At least 1,000 flight-hours of pilot-in-command time. Born: 1970-01-04.
His specializations in military tactics include long range special reconnaissance (vehicular and foot patrols), direct action building assaults, non-compliant ship-boardings, desert reconnaissance patrols, combat diving, underwater explosives, and a variety of air operations, including parachuting, fast roping, and rappelling. What is Julie Byrd background? All rights reserved. He married and had three children.
Cassidy is married to the former Peggy Yancer from Elyria, Ohio. Cassidy is "more excited than ever" by the new Vision for Space Exploration and is thrilled at the timing of his selection.
He was awarded a second Bronze Star for combat leadership service in 2004 during Operation Enduring Freedom in Afghanistan.. PERSONAL DATA:� Born January 4, 1970 in Salem, Massachusetts.� Considers York, Maine, to be his hometown.� He and his wife, Julie, are the proud parents of three children.  The seven astronauts docked with the ISS on 17 July, joining the six person Expedition 20 crew commanded by Russian cosmonaut Gennady Padalka. They have five children.
Cassidy was awarded the Bronze Star with "V" device and the Presidential Unit Citation for leading a 9-day operation at the Zhawar Kili cave complex – a national priority objective directly on the Afghan/Pakistan border during Operation Enduring Freedom. Cassidy, returning from his third space mission, has now spent a total of 378 days in space, the fifth highest among U.S. astronauts. He accumulated over 200 hours underwater as pilot, navigator, or mission commander of a two-man flooded submersible SDV, which is launched and recovered from a host-ship submarine. "I want to contribute to the agency's mission in any way I can.". Spaceflights: 2 . "I contacted him and asked him what sort of things I should do to prepare myself to be an astronaut.". EXPLORE Her Wiki, Bio,... Channel 10 Announcement: Presenter Francesca Cumani compelled to COVID isolation!! They landed in Dzhezkazgan, Kazakhstan at 10:54pm. He and his wife, Julie, are the proud parents of three children.  During the EVA, Cassidy took his space selfie. The content is provided for information purposes only. You can follow Julie Byrd on Twitter under the User ID @rmwcur. Thank you for taking your time to send in your valued opinion to Science X editors. At present, Julie Byrd Cassidy partner is working as a Commander aboard the International Space Station as a part of the Expedition 63 mission. Completion of this initial training qualified him for various technical assignments within the Astronaut Office and future flight assignment as a mission specialist. His first spaceflight was on a Space Shuttle mission in 2009. Explore Her Wiki, Bio,…, Who is Rebecca Klodinsky? Cassidy was also a SEAL Delivery Vehicle (SDV) platoon commander at SEAL Delivery Vehicle Team Two in Norfolk. SPACE FLIGHT EXPERIENCE:� STS-127, International Space Station Assembly Mission 2J/A, Endeavour (July 15, 2009 through July 31, 2009) delivered the Japanese-built Exposed Facility (JEM-EF) and the Experiment Logistics Module Exposed Section (ELM-ES) to the station.� The crew completed the construction of the KIBO Japanese Experiment Module, installed scientific experiments on its Exposed Facility and delivered critical spare parts and replacement batteries to the orbital complex, in addition to transferring 24,638 pounds of hardware and 1,225 pounds of water to the station.�. Official NASA Biography as of June 2016:Christopher J. Cassidy (Captain, U.S. Navy) NASA Astronaut.
In November, Rubins, Ryzhikov and Kud-Sverchkov are expected to greet NASA's SpaceX first operational Crew Dragon mission comprising NASA astronauts Mike Hopkins, Victor Glover and Shannon Walker, and Japan Aerospace Exploration Agency astronaut Soichi Noguchi. On 31 July 2009, Cassidy returned to the KSC Shuttle Landing Facility, wrapping up his first spaceflight after 15 days in space. Join us in this series of video interviews with eight members of the class and share in their excitement as they become part of NASA's vision for space exploration. He served for ten years as a member of the Navy SEALs. SPECIAL HONORS:� Honor graduate of Basic Underwater Demolition/SEAL (BUD/S) Class 192;� awarded the Bronze Star with combat 'V' and Presidential Unit Citation for leading a nine-day operation at the Zharwar Kili cave complex - a national priority objective directly on the Afghanistan/Pakistan border; Quest speaker at the U.S. Chris, a Navy SEAL, has done two tours of duty in Afghanistan. He married and had three children. He went to York High School, York, Maine. Grew up in York, Maine. Chris Cassidy is blasting into space for six months on April 9, but his wife and kids won't be there because of the coronavirus. Explore Her Wiki, Bio, Age, Height,…, NASA astronaut and the United States Navy SEAL, Gareth Ward Wiki, Bio, Age, Height, Married, Wife, Net Worth 2020. Who is David Dungay? Elizabeth James is an American public figure well-known as the wife of John James, an American politician, businessman, and veteran. Before the crew's departure, Russian cosmonauts were able to temporarily seal the air leak they tried to locate for several months.
Maximum sitting blood pressure of 140/90. NASA astronaut Chris Cassidy aboard the ISS receives a call from Canadian students using a ham radio who ask him about life in space, foods he misses and what happens when someone vomits on the ship Birth Place: Salem, Massachusetts. Who are her children?
The EVA was called off after 5 hours and 59 minutes due to excess amounts of carbon dioxide in Cassidy's suit..
Christopher John "Chris" Cassidy (born January 4, 1970, in Salem, Massachusetts) is a NASA astronaut and United States Navy SEAL.Chris Cassidy achieved the rank of captain in the U.S. Navy.His first spaceflight was on a Space Shuttle mission in 2009. In February 2006 he completed Astronaut Candidate Training, which included scientific and technical briefings, intensive instruction in Space Shuttle and International Space Station systems, physiological training, T-38 Talon flight training, and water and wilderness survival training. Chris Cassidy achieved the rank of Captain in the U.S. Navy.
Cassidy’s wife lives in Galveston Texas in their family home. Naval Academy Alumni Association; Massachusetts Institute of Technology Alumni Association; Fraternal Order of Underwater Demoliton Team (UDT)/Sea, Air, Land Team (SEAL) Association. They have five children between the two of them.
Chris Cassidy’s wife Julie Byrd is a creator on Pinterest. Explore Her Wiki,…, What is Hilary Tisch Cause of Death? This marked the first time 13 people had been in space together, a record that has not been surpassed since. Born in the year 1970, Chris Cassidy is currently 50 years old. He's married and has three children, all of whom, he says, are excited to move to Houston. Education. Naval Academy, Cassidy applied to the Massachusetts Institute of Technology, or MIT. In February 2006 he completed Astronaut Candidate Training, which included scientific and technical briefings, intensive instruction in Space Shuttle and International Space Station systems, physiological training, T-38 Talon flight training, and water and wilderness survival training. Associated With. Cassidy is a licensed Amateur Radio operator (ham), holding U.S.
Chris is a veteran astronaut and already had two flights into space.  During the EVA, Cassidy took his space selfie. Status: Active 2004-on.
Chris Cassidy achieved the rank of captain in the U.S. Navy.
This article incorporates public domain material from websites or documents of the National Aeronautics and Space Administration. Expedition 63 has officially begun!
Latest on Nebraska Cornhuskers linebacker Chris Cassidy including news, stats, videos, highlights and more on ESPN During his second Afghan tour, he took on a greater leadership role and was involved heavily in planning. , Cassidy was named Chief of the Astronaut Office at NASA in July 2015, succeeding Robert L. EXPLORE Her Wiki, Bio, Age, Height,... Who is Tommy Tuberville’s wife Suzanne Tuberville? On June 2, 2017, Cassidy was replaced by Patrick G. Forrester as Chief of the Astronaut Office and was returned to normal flight status. Click here to sign in with Navy SEAL Chris Cassidy had just returned from a second tour in Afghanistan when he got word that his next mission could take him much, much farther away. Christopher Cassidy Fans Also Viewed . Technician level license KF5KDR. Typically, astronauts can bring 15 guests, including their spouse and children, to the cosmodrome for the launch. , Cassidy was selected as an astronaut candidate by NASA in May 2004.
NASA EXPERIENCE:� Cassidy as an astronaut was selected by NASA in May 2004.� In February 2006, he completed Astronaut Candidate Training that included scientific and technical briefings, intensive instruction in shuttle and International Space Station systems, physiological training, T-38 flight training, and water and wilderness survival training.� Completion of this initial training qualified him for various technical assignments within the Astronaut Office and future flight assignment as a mission specialist.� From 2006 through 2008, he served as Capsule Commander (CAPCOM) in the Mission Control Center.� During his NASA career, Cassidy completed six spacewalks, totaling 31 hours, 14 minutes and accumulated 182 days in space.� He is currently in charge of the EVA branch within the Astronaut Office. Write CSS OR LESS and hit save. Christopher John "Chris" Cassidy (born January 4, 1970, in Salem, Massachusetts) is a NASA astronaut and United States Navy SEAL. EXPLORE Her Wiki, Bio,…, The Bachelorette 2020 cast: Who is Adam Todd? Naval Academy, 1993; MS, Ocean Engineering, MIT, 2000, CURRENT JOB: Commander, Naval Special Warfare Task Unit, Afghanistan, Senior SEAL in Afghanistan, QUICK FACT: Has done two tours of duty in Afghanistan, QUOTE: "I hope to be the next guy on the moon.". Chris has a brother and mother in his family. , In February 2008 Cassidy was assigned to his first spaceflight as a Mission Specialist on STS-127, a Space Shuttle mission to deliver the Exposed Facility of the Japanese Experiment Module (JEM-EF) to the ISS aboard Space Shuttle Endeavour. CTRL + SPACE for auto-complete. He deployed to the Afghanistan region two weeks after the September 11 attacks. His birthday is on January 4. He was... © All Rights Reserved | aussiecelebs.com.au. Chris is third from the left on the front row. Chris Cassidy is married to Peggy Yancer from Elyria, Ohio.
Neither your address nor the recipient's address will be used for any other purpose. The two began work replacing batteries on the P6 Truss and continued work on installing the JEM-EF. He deployed to the Afghanistan region two weeks after the September 11 attacks. Credit: NASA, Image to right: NASA's newest class of astronauts gather for a group photo at the conclusion of their land survival training at the Naval Air Station in Brunswick, Maine.
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Computed Tomography (CT) and digital x-ray technology is widely used to detect anomalies in products in various stages of production, as well as being used as a metrology tool.
Industrial x-ray imaging has been used for decades in the aerospace industry, but advances in digital x-ray and CT technologies have made them industry standards for improving quality and product design, as well as helping to produce the products of the highest reliability.
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Managing Director, Justin Hughes is Mission Excellence’s lead speaker. As a former fighter pilot and Executive Officer of the Red Arrows, he is no stranger to high performance in the most demanding of environments. And during a further 13 years as an entrepreneur and consultant, he has had an unparalleled opportunity to dissect and better understand the relevance of his experience to other organizations aspiring to high performance, as well as also learning from his clients in turn.
Author of The Business of Excellence, Justin is a renowned speaker on high performance, decision-making, risk and safety culture, and leadership. In addition to private client engagements, he has presented at a number of high-profile national and international events including the UK Institute of Directors’ Annual Convention and ‘Leaders in Dubai’.
Director of Business Development, Jas Hawker, has first-hand experience of developing and leading a world-class high performance team as Leader of the Red Arrows. As a fighter pilot, he was the youngest ever pilot to fly the Tornado ground attack aircraft on the front-line, and served on 4 operational squadrons taking part in both training and operational deployments all over the world; he is also a qualified flying instructor. He has practical experience of operational level campaign planning having deployed to Afghanistan as a Senior Air Advisor.
Jas delivers Mission Excellence presentations on high-performance teams and operational excellence.
Myles Garland is a former RAF fighter and Red Arrows pilot. He has considerable operational experience having operated the Harrier aircraft from both land bases and aircraft carriers and was awarded a ‘Mention in Despatches for Gallantry in the Air’. On the Red Arrows he was leader of the ‘synchro pair’ where he had a key role in the design, training and safe delivery of the Red Arrows’ display. Myles is now a professional civilian display pilot and presents on the Red Arrows as a high-performance team.
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New tobacco plant produces sustainable jet fuel
Boeing are working together with Southern Africa Airways (SAA) and SkyNRG to generate maintainable aircraft biofuel from a new type of tobacco plant.
SkyNRG is increasing the development of a hybrid plant called Solaris as an energy vegetation that farm owners can create as a alternative of conventional cigarettes. The vegetation are currently being examined in Southern African-american, with both large and little vegetation predicted to start biofuel manufacturing in the next few years.
To begin with, oil from the plant’s seeds will be turned into jet energy. Boeing then desires that impressive technological innovation will increase biofuel manufacturing later on.
‘We highly believe in the potential of efficiently moving out Solaris in the the southern part of Africa area to power maintainable energy sources that are also affordable,’ says Maarten van Dijk, primary technology official, SkyNRG.
In Oct 2013, Boeing and SAA declared they were working together on an effort to create a maintainable aircraft biofuel supply sequence in the southern part of Africa. As part of that venture, the duo are working with the Roundtable on Sustainable Biomaterials to provide farm owners with little plots of area to grow biofuel feedstocks.


