient will make it happen. NASA has just released a list of 181 good ideas. Almost Everything We Need to Live on Mars Is Already There. Later, the 2000s launched a lunar exploration renaissance of global proportions, with Europe, Japan, China, and India all getting in on the Moon action. Micro-meteoroids pelt the craggy surface. Tapping into a water supply on the lunar surface is critical for humans to live on the Moon for extended periods of time. “In my lifetime,” she said, “we will establish some kind of permanent station on the moon. We can also use that oxygen to, you know, breathe. Get Rid of Toxicity. The moon itself is a craggy rock over 2,000 miles in diameter. Food & Water. Like Earth, the Moon has a ton of caves. Slight gravity. Water is necessary for drinking and irrigation, and it can also be converted to hydrogen and oxygen for use as rocket fuel. Individuals planning to live on the moon can acquire breathable air by using heat and electricity to obtain oxygen from the moon’s soil. Thanks to these information-gathering robots, we have a better sense of the relationship between the Moon and Earth. To produce food, people can grow wheat by using the available chemicals on the moon and getting the other necessary chemicals from Earth. Those samples revealed that the moon’s makeup is similar to Earth’s. Sure, we may not ever be able to live there—Mars might be better for that—but we can at least build a lunar base that serves as a research center and hub for star-skimming travel. A company called Astrobotic wants to send rovers to the moon to scope out those cave networks—those caves that could protect humans from all that radiation and raining meteorites. ... particularly in the context of a future where people could potentially live on the Moon. One way to do that would be to ship liquid hydrogen from the earth to the moon, and then react it with oxygen from the moon's soil to create water. And that water is vital, just as it is on Earth. And when a huge infrastructure effort is taking place 240,000 miles away on a giant deserted rock, the bureaucratic and financial morass gets a million times murkier. List five things that you absolutely could not live without. The last time we put a human on the moon was 1972, over four decades ago. After all, we’ve done it before. One key ingredient will make it happen. One day, astronauts may return to the Moon -- not just for a short stay, but to live and work for months or even years! The History of the United States' Golden Presidential Dollars, How the COVID-19 Pandemic Has Changed Schools and Education in Lasting Ways. Their home must protect them like no home on Earth would ever need to do. When the moon is waxing (which happens about a week after the new moon), you'll get the lunar boost of energy you need … There have been space program budget cuts, and Moon missions have been overshadowed by the more ambitious, romantic missions to Mars. Since then we’ve learned a lot about it. Evidence suggests that the moon’s south pole may have buried ice. You can only take five items with you. If you want to survive the process, you need a heat shield. Progress on that front is pretty much dead. Amid terrestrial problems like global warming, gaping income inequality, political unrest, hunger, diseases, and terrorists, why should we spend time and effort populating space? The Moon has no atmosphere. Toxicity and negativity will weigh you down during a Full Moon and it will cloud … But progress hasn’t been as fast as we’d like. ... Astronomers Want to Put a Telescope on the Moon. And how can we stay there long-term? Unfortunately, lunar exploration went out with bell bottoms, and pretty much vanished until the 90s. When the moon is waxing, we spring into action. Because while commonalities exist between Moon and Earth, in many ways, the two couldn’t be more different. When astronauts descended to the surface during the Apollo missions, they did so inside their ungainly lunar lander, with all of its unprotected appendages sticking out. And how can we stay there long-term? Also, Yutu launched in 2013, not 2007. “The debate over the relative merits of manned versus robotic exploration of space can be an emotional one,” citizen science site MoonZoo.org writes. It’s 42 percent oxygen. These rovers can measure temperatures, slopes, surface properties, and the measurements of existing ice. "People don't use much air, and for a long time, we will not need to make the air on the moon. Could the same principle work on the moon? How do yall know there isnt life on the moon or any other planet for that matter? We seriously can’t get another person on the moon? How Does the 25th Amendment Work — and When Should It Be Enacted. He’s one of the most enthusiastic supports of Moon colonization around, and was deputy leader of the Clementine probe mission for NASA and an investigator for India’s lunar imaging radar project. What’s been the hold-up? With NASA planning to revisit the lunar surface by 2024 and send multiple expeditions by 2028, Rutgers University's Haym Benaroya is optimistic that people will someday live on the moon. Tardigrades, which live on every continent on Earth, are also (maybe) living on the moon, following the crash of a lunar lander carrying thousands of the microscopic water bears. The question was, is there life on the moon, not human beings to all the idiots that keep saying human being couldnt possibly live on the moon.
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Thirty years ago today, the Space Shuttle Challenger blew up 73 seconds into its 10th mission, killing the seven crewmembers onboard, including teacher Christa McAuliffe, who was to be the first teacher in space.
Though the latest anniversary has brought expected coverage, it's still not immediately apparent why this particular space disaster should stand out from other similar incidents, like the Apollo 1 fire of January 27, 1967 or the Columbia disaster of February 1, 2003. The fact that millions of people watched the Challenger's destruction live on television has a lot to do with this, of course, but it isn't quite obvious why it should attract attention so many years later. What is it that people are trying to eulogize or memorialize this time around?
The reason that the Challenger disaster has become a touchstone, apart from traumatizing a nation full of schoolchildren, is because January 28, 1986 was the day that that the dream of space travel for the average Joe died a little.
Needless to say, some people in the world are deeply passionate about space and space exploration, but these highly-committed, deeply-invested folks are a small fraction of the general population. When the wider public pays any attention to space and cosmic ventures, it usually boils down to the oldest of political questions: What's in it for me? Why am I supposed to be interested?
Deep down, beyond the usual rationalizations about science or utopian notions of new worlds, the average person's interest in space ventures comes down to whether they feel some level of personal engagement — something that allows for some vicarious interaction or thrill.
The box office success of movies like The Martian, Gravity, and Apollo 13 suggests that people are happy to be entertained by dramatic tales of survival that are set in space. But woe to the mission that doesn't provide drama. The third moon landing (the Apollo 13 mission) wasn't even covered live at the time until the crew had a catastrophic and near-fatal mishap. Once there were lives on the line, it drew all manner of interest.
What works even better than a bit of high drama is the possibility, however remote, that space exploits are within the grasp of ordinary people, allowing them to share in the experience. The implicit promise of the Space Race between the United States and the Soviet Union was that within a matter of years or decades, such rarefied adventures would be open to the public at large — just as the world went from watching newsreels about Charles Lindberg's non-stop flight across the Atlantic to enjoying regularly-scheduled commercial airline service a few decades later.
A space launch without a personal angle ultimately leaves little to discuss other than logistics, shipping, and cargo, which isn't the stuff of national drama.
In the early days of the Space Race, there were some different schools of thought on ways to move people and cargo to and from space. The ballistic folks thought in terms of artillery shells, missiles, and stuff that shoots straight up and eventually plows back through the atmosphere. The jet jockeys operated under the belief that the best ways to get to and from space involved interacting with the air, like a plane. Capsules are more practical for space travel, but the idea of spaceplanes is cooler and easier to imagine.
So, for a number of years stretching from the mid-to-late 1960s onward, the general belief was that if any system was going to shuttling John Q. Public to and from space, it would be a kind of hopped-up airplane… like the Space Shuttle.
NASA and others put quite a bit of stock in the idea that we could build something like a 747 for space. Early estimates pegged the number of Shuttle flights at somewhere around 130 over a two-year span. Instead, we got 135 actual Shuttle missions flown over the 30-year life of the program. Rather than 65 flights per year, we got an average of 4.5.
Even so, in the early years of the Shuttle, a lot of folks really wanted to believe that NASA would solve the problems and make the spacecraft perform as promised if it were just given enough time and resources to do so.
NASA tried so very, very hard to live up to those hopes and aspirations, launching Shuttles as fast as it could manage — nine Shuttle missions in the year before the Challenger disaster, in fact. At the time, all kinds of civilians had blasted off: payload specialists (industrial astronauts!), military payload specialists, and congressmen. A second shuttle launch site was under construction in California to allow the shuttle to orbit the planet from pole to pole, rather than around the equator. Interplanetary robotic missions launched from the Shuttle's cargo bay were in the offing, and NASA was developing a potentially booming satellite repair business.
The Teacher in Space program, announced by President Ronald Reagan in 1984, was another major step. The idea was for a teacher to be selected from among thousands of applicants to fly on the Challenger and deliver two 15-minute teaching lessons from space. Kids across the US spent weeks prepping for this big national moment in science education. Christa McAuliffe, who taught social studies at a high school in New Hampshire, could have been anyone's teacher.
Meanwhile, the public was left to wonder if maybe, just maybe, the average person might be able to get themselves to space within a couple decades.
The morning of the launch, some 17 percent of the US viewing audience watched the launch live as all those idle notions and distant fantasies about an optimistic future in space were blown across the Florida sky and killed just as surely as Christa McAuliffe, the five NASA astronauts, and two payload specialists had been. Here was an individual who had been celebrated and touted as a normal, everyday kind of person, and she'd died a tragic death on national TV for audaciously embodying the idea that anyone could go to space.
Subsequent polling and opinion surveys showed that the percentage of the US public that followed the Challenger disaster "very closely" or "closely" was pretty much on par with the public reaction to 9/11.
The Challenger disaster brought a high-flying part of the American psyche back down to earth, and it's unclear if, when, or how that will ever change. But a new wave of innovation, led by entrepreneurs such as Elon Musk's SpaceX, Jeff Bezos's Blue Origin, and Richard Branson's Virgin Galactic is slowly rekindling those idle thoughts about space. A 2010 poll shows that almost two-thirds of the American public expects to see an astronaut on Mars by 2050, while a bit more than half thinks that ordinary people will fly in space by then.
It's far too early to tell if the latest phase of space exploration, both government and privately-led, will succeed in getting astronauts to Mars or average folks to space. While it's nice to see some public optimism on that front, it's also important to realize how quickly those aspirations can be blown to pieces.
Follow Ryan Faith on Twitter: @Operation_Ryan
Photo via NASA
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ScaleFlyt resellers in Asia and USA
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NASA To Crash Impactor into Moon in Water Search
10 Apr 2006
(Source: NASA Headquarters)
NASA will send an impactor spacecraft to the moon with the launch of the Lunar Reconnaissance Orbiter, scheduled for October 2008. The Lunar Crater Observation and Sensing Satellite will travel independently of the orbiter and crash into the lunar surface to search for water ice.
First, the craft will direct the upper stage used to leave Earth orbit to crash into a permanently-shadowed crater at the lunar south pole, creating a plume visible to Earth-based observatories. Next, the satellite will observe the plume and fly through it using several instruments to look for water. At the end of its mission, the satellite will itself become an impactor, creating a second plume visible to lunar-orbiting spacecraft and Earth-based observatories.
The Lunar Reconnaissance Orbiter is the first of many robotic missions NASA will conduct between 2008 and 2016 to study, map, and learn about the lunar surface as we prepare to return astronauts to the moon. Early missions like this one will help determine potential lunar landing sites and explore whether resources, such as oxygen, hydrogen, and metals, are available.
Robotic missions like this will work in tandem with humans as we chart a new course into the cosmos, laid out in the Vision for Space Exploration announced by President Bush in January 2004. The Vision calls for landing humans on the moon before the end of the next decade, paving the way for eventual journeys to Mars and beyond.
We're well on the way to this goal, with development moving forward on the Crew Exploration Vehicle, the next generation spacecraft which builds on the best of shuttle and Apollo technology.
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Hi all, Fiona here again.
Just thought I'd write an update as some of you may have heard there was a minor crash involving a flight from Kathmandu to Lukla. This incident did not involve any of the ESS group and also no-one was injured. (My understanding is that a plane landing in Lukla overshot the landing and crashed into a wall.) This has resulted in the Lukla airport closing.
Except for Elisa, everyone from the ESS group caught helicopters back to Kathmandu yesterday and today. Elisa, being local, volunteered to wait for another flight so that the rest of the team could make their connecting flights home.
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1. The problem statement, all variables and given/known data "When a jet plane is cruising at high altitude, the flight attendants have more of a hill to climb as they walk forward along the aisle when the plane is cruising at low altitude. Why does the pilot have to fly with a great angle of attack at high altitude than at low altitude?" 2. Relevant equations 3. The attempt at a solution Something to do with pressure?
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Searching for Hot air balloon trips in Fullerton? This is to the end of your search! Finding a company to provide Hot air balloon trips is easy. Additionally, you can visit our Balloon Ride Directory, or look in your yellow pages.
Enjoying Hot air balloon trips is something the entire family can $do, but it is also a very popular way to celebrate an anniversary! When you speak with the pilot you are thinking about riding with, always to ask how many other passengers will be aboard the balloon.
When it is time for your flight, your ride company will offer to let you help with the assembly and inflation of the balloon. Go ahead and do it - it adds to the experience!
Deal direct with the company you fly with:
Our guide is unique since it lists the actual ride companies in a particular area. This offers many advantages over the 'Prepaid' ride companies.
First, you can visit with the company and find out all you need to know, including their specific terms and practices. Secondly, when you book directly with the flight company, you know exactly where you'll fly, how long the flight will last, and what is included. Our directory also allows you to comparison shop when there are multiple operators in an area.
The companies that advertise 'hundreds of locations nationwide' usually contract with a single operator in an area and pay them only a fraction of what you paid for your flight. Passengers that come from these 'aggregators' are used to fill vacant spots on existing flights, and it may be more difficult to actually schedule your flight if all seats are full during the most desirable times of year. As with most things, you get what you pay for!
Famous Balloon Quote:
The winds have welcomed you with softness,
The sun has greeted you with it's warm hands,
You have flown so high and so well,
That God has joined you in laughter,
And set you back gently into
The loving arms of Mother Earth.
— Anon, known as 'The Baloonists Prayer', believed to have been adapted from an old Irish sailors' prayer.
Most balloons have a crew of between 3 to 6 people. Most balloon crews are volunteer, and do not get paid. For most of us, it is a hobby. It's how we work off the stresses of the week, and get together to have a good time with an ever-changing hobby.
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How do you steer a balloon?
Balloons simply float with the wind. The pilot can control the balloon's altitude to find a wind going in the desired direction, but you cannot fly upwind or crosswind. Preflight planning insures the pilot knows which way the balloon will be traveling, and the pilot makes sure there are plenty of suitable landing sites downwind.
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Minister of Transport and Infrastructure, Adil Karaismailoğlu, said, “Sub-system tests of Türksat-5A satellite were completed without any problems and orbit uplift operations of the satellite were initiated. "Orbit raising maneuvers, which will take about four months using the satellite's electric propulsion system, and all operations on the satellite continue as planned."
Making a statement about the Türksat-9A satellite, which was successfully sent into space with the Falcon-5 rocket, Minister of Transport and Infrastructure Adil Karaismailoğlu noted that all operations on the satellite were carried out smoothly as planned.
Turkey's 5th generation satellites, Turksat 5A, located in the State of Florida's Cape Canaveral Air Base SPACE belonging to the company X Falcon 9 rocket into space with a 8't Turkey time was launched on January 2021, 05.15.
"All ongoing subsystem opening and tests are carried out smoothly"
Stating that Türksat-5A satellite was launched into space without any problems, Minister Karaismailoğlu said that the first signal was received after 35 minutes; Turksat-5A satellite separated from the rocket Recalling that Turkey as of 5.48:XNUMX hours; he spoke as follows:
“After the separation, the first data were taken from the station in South Africa and transferred to the Türksat Gölbaşı ground station. After the satellite enters our coverage area, telemetry data from Türksat ground stations are directly received over the satellite. "
Minister Karaismailoğlu said, “The opening of solar panels, the opening of the arms with electric propulsion engines, and the completion of the preparations in the propulsion systems, which are among the critical steps required to be taken before our satellite begins to orbit elevation, have all been completed without any problems. As the subsystem tests were completed without any problems, the orbital uplift operations of the satellite were also initiated. Türksat 5A satellite continues its journey towards 31 degrees East orbit as planned, ”he said.
55 thousand kilometers high
Karaismailoğlu emphasized that the distance of Türksat 5A satellite to Earth changed during its journey to orbit; He explained that the distance it is closest to the world is 550 kilometers, and that it is 55 thousand kilometers in the farthest position. Underlining that the speed of the satellite is 3 thousand 350 m / s where it is close to the Earth, Karaismailoğlu stated that the speed of the satellite reaches up to 55 thousand 2 m / s at positions 300 thousand kilometers away from the Earth.
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A filled terror response was launched in response to an onboard bomb threat written on a bathroom mirror of a Seattle-bound Airbus A330 that forced an emergency landing in Iceland with around 266 passengers and crew.
On Monday at around 1:20 pm, Condor Airways flight DE2032 departed Frankfurt for what was supposed to be a typical 10-day voyage to the American West Coast. Instead, while it was flying over Greenland, the plane suddenly turned around and headed for Keflavik, Iceland’s main international airport.
At first, passengers were informed that an unidentified “operational failure” was the reason the flight needed to divert to Iceland. The “distressed” flight attendants then sealed the restrooms and told the passengers that the aircraft had to land because the restrooms were broken.
Winnie The Jroo, a tattoo artist from Washington, captured what happened next on TikTok while he was on the aircraft. Police officers patted down passengers and examined personal possessions while checked baggage was taken off the plane and lined up for sniffing dogs.
@seattletimes @Condor @CondorCares
Wow. Still in Iceland after the diversion for a bomb threat last night. Not much from the airline (as in nothing from the airline) sent to a hotel for a 6 hour nap. Picking us up to go back to airport in 30… Wish I knew something.. 1/ pic.twitter.com/bXmZ893dx6
— God damn the pusher man (@BillSmi92852819) July 26, 2022
After being transported by bus to an airplane hangar to have their mug pictures taken, Jroo and the other passengers had to wait for a number of hours while the plane was being searched.
Another traveler claimed they were sent to nearby motels to relax after being delayed at the airport until after midnight. They were driven back to the airport after six hours, where a different plane brought them to Seattle.
A Condor spokeswoman claimed in a statement that the passengers were never in danger and that the emergency landing was only necessary as a safety measure.
what a crazy experience.. still here in iceland will update soon 🤞🏽 wish me luck
Commercial flights frequently get bomb threats, and most passengers are unaware that their flight has been singled out by pranksters. Internal airline security employees frequently permit the flight to continue without the involvement of law authorities.
In this case, however, the Condor spokesperson says the threat “was analyzed by internal and external experts and in close coordination with all relevant authorities.”
“Purely as a precaution, the aircraft was diverted to the nearest airport, Keflavik, where it was investigated in accordance with applicable protocols and processes,” the statement continued.
“Guests and crew were accommodated in hotels in Iceland. Condor sent a standby aircraft to Iceland to bring guests from there to Seattle. The flight arrived safely in Seattle at around 3:15 pm.”
No threat was discovered by Icelandic police.
A British Airways flight attendant was detained in 2012 after writing a bomb threat on the restroom door of a flight with Tokyo as its destination. On that case, the Captain determined that the threat was a hoax and made the decision to continue the flight to Japan.
Matthew Davis, a 22-year-old flight attendant, received a six-month prison sentence.
Photo cover via Twitter: @BillSmi92852819
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A private jet made an emergency landing at Brown Field Thursday night, according to officials.
The hard landing happened around 9:45 p.m. at the Otay Mesa airport.
According to officials, the plane was found about 100 feet from the runway. The plane blew a tire, but the body of the plane was not damaged.
None one was injured.
As of 10:30 p.m. Thursday, only emergency landings are permitted at Brown Field.
The Citation jet is registered to the Cannon gun safe company in San Bernardino. The plane was bound for the LA/Ontario International Airport.
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Sustainability and environmentally friendly operations are becoming an indispensable part of the automobile industry recently. There are electric vehicles that have become more accessible and facilitated than before. If the vehicles are not powered by a battery, then the engines are modified in a way to reduce hazardous emissions.
A new kind of airship has been unveiled by a Swedish company giving the option to travel with lesser emissions than the regular airplane flight. This definitely is the first of its kind in this modern era as the airplanes are all supposed to have wings but this one does the job better and that too without wings.
The aviation industry gave off around 2.5% of the total CO2 emissions in 2018 only. Aviation emissions have doubled since the mid-1980s. This is why airships are making a comeback.
Airships used to be popular but declined after the infamous Hindenburg disaster where the German passenger airship LZ 129 Hindenburg burnt down due to an electric spark, resulting in exploding the airship when it came in contact with hydrogen.
A Swedish aviation company, OceanSky Cruises announced that it’ll be starting cruises to the North Pole from 2024 through luxurious airships. The airship will be powered by Lighter-than-Air technology. It will use non-flammable gas helium as fuel. Light by their nature, airships float as boats do in the water. They need less energy as compared to airplanes by as much as 80%. This makes them efficient and sustainable.
The company’s first flight is scheduled for the North Pole. It will start from Svalbard; the trip will take 38 hours to the destination. The crew spend six hours in the North Pole.
The spacious airship features 8 double cabins at 100 sq ft (10 m2) that are fully equipped with large panoramic windows, a private bathroom, and a wardrobe. With large windows at the bottom of the airship that flies at low altitudes, the passengers will relish in the mesmerizing views. These airships can be used till we have commercial electric planes.
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|A low-wing, four-engined jet aircraft, the 707 was introduced by Pan Am in 1958.|
|National origin||United States|
|Manufacturer||Boeing Commercial Airplanes|
|First flight||December 20, 1957|
|Introduction||October 26, 1958Pan American World Airways, with|
|Status||In limited military service[a]|
|Primary users||Pan Am (historical)|
|Number built||865 (excludes Boeing 720s)|
|Developed from||Boeing 367-80|
The Boeing 707 is an American, long-range, narrow-body airliner, the first jetliner developed and produced by Boeing Commercial Airplanes. Developed from the Boeing 367-80 prototype first flown in 1954, the initial 707-120 first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. With versions produced until 1979, the 707 was a swept wing, quadjet with podded engines. Its larger fuselage cross-section allowed six-abreast economy seating, retained in the later 720, 727, 737, and 757 models.
Although it was not the first commercial jetliner in service, the 707 was the first to be widespread and is often credited with beginning the Jet Age. It dominated passenger air transport in the 1960s, and remained common through the 1970s, on domestic, transcontinental, and transatlantic flights, as well as cargo and military applications. It established Boeing as a dominant airliner manufacturer with its 7x7 series. The initial, 145-foot-long (44 m) 707-120 was powered by Pratt & Whitney JT3C turbojet engines. The shortened long-range 707-138 and the more powerful 707-220 entered service in 1959. The longer range, heavier 707-300/400 series have a larger wing and are stretched slightly by 8 feet (2.4 m). Powered by Pratt & Whitney JT4A turbojets, the 707-320 entered service in 1959, and the 707-420 with Rolls-Royce Conway turbofans in 1960.
The 720, a lighter short-range variant, was also introduced in 1960. Powered by Pratt & Whitney JT3D turbofans, the 707-120B debuted in 1961 and the 707-320B in 1962. The 707-120B typically flew 137 passengers in two classes over 3,600 nmi (6,700 km), and could accommodate 174 in one class. With 141 passengers in two classes, the 707-320/420 could fly 3,750 nmi (6,940 km) and the 707-320B up to 5,000 nmi (9,300 km). The 707-320C convertible passenger-freighter model entered service in 1963, and passenger 707s have been converted to freighter configurations. Military derivatives include the E-3 Sentry airborne reconnaissance aircraft and the C-137 Stratoliner VIP transport. A total of 865 Boeing 707s were produced and delivered, not including 154 Boeing 720s.
Main article: Boeing 367-80
During and after World War II Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress, but its commercial aircraft were not as successful as those from Douglas Aircraft and other competitors. As Douglas and Lockheed dominated the postwar air transport boom, the demand for Boeing's offering, the 377 Stratocruiser, quickly faded with only 56 examples sold and no new orders as the 1940s drew to a close. That venture had netted the company a $15 million loss. During 1949 and 1950, Boeing embarked on studies for a new jet transport and saw advantages with a design aimed at both military and civilian markets. Aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. The KC-97 was not ideally suited for operations with the USAF's new fleets of jet-powered fighters and bombers; this was where Boeing's new design would win military orders.
As the first of a new generation of American passenger jets, Boeing wanted the aircraft's model number to emphasize the difference from its previous propeller-driven aircraft which bore 300-series numbers. The 400-, 500- and 600-series were already used by their missiles and other products, so Boeing decided that the jets would bear 700-series numbers, and the first would be the 707. The marketing department at Boeing chose 707 because they thought it was more appealing than 700.
The project was enabled by the Pratt & Whitney JT3C turbojet engine, the civilian version of the J57 that yielded much more power than the previous generation of jet engines and was proving itself with the B-52. Freed from the design constraints imposed by limitations of late-1940s jet engines, developing a robust, safe, and high capacity jet aircraft was within reach for Boeing. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on the 367-80 quadjet prototype aircraft. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling and cargo aircraft.
Whether the passenger 707 would be profitable was far from certain. At the time, nearly all of Boeing's revenue came from military contracts. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. Although he justified his unauthorized action to Bill Allen, then president of Boeing, as selling the airplane with a 1 'g' maneuver he was told not to do it again.
The 132 in (3,400 mm) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to 144 in (3,660 mm) to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of 147 in (3,730 mm). The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to 148 in (3,760 mm).
The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C. Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and -320 models. This was in response to de Havilland Comet overrun accidents which occurred after over-rotating on take-off. Wing stall would also occur on the 707 with over-rotation so the leading-edge flaps were added to prevent stalling even with the tail dragging on the runway.
The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a -120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were set 20 in (510 mm) apart, so this resulted in a shortening of 10 ft (3.0 m) to a length of 134 ft 6 in (41.0 m). With the maximum takeoff weight the same as that of the -120 (247,000 lb (112 t)), the -138 was able to fly the longer routes that Qantas needed. Braniff International Airways ordered the higher-thrust version with Pratt & Whitney JT4A engines, the 707-220. The final major derivative was the 707-320, which featured an extended-span wing and JT4A engines, while the 707-420 was the same as the -320, but with Conway turbofan engines.
Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft, as they had a stronger structure to support a maximum takeoff weight increased by 19,000 lb (8,600 kg), along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the West Coast of the United States and from the US to Japan.
The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing the ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the -320C and were known as 707-320B Advanced aircraft.
In total, 1,010 707s were built for civilian use between 1958 and 1978, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with the last new-build 707 airframes built as E-3 and E-6 aircraft.
Traces of the 707 are still found in the 737, which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727, while the 757 also used the 707 fuselage cross-section.
The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable "Dutch roll" flying characteristic that manifests itself as an alternating combined yawing and rolling motion. Boeing already had considerable experience with this on the B-47 and B-52, and had developed the yaw damper system on the B-47 that would be applied to later swept-wing configurations like the 707. However, many pilots new to the 707 had no experience with this instability, as they were mostly accustomed to flying straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation.
On one customer-acceptance flight, where the yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, N7071, destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington, killing four of the eight occupants.
In his autobiography, test pilot Tex Johnston describes a Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the passengers became ill, he suspected a misrigging of the directional autopilot (yaw damper). He went to the cockpit and found the crew unable to understand and resolve the situation. He introduced himself and relieved the ashen-faced captain, who immediately left the cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements".
Tex Johnston recommended Boeing increase the height of the tail fin, add a boosted rudder, as well as add a ventral fin. These modifications were aimed at mitigating Dutch roll by providing more directional stability in yaw.
The 707 uses engine-driven turbocompressors to supply compressed air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed.
