Up to five maneuvers from this list below will be selected by random drawing.
The goal is to complete each maneuver in the order determined by draw on the first try in the shortest time.
Up to two attempts can be made on each maneuver, the CD will judge whether or not the attempt was successful.
Completing the maneuver on the first try is worth 10 points. Success on the second attempt is worth 5 points.
A maneuver can be 'skipped' (no points awarded) by calling 'Pass' to the CD instead of performing the maneuver.
Places are determined by total points, total time is a tie-breaker for those scoring the same point totals.
Each pilot can be assisted by a caller of their choice.
List of Manuvers
This is one of the most basic maneuvers, but not easy to fly well. It has to be perfectly round, entry and exit have to be at the same altitude. The difficulty in flying this manuever well is in correcting for effects of wind drift. In competition, it helps if you don't have to fly first, so you can watch what your competitors are doing and judge the wind drift that you have to take into account.
The maneuver starts with a pullup of about 3 - 4 g. Once past the vertical, the back pressure on the elevator is slowly relaxed to float over to top of the loop to keep it round. Past the top, the back pressure is slowly increased again throughout the back part till horizontal flight. The plane has to stay in one plane with the wings orthogonal to the flight path. Rudder is used to maintain the plane of the figure and ailerons are used to maintain the orientation of the wings.
This is the basic loop with a roll (usually a snap roll) at the top of the loop. The roll has to be centered at the top of the loop.
This is a variation of the basic loop. The two vertical lines and the horizontal line on top have to be of the same length. The exit line at the bottom has to be at least as long as the other three sides. The quarter loops that connect the four sides have to have the same radius at each corner.
The figure starts with a half loop to inverted flight. A half roll then results in horizontal upright flight. This is one of the maneuvers that have been used in WW I to reverse direction. This maneuver does not preserve speed and altitude. It trades speed for altitude.
The figure starts with a half roll to inverted followed by the second half of a loop downward.
This is another maneuver to reverse direction. This one, like the immelman, does not preserve speed and altitude. In this case it trades altitude for speed.
Half Cuban Eight
Five-eighths of a loop to a down-line at a 45 degree angle. The plane is inverted at this point. Centered on this downline is a half roll from inverted to upright. A pullout to horizontal completes the figure.
This is another one of the maneuvers that reverse direction. The downline can be used to adjust the altitude and speed at the end of the figure.
Two Half Cuban Eights can be combined to form a Cuban Eight or Lay-down Eight. In this figure in competition the two looping parts have to be flown at the same altitude with the same radius. The exit has to be at the same altitude as the entrance to the figure.
Reverse Half Cuban Eight
This figure starts with a pull to a 45 degree up-line. Centered on this line is a half roll from upright to inverted. Five-eighths of a loop complete the figure to horizontal flight.
This again is one of the maneuvers that have been used to reverse direction while preserving altitude and airspeed.
Reverse Cuban Eight
Like the Cuban Eight, a Reverse Cuban Eight can be formed by flying two Reverse Half Cuban Eights back to back.
This figure is similar to a Full Cuban Eight, but it does not contain any rolls. The second loop is an outside loop. Again, the two loops have to have the same radius and have to be flown at the same altitude. Entry and exit have to be at the same altitude.
Hammerhead or Stall Turn
It starts with a quarter loop into a vertical climb. When the plane stops climbing, it pivots around its vertical axis (which is now horizontal).The nose moves in a vertical circle from pointing up through the horizon to pointing down. After moving vertically down to pick up speed again, the maneuver is finished with the last quarter of a loop to horizontal flight. This figure can have optionally rolls on both the up-line and the down-line.
The quarter loop is flown just like the first part of a loop. When the plane is vertical, the elevator backpressure is released completely. During the vertical line up, some right aileron and right rudder is needed to maintain the vertical attitude because of the engine torque and p-factor. When the plane has slowed enough, full rudder initiates the turnaround. It is followed by right-forward stick (right aileron and forward elevator) to keep the plane from torquing off. The pivot is stopped with opposite rudder when the nose points straight down. When the pivot is completed, the ailerons and rudder are neutralized. Elevator and rudder are used to keep the nose pointing straight down. The pivot must be completed within one wingspan. Rolls on the downline require only aileron input if the plane is trimmed correctly.
This maneuver is sometimes called a hammerhead stall. This is not an accurate name because the airplane never stalls. The airspeed may be very low, close to zero, but since there is no wingloading during the turn-around, there is no stall (at zero g wing loading, a wing does not stall). The plane is flying throughout the maneuver with all the control surfaces effective (although sometimes only marginally so).
This also is one of the maneuvers that have been used to reverse direction while adjusting altitude and airspeed by changing the length of the down-line.
The figure starts with a quarter loop to a vertical climb. A half loop then results in a vertical down-line. The figure completes with another quarter loop to horizontal flight. The looping part on the top of the figure does not have to be the same radius as the two other looping portions (the quarter loops going into and coming out of the humpty). Again the figure can have optionally rolls on both the up-line and the down-line.


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Space 4D+ Flash Cards
- Brand : Octagon
- Type : Card Paper (Doff Laminated)
- Availability: 10
Embark on a fantastic space exploration experience with Space 4D+ by Octagon Studio. Space 4D+ is a collection of 27 educational AR flashcards about space including the solar system, planets, space objects, satellites, rovers, and space missions. Download the Space 4D+ app on App Store or Google Play Store for free, scan the cards. See the solar system and the planets come to life in Augmented Rea..
Embark on a fantastic space exploration experience with Space 4D+ by Octagon Studio. Space 4D+ is a collection of 27 educational AR flashcards about space including the solar system, planets, space objects, satellites, rovers, and space missions. Download the Space 4D+ app on App Store or Google Play Store for free, scan the cards. See the solar system and the planets come to life in Augmented Reality. To activate the Space 4D+ cards, users are requested to register a serial number that is attached on the instruction card. One serial number can be used on three devices in total. After registering the serial number, the user can scan the cards using Space 4D+ App to start discovering:Planets, Satellites and more. Cards: 27 pieces (26 Space4D+ Cards & 1 Instruction Card)Size: 11.7*7.2*1.1cm
|Long Description||DISCOVER THE SOLAR SYSTEM, PLANETS: Mercury, Venus, Earth, Mars, Jupiter, Saturn, Uranus, Neptune, Pluto. SATELLITES: International Space Station, Sputnik –  :ROVERS Lunokhod I – , Lunar Rovers – , Spirit/Opportunity – , Curiosity –  SPACE OBJECTS:Asteroids, Black Hole, Comet, Meteor, Supernova SPACE MISSIONS: Soyuz Mission-  Vostok Mission –  Apollo 15 –  Space Shuttle –  .With Space 4D+, users can explore space in a novel way. Space 4D+ is not only about our solar system, but also about the many man-made creations that we have made to explore space.Users can spin the planets like a globe, see the differences between the planets in size, and even control the rovers on the Moon or Mars!|
|App Details||Category: Education , Language: English , Size: iOS 111 MB / Android 58.1 MB , Minimum Operating System: Android 4.0.3 (Ice Cream Sandwich) & iOS 7.0 , Approximate Download Time: Depends on your Internet connection, but usually takes more than 3 minutes.|
|App Specification||Minimum Processor: Qualcomm chipset, 1.2 GHz. It works well on 1 GB RAM. Not compatible with Intel Atom Processor.Memory card supports Augmented Reality feature.|
|Compatibility||Not Compatible for Acer ICONIA Tab 8 A1-850-13FQ, Asus zenfone 2, Asus zenfone 4, Asus zenfone 5, Asus zenfone 6, Asus fonpad 8 fe380, Asus ZenPad 10, Asus FonePad K012, Asus ze551ml, HTC SC One, Lenovo A7000, Lenovo S880, Lenovo Yoga Tablet 2.8.0, LG G4 Stylus, LG L7, Samsung Tab GT-P7500, vivo x3s, iPad Mini|