Orbex has publicly unveiled its Prime rocket for the first time. Designed to deliver small satellites into Earth’s orbit, the rocket is made from a specially-formulated lightweight carbon fibre and aluminium composite and includes the world’s largest 3-D printed rocket engine.
Founded in 2015, the UK-based spaceflight company develops small satellite launch vehicles and is known for Prime, an environmentally-friendly rocket that uses renewable fuel to cut carbon emissions.
The Orbex launcher is equipped with a zero-shock staging and payload separation system resulting in no orbital debris. The device is also optimized for selective laser melting, helping to create a structure 30% lighter and 20% more efficient than any other launch vehicle in its category.
“Our aim during the process was to fulfill the quality expectations of the Orbex team, keep the functionality of the part and make it suitable for additive manufacturing,” said applications specialist, Lukas Pankiewicz. “Every single support structure used in data preparation has been customized to obtain the best quality in every section of the engine, taking post-processing into consideration as well.”
The rocket itself is made of composite material, including carbon fiber and aluminum, and, according to Orbex, will be easier and more efficient than other devices of its class. As the company says, for the first time Orbex Prime will be launched in 2021, from the Scottish cosmodrome. At the same time, Orbex has concluded an agreement with the Swiss company Astrocast SA, according to which in 2023 it will have to launch 10 nanosatellites for the global IoT network.
- Images via [Orbex Space]
I wonder how a nuclear reactor works and can robots build a house?


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This blog will will contain my rather pedantic ramblings on my experiences within the miniature war gaming hobby. There will be informative how-to’s, thrilling battle reports and thought provoking editorials. I fully expect that history will one day view the contents of this blog on par with Homer’s Illiad or Newton’s Principalia. Or it's a complete waste of time.
Today was an interesting day at work - the Space Shuttle Discovery made a fly over of Washington DC on it's was to be added to the collection of the Smithsonian's Air and Space Museum. The flight path took the shuttle and it's specially configured 747 transport over the Potomac River and just past my office in the Washington Harbor complex.
I was able to snap some pictures as it flew over the Key Bridge (top) and over Teddy Roosevelt Island on it's way to the Washington monument. The plane was at an altitude of 1,500 so it was a pretty cool experience. It was also a tad melancholy to see such a proud machine on it's last flight. I've had the opportunity to see a few shuttle lift-offs in person and it's a magnificent piece of aerospace engineering.
It sure beat listening to the silly conference call I was already ignoring!
Here's a link to a story on the fly over from the Washington Post