The JT3D-3B engines are readily identifiable by the large gray secondary-air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. The doors automatically close with increasing airspeed.
The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers.
Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, selected the JT8D-219 as a replacement powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman selected the -219 to re-engine the US Air Force's fleet of 19 E-8 Joint STARS aircraft, which would allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also planned to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219 is publicized as being half the cost of the competing powerplant, the CFM International CFM56, and is 40 dB quieter than the original JT3D engines.
The first commercial orders for the 707 came on October 13, 1955, when Pan Am committed to 20 Boeing 707s, and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between the 707 and DC-8 was fierce. Pan American ordered these planes, when and as they did, so that they would be the operators of the "first-off" production line for each aircraft type. Until their initial batch of the aircraft had been delivered to them and put into operation, Pan American would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least a year.
The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, this was never real competition for the American market as the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction, withdrawn from service, virtually redesigned from scratch, and reintroduced as version -4. It was also smaller and slower than the 707. Several major airlines committed only to the (second place in the production race) Douglas DC-8. Airlines and their passengers at the time preferred the more established Douglas Aircraft maker of passenger aircraft. Douglas had decided to wait for a larger and more fuel efficient engine (Pratt & Whitney JT4A) and to design a larger and longer range aircraft around this engine. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new version was the 707-320.
Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first US domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959.
The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and other air transport infrastructure. The advent of the 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations.
As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 was now too small to handle the increased numbers of passengers on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after the 1973 oil crisis.
In 1982, during the Falklands War, the Argentine Air Force used 707s to track the approaching task force. They were escorted away by Royal Navy Sea Harriers without being able to approach closer than 80 miles.
Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc, of Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available.
Trans World Airlines flew the last scheduled 707 flight for passengers by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina removed its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last commercial operator of the Boeing 707. After suspending its scheduled passenger service in April 2013, Saha continued to operate a small fleet of 707s on behalf of the Iranian Air Force.
As of 2019, only a handful of 707s remain in operation, acting as military aircraft for aerial refueling, transport, and AWACS missions.
Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where the "20" part of the designation is Boeing's "customer number" for its development aircraft.
Main article: Boeing 720
Announced in July 1957 as a derivative for shorter flights from shorter runways, the 707-020 first flew on November 23, 1959. Its type certificate was issued on June 30, 1960, and it entered service with United Airlines on July 5, 1960. As a derivative, the 720 had low development costs, allowing profitability despite few sales.
Compared to the 707-120, it has a length reduced by 9 feet (2.7 m), a modified wing and a lightened airframe for a lower maximum takeoff weight. Powered by four Pratt & Whitney JT3C turbojets, the initial 720 could cover a 2,800 nmi (5,200 km) range with 131 passengers in two classes. Powered by JT3D turbofans, the 720B first flew on October 6, 1960, and entered service in March 1961. It could seat 156 passengers in one class over a 3,200 nmi (5,900 km) range. A total of 154 Boeing 720s and 720Bs were built until 1967. Some 720s were later converted to the 720B specification. The 720 was succeeded by the Boeing 727 trijet.
The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000 lbf (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb (112,000 kg) and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied -138s; the last -120 was delivered to Western in May 1960.
The 707-138 was a -120 with a fuselage 10 ft (3.0 m) shorter than the others, with 5 ft (1.5 m) (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was the same 247,000 lb (112,000 kg) as the standard version. It was a variant for Qantas, thus had its customer number 38. To allow for full-load takeoffs at the midflight refueling stop in Fiji, the wing's leading-edge slats were modified for increased lift, and the allowable temperature range for use of full takeoff power was increased by 10°F (5.5°C). Seven -138s were delivered to Qantas between June and September 1959, and they first carried passengers in July of that year.
The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, rated at 17,000 lbf (75.6 kN), with the later JT3D-3 version giving 18,000 lbf (80 kN). (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The -120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American and 41 for TWA, plus six short-bodied -138Bs for Qantas. American had its 23 surviving -123s converted to -123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan American's five surviving -121s and one surviving -139, the three aircraft delivered to the USAF as -153s and the seven short-bodied Qantas -138s (making 13 total 707s delivered to Qantas between 1959 and 1964). The first flight of the -120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,000 kg) for both the long- and short-bodied versions.
The 707-220 was designed for hot and high operations with more powerful 15,800 lbf (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B.
The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lbf (70.3 kN) each (most eventually got 17,500 lbf (77.8 kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from 138 ft 10 in (42.32 m) to 145 ft 6 in (44.35 m) ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by 1,600 miles (2,600 km) and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard. Takeoff weight was increased to 302,000 lb (137,000 kg) initially and to 312,000 lb (142,000 kg) with the higher-rated JT4As and center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959.
The 707-420 was identical to the -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lbf (80 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness, citing insufficient yaw control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 in (100 cm) to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to the fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India, El Al, and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960.
The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the -320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft. Takeoff gross weight was increased to 328,000 lb (149,000 kg). The 175 707-320B aircraft were all new-build; no original -320 models were converted to fan engines in civilian use. First service was June 1962, with Pan Am.
The 707-320B Advanced is an improved version of the -320B, adding the three-section leading-edge flaps already seen on the -320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be deleted. From 1965, -320Bs had the uprated -320C undercarriage allowing the same 335,000 lb (152,000 kg) MTOW. These were often identified as 707-320BA-H.
The 707-320C has a convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the -320B model. The wing was fitted with three-section leading-edge flaps which allowed the deletion of the underfin. A total of 335 of this variant were built, including some with JT3D-7 engines (19,000 lbf (85 kN) takeoff thrust) and a takeoff weight of 335,000 lb (152,000 kg). Most -320Cs were delivered as passenger aircraft with airlines hoping the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger limit to 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refueling tasks.
The 707-700 was a test aircraft used to study the feasibility of using CFM International CFM56 engines on a 707 airframe and possibly retrofitting existing aircraft with the engine. After testing in 1979, N707QT, the last commercial 707 airframe, was restored to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft via a "civilian" order. Boeing abandoned the retrofit program, since it felt it would be a threat to the Boeing 757 and Boeing 767 programs. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. The Douglas DC-8 "Super 70" series with CFM56 engines was developed and extended the DC-8's life in a stricter noise regulatory environment. As a result, significantly more DC-8s remained in service into the 21st century than 707s.
The 707-620 was a proposed domestic range-stretched variant of the 707-320B. The 707-620 was to carry around 200 passengers while retaining several aspects of the 707-320B. It would have been delivered around 1968 and would have also been Boeing's answer to the stretched Douglas DC-8 Series 60. Had the 707-620 been built, it would have cost around US$8,000,000. However, engineers discovered that a longer fuselage and wing meant a painstaking redesign of the wing and landing-gear structures. Rather than spend money on upgrading the 707, engineer Joe Sutter stated the company "decided spending money on the 707 wasn't worth it". The project was cancelled in 1966 in favor of the newer Boeing 747.
The 707-820 was a proposed intercontinental stretched variant of the 707-320B. This 412,000-pound MTOW (187,000 kg) variant was to be powered by four 22,500-pound-force thrust (100 kN) Pratt & Whitney JT3D-15 turbofan engines, and it would have had a nearly 10-foot (3.0 m) extension in wingspan, to 155.5 feet (47.4 m). Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage 45 feet (14 m) longer than the 707-320B, for a total length of 198.6 feet (60.5 m). This model would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had a fuselage 55 feet (17 m) longer than the 707-320B, to 208.6 feet (63.6 m) in length. This second model would have carried 225 passengers in mixed-class configuration and 279 passengers in all-economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8-60 Super Series models. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$10,000,000. Like the 707-620, the 707-820 would have required a massive structural redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747.
Main articles: C-137 Stratoliner, E-3 Sentry, E-6 Mercury, E-8 Joint STARS, and Air Force One
The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and US Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.)
The Boeing E-3 Sentry is a US military airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications.
The Northrop Grumman E-8 Joint STARS is an aircraft modified from the Boeing 707-300 series commercial airliner. The E-8 carries specialized radar, communications, operations and control subsystems. The most prominent external feature is the 40 ft (12 m) canoe-shaped radome under the forward fuselage that houses the 24 ft (7.3 m) APY-7 active electronically scanned array side looking airborne radar antenna.
The VC-137 variant of the Stratoliner was a special-purpose design meant to serve as Air Force One, the secure transport for the President of the United States. These models were in operational use from 1962 to 1990. The first presidential jet aircraft, a VC-137B designated SAM 970, is on display at the Museum of Flight in Seattle. Two VC-137C aircraft are on display with SAM 26000 at the National Museum of the United States Air Force near Dayton, Ohio and SAM 27000 at the Ronald Reagan Presidential Library in Simi Valley, California.
The Canadian Forces also operated the Boeing 707 with the designation CC-137 Husky (707-347C) from 1971 to 1997.
Boeing 717 was the company designation for the C-135 Stratolifter and KC-135 Stratotanker derivatives of the 367-80. (The 717 designation was later reused in renaming the McDonnell Douglas MD-95 to Boeing 717 after the company merged with Boeing.)
See also: List of Boeing 707 operators
Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan American World Airways was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased; thus, when Pan American purchased the 747-100, it had the model number 747-121.
In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program.
The 707 is no longer operated by major airlines. American actor John Travolta owned an ex-Qantas 707-138B, with the registration N707JT. In May 2017, he donated the plane to the Historical Aircraft Restoration Society near Wollongong, Australia. The plane will be flown to Illawarra Regional Airport, where HARS is based, once repairs to ensure safe flying condition have been completed.
Main article: List of accidents and incidents involving the Boeing 707
As of January 2019, the 707 has been in 261 aviation occurrences and 174 hull-loss accidents with a total of 3,039 fatalities. The deadliest incident involving the 707 was the Agadir air disaster which took place on August 3, 1975 with 188 fatalities.
On January 14, 2019, a Saha Airlines cargo flight crashed, killing 15 people and seriously injuring one more person. It was the last civil 707 in operation.
For military variants of the Boeing 707 on display, see Boeing C-137 Stratoliner, Boeing E-3 Sentry, Boeing E-6 Mercury, and Northrop Grumman E-8 Joint STARS.
|Cockpit crew||Three minimum: Pilot, Copilot, and Flight Engineer|
|1-Class/cargo: 16–18||174 @ 34 in||189 @ 34 in||194 @ 32 in|
|2-class/cargo: 16–18||137 (32J @ 38 in + 105Y @ 34 in)||141 (18J + 123Y)||13 88×125 in pallets|
|Length: 5||145 ft 1 in (44.22 m)||152 ft 11 in (46.61 m)|
|Fuselage width: 19||12 ft 4 in (3.76 m)|
|Wingspan: 5||130 ft 10 in (39.88 m)||142 ft 5 in (43.41 m)||145 ft 9 in (44.42 m)|
|Wing area||2,433 sq ft (226.0 m2)||3,050 sq ft (283 m2)|
|Tail height: 5||41 ft 8 in (12.70 m)||42 ft 2 in (12.85 m)||42 ft 1 in (12.83 m)||42 ft 0 in (12.80 m)|
|MTOW: 9||247,000 lb (112 t)||258,000 lb (117 t)||312,000 lb (142 t)||333,600 lb (151.3 t)|
|OEW: 9||122,533 lb (55.580 t)[c]||127,500 lb (57.8 t)[c]||142,600 lb (64.7 t)[d]||148,800 lb (67.5 t)[d]||148,300 lb (67.3 t)[e]|
|Fuel capacity: 9||17,330 US gal (65,600 L)||23,820 US gal (90,200 L)||23,855 US gal (90,300 L)|
|Engines (x4): 36||P&W JT3C-6||P&W JT3D-1||JT4A-11/12||Conway-12||Pratt & Whitney JT3D-3/7|
|Thrust per engine: 36–41||13,500 lbf (60 kN)||17,000 lbf (76 kN)||17,500 lbf (78 kN)||18,000 lbf (80 kN) - 19,000 lbf (85 kN)|
|Cruise speed||484–540 kn (896–1,000 km/h)||478–525 kn (885–972 km/h)|
|Range: 30–34||3,000 nmi (5,600 km)[f]||3,600 nmi (6,700 km)[f]||3,750 nmi (6,940 km)[g]||5,000 nmi (9,300 km)[g]||2,900 nmi (5,400 km)[h]|
|Takeoff distance||7,500 ft (2.3 km)||10,700 ft (3.25 km)||10,000 ft (3.0 km)|
|Landing[i]: 42–46||6,500 ft (2.0 km)||7,200 ft (2.2 km)||5,900 ft (1.8 km)||6,200 ft (1.9 km)|
Aircraft of comparable role, configuration, and era
The Boeing 707, the airliner which introduced jet travel on a large scaleand p. 48. Quote: "The USA's first jetliner, the 707 was at the forefront of jet travel revolution..."
Boeing built 1,010 707s for commercial airlines between 1958 and 1978, and a further 800 for the military up until 1991
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Extendible operating lease: Although an EOL resembles a finance lease, the lessee generally has the option to terminate the lease at specified points (e.g. every three years); thus, the lease can also be conceptualized as an operating lease. Whether EOLs qualify as operating leases depends on the timing of the termination right and the accounting rules applicable to the companies.
Lastly, don't be afraid to ask about safety: Any reputable operator should have safety information prominently featured on their website, and won't mind answering questions about their pilots, such as how many hours they have flown. (At least 250 hours, which is what it takes to get a commercial license; NetJets mandates at least 2,500 hours; Wheels Up, mandates 7,000 hours for a captain and 4,000 for a first officer.) Gollan suggests fliers ask if the pilot has any health issues, and feel free to ask if the operator (or plane itself) have any accidents or incidents in its history.
The very light jet (VLJ) is a classification initiated by the release of the Eclipse 500, on 31 December 2006, which was originally available at around US$1.5 million, cheaper than existing business jets and comparable with turboprop airplanes. It accompanied a bubble for air taxi services, exemplified by DayJet which ceased operations on September 2008, Eclipse Aviation failed to sustain its business model and filed for bankruptcy in February 2009.
With an experienced and courteous team, SC Aviation offers FAA Part 135 private jet charter services to/from Madison, Wisconsin for special events, business trips and vacations. In addition to our team of pilots and aircraft technicians, we also have charter flight coordinators who will ensure that your flight is hassle-free while prioritizing your safety. And, we offer complete concierge services, so you can avoid security lines, crowded terminals and lost luggage.
With its dedication to helping clients buy and sell aircraft, The Private Jet Company (TPJC) realizes that clients sometimes need financing in order to complete a timely transaction. To meet these customer needs, TPJC can assist and at times provide financing to help expedite a private aircraft purchase. Financing the purchases of private aircraft is similar to mortgage or automobile loans, though the details of the agreements are much more complex, and the aircraft purchase price usually much greater than a home or car. TPJC’s in-house financing specialists can assist with all aspects of transaction financing, but the basic transaction process of a private jet aircraft acquisition is often as follows:
The forward wing sweep, 20,280 pounds (9.20 t) MOTW Hamburger Flugzeugbau HFB 320 Hansa Jet first flew on 21 April 1964, powered by two General Electric CJ610, 47 were built between 1965 and 1973. The joint Piaggo-Douglas, 18,000 pounds (8.2 t) MOTW Piaggio PD.808 first flew on 29 August 1964, powered by two Armstrong Siddeley Vipers, 24 were built for the Italian Air Force.
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What concerns, besides orbit decay and continued cost of operation (and potentially, a critical failure) are the motivations behind decommissioning the ISS by 2020? I mean, I'm fairly sure it would be cheaper to develop a weak-thrust motor that would move the station to a higher orbit, instead of just dumping it and building a new one, and it's probably quite some time before it begins failing as badly as MIR would while still operating.
There are some seals, on some of the modules that have a limited lifespan. The lifespans are in the 20 year range, but they are very hard to replace.
Some of them are on the Russian end of the station, (Oldest part of course, in terms of launch, but since also was built even earlier than launch for Mir II usage) and these are the ones exposed to the fuel/oxidizer for station reboost. Thus they are exposed to Hydrazine and MMH which is horribly corrosive, and even seals safe with those things, have a limited lifespan. I imagine these seals are buried fairly deep inside the module, and not greatly accessible for replacement.
Conversely, the Russians have talked about taking their modules and going home, if the US decides to end the ISS 'early' from their perspective which argues against my point.
The US side is much harder to support without Zvezda/Zarya for orbital control. US side does much of the power, and heat radiation, but not much of the orbital maintenance.
The orbital decay is not the reason for abandoning ISS at all. The orbit is constantly being corrected by the cargo ships, plus several modules have their own thrusters for orbit correction.
The last Mir expeditions tried to find and fix up small holes in the hull with an epoxide based glue. Not much luck. They found one, but could not find the others.
Salyut-7 station was left without a crew for several months. A power failure caused a loss of contact, so the ground control could not control its flight. And what's even worse, it had stopped the life support systems. The water froze. The pipelines were seriously damaged.
The failure to account for increased solar activity invalidated previous calculations and brought down Skylab from the parking orbit much earlier than anticipated.
That is, critical events are happening all the time. The plastics degrade, the metals corrode, micrometeorites cause damage from outside. And if left without attention a space station produced with the current level of technologies will quickly become a useless and dangerous piece of space garbage.
Another reason for deorbiting Mir was a need to spend resources on the newer ISS project. The Russians have had previous experience of using two stations at the same time. That was the brand new Mir and the old good Salyut-7. (They even flew in Soyuz there and back between the stations). Two stations are just too expensive to support together. So if the Russians or Americans or all together decide to spend money on something newer and better, the station will have to be abandoned.
I will use an analogy. As your car gets older it wears out. It gets more and more expensive to maintain as parts fail. At some point it is cheaper to get rid of it and buy a new car. This point may depend on how safe you feel in the car.
An old ramshackle rustbucket may be drivable slowly, despite having holes in the floor, broken suspension, no windscreen etc. , but the ISS is a much higher risk. If parts fail, there is a high likelihood that astronauts will die.
The ISS is old, and the amount of maintenance is getting quite high-the schedule for each astronaut includes essential maintenance tasks.
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With the news that Air France plans to retire its fleet of Airbus A380 aircraft in the next three years, one only needs to remember when they retired their other large aircraft fleet, the Boeing 747.
What role did the Boeing 747 have with Air France?
Air France operated their first Boeing 747-100 on the 3rd of June 1970, a few months after the debut of the aircraft with Pan Am. Air France deployed their first 747 on their lucrative New York to Paris route.
At the peak of their use, Air France deployed 52 different Boeing 747s, from the game-changer 747-100 to six converted 747 freighters (doubling the life of the passenger aircraft). Air France would go on to use all 747 types, the -100, -200, -300 and -400.
The aircraft was a dynamic change for the airline, that could now to direct flights to remote French holiday destinations well outside Europe as well as connect the city of lights with the rest of the world. It was a great equalizer; with such a large capacity, passengers could fly for cheaper than ever before opening up France to millions of people who only dreamed of seeing the Eiffel Tower and St Tropez coast with their own eyes.
The Air France flagship 747-400 could carry 432 passengers across two classes, with business in the lower deck nose of the plane and the rest economy. The upper deck was reserved for Flying Blue members and offered economy seats with two inches more legroom, however, they were rare seats to get and were nearly always sold out.
The Boeing 747 would be the world’s biggest commercial passenger aircraft for 37 years, until the launch of the Airbus A380 in the 2000s.
Why did they retire them?
In 2016, Air France decided that it was time to retire it’s remaining three Boeing 747s, admitting it was “abandoning its last three 747s because they are just too expensive to maintain“. It slowly replaced its aircraft with the new (at the time) A380 and Boeing 777-300ERs. The freighter versions of the Boeing 747 were swapped out for the Boeing 777Fs. When offered, Air France decided to not invest in the type and declined to meet with Boeing to discuss the 747-8.
Whilst many will blame the rise of the A380 with far less fuel burn per seat for spelling the end of the four-engine 747, it is actually the increase in more frequency rather than the capacity that led to Air France choosing to retire the type.
The final Air France 747 flight took place on the 11th of January, 2016, between Paris and Mexico City.
“More than 45 years after the first flight from Paris to New York on 3 June 1970 by the aircraft affectionately known as the Jumbo Jet, the Company salutes with emotion the last flight of this legendary and easily-recognizable aircraft.”
What do you think? Do you miss the Air France Boeing 747? Let us know in the comments below.
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Earthquake causes heavy toll in Western Turkey. Rubble seen on the streets due to earth quake in Western Turkey. Rescue workers probe wreckage for dead bodies. Hospital beds are fully occupied. Beds are laid outside the hospitals.
Pope Paul visits Turkey, meets with Eastern Orthodox Patriach Athenagoras, and urges church unity between Orthodox and Catholic faithful. His visit includes Ephesus, final .
Pope Paul VI visits Turkey. Officials gather at the Istanbul Airport. Pope Paul VI coming out of an aircraft. Officials greet Pope. The Pope meets Eastern Orthodox Patriarch Athenagoras. A man taking photographs. Soldiers standing in formation. The band playing music. Pope addresses the people.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. A midshipman J. M. Longerbone observes signal operations as signalman J. Lawrence sends a message through a signal light. Midshipman Longerbone looks through binoculars. A mattress spring-type radar is in operation.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. Several aircraft parked on the flight deck of the aircraft carrier. Midshipman F. B. Bayer and a catapult officer walk on the flight deck. Bayer puts on a crewman's yellow helmet while standing on the flight deck. The aircraft parked in the background. The catapult officer gives a rev-up signal for launching an aircraft. The midshipman observes the launch. The signal officer gives a launch signal. The aircraft moves on the flight deck in the background. The midshipman observes the launch.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. A U.S. Navy A-4C Skyhawk aircraft parked at the flight deck. A catapult crew works on the aircraft. Men test the bridle. Flight deck crew on the side of the deck. A catapult officer gives a launch signal. The aircraft is launched. It taxis on the flight deck.
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And then on Monday, the co-pilot of a Chinese Sichuan Airlines flight was also nearly sucked out of his plane after a part of the cockpit windshield broke.
After the captain heard a deafening sound, he looked over and noticed the right windshield was missing. However, according to the Civil Aviation Administration of China's (CAAC) Southwest Regional Administration, the co-pilot suffered scratches and a wrist sprain.
"All of the objects in the cockpit just dropped to the floor suddenly, and the operating equipment began to malfunction", Liu said.
The next day, a window panel "fell off" an Air India flight, injuring three passengers after the plane hit severe turbulence.
Liu Chuanjian is being hailed a hero on Chinese social media after landing the Sichuan Airlines flight manually after his colleague was pulled back into the cabin.
Workers inspect a Sichuan Airlines aircraft that made an emergency landing after a windshield on the cockpit broke off, at an airport in Chengdu, Sichuan province, China May 14, 2018.
Oil Prices Steady Amid US Sanctions Against Iran
OPEC expects non-OPEC supply to expand by 1.72 million bpd this year, which is higher than the growth in global demand. This estimated growth rate was revised higher by 25,000 barrels per day compared to last month's estimates.
But in mid-April, a female passenger died after being partially sucked out of a Southwest Airlines flight in the U.S. when one of the aircraft's engines exploded. "The noise was so loud that we could barely hear the radio".
"Then the oxygen masks dropped".
"The windshield cracked suddenly and gave a huge bang".
Still, the incident caused unrest among many onboard at the time. A quick-thinking flight attendant grabbed Lancaster's legs as he was flying out the window and held on. "The sudden decompression sucked part of my co-pilot's body out and left him hanging by his safety belts".
"The windshield has not recorded any failures, nor did it require any maintenance and replacement work" before the incident, Tang Weibin said.
An investigation into how the incident occurred has now been launched.
Mashable has reached out to Sichuan Airlines for comment.
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From catapulting flaming soldiers over castle walls to sitting on active geysers, humans have long been fixated on flying through the air. Absorb the wonderment of flight with today’s Groupon: for $64, you get an aerobatic airplane ride from Specialized Helicopters in Watsonville (a $129 value).
Specialized Helicopters' professional pilots guide thrill-seekers on roundabout tours of the skies located above Monterey Bay during the 15-minute aerobatic airplane rides. The copilot seat affords passengers 360-degree views during a high-power takeoff and a smooth progression of loops, turns, and twists that could transform knuckle pigmentation from normal to clown makeup in a matter of seconds. While airborne, the plane makes diving runs of 3,000 feet and completes a giant 1,000-foot loop before sticking the landing back on earth. Passengers should arrive at the Specialized Helicopters base at least five minutes prior to their appointed takeoff.
In addition to flight-training experiences and flight lessons, Specialized Aviation's professional pilots guide thrill-seekers on exhilarating scenic tours of the skies. The 20-minute helicopter whale-watching tour offers splendid views of marine life—including blue, humpback, and gray whales—from well above the water line in Monterey Bay.
150 Aviation Way
Watsonville, California 95076
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Jubba Airways (JZ) seat maps
Being founded 2000, Jubba Airways is one of the most famous airlines worldwide, especially seeing its profit and fleet size. It has JZ IATA code. If individuals want to discover a certain airport and its place, they can look for this information using the JUB ICAO code. Jubba Airways airlines seat map is wealthy and comfy. The company operates multiple hubs all over the Earth, with the primary being placed in Somali Republic/CITY. Jubba Airways arsenal incorporates 5 planes with different plural of Jubba Airways flight seat map. The Jubba Airways flies to a big quantity of destinations and 0 countries covering North America, South America, Europe, Asia, and Oceania, which insert 0 cities. Main hubs in the network include 0 airports all over the map. Jubba Airways plane seat map is quite diverse. Depending on the plural of the Jubba Airways plane seat map, the plane can employ First, Business, Economy Premium and Economy cabins. Its fleet consists of plural aircrafts with varied Jubba Airways seatmap.
We have compiled a complete list of seatmaps of aircraft that Jubba Airways operates. Choose an aircraft and click on it to see the seatmaps.
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Serving numerous useful purposes, helicopters can do many things that traditional aircrafts cannot. For example, they can take off without a runway, move forwards and backwards, up and down and even side to side! These nifty rotorcrafts can be used for saving lives, transportation and offering unparalleled views for an unforgettable experience day.
Why not elevate someone’s day out to a new level with one of our helicopter gift experiences? Treat them to a thrilling, VIP helicopter ride over London or learn to fly with a helicopter lesson. Our tours and rides for two make the perfect gift so you can both take to the sky together.
Whatever you decide to choose from the exciting list of helicopter experiences, you are sure to have a truly memorable day and a whole new perspective of the beautiful British countryside.
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- a catapult
- in full grenade launcher
- a device, attached to a rifle, for shooting grenades
- a weapon, as an RPG, for shooting grenades
- a device or structure that provides initial guidance to a self-propelled missile, spacecraft, etc. or that catapults an airplane from a flight deck
- One who or that which launches. A device that throws something or the person who initiates a launch.
- The catapult made a good launcher for the small projectile.
- They shot down the helicopter with a rocket launcher.
- (computing) An application that launches another or others, often holding icons or menus for frequently used programs.
launch +"Ž -er
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How do you write an Air Force base address?
How do I format a military address?
- The full name of the addressee. Mail sent without a full name will not be delivered.
- The unit or Post Office box number.
- A three letter code associated with the type of location. APO is used for Army and Air Force installations.
- The “state” of the addressee.
How do you address someone in the Air Force?
In the Army and Air Force, non-commissioned officers are also addressed officially by their titles, although they may also use “Mr.” or “Ms.” socially. Warrant officers are called “Mr.” or “Ms.” both officially and socially.
