Airborne Internet is a concept that overlays computer network theory and principles into the transportation realm. The goal is to create information connectivity by providing a general purpose, multi-application data channel for people in transit. It is an approach to provide a general purpose high speed digital network to aviation. In doing so it has the potential to provide significant cost savings for aircrafts operators and the FAA, as it allows the consolidation of many functions into a common data channel. Numerous applications can use the same data channel. It gets its name from the fact that it works like the real internet.
Airborne Internet began as a supporting technology for NASA’s Small Aircrafts Transportation System. But there is no reason that A.I should be limited to SATS-class aircraft. All of aviation, and even transportation, has the potential to benefit from A.I. Airborne Internet provide a general purpose data channel that numerous applications can use. By combining application and data functionality over a common data channel, aviation has the potential to significantly reduce costs for equipage on the ground and in the aircraft.
The demand for Internet services is exploding and this creates a strong demand for broadband, high data rate service. It is expected that there will soon be a worldwide demand for Internet service in the hundreds of millions. The growth in use of the World Wide Web and electronic commerce will stimulate demand for broadband services.
Airborne Internet is able to provide aircraft to ground, ground to ground and aircraft to aircraft communications in support of air traffic management, fleet operations, and passenger support services. Air transport aircraft could not only use A.I. for their own purposes, but they could provide a network router function that could sell excess bandwidth to other less bandwidth-demanding aircraft. This network in the sky not only reduces equipage and saves system costs, it could create a revenue stream for air carriers that does not currently exist. Many other applications can utilize the same A.I. data channel. The applications available are only limited by the bandwidth available.
2. WORLD OF AIRBORNE INTERNET
2.1 WHY AIRBORNE INTERNET?
There are mainly two reasons for the development of Airborne Internet. They are,
2.1.1 SMALL AIRCRAFTS TRANSPORTATION SYSTEM:
The first reason for the development of A.I is SATS. It began as a supporting technology for the NASA’s SATS. NASA is creating an infrastructure for fleets of small aircraft. People won’t have to fly between large cities on jet airliners. Instead, they will be able to fly themselves right to where they want to go. This would speed up air travel. But, it would need a major change in air traffic control to be able to manage thousands of small airplanes filling the skies. That’s where the “Airborne Internet” comes in. This project is being developed along with the Small Aircraft Transportation System (SATS). The SATS is studying the possibility of a system of 2- to 10-passenger airplanes. People could fly these small airplanes to and from small community or neighbourhood airports. Before this system becomes a reality, there are still many bugs that need to be worked out. Communication is one of the problems that will have to be fixed. The SATS would lead to thousands of inexperienced pilots flying airplanes. They would be flying to and from small airports that don’t usually have much traffic. Without major changes in air traffic control, the chances of plane crashes would greatly increase. That’s why NASA is developing the Airborne Internet.
When people travel, they experience “connectivity down time” in which they are detached from the information that their network provided. Wireless networks are rapidly emerging to help fill this void. People that travel with laptops or personal digital assistants can obtain short term network connectivity from a business establishment when they stop for a break. Airport terminals are becoming popular “hot spots’ for wireless connectivity as people have time before and between flights to connect to the wireless network. The “human connectivity imperative” shows us a glaring absence of network connectivity during travel. While in motion on an aircraft, for example, people again lose the ability to connect. We design transportation systems to interconnect to complimentary forms of transportation. But these designs have ignored the information connectivity needs of the people who use it. The time people spend in transit could be turned into more productive time if network connectivity were available. This can be accomplished using the A.I.
2.1.2 NEED FOR A HIGHER BANDWIDTH:
The second reason is related with the need for a higher bandwidth. The computer most people use comes with a standard 56K modem, which means that in an ideal situation the computer would downstream at a rate of 56 kilobits per second (Kbps). That speed is far too slow to handle the huge streaming-video and music files that more consumers are demanding today. That's where the need for bigger bandwidth – broadband -- comes in, allowing a greater amount of data to flow to and from the computer. Land-based lines are limited physically in how much data they can deliver because of the diameter of the cable or phone line. In an airborne Internet, there is no such physical limitation, enabling a broader capacity.
2.2 COMPARISON BETWEEN A.I & INTERNET
Table 2.1 Comparison of A.I and Internet
1. Distance Of Communication
2. Line Of Sight Obstruction
3. Antenna weight
2.2 PRINCIPLE & WORKING
The principle behind the A.I. is to establish a robust, reliable, and available digital data channel to aircraft. Establishing the general purpose, multi-application digital data channel connection to the aircraft is analogous to the connection of a desktop computer to its local area network, or even the wide area network we call the Internet. But aircraft are mobile objects. Therefore, mobile routing is required to maintain the data channel connectivity while the aircraft moves from region to region Mobile routing is the ability of a network user to move from one network to another without losing network connectivity. It has been developed and has matured to the point that it is ready to be applied to aviation.
The current internet protocol (IP) is being replaced with a new version that includes provisions for security and mobile routing. It is specifically designed to accommodate the proliferation of wireless network devices that are easily transportable between networks. XML services, a standard way in which software interacts provide the opportunity for all information to be published as soon as it is available. This means the end user has the opportunity to receive near real time data, depending on the situation. XML is independent of the platform, operating system, or the device of the information source and the end user. Currently in aviation, very little information can be updated digitally during flight. At best, some information is updated using the analogue voice channel. Using XML aviation services, aircraft operators could receive automatic updates of weather, landing conditions at the destination airport, turbulence ahead, and other information. Airborne Internet could be the means by which the aviation industry will realize these benefits by providing XML services capability to aircraft.
The A.I Aircraft will house packet switching circuitry and fast digital network functions. The communications antenna and related components will be located in a pod suspended below the aircraft fuselage. To offer "ubiquitous" service throughout a large region, the antenna will utilize multiple beams arranged in a typical cellular pattern. Broadband channels to subscribers in adjacent cells will be separated in frequency. As the beams traverse over a user location, the virtual path through the packet switch will be changed to perform a beam-to-beam handoff.
The airborne Internet won't be completely wireless. There will be ground-based components to any type of airborne Internet network. The consumers will have to install an antenna on their home or business in order to receive signals from the network hub overhead. The networks will also work with established Internet Service Providers (ISPs), who will provide their high-capacity terminals for use by the network. These ISPs have a fibre point of presence -- their fibre optics is already set up. What the airborne Internet will do is provide an infrastructure that can reach areas that don't have broadband cables and wires.
The Airborne Network will offer ubiquitous access to any subscriber within a "super metropolitan area" from an aircraft operating at high altitude. The aircraft will serve as the hub of the Airborne Network serving tens to hundreds of thousands of subscribers. Each subscriber will be able to communicate at multi-megabit per second data rates through a simple-to-install subscriber unit. The Airborne Network will be steadily evolved at a pace with the emergence of data communications technology world-wide. The Airborne Network will be a universal wireless communications network solution. It will be deployed globally on a city-by-city basis.
An airplane specially designed for high altitude flight with a payload capacity of approximately one ton is being developed for commercial wireless services. It will circle at high altitudes for extended periods of time and it will serve as a stable platform from which broadband communications services will be offered. The High Altitude Long Operation (HALO) Aircraft will maintain station at an altitude of 52 to 60 thousand feet by flying in a circle with a diameter of about 5 to 8 nautical miles. Three successive shifts on station of 8 hours each can provide continuous coverage of an area for 24 hours per day, 7 days per week. Such a system can provide broadband multimedia communications to the general public.
One such platform will cover an area of approximately 2800 square miles encompassing a typical metropolitan area. A viewing angle of 20 degrees or higher will be chosen to facilitate good line-of-sight coverage at millimeter wave (MMW) frequencies (20 GHz or higher). Operation at MMW frequencies enables broadband systems to be realized, i.e., from spectrum bandwidths of 1 to 6 GHz. MMW systems also permit very narrow beamwidths to be realized with small aperture antennas. Furthermore, since the aircraft is above most of the earth's oxygen, links to satellite constellations can be implemented using the frequencies overlapping the 60 GHz absorption band for good immunity from ground-based interference and good isolation from inter-satellite links.
The A.I Network can utilize a cellular pattern on the ground so that each cell uses one of four frequency sub-bands, each having a bandwidth up to 60 MHz each way. A fifth sub-band can be used for gateways (connections to the public network or dedicated users). Each cell will cover an area of a few square miles. The entire bandwidth will be reused many times to achieve total coverage throughout the 2800 square mile area served by the airborne platform. The total capacity of the network supported by a single airborne platform can be greater than 100 Gbps. This is comparable to terrestrial fiber-optic (FO) networks and can provide two-way broadband multimedia services normally available only via FO networks
The Airborne Network provides an alternative to satellite- and ground-based systems. Unlike satellite systems, however, the airborne system concentrates all of the spectrum usage in certain geographic areas, which minimizes frequency coordination problems and permits sharing of frequency with ground-based systems. Enough power is available from the aircraft power generator to allow broadband data access from small user terminals
2.3 SERVICE CLASSES
There are various classes of service to be provided. A consumer service would provide 1-5 Mbps communication links. A business service would provide 5-12.5 Mbps links. Since the links would be "bandwidth-on-demand," the total available spectrum would be time-shared between the various active sessions. The nominal data rates would be low while the peak rates would expand to a specified level. A gateway service can be provided for "dedicated" links of 25-155 Mbps
2.4 DESIGN OPTIONS FOR ANTENNAS
The Airborne Network will use an array of narrow beam antennas on the Airborne Aircraft to form multiple cells on the ground. Each cell covers a small geographic area, e.g., 4 to 8 square miles. The payload is liquid-cooled and operates off of about 20 kilowatts of DC power. An 18-foot dish underneath the plane is responsible for reflecting high-speed data signals from a ground station to our computer. The wide bandwidths and narrow beamwidths within each beam or cell are achieved by using MMW frequencies. Small aperture antennas can be used to achieve small cells. For example, an antenna having a diameter of only one foot can provide a beamwidth of less than three degrees. One hundred dish antennas can be easily carried by the Airborne Aircraft to create one hundred or more cells throughout the service area. If lensed antennas are utilized, wider beams can be created by combining beams through each lens aperture, and with multiple feeds behind each lens multiple beams can be formed by each compound lens.
The major design options for antennas in the Communications Payload are to utilize either platform-fixed beams or earth-fixed beams.
2.4.1 PLATFORM-FIXED BEAMS:
For the case of platform-fixed beams, each antenna would have a fixed field of view. The total field of view for the entire Airborne Network would be the sum of these fields of view of the individual antennas. The network could initially have a small footprint and as demands on the Airborne services increase, additional antennas could be added to the communications Payload. This results in a modular design, readily adaptable for growth. Platform-fixed beams are simpler to construct generally, but require the "handoffs" between beams to be accomplished by the packet switching equipment as the beams "sweep" across the ground with the movement of the aircraft. However, the cost and performance penalties for frequently changing the virtual path through the packet switch may be appreciable.
2.4.2 EARTH-FIXED BEAMS:
An alternative is to electronically steer the beams so they remain "fixed" on the ground as the aircraft moves. This results in more electronic and physical complexity for the antennas, but this may be a good trade-off to make since the burden on the packet switch and its network management software would be greatly reduced. These trade-offs are still being assessed.
For the case of earth-fixed beams, each antenna would have a wider field of view than the sum of the beams in that antenna since each beam can be steered in all directions. Each beam could be capable of steering throughout the Airborne footprint, or could be assigned a smaller portion. If there are "gaps" in the required coverage due to such things as rivers, hills, or forests, then the earth-fixed beams can be steered away from these undesirable coverage zones and more efficient usage of the antennas might result compared to the case of platform-fixed beams.
A.I. could open up a whole new set of operating capabilities, cost savings, safety and efficiency for tomorrow’s aviation industry. The functions provided today that require the use of multiple on-board systems could be reduced to two simple systems.
First, a rigorous and dependable method to maintain the airplane’s connection to the ground-based IP network is needed. This function is feasible using a combination of VHF radio (as is used for today’s aircraft communications) and an alternate, backup communication method. A satellite communication system could be employed for aircraft that fly in sparsely populated areas that are beyond VHF coverage of the existing NAS infrastructure, or for any aircraft that might lose VHF coverage (even temporarily). Satellite communication is currently being used for trans-oceanic flight today in which aircraft are clearly beyond range of the VHF radio system in the NAS.
Second, a means of accurately determining an aircraft’s position is required. Current technology in GPS receivers provides position information reliably and accurately.
It is possible that enough aircraft could utilize the A.I. architecture to create a virtual network in the sky. At any given moment, there are between 4500 and 6000 aircraft in flight over the United States.
2.5 NETWORK ARCHITECTURE
A critical first step in attaining the desirable capabilities of an Airborne Internet is a well-conceived architecture. Aircraft and landing facilities will be interconnected nodes in a high-speed digital communications network providing instant identification and information services on demand with seamless linking to the global transportation system. The Airborne Internet will leverage open standards and protocols for client-server network system architecture that are in development in the telecommunications industry for increased bandwidth for mobile applications.
The secret to how well the Internet works is that it is a distributed network. In a centralized network, all computers are connected to one main server. They compete with each other to use that server. In the Internet, however, there is no central server. Content is stored on millions of computers around the world. And, the information can be accessed by millions more. Routers connect Internet users with what they are seeking. This creates a network that runs better because of the speed of millions of computers working together. A similar system would run the Airborne Internet. It would be a high-speed digital network. Information would be passed between aircrafts and the ground by the Internet. The aircrafts and the ground facilities would be the nodes in the network.
Figure.2. Block Diagram Representation of Airborne Internet Network Architecture
At the apex of a wireless Cone of Commerce, the payload of the Airborne Aircraft becomes the hub of a star topology network for routing data packets between any two subscribers possessing premise equipment within the service coverage area. A single hop with only two links is required, each link connecting the payload to a subscriber. The links are wireless, broadband and line of sight
Information created outside the service area is delivered to the subscriber's consumer premise equipment ("CPE") through business premise equipment ("BPE") operated by Internet Service Providers ("ISPs") or content providers within that region, and through the Airborne Gateway ("HG") equipment directly connected to distant metropolitan areas via leased trunks. The HG is a portal serving the entire network. It avails system-wide access to content providers and it allows any subscriber to extend their communications beyond the Airborne Network service area by connecting them to dedicated long-distance lines such as inter-metro optical fiber.
The CPE, BPE and HG all perform the same functions: use a high-gain antenna that automatically tracks the Airborne Aircraft; extract modulated signals conveyed through the air by millimeter waves; convert the extracted signals to digital data; provide standards-based data communications interfaces; and route the digital data to information appliances, personal computers, and workstations connected to the premise equipment. Thus, some of the technologies and components, both hardware and software, will be common to the designs of these three basic network elements
Figure3. The Airborne Network Architecture
The CPE, BPE and HG differ in size, complexity and cost, ranging from the CPE which is the smallest, least complex, lowest priced and will be expressively built for the mass market; followed by the BPE, engineered for a medium size business to provide access to multiple telecommuters by extending the corporate data communications network; to the HG which provides high bandwidth wireless data trunking to Wide Area Networks ("WANs") maintained and operated by the long distance carriers and content handlers who wish to distribute their products widely.
In other words, the CPE is a personal gateway serving the consumer. The BPE is a gateway for the business requiring higher data rates. The HG, as a major element of the entire network, will be engineered to serve reliably as a critical network element. All of these elements are being demonstrated in related forms by terrestrial 38 GHz and LMDS vendors.
3. FEATURES & ADVANTAGES
The key features of the Airborne Internet Network are summarized below.
• Seamless ubiquitous multimedia services.
• Adaptation to end user environments.
• Enhanced user connectivity globally.
• Rapidly deployable to sites of opportunity.
• Secure and reliable information transactions.
• Bandwidth on demand provides efficient use of available spectrum.
• It helps to avoid the connectivity down time of people in transit.
• It helps to achieve a broader bandwidth.
• It has the potential to provide cost savings for aircrafts operators.
The airborne Internet will function much like satellite-based Internet access, but without the time delay. Bandwidth of satellite and airborne Internet access are typically the same, but it will take less time for the airborne Internet to relay data because it is not as high up. Satellites orbit at several hundreds of miles above Earth. The airborne-Internet aircraft will circle overhead at an altitude of 52,000 to 69,000 feet (15,849 to 21,031 meters). At this altitude, the aircraft will be undisturbed by inclement weather and flying well above commercial air traffic.
Networks using high-altitude aircraft will also have a cost advantage over satellites because the aircraft can be deployed easily -- they don't have to be launched into space. However, the airborne Internet will actually be used to compliment the satellite and ground-based networks, not replace them.
These airborne networks will overcome the last-mile barriers facing conventional Internet access options. The "last mile" refers to the fact that access to high-speed cables still depends on physical proximity, and that for this reason, not everyone who wants access can have it. It would take a lot of
time to provide universal access using cable or phone lines, just because of the time it takes to install the wires. An airborne network will immediately overcome the last mile as soon as the aircraft takes off.
The time people spend in transit could be turned into more productive time if network connectivity were available.
It would be a high-speed digital network
It has the potential to provide significant cost savings for aircrafts operators and the FAA, as it allows the consolidation of many functions into a common data channel.
Numerous applications can use the same data channel.
Since the Aircraft are operated from regional airports, the equipment will be routinely maintained and calibrated. This also allows for equipment upgrades as technology advances yield lower cost and weight and provide increased performance.
Since the Airborne Internet provides broad band services, it increases the speed of downloading & uploading of data through it.
A primary application for A.I. is to track aircraft for the air traffic control system. Aircraft pilots would let the traffic controllers know where they are through the network. The network would give the crew information that would help them avoid collisions. It would also allow information to be sent from aircraft to aircraft without having to go through ground facilities. The system could also be used to send safety warnings to aircraft.
It has the potential to provide significant cost savings for aircrafts operators and the FAA, as it allows the consolidation of many functions into a common data channel. Numerous applications can use the same data channel
Using XML aviation services, aircraft operators could receive automatic updates of weather, landing conditions at the destination airport, turbulence ahead, and other information. Airborne Internet could be the means by which the aviation industry will realize these benefits by providing XML services capability to aircraft.
AI is the most recent development in the conventional internet of today. It takes the internet into transportation realms. It would be a high-speed digital network. Information would be passed between aircrafts and the ground by the Internet. Development of the Airborne Internet has already begun.
Mainly three companies are planning to provide high-speed wireless Internet connection by placing aircraft in fixed patterns over hundreds of cities.
Angel Technologies is planning an airborne Internet network, called High Altitude Long Operation (HALO), which would use lightweight planes to circle overhead and provide data delivery faster than a T1 line for businesses. Consumers would get a connection comparable to DSL. The centrepiece of this network is the Proteus plane, which will carry wireless networking equipment into the air. Each city in the HALO Network will be allotted three piloted Proteus planes. Each plane will fly for eight hours before the next plane takes off. After takeoff, the Proteus plane will climb to a safe altitude, above any bad weather or commercial traffic, and begin an 8-mile loop around the city. Each plane will accommodate two pilots, who will split flying duties during their eight-hour flight.
NASA and AeroVironment are working on a solar-powered, lightweight plane that could fly over a city for six months or more, at 60,000 feet, without landing. AeroVironment plans to use these unmanned planes as the carrier to provide broadband Internet access. Helios is currently in the prototype stage.
Sky Station International is counting on its blimps to deliver high-speed Internet access from high altitudes. Sky Station calls its blimps lighter-than-air platforms, and plans to station these airships over at least 250 cities worldwide, one over each city. Each station would fly at an altitude of 13 miles (21 km) and provide wireless service to an area of approximately 7,500 square miles (19,000 square km).
The Airborne Network is capable of providing high rate communications to users of multimedia and broadband services. The feasibility of this approach is reasonably assured due to the convergence of technological advancements. The key enabling technologies at hand include:
• GaAs RF devices which operate at MMW frequencies
• Asynchronous Transfer Mode (ATM)/Synchronous Optical Network (SONET) Technology and Components
• Digital Signal Processing for Wideband Signals
• Video Compression
• Very Dense Memory Capacity
• Aircraft Technology
These technologies are individually available, to a great extent, from commercial markets. The Airborne Network seeks to integrate these various technologies into a service of high utility to small and medium businesses and other multimedia consumers at a reasonable cost.
Airborne Internet will overtake the conventional internet in the near future, that is sure.
REFERENCE 1. www.AirborneInternet.com 2. www.NASAexplores.com 3. Airborne Internet/Collaborative Information Environment article. 4. www.aerospace.nasa.gov/curevent/tgir/index.html 5. White Paper on Airborne Internet.
A.1. LMDS (LOCAL MULTIPOINT DISTRIBUTION ACCESS)
LMDS is a broadband wireless point-to-multipoint communication system operating above 20 GHz (depending on country of licensing) that can be used to provide digital two-way voice, data, Internet, and video services
The acronym LMDS is derived from the following:
L (local)—denotes that propagation characteristics of signals in this frequency range limit the potential coverage area of a single cell site; ongoing field trials conducted in metropolitan centers place the range of an LMDS transmitter at up to 5 miles
M (multipoint)—indicates that signals are transmitted in a point-to-multipoint or broadcast method; the wireless return path, from subscriber to the base station, is a point-to-point transmission
D (distribution)—refers to the distribution of signals, which may consist of simultaneous voice, data, Internet, and video traffic
S (service)—implies the subscriber nature of the relationship between the operator and the customer; the services offered through an LMDS network are entirely dependent on the operator's choice of business
A.1.1 WHY LMDS?
More recent advances in a point-to-multipoint technology offer service providers a method of providing high-capacity local access that is less capital-intensive than a wire line solution, faster to deploy than wire line, and able to offer a combination of applications.
Benefits of LMDS can be summarized as follows:
• lower entry and deployment costs
• ease and speed of deployment (systems can be deployed rapidly with minimal disruption to the community and the environment)
• fast realization of revenue (as a result of rapid deployment)
• demand-based build out (scalable architecture employing open industry standards ensuring services and coverage areas can be easily expanded as customer demand warrants)
• cost shift from fixed to variable components (with traditional wire line systems, most of the capital investment is in the infrastructure, while with LMDS a greater percentage of the investment is shifted to customer-premise equipment [CPE], which means an operator spends dollars only when a revenue paying customer signs on)
• no stranded capital when customers churn
• cost-effective network maintenance, management, and operating costs
A.1.2 NETWORK ARCHITECTURE
Various network architectures are possible within LMDS system design. The majority of system operators will be using point-to-multipoint wireless access designs although point-to-point systems and TV distribution systems can be provided within the LMDS system. It is expected that the LMDS services will be a combination of voice, video, and data. Therefore, both asynchronous transfer mode (ATM) and Internet protocol (IP) transport methodologies are practical when viewed within the larger telecommunications infrastructure system of a nation.
The LMDS network architecture consists of primarily four parts: network operations center (NOC), fiber-based infrastructure, base station, and customer premise equipment.
The NOC contains the network management system (NMS) equipment that manages large regions of the customer network. Multiple NOCs can be interconnected. The fiber-based infrastructure typically consists of synchronous optical network (SONET) optical carrier (OC)–12, OC–3, and DS–3 links; central-office (CO) equipment; ATM and IP switching systems; and interconnections with the Internet and public switched telephone networks (PSTN).
If local switching is present, customers connected to the base station can communicate with one another without entering the fiber infrastructure. The base station is where the conversion from fibered infrastructure to wireless infrastructure occurs. Base station equipment includes the network interface for fiber termination; modulation and demodulation functions; and microwave transmission and reception equipment typically located atop a roof or a pole. Key functionalities which may not be present in different designs include local switching. This function implies that billing, channel access management, registration, and authentication occur locally within the base station.
The alternative base-station architecture simply provides connection to the fiber infrastructure. This forces all traffic to terminate in ATM switches or CO equipment somewhere in the fiber infrastructure. In this scenario, if two customers connected to the same base station wish to communicate with each other, they do so at a centralized location. Billing, authentication, registration, and traffic-management functions are performed centrally.
The customer-premise configurations vary widely from vendor to vendor. Primarily, all configurations will include outdoor mounted microwave equipment and indoor digital equipment providing modulation, demodulation, control, and customer-premise interface functionality. The CPE may attach to the network using time-division multiple access (TDMA), frequency-division multiple access (FDMA), or code-division multiple access (CDMA) methodologies. The customer premise interfaces will run the full range from digital signal, level 0 (DS0), plain old telephone service (POTS), 10BaseT, unstructured DS1, structured DS1, frame relay, ATM25, serial ATM over T1, DS–3, OC–3, and OC–1. The customer premise locations will range from large enterprises (e.g., office buildings, hospitals, campuses), in which the microwave equipment is shared between many users, to mall locations and residences, in which single offices requiring 10BaseT and/or two POTS lines will be connected.