Rotor Garage is an engineering team who design, fly, and advance freestyle and racing drone technology. Back in 2014 by a few flying buddies were getting tired of the burgeoning race scene and many of the characters. At the same time things got weird, really weird. Drones were becoming the next evil, the FAA was getting pretty dirty, the AMA executed some serious jerk moves, and arrests were being made at our field.
To add fuel to the fire, it seemed that junk product was becoming the norm and the hobby was slipping into a very bad place. All the while us few guys just wanted to fly solid birds. With mounting frustration it suddenly became all to obvious that we needed to take control of our destiny, reject the rising chicken-sucker attitude, and do the right thing.
The right thing turned out to be learning CAD to cut our own frames (and PBCs) to deliver the build experience we so desired. Soon we found our spots to fly and let our flight and design skills rise. Our retreat to private fields and off the beaten path premium spots began to reward us with exceptional flights and experiences.
Some years later we have added a few more members to the engineering team. We focus on the best designs, intense peer review on all work, a culture of safety, flying with accountability, and excellence in all our work. It turns out that the team shares one important concept: We have been waiting all our lives to fly these machines.
We are always busy and right now we are representing our work on social media. There is more to come, so stay tuned.
* no, really.
We are not talking about commercial drone operation. We are talking about inviting us to your land or business to fly and we will give you all of our footage. We don't want money, in fact we can't take it - it is illegal. We just like to fly, especially with interesting people, fast machines, and most importantly stimulating environments.
Below is a short video highlight from our ongoing collaboration with motocross and supercross riders. The footage, challenge, and terrain is enlightening and so highlights our particular take on drone life. It is the engineer speed junkie that spends 15 hours building a new drone, 50 flights tuning, and as much time as possible practicing to be able to perform in what can only be called a religious experience with technology.
So if you have a nice plot for us to squat, please reach out! Currently we have a good representation in the north east, south east, and rocky mountain area. Remember, we are probably not flying anything you are familiar with or in a manner you have ever experienced. So get ready, this is the most fun we can possibly have.


International markets in 2015 have been particularly volatile. Many industries faced a slump, but some are still performing adequately, although, uncertainty about the general economic cycle is still permeating the business community.
Nonetheless, the Aerospace & Defense industry has recently retaken a significant spotlight in the news. Overall, it is expected to close with a record year that comes as a surprise given the long period of decline and slow growth. Specifically, the commercial aerospace sector is performing very well while the defense industry has been struggling to adapt to the numerous changes in the industry.
The airline industries’ performance is particularly interesting; it is traditionally cyclical and tends to follow economic trends. The recent success of low-cost carriers like Ryanair and EasyJet in Europe and larger commercial airline like American Airlines in North America have proven that the aviation industry can fight back.
This overall performance of the industry has allowed the Luxembourg-based Luxaviation to come back to the market stronger than ever. Luxaviation is a corporate aircraft operator based in Europe and its main activities are aircraft management and private jets chartering.
Following the most recent news, the company plans to grow this year through the acquisition of ExecuJet. This deal, along with the newly proposed acquisition of United Launch Alliance by Aerojet Rocketdyne Holdings, is a clear proof that the M&A activity in the Aerospace & Defense sector is surging after a prolonged sterile period. Our team strongly believes that this industry should perform well in the short-run and the financial markets reflect this belief.
Luxaviation acquires ExecuJet
Luxaviation, a fast-growing business aviation services group that almost tripled in size after it acquired ExecuJet Aviation Group for an undisclosed sum (which is estimated in the hundreds of millions). In similar fashion to their other recent acquisitions, the Switzerland-based ExecuJet will continue to operate under its name and its upper-management will remain in place.
The deal makes Luxaviation the second-largest business aviation operator in the world, with a combined fleet amounting to more than 250 aircrafts. Prior to the takeover, Luxaviation had 520 employees in 6 European countries and a fleet of 85 aircrafts. ExecuJet had a global workforce of nearly 1,000 employees across Europe, Asia, Africa, Australia, South Africa and the Middle East.
This takeover is the latest example of the effort the industry has been making to consolidate, after the losses it suffered during the Great Recession. The business jet sector has struggled to comply with increased regulation and stricter training, as it is made up of hundreds small companies.
Terms and Structure
Under the terms of the deal, Luxaviation is set to acquire the entire share capital of ExecuJet, whose largest shareholder was formerly Dermot Desmond. The two companies have kept specific details of the terms, such as the type of payment, cash or debt and the actual value of the transaction private.
Drivers of the Deal
The purpose of the acquisition has to do mainly with growth and economies of scale. In fact, Luxaviation has made one of its key goals to have 500 aircrafts under management by 2019. Luxaviation is specifically aiming to save money in terms of fuel, training, and insurance which are typically the highest costs associated with operating a corporate aircraft company. By acquiring such an extensive fleet of aircrafts the firm now has the biggest market share in Europe. Finally, it is of note that the number of strategic acquisitions between small aircraft companies suggests that this is their preferred method of growth, instead of opting for a potentially more expensive organic growth plan.
Aerojet Rocketdyne launches an $2bn offensive for ULA
Aerojet Rocketdyne, owned by Aerojet Rocketdyne Holdings Inc., is a technology-based company that provides innovative solutions to its customers in the aerospace and defence markets. The company was formed in 2013 when Aerojet acquired Pratt & Whitney Rocketdyne from United Technologies Corporation for an undisclosed sum. It focuses on propulsion systems: defence systems products including liquid, solid and air-breathing systems. Their space systems products include electric propulsion systems and components. The company employs almost 5,000 workers and supplies strategic customers such as the Pentagon, NASA, The Boeing Co., Lockheed Martin Corp. and United Launch Alliance.
United Launch Alliance (ULA) is a joint venture between Boeing Co. and Lockheed Martin Corp. created in 2006 with the aim of providing spacecraft launch services to the US government. The company counts on a workforce of 3,600, and has become the principal supplier of defence launches for the Pentagon and NASA. Aerojet Rocketdyne is an important supplier of ULA. Recently, it was revealed that Aerojet has already presented a full offer for the acquisition of the ULA that failed.
Terms and Structure
Uunfortunately Boeing rejected the offer from Aerojet about three weeks ago so the deal, for the moment, will not go through. However, Aerojet claims to be putting together a new proposal for ULA.
Previously, Aerojet Rocketdyne Holdings Inc. submitted an all-cash offer of about $2 billion to ULA that was rejected; the next offer is expected to be slightly higher. ULA was recently struggling to maintain its position as the premier supplier of rockets to the Pentagon due to price competition with manufacturers such as Space Exploration Technologies (SpaceX). The two sides are said to be in advanced talks, but a deal has not been finalized yet and could be derailed again by last-minute hurdles. In fact, the deal is subject to close analysis by Pentagon officials since ULA holds a virtual monopoly on launching US military and spy satellites into orbit. Their co-operation has been vital to the US government as they have sent 99 satellites successfully into orbit without any malfunction. That is why officials are cautionary about any change in ownership that could jeopardize ULA’s flawless launch record. If the deal were to proceed any further, the US Defence Department would likely have to have a very thorough review. Government officials would be looking specifically for financial liabilities and any potential negative effects on the supply chain.
Drivers of the Deal
Despite the monopoly on US military equipment and satellites, its history, and the latest malfunctions suffered by key competitors, ULA’s revenues will still face mounting pressure in the coming years.
A slowdown in orders from the US government has dealt a major blow to their revenue structure. Analysts forecast that ULA’s earnings are expected to drop from $480 million to about $300 million, reducing the pay-out to Boeing and Lockheed and consequently their willingness to continue spending billions of dollars in research. Another wound to lick for ULA came from Congress, which recently banned Russian-built RD-180 rocket engines for military and spy satellite launches. ULA relied heavily on Russian engine technology for its rockets, especially for its enormously successful Atlas V. The company was forced to replace the motor. Their current first choice is the new AR-1 developed by Aerojet, which already produces the primary engine for ULA’s Atlas IV. The front-running candidate to replace the Atlas V rocket engine was previously Blue Origin’s BE-4, since Blue Origin is already set to build the engine for ULA’s next generation Vulcan rocket. However, the plan to construct a new rocket equipped with the BE-4 engine would require ULA to put up an investment of about $1 billion. Boeing and Lockheed are only supporting the development effort on a quarter-by-quarter basis, reflecting concerns about ULA’s outlook and whether or not U.S. lawmakers will allow ULA to sell any more of its existing stock of Russian engines.
You can deduct from the information above that a deal between Aerojet Rocketdyne and ULA can change the circumstances of both companies through new synergies between them.
Aerojet argues that it would be cheaper to integrate its new AR-1 engine into ULA’s existing Atlas V rocket than building a new rocket and engine. Furthermore, the deal opens up new development possibilities for the future, making Aerojet the main supplier of defence launches for the US government, the Pentagon and NASA. The integrated supply chain of the new company would allow Aerojet to decrease its average cost per rocket due to new economies of scale and specialization, mainly from the fact that all previous ULA rockets models will use Aerojet propulsion systems as the sole engine technologies. This would give Aerojet a stronger position in the market competing with the emergence of cheaper rocket manufacturers.
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From the microgravity environment aboard the International Space Station to the microclimates of the Napa Valley, station research may influence on different industries on the Earth.
The latest video in the “Benefits for Humanity” series explains how growing crops in space could be helpful in the prevention of mold in wine cellars.
Mold inclines to grow in wine barrel storage rooms due to stagnant air. This not only can taint the wine, but also it can create an unhealthy working environment for winemakers. Luckily, a solution created for optimizing crop growth on the space station has helped reduce the amount of airborne mold spores in wine cellars.
NASA is studying crop growth aboard the space station in a purpose to evolve the ability for astronauts to grow their own food as part of the agency’s journey to Mars.
Through collaboration with the University of Wisconsin, researchers developed and successfully tested an ethylene removal system in space, called Advanced Astroculture (ADVASC). It helped to keep the plants alive by removing viruses, bacteria and mold from the plant growth chamber.
Winemakers soon took note of the technology and employed it in their storage cellars.
Andrew Schweiger, winemaker at Schweiger Vineyards in St. Helena from California, claimed that it’s amazing when you think about all the innovations that are going on up in space, how they can come into a place as unexpected as a winery, which translates to benefits on your dinner table.
Technology adapted from ADVASC is also used to protect houses and medical institutions from mailed around the world.
Full article: www.bulletinleader.com/new-technology-in-benefits-for-humanity-by-nasa/67696