A network of satellites that continuously transmit coded information, which makes it possible to precisely identify locations on earth by measuring the distance from the satellites.
As stated in the definition above,
GPS stands for Global Positioning System and refers to a group of U.S. Department of Defense satellites constantly circling the earth. The satellites transmit very low power radio signals allowing anyone with a GPS receiver to determine their location on Earth
The 3 Segments of GPS
The NAVSTAR system (the acronym for Navigation Satellite Timing and Ranging, the official U.S. Department of Defense name for GPS) consists of:
- a space segment (the satellites),
- a control segment (the ground stations), and
- a user segment (you and your GPS receiver
The Space Segment
The space segment, which consists of at least 24 satellites (21 active plus 3 operating spares) is the heart of the system. The satellites are in what’s called a “high orbit” about 12,000 miles above the Earths surface. Operating at such a high altitude allows the signals to cover a greater area. The satellites are arranged in their orbits so a GPS receiver on earth can always receive from at least four of them at any given time.
The satellites are travelling at speeds of 7,000 miles an hour, which allows them to circle the earth once ever)’ 12 hours. They are powered by solar energy and are built to last about 10 years. If the solar energy fails (eclipses, etc.), they have backup batteries onboard to keep them running. They also have small rocket boosters to keep them flying in the correct path.
The first GPS satellites were launched into space in 1978. A full constellation of 24 satellites was achieved in 1994, completing the system. Money is in the U.S. Department of Defense budget to continue buying new satellites, sending them up to keep the system running for years to come.
Each satellite transmits low power radio signals on several frequencies (designated LI, L2, etc.). Civilian GPS receivers “listen” on the LI frequency of 1575.42 MHz in the UHF band. The signal travels “line of sight”, meaning it will pass through clouds, glass and plastic, but will not go through most solid objects such as buildings and mountains.
To give you some idea of where the LI signal is on the radio dial, your favourite FM radio station broadcasts on a frequency somewhere between 88 and 108 MHz (and sounds much better!). The satellite signals are also very low power signals, on the order of 20-50 watts. Your local FM radio station is around 100,000 watts. Imagine trying to listen to a 50-watt radio station transmitting from 12,000 miles away! That’s why it’s important to have a clear view of the sky when using your GPS.
LI contains two “pseudorandom” (a complex pattern of a digital code) signals, the Protected (P) code and the Coarse/Acquisition (C/A) code. Each satellite transmits a unique code, allowing the GPS receiver to identify the signals. “Anti-spoofing” refers to the scrambling of the P-code in order to prevent its unauthorized access. The P-code is also called the “P (Y)” or “Y” code.
The main purpose of these coded signals is to allow for calculating the travel time from the satellite to the GPS receiver on the Earth. This travel time is also called the Time of Arrival. The travel time multiplied by the speed of light equals the satellite range (distance from the satellite to the GPS receiver). The Navigation Message (the information the satellites transmit to a receiver) contains the satellite orbital and clock information and general system status messages and an ionospheric delay model. The satellite signals are timed using highly accurate atomic clocks.
The Control Segment
The “control” segment does what its name implies — it “controls” the GPS satellites by tracking them and then providing them with corrected orbital and clock (time) information. There are five control stations located around the world — four unmanned monitoring stations and one “master control station”. The four unmanned receiving stations constantly receive data from the satellites and then send that information to the master control station. The master control station “corrects” the satellite data and, together with two other antenna sites, sends (“uplinks”) the information to the GPS satellites.
The User Segment
The user segment simply consists of you and your GPS receiver. As mentioned previously, the user segment consists of boaters, pilots, hikers, hunters, the military and anyone else who wants to know where they are, where they have been or where they are going.
How does GPS Works?
Lets first look at how the GPS receiver knows where the satellites are located in space. The GPS receiver picks up two kinds of coded information from the satellites. One type of information, called “almanac” data, contains the approximate positions (locations) of the satellites. This data is continuously transmitted and stored in the memory of the GPS receiver so it knows the orbits of the satellites and where each satellite is supposed to |be. The almanac data is periodically updated with new information as the satellites move around.
Any satellite can travel slightly out of orbit, so the ground monitor stations keep track of the satellite orbits, altitude, location, and speed. The ground stations send the orbital data to the master control station, which in turn sends corrected data up to the satellites. This corrected and exact position data is called the “ephemeris” (pronounced: i-’fe-me-res) data, which is valid for about four to six hours, and is transmitted in the coded information to the GPS receiver.
So, having received the almanac and ephemeris data, the GPS receiver knows the position (location) of the satellites at all times.
Time is of the Essence
Even though the GPS receiver knows the precise location of the satellites in space, it still needs to know how far away the satellites are (the distance) so it can determine its position on Earth. There is a simple formula that tells the receiver how far it is from each satellite:
Your distance from a given satellite object equals the velocity of the transmitted signal multiplied by the time it takes the signal to reach you (Velocity x Travel Time = Distance).
Remember as a kid how you could find out how far a thunderstorm was from you? When you saw a lightning flash you counted the number of seconds until you heard the thunder. The longer the count, the further away the storm was. GPS works on the same principle, called “Time of Arrival”.
Using the same basic formula to determine distance, the receiver already knows the velocity. It’s the speed of a radio wave — 186,000 miles per second (the speed of light), less any delay as the signal travels through the Earth atmosphere.
Now the GPS receiver needs to determine the time part of the formula. The answer lies in the coded signals the satellites transmit. The transmitted code is called “pseudo-random code” because it looks like a noise signal. When a satellite is generating the pseudo-random code, the GPS receiver is generating the same code and tries to match it up to the satellites code. The receiver then compares the two codes to determine how much it needs to delay (or shift) its code to match the satellite code. This delay time (shift) is multiplied by the speed of light to get the distance.
Your GPS receiver clock does not keep the time as precisely as the satellite clocks. Putting an atomic clock in your GPS receiver would make it much larger and far too expensive! So each distance measurement needs to be corrected to account for the GPS receiver’s internal clock error. For this reason, the range measurement is referred to as a “pseudo-range”. To determine position using pseudo-range data, a minimum of four satellites must be tracked and the four fixes must be recomputed until the clock error disappears.
Coming Full Circle
Now that we have both satellite location and distance, the receiver can determine a position. Let’s say we are 11,000 miles from one satellite. Our location would be somewhere on an imaginary’ sphere that has the satellite in the center with a radius of 11,000 miles. Then let’s say we are 12,000 miles from another satellite. The second sphere would intersect the first sphere to create a common circle. If we add a third satellite, at a distance of 13,000 miles, we now have two common points Even though there are two possible positions, they differ greatly in latitude/longitude position AND altitude. To determine which of the two common points is your actual position, you’ll need to enter your approximate altitude into the GPS receiver. This will allow the receiver to calculate a two-dimensional position (latitude, longitude). However, by adding a fourth satellite, the receiver can determine your three-dimensional position (latitude, longitude, altitude). Let’s say our distance from a fourth satellite is 10,000 miles. We now have a fourth sphere intersecting the first three spheres at one common point.
The unit stores data about where the satellites are located at any given time. This data is called the almanac. Sometimes when the GPS unit is not turned on for a length of time, the almanac can get outdated or “cold”.
When the GPS receiver is “cold”, it could take longer to acquire satellites. A receiver is considered “warm” when the data has been collected from the satellites within the last four to six hours. When you’re looking for a GPS unit to buy, you may see “cold” and “warm” acquisition time specifications. If the time it takes the GPS unit to lock on to the signals and calculate a position is important to you, be sure to check the acquisition times.
Once the GPS has locked onto enough satellites to calculate a position, you are ready to begin navigating! Most units will display a position page or a page showing your position on a map (map screen) that will assist you in your navigation.
Errors of GPS
1. Ionospheric and Tropospheric delay: Due to the radio waves radiated by the satellite when passing through the different layers of the ionosphere and troposphere, the velocity of the waves vary which affects the time difference measurement and the fix will not be accurate.
2. Users clock error, if the user clock is not perfectly synchronized with the satellite’s clock, the range measurement will not be accurate and the range measurement along with the clock error is known as the pseudo range. This error can be eliminated within the receiver on board by obtaining the pseudo range from three satellites and is done automatically within the receiver.
3. Satellite clock error: This error is caused due to the error in the satellite’s clock with respect to GPS time. This is monitored by .the ground-based segments and any errors in the satellite’s clock forms part of the 30 seconds navigational message.
4. Geometric dilution of precision: The geometry of the position of the satellite determines the angle of cut which in turns governs the quality of the position obtained. Wider the angular separation between the satellites, more accurate is the fix as the intersection will be almost at right angles.
The lower the GDOP value higher the accuracy of the fix and this GDOP value is indicated on the display unit.
5. Multipath error This error is caused by satellite signals arriving at the ship’s antenna both directly from the satellite and having reflected by some other objects.
6. Deviation of the satellite from the predicted path: The satellites are monitored and their paths are predicted by ground-based segment. However between two consecutive monitoring of the same satellites, there may be minor drifts from their predicted paths resulting in small position inaccuracy.
DGPS (Differential GPS)
Differential GPS: the system is used to enhance the accuracy of the normal GPS system so that it can be used for survey, drilling, oceanography etc. Where higher accuracy of position fixing is required.
The DGPS reference station is situated at a fixed location and from this position the GPS receiver tracks all the satellite within its site, obtains data from them and computes the correction based on the position obtained from the GPS and its actual position. These corrections are then broadcast to GPS user’s to improve their positional accuracy.
The fundamental principle of DGPS is the comparison of fixed point, referred to as the reference station with position obtained from a GPS receiver at that point.
Since the reference station knows its exact location, it can determine the errors in the satellite signals. It does this by measuring the ranges to each satellite using the signals received and comparing these measured ranges to the actual ranges calculated from its known position. The difference between the measured and calculated range or each satellite in view becomes a “differential correction”. The differential corrections for each tracked satellite are formatted into a correction message and transmitted to DGPS receivers. These differential corrections are then applied to the GPS receiver’s calculations, removing many of the common errors and improving accuracy. The level of accuracy obtained is a function of the GPS receiver and the similarity of its “environment” to that of the reference station, especially its proximity to the station. The reference station receiver determines the error components and provides corrections to the GPS receiver in real time. Corrections can be transmitted over FM radio frequencies, by satellite, or by beacon transmitters maintained by the U.S. Coast Guard. Typical DGPS accuracy is 1-5 meters (about 3-16 feet).