Hiller Aviation Museum Skyway Rd. San Carlos, CA Hiller Aviation Museum.
Denice Rackley is a freelance writer who describes herself as a "storyteller who uses her skills to educate and encourage others. Her articles can be read at www. Pilots say there is nothing on earth that can compare to flying.
By Kayte Deioma. Los Angeles has a rich history in aviation and aerospace and Southern California companies play important roles in the development of air and space flight. So it's not surprising that the area is rich with air and space museums and attractions.
In addition, we have an authentic fully operational Sherman tank, a variety of other military motor pool vehicles, 7 enclosed and spacious airplane hangars, and a "boneyard" that can be used for a unique shooting location. Planes of Fame Air Museum has provided aircraft and military vehicles for numerous blockbuster films, television shows, commercials, documentaries, as well as countless magazine and print advertising. Many of our aircraft can be fitted for use as camera platforms, including our WWII era B Mitchell with numerous large windows and open portals. Our pilots and ground crew personnel many Screen Actors Guild members are experienced professionals who understand detailed work schedules, high-profile discretion, and what it takes to get the perfect shot.
The airport is located in an unincorporated area of Orange County surrounded by the cities of IrvineNewport Beachand Costa Mesa[note 1] and is owned and operated by the county. A statue of John Wayne was installed at the airline terminal in John Wayne Airport is the sole commercial airport in Orange County.
The museum will feature archival materials, photographs and stories of the war workers of World War II up to the eventual closing of the base in This project was made possible by a grant for building upgrades from the Economic Development Agency and the city of Alameda. Volunteers established the Alameda Naval Air Museum as an educational community center which will tell the story of it's beginnings in support of the Pacific Fleet in World War II and it's subsequent decades of service to the nation during Korea, Vietnam and Desert Storm.
They have a few models to choose from, we chose the AT-6 Texan which was used as a trainer for Navy fighter pilots. Check-in process was easy, just the usual We made reservations for Mothers Day morning for 8 people and we flew in two shifts.
Business Traveller. Facebook Twitter Email. But there's nothing like the nostalgic thrill of getting close to some of aviation's greatest pioneers, from the Bleriot XI that took Louis Bleriot over the English channel into the de Havilland Dragon Rapide that carried both General Francisco Franco and Charles de Gaulle on history-changing operations, to the Tupolev Tus that were the workhorses of the Soviet bloc. Surprisingly, many of history's most iconic models of plane are still airworthy and even available to fly.
This type of aircraft was used by the U. The plane was deemed airworthy inFederal Aviation Administration records show. Sandberg has been a member of the Condor Squadron for more than a decade.