Since the later 1950s, highly trained enlisted personnel, along with officers whose duties do not include flying, are recognized by the awarding of Air Force Occupational Badges.In 2016, the Air Force opened RPA pilot positions to enlisted personnel, making them the first enlisted pilots since 1949.AFRS comprises three regional groups and 24 squadrons with more than 1,400 commissioned officer and enlisted recruiters assigned throughout the United States, England, Germany, Japan, Puerto Rico and Guam. AFRS recruitment of commissioned officers is limited to 4-year college/university graduates via Air Force Officer Training School (OTS).Recruiters in more than 1,000 offices worldwide recruit the young men and women needed as both enlisted airmen and commissioned officers to meet the demands of the U. Individuals who desire to become commissioned USAF officers and enter the service via the U. Air Force Academy (USAFA) and Air Force ROTC (AFROTC) are not recruited by AFRS and are instead accessed via recruitment and application activities of USAFA and AFROTC, respectively.According to the , the texts were basically the sort of jocular, joking, bro-y thing that groups of male friends fire back and forth without thought.For Air Force commanding officers to take them as evidence of drug use and distribution might've been a stretch. Based on that two-line exchange, the host pilot was accused of distributing ecstasy and eventually grounded, a punishment that can derail a young pilot’s career. The investigation began as an attempt to catch an instructor accused of having an inappropriate relationship with a student. Air Force pilots have been grounded and now carry permanent blemishes on their records..for a series of text exchanges that references Miley Cyrus, T. According to a investigation, commanding officers read the texts and concluded that the pilots were engaging in illegal drug use.
It was one of the hardest things I've ever done in my life.
Second Air Force (2 AF), with headquarters at Keesler AFB, Mississippi, is responsible for conducting basic military and technical training for Air Force enlisted members and technical training for non-flying missile launch officers and support officers.
The first stop for all Regular Air Force, Air National Guard and Air Force Reserve Command enlisted personnel is Basic Military Training (BMT) at Lackland AFB, Texas.
Air Education and Training Command (AETC) was established 1 July 1993, with the realignment of the former Air Training Command and the extant Air University. AETC is headquartered at Randolph Air Force Base, Texas.
Air Force's ten major commands (MAJCOMs) and reports to Headquarters, United States Air Force.
Daily Beast, the texts were basically the sort of jocular, joking, bro-y thing that groups of male friends fire back and forth without thought.


Center for Human Factors in Advanced Aeronautics Technologies (CHAAT)
CHAAT performs on-going research to measure human performance in complex systems such as the Next Generation Airspace Transportation System (NextGen). We also participate in the training of the future workforce, in aeronautics and other NASA-related disciplines, through the training of students in human factors.
- A NASA Group 5 University Research Center (URC)
- A multidisciplinary venue for human factors research
- Focused on the evaluation and design of air traffic management concepts and technologies
- Training students in human factors methods and techniques
- Providing support for underrepresented students to pursue careers in scientific, technological, engineering, and mathematical (STEM) careers
For much more information on CHAAT, see About CHAAT
Due to a lack of funds, There will be no CHAAT SUMMER Internship in 2014
Congratulations To Our Recent Graduates
- Sabrina Billinghurst
- Kevin Monk
Congratulations To Conrad Rorie
Conrad is a graduate student in the Master of Science in Human Factors program, whose internship poster entitled "Effect of Force Feedback on an Aimed Movement Task" was selected as best poster in the Aeronautics Mission Directorate at the recent NASA University Research Centers Virtual Poster Session.
As a finalist, Conrad presented his paper at a virtual symposium/videoconference attend by NASA Centers and URC Universities. Charles Bolden, NASA Chief Administrator opened the symposium by speaking on the need for STEM education, virtual conferences and University Research Centers. View Charles Bolden's opening remarks..
Prospective Students, Content
Get information on working at CHAAT by exploring:
Outreach Program Information
Frequently Requested CHAAT Information
CHAAT Researchers, Content for
Go to pages requiring your log in information:


• Inheriting Russian Airline Technology
• High thermal conductivity 0.8~4.5W/m*K
• Excellent impact strength, toughness, and ease of formation
• Cost reduction, efficiency, safety and environmental protection
With the strong R&D team formed by the Russian National Academy of Sciences, it has successfully developed thermal plastic pellets that can be applied to space technology products, replacing aluminum extrusion or plastic injection molding. Die-casting has become a new type of heat-dissipating material, which is widely used in LED lamps and battery modules.
The company’s stable thermal paste is a highly thermally conductive interface material (TIM) with high thermal conductivity for material selection, formulation, and process Rigorous control. With its excellent performance, it has become the best interface material for high-power LED lamps, computer CPUs, GPU high-performance chips, heat sinks, communication equipment and other electronic and electrical cooling interfaces.
At the same time, we also develop and produce thermal potting glue, which is widely used in LED power potting, electronic potting, electronic circuit collection and potting, and is a general-purpose electronic potting material.


Squirrelled away in a bunker beneath the International Hotel is Brisbane’s first aviation themed bar. The house elixirs- a fleet of tasty Lager, Pilsner, Pale Ale and I.P.A beers are the brainchild of an ex-commercial pilot and are all made from 100% Australian ingredients.
Named after the first plane that part-owner Stuart Martin ever flew, Archer is part brewery, part air raid shelter and offers tasty bites in charcuterie form, pizza and bar snacks. Best part? It’s pup approved and the front door is guarded by the owner’s own furry friend!


- Leatherette-bound bottle opener
- U.S. Air Force emblem and brief prayer to St. Michael
- Personalization of up to three initials included
- Demonstrate military pride and trust in God
- Designed and produced exclusively by The Catholic Company
Liven up your kitchen with this classy bottle opener that shows off your Air Force pride! The engraved emblem of the United States Air Force includes the prayer “St. Michael, protect us,” reminding you to call on the powerful intercession of the prince of the heavenly hosts. With included personalization of up to three initials, this makes a thoughtful gift for an Air Force member or family.
© Copyright 2019 Trinity Road LLC/The Catholic Company
- 1 1/2" x 7"


|Official speed||62.86 wpm (59.56 seconds elapsed during race)|
|Race Start||December 10, 2020 3:13:16pm UTC|
|Race Finish||December 10, 2020 3:14:16pm UTC|
|Outcome||No win (4 of 5)|
2. shane_woosh (70.82 wpm)|
5. billymentalz (57.76 wpm)
|Text||#3622208 (Length: 312 characters)
Rotating components such as jet-engine blades and gas turbine parts require titanium alloys that maximize strength efficiency and metallurgical stability at elevated temperatures. These alloys also must exhibit low creep rates along with predictable behavior with respect to stress rupture and low-cycle fatigue.