Download link of the latest version Space Frontier APK I have shared here, so let's wait no more bro download and install the app or game on your android device. It's easy to download and install to your android phone. Read detail below and go to download page we provide direct download link for Space Frontier 1.0.
Blast off for the stratosphere with Space frontier, the addictive physics rocket game that your friends will want to play, but they can’t! It’s your phone, mate.
Your mission is to launch your rocket as high into orbit as possible. Simple touches control when you release each stage in your rocket. Earn in-game currency from successful launches and spend it to acquire new parts and styles.
Easy to play but hard to master gameplay means you’ll be coming back again and again for one more boost.
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Space Frontier is available for free download. Versions of this app apk available with us Space Frontier 1.0 You can install this tool on different device. You can get Space Frontier APK file using the links below


In today’s fast-paced digital world, video content has become a powerful tool for businesses to communicate their message effectively. This is especially true for large aerospace and defense corporations that need to showcase the importance of their products to a wide range of audiences. In this article, we will explore why it is essential for such companies to utilize video content to communicate the value and importance of their products.
Communicate Complex Information:
The aerospace and defense industry involves complex technology and engineering concepts that can be difficult to understand for the average person. Video content can help these corporations to explain their products and services in a way that is easy to comprehend for their target audience. By using animations, 3D models, and other visual aids, these companies can simplify complex information and make it more accessible to the general public.
Showcase Product Features:
Video content allows aerospace and defense corporations to showcase the features and capabilities of their products in a visually compelling way. For example, a video demonstrating the capabilities of a military aircraft or a spacecraft can provide a better understanding of the product’s features than a written or verbal description. This not only helps potential customers to make informed decisions but also builds trust and confidence in the corporation’s products.
Engage and Educate Customers:
Video content can be used to engage and educate potential customers about the benefits of a corporation’s products. By creating videos that demonstrate the practical applications of their products, these companies can show how their products can solve real-world problems. This can be particularly effective in building brand awareness and generating interest in their products.
Reach a Wider Audience:
Video content has the potential to reach a wider audience than other forms of communication. With the rise of social media and video-sharing platforms, aerospace and defense corporations can reach a global audience with their message. This can help to increase brand awareness and generate interest in their products across different demographics.
Enhance Brand Image:
The use of video content can also help to enhance a corporation’s brand image. By showcasing their products in a visually compelling way, these companies can position themselves as innovative and forward-thinking. This can be particularly important in the aerospace and defense industry, where customers value reliability, performance, and technological advancements.
In conclusion, video content has become an essential tool for large aerospace and defense corporations to communicate the value and importance of their products. By simplifying complex information, showcasing product features, engaging and educating customers, reaching a wider audience, and enhancing their brand image, these companies can effectively communicate the benefits of their products and services. As the world becomes more digital and interconnected, the use of video content is likely to become even more important in the aerospace and defense industry.


Moon experiences devastating meteor smash. Scientists from NASA have witnessed the largest ever explosion caused by a meteor striking the surface of the Moon, and now they have been forced to face the terrifying reality that a similar fate could befall Earth one day in the future.
They’ve seen the biggest explosion in the history of the program “It exploded in a flash 10 times as bright as anything we’ve seen before. Anyone looking at the Moon at the moment of impact could have seen the explosion – no telescope required.” Related Articles Since the explosion in Tunguska Russia, researchers from around the world have not come to any conclusive reason for the explosion that happened in 1908.
Theories are ranging from a nuclear type explosion, an asteroid, comet or meteor and even a theoryTunguska EXPLOSION: Theories involving a ‘megaton’ explosion in Russia still baffles researchers The biggest threat to the world, as well as the most efficient and reliable source of energy, comes from the same thing: nuclear energy.
All it takes is one mistake for the release of harmful nuclear radiation to cause a long-lasting and extremelyAnonymous Warns: The Fukushima Nuclear Leak Is The Biggest Threat To Humankind According to a spokesperson for Science.com, NASA has been monitoring the Moon for signs of damage caused by meteors and asteroids for the past eight years. Recently, they witnessed ‘the biggest explosion in the history of the program’ when a 88lb space rock smashed into the lunar surface at the astonishing speed of 56,000mph. Despite the fact that the meteor was relatively small, approximately the size of a small boulder, the damage that it caused to the surface of the Moon was fairly significant.
Observers from NASA claim that the explosion caused by the impact gave off light as bright as a magnitude 4 star. “It exploded in a flash ten times as bright as anything we’ve seen before. Anyone looking at the Moon at the moment of impact could have seen the explosion – no telescope required, ” reported Science. Com. According to experts, if the Earth were to endure a similar meteor event then the impact would create a crater at least 65 feet deep. It would also create a devastating ‘kill zone’ which is comparable to ten Tomahawk cruise missiles striking simultaneously.
The death toll caused by such an extreme meteor strike would be expected to amount to thousands of people. The Earth is more protected from devastating asteroid strikes than the natural satellite as the atmosphere tends to burn up most space debris before it can penetrate the immediate atmosphere above the Earth. However, the Earth’s atmosphere is certainly not completely failsafe and large meteors have been known to impact on Earth.
The most recent example of one of these events was at Chelyabinsk in Russia where a 20-metre asteroid exploded in the air, damaging 7,200 buildings and injuring almost 2000 people in the immediate area. NASA has become more aware of the potentially catastrophic consequences of an asteroid hitting the Earth in recent years and have come to take pleas to implement a strategy to monitor and destroy potentially earth-shattering asteroids seriously.
The space agency, working in conjunction with the European Space Agency (ESA) has begun the first design phase of a specialized space craft called the Double Asteroid Redirection Test (DART) which will be used to divert potentially devastating asteroids away from the planet. According to Lindley Johnson, the planetary defense officer at NASA headquarters, in 2022, the two space agencies plan to run a joint operation using DART to divert a ‘non-threatening’ asteroid away from the Earth’s orbit.
READ MORE: http://www.disclose.tv/news/nasa_recorded_the_biggest_explosion_on_the_moon_ever_and_warns_we_could_be_next/139617


FIREFLY BOOKS: MARS OBSERVERS GUIDE, BONE 978-1-55297-802-3
Item No. 896-10570
Manuf. No. Firefly 978-1-55297-802-3
Firefly books: Mars Observers Guide
The Mars Observer's Guide describes what equipment is needed to observe Mars and explains the various methods of recording what you can see: from simple sketches to CCD (charge-coupled devices) imaging.
Astronomers will also learn what to look for throughout 2003 and also in 2005 and 2007 when similar phenomena occur. The book goes beyond being an observational guide with an excellent general introduction to Mars. The planet's structure and key physical features are extensively described and illustrated.
Old SC ID: 890-10570


Country Site Manager-Latin America WASS for Worldwide Aviation Support Services (BB-F62F5)
Encontrado en: Neuvoo CR
***Contingent Upon Contract Award **** Single-point of contact and accountable to the AAR WASS Deputy Program Director - Operations for the Aviation Support Service Program to the U.S. Embassy Country Team and the DOS INL-A Customers in support of their aviation program requirements within the assigned country by FW and/or RW aircraft. The Site Manager provides all management and administrative functions necessary for the safe, efficient, effective operation of Aviation Support Services and Embassy Air Operations Program (as applicable) at the MOB, FOBs and other locations as directed by the AAR WASS PMO. Essential Duties and Responsibilities: - Exercises operational control of a fleet of fixed-wing and/or rotary-wing aircraft to support domestic and international air movements and aerial operations within the assigned country.
- Ensures operational requirements are safely accomplished in accordance with, U.S. FAA, U.S. Department of State and Host Nation established standards and operating procedures.
- Prepares customer briefings and serves as the in country subject matter expert.
- At contract start, manages the phase-in plan to replace the incumbent contractor, or stands up a new site with no prior incumbent of DOS aviation program. AAR WASS stand up to be with no degradation in safe operations.
- Responsible for the successful operations and acts as a primary contributor to the strategic direction of all activities and resources in an assigned country or area.
- In coordination with the other AAR WASS PMO and Functional leaders of the organization, will help to develop, manage, and represent all AAR programs in the assigned country, ensuring high levels of accountability and program success.
- Will be the primary face to the customer and handles all in-country discussions with the Contracting Officer Representative (COR) or representatives.
- Maintains overall responsibility for AAR WASS in-country operations (MOB and FOLs), support and administrative duties
- Responsible for daily communications with the US Embassy and Consulates
- Responsible for safe and efficient flight operations (Rotary Wing and/or Fixed Wing)
- Responsible for all maintenance operations supporting AAR WASS in-country operations
- Responsible for all logistics support to AAR WASS in-country operations
- Responsible for all required reporting.
- Responsible for the financial success of AAR WASS in-country operations
- Responsible for site security to the extent allowed by US Embassy/Host Nation negotiated terms
- Coordinates with AAR WASS PMO functional managers as required to ensure success of in-country operations
- Ensures that mission orders are consistent with and in support of contract obligations
- Confers with AAR WASS PMO administrative personnel, government regulatory agencies to propose revision and adoption of rules and procedures governing flight operation activities
- Maintains strong relationships with key customers and vendors
- Responsible for all other current and future program requirements (operations, maintenance, logistics, admin, finance, legal, reporting, etc.)
- Carries out supervisory responsibilities in accordance with the organizations policies and applicable laws.
- Spanish Language and Reading Level 2 qualified (LATAM)
- Position requires a U.S. Security Clearance
- Perform other duties as assigned Job Requirements:
Education Required: BA/BS degree from a four-year college or university in a related field and/or combination of education and related experience. Skills and Experience Required: - Minimum of ten (10) years of experience in management and operations of a mixed rotary and fixed-wing aircraft fleet (with BA/BS degree) or fifteen (15) years experience (without degree) must have demonstrated working knowledge of aviation operations and knowledge of assigned country and their operational environments.
- Strong English speaking and written communication skill.
- Experience as a US military aviator
- Experience as a Pilot-in-Command in austere/hazardous environment CONUS and OCONUS; 2,000 hours total time as Pilot-in-Command.
- Experience flying with Night Vision Goggles (NVGs)
- Managed complex OCONUS flight activities RW and/or FW aircraft
- Mission qualified PIC in one of the assigned aircraft (RW or FW) at the highest flight activity level.
Salary Range: Neg-Neg Relocation: Travel:
calendar_todayhace 8 horas
location_onSan José, Costa Rica
work Worldwide Aviation Support Services


The voice asked me if I needed help. I was lost.
I had been watching astronauts emerge from the International Space Station to perform tasks in space as if I were somehow clinging to the exterior of the ISS enjoying a 360-degree view of outer space.
A new voice – not an astronaut’s voice – but a kind, concerned voice in another space (not outer space) informed me that I was about to be rebooted.
This wasn’t a sci-fi film, it was during a storytelling experience through a malfunctioning Oculus VR headset in Montreal.
Sharing more about this misadventure and some musings on the current state of AR and VR in addition to its role in storytelling in my latest Substack, newsletter, out now: robynmetcalfe.substack.com/subscribe


I remember my dad waking us up to come downstairs and watch the footage of Neil Armstrong on the moon. His historic first step was taken forty-one years ago today.
I still have the envelope of 8 X 10s that NASA sent to me in response to a letter I wrote. I eagerly anticipated every moon launch that followed, and dreamed about adventure in space - our only modern equivalent of the age of exploration.
Yet in school, and on television, I often heard people arguing that all that space program money would be better spent on feeding the poor here at home.
"If we can put a man on the moon, why can't we (insert your cause here)?!"
So here we are, 41 years later, having abandoned manned spaceflight, and asking ourselves, "If we can put a man on the moon, why can't we put a man on the moon?"
In the end, or at least for the time being, those who argued the money would be better spent on earth have won the day, as present entitlement spending far exceeds the NASA budgets of yesteryear.
But has that made us a better country?