What is the Air Force email format?
United States Air Force uses 3 email formats, with first ‘. ‘ last (ex. [email protected]) being used 66.3% of the time.
How much sleep do you get in Air Force basic training?
Although the Air Force for years has allowed its basic training recruits between eight and nine hours of sleep, the Army and the Marines seem less willing.
How long is Air Force basic training?
Basic Military Training ( BMT ) is approximately 8.5 weeks in length and is held at Lackland Air Force Base in San Antonio, TX.
Can you write letters in Air Force basic training?
Send a Letter to BMT Families should use good judgement on what to send to a trainee in Air Force Basic Training. A simple hand-written letter sent in a white envelope is sufficient. Families writing to a trainee should attempt to write positive and encouraging letters.
Do civilians outrank military?
The short answer is no. Civilians cannot outrank military personnel. The long answer is sort of. Government employees fall under what is called the GS system.
Do civilians have to address military by their rank?
It is quite common among Army civilians to use first names, regardless of position, but senior personnel should always initiate this practice. For military personnel, terms of address are more formal. Unless told otherwise, and always in public, military personnel should be addressed by their rank and last name.
What does the Air Force do in war?
Its mission simply put is to defend the nation through the control and exploitation of air and space. Although obviously tasked with flying missions, most personnel work on the ground in various construction, support, and technical capacities.
How did the Air Force start?
The Air Force was established through the National Security Act on Sept. 18, 1947. Conceived in World War I and born out of the Army Signal Corps two years after the end of World War II, the Air Force was established through the National Security Act on Sept. 18, 1947.
What email does the military use?
The group currently uses AKO webmail for their primary Army email, and they are one of the last large Army groups to migrate to DOD Enterprise Email, or DEE. The AKO Webmail migration is part of the overall Army migration from legacy email systems to DEE.
What do military emails look like?
Many military personnel are given unique e-mail addresses according to their specific job or unit, but this format is the most common in the military. For the Army: [email protected] army.mil. For the Marines: [email protected] For the Air Force: [email protected]
What does bluf in an email mean?
BLUF is a military communications acronym—it stands for “bottom line up front”—that’s designed to enforce speed and clarity in reports and emails.
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by Jack Rosebro
At 2:56 AM PST today, NASA’s Orbiting Carbon Observatory 2 (OCO-2) was successfully launched into orbit from Space Complex 2 West at California’s Vandenberg Air Force Base, riding on a two-stage Delta II 7320-10 launch vehicle. Consisting of a single observing instrument, the Observatory is designed to provide precise measurements of atmospheric CO2, and is NASA’s first satellite mission dedicated to studying concentrations of carbon dioxide in the atmosphere.
OCO-2 will not be measuring CO2 directly; but rather the intensity of the sunlight reflected from the presence of CO2 in a column of air. This measurement is unique like a fingerprint, and can be used for identification. The OCO-2 instrument will use a diffraction grating to separate the incoming sunlight into a spectrum of multiple component colors.
|Launch in the fog. Click to enlarge.|
At early morning press time, NASA reported that the Observatory had passed its initial health check, established communication with both ground-based and spaceborne links, deployed its solar panels, and was “power positive”—i.e. generating its own power. OCO-2 has a planned operational life of two years.
Science Instrument. OCO-2’s science instrument, comprising three parallel high-resolution, near-infrared spectrometers in a common structure, will collect 24 measurements per second across a field of view of approximately three square kilometers, or one square mile. The narrow field of view allows OCO-2 to take more measurements that are not obscured by clouds, which can compromise accuracy, and to better identify carbon sources and sinks on a regional scale.
The spectrometers will view Earth through an f/1.8 Cassegrain telescope, and are designed to measure the absorption of sunlight reflected off of Earth’s surface by carbon dioxide and molecular oxygen, as viewed in the near-infrared part of the electromagnetic spectrum.
The sunlight rays entering the spectrometers will pass through the atmosphere twice—once as they travel from the Sun to the Earth, and then again as they bounce off from the Earth’s surface to the OCO-2 instrument. Carbon dioxide and molecular oxygen molecules in the atmosphere absorb light energy at very specific colors or wavelengths.
The OCO-2 instrument uses diffraction grating to separate the inbound light energy into a spectrum of multiple component colors. Each spectrometer will focus on a different range of colors, and will detect the specific colors that are absorbed by carbon dioxide and molecular oxygen. Measurements from all three spectrometers will be analyzed and integrated to precisely estimate the atmospheric concentration of carbon dioxide across the globe.
The instrument, which was designed by Hamilton Sunstrand and built by the California Institute of Technology’s Jet Propulsion Laboratory (JPL), is almost identical to the original Orbiting Carbon Observatory (OCO) Earth Science mission instrument, (earlier post), which launched on 24 February 2009 aboard a Taurus launch vehicle. OCO failed to reach orbit after a fairing did not separate, and was presumed to have plunged into the Pacific ocean somewhere near Antarctica. (Earlier post.)
Spacecraft. The OCO-2 spacecraft was built by Orbital Sciences Corporation on an elongated variant of Orbital’s LEOStar-2 science satellite platform. The 454-kilogram (999 lb) spacecraft is about the size of a telephone booth, with two solar panels each extending roughly two meters, or seven feet, from the spacecraft body. A 35 Ah nickel-hydrogen battery will provide power when the sun is eclipsed from the spacecraft. Launch services for the Delta II rocket were provided by United Launch Services, a joint venture of Boeing and Lockheed Martin.
Mission. The launch was conducted within a thirty-second launch window, which was necessary to enable OCO-2 to join the Afternoon Constellation, nicknamed the “A-Train”. The Afternoon Constellation, so named because it crosses the equator at approximately 1:30 PM local time every day, consists of five existing satellites in tight formation, collecting simultaneous data on aerosols, clouds, cloud ice, carbon sinks, carbon sources, ozone, particulates, and atmospheric water vapor.
OCO-2 will refine its polar orbit in following weeks as it moves into formation with the rest of the Afternoon Constellation, and will begin collecting data after instrument calibration and checkout. Scientists expect to be able to make preliminary data available beginning about 45 days after launch. Data will be acquired in three measurement modes:
Nadir Mode: the instrument tracks and collects data directly beneath its orbit.
Glint Mode: the instrument tracks and collects data where sunlight reflects off of the Earth, particularly the oceans.
Target Mode: the instrument tracks and collects data on a specific surface target.
OCO-2’s primary data product will be estimates of atmospheric columns of carbon dioxide in the Earth’s atmosphere. In all, four data products will be generated:
Level 1B - a unique recording of all soundings (approximately 74,000) made during a single spacecraft orbit.
Level 2 - as previously mentioned, estimates of atmospheric columns of carbon dioxide, with geographic locations, as well as profiles of surface pressure, surface albedo, aerosol content, water vapor, temperature, and solar-induced chlorophyll fluorescence, all in cloud-free conditions.
Level 3 - Monthly gridded global maps of atmospheric carbon dioxide concentrations.
Level 4 - Monthly maps of global carbon dioxide sources and sinks.
The first spacecraft to measure atmospheric carbon dioxide is the Greenhouse Gases Observing Satellite (GOSAT), also referred to as Ibuki. GOSAT was successfully launched by the Japan Aerospace Exploration Agency (JAXA) on 23 January 2009, and has been operating since then. NASA researchers were able to use GOSAT data to refine their own algorithms for OCO-2, which collects data at almost 100 times GOSAT’s rate of data collection.
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In mid August 2019, a drone delivered medicine to an island off Vancouver Island in Canada. This was billed as a historic flight, and it was.
The drone – apparently one of InDro Robotics’ M210C drones – flew an EpiPen and naloxone from London Drugs in Duncan, Vancouver Island to a patient on Salt Spring Island. The flight was about six kilometres long and involved a flight over the Pacific Ocean.
This was the first delivery of pharmaceuticals by a beyond-line-of-sight drone flight in Canada. The flight path was programmed into the drone and it flew mostly autonomously. It was monitored by a pilot as a precaution but the drone “flew itself”.
The flight was conducted by InDro Robotics, a company that specializes in Unmanned Aerial Vehicles (UAVs) and especially beyond-visual-line-of-sight (BVLOS) operations. It was done under the supervision of Transport Canada.
Delivery by drone is a hot topic these days. Amazon has been testing this, and there are a lot of obvious applications for using drones to deliver things.
The challenge is how to do this safely. How do you manage airspace with multiple drones operating in it, unaware of each others’ presence until the last minute? How do you deal with flyaways or other loss-of-control situations? What about bad actors flying their own drones attempting to take down your drones? There are a lot of issues that need to be worked out.
That being said, I applaud this test and I look forward to more tests of BVLOS drone operation and eventual modification of regulations to permit its general use.
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Alan LaVern Bean was an American naval officer and naval aviator, aeronautical engineer, test pilot, and NASA astronaut; he was the fourth person to walk on the Moon. He was selected to become an astronaut by NASA in 1963 as part of Astronaut Group 3. He made his first flight into space aboard Apollo 12, the second manned mission to land on the Moon, at age 37 in November 1969. He made his second and final flight into space on the Skylab 3 mission in 1973, the second manned mission to the Skylab space station. After retiring from the United States Navy in 1975 and NASA in 1981, he pursued his interest in painting, depicting various space-related scenes and documenting his own experiences in space as well as that of his fellow Apollo program astronauts. He was the last living crew member of Apollo 12.
Apollo 12 was the second manned mission to the surface of the moon. The commander of the mission was Charles Conrad, Jr. , the Command Module Pilot was Richard Gordon, Jr. , and the Lunar Module Pilot was Alan Bean. The mission was launched on November 14th 1969 and the Capsule safely splashed down in the ocean on November 24th 1969Lunar Orbit
Skylab 3 (also known as SL-3 or SLM-2) was the second crewed mission to the first US orbital space station Skylab. The mission began on July 28, 1973, 11:10:50 UTC with the launch of a three-person crew. Crew members were the Commander Alan L. Bean, Science Pilot Owen K. Garriott and Pilot Jack R. Lousma. During their 59-day stay on the station, crew continued station repairs and conducted various scientific and medical experiments. The mission ended successfully with the splashdown in the Pacific Ocean on September 25, 1973, 22:19:51 UTC.Low Earth Orbit
The National Aeronautics and Space Administration is an independent agency of the executive branch of the United States federal government responsible for the civilian space program, as well as aeronautics and aerospace research. NASA have many launch facilities but most are inactive. The most commonly used pad will be LC-39B at Kennedy Space Center in Florida.
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The following statement was released by Pete Bunce, President and CEO of the General Aviation Manufacturers Association (GAMA) on the recent deaths of Monte Mitchell and Albert Lee Ueltschi:
“It is with deep sorrow, that we remember Monte Mitchell and his contributions to our industry. Monte devoted over forty years of his life to aviation, and was a true pioneer in advancing and revitalizing the general aviation industry. Monte’s work was crucial to establishing the General Aviation Revitalization Act (GARA) and having the milestone legislation signed into law by President Clinton. GARA was revolutionary and without Monte Mitchell’s hard work and perseverance, it would not have been possible. His daughter Paula and his entire family are in our thoughts and prayers."
“Al Ueltschi’s unwavering commitment and unparalleled expertise made him a true pioneer in aviation safety and training. As the Founder and Chairman Emeritus of Flight Safety International, Inc. he was incredibly respected and trusted by aviation safety and training professionals all over the world. Al’s charitable contributions to ensure safety for our global aviation system were both numerous and extraordinary. Al’s philanthropy and commitment to teaching safety to aviation enthusiasts was truly unparalleled. Through his work, countless lives have been saved and Al’s lifetime dedication to aviation safety and training will never be forgotten. I send my condolences to Al’s family during this difficult time.”
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So I had a little question.
Yesterday I was flying a 172 from Thessaloniki to an AF base in Athens. I was using a VOR to navigate, yet had a small problem. So, as the flight was about 2 hours, I needed to use AP. I tuned into NAV1 for the VOR, and made sure that my source and everything else aligned. Then, I engaged NAV after hand flying for a few minutes (I had double tapped the CRS.) Instead of flying to the VOR, the plane turned in the direction of the light blue thing (forgot the name)
How do I stop this from happening?
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- 'China wants to invest in India to produce computers, TV sets'Chiki Sarkar named Publisher of Penguin Random House IndiaTourist flow from India to remain unaffected despite Malaysia airline crisisMalaysia Airlines Flight MH370: Ship reaches remotest area of earth where plane debris spotted
for MH370," he told parliament.
The dimensions of the objects given are consistent with at least one of them possibly being the major part of a 777-200ER wing, which is around 27 metres (89 feet) long, though Australian officials cautioned the first images were indistinct.
The relatively large size of the objects would suggest that, if they do come from the missing aircraft, it was largely intact when it went into the water.
If the plane had run out of fuel, it would not necessarily have plummeted but its behaviour would have depended on whether there was someone in control and their intentions, pilots said.
Modern aircraft are designed to use the rush of wind to drive a small emergency turbine that keeps hydraulics and some electrical power running if the engines run out of fuel.
If the debris is from the plane, investigators would face a daunting task to retrieve the "black box" data and voice recorders needed to help understand what caused the disaster.
University of Western Australia Professor of Oceanography Charitha Pattiaratchi said that, based on currents in the area, if the debris is from the plane it probably would have entered the water around 300-400 km (180-250 miles) to the west.
The search area covered an ocean ridge known as Naturalist Plateau, a large sea shelf about 3,500 metres (9,800 feet) deep, Pattiaratchi said. The plateau is about 250 km (150 miles) wide by 400 km (250 miles) long, and the area around it is close to 5,000 metres (16,400 feet) deep.
"Whichever way you go, it's deep," Pattiaratchi said.
Investigators piecing together patchy data from military radar and satellites believe that, minutes after its identifying transponder was switched off as it crossed the Gulf of Thailand, the plane turned sharply west, re-crossing the Malay Peninsula and following an established route towards India.
What happened next is unclear, but faint electronic "pings" picked up by one commercial satellite suggest the aircraft flew on for at least six hours. That would be consistent with the plane ending up in the southern Indian Ocean.
The methodical shutdown of the communications systems, together with the fact that the plane appeared to be following a planned course after turning back, has focused particular attention on the pilot and co-pilot.
The FBI is helping Malaysian authorities analyse data from a flight simulator belonging to the captain of the missing plane, after initial examination showed some data logs had been deleted early last month.
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All forces are vectors, which means they have both a strength and a direction. For example, lift is the force created by the wings and its direction is perpendicular to the relative airflow. In straight and level flight, this direction is convenient as it is directly opposite the downwards force of weight. However, as soon as the aircraft is banked the lift vector is tilted and it is no longer opposite in direction to weight.
For convenience, we can break this vector down into two components. One vector that is directly opposite weight and one that is perpendicular. We now have a vertical component of lift and a horizontal component of lift. To keep this aircraft level, the total lift force needs to be increased until the vertical component is again equal to weight.
Any force can be resolved into two components in this manner.
We can also reverse this procedure to combine two seperate forces into one resultant force.
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The US government has paid Russia nearly $4 billion to transport astronauts to and from the International Space Station (ISS) via its Soyuz rockets since July, a report, compiled by the NASA Inspector General Paul Martin, said.
"As of July 2019, NASA had purchased 70 Soyuz seats worth $3.9 billion to ferry 70 U.S. and partner astronauts to and from the [International Space] Station", the report said.
The report also stipulates that the United States will likely be forced to reduce the number of its ISS crew, since new space flight systems are not ready yet.
"While awaiting the start of commercial crew flights, NASA will likely experience a reduction in the number of USOS [US Orbital Segment] crew aboard the ISS from three to one beginning in spring 2020 given schedule delays in the development of Boeing and SpaceX space flight systems coupled with a reduction in the frequency of Soyuz flights", the report read on.
As a result, US astronauts will focus on ISS maintenance instead of experiments and research, NASA suggested.
As the Space Shuttle program was terminated in 2011, the US lost its ability to arrange manned ISS flights on its own. Since 2014, private companies SpaceX and Boeing have been constructing manned spacecraft under a contract with NASA, but the deadline for their commissioning has not been set yet. NASA is currently mulling over buying seats aboard Russia's Soyuz in 2020.
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- How did dinosaurs become extinct but not humans?
- What would we do to stop an asteroid?
- How big is the asteroid that’s coming in 2020?
- How big of an asteroid would destroy the earth?
- What asteroid will most likely hit Earth in 2020?
- What do we do if an asteroid is going to hit Earth?
- How would NASA stop an asteroid?
- Where did the last asteroid hit Earth?
- How large was the asteroid that killed the dinosaurs?
- How long did it take for the dinosaurs to die after the asteroid?
- Are asteroids dangerous?
- Will an asteroid hit in 2029?
- Will the asteroid hit Earth?
- How many asteroids hit Earth daily?
- Why do asteroids hit Earth?
- How big is the asteroid April 2020?
- Can you survive an asteroid?
- What asteroid will hit Earth in 2029?
How did dinosaurs become extinct but not humans?
It was a life-altering event.
Around 66 million years ago, at the end of the Cretaceous period, an asteroid struck the Earth, triggering a mass extinction that killed off the dinosaurs and some 75% of all species.
Somehow mammals survived, thrived, and became dominant across the planet..
What would we do to stop an asteroid?
One way to deflect an asteroid is to change its speed. If an asteroid is travelling 10 km/second, reducing its speed by 2 mm/second would be enough to deflect it. Since asteroids can be very large, changing its speed even a little can make it change course.
How big is the asteroid that’s coming in 2020?
around 400 feetAt around 400 feet (122 meters) in diameter, 2020 LD is the largest asteroid to have come within one lunar-distance this year … or last year … in fact, since 2011. And it also ranks as one of the biggest asteroids ever to fly this close to Earth without being previously detected.
How big of an asteroid would destroy the earth?
Ultimately, scientists estimate that an asteroid would have to be about 96 km (60 miles) wide to completely and utterly wipe out life on our planet.
What asteroid will most likely hit Earth in 2020?
2020 BX12 is a sub-kilometer binary asteroid, classified as a near-Earth asteroid and potentially hazardous object of the Apollo group. It was discovered on 27 January 2020, by the Asteroid Terrestrial-impact Last Alert System survey at the Mauna Loa Observatory….2020 BX. 12.DiscoveryAbsolute magnitude (H)20.631±0.39631 more rows
What do we do if an asteroid is going to hit Earth?
If a giant object looks like it’s going to slam into Earth, humanity has a few options: Hammer it with a spacecraft hard enough to knock it off course, blast it with nuclear weapons, tug on it with a gravity tractor, or even slow it down using concentrated sunlight.
How would NASA stop an asteroid?
An object with a high mass close to the Earth could be sent out into a collision course with the asteroid, knocking it off course. When the asteroid is still far from the Earth, a means of deflecting the asteroid is to directly alter its momentum by colliding a spacecraft with the asteroid.
Where did the last asteroid hit Earth?
It was formed when a large asteroid or comet about 11 to 81 kilometers (6.8 to 50.3 miles) in diameter, known as the Chicxulub impactor, struck the Earth….Chicxulub crater.Impact crater/structureStateYucatánChicxulub crater Location of Chicxulub crater Show map of North America Show map of Mexico Show all13 more rows
How large was the asteroid that killed the dinosaurs?
What Happened in Brief. According to abundant geological evidence, an asteroid roughly 10 km (6 miles) across hit Earth about 65 million years ago. This impact made a huge explosion and a crater about 180 km (roughly 110 miles) across.
How long did it take for the dinosaurs to die after the asteroid?
Scientists have also found very few continuous beds of fossil-bearing rock that cover a time range from several million years before the K–Pg extinction to a few million years after it. The sedimentation rate and thickness of K–Pg clay from three sites suggest rapid extinction, perhaps less than 10,000 years.
Are asteroids dangerous?
Most potentially hazardous asteroids are ruled out as hazardous to at least several hundreds of years when their competing best orbit models become sufficiently divergent, but recent discoveries whose orbital constraints are little-known have divergent or incomplete mechanical models until observation yields further …
Will an asteroid hit in 2029?
The closest known approach of Apophis comes on April 13, 2029, when the asteroid comes to within a distance of around 31,000 kilometres from Earth’s surface.
Will the asteroid hit Earth?
Currently none are predicted (the single highest probability impact currently listed is ~7 m asteroid 2010 RF12, which is due to pass earth in September 2095 with only a 5% predicted chance of impacting). Currently prediction is mainly based on cataloging asteroids years before they are due to impact.
How many asteroids hit Earth daily?
25 million meteoroidsAn estimated 25 million meteoroids, micrometeoroids and other space debris enter Earth’s atmosphere each day, which results in an estimated 15,000 tonnes of that material entering the atmosphere each year.
Why do asteroids hit Earth?
100 tons of space stuff hits the Earth’s atmosphere every day but most of it is dust-sized particles that burn up as they cause meteors. About 30 small asteroids a few meters in size hit Earth every year.
How big is the asteroid April 2020?
Scientists first spotted it on April 11. A newly discovered asteroid about the size of a house will zip safely by Earth on Wednesday (April 15), passing just inside the orbit of the moon. The asteroid 2020 GH2 will pass Earth at a range of about 223,000 miles (359,000 kilometers).
Can you survive an asteroid?
Yes, We Can Survive A Deadly Asteroid Impact Just As Our Early Ancestors Did. This article is more than 3 years old. There is new evidence that our early ancestors survived a kilometer-sized asteroid impact in Southeast Asia.
What asteroid will hit Earth in 2029?
Asteroid ApophisAsteroid Apophis will have an extremely close encounter with Earth on April 13, 2029. At its closest in 2029, Apophis will sweep just 23,441 miles (37,725 km) from our planet, or about 10% of the Earth-moon distance.
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It was the R-7 rocket, which was destined to carry the first artificial satellite into orbit (RussianSpaceWeb. com, “ The 20th Century” ). The Sputnik-1 launched on October 4, 1957, was a Soviet-made star in the sky was to capture the world’ s imagination. Successful launch of the Sputnik was a step in the effort made by the Soviets to overcome United States supremacy. Sputnik-2 followed the successful deployment of Sputnik-1 in November 1957 carrying a dog by the name of Laika into space. The success of the Sputnik missions at a when US efforts were suffering from failures paved the way for manned missions into space and the quest for the exploration of the moon.
Later, two dogs, Belka and Strelka became the first animals to return to earth from space after a journey aboard the Vostok spacecraft and Uri Gagarin was to become the first man to spend 108 minutes in space on board the same type of Spacecraft. The Soviet Union was to achieve all the firsts in cosmonautics, except for the first man on the moon, a accomplished by the United States of America (Harvey, “ The Rebirth of the Russian Space Program” , pp.
ix – x). The firsts consisted of the first satellite in orbit, the first animal in orbit, the first laboratory in orbit, the first probe to the moon, the first photographs of the far side of the moon, the first soft-landing on the moon, the first man in space, the first women in space and the first spacewalk. Thus, space exploration was a serious undertaking in the former Soviet Union and the motivation such efforts may well have been political, but a desire existed to develop new technology that could provide the Soviet Union with a competitive edge.
Efforts made by Soviet scientists had captured the imagination of its political elite and the masses. A desire had existed to ensure that Russia left its mark on the human civilization (Harvey, “ The Rebirth of the Russian Space Program” , pp. 7). During The Cold War era, a spirit of competition with the United States and its allies also contributed to the efforts directed towards exploration of space (Zimmerman, pp.
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Thomas Pesquet will be the 11th astronaut to perform a spacewalk; a mission should be completed.
Galileo Navigation System is launched by the European Space Agency and is a veritable shot in the arm for Navigation System in Europe.
ESA again plans to land a probe on Mars with a huge budget.
The European Space Agency has been granted with an additional $490 million to complete its ExoMars mission, despite encountering a lander crash last month.
The European Space Agency is yet to finalize its Mars rover plans.
China could be leading in space exploration projects, but what is in it for India?
ESA is asking for financial support for the millions of dollars worth of study on the Red Planet.
ESA needs a bit over $400 to complete its technical work for its ExoMars rover. This will make sure the rover will be completed by 2020, as expected.
The Millennium Tower skyscraper has been dubbed the "leaning tower of San Francisco" because it is sinking as detected by satellites.
After being lost for a couple of months, experts found that the Schiaparelli EDM Lander crashed into Mars.
The European astronomers spotted a group of stars rotating faster than most other stars in the Milky Way.
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posted by maurice .
A spy tracks a rocket through a telescope to determine its velocity. The rocket is traveling vertically from a launching pad located 10 km away. At a certain moment, the spy's instruments show that the angle between the telescope and the ground is equal to 60 degrees and is changing at a rate of 0.5 radians/min. What is the rocket's velocity at that moment?
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Satellites TSSKB "Progress". (1990 - 1999)
Availability of videosources
Needs clarification of possibility of digitizing in HD.
Scene №1 Satellites TSSKB "Progress"
Samara shop space rocket complex TSSKB "Progress."
Job design bureau.
Posters of satellites, manufactured by Samara Space "Progress."
The press conference for foreign journalists.
Production processes in the assembly shop of the satellites.
Assembling the satellite "Foton" - different plans.
Installation of cameras and the satellite "Foton".
Satellite imagery, made by satellite: the town in the mountains, Washington, Pentagon, White House, etc.
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The latest update for the Reality Expansion Pack (REP) version 4.8.3 for the X-Plane 12 Thranda Beaver is here, and it’s packed with enhancements and fixes that take the flight simulation experience to new heights.
Let’s dive straight into the exciting changes:
Advanced Steering Disabling
One significant improvement in this update is the addition of the option to disable advanced steering, aligning it with other Reality Expansion Packs. This gives pilots more control over their aircraft’s handling, allowing for a more customizable and realistic flying experience.
Enhanced Rudder Trim Authority
The update brings a boost to rudder trim authority, making it more realistic and responsive. This improvement enhances the overall handling of the aircraft, providing pilots with better control over yaw adjustments during flight.
One of the fixes addresses an issue where the booster coil switch failed to produce any sound. With this rectification, pilots can now enjoy a more immersive auditory experience, adding to the authenticity of their virtual flight.
Alternator Circuit Breaker Fix
Another fix resolves a problem where the alternator circuit breaker would trip when the alternator switch was turned off. This correction ensures that electrical systems operate smoothly and accurately, reflecting real-world aircraft behavior.
Wobble Pump Functionality
Lastly, the update addresses an issue where the wobble pump continued to pump fuel even when the pump handle was stationary. With this fix, pilots can rely on the wobble pump to function realistically.
With these enhancements and fixes, the Reality Expansion Pack for the X-Plane 12 Thranda Beaver delivers an even more immersive and true-to-life flying experience. Whether you’re a seasoned virtual aviator or new to flight simulation, these updates bring added realism and functionality to your virtual cockpit.
So, what are you waiting for? Strap in, fire up your engines, and experience the thrill of flying with the latest Reality Expansion Pack update. Get ready to embark on unforgettable virtual adventures as you soar through the skies in the X-Plane 12 Thranda Beaver, now with enhanced realism and functionality at your fingertips. Happy flying!
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Μειονεκτήματα: "Smooth flight left on time and arrived on time."
Μειονεκτήματα: "Very old cramped plane. I actually overheard the airplane say that it was tired and wanted to be replaced with one made in this millenium..."
Πλεονεκτήματα: "Crew was great & flight was quiet."
Μειονεκτήματα: "No delays."