The advent of electric aviation is heralding a revolution in the skies. As with any major technological shift, it brings both challenges and opportunities. The central component of this change is the electric aircraft battery, a power source that replaces traditional fossil fuel propulsion systems. This shift in energy source has vast implications, from environmental sustainability to efficiency in flight operations.
The move towards electric aviation is a response to the global push for cleaner, more sustainable energy sources. The aviation industry contributes significantly to global carbon emissions, with conventional jet fuel propulsion being a primary offender. As a result, the industry is exploring alternative energy sources, and electricity has emerged as a viable contender.
Cela peut vous intéresser : What Are the Possibilities of Using AI for Real-Time Traffic Accident Analysis?
Electric aircraft use batteries to store and deliver power for propulsion. This shift from fuel to batteries signifies a dramatic change in the technology used in aviation. The transition is still in its nascent stages, and there are numerous challenges to overcome.
One of the primary challenges in electric aircraft battery technology is the matter of weight. In aviation, every kilogram counts. The heavier an aircraft is, the more power it needs to fly, leading to increased energy consumption. As such, the batteries used in electric aircraft need to be as light as possible.
However, there’s a trade-off between weight and energy capacity — the more energy a battery can store, the heavier it usually is. This balance between weight and energy capacity is a complex issue that researchers are actively trying to address.
The concept of energy density is crucial here. It refers to the amount of energy a battery can store for a given weight. Improving energy density is a primary focus in the development of electric aircraft batteries.
The range that an electric aircraft can cover on a single charge is another significant challenge. Currently, even the most advanced electric planes can only cover relatively short distances. This limitation has a lot to do with battery technology — the energy capacity of batteries is still far from matching that of jet fuel.
Then there’s the issue of charging infrastructure. Airports worldwide would need to be equipped with charging stations to accommodate electric aircraft. This would entail a massive upfront investment, and it’s unclear who would bear these costs.
Despite these challenges, the transition to electric aviation also opens up a multitude of opportunities. Chief among these are improved efficiency and reduced emissions.
Electric aircraft have the potential to be much more efficient than their fuel-powered counterparts. Electric motors are inherently more efficient than combustion engines, and electric planes can take advantage of regenerative braking, further improving efficiency.
Reducing emissions is another significant benefit. If the electricity used to charge the batteries comes from renewable sources, electric aircraft could operate with zero emissions, a significant step towards sustainable aviation.
The development of electric aircraft battery technology could also spur technological advancements in other sectors. The automotive industry, for instance, could benefit from improvements in battery technology driven by the aviation sector.
There are also economic opportunities to be had. The race is on to develop the most efficient and lightest electric aircraft batteries. Companies that can crack this nut will stand to gain significant market share in a rapidly growing industry.
Given the challenges and opportunities, it’s clear that electric aircraft battery technology will be a key battleground in the aviation industry in the coming years. The race to develop the most efficient, lightweight, and high-capacity batteries is well and truly on.
There are no easy answers, but one thing is clear: the future of aviation is electric. The path to that future will be paved with advances in battery technology. Whoever masters this technology will hold the keys to the next revolution in aviation.
In the face of the outlined challenges, the aviation industry and technological innovators are hard at work developing solutions and improvements to electric aircraft battery technology. A key driver of these advancements is the quest for higher energy density, which can improve range and overall performance.
The development of more advanced lithium-ion batteries is already underway, with improvements in energy density and weight being a primary focus. Alternative battery technologies, such as solid-state and lithium-sulfur batteries, are also being explored. These technologies promise higher energy densities and lighter weights, although they are still in the early stages of development.
Design innovations are also crucial in the march towards practical electric aviation. For instance, aircraft design plays a significant role in energy consumption, so adjustments in this area can contribute massively to overall efficiency. Hybrid electric designs, which combine traditional and electric propulsion systems, could offer a stepping stone to fully electric aircraft. These designs can provide the benefits of electric propulsion while mitigating some of its current limitations.
Safety considerations also play a crucial role in the development of electric aircraft. For example, lithium-ion batteries, currently preferred in electric vehicles, can pose fire hazards. Therefore, developers are exploring different types of battery chemistry to ensure safe energy storage.
Electric aviation represents a profound shift in air travel, one that is full of both great challenges and opportunities. The specific hurdles of battery weight, energy density, charging infrastructure, and aircraft range are indeed daunting, but they are not insurmountable. With ongoing advancements in battery technology and aircraft design, the industry is steadily progressing towards making fully electric flight a reality.
Moreover, the broader benefits and opportunities of electric aviation are too significant to ignore. Reduced emissions, improved efficiency, and the potential for technological spin-offs into other sectors, like electric vehicles, make this an exciting frontier for innovation.
Despite the uncertainties, it’s evident that the aviation sector is committed to this new era of electric propulsion. The ongoing push for renewable energy, coupled with the growing public demand for environmentally-friendly transport options, will only further drive this transition.
Ultimately, the future of aviation is electric. It’s a journey fraught with challenges, but one that holds the promise of a more sustainable and efficient mode of air travel. As we continue to soar towards this electrified future, the spotlight remains firmly on advancements in electric aircraft battery technology. The race is on, and the rewards are sky-high.


Since SpaceX first unveiled the idea for a new high-speed ground transport system called the Hyperloop back in 2013, there has been a tremendous amount of interest in the concept.
Neither SpaceX nor Elon Musk is affiliated with any Hyperloop companies. While spacex is not developing a commercial Hyperloop ourselves, spacex is interested in helping to accelerate development of a functional Hyperloop prototype.
For this reason, SpaceX is running an open competition, geared towards university students and independent engineering teams, to design and build the best Hyperloop pod. To support this competition, SpaceX is constructing a test track adjacent to our Hawthorne, California headquarters. Teams will be able to test their human-scale pods during a competition weekend at the track, scheduled for January 27-29, 2017. The knowledge gained here will continue to be open-sourced.
Based on the high-quality submissions and overwhelming enthusiasm surrounding the competition, SpaceX is moving forward with a second installment of the competition: spacex_hyperloop_competition_ii_rules
, which will culminate in a second competition in Summer 2017 at SpaceX’s Hyperloop test track. Hyperloop Competition II will be focused on a single criterion: maximum speed. The second competition is open to new student teams interested in competing on the test track, as well as to existing student teams who have already built and tested Pods to further refine their designs.
Note: This competition is a SpaceX event. SpaceX has no affiliation with any Hyperloop companies, including, but not limited to, those frequently referenced by the media.
- IMPORTANT DATES
- JANUARY 29-30, 2016
IN-PERSON DESIGN WEEKEND WITH ALL INVITED ENTRANTS: RESULTS.TEXAS A&M UNIVERSITY, COLLEGE STATION, TEXAS
- AUGUST 31, 2016COMPETITION II RULES AND REQUIREMENTSRELEASED
- SEPTEMBER 30, 2016COMPETITION II INTENT TO COMPETE FORM AND SIGNED LETTER OF SUPPORT DUE AT 5PM PACIFIC
- JANUARY 27-29, 2017
Competition Weekend I
SELECTED PODS COMPETE AT COMPETITION WEEKEND I.SPACEX HYPERLOOP TEST TRACK
- SUMMER 2017
Competition Weekend II
SELECTED PODS COMPETE AT COMPETITION WEEKEND II.SPACEX HYPERLOOP TEST TRACK
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Whether you're flying a Dassault Falcon Jet or a Beechcraft Bonanza, you want to know that the aircraft will perform reliably. Deferred maintenance can make a serious mess of what should have been a routine flight.
Our commitment to you is to perform every task with the utmost precision and professionalism. Excitement resulting from an unexpected in-flight maintenance event is guaranteed to break up the boredom, and not in a good way!
If you want predictability, whether it is the way your aircraft performs or the way your maintenance bill matches your expectations, Metroplex Aircraft Inspections is your preferred stop!
Metroplex Aircraft Inspections, Inc.
4726 George Haddaway Dr. · Addison, Texas 75001
Phone (972) 385-1414 · Fax (972) 385-8281
Cell (214) 533-2019