Info about the game:Platform
: PCGraduation Year
: Arcade, SimulatorDeveloper
: Games FarmPublishing house
: bitComposer GamesPublisher in Russia
: New CDPublication Type
, Multi7Language Voice
: English, GermanTablet
: Present (RELOADED
Operating system: Windows XP, Vista, 7, 8
Processor: Intel Pentium IV processor with a clock speed of 2.4 GHz
RAM: 512 MB
Hard disk space: 4 GB
Sound device: compatible with DirectX 9.0
Video Card: 512 MB video RAM (NVIDIA GeForce 8600GT / ATI Radeon 2600XT)Description:Air Conflicts: Vietnam
- Offers the player became a popular arcade genre mix of traditional and flight simulator.As the game progresses you will have the opportunity to be at the helm for more than 20 models of fighter planes and helicopters, which participated in the Vietnam War and reproduced with the utmost precision.In carrying out a number of missions the player will take the place of the arrow, to repel the attacks of enemy aircraft. If sortie involving several aircraft, the player can equip each of them individually, and manage all of them in the course of the operation.
Game Air Conflicts: Vietnam
It offers players a fair amount of attention unlike one another missions and boasts a fascinating story, time and place of action is one of the most famous and controversial recent history of conflict.Features:
- The wars involving not only the winners! Immerse yourself in the fascinating history and experiencing all the triumphs and the fall of the Vietnam War.
- Take part in the Vietnam conflict, one of the most brutal and ruthless wars of the twentieth century! Take a look at its history through the eyes of a brave pilot of the Air Force and the United States enjoy great music authored by talented composers.
- In addition to the fighter sorties to your attention the specific tasks that have to carry out the controls of the helicopter.
- Manage an entire squadron! You can fly any of its member aircraft. Equip your aircraft and helicopters realistic weapons! All models of equipment and weapons in the game are based on real-life prototypes.
- Realistic world and arcade gameplay! Ammunition each of the aircraft is limited, but you can switch between the aircraft Squadron during a combat mission. The game, which will never get bored! Multiple game modes for single player and multiple game modes on the network!
- An impressive arsenal of military equipment! More than 20 different aircraft and helicopters are in service with the United States and the Soviet Union during the war in Vietnam.Free downloadDownloads: 655
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Spanish law legislation part 1
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In this project, it will be done workshops to build drones.Read more.
Job in drones world
If you are a driver or a company of drones and look for work or employees, this is your site.Read more.
The project is about the drones: how they work and how they can be used.Read more.