- Advanced Manufacturing & Industrial
- Extreme environments: Sustainable material solutions for multiplanetary applications
Extreme environments: Sustainable material solutions for multiplanetary applications
Elkem has had a global presence both in terms of production, employees and customer base since its inception more than 100 years ago.
The company has, among other things, close to 7.000 employees worldwide, with 29 production sites and a number of processing units and sales offices.
Often referred to as a player across the planet, Elkem’s mission is to provide advanced material solutions shaping a better and more sustainable future, adding value to our stakeholders – globally.
Some of our advanced solutions have, however, also found their way to become critical input factors on applications used beyond planet Earth.
Did you know that Elkem’s specialty silicon powder product Silgrain® has been a part of several NASA missions?
Expectational requirements to technology and materials
Following lift-off on July 30 2020, the fifth NASA mission to Mars successfully touched down in the Jezero Crater on 18 February 2021, at 20.55 UTC.
The Perseverance rover’s main task is to seek for signs of ancient life and collect samples for a possible future return to Earth.
But for this to happen and the expedition to start, a number of pieces in a large puzzle had to be put in place.
According to NASA, the road to the launch pad is nearly as daunting as the journey to Mars. Before the countdown starts and the launch engines ignite, a craft must be built that can handle both the arduous trip and complete the science mission once it arrives.
The requirements from planning, technology and materials are nothing less than exceptional.
The landing: “Six minutes of terror”
The landing is considered to be among the most complicated elements of the whole expedition.
“One colleague describes the entry, descending and landing as “six minutes of terror”, NASA’s Dr. Firouz Naderi commented in connection with a previous Mars expedition.
In the first phase of the descent, friction with the atmosphere is used to slow the vessel before a parachute opens and slows the spacecraft down to “only” 321 kilometres per hour, according to Naderi.
“Now, the retro rockets fire to bring the spacecraft down to zero velocity, and we're the height of a four-story building above the surface”, Naderi commented.
This is also where Elkem’s unique specialty silicon powder product Silgrain® has its role, when the landing rockets ignite by full power release of the thermal battery, which contains Silgrain®.
The batteries are only used once, but must in return be 100 percent reliable.
Relief following touch down
The speciality product is used in the thermal battery pack of the rover’s landing system, through our partner EaglePicher, which is a leading provider of battery solutions for U.S. space missions.
Production manager Elin Stubhaug at Elkem Bremanger watched the live broadcast at the time of landing.
“It was of course very exciting to watch, and a relief when everything went well, and the rover landed safely. It is also great that we are able to play a small but important part of a large and advanced project, with such high-quality requirements”, Stubhaug commented.
EaglePicher’s non-rechargeable thermal batteries were also previously successfully used on the landing systems of the Mars Spirit, Opportunity and Curiosity rovers and the InSight lander.
Elkem is proud of its long-term relationship with EaglePicher, which is taking Silgrain® far beyond terrestrial boundaries in the pursuit of knowledge about one of Earth’s closest planetary neighbours.
We wish the Perseverance rover best of luck with the further exploration of the “Red Planet”.
Cover photo byline: NASAJPL-Caltech


In aircraft design and analysis, there is an equation called specific excess thrust. This equation describes how fast an aircraft can climb given its current state, making it an important indicator of maneuverability and performance. The equation for specific excess thrust (Ps) is as follows Ps =(T-D)V/W where T is thrust, D is drag, V
In aircraft design and analysis, there is an equation called specific excess thrust. This equation describes how fast an aircraft can climb given its current state, making it an important indicator of maneuverability and performance. The equation for specific excess thrust (Ps) is as follows
where T is thrust, D is drag, V is velocity and W is weight.
This equation, beautifully crafted in its simplicity, invites a great analogy for life—as nature tends to do. I’ve thought a lot about this equation. On my senior aircraft design team in college, I was the self-designated aircraft performance lead, wanting to better understand what made one aircraft better than another in the rawest and purest form. This equation was a great tool to get a baseline understanding of an aircraft’s capabilities. It also has great insight into life, and how balance, efficiency, and awareness affect your ability to navigate it.
When looking at the variables of this metric, Ps, you can begin to create a more natural and intuitive understanding of the term by dissecting its parts.
First there is velocity—your raw forward movement—how fast you cut through your environment. The greater this value, the more energy you have to put towards making your ascent into the clouds. This value has its drawbacks though as you can see in the next term.
Thrust minus drag is the struggle between forward motive power and the resisting force to that motion. Thrust is the forward force that propels you. Given your fuel and the way you turn that fuel into motion, thrust is the driving force that makes lift possible. However, at some point increasing thrust just makes you burn fuel faster, continuing the climb but potentially sacrificing the mission.
Drag, on the other hand, reveals where motion is met with resistance. Drag is a function of velocity whereby the faster you go, the more resistance you experience. The shape of your craft, the curves and features that exist, all work against forward motion. Even the wings that provide lift and make it possible to climb create drag as you push forward.
And finally weight. Your ability to climb is directly influenced by it. The more you have, obviously, the more difficult it is for you to climb. But consider this–fuel has weight. Without that energy an airplane couldn’t move. Wings have weight, but without wings a plane wouldn’t produce enough lift to fly.
The point here isn’t to just cut more weight or find a way to eliminate drag altogether; it’s finding what is necessary for you to reach new heights while still meeting your needs. It’s about understanding what resistance strengthens you and what is just holding you back. These forces live in balance, affecting performance in all aspects. As a designer, you must choose the parameters that fit your mission. As much as anything else, aircraft design is about harmony, balance and self-awareness.
As you hustle, check your fuel gauge. You might be climbing, but are you in danger of burning out? Are the features that give your life shape ones you want to hold on to or do they create too much drag or weight without contributing to the climb?


Rainbow Drone Services is a Singapore based company.
We established to help companies with aerial solutions such as Building Façade Inspection, 2D/3D Mapping & Surveying, and Aerial Photography/Videography.
In this fast paced living environment, technology is advancing much faster.
Using an unmanned aircraft and allowing it to do its work for humans, is definitely time-saving, cost efficiency on manpower and accurate.
We aim to provide the best innovative productivity and be one of the leading company worldwide.
Why choose us?
In Singapore, it is illegal to operate an unmanned aircraft (drone) without a valid license or permit. All drone operators are to possessed an Operator Permit & an Activity Permit under various government sector in order to carry out any works. When you choose us, we adhered to the law and stringent guidelines as imposed while delivering the best of our ability with good results.


Technology is amazing, and memory foam is one of its better products, that is, as far as we are concerned. In the last 50 years, we have seen so many more and greater inventions than in the hundreds of years before. Memory foam is such a common material to us today, and yet its origins seem like something from a Jules Verne novel.
We can thank the National Aeronautics and Space Administration (NASA) for this wonderful invention. Memory foam was developed under a NASA contract with Stencel Aero Engineering Corporation in the 1960s. Technically, NASA itself didn’t invent memory foam, but they contracted for its development. NASA is an independent agency of the United States federal government executive branch. Being responsible for aeronautics research (as well as the civilian space program and aerospace research), it fell to them to come up with a solution to two particularly troublesome space travel problems.
But memory foam didn’t even really start there. The first research and development that went into the memory foam that we know today began in 1937. Otto Bayer and his coworkers were working on the polyurethane polymers that go into memory foam. In the 1950s, it was made by starting with a polyurethane mix into which water and halocarbons, or hydrocarbons, were added.
The first recorded use of this revolutionary foam outside of the laboratory was in a hospital in 1965. The nurses there used what was called inert polyurethane porous foam to pad the patients’ beds. Through this real life application, they discovered that the pads prevented bed-ridden patients from developing decubitus ulcers, or pressure ulcers, which are a common result of lying down for prolonged periods. Further studies also showed that the foam was hypoallergenic and resistant to bacteria.
The Space Age
At around the same time, NASA was also working on the development of materials that would improve cushioning on aircraft. Airplane seats were not very comfortable. There was also the big problem of improving crash protection. G-force was a huge problem for non-commercial pilots - think astronauts and fighter pilots. The extreme g-force, or gravitational force, created in situations of extreme acceleration puts quite a heavy strain on the body. Blasting off in a space shuttle can feel something akin to having hundreds of pounds lying on top of you. Moreover, astronauts spend a lot more time travelling than your average commuter. NASA needed cushioning that would keep them comfortable on their very long space journeys.
Charles Yost, an aeronautical engineer with the Systems Dynamics Group at North American Aviation, Inc., was contracted by NASA to help with the project. Yost created the open-cell, polymeric memory foam material that we know today. This memory foam had unusual viscoelastic properties - it was capable of absorbing a high amount of energy while still remaining soft. It was great padding for seats, and also served as a good buffer against pressure, increasing the likelihood of survival during a crash.
Memory foam was known back then as temper foam. This was before it was released for use in the many consumer goods we see today. In 1969, Yost formed the company Dynamic Systems, Inc., to sell temper foam technology. The company sold the rights in 1974, but later came back with derivatives of the original. These newer materials handled temperature better and were more environmentally friendly.
Modern Memory Foam
Dynamic Systems branched out into other applications, mostly for medical purposes, such as seating systems and orthopedic medical cushions and mattresses.
Being marketed for consumer applications beginning in 1991, the foam needed a catchier popular name. The goal of temper foam was to make seat cushioning more comfortable and to provide better crash protection for pilots and passengers. From there, this amazing material has come to be used for many other commercial and consumer applications, including the very popular memory foam mattress and pillows.
After undergoing several improvements and advancements, memory foam has become one of the best bed and pillow materials known to man. It is the only one that can completely conform and yet quickly regain its original shape, making it much more comfortable and longer lasting. NASA still uses memory foam in the space program today, for everything from seats to floors.