Μειονεκτήματα: "flight delayed, gate busy when we got there, took train to next terminal and gate, plane was there for another 20 minutes but...door was closed and couldn't board...rebooked to different airport"
Πλεονεκτήματα: "They got me home eventually"
Μειονεκτήματα: "Timeliness was awful. Late crew delayed the flight 50 min. Then ripped cargo net resulted in cargo shift."
Μειονεκτήματα: "The LegRoom and Width. Very uncomfortable. The Delay, on my return, was not the best of Communication."
Μειονεκτήματα: "The airport experience was horrible. American Airlines did not have enough personnel on duty to process all the waiting passengers."
Πλεονεκτήματα: "The crew: very helpful, did their best to correct errors regarding special meals"
Μειονεκτήματα: "Seat assignment. Others, besides myself and my husband, were not seated together, and in our case at opposite side of the plane, but, even though the flight was full, there was no reason for that that I could see (some solo passengers were seated next to a member of a split couple/family)."
Μειονεκτήματα: "Delayed the flight because they sold 1/3 of the seats, not a priority for American operating at a loss."
Πλεονεκτήματα: "Nice Asian stewardess made up for the rude tall bald African-American male Stuart who was snapping his fingers and literally yelling at me for no reason! I turned around and walked away to avoid conflict. He was being overly dramatic and completely rude and several people clapped when I responded"
Μειονεκτήματα: "One particular steward mentioned above could adjust his attitude and be polite to his guests. He had no reason to be overly dramatic and excited nevertheless yell at clients!"
Πλεονεκτήματα: "The flight and crew were very nice"
Πλεονεκτήματα: "The flight was mainly smooth, it was a bit delayed, but made the time up in the air so we got in on time."
Μειονεκτήματα: "I still don't know how to connect to the Wi-Fi on board. It's odd, I'm a web developer and that's my job."
Μειονεκτήματα: "American Airlines flights are always delayed. Using them for business travel is not advisable for anyone."
Μειονεκτήματα: "Be on time. We missed connection flight due to departure delay"
Μειονεκτήματα: "Stewardess very rude"
Μειονεκτήματα: "The entertainment / announcement system has issues. The safety video was interrupted and segments repeated randomly."
Πλεονεκτήματα: "Comfortable seats, nice crew, decent entertainment."
Πλεονεκτήματα: "The crew was actually amazing, and all were very nice and helpful."
Μειονεκτήματα: "The entertainment on the 8 hour flight was horrible, and there was no way to recharge my phone battery. There was no TV that I could watch, and the "free entertainment" did not work for me."
Μειονεκτήματα: "British Airways is impossible to get in touch with! We had a 2 hour delays so I missed the connection from London to Edinburgh and now I can’t get ahold of an agent to inquire for standby. So instead I get to wait 9 hours for the next flight out."
Πλεονεκτήματα: "High level service"
Μειονεκτήματα: "Commuter jet boarding at DCA is going to stink until the new terminal is completed. Just is."
Πλεονεκτήματα: "Flight attendants were helpful"
Μειονεκτήματα: "My seatbelt was installed incorrectly."
Πλεονεκτήματα: "Even if we departed with 1h and 30 min delay, the pilot made it up and we arrived with only 15 min delay on the initial arrival time. Great. I could get my initial connecting flight to."
Μειονεκτήματα: "Just the stress of getting one message after the other mentioning that the flight was delayed over 1 and then 1 and a 1/2h."
Πλεονεκτήματα: "Because the flight was delayed the captain and crew did everything in their power to get us to Charlotte without any more delay than there already was."
Μειονεκτήματα: "Only issue we had is that the flight was delayed, other than it was an okay flight."
Πλεονεκτήματα: "Service was inattentive. Worst I have experienced in a long time. I’m traveling in first class — I believe economy had much better service."
Μειονεκτήματα: "Inattentive service."
Πλεονεκτήματα: "staff was nice, but check-in is clumsy and inefficient"
Μειονεκτήματα: "plane from Prague to Philly is ancient, still has the drop-down screens from 1981 and the radio station dial for listening in, but that didn't even matter as the video system was down for half the flight. No electrical charging capability unless you carry a car adapter with you. Overhead space was tiny. At least they had headrests, which is weird since the seats are obviously 30+ years old. Business class and first have been upgraded with new features."
Πλεονεκτήματα: "Worst experience. Crew members did not show up on time which pushed everything 2 hours behind and lost connecting flight. Crew said there was customer service available but no one at airport to help. Will never fly AA again"
Μειονεκτήματα: "ΜΕ χρεωσαν 300 δολάρια για 2η υπερβαρη βαλίτσα που ειχα πληρώσει online δεύτερη βαλίτσα αλλα δεν την βρήκαν πουθενα και Μαλιστα μου είπαν στα checkin οτι δεν γίνετε να πληρώσω online.πραγμα που εκανα και χρεώθηκα. Μέσα σε ολα αυτα το κουτί του desktop υπολογιστή μου ήταν σπασμένο απο το TSA με λόγο οτι δεν μπορούσαν να το "ξεκλειδώσουν"."
Μειονεκτήματα: "I was in such pain by the time I left this flight, the seats were horrible."
Πλεονεκτήματα: "USB port at seat. Smooth ride and landing. Complimentary wine."
Μειονεκτήματα: "Some of the typical unfriendly flight attendants. No way to get comfortable on the 10-hour flight. Horrible movie and other "entertainment" selections. Had to wait about 45 minutes on the tarmac after landing because they couldn't get an available gate for our scheduled flight. Beats the 5 HOUR delay on the flight out to Athens though. I have to say that's all the usual American Airlines incompetence. The cockpit crew always seem great though. I don't fly American unless I have to."
Μειονεκτήματα: "Meal, comfort, crew"
Μειονεκτήματα: "They lost my luggage and have not been helpful in trying to locate it!!"
Μειονεκτήματα: "My bags were sent on an earlier flight so they were sitting on a different terminal and I was on a different one. At 9:30 pm in -12 degree Celsius I was waiting for a shuttle to take me to that terminal which was very unnecessary because it’s their responsibility to give me my bag at the right terminal."
Πλεονεκτήματα: "I got to Boston safely and the pilot and attendants did their best jobs. Also my luggage arrived in a timely manner."
Μειονεκτήματα: "Your seats are too small even for a relatively small person. You should hire more flight attendants so that they are more available to help customers. We should be fed on flights of 6 hours long. American treats us like chattel and make flying unappealing."
Μειονεκτήματα: "Wanted more food. Haha!!"
Μειονεκτήματα: "Delayed flight, multiple gate changes"
Μειονεκτήματα: "Boarding chaos at Miami airport."
Μειονεκτήματα: "delayed 2 hrs in perfect weather"
Πλεονεκτήματα: "The flight was calm and clean. Not much turbulence. The flight staff was polite and there was plenty of room."
Μειονεκτήματα: "The food was horrible and the seats were a little uncomfortable but everything else was pretty good"
Πλεονεκτήματα: "I actually got to sit by my sweetie. Perfection."
Μειονεκτήματα: "Completely ignored for beverage service"
Πλεονεκτήματα: "Boarding went well / flight crew was friendly"
Μειονεκτήματα: "Food - meh even for airline food Entertainment - shared tv with no sound and no ear phones and it was an international flight?! We went back in time 20 +yrs"
Πλεονεκτήματα: "Super service from a great crew!"
Πλεονεκτήματα: "The accommodations. Loved the high tech tv and choices on the entertainment, as well as the more advanced reading lights. LOVED LOVED LOVED the charging ports available."
Μειονεκτήματα: "The headrests/seats weren't very comfortable."
Μειονεκτήματα: "We have American Credit Card we thought we were told we would be in Group 1 NOT Group 5!"
Πλεονεκτήματα: "I did not actually get to take this flight. My father was placed into hospice right before this trip and passed away about a week later. The airline was kind and sympathetic and refunded the total airfare. They made the whole thing much easier than anticipated."
Μειονεκτήματα: "The airline had trouble with the plane. After we waited 3 hrs in the plane they cancel the flight. They offer a hotel but it was very dirty"
Πλεονεκτήματα: "Early arrival."
Μειονεκτήματα: "No real food."
Πλεονεκτήματα: "Just another 4 hour delay featuring United. By the time we took off the storm in Toronto had started and it completely ruined my plans."
Μειονεκτήματα: "Be on time"
Μειονεκτήματα: "Not enough room"
Πλεονεκτήματα: "Comfortable seats, no delays, smooth flight"
Μειονεκτήματα: "Food choices were terrible - breakfast time and no breakfast food, no sandwiches just overpriced snacks."
Πλεονεκτήματα: "Every thing fine"
Μειονεκτήματα: "No complaints"
Πλεονεκτήματα: "Crew was good. Food was ok."
Μειονεκτήματα: "Athens check and security processes caused huge delays resulting in our missing our connection in Toronto and having to spend the night. NONE of the entertainment systems worked on the flight. We were rebooked without an opportunity to make our original flight which was possible. Agent also unkind"
Πλεονεκτήματα: "The plane was not too crowded"
Μειονεκτήματα: "We could have been on time"
Πλεονεκτήματα: "Didn’t make this flight."
Μειονεκτήματα: "Didn’t make this flight."
Μειονεκτήματα: "The only TV/movie option was to pay almost $10 (this was a long flight, Newark to Portland, OR). Seats seem smaller and more cramped than some other airlines. Cost to check first bag is $30 (compared to $25 with some). Overall I will try to avoid this airline in the future."
Πλεονεκτήματα: "Smooth ride, snack box, friendly staff"
Πλεονεκτήματα: "Lots of leg room!"
Μειονεκτήματα: "No complaints"
Πλεονεκτήματα: "Crew was nice"
Μειονεκτήματα: "Plane was delayed for 4 hours, should have given us miles or a voucher"
Πλεονεκτήματα: "I'm so glad I got to sit next to my wife."
Μειονεκτήματα: "I had to check in my carry-on when I got to the gate. I had my snacks and entertainment packed in my bag so I had to unpack my stuff for the flight. Once on the plane there was plenty of room for my bag to go in the overhead compartment. Not only did I deal with the discomfort of having to carry my stuff in my hand on to my next flight but I had to deal with a flight attendant that had no self awareness of his surrounding. The flight attendant ran into my shoulder more times than I can count. Such an irritating flight."
Μειονεκτήματα: "My only real issue was that, upon checking in online, I was informed that my boarding pass would be emailed to me. I don't believe it ever was. I checked all of my various email folders, including spam, and saw nothing."
Πλεονεκτήματα: "Glad to have lots of rice options for food!"
Μειονεκτήματα: "We booked with ANA but got put on a United flight on the way back. ANA was so much nicer. We were really let down flying United, having booked an ANA flight. When they swapped our flight, they didn't seat us all together either. United crew should take lessons from ANA!"
Μειονεκτήματα: "One hour on tarmac."
Μειονεκτήματα: "They cancelled my flight and made it seem like it was my fault. Took forever to speak to someone! I had to drive to San Francisco last minute because they cancelled the flight two hours before my flight!"
Μειονεκτήματα: "The seats were really uncomfortable and the pull down table was really dirty. I didn't use it because it was dirty with miscellaneous substances."
Μειονεκτήματα: "Continuously moving departure time back."
Πλεονεκτήματα: "Good crew"
Πλεονεκτήματα: "Good flight...no complaints."
Μειονεκτήματα: "Cancelled flight, then delayed."
Πλεονεκτήματα: "The safe did a great job"
Πλεονεκτήματα: "Everything. Specially, the United entertainment thing."
Πλεονεκτήματα: "The crew was great under very difficult circumstances. Team players for United."
Μειονεκτήματα: "1. Flight delayed 7 hours due to mechanical issue(s). 2. The in-flight entertainment system was down/inoperable for most of the flight. 3. The menu item I wanted to purchase was not available. I was told that it was not even loaded on board and it was implied that maybe it had been discontinued????"
Πλεονεκτήματα: "Plenty of room in the seats"
Πλεονεκτήματα: "Our Flight Attendant was Hilarious. Made the trip very Relaxing"
Μειονεκτήματα: "Plane was small and cramped. So small you could not get a carry - on in the overhead bin. Also I did not receive an electronic scan to get on the plane. Wasn't I supposed to get one ?"
Πλεονεκτήματα: "Their waffle cookie is the best 'freebie' in the air. I also liked the access to the wifi for entertainment on my own device."
Πλεονεκτήματα: "On time, comfortable but crowded"
Πλεονεκτήματα: "Attendants were cordial and efficient."
Μειονεκτήματα: "Because I was seated in the rear near the engines, the announcement from crew were incomprehensible."
Μειονεκτήματα: "The food was mediocre and drinks served a long time after the meal. I had a log (daylight) flight and attendants insisted that all blinds be down and then the lights were turned off in plane. No one was sleeping and most watching TV. I as a reader of books was inconvenienced by low light."
Μειονεκτήματα: "Return Flight delayed almost 4 hours. Seating cramped and uncomfortable. Sound on video system very poor. Could not watch any movies because of the quality of the sound, even though the stewardess was kind enough to let me try several pairs of earbuds."
Μειονεκτήματα: "Not any vegetarian food choice"
Πλεονεκτήματα: "It got me to where I was going."
Μειονεκτήματα: "Had to pay extra for entertainment."
Πλεονεκτήματα: "Flight was delayed almost missed connection."
Πλεονεκτήματα: "Polite flight attendants"
Μειονεκτήματα: "Less organized boarding of carryon items. Other legs of my travel had gate checked cartons in advance for the last boarding groups instead of just having us try to load it all first when their clearly was not enough rokkmin the overhead bins for everyone."
Μειονεκτήματα: "I never feel you stay alert to make sure the earlier people don't take up all the overhead bins . It is not right the way you allow them to overload have too many big carryons"
Μειονεκτήματα: "Absolutely no legroom on aisle seat. Very uncomfortable"
Πλεονεκτήματα: "Virtually empty flight"
Μειονεκτήματα: "Flight was delayed by handled quite well"
Πλεονεκτήματα: "Good and frequent updates on delays and changes."
Μειονεκτήματα: "No reasons for delays."
Μειονεκτήματα: "my light does not focus on my area, but on neighbor's area."
Πλεονεκτήματα: "The flight was cheapest one available"
Μειονεκτήματα: "Flight arrived to destination 25 minutes late, which caused 30% of flight to miss their United connecting flight. United books too short of layover times (30-40 minutes) and is notoriously late on their flights."
Μειονεκτήματα: "Old plane; concerned about safety"
Μειονεκτήματα: "Your crew and service atrocious"
Πλεονεκτήματα: "Crew were friendly and helpful."
Μειονεκτήματα: "I don't think it's possible to construct a plane more cramped than that, but I'm sure someone will rise to the challenge."
Πλεονεκτήματα: "the flight was fine, not too turbulent,"
Μειονεκτήματα: "the amount of space was limiting on the return flight, I'm 5'11" and its just not enough room."
Πλεονεκτήματα: "Crew was great!"
Πλεονεκτήματα: "Service was great."
Μειονεκτήματα: "Too close not enough leg room."
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[Ed.: Today’s post is by MJ Locke, but due to minor technical difficulties it appears under my name.]
Foreword: For several months during 2007, I collected data for a series of graphics-focused posts on space exploration. I wondered how far we humans have penetrated into space, in the years since our first vehicles rose above the layers of our world’s atmosphere.
Next Saturday, May 5, 2012, we will reach the fifty-first anniversary of the first U.S. launch of an astronaut into space. This is a revisit to a series of posts I put up then. I’ve updated the dates, but all of my analytical data is five years old.
Mercury Redstone 3
On May 5, 1961, 37-year-old Alan Shepard climbed into a tiny capsule atop a liquid-fueled rocket. He rode it up from Cape Canaveral, Florida to an altitude of 116 miles: about forty miles above the upper reaches of the atmosphere. He experienced six gees (six times Earth’s gravitational pull) during liftoff, stayed aloft about 15 and a half minutes, and then splashed down in the waters of the Gulf Stream.
I was very young then, a preschooler, but even so I remember my excitement, and also fear, as I watched the news footage. I recall watching the wind from the helicopter’s blades stirring up the waves that splashed against the capsule as it righted itself.
I can only imagine what it must have felt like, soaring up so high. Not to mention how it felt, coming down.
I remember seeking a glimpse of his face through the little portal, and the thrill I felt when the divers helped him emerge and climb into the sling.
President Kennedy was there, for that first launch.
Since that time, the US has launched over 170 piloted missions, and many, many robotic missions. Our astronauts have spent months at a time in the International Space Station, working in cooperation with people from a variety of other nations to do scientific and engineering research.
We have fifty-one years of human-piloted space exploration under our belt*. Alan Shepard and Mercury-Redstone 3 set the stage for everything that came after that.
Human Space Density, in Hours
What does that really mean, though? How far have we travelled in space, to date? How long have we lived there?
Here is a graph showing how many hours humans (only US astronauts, so far; see note below) have spent above the level of the atmosphere.
I’m counting the upper edge of the atmosphere as about 76 miles up, though you will find many different estimates–and in fact, it changes over time, with fluctuations in the solar wind and other factors, including global warming impacts. But 76 miles is a good average number for our purposes.
So how much time are we talking about, really? For comparison, the average American work-year is about 2,000 hours. A year has about 8,900 hours, all told.
As you can see in the chart above, after a promising start with Mercury, Gemini, and Apollo, the US manned space program languished, when SkyLab drew to a close. It wasn’t until 1981 that the space shuttle program re-energized space exploration. The hours really started racking up once the International Space Station was completed. You can also see the effect of the Challenger (1986) disaster. The Columbia re-entry breakup (2003) is not as easy to see, but it is the cause of the dip in 2003-2004. In fact, it slowed the pace of NASA shuttle missions through the remainder of its run.
If you were to add up all the hours every NASA astronaut has spent in space since our first manned mission, that’s almost 31 years. As of 2007, humans had spent nearly half a lifetime’s worth of time outside Earth’s atmosphere (A good deal more than that, in fact, if you include other nations’ efforts. I couldn’t find the data for them).
Granted, that’s a pittance, compared to how many people live beneath the atmosphere. (In fact, it surprised me. I thought it would be more.) But it’s a start.
As you can see from the chart above, the US has had seven major piloted space programs since we launched Alan Shepard into space.
Human Space Density, in Miles
You can think in terms of how many miles we have traveled overall, or in terms of how far away we have gotten away from the Earth, before we turned around and came back. At first glance, they might seem to be the same thing, but this is definitely not the case. An astronaut might travel many millions of miles in low Earth orbit, but never get any farther away than a handful of miles above the upper reaches of Earth’s atmosphere. Or an astronaut might take a trip to the moon and back, with very little in the way of orbiting either body—in which case their distance travel and maximum “altitude,” or distance they get from the Earth, would be very nearly the same.
Here is a chart that provides information on both kinds of travel.
The maroon tells you how many miles our astronauts traveled in all, by year, as if they had been traveling in a straight line away from Earth. The blue tells you how many miles away from the Earth’s surface they actually reached during their missions. In both cases, I used the annual miles traveled by US astronauts.
As you can see, the moon missions (that blue bump in the ’60s and early ’70s) stand out from the rest. The Apollo craft went much farther away from the Earth than any other space flights, before or since. For non-lunar missions, the average altitude was 179 miles, less than the distance from Houston to Dallas.
The maroon shows that 2001 was a banner year for space travel, when US space missions traveled a total of 233 million miles. That’s all the way to the sun and back, with enough left over to go to Mars. But our astronauts racked up all of those miles in low Earth orbit, never getting any farther from the Earth than about 250 miles.
The average distance missions travel, from the days of Mercury to the present day, is almost 10 million miles. For comparison, if you drive 10,000 miles per year on average, it would take you a thousand years to travel that far.
As you might guess, the International Space Station dragged the curve up all by itself, because astronauts spend months at a time on the ISS. The typical ISS mission lasts six months. An international team usually consists of three astronauts, who spend that half a year up there conducting experiments and maintaining the station. They’ve just added a new module to the ISS. The ISS has 15,000 cubic feet of living space. That’s about equivalent to a 2,100 square-foot home, down here.
By the way, some of my readers will note something odd about the above graph. The distances seem off. The 100-mile marker on the chart is the same distance from the 10-mile marker is the same length as the 10-mile marker is from zero. The thousand-mile marker is no farther from the 100-mile marker than the 100- is from the 10-. What gives?
It’s a logarithmic scale. A log scale scrunches the data together, to allow you to compare data that spans a very large range. In this case, I wanted to get the low-Earth-orbit data onto the same graph as the millions-of-miles traveled data. It’s useful to be able to look at them together, but it can be misleading. Here is a chart showing the actual distances, without the log scale.
The image above shows you about 250,000 miles’ distance, to scale (I couldn’t even begin to fit Mars and the sun on there, and still show you anything meaningful with regard to the NASA missions. The old space-is-really-big effect). Notice how most space missions barely leave the atmosphere, and notice how far it is, even just to our own moon.
The End of the US Space Era? Or a Pause?
Right now, our space exploration efforts seem becalmed. The fifty years between Shepard’s launch and the final voyage of the space shuttle Atlantis may have been our high-water mark, with regard to space travel. I’d be very sad if that were the case. I prefer to be optimistic, however. NASA’s rover, Curiosity, is nearing Mars. A variety of visionaries and entrepreneurs are seeking ways to commercialize space travel—everything from asteroid mining to space tourism, telecommunications, and spaceports in the New Mexican desert. New exoplanets are being discovered by the day now. Perhaps our robotic probes and astronomic surveys will reveal clues of life beyond our world, which might inspire us once again to reach upward again, and seek to escape the confines of Earth’s gravity. I hope so.
We have barely passed beyond the membrane of our atmosphere. Is there life on other worlds? What wonders lie in store out there? I hope that we will continue to find in us the spirit of our ancestors, and to continue to reach beyond our atmosphere, to explore and even someday perhaps settle on other worlds.
Notes: Let me haul out the usual caveats. I pulled the graphical data together primarily from NASA’s mission data pages, with Wikipedia as a secondary source (in particular for the International Space Station). About five percent of the data (in particular, maximum altitude and distance traveled) was not readily available online, in which case I SWAG’d^ it, based on data from other missions. In other words, there is slop in the data. Don’t use it for your doctoral thesis, or to calculate whether you have enough oxygen to survive till the rescue team arrives. Also, I only have information on US astronauts.
* Van Allen belt, that is.
^ Scientific Wild Assed Guess. It’s tethered to real numbers to some degree, but it definitely floats around in the ether to some degree, too.
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The NASA/ESA/ASI Cassini Huygens mission to Saturn, which has already delivered stunning images and data of the ringed planet following insertion into the Saturnian system on 1st July this year, is poised to enter a crucial stage in its voyage of scientific discovery. In the early hours of Christmas morning [25t December] the Huygens probe will separate from the orbiter, its home for the last seven years, and coast towards Titan where it will parachute down through the nitrogen-rich atmosphere of Saturns largest moon.
On the 14th of January 2005, Huygens will arrive on Titan's surface some 2.5 hours after entering the atmosphere - although the exact nature of its final resting place remains a mystery. Scientists speculate that Huygens may find lakes or even oceans of a mixture of liquid ethane, methane and nitrogen.
On Christmas Day 2004, Cassini is scheduled to release its passenger Huygens with a gentle push to start its unpowered coast to Titan.
The surface of Titan is still a mystery and scientists don't know what sort of surface Huygens will encounter. It could splash down on a sea of liquid methane, crash on frozen ice and rocks or gently squelch down in extraterrestrial slime.
Explore further: NASA reveals finalists for next New Frontiers robotic mission: Saturn's moon Titan or Rosetta spacecraft's comet
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Two solar flares erupting from the sun have been spotted by NASA, which may cause a solar storm which is likely to strike the Earth today.
The sun’s atmosphere has been witnessing massive explosions which are also known as solar flares which would further send higher than normal radiation levels towards the Earth. The storm is triggered by the collision of the magnetic field of the earth.
These flares are expected to coincide with the earth’s magnetic field’s equinox cracks formation. Thus, some damage in the earth’s natural anti-charge particle shield.
Today, i.e. March 14 could see a minor solar storm reaching the Earth which would further amplify the planet's auroras. Thus, as per space officials, the Northern Lights would be visible from North U.S.
As per an alert from the Space Weather Prediction Center (SWPC), which is part of the National Oceanic and Atmospheric Administration (NOAA), in Boulder, Colorado. States of Michigan and Maine, could see northern lights. The storm could also result in fluctuations in a few weak power grids, but these fluctuations will only have very little impact on satellites in space.
However, GPS systems and commercial flights could be disrupted, and some power outages could also be witnessed.
As per the scientists, the upcoming geomagnetic storm is expected to be a G1 class, which happens to be a minor event. The event will run from March 14 to 15.
Image Credit: denofgeek
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U.S. authorities have released two men who flew a small plane into restricted airspace over Washington and caused a brief evacuation of the White House, U.S. Capitol and other government buildings.
The government says it did not file charges against the men after determining Wednesday's incident was a mistake.
The men were questioned for several hours after their plane was turned away from Washington and escorted to a landing strip in nearby Frederick, Maryland.
A White House spokesman Scott McClellan said the plane came about five kilometers from the White House before veering away.
He said the pilot did not respond to aviation officials, and fighter jets fired warning flares to get the pilot's attention. President Bush was not at the White House at the time of the incident.
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The Jovian Run was a regular Starfleet shuttlecraft route between Jupiter and Saturn, the two major gas giant planets in the Sol system. The shuttle flew once a day, every day.
Geordi La Forge and Edward Jellico were both pilots on the Jovian Run during their early careers. (TNG: "Chain of Command, Part II")
See also Edit
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We’ve been closely following developments with Air Belgium over the past few months. First, they suspended all of their scheduled flights only operating wet leases. Now it looks as though the airline will be wound up altogether after an emergency general meeting was called. It’s been a challenging month for airlines and this news follows the bankruptcy of Primera Air at the start of the month, and Cobalt Air yesterday. The news doesn’t necessarily come as a surprise given the bizarre business model that the company was being run under, however, it is always sad when the aviation industry suffers a loss.
Air Belgium was launched back in 2016, however, the airline didn’t make its first flight until earlier this year. It is currently based out of Brussels’ secondary airport, Charleroi. The airline is maintaining a fleet of four A340 aircraft. However, as it was only serving one destination, Hong Kong, the airline had two of its aircraft sitting on the ground. Air Belgium then suspended flights to Hong Kong around a month ago, focusing its efforts on wet leasing. Now three of its A340 aircraft are sitting on the tarmac while one is out making money operating BA’s London to Abu Dhabi route. Given the current shortage of long-haul aircraft due to the ongoing B787 engine issue, it is a surprise that the other three aircraft aren’t out making money.
Air Belgium is running an incredibly inefficient fleet. The A340s operated by the airline are all leased and were constructed between 2007 and 2008. All 4 of the aircraft were previously operated by Finnair. The A340 was designed with 4 engines at a time when ETOPS regulations weren’t around. This meant that two engine aircraft had to stay within 60 minutes of a diversion airport. As such the A340 was created. However, having four engines means that the A340 is using a lot more fuel than it needs to. This puts the aircraft at a significant disadvantage to its competitor the B777 which only uses 2 engines. As such, Air Belgium is having to pay significantly more to operate than if it had chosen two engine aircraft.
How Long Does Air Belgium Have?