Deploying Sandvine in Satellite Networks
The Sandvine solution in satellite involves positioning the Policy Traffic Switch (PTS) after the Internet gateway or the Satellite Modem Termination System (SMTS). The gateway Earth Station is also referred to as a ground station, teleport, or hub. In short, the gateway receives radio wave signals from the satellite on the last leg of the return or upstream payload, carrying the request originating from the end-user’s site. The satellite modem at the gateway location demodulates the incoming signal from the outdoor antenna into IP packets and sends the packets to the local network. Access server/gateways manage traffic transported to/from the Internet. Once the initial request has been processed by the gateway’s servers, sent to and returned from the Internet, the requested information is sent back as a forward or downstream payload to the end-user via the satellite, which directs the signal to the subscriber terminal. Each Gateway provides the connection to the Internet backbone for the gateway spot-beam(s) it serves. The system of gateways comprising the satellite ground system provides all network services for satellite and corresponding terrestrial connectivity. Each gateway provides a multiservice access network for subscriber terminal connections to the Internet.


Decent Breaking News, Christian Lifestyle, Bible Studies, Testimonies and More.
Sunday, 28 December 2014
Missing AirAsia jet asked to deviate flight plan
Air Asia said the pilot of flight QZ8501 that went missing between Indonesia and Singapore early Sunday had requested “deviation” from the its flight plan because of bad weather.
“The aircraft… was requesting deviation due to enroute weather,” the Malaysia-based carrier said in a statement posted on its Facebook page.
“Communication with the aircraft was lost while it was still under the control of the Indonesian Air Traffic Control (ATC).”
The Airbus A320-200 with 162 people on board left Juanda international airport in Surabaya in east Java at 5:20 am Sunday and had been expected to arrive in Singapore at 8:30 am (0030 GMT).
Malaysia-based AirAsia said a search and rescue operation was underway.
Indonesia’s air transportation director general Djoko Murjatmodjo told AFP the plane was carrying seven crew and 155 passengers — 138 adults, 16 children and a baby.
Local broadcaster MetroTV reported that the passengers included 149 Indonesians, three South Koreans, including a baby, one Briton and one Malaysian and one Singaporean.
The Indonesian air force said two of its planes had been dispatched to scour an area of the Java Sea, southwest of Pangkalan Bun in Kalimantan province.
“The weather is cloudy and the area is surrounded by sea. We are still on our way so we won’t make an assumption on what happened to the plane,” said Indonesian air force spokesman Hadi Cahyanto.
The aircraft was operated by AirAsia Indonesia, a unit of Malaysian-based AirAsia which dominates Southeast Asia’s booming low cost airline market.
– Search and rescue –
An official from Indonesia’s transport ministry said the pilot asked to ascend 6,000 feet to 38,000 feet to avoid heavy clouds.
“The plane is in good condition but the weather is not so good,” Djoko Murjatmodjo told a press conference at Jakarta’s airport, addressing reports of severe storms in the area where the jet went missing.
Murjatmodjo said search efforts were being focused on an area between Belitung island and Kalimantan, on the western side of the island of Borneo, about halfway along the expected route of Flight QZ8501.
Singapore has offered help from its navy and air force in the hunt for the plane


A hearing test developed in South Africa is heading to the International Space Station.
Business Insider SA Tech’s article on February 20, 2021 states: “A made-in-SA hearing test is about to launch to the ISS, after makers ‘create our own luck’” by Phillip de Wet.
South Africa company eMoyo says it made its KUDUwave boothless audiometer to be tough and portable, and it required only slight modifications to be made ready for space.
As for getting its gear into space, that was a process of making its own luck.
Space is noisy, and preventing hearing loss among astronauts has been one of the key medical priorities for Nasa for decades. The KUDUwave was built to be small, robust and easy to use. Critically, and eMoyo says unique at its diagnostic level, it was also designed to offer tympanometry, which measures the functioning of the middle-ear, without the need for an audio booth.
That has proven handy in the coronavirus pandemic, allowing for open-air hearing tests – and is an advantage on a mission to space where space is severely constrained.
Read the full article to learn how they created their own luck – CLICK HERE
We are here to help if you or a family member is having any difficulties with hearing, hearing aids, hearing aid apps or Tinnitus please give us a call at 727-323-2471 and set up an appointment.
We can help you.
Susan E. Terry, Au.D., F-AAA, F-NAP
Doctor of Audiology
P.S. We are here to help if you have any questions about your hearing, feel free to give us a call at 727-323-2471


PCC Structurals brings together the preeminent investment casting facilities in the world with 3D Printing Technology, Composite Manufacturing, and Machining to offer customers a total packaged solution.
With eleven facilities across the US and France, PCC Structurals provides solutions for customers across the globe. Each of our manufacturing locations provides a variety of capabilities and alloy selections.
Together, our division is the world leader in superalloy, aluminum, and titanium investment castings, as well as DMLS printing and high-temperature composite structures. With applications in jet aircraft engines, airframes, industrial gas turbine (IGT) engines, military armaments, medical prosthesis, and many other markets, we provide a wide portfolio of high-quality components, some as large as 83 inches
See a quick snapshot of the names that make up PCC Structurals:


Modern aircraft technology is greatly influenced by the exciting and dynamic subject of avionics, which integrates aviation and electronics. It includes a broad variety of electronic equipment and systems intended to improve the performance, effectiveness, and safety of airplanes.
Navigation, communication, flight control, weather radar, and other avionics systems are all included. In addition to making it easier for the pilot to navigate various flying situations, these cutting-edge technologies also make effective communication with other aircraft and air traffic control possible. With improvements in technologies like satellite navigation, digital displays, and wireless networking, avionics is continually developing.
Aviation navigation systems have undergone a revolution thanks to avionics technology. The GPS (Global Positional System) has established itself as a crucial component, giving pilots precise positional data. Even in difficult weather or terrain circumstances, it enables accurate route planning, effective navigation, and trustworthy direction.
Additionally, Inertial Navigation Systems (INS) employ sensors to monitor the acceleration and rotation of the aircraft, providing consistent and dependable navigational data even when GPS signals are weak or nonexistent. These navigation systems considerably improve situational awareness, flight efficiency, and assurance of the precise and safe movement of aircraft.
Communication in aircraft has been substantially enhanced by avionics. The use of cutting-edge radio systems, such as Very High Frequency (VHF) and High Frequency (HF) radios, allows pilots to communicate with other aircraft and air traffic control in a clear and effective manner.
Satellite communication systems offer long-range and worldwide connections, providing reliable communication even across great distances or isolated locations, while transponders improve aircraft identification and monitoring. These communication technologies improve airspace safety, permit efficient information transmission, and facilitate effective coordination, all of which support safe and secure aircraft operations.
Flight Control Systems
Avionics is a vital component of flight control systems that improves the stability, control, and maneuverability of an aircraft. Fly-by-Wire technology offers accurate and quick response control inputs by replacing conventional mechanical controls with electronic signals.
Automated flight systems, such as autopilots and autothrottles, let pilots control a variety of flying parameters while easing the burden and improving safety. These flight control systems enhance the handling of the aircraft, reduce pilot fatigue, and maximize flying performance to guarantee efficient and dependable operations.
The detection and avoidance of weather in flight has been transformed by avionics technology. Pilots have access to real-time weather data from weather radar systems, including the position, severity, and velocity of precipitation. With the use of this knowledge, pilots can recognize and avoid dangerous weather events like thunderstorms, turbulence, or icing conditions, preserving the safety and comfort of the aircraft and its passengers. Weather radar systems aid in better flight planning, better situational awareness, and efficient route and weather-related detour decision-making.
Electronic Flight Displays
With the advent of electronic flight displays, avionics has revolutionized cockpit displays. PFDs (Primary flying Displays) and MFDs (Multi-Function Displays) provide pilots with a thorough and programmable display of crucial flying data.
The representations of airspeed, altitude, attitude, navigational data, and system statuses on these displays are clear and simple, which enhances situational awareness and speeds up decision-making. Electronic flight displays simplify information presentation, lessen dependency on conventional analog gauges, and improve pilot productivity.
Engine Monitoring Systems
Advanced engine monitoring systems that continually gather and evaluate data about engine performance are made possible by avionics technology. These systems provide pilots and maintenance staff with real-time information by monitoring crucial characteristics, including temperature, pressure, fuel usage, and vibration.
Performing preventative maintenance as soon as irregularities or faults are discovered maximizes engine efficiency, dependability, and safety. By assuring prompt detection and remediation of engine-related faults, engine monitoring systems improve operating effectiveness, lower maintenance costs, and increase safety.
Avionics Testing Packages
Thorough testing is necessary to guarantee the dependability and integrity of avionics equipment. Avionics testing kits, like the AVX-10K, are made up of specialized tools and software that enable in-depth system analyses. These tests confirm that avionics systems function as intended and adhere to applicable rules and laws.
Comprehensive testing aids in the detection of possible problems or weaknesses, enabling quick correction and assuring the overall performance and safety of avionics systems. The preservation of high standards in aviation technology, system validation, and quality assurance all depend heavily on avionics testing programs.
Avionics technology has dramatically changed the aviation sector, improving aircraft performance, efficiency, and safety. Pilots are now able to navigate precisely, communicate clearly, retain control, track engine performance, and make wise choices based on real-time data, thanks to the ongoing improvements in avionics systems. These innovations make aviation safer and more effective while assuring a comfortable and safe flight for both pilots and passengers.
We, at New Techno Times aim to provide the best technology information to readers to gain knowledge of what is going on in the world around us. For related blogs about cybersecurity and technology, Digital Marketing, Business, Education keep following us.


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See the world from new heights. Snap pictures and shoot video from the skies. Take to the skies and learn to pilot. Don’t worry about crashes. These drones can take a few knocks. The Drone720x is Perfect for first time flyers and all kinds of fun and games.
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As Latin America continues to digitize its economy, they have faced record numbers of cybersecurity threats experiencing nearly three million cyberattacks in the first three months of 2020 alone.1To help organizations overcome this challenge, this year's FIDAE conference brought technology and intelligence leaders together to help aerospace and aviation organizations better detect, mitigate and respond to cyber risks in today's ever-changing threat landscape.
Focused on the security of the aviation industry for the military, public and private sectors, Resecurity showcased its cyber threat intelligence platform that allows administrators to reduce security gaps by quickly seeing in-depth analysis and specific artifacts obtained through the dark web, botnets activity, network intelligence and high-quality threat intelligence data.
"For high-stakes and technical industries like aerospace and aviation, it is critical to have visibility into your digital ecosystem and real-time threat intelligence to keep your organization, brand and staff safe. Increased connectivity and a larger threat surface only raise these stakes. Resecurity looks forward to building on the connections made at FIDAE to provide the security and risk management tailored to the unique needs of the aviation and aerospace industry," said Gene Yoo, CEO of Resecurity, Inc.
... Please continue the article at the source


This AC explains U.S. aviation weather products and services. It provides details when necessary for interpretation and to aid usage. This publication supplements its companion manual, AC 00-6, Aviation Weather, which documents weather theory and its application to aviation. The objective of this AC is to bring the pilot and operator up-to-date on new and evolving weather information and capabilities to help plan a safe and efficient flight, while also describing the traditional weather products that remain.
This most recent change adds guidance and information on Graphical Forecast for Aviation (GFA), Localized Aviation Model Output Statistics (MOS) Program (LAMP), Terminal Convective Forecast (TCF), Polar Orbiting Environment Satellites (POES), Low-Level Wind Shear Alerting System (LLWAS), and Flight Path Tool graphics. It also updates guidance and information on Direct User Access Terminal Service (DUATS II), Telephone Information Briefing Service (TIBS), and Terminal Doppler Weather Radar (TDWR). This change removes information regarding Area Forecasts (FA) for the Continental United States (CONUS).


If the earth is spinning to the east at 1000 miles per hour... why can't we fly west more easily?
Download - Why Isn't It Faster To Fly West?
Why Isn't It Faster To Fly West?:
So it kinda seems like it should be faster for airplanes to fly west. I mean, their destination is literally spinning towards them. At the same time however, they are spinning away from their destination. When we say the earth is going 1000 mph to the east, that means that the ground, and airplanes on the ground, and even the air above the ground are all also moving 1000 mph to the east. For an airplane to get anywhere, it has to start moving relative to the ground and through the air at something like 100 or so mph.


It takes a long-ass time to get to Afghanistan from the US.
First, I flew from Boston to Norfolk, where I hung out waiting for a day.
Maybe one of the flight attendants took pity on my teary-snotty self, because I got bumped or something to a first-class seat, which happened to be the nicest plane seat I’ve ever sat in. There was an option to transform the seat into a bed! Hellz yeah!


Exploration Of Space In Quran
The exploration of space is one of the prediction in Quran. The following Quranic verses reveals and stress that man will go beyong the Earth and it zones and will pass through it. The following verse is
“O assembly of jinns and men! If you have power to pass beyond the zones of the heavens and the earth, then pass (them)! But you will never be able to pass them, except with authority (from Allah)!”
In 1942 The Nazi Germany V-2 Program was the first vehicle to cross the surface of the earth that is to cross the Karman line and going outer-space. Since then the development and advacement keep on happening in exploration of space until 20 July 1969 when the American astronaut Neil Armstrong became the first human being ever to set foot on the Moon.
The Arabic word used for “A clear authority” is “Sultan” which also means strength, authority, force, power, permission, etc


If I were to say the harpoon, what would your natural first thought be? Mine would be to think of the classic novel Moby Dick and Captain Aham’s quest to kill Moby. Now NASA is using harpoons in its latest series of experiments to unlock the answers of creation.
The scientists at NASA are planning to create a harpoon that can penetrate comets. At the moment NASA have a prototype harpoon built that is capable of launching test harpoon tips over a mile away.
Once a comet has been harpooned, scientists then hope to recover samples that will reveal the origins of the planets and how life was created on Earth.
The scientists at NASA firmly support the theory that some of life's ingredients had formed in space and had been delivered to Earth by meteorite and comet impacts.
In 2002 NASA launched their Stardust Mission. During the Stardust Mission particle samples were recovered and found to include an amino acid and glycine, which is used by living organisms to create proteins.