Translation from the Russian.
|Series||JPRS 29,007, TT 65-30454|
I used a portfolio of books, since my classes in control engineering covered a variety of topics. The three main books that I used were:  R. C. Dorf and R. H. Bishop. Modern Control Systems. Pearson Education, Upper Saddle River, NJ, elev. List of books in category "Automatic Control Theory" 1. Control Systems Engineering. Wiley. Norman S. Nise. Year: Language: Flight Control Systems: Practical Issues in Design and Implementation. A search query can be a title of the book, a name of the author, ISBN or anything else. This book provides an introduction to the pinciples of automatic flight of fixed-wing and rotary wing aircraft. Representative types of aircraft (UK and US) are used to show how these principles are applied in their systems. The revised edition includes new material /5(8). A treatment of automatic flight control systems (AFCS) for fixed wing and rotary wing aircraft. The text covers in detail the subject of stability and control theory. All the principal AFC modes are covered and the effects of atmospheric turbulance and structural flexibility are charted.
book allows to get deeper knowledge of automatic control theory, to understand processes of the system using modern and attractive software. The main knowledge about MATLAB and Simulink MATLAB high-performance language for technical computing in-tegrates computation, visualization, and programming in . AUTOMATIC FLIGHT CONTROL SYSTEM Table of Contents REV3,May03/05 Flight Crew Operating Manual CSP C CHAPTER 3 AUTOMATIC FLIGHT CONTROL SYSTEM Page TABLE OF CONTENTS TableofContents INTRODUCTION Introduction FLIGHT CONTROL AND GUIDANCE FlightControlandGuidance FlightDirector File Size: KB. 1. INTRODUCTION The automatic flight control system (AFCS) provides integration of the autopilot and flight director systems. The AFCS system consists of two interlinked flight control computers (FCC 1 and FCC 2), a two axis autopilot, two yaw dampers, automatic elevator trim control and File Size: 1MB. nomenclature, along with expanded coverage of classical control theory, autopilot designs, and modern control theory. Through the use of extensive examples, problems, and historical notes, author Robert Nelson develops a concise and vital text for aircraft flight stability and control or flight dynamics courses. Hardcover: pages.
Automatic Flight Control Summary 1. Introduction and theory recapitulation When ying an aircraft, you need to control it. This controlling can be done by humans. But often, it is much easier, safer, faster, more e cient and more reliable to do so by computer. But, how do we automatically control a ight? That is what this summary is all about. 1. The study of flight dynamics requires a thorough understanding of the theory of the stability and control of aircraft, an appreciation of flight control systems and a grounding in the theory of automatic control. Flight Dynamics Principles is a student focused text and provides easy access to all three topics in an integrated modern systems. in control systems and a useful tool for any student. The chapter on frequency domain design introduces many of the ideas of modern control theory, including the sensitivity function. In Chap we combine the results from the second half of the book to analyze some of the fundamental trade-offs between robustness and performance. Unfortunatly in the DARcorp website is not any usefull information about this edition or this printed book ( print). if one have information about changes in this print version , witre here. CLASSICAL CONTROL THEORY WITH APPLICATIONS TO AIRPLANES Airplane Flight Dynamics and Automatic Flight Controls, Part 1 Jan Roskam Limited 3/5(2).


RETRACTABLE LANDING GEARMaximize on speed with reduced drag with fully retractable landing gear, increasing speed and lowering operational costs on the Shark.Since fail safe design, deployable even with total power loss.Perfect to advanced training and those who just want to have FUN
INTERIOR STYLINGBringing Higher Performance speed and quality to the Light Sports Aircraft industry. No longer does a LSA have to be slow.
PERFORMANCEBringing Higher Performance speed and quality to the Ultra Light Sports Aircraft industry. No longer does a Ultra Light have to be slow.
VARIABLE PITCHVariable Pitch Propeller as well as retractable landing gear on the Shark Aircraft maximize performance all the way. (PLUS it just looks GREAT)3
CUSTOM INTERIORThe Shark Aircraft interior can be customized to your personal style. Either the Raw Carbon Fiber interior or add a touch of color with leather inserts.The Shark Aircraft brings performance and style together in a powerful package.
DUAL SEAT Dual seating with full flight controls in both seats make it an ideal trainer aircraft as well as the ideal aircraft to just have fun it. Back seat avionics options are possible to provide full backseat control
Shark Aircraft Southern Africa
PERFORMANCE, STYLE, ECONOMY.
What is the SHARK Ultra Ligh?
It it a small 2 person Ultra Light Sport Aircraft capable of 150kt (280km/h) speeds and currently holds a world speed record for its class. Its low cost of ownership and operation on a 100hp Rotax Engine make it ideally affordable. Few aircraft match up with the SHARK. Its a flight experience like no other with its fighter like design, speed and performance without the fighter costs
What options do i have?
You have the option of either a factory built Shark Aircraft OR the option to build your own with the Shark Aircraft DIY kit aircraft package allowing you to fully customize your Shark Aircraft.
You have a full choice of avionics, EFIS or traditional as well as interior and exterior finishes to reflect your personal style.
We offer different options packages to meet your budget and get you flying your Shark Aircraft as soon as possible.
What Support do you offer?
We offer full local support with spares and parts to ensure your aircraft remains in the air should any problems occur. Its our goal to keep you flying and get you the parts you need in the shortest possible time. An aircraft is no fun on the ground.
We also offer AMO support for servicing, maintenance and repairs as well as the option of our Shark Aircraft Maintenance Package, like a aircraft Motor Plan for your peace of mind.
Where is the Shark Developed?
The Shark Aircraft is born out of Slovakia by SHARK AERO and their well proven technology suppliers who have a long track record in aircraft design and development. Its out of this long line of experience the SHARK was born based on tried, tested and proven production methods and materials.
With nearly 10 years of development and design we are proud to present to Africa, the Shark Light Sport Performance aircraft
To bring High Performance flying to the Ultra Light Sport Aircraft environment. No longer does UL have to be slow and the usual, its now ADRENALINE pumping SPEED
SHARK AIRCRAFT the ultimate performance Ultra Light Sport Aircraft!
The Shark Ultra Light Sport Aircraft Southern Africa offers you several advanced Avionics packages from the latest EFIS touch screen technology to entry level EFIS systems and even the more traditional analogue systems if you prefer.
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Transforming Ultra Light Sport Aircraft Experiences
Go where you never could before at speeds you could not before!
Aircraft model: Shark UL
Wing span 7.9 m
Length 6.7 m
Wing area 9.5 m²
Engine Rotax 912ULS – 75 kW (100 HP)
Empty weight 275 kg
Max. take-off weight 480 kg
Max. permissible speed VNE 333 km/h
Max. cruising speed VH 290 km/h
Optimum cruising speed 250 km/h
Stall speed, clean 80 km/h
Stall speed, full flaps 64 km/h
Max. climb rate at the MTOW 7.2 m/s
Fuel capacity 100 litres
Fuel consumption economy flight 15 l/hour
Maximum load factor +4/-2, max. ultimate +6/-3
PLEASE FEEL FREE TO CONTACT US FOR FULL INFO PACK
Shark Aircraft UL DIY Self build aircraft KIT
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The kit contains all the airframe parts and major accessories unique to the shark for an easy build. All you need to do is add your preferred avionics and engine and interior customizations and you are ready to go.
The DIY Shark Kit aircraft is the way to go if you have the time and lack the budget.
You can download what is contained in the Shark Aircraft Kit here.
Shark Aircraft Kit Specifications:
The Shark Ultra Light Aircraft is available from Shark Southern Africa in a neat DIY self build aircraft kit with all the parts you need to build you own high performance Shark Aircraft.
All you need to do is add your Rotax engine and Avionics and the other personal customizations and you are ready to go.
Why pay more for high performance flying when you can enjoy the Shark at a fraction of the operation costs BUT not a fraction of the fun.
Contact us to find out how you can pre-order your kit today to avoid to factory backlog of this extremely popular aircraft.
The Shark LSA Aircraft kits include:
Composite main parts:
elevator 2 halves
Small composite parts (needed mold, vacuum)
seats + headrests 2+2
boxes below armrests 4
covers for side panels 6
instrument panel Oxeon plate, plywood plate
upper cover of instrument panel
lower cover of instrument panel
LG doors 6 pcs
flap fairings 4 pcs
carbon hinges 6,8,10 mm
throttle housings + levers
baggage door + hinges
BRS rear handle housing
flap control tube + ears
bracket behind baggage bulkhead
lower rudder bracket
Rotax motor cowlings + oil check door plate + gills + NACA + air channels
Rotax muffler + exhaust pipes
fuselage ribs -root wing, front wing inside, closing of LG, rear seat
brackets for headset jacks front + rear
plug for bagage compartment
floor for BRS compartment
U-brackets for front pedals
Control system complete -tubes, levers, brackets, consoles -elevator,ailerons, sticks, pedals
landing gear welded parts
LG control unit, control panel, servos, sensors
canopy + 2 windows with flaps
seats gas springs + knobs
LG + cabin gas springs
steel springs -LG, pedals
water radiator for Rotax -no standard dimensions
CNC milled brackets, hinges, levers, locks...
fuelproof paint for fuel tanks
fuel amount sensors
Precise bolts for aileron + elevator control system
expedition costs: boxing, loading, fixing in container
engine Rotax 912, oil radiator, hoses, clamps
BRS (rear belt installed -laminated in fuselage)
Wheels (LG prepared for BERINGER wheels + brakes)
bolts, nuts, cables -standard catalogue parts
wiring, switches, electric stuff
epoxy + carbon + fillers (resin system MGS 285, or 5M PR220)
Trim RAY ALLEN
antennas radio + transponder
No Rotax parts = motor cowlings, engine holder, muffler, exhaust parts, water radiator
Upholstery on seats, headrests, armrests, stick covers
milled instrument panel
milled ETA breakers
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FACTORY BUILT EXPERIENCE
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Shark Aircraft Kit Build Assistance
KIT AIRCRAFT BUILD
KIT AIRCRAFT BUILD ASSISTANCE
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Kit aircraft build assistance
So you have opted to buy a Shark Kit Aircraft to build but are worried about building it yourself.
We can assist you with people in the know to guide you or even to build it for you if you find you don't have as much time as you thought you would. We are also able to assist you in sourcing custom parts and accessories as well as avionics for your custom SHARK aircraft.
You are not alone in your build and always have assistance close by
Shark Aircraft Southern Africa Featured Videos
Check out the Shark Aircraft in the air and get inspired!
How can we help you?
Please feel free to call or email us at any time should you have any questions or comments on the Shark Light Sport Aircraft Southern Africa
You can also interact with us through:
TEL: (+27) 083 654 0932
or email us via our Group email page HERE
Copyright © 2015 purpleturtle group All rights reserved.