There are three possible outcomes for Air Belgium as it currently stands. The first is that following the general meeting held by the board of executives today, the airline is wound up. This would almost certainly mean that all of the aircraft are grounded immediately and British Airways would need to find a new aircraft to lease. The second outcome is that the airline keeps operating the way it is. Currently, Air Belgium is solely reliant on its wet-lease agreement with British Airways, take that away and the airline will almost certainly crumble if it doesn’t beforehand. If, however, Air Belgium were able to lease out its remaining 3 A340 aircraft, it may place the airline in a better financial position. One reason that this may not have happened yet is crew shortages, as, by all accounts, the demand for wet leased long-haul aircraft is out there.
As always only time will tell the fate of Air Belgium. Do you think they can survive? Let us know in the comments below!
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This dim constellation wasn't defined until 1930.
Over the course of 11 years, Stardust visited an asteroid and two comets and sent pieces of space matter back to Earth.
Although one of the twin spacecraft is no longer in contact with Earth, NASA's STEREO mission continues to provide insights about the sun.
Scientists have calculated that Earth is 4.54 billion years old, with an error range of 50 million years.
Learn about planet Mars’ atmosphere, water supply and the possibility to support life, plus, findings from the Mars exploration rover mission.
The space shuttle Columbia broke up on Feb. 1, 2003, killing its seven-member crew. An investigation led to changes in NASA procedures.
Before their fiery demise, NASA's twin GRAIL spacecraft mapped the moon in a quest to learn more about our closest neighbor.
If the rays of the setting or rising sun hit the moon just right, the moon appears to turn red or ruddy-brown. This is called a blood moon.
The primary mission for NASA's Deep Space 1 was to test out a dozen new advanced technologies. During the spacecraft's ride through space, it also swung by an asteroid and a comet.
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Airlines have been working on solutions for years to reduce their operating costs, and this is especially true for low cost carriers who must keep ticket prices low. EasyJet, one of Europe’s largest inexpensive lines, is committed to testing hybrid machines.
New EasyJet flying aircraft will not rely solely on standard aviation fuel engines as they will be equipped with a special hybrid system using hydrogen fuel cells to power the electronics while the engine is stationary on the airport plate. Interestingly, these links will not produce waste. In this case, the water produced by the hydrogen reaction process is used to be used for drinking and toilet flushing. Plans are also to recover energy while braking the plane on the waist.
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Well ISRO has entered in to the record book by launching 104 satellites in the orbit. ISRO has shattered the previous record of Russia carrying 37 satellites. We already knew that out f 104 satellites three satellites belong to India while remaining 101 belongs to United States, Israel, UAE, Switzerland, Netherland and Kazakhstan. However out of 104 satellites, the heaviest one belongs to India weighing about 714kg.
India has done this marvelous job with very less budget and this is the reason the entire world is looking towards India. With this India has set a benchmark for the top nations like USA, Russia, China, Japan and European countries. The global space industry is growing rapidly which is worth $323 billion and the launch service segment alone grabs the $121 billion.
Earlier ISRO chairman has said that “we didn’t launch PSLV for setting any record but to improve the expertise and capabilities of ISRO”. The specialty of ISRO is its affordable launch services which is comparatively cheaper than the any other country offerings. ISRO launched Mangalyaan Mars Orbiter Mission (MOM) which costs $73 million while the similar mission of NASA’s MAVEN Mars Mission costs a whopping $671 million.
However ISRO is preparing to launch GSLV-III which would be the nation’s powerful and heaviest launch vehicle which can carry satellites weighing up to 5tonnes to GTOs of 36,000 km. This would place ISRO in next level in the launch services segment of the global space industry. India stood at first place for launching satellites at affordable price when compared to the launch services of other nations. However the budget allocation for Department of Space is $1.4 billion while US allocated $19.3billion.
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The following ratings are issued under this subpart:
(a) Airframe ratings.
(1) Class 1: Composite construction of small aircraft.
(2) Class 2: Composite construction of large aircraft.
(3) Class 3: All-metal construction of small aircraft.
(4) Class 4: All-metal construction of large aircraft.
(b) Powerplant ratings.
(1) Class 1: Reciprocating engines of 400 horsepower or less.
(2) Class 2: Reciprocating engines of more than 400 horsepower.
(3) Class 3: Turbine engines.
(c) Propeller ratings.
(1) Class 1: Fixed-pitch and ground-adjustable propellers of wood, metal, or composite construction.
(2) Class 2: Other propellers, by make.
(d) Radio ratings.
(1) Class 1: Communication equipment. Radio transmitting and/or receiving equipment used in an aircraft to send or receive communications in flight, regardless of carrier frequency or type of modulation used. This equipment includes auxiliary and related aircraft interphone systems, amplifier systems, electrical or electronic intercrew signaling devices, and similar equipment. This equipment does not include equipment used for navigating or aiding navigation of aircraft, equipment used for measuring altitude or terrain clearance, other measuring equipment operated on radio or radar principles, or mechanical, electrical, gyroscopic, or electronic instruments that are a part of communications radio equipment.
(2) Class 2: Navigational equipment. A radio system used in an aircraft for en route or approach navigation. This does not include equipment operated on radar or pulsed radio frequency principles, or equipment used for measuring altitude or terrain clearance.
(3) Class 3: Radar equipment. An aircraft electronic system operated on radar or pulsed radio frequency principles.
(e) Instrument ratings.
(1) Class 1: Mechanical. A diaphragm, bourdon tube, aneroid, optical, or mechanically driven centrifugal instrument used on aircraft or to operate aircraft, including tachometers, airspeed indicators, pressure gauges drift sights, magnetic compasses, altimeters, or similar mechanical instruments.
(2) Class 2: Electrical. Self-synchronous and electrical-indicating instruments and systems, including remote indicating instruments, cylinder head temperature gauges, or similar electrical instruments.
(3) Class 3: Gyroscopic. An instrument or system using gyroscopic principles and motivated by air pressure or electrical energy, including automatic pilot control units, turn and bank indicators, directional gyros, and their parts, and flux gate and gyrosyn compasses.
(4) Class 4: Electronic. An instrument whose operation depends on electron tubes, transistors, or similar devices, including capacitance type quantity gauges, system amplifiers, and engine analyzers.
(f) Accessory ratings.
(1) Class 1: A mechanical accessory that depends on friction, hydraulics, mechanical linkage, or pneumatic pressure for operation, including aircraft wheel brakes, mechanically driven pumps, carburetors, aircraft wheel assemblies, shock absorber struts and hydraulic servo units.
(2) Class 2: An electrical accessory that depends on electrical energy for its operation, and a generator, including starters, voltage regulators, electric motors, electrically driven fuel pumps magnetos, or similar electrical accessories.
(3) Class 3: An electronic accessory that depends on the use of an electron tube transistor, or similar device, including supercharger, temperature, air conditioning controls, or similar electronic controls.
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Updated: Dec 11, 2020
Internet connectivity has become a common household staple. Cable, DSL, and optic fiber are widely used to provide Internet connectivity to customers' homes. But what about people living or working in remote areas or sparsely populated locations? Remote geographies are generally hard to reach, so internet connectivity in these areas may be either non-existent or very expensive. If you live or work in the middle of nowhere, then satellite internet could be your best alternative.
Satellite internet is a form of wireless internet connectivity in which the internet signal is relayed to end-users via low earth orbit (LEO) satellites. LEO satellites are miniature versions of the traditional geostationary orbit (GEO) satellites that weigh more than 1000 kg and operate 36,000 kilometers above the earth. The LEO satellites weigh less than 500 kg and operate around 500 to 2000 km above the earth's surface.
Satellite internet is advantageous as it eliminates the requirement for cable or phone lines and can reach even the remote locations with otherwise unfavorable connectivity conditions. Although satellite internet has poor latency, the high bandwidth capacity provides an attractive option.
However, satellite internet comes with its share of cons. With satellite internet, data are transmitted using a satellite through the air and not directly through cables. This design leads to a greater chance of interference along with speed- and latency-related issues. Environmental factors such as wind, rain, or storms may also affect the quality of the Internet. Also, satellite internet leads to concerns over space debris that may significantly increase with ISPs launching several satellites into space.
Current Satellite Internet Providers
Pioneers in Satellite Communication - ViaSat and HughesNet are the two major satellite providers in the US today. ViaSat offers higher speed and data allowances, whereas HughesNet is known for its more affordable packages.
There are several major competitors currently attempting to become the largest global commercial satellite-internet provider. They include Starlink (Elon Musk's SpaceX project), Amazon's Kuiper, and Facebook's Athena.
Starlink, announced in 2015, is SpaceX's satellite internet project aimed at delivering high-speed broadband internet to locations where internet access is unavailable, unreliable, or expensive. Starlink plans to launch its service to most of the world in 2021. Along with providing broadband connectivity, Starlink is working to mitigate on-orbit debris. Inoperable satellites deorbit within a few months or burn up in the earth's atmosphere over a few years. This feature helps resolve concerns over the increasing space debris caused by satellites. SpaceX, having launched over 800 Starlink satellites in orbit, may become the biggest American organization to provide commercial satellite broadband services globally. A public beta test was launched in late October in parts of the US and Canada.
Amazon's Kuiper is currently the most significant competition for Starlink. Kuiper is another project aimed at launching a constellation of Low Earth Orbit Satellites that can be used to provide high-speed broadband connectivity to remote areas worldwide. As part of Project Kuiper, to cover the planet, Amazon plans to launch more than 3200 satellites into space. However, Kuiper is far behind Starlink and is yet to start manufacturing its satellites. Recently, Amazon received approval from the Federal Communications Commission (FCC) to launch its satellites into space. As per the FCC order, Amazon must launch half of the satellites by mid-2026 and the rest by mid-2029. Kuiper hopes to commence its broadband services once 578 satellites have been launched.
Tech giant Facebook is also working on a Low Earth Orbit satellite project that aims to provide high-speed broadband connectivity. News of this project, titled Athena, came just weeks after Facebook announced its internet drone project's shutdown. Athena was kept under wraps until mid-2018, and Facebook has still not released any specifics about the project.
Iridium Communications Inc. has launched a constellation of 75 second-generation LEO satellites to date. They are being used to provide high-quality voice and data connections over the earth's entire surface, including across oceans, airways, and polar regions. Iridium has signed a contract with Relativity Space for six dedicated launches to deploy Iridium's spare satellites to Low Earth Orbit. The launches are planned no earlier than 2023.
Boeing, one of the world's leading aircraft manufacturers, is also working on manufacturing commercial satellites that can be used to provide internet connectivity in hard-to-reach locations around the world. Boeing's project to build 1396 to 2956 satellites was briefly stalled, and it only restarted last year. However, the company has revealed little about its progress so far.
OneWeb was one of the most promising players in this Space Race. The famous London-based global communications company had partnered with Airbus to set up their satellite internet system, where Airbus would manufacture the satellites, and OneWeb would provide ground support. OneWeb has launched 74 satellites to date due to its attempt to become one of the world's first commercial satellite internet providers. OneWeb was acquired by Bharti Global and the British government in July 2020 after it was forced to file for bankruptcy in March 2020 due to the financial turbulence caused by COVID-19.
Alphabet, Google's parent company, owns a subsidiary called Loon, which aims to deliver a broadband connection to people living in remote areas worldwide. Loon has already been involved in delivering connectivity to remote areas via helium balloons flying in the stratosphere (20 km above ground level). Loon has partnered with Canadian telecommunications company Telesat to control Telesat's new constellation of low Earth orbit satellites using Loon's custom software service that also manages Loon’s LTE balloon fleet.
Promising New Entrants
Unlike the other players involved in the Satellite Internet Space Race, start-up Skylo Technologies' primary focus is not to deliver high-speed Internet via satellite. Instead, it focuses on enabling people, such as truckers on rural routes and people at sea, on working in remote areas by sending and receiving short bursts of data at a low price. Skylo is working on an antenna, about the size of a dinner plate, which can easily be bolted onto the roof of a boat or a truck. The Skylo antenna uses software to lock onto satellites to transmit data to nearby devices via Wi-Fi or Bluetooth. Customers only need to buy the antenna, which costs less than $100 and pays for Skylo's service, which starts at $1. Skylo has attracted several investors, including Innovation Endeavors, SoftBank, and Boeing's HorizonX,
A 5G-connected world will soon require high speed and low latency internet to connect a wide variety of devices. LEO satellites will play an essential role in extending cellular 5G networks to hard-to-reach locations, including air, sea, and remote geographies, by relaying 5G signals to the earth from space. LEO satellite constellations will be used with the terrestrial 5G infrastructure to improve network coverage and integrate with networks that manage IoT devices, such as connected cars. It will also provide cellular connectivity to end-users even during natural disasters such as earthquakes or hurricanes when 5G infrastructure might be damaged.
Over 350 patent applications regarding Satellite Internet have been filed over the years, with the highest number of applications filed in 2018 (70), followed by 2019 (55). 2020 has seen 12 applications in the field of satellite internet despite the ongoing global pandemic.
Patent Application Trends in Satellite Internet Industry (2000-2019)
A vast majority of these patents are filed in the US jurisdiction (195 records). Other popular jurisdictions include China, Europe, the Republic of Korea, Canada, Japan, India, Australia, Singapore, Taiwan, and Russia.
Countries with Patents in Satellite Internet Industry
Viasat Inc., famous for its satellite communication services, is the top Satellite Internet patentee. Other popular names such as Intelligent Technologies, Boeing, Hughes Network Systems, Google, Qualcomm, WorldVu (OneWeb), AT&T, and Facebook are also amongst the top 20 patent assignees in the field of satellite internet.
Satellite-based Internet seems to be rapidly gaining popularity as the most promising way to provide broadband connectivity to hard-to-reach places. Famous names such as Amazon, Google, and Facebook are interested in developing technologies. However, as of now, Elon Musk's Starlink seems to be far ahead of its competitors in the race to become the biggest global satellite internet provider providing high speed and low latency.
Associate Consultant at Lumenci Angelena is a Telecom and Computer Networking expert at Lumenci. She holds a degree in Electronics and Communication Engineering. Angelena loves to bake and spends her leisure time reading tech product reviews and fiction books.
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JetSMART Flight JA1120 connects Antofagasta, Chile to Arica, Chile, taking off from Antofagasta Cerro Moreno International Airport ANF and landing at Arica Chacalluta International Airport ARI.The flight distance is 567 km / 352 miles and the average flight speed is 493 km/h / 306 mph. In the last 30 days, the average delay of the flight was 0 minutes and the flight was on-time 100% of the times. The average flight time is 1 hour and 9 minutes.
This JetSMART flight can also be referenced as JAT1120, JA 1120, JAT 1120.
The latest flight took off on Thursday, 26th Mar, 2020 with the flight arrival status being Landed on 14:55.
See our JA1120 Flight Tracker above for more details.
There are flights connecting Antofagasta ANF to Arica ARI.
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Seventeen of Luna 3's 29 images were usable.
Luna 3's images covered 70 percent of surface of the lunar far side. They were used to create the first rudimentary atlas.
The images prompted scientists to revise their theories of lunar evolution.
Seventeen of Luna 3's 29 photos of the far side of the moon (right) were usable.
The photos were developed, fixed and dried on the spacecraft and beamed back to Earth.
The moon takes about 29 days to orbit the Earth, roughly the same amount of time to make one rotation on its axis. That is why we always see the same side of the moon from Earth.
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NASA Ares 1-X coverage: Ares rocket damaged after launch
The launch of NASA's Ares 1-X went fine. But damage to the Ares rocket occurred at splashdown.
According to a post on Florida Today's website, the solid-fuel motor's casing bent on impact after two of its three recovery parachutes failed to open. The site also has photos of the dinged casing.
As long-time space writer Todd Halverson reports it, one 'chute wrapped around a second, partially open 'chute, leaving only one parachute properly deployed. It's a bit like trying to slow a high-speed car with only one wheel's brakes working.
Meanwhile, engineers are puzzling over a not-quite-as-planned separation of the first stage and a second, dummy stage. Instead of continuing nose-first for another 20,000 feet or so after the first-stage motor burned out and separated, the second stage began to tumble as it climbed.
Not the kind of tight spiral you'd expect from the Bret Favre of rocketry, but that's why NASA ordered up test flights.
The Ares 1-X is a prototype for the vehicle NASA aims to use to launch astronauts into low-Earth orbit once the space-shuttle program ends. That's currently scheduled for the end of 2010. NASA officials say they are on track to have Ares 1 ready by 2016.
In the meantime, the agency has bought seats on Russian Soyuz rockets for US astronauts slated to serve on the International Space Station. That will fill the gap between the demise of the venerable shuttles and the arrival of Ares 1.
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Death toll in Russian plane crash rises to 39
The death toll of the Russian passenger plane that crashed in Syria on Tuesday, has risen to 39, Russia's Defence Ministry confirmed.
Moscow: The death toll of the Russian passenger plane that crashed in Syria on Tuesday, has risen to 39, Russia's Defence Ministry confirmed.
Earlier, the defence ministry said that 32 passengers were killed in the crash.
"Russia's Antonov An-26 transport plane that crashed while landing at Hmeymim airfield in Latakia in Syria was carrying six crew members and 33 passengers. Their families will be provided with the necessary assistance and support," the defence ministry was quoted by TASS as saying.
According to the updated information, there were 33 passengers and six crew members aboard the aircraft. All of them were military servicemen from the Russian Armed Forces, it added.
The plane crashlanded when it was about 500 meters short of the runway. Both the crew members and passengers were killed.
It further said that Russian defence ministry's commission was examining all possible versions of the crash.
Defence ministry officials said that the crash might have occurred due to a "technical fault", adding that neither the plane caught fire nor it came under attack. It added that a major general was among the dead.
Russia's Investigative Committee announced it had opened a criminal case into the crash, saying investigators would look into suggestions that flight-safety rules had been flouted.
Last month, a Russian Su-25 attack aircraft was shot down over the northwestern province of Idlib in Syria, believed to have been hit by a missile. (ANI)
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Why doesn’t the US military have anything even remotely as cool as this?
Here’s a video of a headless robot running over 18 mile and hour. Just a reminder, the average running speed of a healthy person is around 10 miles and hour.
Tuesday night in Hollywood there was mass hysteria over what some people thought was a rash of UFO sightings. Actually, it was just the Navy Seals skydiving over to the premiere of the new movie, “Act Of Valor” on Sunset Blvd. The P.O.V. visual of Hollywood at night is fantastic!
I love watching parachute jumps, that shit gets my blood pumping!
via Bits and Pieces.
It’s been a long time coming, but the U.S. Congress just handed two orders to the Federal Aviation Administration: to upgrade its radar system to GPS and to open up manned airspace to unmanned drones
Armed Military UAVs flying over US soil? why not! It’s not like we have a 100% unequivocal rule against military actions within our borders or anything. How soon until these robotic airplanes are dropping teargas on OWS protestors?
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Which airlines can you fly with from Frankfurt to Łódź?
Flights from Frankfurt to Łódź are operated by Lufthansa, an example of the partners cooperating with virail.
Travelling by plane to Łódź from Frankfurt: how many daily connections are there?
Which airports can you leave and where do the flights land in Łódź?
Frankfurt and Łódź-Lublinek are the departure and arrival ariports in Frankfurt and Łódź.
Always remeber to bring the suitable ID with you, depending on the flight you are about to take. Verify if the personal ID is sufficient or if the passport is needed, with relevant visa procedure for the destination or transit countries if required. Make sure that the validity dates cover the entire duration of your trip.
When are the first and last flights from Frankfurt to Łódź?
The first flight leaves Frankfurt at 21:04, while the last one to get to Łódź is scheduled at 22:04.
How long does it take from Frankfurt to Łódź by plane?
Direct flights from Frankfurt to Łódź need at least 12 hours and 5 minutes to reach Łódź.
Considering the long distance between Łódź and Frankfurt, a flight is undoubtedly the fastest option.
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3Dreaming wrote: On a airplane like a LSA an increase of 200 pounds will reduce your safety factor by about 15%.
Actually (and you know this, Tom; this response is for the benefit of others), that's only part of the story. Yes, a 15% increase in weight will reduce safety factor, but by far more than 15%. Here's why:
What leads to fatalities in aircraft accidents is the kinetic energy which must be dissipated while decelerating. Some of that energy (we can debate the percentage, but clearly some
of it) gets absorbed by the occupants, leading to traumatic
injury. And KE = 1/2 m v^2.
So, increasing m by 15% starts by increasing energy 15%. That's Strike One. (Stick around; the other strikes are related to velocity).
What velocity do planes crash at? In LSAs, most accidents occur during takeoff and landing, so they occur at or near stall speed. This is one of the reasons for the safety-motivated 45 kt LSA stall speed limit. And stall speed varies with load factor, which in turn is a function of mass. So, when weight went up 15%, stall speed also went up 15%, compounding the Kinetic Energy problem. That's Strike Two.
But wait, there's more. KE = 1/2 m v squared
. So Strike Three happens because that 15% safety degradation happening from the v factor occurs twice
The total increase in KE becomes (1.15)x (1.15) x (1.15) = 1.52. That's a 52% total increase in KE, resulting in a 52% decrease in the margin of safety for occupants in a takeoff or landing LSA accident.
Think about that when someone tells you the LSA rules are arbitrary.
Corollary: all else being equal, a plane flown 15% below
it's safe design weight will thus have a 52% greater
safety margin in a takeoff or landing accident.
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A nuclear thermal rocket (abbreviated to NTR) is a type of rocket engine which heats a propellant (usually liquid hydrogen) using a nuclear reactor. This is different from chemical rockets, which burn their propellant to heat it. NTRs have higher exhaust velocities than chemical rockets, high enough to triple a spacecraft's payload capacity (the amount of cargo or astronauts they can carry to their destination).
NTRs have the potential to be very fuel efficient while still providing good thrust, but their thrust-to-weight ratio is very small. A rocket's thrust-to-weight ratio (TWR) is the proportion between the amount of thrust the spacecraft can make and how much the spacecraft weighs. For example, a spacecraft that weighs 100 pounds and can produce 10 pounds of thrust would have a TWR of 1:10. An average chemical rocket has a TWR of about 70:1, but an average NTR has a TWR of 7:1. This means that NTRs have to burn for a long time to get the same acceleration as a chemical rocket. This is balanced by their high fuel efficiency.
NTRs have not been tested in space yet, but a special program named DRACO is going to attempt to do so.
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PARIS (Sputnik) – The A320 plane crashed in a remote mountainous region in southern France on Tuesday morning.
"The guy outside is knocking lightly on the door and there is no answer," an investigator told the Times about what has been heard on recovered cockpit voice recorders. "And then he hits the door stronger and no answer. There is never an answer."
"You can hear he is trying to smash the door down," the investigator added.
The new evidence raises some serious questions about the cause of the crash which left all 142 passengers and 6 crew members dead. The plane lost altitude suddenly, dropping from 38,000 feet over about 10 minutes. During that time the plane sent no distress signal.
"But what is sure is that at the very end of the flight, the other pilot is alone and does not open the door," the official added, referring to the A320 cockpit voice recorder data.
The plane's first black box, the cockpit voice recorder, was recovered on the same day. On Wednesday, parts of the second black box, the flight data recorder, were found. Media reports said that the memory chip in the second recorder was dislodged.
French President Francois Hollande told reporters on Wednesday that the cover of the second black box had been found, but not all parts of it. Hollande stressed that everything possible was being done to understand why the Germanwings plane crashed.
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NASA’s Perseverance rover has successfully touched down on the surface of Mars after surviving a blazing seven-minute plunge through the Martian atmosphere. The rover’s clean landing sets the stage for a years-long journey to scour the Red Planet’s Jezero Crater for ancient signs of life.
“Touchdown confirmed,” Swati Mohan, a member of NASA’s entry, descent and landing team, said. “Perseverance is safely on the surface of Mars ready to begin seeking the signs of past life.” The landing team of roughly 30 engineers at NASA’s Jet Propulsion Laboratory in California jumped from their seats and cheered at the confirmation. Moments after touching down, Perseverance beamed back its first image from one of its 19 cameras.
Perseverance hit Mars’ atmosphere on time at 3:48PM ET at speeds of about 12,100 miles per hour, diving toward the surface in an infamously challenging sequence engineers call the “seven minutes of terror.” With an 11-minute comms delay between Mars and Earth, the spacecraft had to carry out its seven-minute plunge at all by itself with a wickedly complex set of pre-programmed instructions.
Enduring blazing heat, the rover was shielded by a protective shell and parachute to help slow itself down. A descent stage with six rocket thrusters fired as it neared the surface, slowing Perseverance to a much calmer 2 mph. Clutching the rover, the descent stage hovered 66 feet above the surface to execute a “skycrane” maneuver, where it gently lowered Perseverance on a set of cables the rest of the way to the surface.
Once the rover planted its six wheels on the surface, it snipped the skycrane cables, prompting the rocket-powered descent stage to move itself far away from Perseverance.
The SUV-sized rover has traveled 293 million miles since launching last summer in a slim window of time as Earth and Mars closely aligned in their orbits around the Sun. That alignment comes once every two years, and NASA launched its rover alongside China and UAE, whose Martian spacecraft reached the planet earlier this month.
Toward the end of its seven-month journey, Perseverance’s cruise stage carried out fewer orbital correction maneuvers than originally planned, in part due to an ultra-precise insertion on its Mars trajectory when it launched atop an Atlas V rocket from United Launch Alliance. “When we hit the bullseye, that means they had a ton more propellant” that NASA didn’t have to use on its journey to Mars, ULA CEO Tory Bruno told noti.group.
Credit: Notigroup Newsroom.
[This article may have been written with information from various sources]
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On Monday, a NASA spacecraft reached the near-Earth asteroid Bennu, kicking off a research mission that could help us unlock secrets of the early solar system and, hopefully, the start of life on Earth. The spacecraft, named OSIRIS-REx (because Origins, Spectral Interpretation, Resource Identification, Security-Regolith Explorer doesn’t exactly roll off the tongue), has been beaming pictures of its approach to the asteroid all the way, allowing us to get a really close look for the first time. “The story of this asteroid is the story of the solar system,” Bashar Rizk, instrument scientist for OSIRIS-REx, told CNN. “When we understand Bennu, we will understand something fundamental about our solar system.” After a two year journey traveling to reach the asteroid’s orbit between Earth and Mars, the spacecraft is now less than 12 miles from Bennu. Following a few initial passes to get a sense of spin, mass, and shape, OSIRIS-REx will drop in close enough to start orbiting the asteroid in its weak field of gravity. If this happens as planned in January 2019, Bennu will become the smallest object NASA has ever orbited.
OSIRIS-REx will spend another two years with its celestial dancing partner. While circling Bennu, which is about as wide as the Empire State Building is tall, the spacecraft will snap photos of the asteroid while 3-D mapping its surface and measuring temperature, rock mineral content, and x-rays emissions.
OSIRIS-REx won’t ever land on its rocky target. But in July 2020, it will also reach out a mechanical arm and tap the asteroid’s surface to take a physical sample of whatever it finds there. The spacecraft will send this sample back to Earth, which, if successful, will be the first specimen collected from an asteroid and returned to our planet.
NASA chose this asteroid out of 500,000 others because it’s relatively close to Earth and large enough—with a slow enough spin—to make a mechanical fist-bump possible. It’s also really old, a remnant of the formation of our solar system. Scientists believe asteroids like this one may have delivered water to form our oceans and can help us understand how planets formed. After the spacecraft drops the samples it collects in the Utah desert in 2023, scientists expect they’ll spend another two years looking at Bennu’s makeup to see if, among other materials, the asteroid contains the types of amino acids that made life on Earth possible.