Wednesday, January 22, 2020
Mars: A Last Frontier Essay -- Exploratory Essays Research Papers
Mars: A Last Frontier ABSTRACT: In this paper, I will attempt to present a general discussion of Mars and attempt to explain some of the history and reasons why Mars has been a fixture of human imagination. Ultimately, I hope that my overview will help the reader understand Mars and what is fact and science fiction concerning the possibilities of traveling, living on, and discovering life on Mars. Mars has once again gained national notoriety and graced the front pages of many popular magazines in recent months. The possibility that life existed on Mars has gotten the science community in a frenzy over renewed possibilities for continued exploration of this mysterious planet. New evidence of life on Mars is hinged on the conjecture that water once was abundant in the Martian atmosphere. The quest to prove that water and discover if life did exist has spurred international cooperation in sponsoring various missions to Mars. Curiosity about Mars is not a new phenomena. In fact, Mars has been present in literature, film, and radio for hundreds of years. Perhaps, one of the most poignant examples of Martian influence in our the world's media is the radio adaptation of H.G. Wells' The War of the Worlds given by Orson Welles. Welles, in this fictional address intended to sound like a broadcast, reported that Martians had landed at Grovers Mill, New Jersey. Welles conveyed that the world would meet impending doom (http://humbabe.arc.nasa.gov/mgcm/fun/pop.html). Thousands of Americans who tuned in after Welles explained to the audience was fiction believed that New Jersey had truly been invaded, and a brief panic ensued. Welles rectified the crisis by reiterating that the address was absolutely untrue. However, the panic inci... ...ize the planets magnetic fields and ultimately help determine the planet's core temperature, and lastly the Mars Orbiter Laser Altimeter (MOLA) which will measure the height of the Martian surfaces by rapidly firing infrared light and measuring the time it takes for the light to be reflected back to the spacecraft (http://mgs-www.jpl.nasa.gov/mgs/mgsbroca.html). These new technologies will hopefully provide new insight into the mysteries of this planet. People in the space program are very optimistic about what this unmanned series of missions to Mars over the course of the next decade will yield. Research universities, NASA and aerospace firms hope to eventually send humans to Mars and possibly even colonize the planet (Begley, p.54). The turn of the next century will be an exciting time for the space industry as science fiction very well may become a reality.


The Fantasy of Flight Attraction, located in Polk City, FL, near Orlando, is the biggest collection of vintage airplanes in the US. In 1994-1996 it is became an entertainment place, include aviation history museum, interactive places, gift shop and restaurants, design by McBride Co (chief designer Alex Okun) and built by Design Craftsman Inc. I was invited to paint three big dioramas and couple of other murals for the gift shop and the restaurant area.
Details of the 22×24 feet Diorama: “Early flight Era”. Depict people watching the balloons and airplanes flight at the field near Paris in the
Murals in the restaurant area. One color imitation painting
The Sky mural.
Details of the 19×90 feet Diorama: “American Aviation base in England”. WWII. Depict B-17 bomber in the night forest.
Details of the 19×90 feet Diorama: “Aviation in WWI”. Depict battle field, no men land, tanks, soldiers, explosions, real airplanes in front of the mural.


The Annual STEM Day in the Park was hosted by Fairmont State’s Education Resource Center at the NASA IV&V Facility October 17-18 for over 600 middle-school students from across the state at the Robert H. Mollohan Research Center.
Director Greg Blaney and other members of the senior leadership team taught students about the mission of NASA and the IV&V program.
“Students were inspired to think like scientists while observing demonstrations of combustion research being conducted at the Department of Energy’s National Energy Technology Laboratory from our keynote speaker and West Virginia native, Dr. Don Ferguson,” said Todd Ensign, ERC program manager.
With over 25 volunteers from Fairmont State University and the IV&V program, students participated in numerous hands-on STEM activities. Ensign said those included infrared imaging and surface temperature and climate change, aviation and control surfaces, electronic circuits, rocket stability, GPS and geocaching, programming and driving several types of robots, and much more.
Ensign noted that the event could not take place without the support of the High Technology Consortium.


Setting a New Direction for Aerospace and Defense
S1000D standard is supported internationally by the Aerospace & Defense Industries Association of Europe (ASD) and the Aerospace Industries Association of America (AIA). Adopting a standardized approach leads to significant benefits in time to market, cost savings in the authoring process and interoperability between the Aerospace community.
Case Study: Automated TechPubs for T129 ATAK Helicopter
As a global aerospace and defense player, TAI has become Turkey's center of technology in design, development, modernization, manufacturing, integration and lifecycle support of integrated aerospace systems. The company produces an array of machinery, from fixed and rotary wing air platforms to UAVs and satellites.
TAI was selected to develop and build the new T129 ATAK helicopter, with AgustaWestland as the primary partner. The ATAK program was begun to meet the Turkish Armed Forces' requirements for an attack and tactical reconnaissance helicopter. The T129 is the result of the integration of Turkish developed high-tech avionics, airframe modifications, and weapon systems onto the combat proven AgustaWestland A129 airframe, with upgraded engines, transmission and rotor blades. It is in use by the Turkish Army, and is being offered to other services.
Developing the new T129 ATAK helicopter required the creation of staggering amounts of technical documentation, which TAI was formatting in the international S1000D standard.
S1000D is an international specification for preparing, managing, and using equipment maintenance and operations information, specifically for aerospace, defense and capital-intensive equipment applications. The S1000D standard is supported internationally, and specifically by the Aerospace & Defense Industries Association of Europe (ASD) and the Aerospace Industries Association of America (AIA). Adopting a standardized approach leads to significant benefits in time to market, cost savings in the authoring process and interoperability between the Aerospace community.
TAI authors their technical documentation using the Arbortext CSDB content management system. To improve their publishing process, Dakota assisted TAI by building a system that converts the nightly export of S1000D SGML content to XML. From a native XML database, Dakota developed an XSL-FO transformation that automatically publishes the XML content to PDF. The end result is that TAI can produce the whole set of S1000D technical manuals for the T129 ATAK with the click of a button.
Cost Savings Through Re-use
Content created using S1000D standard stores data in the form of "data modules," which act as standalone pieces of information. Data modules are stored in a Common Source Data Base (CSDB) or in other words, a central repository where content can be shared across an enterprise. The single greatest benefit for the Aerospace industry in complying with S1000D is re-use.
Re-use has been an outstanding concern among technical publication authors and business managers - both see the benefits in operational efficiency and cost-savings. Every data module has a unique data module code (DMC) that serves as a unique identifier thus preventing duplication of content into the CSDB. All data modules, with their respective DMCs, create a succinct relationship with larger pieces of related content. The standard provides detailed schemas and explanations to guide the determination of the DMC. If used in conjunction with the product breakdown, when creating the project Standard Numbering System (SNS), the DMC also identifies how the subcomponents being documented relate to larger components that comprise a piece of equipment.