2 edition of Measuring technological change: aircraft turbine engines found in the catalog.
Measuring technological change: aircraft turbine engines
Arthur J. Alexander
Prepared for Advanced Research Projects Agency and U.S. Air Force Porject Rand.
|Statement||[by] Arthur J. Alexander and J. R. Nelson.|
|Series||Rand report / Rand Corp -- R-1017-ARPA/PR., R (Rand Corporation) -- R-1017.|
|The Physical Object|
|Number of Pages||37|
COVID Resources. Reliable information about the coronavirus (COVID) is available from the World Health Organization (current situation, international travel).Numerous and frequently-updated resource results are available from this ’s WebJunction has pulled together information and resources to assist library staff as they consider how to handle coronavirus. Each engine examined represents an important advance in this critical technology. Although every model of aircraft gas turbine ever developed represents some technological change, in the opinion of the author, the engines presented here demonstrate .
The invention relates to a device for determining a measurement of mass flow of fluid for a combustion chamber comprising a fluid metering device and a means of measuring the position of the metering device being measured. This device comprises: a mass flow meter, a hybridisation device for determining an actual mass flow of fluid comprising: a first input comprising a set-point value (WF set Cited by: To correctly measure the price changes of a product it is first necessary to measure the implicit technological change affecting the quality of the product, as only adjusted quality-prices can be directly compared over ng from the first operational American jet fighter and ending with the last one introduced at the beginning of.
The origins of the turbojet revolution. Edward W. Constant Ackeret aero-engine aerodynamic aerofoil aeronautical Air Ministry Aircraft Engines airframe altitude American aviation ratio reaction propulsion rocket Schelp Schneider Trophy scientific specific steam turbine supercharger supersonic technological change technological practice. History of technology - History of technology - The Industrial Revolution (–): The term Industrial Revolution, like similar historical concepts, is more convenient than precise. It is convenient because history requires division into periods for purposes of understanding and instruction and because there were sufficient innovations at the turn of the 18th and 19th centuries to.
Against the Odds
Access to Personal Files (Housing) Regulations 1989.
Cycle & save, for businesses
Three French short-verse satirists--Marot, Magny, and Du Bellay
Interpretations of fascism
How-to guide for groups organizing White House Conference on Aging community forums.
Early printing in Canada.
Economic reform in Yugoslavia.
Handling narcotic and drug cases
Diary of Helen Stewart, 1853.
Ripening harvest, gathering storm
Measuring Technological Change: Aircraft Turbine• Engines Arthur J. Alcxander and J. Nelson A Report prepared for ADVANCED RESEARCH PRO'ECTS AGENCY AND UNITED STATES AIR FORCE PROJECT RAND Rana APPROVED FOR PUBLIC RELEASE, DISTRIBUTION UNLIMITEDFile Size: 2MB.
Get this from a library. Measuring technological change: aircraft turbine engines. [Arthur J Alexander; J R Nelson; Rand Corporation.; United States. Advanced Research Projects Agency.; Project Rand (United States. Air Force)]. Title: Measuring Technological Change: Aircraft Turbine Engines Author: J.
Nelson, Arthur J. Alexander Subject: This paper estimates turbine engine parameter trade-offs over time using multiple regression analysis. Movement of the parameter tradeoff curve is defined as technological advance.
The data base includes the first model of a given turbine engine to pass the model qualification test. The history of turbine engines strongly suggests that single parameter analysis cannot capture the richness of the development process.
Therefore, reduction in the level of such characteristics would increase the value of the device to the user. MEASURING TECHNOLOGICAL CHANGE: AIRCRAFT TURBINE ENGINES to represents the state of technology during the first time period.
As technology progresses, the curve shifts and the minimum weight falls for an engine of given by: Movement of the parameter trade-off curve is defined as technological advance. The database includes the first model of a given turbine engine to pass the Model Qualification Test.
The history of turbine engines strongly suggests that single parameter analysis cannot capture the richness of the development by: 7.
This methodology was first applied for measuring technological change in the development of aircraft turbine engines. The basic idea is to regress the characteristics of a device with time as the dependent variable. Under this approach the technology equation can be defined as: (2) T i = f x 1 x 2 x n where T i is the time in which a new Cited by: 5.
Measuring and forecasting technological change is a crucial issue from various points of view. This is particularly important in the case of weapon systems as this would enable technological performance and operational capabilities to be assessed in relation to potential threats.
5 A. Alexander and R. Nelson, Measuring Technological Change: Aircraft Turbine Engines~ RARPA/PR, May 6 This study has been revised and expanded from the author's disser tation submitted to the Department of Economics, Yale University.
Abstract. Measuring the evolution of microcomputer technology David K. Peterson Lynchburg College, Lynchburg, Virginia, USA Phillip E.
Miller East Tennessee State University, Johnson City, Tennessee, USA People who are interested in which characterizes the performance of that Introduction evaluating and rating micro- technology” (Martino, a). computer technology need a However, the. In Constant's model a "new normal technology" in aeronautics was established in when England and Germany firmly committed to develop the turbojet engine.
A tradition for technological testing was also essential in the evolution of turbine by: requirements to improve gas turbine engine performance, production and life limiting processes had their impacts on gas turbine technologies . In the s, aircraft engine control systems were based on hydromechanical technologies and were complex artifacts.
They encompassed a large number of components and subcomponents, and they were. Abstract. This paper presents methods for collecting and analysing judgements from groups of experts. It addresses issues associated with resolving the procedural and administrative problems involved in selecting a panel of experts, in eliciting informed judgements about the degree of technological advance on relevant projects, Cited by: 3.
Measuring Technological Change: Aircraft Turbine Engines”, (). New industrial product performance: the effect of market characteristics and strategy”, (). Objects and Subjects in Technological Interdependence. Towards a scale for measuring technology in new Author: Mario Coccia.
A.J. Alexander and J.R. Nelson, Measuring Technological Change: Aircraft Turbine Engines, RAND R — ARPA/RP, Santa Monica: RAND Corporation, ; Google Scholar M. Boretsky, in US Congress Joint Economic Committee, New Directions in the Soviet Economy (Washington: US Government Printing Office, ), pp.
–; Google ScholarCited by: 1. “Measuring technological change: Aircraft turbine engines.” Technological Forecasting and Social Change (): Bédier, Christophe, Maxence Vancauwenberghe, and Wolff van Sintern. This report describes the development and testing of such a technique using the technology of aircraft turbine engines as an example.
The measure of technological advance developed in this study Author: Mark Lorell. Each engine examined represents an important advance in this critical technology. Although every model of aircraft gas turbine ever developed represents some technological change, in the opinion of the author, the engines presented here demonstrate Cited by: The first patent on jet engine technology was procured in Britain by Frank Whittle in and the theoretical conception of the jet engine was first successfully applied to a working aircraft in Germany in England and Germany have therefore made significant contributions to the development of jet engine technology.
• Thrust cannot be measured • Changes in ambient condition and aircraft maneuvers cause distortion into the fan/compressor • Harsh operating environment – high temperatures and large vibrations • Safe operation – avoid stall, combustor blow out Size: 1MB.
Measuring technological change: aircraft turbine engines. Brown, KW. Measuring the effectiveness of weapons systems in terms of system attributes. Thesis, The engines of our ingenuity: an engineer looks at technology and culture. Oxford: Oxford University Press, Cited by: 1.
The commercial aviation industry emits million metric tons of carbon dioxide each year. While that represents only about 2 percent of global carbon emissions, there is evidence that the.The objective of this thesis is to investigate previous research performed in the area of cost, schedule, and performance tradeoffs in the acquisition of major weapon systems.
Results of the literature review indicate that several cost-schedule-performance models have been performed in two areas: aircraft airframes and aircraft turbine engines.