Bennu could also collide with Earth one day, and studying it could potentially help scientists develop ways to prevent such a collision. That probably won’t happen until the 22nd century, but no matter which way you look at it—answering life’s fundamental questions, avoiding catastrophic meteorites, or snapping cool images of our solar system—this is one rock to watch.
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You haven't searched anything yet.
At Boeing, we innovate and collaborate to make the world a better place. From the seabed to outer space, you can contribute to work that matters with a company where diversity, equity and inclusion are shared values. We’re committed to fostering an environment for every teammate that’s welcoming, respectful and inclusive, with great opportunity for professional growth. Find your future with us.
Position: Aerodynamics Engineer (Flight Operations)
Location: The Boeing Company, Seal Beach, CA
Research and evaluate mechanical products, equipment, systems or processes to meet requirements. Plan and establish sequence of operations to fabricate and assemble parts or products and to promote efficient utilization. Confer with engineers or other personnel to implement operating procedures, resolve system malfunctions, or provide technical information. Analyze statistical data and product specifications to determine standards and establish quality and reliability objectives of finished product. Investigate equipment failures or difficulties to diagnose faulty operation and recommend remedial actions. Respond to airline customer inquiries on flight operations subjects including Master Minimum Equipment List (MMEL) and Dispatch Deviations Guide (DDG), Flight Crew Procedures (FCOM/QRH, FCTM), and ferry flight requests. Provide on and off-hours support to Boeing’s 24-hour Operations Center for ferry flight requests and other time-critical customer inquiries related to flight operations. Conduct fast-paced, high-level research into customer inquiries. Coordinate with engineering teams and technical pilots to develop detailed responses. Document work with good technical details so that others can use this information to efficiently develop similar future customer responses. Perform engineering duties in designing, constructing, and testing aircraft, missiles, and spacecraft. Estimate production costs, cost saving methods, and the effects of product design changes on expenditures for management review, action, and control. Confer with clients, vendors, staff, and management personnel regarding purchases, product and production specifications.
A Bachelor’s Degree in Engineering or a related field, plus 5 years of progressive, post-baccalaureate experience in aerospace engineering.
This role also requires 5 years of experience in the following skills:
• Applying knowledge of pilot procedures to reply to inquiries on and revise flight crew procedures;
• Interpreting and providing answers to airline flight operations engineers on airplane operations including dispatch requirements;
• Assisting in the development of the Minimum Equipment List Document through analysis of the Master Minimum Equipment List, the Configuration Deviation List and the Dispatch Deviation Guide; and
• Coordinating and triaging custom inquiries to relevant subject matters on all the following aeroplane systems: navigation, autoflight, communications, power plant, fuel, electrical, hydraulic, flight controls, and environmental systems.
2% international and 2% domestic travel may be required.
This position permits telecommuting up to 40%.
Full time employment, Monday – Friday, 40 hours per week, $126,485.00 per year.
TO APPLY: Please click “Apply Now” Button
Drug Free Workplace:
Boeing is a Drug Free Workplace where post offer applicants and employees are subject to testing for marijuana, cocaine, opioids, amphetamines, PCP, and alcohol when criteria is met as outlined in our policies.
Equal Opportunity Employer:
Boeing is an Equal Opportunity Employer. Employment decisions are made without regard to race, color, religion, national origin, gender, sexual orientation, gender identity, age, physical or mental disability, genetic factors, military/veteran status or other characteristics protected by law.
Boeing is an American multinational manufacturer of aircraft, as well as defense, space, and security systems.
The job skills required for Aerodynamics Engineer (Flight Operations) include Futures, etc. Having related job skills and expertise will give you an advantage when applying to be an Aerodynamics Engineer (Flight Operations). That makes you unique and can impact how much salary you can get paid. Below are job openings related to skills required by Aerodynamics Engineer (Flight Operations). Select any job title you are interested in and start to search job requirements.
The following is the career advancement route for Aerodynamics Engineer (Flight Operations) positions, which can be used as a reference in future career path planning. As an Aerodynamics Engineer (Flight Operations), it can be promoted into senior positions as a Biomedical Engineer IV that are expected to handle more key tasks, people in this role will get a higher salary paid than an ordinary Aerodynamics Engineer (Flight Operations). You can explore the career advancement for an Aerodynamics Engineer (Flight Operations) below and select your interested title to get hiring information.
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| 0.058487
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The passing of time can be altered by 2 factors, gravity and velocity.
Increase in both gravity or velocity will slow down time.
1. Gravity: Everything likes to live where it will age the most slowly, and gravity pulls it there (Kip Thorne – the Science of Interstellar)
2. Velocity: A space traveler approaching the speed of light will age slower than another one staying on the earth (Twin paradox).
What does this mean?
On the ISS, time runs slower because of the high speed
Altitude: about 400km
Orbital speed: 8km/s
Time dilation: 0.01 seconds slower every year
The smaller gravity pull from the Earth accelerates the time, but not enough to compensate for the velocity of 8km/s which slows down time. So in the end, an astronaut spending 6 months on the ISS will be about 0.005 seconds younger.
[On the ISS] Velocity has increased for the astronauts, slowing down their time, whereas gravity has decreased, speeding up time (the astronauts are experiencing less gravity than on Earth). Nevertheless, the ISS astronaut crew ultimately end up with “slower” time because the two opposing effects are not equally strong. The velocity time dilation is making a bigger difference, and slowing down time. The (time-speeding up) effects of low-gravity would not cancel out these (time-slowing down) effects of velocity unless the ISS orbited much farther from Earth.
On the GPS satellites, time runs faster because of the decrease of gravity
Orbital speed: 4km/s
Time dilation due to velocity: 7 microseconds per day
Time dilation due to less gravity: 45 microseconds per day
The combination of these two relativistic effects means that the clocks on-board each satellite should tick faster than identical clocks on the ground by about 38 microseconds per day (45-7=38)! This sounds small, but the high-precision required of the GPS system requires nanosecond accuracy, and 38 microseconds is 38,000 nanoseconds. If these effects were not properly taken into account, a navigational fix based on the GPS constellation would be false after only 2 minutes.
The engineers who designed the GPS system included these relativistic effects when they designed and deployed the system.
GPS and relativity
[Contrary to popular belief, GPS satellites are not in geosynchronous or geostationary orbits). The satellite orbits are distributed so that at least 4 satellites are always visible from any point on the Earth at any given instant (with up to 12 visible at one time)]
Written by Dorin Moise (Published articles: 275)
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| 0.889239
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As awesome as the guy in the car is, that is some great flying by that pilot
Huh. Wonder how that car is able to move so fast with that guys massive balls of steel
@Praise Satin, because his head is filled with enough air
@Praise Satin, I mean, it was only about 60-80 mph based on a single engine plane landing speed.
That's just plane scary.
Glad to see GTA 6 is coming along nicely
@pyrocrypto, The plane's landing gear is stuck, so the man in the car is bravely unjamming it so that the plane can land safely.
OSHA would not approve
That looks wheely dangerous.
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| 0.820257
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|Title:||Fumes in cockpit, Boeing 727-100, January 21, 1997|
|Micro summary:||This Boeing 727-100 experienced noxious fumes in the cockpit, resulting in a diversion.|
|Event Time:||1997-01-21 at 2245 CST|
|Publishing Agency:||National Transportation Safety Board (NTSB)|
|Diversion Airport:||Will Rogers World Airport, Oklahoma City, Oklahoma, USA|
|Site of event:||Oklahoma City, OK|
|Departure:||Will Rogers World Airport, Oklahoma City, Oklahoma, USA|
|Destination:||Memphis International Airport, Memphis, Tennessee, USA|
|Airplane Type(s):||Boeing 727-100|
|Type of flight:||Cargo|
|Diverted to:||Will Rogers World Airport, Oklahoma City, Oklahoma, USA|
NTSB short summary:
existence of fumes from the cargo compartment and activation of the cargo smoke detector for undetermined reasons.
During the takeoff initial climb, the crew received an aural warning and the number 2 smoke detector sensor light illuminated in the cockpit. Crew members noted a strong smell, like lacquer and varnish, coming from the cargo area. No evidence of an in flight fire or hazardous cargo spill was found in any cargo container. Wood panels, painted earlier that day with a base coat (Kem-Flash E61A45) and a topcoat (Production Lacquer L61XX Laed-Free Custom), were found in cargo bin 5. The ramp agent, who loaded the boxes into the cargo container, did not notice any smell or fumes when the container was loaded into the cargo bin. Painted panels may emit a paint like odor during the curing process; however, once the paint has been used on the panels it is not considered a hazardous material and is considered nonflammable when it is still in a curing stage. The smoke detector operates based on the percentage of light transmitted. The smoke detector, Part No. 7740-01, Serial No. 2024, tested within the manufacturer's operation specifications.
NTSB factual narrative text:
On January 21, 1997, at 2245 central standard time, a Boeing 727-100, N198FE, registered to and operated by Federal Express Corporation as Flight 1272 on a Title 14 CFR Part 121 domestic cargo flight, experienced the activation of the fire warning light in the cockpit during the departure climb to cruise from the Will Rogers World Airport, Oklahoma City, Oklahoma. The flight was on an IFR flight plan with a final destination of Memphis, Tennessee. Visual meteorological conditions prevailed. The airplane was not damaged and the 3 flightcrew members and a company pilot on the cockpit jumpseat were not injured. The flight returned to Oklahoma City and landed without further incident.
During personal interviews, conducted by the investigator-in-charge (IIC), and on the enclosed statements, the flight crew reported that during the initial climb, between 4,000 feet and 4,500 feet MSL, the crew received an aural warning and the number 2 smoke detector sensor (located for detection in cargo bins 4 and 5) light illuminated in the cockpit. The captain of Flight 1272 requested that the company pilot on the jumpseat open the cockpit door and check for smoke in the cargo areas. Upon opening the door, the crew members noted a "strong smell like lacquer and varnish." The captain declared an emergency and subsequently requested and received an ATC clearance for a visual approach and landing at the airport. The flight landed on runway 17L, exited at taxiway Echo, and stopped on the taxiway. The crew deployed the emergency slide and everyone exited the airplane. At the local hospital, all flight personnel were checked for fume inhalation and released.
Local authorities, FAA inspectors and company personnel examined the aircraft cargo and reported to the IIC that no evidence of an in flight fire or hazardous cargo spill was found in the hazardous cargo container at position 1 or the other cargo containers. The cargo container at position 5 is located between station 695.45 and 784.45 on the Boeing 727-100.
The cargo container at position 5 contained 3 boxes of furniture panels that emitted fumes. Two of the boxes were 4 feet by 2 feet by 6 inches and one box was 2 feet by 1 foot by 3 inches.
During telephone interviews, conducted by the investigator-in-charge, personnel of Winslow and Associates at Oklahoma City, Oklahoma, a furniture company, reported that a store in Tampa, Florida, was being finished for a grand opening and called Winslow and Associates for additional furniture panels. Winslow and Associates has an agreement for shipping the panels via Federal Express. The panels were painted during the day with a base coat (Kem-Flash E61A45) and a topcoat (Production Lacquer L61XX Lead-Free Custom) and dried for approximately 7 hours. At approximately 1830, the 3/4 inch thick wood panels, dried to touch, were crated. Subsequently, at 1930, they were taken to the Federal Express ramp at the airport. The Federal Express ramp agent, who loaded the boxes into the cargo container at approximately 2130, did not notice any smell or fumes when the container was loaded into cargo bin number 5. Ramp personnel further stated that the temperature was about 40 degrees Fahrenheit.
Personnel of the furniture company (Winslow and Associates) stated that the panels cure for several hours after they have been painted and the painted panels may emit a paint like odor during the curing process; however, the fumes are nonflammable. The paint shop environment tested at 5 parts per million (toluene and/or other hydrocarbons) with the specification limit at 100 ppm. The paint mixing room containing 5,000 gallons of paint/lacquer does not reach the 100 ppm limitation.
Following the incident, the furniture boxes were off loaded. Maintenance personnel replaced a cargo net and the crew emergency slide. The aircraft was returned to service and the crew taxied for the departure flight. During the takeoff roll, the #2 sensor illuminated and the crew aborted the takeoff. Maintenance personnel replaced the #2 sensor and the airplane was dispatched for flight the following morning.
The FAA Southwest Regional Hazardous Material Coordinator stated that once the paint had been used on the panels, it was not considered a hazardous material, even though the paint was still in a curing stage. The fumes responsible for the paint odor are considered non flammable.
The smoke detector, Part No. 7740-01, Serial No. 2024, operates based on the percentage of light transmitted (particle density). The unit was tested within the manufacturer's specifications by Whittaker Safety Systems at Simi Valley, California.
|Learning Keywords:||Operations - Cabin or Cockpit Smoke|
|Operations - Cargo - Fire or alarm|
|Close match:||In-Flight Fire And Impact with Terrain, Valujet Airlines Flight 592, DC-9-32, N904VJ, Everglades, Near Miami, Florida, May 11, 1996|
|In-Flight Fire, McDonnell Douglas DC-9-83, N569AA, Nashville Metropolitan Airport, Nashville, Tennessee, February 3, 1988|
|Cargo Bay Fire, Air Canada Boeing 767-300 C-GHML, Toronto/Lester B. Pearson International Airport, Ontario, 13 May 2002|
Accident Reports on DVD, Copyright © 2006 by Flight Simulation Systems, LLC. All Rights Reserved. All referenced trademarks are the property of their respective owners.www.fss.aero
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| 0.046568
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Satellite Communication Book By Dc Agarwal Free Download [EXCLUSIVE] ⏫
Satellite Communication Book By Dc Agarwal Free Download
the book focuses on the satellite communications technology of two different satellites, and covers some of the latest developments in the field. it covers the basics of space navigation and spacecraft, the fundamentals of radio-frequency and digital communications, and the physics of satellite communication. it also includes complete coverage of the use of satellite communications in military applications, such as navigation, surveillance, and global positioning.
satellite communication is the transmission of information through satellite. it is used in civil and defense applications, such as communications, weather forecasting, and scientific experiments. satellite communication can be viewed as a subset of global positioning system (gps) technology, in that satellites are used to relay information from gps satellites.
satellite communication is the use of satellites for telecommunications purposes. the term refers to any communications link that uses a communications satellite, but the term is usually used to describe the use of satellites to send and receive information. in general, a satellite communication system is any system that uses at least one satellite for the purpose of transmitting information. such a system can be as simple as a hand-held communication device or as complex as an earth-orbiting satellite, which carries a large antenna, and a ground-based receiver in an operator’s facility or in a mobile vehicle.
satellite communication is distinguished from other modes of communication by its wide bandwidth, which allows for data rates up to 40 megabits per second. the capacity of the network can be further increased by using compression schemes, such as those found in mpeg-2, mpeg-4, or mp3.
this book offers a comprehensive overview of both spacecraft and ground-based satellite communications. it covers the fundamentals of space navigation and satellite radio-frequency systems, and provides a practical introduction to current trends in satellite communication. in addition, the book emphasizes the role of the satellite in global communications, as well as the prospects for the future. it also provides a detailed description of the most commonly used satellite communication equipment, including solar-powered and power-generating satellites. finally, the book describes many other aspects of satellite communications, including the construction and operation of ground station facilities, and the use of satellites for navigation and global positioning systems.
satellite communications is one of the most innovative and exciting fields of technology. this book provides the basis for understanding and practising this technology. it begins with a discussion of basic concepts such as orbit, velocity, acceleration, mass, inertia and rotation. this is followed by coverage of satellites, including the history and development of the field. the remaining chapters focus on the design, operation, and manufacture of satellites, with chapters on laser communication, infrared communication, microwave and radio-frequency communication, optical communication, and digital communication. a detailed section on economics is included, as well as chapters on the design and operation of ground stations. finally, there is a comprehensive list of useful websites.
this book provides a comprehensive and concise introduction to the study of satellite communications. it is intended for students who are new to the field or for those who want to refresh their knowledge. it begins with an introduction to the fundamentals of satellite technology, and then discusses satellites in general. this is followed by a discussion of radio-frequency satellites, digital communications, and satellite television, as well as a chapter on future trends and technologies. it also provides comprehensive coverage of several satellite communication technologies, including an overview of the latest developments in satellites and satellite communications, and a detailed account of the use of satellites for navigation and global positioning. further chapters cover ground stations and ground-to-space communications, as well as a comprehensive list of useful websites.
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| 0.519853
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The French-built Fouga CM.170 Magister is a slightly unconventional
aircraft which looks more like a one-off experimental design than
a time-proven, multi-role jet operated by over 25 different countries
- right up until 2007 in the case of Belgium - and still flown by
many private owners to this day.
The Fouga CM.170 Magister is an old design, with its origins starting
in the late 1940s during the rapid advances in jet technology. The
aircraft was an adaptation of a previous Fouga prototype, the CM.130,
and it was conceived as an advanced trainer for the new generation
of fast-jet combat pilots.
The French Air Force (Armee de l'Air, or AdA) had requested such an
aircraft, and commissioned Fouga to build three prototypes in 1950.
The distinctive V-shaped tail of the CM.170 Magister is actually a
redesign of the V-tail used on the company's modified CM.8 glider
prototype which was being used to experiment with jet engines.
The Fouga CM.170 Magister first flew on July 23rd 1952. The success
of the first three prototypes led to the French Air Force ordering
10 more pre-production aircraft in 1953, with a subsequent request
for 95 production aircraft arriving in 1954. The Magister officially
entered service with the French Air Force in 1956.
Several variants of the aircraft were built, and it was also built
under license in several countries, including Finland and Israel.
There was also a Naval version built called the CM.175 Zephyr. This
was used as a trainer for carrier deck landings and other non-combat
Throughout its production run there were several large industrial
mergers of French aircraft companies, resulting in the Magister being
known by several different titles. It has been known as the "Fouga
CM.170 Magister", "Potez (Fouga) CM.170 Magister", Sud Aviation(Fouga)
CM.170 Magister" and "Aerospatiale (Fouga) CM.170 Magister" depending
on where and when they were built.
Although the Magister was initially conceived solely as a trainer
aircraft, it could be armed. The standard fitment was 2x 7.5 mm (or
7.62mm) machine guns with 200 rounds per gun, as well as two underwing
hardpoints for bombs, unguided rockets or Nord Aviation SS.11 wire-guided
The CM.170 Magister saw combat in several conflicts around the globe.
Israel deployed the aircraft during the 1967 Six Day War as a close
air-support aircraft against targets on the Egyptian front, and later
against Jordanian amour. The aircraft proved to be fairly effective
but suffered heavy casualties with six being lost.
Magisters were also used in the ground-attack role during the prolonged
Salvadoran Civil War.
A single Fouga CM.170 Magister was also used during the Congo Crisis.
Flown by a Belgian mercenary pilot, it attacked United Nations Peacekeepers
in September 1961, destroying two DC-4s and a DC-3 on the ground using
machine guns and improvised bombs. It later made several more attacks
on ground targets but was not used after 1961.
In the end the long-lived and highly-successful Magister was replaced
by the French Air Force by the much more advanced Alpha
Jet as their primary trainer.
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| 0.171135
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A look at a very odd design of aeroplane from Germany.
Full title reads: "Berlin. The Duck Plane - aviation's latest! The wings are at the rear, engines are under the wings, and it can fly backwards."
This odd looking plane is pushed out of its hanger. Closer shots as the pilot climbs into the cockpit. The engines are turned over by a mechanic.
The plane taxis away across the airfield and takes off. Shots of plane in flight - it looks very weird.
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| 0.039884
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Unfortunately the Hat Tricks missed the launch of the Space Shuttle Endeavour, originally scheduled for Sunday morning, February 5, 2010. The launch was pushed back 24 hours about 30 minutes before the 4:39 A.M. launch time. Given the uncertainty that the new launch time would actually happen, plus the cold weather made our decision to leave the campsite Sunday morning and travel to Sarasota. The Hat Tricks found out that our two young children did not do well in this environment so, unfortunately, we missed the opportunity to see Endeavour launch. According to the Hat Trick's brother-in-law it was fantastic when it launched around 4:00 A.M. Monday morning.
We did get some photos and will post them as soon as possible...only a few more opportunities left in the Space Shuttle program (no more night launches) so we'll see if there is a chance to see a launch before it ends.
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| 0.037222
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Cheap flights from Liverpool to Faro
Find cheap Liverpool United Kingdom to Faro Portugal flights with our free search service. Compare all available fares for direct or connection flights from Liverpool to Faro.
|Flight||Departure Date||Arrival Date||Price||Duration||Number Stops||Updated|
The average distance from Liverpool to Faro is 1862 kilometers (equals to 1157 miles or 1005 nautical miles). Your flight will departure from Liverpool, United Kingdom and arrive on Faro, Portugal.
The average flight time between Liverpool to Faro is 5 hours 45 minutes
The average price for one-way airfare from Liverpool to Faro is 104 USD (none-taxes) for economy class.
Around 6 flights are flying daily from Liverpool to Faro. Some major airlines between this route are EasyJet, Norwegian Airlines, Ryanair, Heli Securite, ...
|U27193||Liverpool (LPL)||Faro (FAO)||6:40 a.m.||9:30 a.m.||A319|
|U27195||Liverpool (LPL)||Faro (FAO)||4:40 p.m.||7:30 p.m.||A320|
|FR4031||Liverpool (LPL)||Faro (FAO)||8:25 a.m.||11:20 a.m.||B738|
|HS481||Liverpool (LPL)||Faro (FAO)||4:30 p.m.||7:25 p.m.||NDE|
|U27197||Liverpool (LPL)||Faro (FAO)||7:30 p.m.||10:25 p.m.||319|
|DY2520||Liverpool (LPL)||Faro (FAO)||7:10 a.m.||10 a.m.||73H|
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| 0.037578
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The F-111 Aardvark was operated only by two forces - the USAF and the Australians. The aircraft has never received its due, in my opinion. A friend, Quizmo, flew these incredible aircraft out of Lakenheath and Cannon, before moving on to Beagles.
The F-111 served in A, C, D, E, F, G, EF- and FB- versions. A Navy version, the B, was initially developed, but was found to be totally unsuitable for carrier operations. Sadly, the last American Aardvarks were retired back in the mid-1990s, but the Australians still fly them.
The F-111 has a fuel dump nozzle uniquely placed - between the two engine exhausts. If the dump was turned on while the jet was in afterburner, a 100 foot long torch shot out the rear of the aircraft. The USAF deemed this to be too dangerous to allow, but the Aussies jumped on it and used it to great delight at airshows and other events.
Here are a couple of Aussie 'torches' for your enjoyment ....
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| 0.141389
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The Black Box from the Air India Express Flight from Dubai to Kozhikode that crashed on landing at the Kozhikode International Airport has been recovered and will be pertinent to understand the cause and what happened before the flight crashed. At least 18 people including the pilot and co-pilot were killed after the Air India Express IX 1344 flight carrying 190 passengers, reportedly skid off the tabletop runway while landing and plunged 30 feet and split into two after crashing into a wall.
The exact cause of the crash is yet to be ascertained and this is where the Black Box or the flight data recorder plays an extremely important role.
Now that the Black Box from the Air India Express flight has been retrieved, the preliminary investigation will take at least 48 hours. The Aviation accident investigation team will look into the details. In some cases, the Black Box will have to be sent to the airline company in the United States of America to decode the Black Box. The entire investigation may take a couple of weeks to complete.
Explaining the importance of a Black Box, Group Captain KVSN Murthy who is a former Indian Airforce Pilot and also a two-time gallantry award winner said, “The Black Box is crucial as it will give the investigation team the complete details. It will help reconstruct the story. It will reveal all the parameters. The height, the speed, the thrust, the acceleration, details about whether the pilot was overriding the automated system, every minute detail is revealed once the Black Box is recovered. Moreover, the conversation is also recorded, and this will reveal a lot about the accident.”
What is a black box?
Flight data recorders (FDR) store important data about a plane, which is often important in investigating air crashes. Unlike the name Black Box suggests, the box isn't actually black, but is bright orange so that is easier to locate during crashes. They are also designed to withstand extreme weather conditions such as extremely high temperatures, deep waters and high pressure or impact. They reportedly can work even when pilots go off the radar.
A former pilot with expertise in difficult-terrain flying told TNM that the Black Box is placed near the tail of the aircraft, and this is because it is the safest part of the aircraft and usually takes least impact in a crash, compared to the cockpit, etc.
“Because a flight carries so many lives, by law it is required to have a Black Box that can record all the important data that can be retrieved in cases of a crash,” she added.
The Black Box has two components: The Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR). The FDR stores all the data of the flight that includes the trajectory, rate of descent, speed, level of fuel, altitude, engine thrust, etc, and where the flight was at every point in the past few hours.
“It gives you every parameter of the airplane and the configuration at each point. Was the flap taken out, when was the landing gear taken out, was it taken out late, or did a part of it get damaged, it records everything of the aircraft,” she added.
The CVR, on the other hand, records everything happening inside the cockpit - from the pilot’s conversations with the Air Traffic Control to conversations with the cabin crew, etc.
This will help ascertain if the Air India Express pilot was finding it difficult to land the aircraft, what the visibility was and whether he conveyed any issues to the ATC and vice versa. As per reports, this helps understand if a crash was a mechanical glitch, human error or any other cause.
All this information is stored on a memory board house in a metal block inside the box, which will have to be retrieved and decoded. Thirteen hours of data is usually recorded in the box, but in cases of crashes, the last half an hour worth of data is what is retrieved to understand the cause of the crash.
Several theories are already doing rounds with regard to what could have possibly led to the accident. One of them is that the pilot could have been high on approach. Dismissing these claims as baseless, Group Captain Murthy, who trained under the pilot said, “The Instrument landing system (ILS) is used until the plane is about to land. Only before landing the pilot takes over the control. The computerised system will not allow you to override it usually. The claim that the pilot was high on approach is baseless and it is too early to comment.”
The tail wind is another theory that is being widely discussed. To this Group Captain Murthy said, “For example if an aircraft is at 100 km/hour and the tail wind component is 20 kms/hour, then the flight’s velocity will be 120 km/hour when it lands. The presence of a tail wind component means that the velocity of the aircraft will be higher, and this will require more runway length. As per my understanding, it doesn’t seem to be a fault with the landing gear, because if that was the case the pilot would have surely diverted the flight to another airport without taking a risk considering this is a tabletop runway.”
In 2010, when the Mangaluru plane crash happened, the Black Box was recovered only after three days of intense search. “In the Mangaluru plane crash, the aircraft plunged off the table top and fell into the jungle terrain. The fall had disintegrated the aircraft into several pieces. The area below the table top was jungle terrain which made it even more difficult to carry out the search operations. In the Air India Express crash, the aircraft had only split into two parts. The tail-end where the recorders and the Black Box is stored seemed intact from the visuals and hence it won’t be as difficult to retrieve the Black Box as in the Mangluru aircraft crash”, added Group Captain Murthy.
Reminiscing his days from the National Defence Academy, Group Captain Murthy fondly remembered Wing Commander Deepak Vasant Sathe as one of his instructors at the academy. He said, “Wing Commander Sathe was a very experienced Captain. He was a thorough professional. He was a recipient of the President’s Gold Medal and was also bestowed the Sword of Honour. It is rarely that you achieve both of these. He was not only good at studies but was also an all rounder.”