Hey, Joshua here.
Thanks for checking out my blog, you’ve come to the right place if you’re looking for the best flight simulator available at the moment. I am a bit of a flight enthusiast myself and thoroughly enjoyed reviewing all the flight simulators out there. After reviewing several of them the best flight simulator in my eyes is the Pro Flight Simulator.
What I will be providing you with today is a comprehensive review of Pro Flight Simulator, presented by Flight Simulator enthusiast Dan Freeman, and why I believe this is the best flight simulator.
Most importantly, I want to clarify I will be giving you an unrestricted and unbiased honest review of Pro Flight Simulator. You will be reading the ESSENTIAL details you must know before downloading the flight simulator game.
This is a review site: Click here to visit Pro Flight Simulator’s Official Website
Pro Flight Simulator – What is it exactly?
‘Pro Flight Simulator’ gives you the experience of flight right from your own computer. Originally used for pilots in training it is now enjoyed by flight enthusiasts from all over the world.
It has been dubbed the ‘The Most Realistic Flight Simulator on the Market today’; Pro Flight Simulator has been based on actual world data everything from terrain – with real life scenery, aircraft reactions- based on real life cockpits with virtual controls, to planetary alignments & movements.
So what makes the Flight Sim so REALSTIC?
Pro Flight Simulator makes it realistic by giving you:-
- Real Aircrafts – No matter what you may enjoy flying there is something for everyone with over 150 planes and helicopters, including the 1903 Wright Flyer, military jets, the Boeing 777 and light flyers to name a few. Or if a helicopter is your passion than you could try the medical helicopter.
- Realistic Night Landing – Based on real life maps you can fly at night with the aid of ground lights and even see the lights from cars on the ground.
- Real Controls – Based on real life cockpits, the controls act as they would in the real world. Anything that makes real life flying a challenge is present. The instruments act as they do in real life, and you even have control of raising the wheels to releasing the brakes just like you would in reality. This is one of the reasons why the pro flight simulator was built for pilots in training, you can practice your take offs and landings and take out the risk factor of the real thing.
- Real Scenery – This is realistic as it gets as Pro Flight Simulator maps the whole globe with actual world date. It even matches the computer clock to align the moon, stars and sun correctly. So if in Sydney it is night time and you fly in virtual Sydney it will also be night time. Just choose a plane and explore the world. Pro Flight Sim was built for REALISM so you could fly to Rome, Africa, or even over the Great Wall of China……want to see the pyramids? That is pretty cool. It is so real you could fly over your suburb or why not try to find your house; you can do this as it is fed its data from Google maps- it really is the virtual world at your fingertips.
- Real effects of the weather – You can take control and change the weather from sunshine to rain, be more adventurous and fly through a lightning storm with the real effects of the wind or why not try a hail storm. It couldn’t get more real than this.
I have mentioned real just a few times, and that really is what Pro Flight Simulator is all about, giving you the real experience overall. I’ve checked out a few flight simulators over the last couple months and don’t get me wrong, I’ve seen some good ones. However this was the first one that had big REALISIM factor for me.
Don’t just take my review of the software; here is what other users are saying:
“This Is The Best One Yet!”
|” Excellent product. Scenery and clouds looks super realistic. Been flying the sim for over 20 years and this is the best one yet. Even if you have owned previous Flight Sims before, try ProFlightSimulator you will definitely like it. ”
Mike Britt – Denver, CO
“Better Than Microsoft Flight Sim BY FAR! “
|” This is the most complete and thorough aircraft package available. WAY MORE COMPREHENSIVE THAN Microsoft Flight Simulator Deluxe, BY FAR!!!!!! ”
John Harvey – Sydney, Australia
“An Excellent Game…Well Worth It!”
|” I’ve recently gained my PPL so I wanted a life-like simulator – and I was really impressed with ProFlightSimulator. The set up of the aircraft is exactly what you see on an actual plane.They have data for thousands of airports and I was impressed with the accuracy of the visuals. All in all, an excellent game and well worth the money. ”
Kevin Jimenez – New York, NY
So what are the BAD things about Pro Flight Simulator?
Just like every product I have ever reviewed, nothing is perfect and here are the bad points.
– This isn’t like your WII or PlayStation or any arcade game you have ever played. As I have covered, this is as close to real life flying with real controls as you get. Which means just as you would get behind a real aircraft for the first time it could get a bit overwhelming and take some time to get used the controls. As they say practice makes perfect.
– The download is quite big so unless you have a fast internet connection it could take several hours to download. So be prepared for a bit of delay from purchase to playing if you have a slower connection.
How about the GOOD things about Pro Flight Simulator?
– Unlike many other products out in the market, Pro Flight Simulator comes with a 60 day money back guarantee, no questions asked. Seems like a win-win situation if you are still not sure if it is for you, give it a try and if you don’t like it you can get your money back.
– This would have to be the most REALISTIC flight simulator for the price. There are ones that cost a few thousand dollars, so for the price it really is the best flight simulator available.
– 100% free upgrades and updates for life. This means in 5 or 10 years’ time, you will still be playing the most up to date version available. You will never need to buy another flight simulator again.
– Team up with your friends or other Pro flight sim users as this comes with a multiplayer option.
Overall, what do I think?
Pro Flight Simulator, in my eyes is the best flight simulator available today, as it is one of the most realistic flight sim’s I have come across. It has one of the largest selections of aircrafts available, with the most realistic 3D cockpits and controls. It really does make you feel like you are flying. Add to that the real world scenery and weather conditions and the fact that it supports all types of flight controllers including yoke, foot pedals, throttle etc it makes it one of the most realistic flight sims. Whether you are training to be a pilot an avid gamer or even an aviation enthusiast Pro Flight Simulator is well worth a try. You won’t regret it!
Hope my webpage has helped you,


Clearer pictures from Mars Orbiter soon: Official
India's Mars Orbiter is expected to send clearer pictures in two months' time, said a senior official of the Indian space agency Friday. A.S. Kiran Kumar, director, Space Application Centre of the Indian Space Research Organisation (ISRO) told IANS over phone ...
, 1 hour(s) ago
Also from: Business Today India, International Business Times India and 3 other sources