We've heard complaints that airplane food is inedible, but this time it's actually true.
Four different Delta airlines flights travelling from Amsterdam to the U.S. discovered needles in six different turkey sandwiches passengers had purchased at different intervals.
The flights were destined for Atlanta, Minneapolis and Seattle and only one passenger on the flight to Minneapolis was injured. The passenger declined medical attention, and when the scare was made known to everyone on the plane passengers opted for pizza instead.
Food for these particular flights is made in an Amsterdam catering company kitchen, and Delta airlines is currently investigating the cause of the unwelcomed sandwich topping.
In the meantime we suggest passengers purchse their food before boarding the plane or wait to eat once they've reached their destination.


Lockheed Martin stories
Lockheed Martin advancing global 5G coverage with 5G.MIL payload launch
US aerospace titan, Lockheed Martin, to revolutionise global 5G coverage with launch of pioneering 5G.MIL payload in 2024.
Red Hat introduces Device Edge platform for seamless edge computing
Red Hat's new Device Edge platform promises seamless edge computing in resource-limited environments for diversely used applications.
IFS and Lockheed Martin announce joint partnership
IFS and Lockheed Martin have joined forces to enhance aerospace and defence assets with digital tools and innovative technology.


Titan Launcher: Redefining Space Exploration with Cutting-Edge Technology
In the quest to push the boundaries of space exploration, the Titan Launcher stands out as a revolutionary feat of engineering and innovation. With its cutting-edge technology and unparalleled capabilities, this impressive spacecraft propulsion system has the potential to redefine the future of space missions. In this article, we delve into the key features and significance of the Titan Launcher, shedding light on how it is poised to shape the next generation of space exploration.
The Titan Launcher: An Overview
The Titan Launcher is a state-of-the-art spacecraft propulsion system developed by a collaborative effort between leading aerospace companies and space agencies. Its design incorporates a combination of advanced propulsion technologies, materials science, and computational modeling to optimize efficiency, reliability, and performance. The Titan Launcher is designed to carry a wide range of payloads, from satellites and scientific instruments to exploration vehicles destined for distant celestial bodies.
Key Features and Technological Advancements
Advanced Propulsion Systems: The Titan Launcher boasts advanced propulsion systems that significantly enhance its thrust capabilities while minimizing fuel consumption. Cutting-edge propulsion technologies, such as ion engines, are employed to achieve higher specific impulse, enabling extended mission durations and the exploration of distant targets.
Reusable Components: The concept of reusability is integral to the Titan Launcher's design. Critical components are carefully engineered for multiple launches, reducing overall mission costs and environmental impact. Reusability not only increases the economic viability of space missions but also fosters sustainability in the rapidly expanding space industry.
Payload Flexibility: The Titan Launcher's adaptability allows it to carry a diverse array of payloads. Its modular design facilitates easy integration and accommodation of various scientific instruments, satellites, and exploration probes. This flexibility opens up new opportunities for scientific research and commercial applications in space.
Autonomous Navigation and Guidance: Equipped with advanced autonomous navigation and guidance systems, the Titan Launcher can accurately and efficiently adjust its trajectory during launch and in space. This level of precision ensures safe and successful deployment of payloads to their intended orbits or destinations.
Significance and Impact on Space Exploration
The Titan Launcher represents a significant milestone in space exploration, presenting several implications for the future of space missions.
Opening New Exploration Frontiers: With its robust propulsion capabilities, the Titan Launcher can embark on ambitious missions to explore distant planets, moons, and asteroids. It offers unprecedented access to previously unreachable regions of our solar system and beyond, expanding our understanding of the cosmos.
Revolutionizing Satellite Deployment: As the demand for satellite constellations and communication networks grows, the Titan Launcher's payload capacity and cost-effective reusability can revolutionize satellite deployment, fostering global connectivity and information exchange.
Enabling Scientific Discoveries: The Titan Launcher's ability to carry sophisticated scientific instruments enables breakthrough research in astronomy, planetary science, and space physics. This new vantage point can lead to groundbreaking discoveries and contribute to our knowledge of the universe.
Paving the Way for Human Exploration: By reducing the cost and complexity of space missions, the Titan Launcher lays the groundwork for future crewed missions to distant celestial bodies, including potential crewed missions to Mars and beyond.
The Titan Launcher represents a pivotal advancement in space exploration technology. Its cutting-edge features and innovative design promise to transform our approach to space missions, making them more accessible, sustainable, and versatile. As this revolutionary spacecraft propulsion system continues to evolve and undertake ambitious missions, it will undoubtedly shape the future of space exploration and push humanity's boundaries beyond the confines of Earth.


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Space Programs: a challenge for material engineering
|Zbigniew Klos , Jerzy Grygorczuk|
Polish Academy of Sciences, Space Research Centre, Bartycka 18a, Warszawa 01-716, Poland
Space Programs are, by their nature, interdisciplinary and prefer holistic approach. Reliability and redundancy are governing principles in preparing space missions. The space sector is generally more oriented toward using and combining existing technologies than toward generating new ones. Although, this "spin-in" approach dominates in the policy of primary space contractors, it still leaves room for new innovative elements and solutions provided by subcontracting enterprises, usually belonging to the state-of-art unit in material engineering. The good example of that is the parallel activity of the European Space Technology Master Plan (ESTMP) - outlook for future and solutions for space instrumentation implemented now in the planetary probes. The technology of material coating, tribology and advanced miniaturization are key areas that respond to continuously increasing requirements for new sensors, power sources and propulsion systems with very low mass, volume and power consumption. The main challenge of space engineering follows from unusual environmental requirements and constraints (heavy loads and vibration during launch, microgravity, vacuum, thermal gradients, increased doses of radiation) that forces space specific solutions. The Space Research Centre PAS has been involved in design, development, tests and analyses of the advanced instruments prepared for European landers on Titan (Cassini /Huygens) and cometary nucleus (Rosetta). In particular, an original cometary nucleus penetrator onboard Philae(Rosetta lander), working at unusual conditions in space, was a challenge for mechanical design and material engineering. The device contains novel solutions and was developed within close international cooperation.
Presentation: Invited oral at E-MRS Fall Meeting 2006, Plenary Session, by Zbigniew Klos
See On-line Journal of E-MRS Fall Meeting 2006
Submitted: 2006-06-23 15:40 Revised: 2006-06-23 15:42


Tricresyl phosphate and the aerotoxic syndrome of flight crew members--current gaps in knowledge.
Chemosphere. 2015 Jan ;119 Suppl:S58-61. Epub 2014 Jun 10. PMID: 24925093
Jacob de Boer
Tricresyl phosphate (TCP), and in particular its tri-ortho substituted isomer (o,o,o-TCP), has been frequently used in aircraft engine oil. Bleed air, provided to the flight deck and cabin can contain traces of TCP. TCP can cause neurotoxic effects in humans. Regularly, airline pilots complain about loss of memory, headaches, dizziness, tunnel vision and other neurotoxic effects. The concentrations of TCP reported in flight deck air (max. ca. 50-100 ng m(-3) total TCP) do not exceed provisional toxicity thresholds. These thresholds, however, contain a very high uncertainty and need further underpinning. The many non-detects and relatively low TCP concentrations reported suggest that TCP on its own is not likely to be responsible for the reported health problems of pilots. Specific conditions in air planes and other toxic compounds present in bleed air, whether or not in combination with TCP, may be responsible for the reported neurotoxic syndromes. Sensitivity of individuals seems to be an important factor as well. The clinical signs observed with a selected group of pilots are serious enough to call for further elucidation of this issue.


Repair / Overhaul Procedures
All repairs are completed using heat, pressure and adhesive to bond new fabric to the fuel cell. Hartwig Aircraft Fuel Cell Repair follows the repair and overhaul procedures set forth by the leading fuel cell manufacturers (Aerazur, Aero-Tech, Amfuel, E.F.C., FFC, Firestone, Goodyear, IMI Marston, FPT Industries, Uniroyal) and the U.S. Air Force and U.S. Naval Air Command Repair and Technical Fuel Cell Repair Manuals.
At Hartwig Aircraft Fuel Cell Repair we do not just repair the leaks. We go through the entire fuel cell. Any problems or areas that need attention (although it may not be leaking) will be suggested to be repaired to guarantee the continued use of the fuel cell. This attention to detail is the reason Hartwig Aircraft Fuel Cell Repair gives all repaired / remanufactured fuel cells a 5 year warranty on our repairs, and Unconditionally Guarantee the entire fuel cell for 2 years.
We also do warranty repairs for the original manufacturers that do not void the fuel cell's original warranty.
Repair / Overhaul Costs
Hartwig Aircraft Fuel Cell Repair charges $40.00 U.S.
Funds per hour plus materials to a quoted or the listed price. You
are charged for the work that is performed and material used, that's
all. The cost is determined by the condition of each fuel cell and
the time and materials needed to restore the fuel cell to service.
Hartwig Aircraft Fuel Cell Repair phones or faxes all customers before we initiate repairs. You're told the condition of the fuel cell, the cost to restore and return the fuel cell to service and the time in shop to accomplish what is needed. We will not proceed until we receive the faxed release, or verbal go ahead to do so.
New Fuel Cells
Hartwig Aircraft Fuel Cell Repair can supply you with new STC, PMA and TC fuel cells for most aircraft. We can also supply you with custom-made cells for new, old or special applications for aircraft, race cars, boats and storage bladders.
Hartwig Aircraft Fuel Cell Repair committment to EXCELLENCE, and our servicing of fuel cell from customers around the world is the reason we have embraced a quality program with International Standards. Hartwig Aircraft Fuel Cell Repair's quality program was developed to meet the custom nature of our business and specific requirements of ISO 9002-87.
* Hartwig Aircraft Fuel Cell Repair follows the FAA / TCA Approved Parts Philosophy.
* Hartwig Aircraft Fuel Cell Repair is a member of the Aviation Small-Business Drug-Testing Compliance Consortium.
Bilateral Airworthiness Agreements
Hartwig Aircraft Fuel Cell Repair has the benefit of
it being based in Canada as well as the United States. The reason
this is a benefit for you is the Bilateral Airworthiness Manitenance
Agreements Canada has with other countries dealing with us, which
cuts down on your paperwork. The countries with reciprocal Bilateral
Airworthiness Agreements are:
* United States of America
* United Kingdom
Hartwig Aircraft Fuel Cell Repair started in 1952 as a one man operation doing all phases of aircraft repair. Ranging from changing tires, metal and fabric work, complete engine overhauls and the repair and restoration of fuel cells.
The fuel cell repair and restoration portion of the business grew until Hartwig Aircraft Fuel Cell Repair stopped doing complete aircraft repairs and overhauls, and specializing solely in the repairing and restoration of aircraft fuel cells. Hartwig Aircraft Fuel Cell Repair's continued growth and success have been primarily due to our HIGH QUALITY Service and our COMMITTMENT to EXCELLENCE.
Hartwig Aircraft Fuel Cell Repair is stilled owned and operated by the original family that started it in 1952. We also offers Monarch Premium Caps.
Aircraft Fuel Cell Repair
Email us at: firstname.lastname@example.org
Erich W. Hartwig (Manager)
26 South Fourth Avenue
US Toll Free: 1-800-843-8033
International: (204) 668-3234
Fax: (218) 843-2836
FAA Repair Station # H02R0250
Albert R. Hartwig (Manager)
512 Airline Road
Winnipeg - St. Andrews Airport
St. Andrews, Manitoba
Toll Free: 1-800-665-0236
International: (204) 668-3234
Fax: (204) 339-3351
TC Repair Station AMO # 110-90