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| 0.121377
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-HAH! Answers the question where this plane got painted then...There's a pic of this on skyliner-aviation.de but they quote the pic as being taken at DAL
which is incorrect...I thought that the field it was actually at was New Iberia, LA
as there's a lot of painting that gest done there.
As for the airplane itself, C5-WAL is the former Northeast L1011 3D-NEG which was in DAL
for at least 7 months and was the star of the pilot episode of "LAX
", being the Serb Air example shown.
If my wife wasn't due this week, I'd head out to Hondo!
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__label__hq
| 0.54823
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Boeing demonstrates SHARC in Hawaii
Boeing has demonstrated the Sensor Hosting Autonomous Remote Crafts (SHARCs) off the coast of Hawaii, the company said on 13 January.
SHARCs are used for data collection, surveillance and acoustic monitoring. In September 2014, Boeing and Liquid Robotics signed a multi-year agreement to enhance the unmanned marine vessel’s capabilities.
The demonstration took place in Kamuela, Hawaii near Liquid Robotic’s engineering test and evaluation center.
SHARCs can operate in a fleet to connect with other SHARCs, on land data centres and a variety of Boeing marine and aerial assets. They can be at sea for up to a year without a manned crew or servicing, which mostly involves removing barnacles from its sensors.
More from Uncrewed Vehicles
The US Army live-fire test evaluated the performance of the C-UAS system of systems before operational use.
Describing its technology as akin to shipping containers for UAVs, TB2 Aerospace believes its cargo system for drones could yield benefits for tactical resupply.
The NiDAR CUAS Compact system developed by MARSS is designed to identify and track potential drone threats to vessels using multiple sensor feeds.
A new task order running until 2029 will see the General Atomics MQ-9A uncrewed aerial system (UAS) continue to fly intelligence, surveillance and reconnaissance (ISR) missions for US Africa Command (AFRICOM).
This year marks Textron's second year at the US Army's Project Convergence, bringing two uncrewed aerial systems (UAS) and three uncrewed ground vehicles to demonstrate collaborative teaming.
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| 0.052263
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History of Gyrocopters
In 1919 a Spanish man named Juan de la Cierva, whilst pondering the crash of a large three-engine bomber that crashed on its initial flight when it stalled, had the brilliant insight to see the wing differently. An aircraft will stall when the air passing over the wing fails to generate enough lift at slow speed. He reasoned that stalls could be effectively eliminated if the wing itself moved independently of the aircraft.
The rotor, a moving, stall-proof wing, was placed on top of an existing fuselage. He patented the name "Autogiro" and it flew by autorotation - "the process of producing lift with freely-rotating aerofoils by means of the aerodynamic forces resulting from an upward flow of air." Air coming up through the rotor would generate lift, and should the Autogiro's motor fail, it would gently descend while air flowed upward through the rotor blades.
Between 1920 - 23 Cierva progressively developed autorotation through various models of autogyro developing more sophisticated designs with a means to tilting rotor head, altering individual blade pitch, pre-rotaters and forms of "jump takeoff" capacity.
The rotor would be spun up at zero pitch and then "snapped" into a positive angle, causing the aircraft to "jump" into air.
Unfortunately for the autogyro, the world's attention became riveted on the stunning indoor demonstrations of a helicopter in 1938.
Following the death of Cierva in the crash of a KLM DC-2 bound for Amsterdam from London in 1936, the Cierva Autogiro Company would shift the focus of their efforts towards developing a helicopter.
Even though Cierva-licensed Autogiros would be used by the British, French, Russian and Japanese forces, including the daily calibration of the coastal radars that enabled the RAF to defeat the German Luftwaffe and win the Battle of Britain, the Autogiro would all but disappear by the end of WWII.
The most familiar of the WWII autorotational developments were the English and German rotary kites launched from German submarines at the end of a 400 ft tether to increase target observation.
Looking like Cierva's vision would merely be a minor footnote to helicopter development, it did survive due to a Russian immigrant called Igor Bensen.
With a degree in mechanical engineering, Igor Bensen began work for General Electric on their helicopter development efforts.
While working on the project, Bensen flew and gained almost exclusive use of a surplus Autogiro and gained a deep understanding of the dynamics and theory of autorotational flight.
In 1953 Bensen founded his own company and introduced various Gyro-Gliders, towed behind a vehicle and deriving its lift from an unpowered rotor.
Eventually came the B-7M (M for motorized) which first flew in 1955 with Bensen as pilot.
Bensen called his creation a Gyrocopter, a term he subsequently trademarked.
The subsequent B-8M model, incorporating the improvements developed and tested in the B-7M, was placed into production in 1957 and became the most produced and copied aircraft design in history and provided, in kit form and plan-built, the most popular way to fly.
The Bensen, and its variants and local adaptation were to dominate the American Gyrocopter movement for almost twenty-five years.
In Europe, however, it was a different story. England's Wing Commander Kenneth H. Wallis and others began with Bensen kits or plans, but soon modified the design, taking gyrocopter design into some very un-Bensen-like directions.
Wallis, who would achieve international fame with "Little Nellie", a WA-116 autogyro, in the 1967 James Bond film "You Only Live Twice", remains an honored pilot, world record holder and designer.
Behold the 21st century and the arrival of a great advancement in gyrocopter design and engineering incorporating comfort, ease of operation and safety.
There are now around half a dozen top quality gyrocopter manufacturers, mainly from Europe, each of them having multiple models of gyrocopter, fully assembled, for sale, which makes it a great time to get started in aviation by learning to fly a safe future proof aircraft.
The versatility of the modern gyro now include water or snow operations with the use of floats or skis, police and border patrols, Search and Rescue and Agricultural flying. Over 1,000 gyrocopters worldwide are used by authorities for military and law enforcement. Autogyro's Cavalon is now certified for night flying in the UK.
In 2002, Groen Brothers Aviation's (GBA) Hawk 4 provided perimeter patrol for the Winter Olympics and Paralympics in Salt Lake City, Utah. The aircraft completed 67 missions and accumulated 75 hours of maintenance-free flight time during its 90-day operational contract.
Extending from the gyrocopter's extra comfort and safety qualities, comes a more common desire for gyro pilots to attempt longer flights across countries and even around the world.
From 2009 to 2010 for the first time a world tour was undertaken by a German pilot couple Melanie and Andreas Stütz who flew in 18 months in different gyrocopter types in Europe, southern Africa, Australia, New Zealand, USA and South America. The adventure was documented in the book "WELTFLUG - The Gyroplane Dream" and in the film "Weltflug.tv - The Gyrocopter World Tour".
The Time Has Arrived
So there has never been a better time to get into the gyrocopter world. A relatively affordable form of aviation with safe, comfortable and easy to fly, factory built gyrocopters. An easy and exciting way to get into the air and to be as free as a bird, in a way you may never have thought possible.
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Here at the second-annual, one of the marquee events was the Northrop Grumman Lunar Lander Challenge, a $2 million contest for and test new space craft technology that could simulate landing on the moon.
One of the signs of ill-preparedness was that four of the five teams originally set to compete Friday dropped out.
Armadillo Aerospace, a Mesquite, Texas-based research outfit and the sole competitor, got off the ground Friday in the first-round of the contest and even flew vertically to specification, but its legs buckled upon landing, causing a fire. Armadillo plans to refit the computer-controlled vehicle, "Pixel," by borrowing parts from its second craft, "Texel," for a second try at prize money on Saturday.
Rockets galore at X Prize space expo
Space competition blasts off in New Mexico.
The Lunar Lander Challenge was designed to test the design of rocket-propelled moon vehicles, a la Apollo. The contest required Armadillo to fly at least 50 meters in altitude and then land vertically within 100 meters of the takeoff point, thereby simulating a landing on the lunar surface.
Buzz Aldrin, the second man to set foot on the moon as part of the Apollo 11 mission, was present at the X Prize Cup on Friday and said building new space vehicles to land on the moon will ultimately help the United States explore Mars.
"The moon is really a learning place to develop technology we need for Mars," said Aldrin. "That's what the Lunar Lander Challenge is all about, promoting that idea."
Armadillo, which professionally is developing manned suborbital vehicles, built two computer-controlled LOX/ethanol rockets for this competition. Pixel and Texel are nearly all aluminum built with four sphere tanks. They have carbon chamber engines wrapped in carbon fiber for strength. They're fueled with 190-proof ethanol, something akin to alcohol but not made for digesting. Another internal tank in both rockets takes liquid oxygen.
Before taking off, Armadillo engineers said they were having problems with navigating the rockets, so they installed an external camera on the vehicles to land it properly. "We almost didn't make it. It takes 38 flights to iron out the bugs," said one Armadillo engineer who has volunteered on X Prize Cup project.
Aldrin summed up the task of building next generation lunar landing vehicles by saying: "Space is something that will take a lot of time."
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Russian military’s Pantsir-S1 anti-aircraft systems destroyed “enemy” drones that were attacking S-400 air defense systems during a recent exercise in Crimea.
The Southern Military District said in a statement that the Pantsir “found, identified and destroyed the air targets at a safe distance.” The targets and their characteristics were simulated electronically, it noted.
The Pantsir was much maligned in the war zones of Syria and Libya as having been shot down by Turkish drones (Bayraktar TB2 and Anka) and Israeli jets.
KBP Instrument Design Bureau that manufactures the Pantsir, claimed it destroyed some 100 drones around the world in the past few years. Pantsir-S combined with electronic warfare system reportedly brought down 13 UAVs when a drone swarm attacked the Hymeimim air base in Syria during January 2018.
The Pantsirs have been tested to intercept targets flying at extremely low altitudes (below 50m); down high-speed target missiles; and destroy targets simulating armoured personnel carriers at a distance of up to 3km.
They have also received an Artificial Intelligence (AI)-upgrade.
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The origins of the ICBM and modern-day cruise missiles lie in World War II.
On June 13, 1944, the residents of London were perplexed by a strange buzzing noise. When the looked up, they saw a small airplane traveling across the sky at high velocity. Suddenly, the plane’s engine stopped and it plummeted to the ground, causing a horrific explosion. There was no time to think about the first plane as one plane after another crashed into the city and exploded.
The V-1 attack had begun.
In the end, 25,000 houses were destroyed and 6,184 people had been killed. The V-1, however, had its shortcomines. It had to be launched by catapult in order for its pulse-jet engine to work. It cruised at 3000 ft, easily within range of antiaircraft guns as well as fighter planes. But for its time, it was extremely fast-559 mph, though fighter planes about 100 mph slower could still shoot it down. By August 1944, Allied fighters and antiaircraft guns were shooting down 80% of the V-1's.
For the first time, the technology existed to bombard a target from far away. The Germans were using unpiloted planes powered by pulse-jet engines. The Germans called the weapons Vergelstungwaffe eins. The British labeled them “buzz bombs.” Though the term would not come into use until decades later, it was the world’s first cruise missile.
The next month, the residents of London received yet another surprise, nastier than the first. The V-2’s arrived. Unlike the V-1’s no noise preluded their crash and there was nothing in the sky to see.
Technologically speaking, it was a great leap over the V1. The V-2 was a liquid-fueled rocket with a programmable guidance system. Years of research of space travel and weaponry went into its construction. The V-2 was launched straight up into outer space and it travelled in a high arc. Then, its rocket engine would stop and it would fall for its target, powered only by Earth's gravity, enough to give it more than supersonic speed. Because it arrived so fast it was practically invisible, there was no warning sound associated with its arrival.
Werner von Braun was the genius behind the V-2. As a teenager, he had been fascinated by the idea of space travel and built rockets in his free time. He was enthralled by rockets, it seemed, and he did not care what political use they were put towards.
Germany was forbidden by the Treaty of Versailles to possess any heavy artillery, but the treaty said nothing about rockets. Thus, Germany had a profusion of traditional solid-fuel rockets. But von Braun was not interested in short-range solid-fuel rockets. He had been working on liquid-fuel rockets using an inflammable liquid combined with liquid oxygen--a method pioneered by American rocket scientist Robert Goddard.
Working with a politically motivated Walter Dornberger, the prototype V-2 was successfully test tired in October 1942. But soon the British spy programs learned of the V-2's existence and bombed the research site, Peenemunde, so heavily that it was not ready until 1944.
The V-2's continued to bombard London between September 8, 1944 and March 29, 1945, when Allied troops captured their base.
Even with the V-2 in use, von Braun and the Germans were working on new, deadlier weapons. Von Braun and Dornberger (see inset) had planned the A-10, a new missile that would have multiple stages much like the Apollo space rockets. The A-10 would have a range of 2800 miles, long enough to cross the Atlantic.
At the same time, German scientists were also working fervently on the deadliest weapon of all-a nuclear bomb.
Unfortunately for these scientists but fortunately for mankind, Germany was defeated before either project could be put into use.
Three months after Germany's May 7, 1945 surrender, the United States deployed the first nuclear bomb on Hiroshima. As soon as it could, the US and the Soviet Union brought Werner von Braun and his fellow German rocket scientsists to their own laboratories. Soon, the US and the Soviet Union were constructing super-long-range missiles and testing nuclear weapons. The super-rockets were labelled Intercontinental Ballistic Missiles (ICBM's) because when their engines stopped, they were guided by nothing more than the laws of ballistics.
Similar to ICBMs are the Intermediate Range Ballistic Missiles (IRBM's)
Missile guidance systems and other components of rockets have greatly improved since World War II. The lastest ICBM's have multiple warheads. The first of these multiple-warhead carrying missiles were the Multiple Reentry Vehicles (MRV's), which scatter warheads around a single large target to multiply the magnitude of destruction. Later, the Multiple Independently-Targeted Reentry Vehicles (MIRVs). As a MIRV descends to the Earth, warheads and decoy objects are ejected at varying points to hit a multitude of targets. The most advanced and horrific of these is the MARV system (Maneuverable Alternative-Target Reentry Vehicle). With MARV, each warhead has its own rocket, and the warheads can change course to a different target if anti-ballistic missile defenses appear.
Currently, all ICBMs are designed to carry nuclear warheads. They cost far too much to be used on mere conventional warheads. No ICBM has ever been deployed. All military engagements and foreign policy, however, are conducted with the potential use of nuclear ICBMs in mind.
The nations of the world currently utilize long-range missiles, a descendent of the old V-1. They are powered by jet engines and most reach a maximum speed of approximately 590 mph. They carry high-power conventional explosives and are much cheaper than ICBMs. The range and accurcacy has greatly improved, however.
Cruise missiles were a major US weapon both in the Gulf War of 1991 and the Iraq War of 2002. There are two types: the Tomahawk and the CALCM (Conventional Air-Launched Cruise Missile). In both wars, the Tomahawk missiles were launched from both surface ships and submarines. Some submarines can launch the missiles through the top of the deck, others shoot the missile out of the torpedo tubes, after which it rises to the surface and flies away. The CALCMs are launched from B-52 bombers. They have less range than Tomahawks, but their launching airplanes can get closer to most targets. They also carry a larger warhead.
Primary Function: Air-to-ground strategic cruise missile
Contractor: Boeing Defense and Space Group
Length: 20 ft, 9 inches (6.3 m)
Weight: 3150 lbs (1429 kg)
Wingspan: 12 ft
Unit Cost: AGM-86B - $1 million, AGM-86C - additional $160,000 conversion cost, AGM-86D - additional $896,000 (USD)
ALCM Cruise Missile, National Air and Space Museum, Washington, DC, USA
The AGM-86B/C is a sub-sonic air-launched cruise missile employed by the United States Air Force. The missiles were developed to increase the effectiveness of Boeing B-52H bombers. Used together, they dilute an enemy's forces and create complications for the defense of enemy territory. The AGM-86B/C/D is powered by a turbofan jet engine and travels at sustained subsonic speeds. After launch, the missile's folded wings, tail surfaces, and engine inlet deploy.
The AGM-86B utilizes a terrain contour-matching guidance system. It is able to read surface features below and match them to topograph information stored in an onboard computer.
The AGM-86C/D employs an onboard Global Positioning System (GPS) along with its inertial navigation system to fly. The missile can guide itself to the target with great accuracy.
A single B-52H bomber can carry 12 of these missiles externally and 8 interally, giving it a total maximum capacity of 20 missiles per bomber.
The AGM-86C is the true CALCM and differs from the "B" model in that it carries a conventional explosives payload instead of a nuclear warhead.
The Tomahawk cruise missile can travel a distance of 1550 miles and can hit within meteres of its target even at maximum range. Tomahawk missiles in the Gulf War were guided by a radar system which took into account terrain features of the land it was flying over and compared it with an electronic topographic map. The radar system has been replaced by a Global Positioning System (GPS) that has been even more accurate.
Tactical Tomahawk Cruise Missile in a test flight over a Naval base in southern California, USA
Tomahawk missiles have been used during the administration of US President Bill Clitnon when they flattened a Sudanese chemical plant that was believed to be producing nerve gas for Al Qaeda. They have also been delpyed against several public buildings in Baghdad in the war in Iraq.
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This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
On short final to a visual landing, the autopilot (which was turned off) pushed the nose towards the ground. I was surprised. I pushed and held the autopilot disconnect, recovered, and landed.
I was familiar with the ESP (Electronic Stability & Protection) feature on my recently installed Garmin GFC 500 autopilot in theory, but seeing it in practice was scary.
Landing speeds for my Bonanza 33 are 64 to 70 knots depending on weight per the POH. I was light, winds were light, and I intended on landing at 68 knots. The GFC 500 ESP pushes the nose down below 70 knots.
Note that a V Tail bonanza with the exact same flight characteristics has a GFC 500 ESP speed of 65 knots, which is better.
This is a hazard that needs a software modification to correct.
Primary Problem: Aircraft
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James Bond, Star Wars, the Rocketeer, even the Jetsons – we’ve been seeing jet packs announced and dreamed about for years. Similar to flying cars, people in the past thought by now everyone would be using them.
And – wouldn’t you like to have one yourself? Below are some jetpacks that you can hire or even buy… Read on for more detail.
So, what are the issues? Why don’t we fly to work every day propelled by a powerful jet that would make our commute the best part of the day?
- Overcoming gravity requires a lot of energy. Anything that wants to lift off and fly (like planes and rockets) will need a lot of fuel to achieve this.
Needing more energy for the take-off means also needing more fuel, which means more weight, which in turn means more energy needed to lift the jetpack away from the surface. The fuel would have to contain a lot of energy. Currently available fuels are just not efficient, safe and affordable enough for mainstream use.
- Pollution through high-energy fuel reactions. Assuming as many people could afford jetpacks as have cars now, just imagine the CO2 emissions resulting from all the jetpacks. It’s not a pretty thought.
- Steering, stabilisation and control of the jetpack. As the human body is basically a dead weight which does not contribute anything to the flying in all its complexity, just flying it around is a lot harder than it sounds. You wouldn’t want to wobble through the air and possibly bump into buildings or other people wobbling around.
- Safety – What if your engine fails mid-air? Most likely you’d have to take a parachute (adding more weight again). Also, if you do crash into something or someone, the resulting fall will be a lot more dangerous than if you’re on the ground already.
- Which leads us to the final point: Regulation and control of the airspace. This includes issues like, who is allowed to fly and when? Would you need to go through some sort of pilot training, get a license? What about right of way in the air? How do you ensure that jetpacks and planes don’t get into each other’s way?
But don’t despair, jetpacks ARE around today, and some of them you can even fly!
- Hydro jetpacks – the most accessible option to make your dream of flying a jetpack come true. They work by using water as fuel, solving the problem of needing a lot by staying connected with a hose; an example is the popular JetLev that can be seen in the video below. Many hydro jet pack rental businesses are operating in various locations around the world today.
- SAFER (short for “Simplified Aid for Extravehicular Activity Rescue”), a jetpack worn by astronauts for spacewalks (e.g. outside the ISS) for emergencies. As it is used in space, it doesn’t have to overcome gravity which makes it a lot cheaper to use.
- The TAM Rocket Belt. Its top speed is around 100km/h (60mph), and it flies for about 30 seconds. Depending on the pilot’s weight, it will weigh between 56 and 63kg (124-139lb). Including training, buying one for yourself will set you back around $250,000.
- The Jet Pack H202-Z by Jetpack International is a bit faster, it reaches up to 123km/h (77mph) and stays in the air for a full 33 seconds. It carries up to 20l (5.3gal) of fuel and “only” costs $155,000 including training. JetPI are currently working on its successor which they give the codename “Falcon”, but at this stage it is unclear when this will be available.
- The Troy Hartman Jetpack – this one is not commercially available, but it’s still cool. Built by “professional aerial stuntman and adventurer” Troy Hartman, it reached quite a bit of popularity online. The jetpack reaches speeds of 100km/h (60mph) and cost Troy about $40,000 to build. It weighs 32kg (70lb) with a full tank; half that when empty. Plans are to evolve the design so it won’t need a parachute any more to lift off. Also, with a new design in July 2014 Troy managed a total air time of 15 minutes, using 19l (5gal) of fuel.
- Yves Rossy’s jet wing. He overcomes the gravity problem by not even trying to lift off using the jetpack, but jumps from a plane and just uses the jetpack to fly. Using this strategy gives him about 10 minutes of air time with an average speed of 200km/h, enough to have successfully crossed the English Channel from Calais, France to Dover, England in just over 9 minutes. The jetpack also uses foldable wings for stabilisation. With a full tank of 30l (8gal), it weighs about 55kg (121lb). The jet wing cost Yves about $190,000 to build.
- Last but not least, the Martin Jetpack – this one could be yours soon, although the company targets emergency services. With top speeds of 74km/h (46mph), and a fuel capacity of 45l (12gal) it promises a flight time of up to 30 minutes. It does weigh 180kg (400lbs) though. Currently the website Martin Aircraft Company plans to sell it for $215,000 from 2016.
Over to you
Tell us what you think about jetpacks in the comments below!
- Daily Mail article on the Martin Jetpack (20 Nov 2014)
- Guardian article on why we don’t have jetpacks yet (23 September 2014)
- How Jet Packs Work
- TAM Rocket Belt and Jet Pack H202 compared
- Technical information about SAFER
- and websites linked above
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Range: 3hrs (approx. 530 miles)
Seating: Pilot + 8/5 passengers
Livery: V.I.P Leather interior
The Dauphin is one of the larger aircraft we operate. The aircraft offers a spacious cabin, climate control and enhanced sound-proofing, making it the ideal environment to conduct business affairs or entertain guests en-route to your destination. The rotor system of the Dauphin has been designed to provide a smoother flight, adding to the already excellent levels of comfort.
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Does living in space make your gut bacteria bug out? Twenty mice headed to the International Space Station are about to find out. Early Friday morning, SpaceX plans to launch its 15th resupply mission from Cape Canaveral, sending its Dragon spacecraft packed with nearly 6,000 pounds of cargo into orbit. Most of that will be a scientific payload—instruments and equipment to help the six crew members do some science on board.
One of those experiments will include pricking, weighing, and collecting poop from the new mouse arrivals. Oh yeah, and videotaping them while they sleep.
The rodents are part of a study to determine how living on a sterile ship in the dark vacuum of space alters circadian rhythms—and potentially disrupts a healthy microbiome. It’s a murine mirror of astronaut Scott Kelly’s twin experiment. Because before NASA can start sending humans to Mars, they want to know exactly how the long journey will mess with their bodies, including all their resident bacteria.
Ten of the mice will spend a record 90 days in space (that’s about nine years in Homo sapiens time). “We’re trying to understand the cascade of events that happens when microgravity interrupts sleep and wake cycles,” says Martha Vitaterna, a co-principal investigator on the study and the deputy director of Northwestern University’s Center for Sleep and Circadian Biology. Microbes make all kinds of essential molecules humans and mice can’t produce themselves; Vitaterna and her colleagues are hoping to learn if shifts to those chemical signals impair their host’s ability to weather things like sleep loss, which can throw metabolism and immune systems out of whack.
Her team is sending two different strains of mice into space, one that they expect to snooze just fine at zero-G and one that was a light sleeper in simulation experiments. Thanks to their genes, mice of the poor-sleeping strain don’t make melatonin.
The Earth-bound twins of both strains will be housed at one of NASA’s research facilities, inside habitats identical to the ones aboard the ISS—a sealed metal box with air-locking portholes and a fancy air-filtration system. They’ll be subjected to the exact same environmental surroundings as well—gas composition, temperature, lighting to simulate night and day—though on a three-day delay. A datastream for the ISS will tell scientists on the ground how to replicate the minute-by-minute conditions on the space station.
The project is analogous to NASA’s Year in Space study, in which astronaut Scott Kelly spent 340 days of intense observation aboard the ISS while his identical twin brother Mark (a retired NASA astronaut) went through the same paces back down on planet Earth. Northwestern was one of 10 research teams from around the country that joined forces to figure out how space changed Scott’s body.
Vitaterna’s team discovered that zero gravity living shifted the balance between the two dominant groups of bacteria in Scott Kelly’s GI tract, but that things went back to normal once he returned to Earth. Spaceships have to be kept extremely clean to protect astronauts from dangerous pathogens, and scientists have wondered whether the lack of bugs could make it hard to replenish a diverse microbiome. But overall, the scientists were surprised how little the overall diversity of his gut microbes changed during his year in space.
To understand that, there’s also a much larger NASA study currently underway—the Astronaut Microbiome Project—that seeks to track the bacterial communities on ISS crewmembers’ bodies before, during, and after their missions. The space agency began collecting blood, spit, and swabs (from foreheads, armpits, and yes, buttholes) from astronauts back in 2013, and gathered the final round this past February. The results, which have not yet been reported, will offer the best look yet at how space impacts the body’s bugs, including downstream effects on metabolism and immune function.
You can swab human subjects to your heart’s content, but you can’t dissect them. Which is where the planned rodent studies come in. After their trip, scientists will take a look inside different organs like the liver and spleen, to better understand any links between inflammation, altered metabolism, and changes to the microbiome. All of this information will be vital for designing missions to Mars that keep astronauts’ internal engines running.
If all goes as planned, the mice will reach the space station Monday, July 2, along with a grinning, floating companion robot and special tiny aquariums to grow microscopic chemical gardens in zero-G. It’s all just another productive day of sciencing aboard the good ship ISS.
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AERO-FIGHTER WEAPONS SYSTEM
An example of Eurondan technology, the aero-fighter is a remote controlled weapons system that uses direct neural interface for targeting and vectoring, thus making the hand controls secondary. The weapons system was used by the Eurondans in their civil war against the Breeders on the surface of their planet. Each underground station is capable of piloting a formation of unmanned aero-fighters for aerial assaults, however years of exposure to the neural interface can be damaging to the fighter pilots, causing a withdrawn and non-responsive demeanor.
Cross Reference: Alar, Beta-Cantin, Breeders, Euronda, Eurondans, Farrell
Episode Reference: The Other Side
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Yesterday morning, an old friend sent me a text: “Did you hear the news?”
I always get a pit in my stomach when I hear that. “No,” I emailed back. “What happened?”
What happened, of course, was Germanwings 9525. At the time all that was known was that an Airbus 321 carrying 150 people had crashed into the Alps. Soon enough details began to emerge, but how strange they were: a 24-year-old aircraft, en route from Barcelona to Dusseldorf, had climbed to its crusing altitude of 38,000 feet and then, within a matter of minutes, begun to descend at 3000 to 4000 feet per minute, apparently fairly steadily and while remaining on course, until it crashed eight minutes later into the French Alps. The flight crew issued no distress call.