|press news - News Presse Deutsch|
Space Camp, April 2014, Ralf Heckel, a Space Camp Ambassador from Germany, had two teams participate in the NASA Human Exploration Rover Challenge held at the U.S. Space & Rocket Center on April 11-12, 2014. Formerly NASA’s Great Moonbuggy Race, the new NASA Rover Challenge focuses on designing, constructing and testing technologies for mobility devices to perform in these different environments, and it provides valuable experiences that engage students in the technologies and concepts that will be needed in future exploration missions.
Rovers are human-powered and carry two students, one female and one male, over a half-mile obstacle course of simulated extraterrestrial terrain of craters, boulders, ridges, inclines, crevasses and ruts. Each student team of six members is responsible for building its own rover, and the two course drivers must be chosen from the team.
As a part of the challenge, and before traversing the course, unassembled rover entries must be carried by the drivers to the course starting line with the unassembled components contained in a volume of 5 ft. x 5 ft. x 5 ft (dimension requirements). At the starting line, the entries are assembled, readied for racing and evaluated for safety. Assembly occurs one time prior to the first course run.
The top three winning teams in each division (one High School Division and one College/University Division) are those having the shortest total times in assembling their rovers and traversing the course. Each team is permitted two runs of the course, and the shortest course time (plus penalties) will be added to the assembly time for the final total event time.
In the High School Division, International Space Education Institute (ISEI) - Team Russia from Moscow won third place. They were also awarded the Jesco Von Puttkamer International Team Award for the fastest team hailing from outside the United States. In the College/University Division, ISEI - Team Germany from Leipzig also won the Jesco Von Puttkamer International Team Award.
The ISEI - Team Germany Rover will be featured at the USA Science & Engineering Festival in Washington, D.C., where students, teachers and families learn more about the engineering that goes into creating a rover.
Both ISEI teams are featured in a Huntsville Times/AL.com article and Ralf wrote about the race on his website.
After the successful completion of NASA Rover Challenge by the teams of the International Space Education Institute, the DLR Washington and the Directorate of Human Spaceflight NASA on April 12, 2014 , invited the teams to Washington. A week later, it was time. On Friday, the doors of the DLR building, and NASA headquarters were open for the Russian students, including a Russian born student of the German School Washington DC.
The permission to enter this building is reserved for NASA employees, and some official international guests. One such procedure usually takes around six weeks. The ISS director Sam Scimemi personally took responsibility for these students. The DLR office manager Jürgen Drescher, who accompanied the students, was also very interested.
Sam Scimemi has taken over the responsibilities of the German American scientist Prof. Dr. Jesco von Puttkamer and leads the ISS section in the multi-story NASA administration building. He brings the group to the Space Operation Mission Directorate. This is the department that deals with the management of all active manned space projects and rocket launches. In a hallway many pictures documenting the construction phases of the International Space Station are hung upon the wall. All photos were taken from incoming or departing ships. This assortment of amazing pictures already bridges the last 15 years of ISS development.
Sam politely urges the group to hurry, and leads them into a kind of Mission Control Center. It is a space with large screens, a U-shaped table and numerous scientists, who are working on their laptops. The screens show a steaming rocket, and a countdown timer will count down the last 10 minutes before the start. It takes a moment for the students to realize that they have arrived in the heart of a currently occurring rocket launch. The eyes of the small 13 - year-old Russian Rover pilot Catherina are filled with hope. The 18 -year-old Vadim takes his pen and makes notes about the start procedures.
Suddenly, the room is still, as the final seconds of the countdown have started. On the launch pad in the distant Cape Canaveral, is a "Falcon 9" rocket , from the company SpaceEX . It’s carrying “Dragon 3”, 2.5 tons of cargo in it’s onboard storage container. SpaceEX is one of two companies currently involved in the space program. NASA entrusts these two companies with cargo deliveries to the ISS. The scientists in the room now carefully decipher the data received from the company.
Dim lights 3-2-1-0, vibrations cannot be felt. But the pictures on the screen make it clear what kind of forces must currently be in play in Florida. The rocket takes off. "We have liftoff!” All the students capture the events with their smartphones. Four onboard cameras are recording, and streaming a view of the propulsion stages. Numerous other camera images can be viewed on the small screens on the walls. The rocket quickly gains altitude. After about two minutes, the rocket starts to separate its stages. The room is still dead silent, no clapping.
Now, the Falcon 9 rocket accelerates. 4 more infrared cameras observe the outside temperature of the engine. Still, all scientists are curious and watch all the data received. After a nine-minute burn, which is unusual in comparison to other rockets and the space shuttle. Because of this, the rocket could fly with two stages though instead of three, saving money. The room brakes out into applause. Sam Scimemi says, "Don’t be happy too early, there’s still a lot of work to do." (NASA-Presskitt, PDF 3MB)
The tension in the room dissolves. Former colleagues of Professor Jesco von Puttkamer stand up and shake the hands of the students and their supervisors. They are all NASA employees with many years of experience and positions with great responsibilities. Sam leads the team to a display case in which books, trophies, and working papers of Prof. von Puttkamer reside. Here, the award of the same name will be handed over to NASA. It’s a show of mutual respect, not regarding any political issues.
Sam continues the tour and accompanies the group to his office. Here they receive their certificates for participating in the NASA rover Challenge straight from the hands of the ISS director. This is a great honor for both sides, but most of all, an amazing birthday present for the team leader.
For the International Space Education Institute, this invitation, after the previous one to the Roscosmos Headquarters in 2007, meant the acceptance into international space travel circles.
That was a competition like none before. The NASA Rover Challenge is not only the former Moonbuggy Race, but also “THE” US-Students-Competition for future extra-terrestrial vehicles in the solar system. The rules became harsher and the requirements higher. Many of the registered teams did not manage the participation. Two teams from Europe also had to stay at home. The best competet over the last two days. Only few vehicles arrived at the finish line with the two racers still on them. The enthusiasm and the excitement of the approximately 80 participanting teams however were not damaged. The weather consisted of radiant sunlight. There were broken wheels, destroyed tires. bended frames, flying chains and lots of sunburns. Now everyone knows where improvement is required.
Dim lights The course now consists of head-sized limestone boulders, fine rolling pebbles, deep beds of sand and several tons uncompacted gravel. All obstacles that were on it are suitable for the Rovers to finish the drive. For many participants that was the case. But only the bravest could still manage and controll their vehicle.
Team Russia significantly improved its race time with out any penalties. Team Germnay had already slightly run out of "air". The nonpneumatic wheels had deformed themselves slightly under the heat of the day and the strain of the driving. This made pedalling more exhausting. But on the other hand the German Rover transmitted a video-live stream through their board-camera. The audio signal was already transmitted topnotch. The video quality still can be worked on: http://new.livestream.com/accounts/7874070. Both teams achieved an assembling time of only seven seconds at the inspection.
The surprise came at the Award ceremony. Ms. Dr. Alotta Taylor from NASA headquarters handed over the numerous awards. Both ISEI-Teams were calculated as the fastest international teams and were presented with the "Jesco von Puttkamer International Tea, Award" and 500$ each.
Team Russia obtained third place in the tough highschool-division and was presented another award by the director of the Marshall Spaceflight Center; Mr. Patrick Scheuermann. Both teams became the media pets of Huntsville: http://blog.al.com/breaking/2014/04/students_from_russia_germany_v.html
NASA Headquarters confirmed the invitation of these teammembers to Washington DC for the comming week. Now everyone is happy.
11 students from Switzerland, Germany, Russia and the USA are entering the NASA Rover Challenge in Huntsville/Alabama in two teams for the International Space Education Institute Leipzig. It was the most complex and difficult to carry through selection of the students since the first participation 8 years ago. The competition (formerly known as the NASA Moonbuggy Race), now includes plenty of new assessments and prepares the younger generations for scientific occupations which will later help them explore our solar system. The center of attention is for the selected students, apprentices and university students with their early practical experiences, open-mindedness, discipline and determination.
The constructed vehicle should simulate the challenges for students and their abilities, compared to those of a professional engineer, relatively close to reality. The most difficult challenge for all participants is the ban on pneumatic wheels (i.e. no air cabins are allowed). Many ideas have been issued and tried out. Which one of those will meet the high requirements of the race course is yet to be seen on the 10th-12th of April.
The intensive preparations of the European participants in 2 multinational teams took up 9 months with 220 activities in 4 countries. Many of those interested failed on the required discipline and concentration on tasks. Especially the team work, the multilingual interaction, the achievement of the practical experiences and the economical tasks were inescapable focus points. These were supported by many entities and private people, since there are few public budgets for international high-tech-competitions.
For one week the participants already have been preparing themselves for the big day in the rocket city Huntsville. They grow together as a team through their work. You are invited to read the reports of the 13 to 20 year olds in three different languages.
Also from Leipzig is the newly introduced NASA-price: “Jesco von Puttkamer International Team Award”. It is given in two performance groups and will earn the participants $500 each.
-Tobias Meier, Mathilda Drews, Mario Denzler, Martin Hohlweg, Amanda Spencer (Team Germany College)
Institutions represented by the participants:
Huntsville City Schools:
There are no translations available.
Diese unten genannten Teams aus Europa sind bei der 1. NASA Human Exploration Rover Challenge registriert und nach einem 2-monatigen Auswahlprozess bestätigt worden. Allen Teammitgliedern wünschen wir viel Erfolg bei ihrem Wettbewerb am 10.-12. April 2014.
1. Tobias Meier (18)
1. Mathilda Drews (17)
1. Catherine Trusheva (13)
Highschool Team Italy
in cooperation mit Schülern und Lehrern