The E-Magnets adjustable angle Weld Clamp Magnet has two high performance magnetic modules held apart by two sturdy linking bars. Adjustment is made by simple wing nuts. The magnet makes welding faster and easier by holding parts in any position to check for dimensional accuracy before committing the weld.
Size: 128 x 25 x 57mm.
Pull: 12kg (26.1/2lb).


The ARINC datalink control display unit (DLCDU) display combines a standard QWERTY computer keyboard with an intuitive user interface and. The Collins Aerospace CMU is the newest ARINC compatible support for: ARINC MCDUs and the ARINC our IDC Integrated Data . Full multiple input MCDU simulation according to ARINC A specification. ▫ Up to 7 subsystems connected in parallel using TechSAT’s AUSB-NT.
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SYSGO participates in a variety of international research projects and standardisation initiatives in the area of safety and security. ARINC has more than 3, employees at over arimc worldwide.
A username and password is required. If the location of the aircraft is to the left of course, the needle deflects to the right, and vice versa.
Look up mcu in Wiktionary, the free dictionary.
CMU-900 Communication Management Unit
Photo sharing Revolvy Brain revolvybrain. See also High Frequency Data Link In many cases, the voice-relayed information involved dedicated arjnc operators and digital messages sent to an airline teletype system or successor systems.
In general a bus monitor never transmits on the monitored bus. Aeronautical operational control topic Aeronautical operational control AOC 7739 a group or the entirety of applications used for communication of an aircraft with its airline or service partner pendants on the ground.
ARINC 739 topics
Archived from the original on There are two different flight recorder devices: Architectures, Applications, and Methodologies 1st ed. ARINC is a specification for airborne pulse Doppler weather radar systems primarily found on commercial aircraft.
Collins Aerospace facilities and capabilities allow us to offer a 7739 of support solutions from time and material repairs to price per flight hour asset management solutions.
Flight recorder topic Soviet MS Cockpit Voice Recorder from a MiG interceptor An example of a flight data recorder; the underwater locator beacon is the small 7399 on the far right. Computer buses Revolvy Brain revolvybrain computing craftweaponz. Supports and manages multiple air-to-ground subnetworks: Bus monitoring topic Bus monitoring is a term used in flight testing when capturing data from avionics buses and networks in data acquisition telemetry systems.
ARINC – Wikipedia
The first supplement was adopted inand added new widgets. Member feedback about Course deviation indicator: F military jets escorting it. Sept to Feb This part of the programme was a feasibility study researching the possibilities of a Member feedback about PMOS logic: Member feedback about Common-use self-service: Background and nomenclature Computer systems generally consist of three main parts: The p-channel is created by 7339 voltage to the third terminal, called the gate.
Furthermore, CUSS kiosks can be shared by multiple airlines and located throughout the airport, ranging from car parks to transit areas, thus cutting down airport crowds. Access our Rental and Exchange Catalog.
ATR may refer to: The frequencies are Within each partition, multitasking is allowed. The physical connection wires are twisted pairs carrying balanced differential signaling.
This allows interchangeability of test procedures developed by different organizations, and thus reduces costly duplication of test programming effort. ARINC technical standard for the predominant avionics data bus used on most higher-end commercial and transport aircraft.
This article needs additional citations for verification. The term avionics is a portmanteau of the words aviation and electronics.


WARFIGHTER TRAINING NEEDS AIR ASSETS
20 years of experience
PROCOR is a privately owned company offering aerial services for Air, Land and Naval forces training. We have a proud heritage of international Mirage fleet support over the last two decades. We as a team, employ ex-French Air Force and Navy experts, to set up tailored Air Warfare Center capabilities contributing to advanced Training Services in a realistic environment.
PROCOR provides Business Development Management, as well as Operational & Technical Expertise. Thanks to its Red Sky consortium, PROCOR builds tailored solutions for Training Concept Development and Operational Training Solutions.
PROCOR strength lies in understanding the operational needs of the customer while providing the applicable training solution designed from the extensive technical and operational experience gained during operations and training.
PROCOR team has a solid experience and knowledge to provide Advanced Training Capabilities in order to support realistic training including in flight assets operations and powerful overall debriefing systems for air sea and land warfighters.
31 avenue du nord
94100 Saint-Maur des Fossés
Tél. : +33 1 41 79 18 70
Fax : +33 1 41 79 18 69


Hape's Four Stage Rocket Ship Toy for toddlers is the ultimate space rocket toy to transfer your child into an imaginary deep space voyage.
This wooden toy has four stages of detailed and realistic designs based on actual space shuttles, including mission control, an onboard laboratory, living quarters, and an exercise room.
To top it off all these features are connected by a string pulled working elevator so astronauts can move between each stage depending on the task at hand.
Design and Materials
This toy rocket is made of quality wood construction and finished with non-toxic details.
The space shuttle toy for toddlers is highly durable that is sure to be in your family for years to come.
The twenty piece rocket playset consists of a radar, a space rover, a solar panel, a bio-experiment plane and other devices and accessories to add to the space adventure.
This multistage rocket ship toy inspires kids to imagine and grow, it helps develop storytelling and role play. They can play with a friend and come up with a spacefaring story as well as explain to each other what astronauts and aliens can do at various levels of the rocket ship.
The wooden spaceship toy also teaches motor skills as the toy is highly interactive and allows for parts to be attached and detached.
REALISTIC SPACESHIP DESIGNS: The ultimate space shuttle toy is designed to emulate an actual real-life space shuttle and station design with various functional areas
ELEVATOR FEATURE: Astronauts can move between the four levels of this spaceship toy by using the string pulled elevator placed in the middle of the structure
SPACE ACCESSORIES INCLUDED: Your child will get the ultimate space adventure with multiple accessories including a radar, a space rover, a solar panel, a bio experiment plant and more
SPACE DETAIL: This toy rocket has intricate wall printing to make the space shuttle more realistic
AWARD WINNING: Gold and Consumer Choice of Best Baby and Toddler Gear Awards in 2017 and 2018Category Preschool Role Play
Category: Preschool Role Play Main Materials : Wood, ABS, PE, PP, PA, PMMA, TPE, Metal, Water based paint Pieces: 20 Product size L: 18.8, W: 18.8, H: 29.1 inch Product weight :0.6 lbs Package size L: 14.2, W: 7.1, H: 23.6 inch Package weight 0.8 lbs


Welcome to the Quality Aviation Solutions website. Once upon a time the perception was that nobody but the very rich and famous could afford to fly by private air charter. Well, nowadays, with falling costs and an increase in competition, the decision to opt for a private jet to fly you and your party to your destination is open to more people than ever before.
The cost of your private air charter is not determined by individual ticket, but instead according to the type of private aircraft you wish to hire, and the number of people it will be required to carry. There are a number of different kinds of aircraft, from helicopters, small turboprops, light jets, heavy jets, even full size airliners, all are available for private charter from reliable and trustworthy operators.
You will hire the aircraft for a particular day or date, and for the length of the charter it is like your own vehicle, and you can use it to fly to any destination you choose, crucially, according to your own schedule, not that of an airline. Private Jet Charter Passenger Aircraft and Helicopter rental.
Furthermore many private jets are uniquely able to land at smaller, more remote airfields, meaning that by chartering a private jet you are increasing your number of potential destinations almost exponentially, and can therefore get much closer to where you need to go, saving you money on ground travel.
You will also get there much quicker, having had to deal with no check in or security delays, no luggage retrieval or flight delays, and in this age when time is money, that is a guarantee that pays for itself. We would be glad to hear your thoughts and feedback regarding Quality Aviation Solutions.


One small step for man, one giant leap for mankind! This gorgeous Moon background is perfect for all of those moon landing photos, without needing to make the journey. This lightweight curtain can be used on it’s own or with freestanding supports to create outer space anywhere!
Dimensions: 10’W x 8’H
Airbrushed on Fabric