I’d never heard of anything like it, but as the conversation developed online, some parallels emerged. Foremost was the case of LH1829, which took off from Bilbao last November and began an uncommanded descent of some 4000 feet per minute after the flight management system became confused by frozen angle-of-attack sensors.
In that case the pilots communicated with technicians on the ground and figured out how to solve the problem before a great deal of altitude was lost, but perhaps yesterday’s pilots had tried to tackle the issue by themselves and gotten too absorbed by the challenge to realize how much altitude they were losing, a la Eastern Air Line Flight 401?
Some speculated that a sudden decompression might have caused the tragedy. There have certainly been incidents in which aging, inadequately repaired aircraft have suffered catastrophic failure of their pressure hulls, leading to destruction of the plane, but those don’t generally look like this–the plane either breaks up at altitude or the pilots are able to don oxygen masks and keep flying the plane and communicating, if only for a while.
Another possibility–one hesitates to raise it in today’s climate of fear–is that a hijacker attempted to take control of the cockpit. I don’t think we can rule this out, either.
At this point, frankly, none of these scenarios make a great deal of sense, and I think the overall sentiment among people who spend a lot of time looking at this sort of thing is bafflement. “I’m at a loss,” one veteran 777 pilot emailed me yesterday. I think that about sums it up. Hopefully, the recovered cockpit voice recorder will provide some clarity.
UPDATE 3/26/2015: At a press conference in Marseille today prosecutor Brice Robin revealed that, according to audio recordings recovered from the Cockpit Voice Recorder, co-pilot Andreas Lubitz locked the captain out of the cockpit and initiated the descent that led to the plane’s crash into the Alps. “He took this action, for reasons we still don’t know why,” Robin said. “We can only deduce he destroyed the plane. He voluntarily allowed the plane to lose altitude. I think the victims only realised at the last moment because on the recording you only hear the screams on the last moments.”
Given the latest information, the default scenario going forward will be that Lubitz commandeered the plane in order to commit suicide. However, I think it’s important to resist the tempation to consider the case closed. Indeed, the investigation has only just begun, and hopefully a good deal of information remains to be pieced together (though hope seems to be fading that the Flight Data Recorder will be usable). Though the weight of evidence may seem overwhelming, I still find it strange that a suicidal pilot would prolong his own agony by descending at a relatively modest 3000-4000 fpm instead of just pointing the nose straight down, as the pilots did in the other apparent suicide crashes such as EgyptAir 990 and SilkAir 185.
The case most similar to Germanwings 9525 is probably that of LAM Mozambique Airlines Flight 470, which crashed in 2013 while en route from Mozambique to Angola. The plane had climbed to its cruise altitude of 38,000 feet when it began to descend at a rate of about 6000 feet per minute. Six minutes later, it impacted the ground, killing all aboard. Data from the black boxes revealed that the captain locked the co-pilot out of the cockpit and changed the autopilot settings to initiate a descent.
I haven’t seen any reporting explaining what might have motivated the captain to do this.
Meanwhile, the Guardian is reporting that Lubitz had 630 hours flying time (which is very low) and had been with the company since 2013. “Lubitz was also described by neighbours as being friendly and pursuing his dreams ‘with vigour’. One told the local newspaper, the Rhein Zeitung that he had kept fit through running, ‘How often we saw him jogging past our house.’”
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US super plane Flying Fortress is being assembled in American factory.
Unused / unissued material - dates and locations unclear or unknown.
United States of America (USA).
Various shots of the new American super plane Flying Fortress being assembled in the US factory. Assembled Flying Fortress being wheeled out from the hangar. American voicover is stating he characteristics of the plane.
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- Has anyone been lost in space?
- How often does the moon get hit by meteors?
- What if a meteor hit the ISS?
- How many meteors hit the Earth every day?
- Can you hear a meteorite?
- How big does an asteroid have to be to damage?
- Do satellites get hit by meteors?
- How many meteors hit Earth every year?
- Can you jump from ISS to Earth?
- Has anyone been hit by meteor?
- What does a meteor look like from Earth?
- Are meteors dangerous?
- When did the last meteorite hit Earth?
- Will the ISS fall to earth?
- Does the ISS get hit by debris?
- Where do meteors go when they hit Earth?
- What would happen if the ISS lost power?
- Do meteorites contain gold?
Has anyone been lost in space?
Soyuz 1 dooms cosmonaut: The first fatal accident in a space mission befell Soviet cosmonaut Vladimir Komarov, whose problem-plagued Soyuz 1 capsule crashed onto Russian soil in 1967.
The resulting drop in pressure also exposed the crew to the vacuum of space — the only human beings to ever experience such a fate..
How often does the moon get hit by meteors?
The Moon gets hit by about 2800 kg of meteor material per day. If we imagine a typical large musket ball with a mass of 28 g, we could imagine 100,000 of them rain down on the Moon each day. That sounds like a lot, but it is a big Moon. The surface area of the Moon is about 37.9 million square kilometers.
What if a meteor hit the ISS?
If the system detects that an asteroid has a good chance of entering this area, the ISS will use its thrusters to move out of the way. “The ISS will normally maneuver away from the object if the chance of a collision exceeds 1 in 10,000,” Huot told IFL Science.
How many meteors hit the Earth every day?
17Every year, the Earth is hit by about 6100 meteors large enough to reach the ground, or about 17 every day, research has revealed. The vast majority fall unnoticed, in uninhabited areas. But several times a year, a few land in places that catch more attention.
Can you hear a meteorite?
Meteors are able to create sound waves. … However, since meteors are generally 100km or more in altitude, and sound travels much more slowly than light, such sonic booms would not be heard until many minutes after the meteor appeared to viewers on Earth. Furthermore, the sound may not be loud enough to be heard at all.
How big does an asteroid have to be to damage?
Asteroids larger than approximately 35 meters across can pose a threat to a town or city. However the diameter of most small asteroids is not well determined, as it is usually only estimated based on their brightness and distance, rather than directly measured, e.g. from radar observations.
Do satellites get hit by meteors?
Space is big, satellites are small, and a meteor shower is incredibly sparse. … Yes, it’s moving fast enough to cause damage, but it won’t “destroy” a satellite, it’ll put a small crater in whatever it hits.
How many meteors hit Earth every year?
500 meteoritesHow do we get so many samples of meteorites? To date, there have been nearly 1,100 recovered falls (meteorites seen to fall) and nearly 40,000 finds (found, but not seen to fall). It is estimated that probably 500 meteorites reach the surface of the Earth each year, but less than 10 are recovered.
Can you jump from ISS to Earth?
Originally Answered: Is it possible for an astronauts from International Space Station (ISS) space Jump (diving) to Earth (planet)? No. The ISS is moving at 17,500 mph (7.8 km/s). Any astronaut leaping off the ISS would have that same speed.
Has anyone been hit by meteor?
Importance. The Sylacauga meteorite is the first documented extraterrestrial object to have injured a human being. The grapefruit-sized fragment crashed through the roof of a farm house, bounced off a large wooden console radio, and hit Hodges while she napped on a couch.
What does a meteor look like from Earth?
What Do Meteorites Look Like? Meteorites may resemble Earth rocks, but they usually have a burned exterior that can appear shiny. This “fusion crust” forms as the meteorite’s outer surface melts while passing through the atmosphere.
Are meteors dangerous?
As you saw with the event over Chelyabinsk, an object that was probably less then 20m in size can have quite a significant impact on the ground. The meteor itself broke up before it hit the ground but the airburst caused all the damage — the broken windows, throwing people across rooms, and structural damage.
When did the last meteorite hit Earth?
66 million years agoThe last known impact of an object of 10 km (6 mi) or more in diameter was at the Cretaceous–Paleogene extinction event 66 million years ago. The energy released by an impactor depends on diameter, density, velocity, and angle.
Will the ISS fall to earth?
Still, at some point the mission will end, and the orbiting laboratory will be directed to plunge toward Earth. The station can’t simply be left in orbit, or it will eventually fall from the skies on its own, raining debris over a wide swath of the planet and possibly endangering people on the ground.
Does the ISS get hit by debris?
As it tumbles through space, the International Space Station is often hit with orbital junk, usually tiny fragments from satellites and lost equipment. … It’s pretty unnerving that something so small could cause such a significant crack, but the ISS is orbiting Earth at 17,150 miles per hour.
Where do meteors go when they hit Earth?
Unpredictable catastrophes. Most meteorites that are found on the ground weigh less than a pound. While it may seem like these tiny pieces of rock wouldn’t do much damage, a 1-lb. (0.45 kilograms) meteorite traveling upward of 200 mph (322 km/h) can fall through the roof of a house or shatter a car windshield.
What would happen if the ISS lost power?
First of all, when the power goes down in the ISS, it won’t take long before the astronauts die in one way or another (no heating, no oxygen, no water etc.). … The last option is to evacuate every astronaut, commanding 3 astronauts to enter the Soyuz and sending another Soyuz to the remaining other 3 astronauts.
Do meteorites contain gold?
The reported gold contents of meteorites range from 0.0003 to 8.74 parts per million. Gold is siderophilic, and the greatest amounts in meteorites are in the iron phases. Estimates of the gold content of the earth’s crust are in the range ~f 0.001 to 0.006 parts per million.
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Madrid, April 5. (Europe Press) –
Europa Clipper, NASA’s next major mission to the outer solar system, You have passed an important milestone by completing a critical design review.
This spacecraft will make multiple flights to Jupiter’s moon, Europa To investigate the livability of this ocean world.
During the review, experts examined the detailed design of the spacecraft to ensure it was ready for completion. The task can now complete instrument manufacturing and testing, Moving towards assembling and testing the spacecraft and its cargo of advanced scientific tools.
With an inner global ocean twice the size of Earth’s oceans combined, Jupiter’s moon Europa has the potential to provide conditions suitable for life. But the freezing temperatures and the constant bombardment of Jupiter’s radiation surface make it difficult to explore.: Mission engineers and scientists must design a spacecraft strong enough to withstand radiation but sensitive enough to collect the science needed to explore the Europa environment.
The orbiter Europa Clipper will orbit Jupiter in an elliptical path, approaching the moon with each flight for detailed exploration. Science includes collecting measurements of the inner ocean, mapping surface composition and geology, and searching for plumes of water vapor that might rise from the ice crust. NASA reports in a statement.
Spacecraft development is progressing well, according to an extensive review recently completed by NASA. The Critical Design Review covered in depth in the details of the plans for all scientific instruments, from cameras to antennas, and flight subsystems, including propulsion, power, avionics, and flight computers.
In addition to the detailed plans, the mission built prototypes and engineering models to test how well the hardware and engineering subsystems were performing. Then there is the flying equipment itself. Much of it is already under construction. Individual engineering devices and systems have passed their design reviews over the past year and a half.
The Europa Clipper’s most striking features, and signature elements, are taking shape. About 3 meters in diameter, the high gain disc antenna, That will receive orders from the ground and transmit scientific data, in its final stage of compilation.
By far the most visible device of the Europa Clipper, the massive solar panels that will dot deep space like wings, are also under construction. The spaceship, with its fully spread panels, is wider than a basketball court and measures 30.5 meters. The panels will cover an area of more than 90 square meters.
They will contact the propulsion unit that the Johns Hopkins Applied Physics Laboratory (APL) is building in Laurel, Maryland. The core of the propulsion unit consists of Two stacked cylinders together about 3 meters high It contains propulsion tanks and 16 rocket engines that will power the Europa Clipper as soon as it leaves Earth’s atmosphere.
APL is also building a telecommunications unit for radio communication with the ground and a radiation monitoring device to measure the size of the electron blast hitting the spacecraft during more than 40 flights in Europa.
In the Jet Propulsion Laboratory, many elements of the flight system are being built, including a protective dome that shields important electronic devices from the intense radiation of Jupiter. The Jet Propulsion Laboratory also builds and tests the avionics subsystem, which includes the flight computer, switching power and distribution devices, the flight software needed to perform the scientific mission, and the ground system tools needed for the mission’s flight. Ground support equipment that will be used to assemble and test large parts of the Europa Clipper flying apparatus is also being built.
As this work progresses, project leaders continue planning mission knowledge. The spacecraft’s scientific instruments will measure the depth of the ice crust, measure the depth, thickness and salinity of the inner ocean, take color pictures of the surface geology in detail, and analyze potential plumes.
Scientists are especially interested in what the moon’s surface is made of. Evidence indicates that the material detected there mixed in the ice crust and may have come from the ocean below. The Europa Clipper will also investigate the moon’s gravitational field, which scientists will tell more about How the moon folds when Jupiter pulls it and how this action might warm the interior.
The entire set of instruments will go through extensive testing upon arrival at JPL in 2021. Early 2022 will see the start of assembly, testing and launch operations.
“Future teen idol. Hardcore twitter trailblazer. Infuriatingly humble travel evangelist.”
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Passengers aboard nine airplanes that landed at Keflavík International Airport around 9 o’clock this morning are stuck in their seats due to weather. ISAVIA Public Relations Officer Guðjón Helgason told RÚV the passengers will be permitted to leave the planes when the wind calms down. Two other planes are approaching landing and their passengers will likely have to wait before disembarking as well.
All flights at the airport have been suspended since 9 a.m., where the wind speed has been measured at 37 metres per second. Guðjón says ramps may not be used to offload passengers when winds exceed 25 metre per second.
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A search mission for a Boeing passenger plane that went missing off the coast of Jakarta, Indonesia has located several parts of the aircraft. It’s believed that all 62 people on board died in the crash.
Indonesian divers on Sunday took advantage of favorable weather and visibility conditions, allowing them to locate parts of the wreckage. Indonesian officials said that they recovered broken pieces of the fuselage with aircraft registration parts 23 meters (75 feet) below the Java Sea.
Rescue workers earlier found small pieces of debris from the plane, as well as body parts and pieces of clothing.
Indonesian rescue members inspect what is believed to be the remains of the Sriwijaya Air plane flight SJ182, which crashed into the sea, at Jakarta International Container Terminal port in Jakarta, Indonesia, January 10, 2021. © REUTERS/Ajeng Dinar Ulfiana
Indonesian-operated Sriwijaya Air Flight 182 went missing on Saturday afternoon while traveling from Jakarta to Pontianak in West Kalimantan province. The plane reportedly experienced an hour delay before takeoff, and then disappeared from radar four minutes after becoming airborne. Authorities are still investigating what caused the tragic accident. Officials say the initial delay was due to bad weather and that a maintenance report stated that there were no issues with the aircraft before the fatal flight.
The Boeing 737-500 was carrying 62 people, including seven children and three babies. No survivors have been found.
The crash marks the worst air accident for Indonesia since the Lion Air tragedy in October 2018, when a Boeing 737 MAX 8 jet crashed into the Java Sea shortly after taking off from Jakarta. All 189 people on board were killed. The accident, followed by another crash in Ethiopia involving the same plane model, led to the grounding of the MAX 8 for nearly two years over concerns about the aircraft’s automated flight-control system.
Credit: RT News
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Scientists in Switzerland are sending bacteria into space to find out whether life on Earth could have started on another planet.
Biologists in Lausanne will test the theory later this month when they send bacteria-filled rocks into orbit aboard a Russian satellite.
If the harmless spores of Bacillus subtilis survive re-entry into the Earth's atmosphere, the biologists say it will prove that life could have extraterrestrial origins.
Tests on Earth have already revealed that bacteria can survive many aspects of an interplanetary flight.
Dangers in space
It has long been suggested that living organisms could have travelled around the early solar system, ferried by rocks that were blown off one planet before landing on another.
A number of experiments have already been conducted in Lausanne to see if bacteria could have survived the dangers of space travel.
Hitching a ride on a meteorite would have exposed them to acceleration, deceleration, radioactivity, UV light, intense cold and shock waves.
"Every kind of danger which could happen in space has been tested in the past apart from re-entry," said microbiologist Claude-Alain Roten at Lausanne University, who is leader of the bacterial experiment.
"Just by using ballistic systems, we could see that bacteria are able to endure 100,000Gs, which is a huge acceleration.
"If they can survive that, they can survive the acceleration when a meteorite is launched from one planet to another one.
"With the Swiss defence department, we also measured bacteria's survival in an explosion."
The latest mission is scheduled to launch from Plesetsk, north of Moscow, on October 15.
Two hollowed-out stones attached to the exterior of the satellite will be carrying bacteria.
Roten admitted that analysing the bacteria - should it survive re-entry - would not be conclusive proof that life appeared on other planets.
However, it would confirm whether terrestrial life could have emerged in another part of the solar system or even in another part of the galaxy.
"We'll have our proof if we can get Martian samples in ten years and analyse them and see if they are holding bacteria fossils," he told swissinfo.
"If the fossils have the same kind of biochemistry as terrestrial biochemistry, it would be a full proof of the theory.
"Another way to see if the theory is correct would be to analyse the atmosphere of extra solar terrestrial planets.
"If we can find planets with an atmosphere similar to that of the Earth, it is a very strong signal that on these planets there must be something similar to life."
Dozens of experiments, devised by researchers from other countries, will also be performed during this mission.
Scientists will analyse the results of the experiments when the satellite returns to Earth after a fortnight.
swissinfo, Vincent Landon
Bacteria sent into orbit aboard Russian satellite.
Survival could confirm extraterrestrial origins of life.
Study devised by Lausanne scientists.
In compliance with the JTI standards
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UAV Solutions has unveiled a tethered version of the Allerion 25, greatly extending its potential flying time. The new model, dubbed Allerion 25-T, boasts a 12h flight endurance, far surpassing the untethered model's 40min endurance.
The quadcopter is aimed primarily at emergency response and law enforcement agencies. Its small size and relatively fast assembly time allows it to be carried in the trunk of a police cruiser or similar vehicle.
The aircraft falls just below FAA-mandated maximums for legislating small UAVs, allowing largely unrestricted use under certain circumstances.
"The next phase of the ISR variant Allerion 25-T will include the addition of a communications relay which will make the tethered Allerion ideal for use during natural disasters and events where communications are critical," says the company.
Source: Flight Daily News
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Lasers in Space
Lasers in Space
The word "laser" is an acronym for "light amplification by the stimulated emission of radiation." The laser is a unique device that produces a very pure color of light that is concentrated into a pencil-thin beam that stays concentrated, or focused, as it travels.
Lasers are commonly seen in several ordinary commercial applications, such as bar code scanners, laser pointers, CD players, CD-ROMs, videodiscs, laser surgery, and laser-light shows. However, lasers have many other applications as well. For instance, lasers enable us to communicate and transfer massive amounts of information, monitor our environments, provide protection from aggressive military attacks, and probe the deepest reaches of space and understand the origins of the universe. Lasers will have a myriad of applications in space, the following of which will be highlighted: (1) laser communications, (2) lasers for environmental and remote sensing, (3) space-based laser defense systems, and (4) lasers for astronomical applications in gravity wave detectors.
The use of lasers as a tool to transmit information, such as telephone conversations, television programs, and data, is well known. As the information age continues to advance, the use of lasers in space as a communication tool will become critical. During the first decade of the twenty-first century, most of the lasers used in communication applications will be associated with optical fiber connections. The growth of the Internet, however, will eventually clog up today's fiber-optic cables . This will occur because many people will use computers that send information back and forth to each other through fiber-optic phone lines (or fiber-optic cables). This clogging up of the phone lines and cables by computer usage is similar to the clogging up of the phone lines on major holidays, such as Mother's Day.
One way to avoid this problem is to place lasers on satellites in space. In this way, data can be collected from multiple locations that are geographically close to one another and beamed up to a satellite by either a laser or microwave link . The satellite can then collect the data and retransmit the information from one satellite on an ultrahigh-capacity optical data link using lasers.
The importance of using lasers in space for communications is that since light is traveling in space (a vacuum ) the light signals are not corrupted as much as they would be traveling through optical fiber. In addition, instead of using one color of a laser to transmit information, a satellite could have many different lasers, each transmitting information on a different color. This method of using different colors to increase the amount of information to be transmitted is called "wavelength division multiplexing" and is similar to how conventional radio signals are broadcast on different radio frequencies. With this type of laser technology, optical communication links in space could easily handle many tens of trillions of bits of information being sent every second.
Environmental and Remote Sensing
One of the most common uses of lasers in space is for environmental and remote sensing. In this application, a laser stationed on a satellite can orbit Earth (or other heavenly bodies such as the Moon or Mars) and direct a sequence of short optical pulses onto the surface. These pulses are then reflected from the surface, and the reflected pulses are detected by the satellite that contains the laser. Since the speed of light is known accurately, the time it takes for the light pulses to leave the laser/satellite, travel to the surface, and return can be measured, as can the distance from the satellite to the surface. By repeatedly sending sequences of pulses from the satellite to Earth's surface, a three-dimensional topological map can be generated.
The truly amazing feature of using lasers for this type of geographical mapping is that a distance resolution of a few millimeters can easily be achieved. More importantly, different types of lasers emit different colors of light, and these different colors reflect in particular ways, depending on the type of surface the laser light reflects from. In this way, one can use different types of lasers that not only will map out the geographical terrain but also will be able to measure the composition of clouds and perhaps detect water,minerals , and other natural resources underneath the surface.
Laser Defense Systems in Space
The prospect of using lasers in space, as part of an overall strategic defense plan of the United States, was gaining significant support in the early twenty-first century. In this scenario, lasers would not be a source of directed energy in an offensive attack, but the lasers would primarily be used in a defensive mode to target, track, and identify potentially hazardous threats that may come in the form of intercontinental ballistic nuclear missiles. The types of lasers used would vary widely, depending on the functions to be performed by the laser. For example, small low-powered lasers would be used to realize optical radar functions and to determine the location and velocity of moving targets in space. More powerful solid-state or chemical lasers could then be used as a source of directed energy to disable rogue missile attacks. Several plans have been proposed to incorporate lasers in space as part of a unified missile defense plan, including ground-based lasers and orbiting reflectors to assist in tracking and directing the laser radiation. Owing to the harsh environment of space, novel engineering approaches would need to be employed to make these laser systems robust and reliable. In addition, the need for generating power to operate the lasers may easily be accomplished by a combination of solar cells or direct solar-pumped lasers.
Gravity Wave Detection in Astronomy
Lasers in space are also used in astronomy. Researchers use ground-based lasers and optical interferometry to detect gravity waves . Optical interferometry is a technique that splits a laser beam into two beams by using a partially silvered mirror. Each beam travels in a different direction (or arm of the interferometer) and is then reflected back to the silvered mirror. The two beams are recombined and the resulting combined beam can provide information about the differences between the two paths that each beam traversed.
This method is being used on Earth to detect the presence of gravity waves that could have been produced from exploding stars or colliding galaxies. Currently, the limitation in the ground-based approaches is that the sensitivity provided is not sufficient for detecting gravity waves. It should be noted that the lengths of the arms of the interferometer on ground-based gravity wave detectors are on the order of 1 kilometer (0.6 miles). By placing the laser and interferometer in space, the sensitivity can be improved by increasing the lengths of the arms of the interferometer to thousands of kilometers and by removing any disruptions caused by Earth-related effects. The detection of gravity waves would be an incredibly important finding in science, because it would serve as another verification of German-born American physicist Albert Einstein's theory of general relativity .
Outlook Towards the Future
This brief description of the potential applications of using lasers in space shows that these light sources are truly unique and can provide unprecedented performance in specific applications. Scientists and engineers worldwide are researching these and other applications of lasers in space, not only to consider and test the feasibility of specific uses but also to continue to develop state-of-the-art laser systems so that these applications will flourish. What will the newest applications of lasers in space bring? How will these applications change the way humans live their lives? No one can be completely sure, but the new uses that will be discovered will be limited only by the human imagination.
see also Communications, Future Needs in (volume 4); Laser Propulsion (volume 4); Military Space Uses of Space (volume 4); Mining (volume 4); Power, Methods of Generating (volume4); Scientific Research (volume 4); Space Industries (volume 4).
Peter J. Delfyett
Bass, Michael, et al., eds. Handbook on Optics, 2nd ed. New York: McGraw-Hill, 1995.
Chan, V. W. S. "Optical Space Communications."IEEE Journal of Selected Topics in Quantum Electronics 6 (2000):959-975.
Coyne, D. C. "The Laser Interferometer Gravitational Wave Observatory (LIGO)Project."IEEE Aerospace Applications Conference Proceedings 4 (1996):31-61.
Possel, W. H., and W. C. Martel. "Laser Weapons in Space: A Critical Assessment."<http://www.au.af.mil/au/database/research/ay1998/awc/98-197ex.htm>.
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The two Mars Cube One satellites, the small CubeSats that took off towards the Red Planet in May 2018, went “dark” with no apparent reason, puzzling NASA which doesn’t know why that happened. The MarCO space probes (as the Mars Cube One satellites are known – MarCO-A and MarCO-B) gone silent as they past Mars, the US space agency reported a couple of days ago.
“This mission was always about pushing the limits of miniaturized technology and seeing just how far it could take us,” said Andy Klesh, the mission’s chief engineer at JPL, said in a statement. “We’ve put a stake in the ground. Future CubeSats might go even farther.”
While the two Mars Cube One satellites have launched towards Mars as a test project for advanced communication systems in deep space, the fact that they went “dark” is puzzling the US space agency’s scientists. It might be that the small space probes reached their limits, as Andy Klesh said, but not everyone agrees with that.
Mars Cube One Satellites Went “Dark” And NASA Doesn’t Know Why
“The brightness sensors that allow the CubeSats to stay pointed at the Sun and recharge their batteries could be another factor. The MarCO sats are in orbit around the Sun and will only get farther away as February wears on. The farther they are, the more precisely they need to point their antennas to communicate with Earth,” NASA JPL said in a statement.
The two Marc Cube One satellites will move again toward the Sun during the summer. Then, NASA plans to attempt to contact the MarCO satellites once again, hoping that the batteries and the components of the two satellites last until them.
“There’s big potential in these small packages. CubeSats – part of a larger group of spacecraft called SmallSats – are a new platform for space exploration that is affordable to more than just government agencies,” said John Baker, the MarCO program manager at JPL, in the statement.
With over seven years of experience in online journalism, Vadim is passionate about everything related to science and the environment. For us, he will thus cover climate, environment, and science news, among others.
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The US Air Force is working on an advanced project called Skyborg, which is being touted as an AI wingman for pilots. Will Roper, the US Air Force’s assistant secretary for acquisition, tech, and logistics, envisions Skyborg as an AI wingman ‘that will train and learn alongside pilots.’
“I don’t want this to just be a laboratory project that lives and dies there in a petri dish. I want this to become a program,” said Roper, “I want to see real, operational demonstrations within a couple of years. And I will push them to be faster than that.”
To achieve the AI-powered drone capabilities, the Air Force Office of Strategic Development Planning and Experimentation (SDPE) is conducting market research in the search of readily available commercial technologies that could be used in Skyborg project.
“We’ve been given the overall objective to have an early operational capability prototype fielded by the end of the calendar year 2023, so this is our first step in determining what the current state of the art is from a technology perspective and from a systems engineering perspective to provide that EOC capability in 2023,” said Ben Tran, Skyborg program manager.
According to Capability Request for Information (CRFI) documents, the primary goal of the Skyborg program is to deploy a modular, fighter-like aircraft that can be used to quickly update and field iteratively more complex autonomy to support the warfighter.
These AI-powered drones should be capable of avoiding other aircraft, terrain, obstacles, and hazardous weather. They should be able to take off and return, autonomously. They should not require a highly skilled person and should be operable with personnel who have limited engineering or pilot experience.
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