Demystifying Aviation Risk
- Understanding Gary vs Gavin’s personality (Commercial Pilot vs Private Pilot)
- Difference between commercial and private aircraft
- Laws governing commercial vs private aviation.
- Correctly Underwriting Aviation Risk
Andre Roos has 23 years’ experience in aviation, he is a published Author, Aviation Risk specialist, Entrepreneur principle and qualified private pilot.[/vc_column_text][vc_empty_space height=”80px”][/vc_column][/vc_row]


MEET COMMANDER JAKE ELLZEY
Commander Jake Ellzey decided to become a fighter pilot when, at age seven, his dad took him on his first plane ride.
A graduate of the U.S. Naval Academy, Commander Jake Ellzey served as a fighter pilot and completed his service as the Air Boss on the U.S.S. Ronald Reagan aircraft carrier. In his 20 years of service, Commander Ellzey was deployed nine times, including to Afghanistan and Iraq. He served five combat tours, four by air and one by ground with Seal Team 5.
For his service, Commander Jake Ellzey received two Bronze Stars and eight Air Medals. After retiring from the military, he became a successful local businessman and was appointed by Governor Rick Perry to serve Texas as Commissioner on the Texas Veterans Commission. Today, Commander Ellzey is a commercial airline pilot based out of DFW.
Jake and his wife Shelby are raising their two children on ten acres in Ellis County.
Most Americans look to Texas for the way forward for prosperity and freedom and liberty. Commander Jake Ellzey understands that what happens in Washington DC could threaten all of that. Commander Ellzey is running to bring Texas values and a hometown conservative mindset to Congress. Especially under this new administration, we need tough conservative representation more than ever.


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We inherit the metallurgical technology of a special steel manufacturer, Proterial, Ltd., and deal with a variety of materials including stainless materials, tool steel, high-speed steel, and super heat-resistant steel. Also, we challenge the development of technologies for manufacturing required materials while receiving technological support.
Furthermore, we have developed new unique technologies such as “magnetic stainless steel” and “junction between MIM products and steel materials”.
We develop various technologies including material technologies, manufacturing technologies, etc.
Manufacturing of one of the largest sizes in the MIM industry is possible.
While the MIM is often applied to relatively small products weighing a few grams, we mass-produce products with the highest level of size in the industry. For example, we can manufacture a product with the external size of 120 x 60 x 25 mm and weight of 500 g. (However, we may propose redesign suited to manufacturing.)
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Since we manufacture automobile parts (TS certified), aircraft parts, gas turbine parts, and atomic energy parts using lost wax, we also perform high-grade inspection for MIM. We have three-dimensional measuring equipment, three-dimensional digitizer, X-ray inspection system, penetrant inspection facilities, etc. We can also perform electron microscopic analysis such as property examination for metal surfaces. We respond to quality assurance in accordance with product specifications.


One of the initial benefits you will notice from having a seasoned and educated personal Jet Company is that security is not taken lightly, and also the expertise of these pilots is immense. A fantastic firm will also make sure that their pilots are current on all training, certificates, course’s FDA Standards, and legislation. While a seasoned pilot is a lot more expensive to an employee within that of a brand new pilot, there’s so far gained from this experience.
Just don’t forget that as you’re considering the discounts and deals being offered for you- Are you wishing to fly into your destination with no worries under the advice of an experienced pilot or are you okay cruising over the planet using a new pilot only there to pay his dues’ because he receives the experience he wants to go someplace else?
But if you’re like the rest of humankind and don’t wish to accept any risks with your security, and you would like to fly with a skilled pilot (logged over 2500 hours of flight time) onto a private jet with a respectable and reliable company to get a fantastic price that’s significantly superior to the staggering costs related to commercial flights, and then you really must go the path of the safest journeys by obtaining an educated private Jet Company to your journeys Jetsmarter. The very best and educated business also guarantee that the 2nd pilot can be experienced if the very first pilot eventually becomes incapacitated and cannot complete the flight.
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People love to fly. Globally, the commercial aviation industry will grow 3 percent over the next five years. China has announced its intention to build another 45 airports between now and 2016. In the United States, airport delays can be reduced by increasing the airport's capacity with new runways and taxiways. There will always be a need for aviation design engineers.
Civil engineers must understand what is needed to keep the airport open. Airport zoning, noise control, airspace limitations, and animal control all impact engineering projects.
Course Description Register Now
Topics of airport facility design covered include the following:
- Aircraft Systems and Operational Characteristics
- Noise, Jet Blast, and Heat
- Site Selection and Land Use Compatibility
- Operational Area, Including Geometrics and Clearances
- Ground Access and Egress and Parking
- Terminal Areas
- Ground Service Areas
- Airport Capacity
- Special Types of Airports
Stanley M. Herrin, P.E.
BSCE, UIUC, 1974; MSCE, UIUC, 1978
Mr. Herrin has over 30 years of aviation facility design experience including the design of new and the rehabilitation of runways, taxiways, aprons, NAVAIDS, airfield electrical, high mast lighting, entrance roads and parking lots.
From airports with large runways (12,000 foot long 300 foot wide runway) to airports with small runways (2,480 foot long 45 foot wide runway), Mr. Herrin has prepared plans and specifications and conducted environmental assessments and obstructions surveys for projects at over 39 civilian and 18 military airports throughout the United States.
Mr. Herrin is a member of ASCE including the ASCE Airfield Pavements Committee, TRB, AAPT, ASTM and has served as panel member for IPRF, AAPTP and ACRP research projects.


Since the earliest years of man flight, pilots and astronauts from around the world have encountered UFOs high in our skies and beyond.
The History Channel's Black Box UFO Secrets reveals for the first time the cockpit and control tower audio recordings of pilot and astronaut confrontations and sightings of unidentified flying objects high in our skies.
From a detailed account of one of the very the first reported pilot case - the Arnold case in 1947 - to recent recordings over New England and Texas and NASA recordings and video from 2005, the programme features interviews with pilots, witness and experts, including UCLA's Joseph Nagy, actor Ed Asner, and pilot/UFO researcher Don Berliner.
over 300 ufo documentaries on UFOmotion
Retrouvez plus de 400 documentaires ufologiques francophones et anglophones sur UFOmotion !
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Founded in 2008, ZPFC is focused on designing the future. Our company is building a leading hub of technical research and development for complex systems centered around five technical domains: space, energy, biotechnology, nanotechnology, and robotics. ZPFC’s philosophy is to question and rethink old paradigms in these domains and develop unique and agile applications using the latest state-of-the-art technologies and processes.
Within only a few years of operation, ZPFC has assisted numerous government and commercial agencies. ZPFC has supported multiple vehicle and technology trade studies for the Ares Launch Projects and later the Space Launch System (SLS). ZPFC’s work has also been integral to NASA’s efforts to identify the key requirements, configurations, missions, and propulsion systems needed to shape heavy-lift launch vehicles for human missions beyond low-Earth orbit (LEO). This work demonstrates the company’s ability to operate in several areas:
Check out our Projects for more information.
We work with Space, Energy, Nanotechnology, Robotics, and Biotechnology because those technologies are changing the world. Starting from that “zero point,” we engineer great and cool ideas to make them realities.
Phase 0: Establish ourselves in the Space domain, identify and extract knowledge, pursue technologies, and support existing projects within NASA, DoD, and commercial environments.
Phase 1: Mature our Space business to enter the next domain: Energy. Work both sectors simultaneously; leverage the expertise and processes we develop with Space to create a harmony between the two sectors.
Phase 2: Develop a repeatable process for entering and establishing business in the other domains: Biotech, Robotics, and Nanotech. Become the Zero Point of all of these domains. Systematically pursue more ambitious research and development projects in all of these sectors.
His experience within the aerospace industry has included civil, commercial, and military organizations. As a SME at ZPFC, he has conducted technology forecasting, strategy and scenario planning, human spaceflight architecture design and analysis for the multiple NASA centers and organizations to include SLS, Constellation, NASA Human Exploration Framework Team, NASA Lunar Lander Altair, NASA EVA Project Office, NASA GRC payload accommodations office, NASA HQ Advanced Strategy Office. Mr. Hundley has analyzed long-range tradeoffs of program alternatives, and modeled scenarios for special studies with long-range program options. He has been assembling and building high-performance and focused teams for the last 20 years. He also recently served as the Systems Engineering Lead for the Virgin Galactic LauncherOne team during the DARPA ALASA program, which was responsible for developing the development and production plan for a low-cost and commercially-developed launch system.
Mr. Hundley has held senior engineering and management roles at other companies such as Orion Propulsion where he developed the Firm Fixed Price Development approach, mass properties and affordability models for the Bigelow Sundancer Forward Attitude Control System. He also led the system engineering and technology development program at Miltec Ducommun for developing low cost sensors for engine nozzles and failure prediction analysis for Integrated System Health Monitoring. Previous to that he was an Advanced Systems and Test Development Engineer at Northrop Grumman for numerous civil space military space and advanced aircraft systems. He has been published in NASA TechBriefs 2006 and is an author of numerous papers for the American Institute for Aeronautics and Astronautics (AIAA) and International Astronautical Federation (IAF).
Mr. Hundley earned Master of Science degrees in Project Management and Mechanical Engineering (with an Aerospace Concentration) from Villanova University and George Washington University, respectively. He also earned his Bachelors degrees in Physics and Mathematics from Wright State University.
He is a member of the AIAA Space Transportation Technical Committee where he is working on the 5th Edition of the International Guide to Space Launch Systems.
We’re a team here, and we believe in working together as well as playing together. At ZPFC, we’re interested in the astounding things our people can accomplish, and maximizing each employee’s potential. We focus on enhancing our natural talents instead of worrying about improving weaknesses. In fact, we offer a Strengths Finder test upon hiring to foster this philosophy. We team people up based on compatible strengths since it makes working together crazy easy.
As a lean, small business we encourage the adoption of new technologies and innovations, along with sharing new knowledge with colleagues through zpMELTs: Meet, Eat, Learn & Teach. These are internal sessions to come up to speed on the latest and greatest…anything!
The intangibles of our company compose the culture, including the scavenger hunt rolled into your first day, the dessert contest during the summer picnic that may or may not be rigged, and engineering the future together by pushing the frontier forward every day.
If you need a quick understanding of what working at ZPFC is like, “Work hard, have fun, and engineer the future” describes our work environment nicely. Our emphasis is to treat everyone within the company as a professional. This environment leads to a lot of personal and team responsibility.
Some aspects of our environment:
Benefits for Full-Time Employees


Wayman Aviation Academy gives you the BEST Way to start your career as a professional pilot in 10-12 months.
At Wayman Aviation Academy the professional pilot program is designed to prepare students for safe and effective careers as PROFESSIONAL PILOTS. Students who complete the program will be ready to fly commercially as a pilot.
- STUDY IN THE USA - MIAMI, FL
- 30+ Years of Excellence
- 2 Full Motion Flight Simulators
- 42 Aircraft
- 26,000+ Flight Hours per Year
- 92% Student Satisfaction
- Financial Aid & Scholarships Available
- ACCET Accredited
- One of the Top Flight Schools in the Country


Taipei – The Taiwanese Air Force announced Wednesday that it has nailed its Mirage to the ground, as it is looking for a pilot missing during training at the controls of the French fighter plane.
Captain Ho Tzu-yu’s Mirage-2000 had disappeared from radar on Tuesday at 18:43 (10:43 GMT) off the north-east of the island, 34 minutes after take-off, the army said.
The authorities mobilized 17 military aircraft and 10 navy ships to track him down. But the research is not yet fruitful.
“We hope that Ho will be rescued soon,”said General Chang Che-ping, deputy commander of the Air Force, adding that all Taiwanese Mirage were kept on the ground.
General Chang described Mr. Ho as an”excellent pilot”, adding that there were no signs of problems or irregularities after taking off from a base near the town of Hsinchu in the northwestern part of the country.
The high-ranking officer also swept away the idea that the pilot could deliberately fly at low altitude to escape the radars and deflect to the People’s Republic.
“He wasn’t alone. They were flying in formation. It is impossible that he could not have defected by flying at low altitude” undetected, said General Chang.
Taiwan had purchased in 1992 from the French aircraft manufacturer Dassault 60 Mirage 2000-5, the last of which was delivered in 2001.
Four Mirage accidents occurred in Taiwan between 1999 and 2013, killing three pilots.
In 2012, the Taiwanese Air Force temporarily grounded its entire Mirage fleet after a similar aircraft crashed in France, causing the death of its Taiwanese pilot.
The 1992 contract had provoked the rage of Beijing, which still regards the island as a part of its territory destined to return to its borders, even though Taiwan has been following its own destiny since 1949.


USAF High Frequency Global Communications System
The High Frequency Global Communications System (HF-GCS) is a network of single sideband shortwave transmitters of the United States Air Force which is used to communicate with aircraft in flight, ground stations and some United States Navy surface assets. All worldwide receiving and transmitting sites in the HF-GCS system are remotely controlled from Andrews AFB.
Before 1 October 2002 it was known as the Global High Frequency System (GHFS).
Frec: 11.175 Khz
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FAAST-PA is a Phased Array instrument (PAUT) which is much more powerful than any conventional phased array electronic.
Thanks to its sinusoidal pulser and its real time data processing software, the FAAST has the capability to transmit multiple sound beams, multi-oriented and/or multi-focused, using multi-element probes with only one single shot, and then to process signals received from all beams in real time.
This patented technology (WO 03029808) revolutionizes the NDT field when speaking about UT inspection thanks to its high speed testing capabilities, as it is able to replace several conventional Phased Array systems running in parallel. It offers even more than speed as it also reduces the number of phased array probes, mechanical parts, maintenance and calibration time.
The FAAST technology can be applied to any type of application (tubes, bars, plates, aircraft components, railroad, etc…), on different materials (Titanium, Aluminium, Steel, Special Alloy, Copper, Composites, etc…) and in any industries.


NEOS is the first high performance skydiving canopy designed by applying advanced parachute design numerical methodologies with in-house developed cutting edge computational fluid dynamic software tools.
NEOS true elliptical plan form has 3 dual cells on each end and 3 center tri cells designed to ensure even upper surface span wise tension while carrying the loads through an internal membrane skeleton. Traditional cross bracing techniques achieve upper surface control by generating irregular span wise tension, but the side effects on aerodynamic surface deformation, variations on local angle of attack and uneven chord wise rib loading make them unfriendly to fly and introduce an inherently unpredictable deployment sequence that requires pilot input to correct.
ARC is designed around the concept of carrying the flight loads through an internal membrane acting as an skeleton and allowing the outer surfaces to be shaped specifically to fit their aerodynamic requirements and therefore be more lift/drag efficient.
The fully elliptical plan form shape is completed with the integration of ERAS that contribute to control wing tip vortex and provide a clean and efficient aerodynamic shape. Inflating the wing tip with pressurized air allows for stabilization of the wing tip vortex and eliminates energy consuming vibration of traditional single layer canopy stabilizers.
Traditional canopies have single layer stabilizers sewn onto or as an extension of the end or tip cell, acting basically as slider stops to help control canopy deployment. Once the canopy is deployed and in forward flight, regular stabilizers vibrate and bring additional drag and noise to the canopy flight. ERAS ram air double layer pressurized stabilizers give the wing tip a much more effective shape with better continuity, and increase the air perceived aspect ratio of the wing. The resulting additional L/D efficiency and the absence of vibration noise allow for higher loading canopy configurations and thus increases overall wing performance.
Designing such a clean aerodynamic flying configuration has been attempted previously by various canopy manufacturers. Thanks to SICS, ICARUS Canopies has been able to understand the phenomena controlling the deployment and inflation process of a canopy. SICS consistently ensures the initial pressurization of the 3 center tri cells producing a soft snivel phase resulting in the NEOS forward "on-heading" flight. The outside 3 dual cells on the ends follow to pressurize the canopy into a fully rigid wing.
Come and try a NEOS, you will not want to return to your old canopy


Zero gravity chair recliner – The position of zero gravity , also called “Zero Gravity” , is the position designed by NASA for astronauts during takeoff, since it is the least pressure exerted on the spine and extremities. The position of zero gravity is rooted in research for the comfort and safety of astronauts, and is part of NASA’s program for the development of biomechanical systems that favor the maintenance of human body functions, productivity and ergonomics, as well as the quality of rest and sleep. One of the applications of the position of zero gravity are the chairs and armchairs called zero gravity, which are so named because they operate under the ergonomic principles developed by NASA
And in which the designers of zero gravity chair recliner take advantage of all the benefits of this technology. When seated in the traditional vertical position, acceleration forces are concentrated in the spine creating enormous pressure. Therefore, aerospace scientists looked for ways to prevent astronauts from suffering from the tremendous acceleration forces they are subjected to during the launch of rockets and ferries. During the takeoff phase of manned space flights, astronauts are exposed to enormous gravitational forces due to acceleration. These forces pose a great challenge for astronauts, since they entail a great compression of the disks that separate the vertebrae from the spine.
15 Photos Gallery of: Big Advantages Use Zero Gravity Chair Recliner
Zero gravity chair recliner position minimizes the effects of these large acceleration and gravitational forces. This position does not simply consist of reclining or lying down in a horizontal position, but it is about sitting in a totally reclined position with the feet higher than the head, in such a way that the different parts of the body adopt very specific angles. Other beneficial effects of the position of gravity are its ability to relieve muscle tension, increase lung capacity, reduce pressure on the heart and even increase oxygen levels in the blood.