Aerospace Engineer Profile
Aerospace Engineer Profile
This Section of the site details information that you might find useful if you are looking to secure employment or require further details regarding working as an Aerospace Engineer. This page details the following Information:-
- Finding Suitable Work as an Aerospace Engineer
- Working Duties Expected
- Hours and Environment
- Working Skills Required
- Training Requirements
- Salary Expectations
- Trade Information
- Other useful Aerospace Engineer Work Information
Finding Suitable Work
This website features a volume of Job vacancies advertised on behalf of a number of different employers and specialist recruiters that post vacancies on a regular basis so you can start your search for work right here:-
We feature many Aerospace Engineer Jobs live online at this site and these posts are updated daily. Please book mark this page and return here on a regular basis or register with our site for Jobs by email so that you don't miss out on the latest work opportunities.
Working Duties Expected
Aerospace engineers research, design, manufacture and maintain aircraft and space vehicles. They work on airframes, hydraulics and pneumatics, engines and fuel systems and control and communications systems for planes, missiles, satellites and spacecraft. The work of an aerospace engineer could involve:
• research - to solve complex engineering problems caused by weight, altitude, temperature and engine performance
• design - turning ideas into the plans for a product. Design can range from producing a single component to a whole aircraft engine
• manufacture - making, modifying and assembling parts of an aircraft
• maintenance - ensuring aircraft are safe and fully operational.
Engineers normally work 37 to 40 hours a week, but hours can be longer to meet deadlines. Engineers involved in research and design will usually work in laboratories and research centres, but all engineers will also visit factory production areas. They also have to visit aircraft at airfields.
Aerospace engineers need:
• to be good at engineering, maths and computing
• to have a logical approach to solving problems
• to have good team-working skills.
Most work for aircraft manufacturing companies, airline operators and the Armed Forces. Other employers include Government departments and agencies, and regulatory authorities like the Civil Aviation Authority (CAA).
An aeronautical engineering degree is the most usual route into the career. Although it is possible to begin training for craft or technician-level jobs straight from school with good GCSEs/S grades in English, maths and science (preferably physics), most aerospace engineers study full time at university or college. Adults with relevant experience are usually welcomed.
Experienced aerospace engineers are usually either incorporated or chartered engineers and it is worth getting as much training and as high a level of qualifications as possible.
Promotion could be to senior engineering posts or management roles. There are also opportunities overseas or to work independently as a consultant.
What does the role encounter?
Aerospace engineers research, design, manufacture and maintain aircraft and space vehicles. They may be specialist mechanical, electrical, electronics or even chemical engineers who apply their knowledge to sophisticated products such as aircraft, missiles, satellites and space vehicles.
They might specialise in:
• airframes - the construction and maintenance of airframes and wings
• hydraulics - the operation of aircraft controls, ailerons, elevators and flaps
• engines - piston or gas turbine engines
• fuel - storage and use of specialist fuels
• pneumatics - air compression used in jet engines and in aircraft controls
• avionics - electrical and communication systems.
The work of an aerospace engineer could involve:
Research - engineers working in research aim to find new and innovative ways of doing things. They have to solve complex engineering problems caused by weight, altitude, temperature and engine performance.
Design - design involves turning ideas into the plans for a product. Design can range from producing a single component to a whole aircraft engine. Aerospace engineers use computer-aided design (CAD) systems to help produce their designs.
Manufacture - this involves manufacturing, modifying and assembling the components that come together to produce an aircraft, missile or satellite.
Maintenance - maintenance engineers ensure that an aircraft is safe and fully operational. This involves regular inspection, maintenance and servicing.
Some aerospace engineers specialise in a particular aspect like thermodynamics, or designing software for aircraft control systems. Some become experts in a particular subject like aerodynamics or propulsion.
Working on aerospace projects involves teams of people so aerospace engineers could be working with many different types of engineer, designer, manufacturer and, of course, the pilots or users of the aircraft.
What type of hours will I have to work?
Engineers normally work 37 to 40 hours a week. Hours can be considerably longer if there is a project deadline to meet or to fit in with timetables for testing an aircraft. This could involve working evenings and weekends. Engineers involved in research and design will usually work in clean, quiet laboratories and research centres, but all engineers will also visit factory production areas, which may be noisy. They may also have to visit aircraft at airfields, which are often windswept and noisy, to inspect or test aircraft functions.
What level of salary and benefits are there?
These figures are only a guide.
• Starting salaries for graduates are around £17,000 a year.
• With experience, engineers earn around £35,000.
• The average income for a qualified engineer is £45,000 or more.
What type of skills will I need?
You will need to have the following skills:
• a logical approach to problem solving
• good numeracy and computing skills
• be able to read diagrams and drawings
• be able to communicate ideas in writing and face-to-face
• have a high level of engineering knowledge
• have excellent team-working skills
• be able to take on responsibility and work independently
• be keen to keep up to date with new developments and technology
• have normal colour vision.
Are there similar types of job or related industries?
Yes this list is not exhaustive but see the following categories:
Aerospace Engineering Technician
Heat Treatment Operator
Royal Air Force (RAF) Airman/Woman
Royal Air Force (RAF) Officer
Royal Navy/Marines Rating.
Other Useful Aerospace Engineer Work Information
We have a section available at this site on Aerospace Engineer job interview tips that you may find of interest should you wish to brush up your skills in this area and we also have number of career articles that may also be of use to you from within our guides and documents section.
Locations where we feature Jobs include:-
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As a result, William Boeing sold off his shares and left Boeing. Two Monomails were built. On July 27,the passenger Boeing 80 biplane made its first flight. During these years, Boeing was very active in upgrading existing military equipment and developing new ones. At MarchMisrair's fleet comprised one Beechcraft, three Languedocs and seven Vikings; the three Viscounts were still pending delivery.
In an era of unreliable engines, this vastly improved flight safety. This knowledge proved invaluable in his subsequent design and assembly of airplanes. As part of an industry team led by Northrop, Boeing built the B-2's Corporate finance boeing wing portion, aft center fuselage section, landing gear, fuel system, and weapons delivery system.
Built entirely out of metal, it was very fast and aerodynamic, and had retractable landing gear. The aircraft made its first flight a year later.
A billboard appeared near the airport: The airline transferred all its operations international and domestic to the new terminal that has more than doubled the airport's capacity. Subsequently, other routes were opened, so that soon Pan Am flew with the Boeing to destinations all over the world.
It was the first plane to fly over Mount Rainier. Prior to this, an aircraft of the type was lost while standing at Almaza Airport during an air raid. Zafirovski also serves on the board of Stericycle, Inc. In October the three Ils were returned to Aeroflot because of elevated operational costs and technical issues.
Assisted project manager at semi-annual reviews of job performance and made recommendations for salary increases. Collins served as Chairman of Medtronic, Inc. Five examples entered service between September and March The Boeing order was finalised by March and consisted of four Boeing s and six Boeing s.
The new order will double the size of DHL's global fleet, allowing more markets and customers to benefit from the uniquely capable aircraft.
At this time, the airline had four Boeing s already in operation.
Calhoun also serves as independent chairman of the board of Gates Corporation and Caterpillar Inc. During the war years the leading aircraft companies of the U. Dragonone D. Financial and operational track record demonstrating an understanding of the key factors in businesses, including control systems needed to maximize revenues effectively and appropriately and minimize expenditures of a large scale and multi-site professional service organization.
The main tasks and responsibilities were; Project Administration and Supervision: I have been flying since the Super G Constellation and even back then, we seldom had a plane go missing.
Prior to that, Mr. The Current Aircraft Finance Market Outlook for anticipates continued strength in the primary commercial aircraft finance sectors, with balance among funding sources and an unprecedented diversity of capital providers. The Boeing Company - Strategy, SWOT and Corporate Finance Report, is a source of comprehensive company data and information.
The report covers the company's structure, operation, SWOT analysis, product and service offerings and corporate actions, providing a ˚ view of the company. The latest edition of Aviation Finance is published; Leasing to gain further market share as airline business models shift away from ownership; AerCap CEO: leasing sector better prepared for a downturn now than it was 10 years ago.
Boeing (BA) has received another major order for its Max 8 aircraft. The company announced yesterday that Caribbean Airlines has ordered 12 planes.
Caribbean Airlines has been using Boeing’s. In this section, you will find numerous contracts grouped by contract type. For instance, if you need sample forms or contracts related to compensation, business. Looking for aerospace, engineering, or information technology jobs? Boeing has career information for you.Corporate finance boeing


Overcoming Obstacles: Navigating the Challenges of Drone Delivery
- May 15, 2023
The challenges of drone delivery are not to be underestimated, as companies such as Zipline and Alphabet’s Wing face numerous hurdles to succeed in expanding their networks. Experts suggest that in order to overcome these obstacles, drone delivery companies must focus on increasing delivery density, designing faster drones, expanding delivery range, and training pilots to monitor multiple drones at once.
- Technical challenges
One major challenge is technical in nature. Drones have limited battery life, which restricts the distance and time they can fly. Navigation and obstacle avoidance are also difficult, particularly in complex urban environments or in poor weather conditions. Additionally, drones need to be able to carry the payload, but their size and weight can limit their capacity.
- Regulatory challenges
Another significant obstacle is regulatory challenges. Drones need to comply with airspace regulations, which can vary by country and be complex and restrictive. Furthermore, there are concerns about privacy and security, as drones have the potential to violate these rights, leading to public resistance.
- Operational challenges
Operational challenges also pose a barrier to drone delivery. Weather conditions, such as wind, rain, and snow, can limit drone operation. Furthermore, drones need to access and deliver to various locations, including buildings, homes, and remote areas. Lastly, customer acceptance is key, as they need to trust and accept drone delivery. Factors such as reliability, safety, and privacy concerns can influence their acceptance.
In summary, drone delivery companies must navigate through these obstacles to maximize their efficiency, lower operating costs, and gain regulatory and consumer buy-in to succeed in their expansion efforts.
Read More: https://bit.ly/3GwkV93
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- Breaking News
The founder of Reitar LogTech Group, Mr. John Chan, was interviewed with the Chairman of Hong Kong Chilled Meat & Association, Mr. Kwok Shi-Hing by East Week recently.


Earth from Space – Reside Streaming NASA Movie (High definition)
NASA’s are living flow of Planet iss live is here at full High definition! Observe the most recent stay supply from satellites and expertise breathtaking vistas from area in spectacular 1080p High-definition. Experience real 4k movie, while they record 40 frames per second (fps), compared to the traditional 30 fps normal. These videos are captured day-to-day utilizing substantial-description Large Field Imager cameras and either distributed immediately on the web or archived onto hosts for later gain access to. Watch this exclusive reside source to have what life is like aboard the International Space Station (ISS) as viewed through the view of crewmates.
The ISS orbits 220 miles above the earth’s area (Earth from space) where microgravity provides ideal problems to undertake tests in biology, physics, and chemistry. The six-member team usually spends around two years onboard each and every time and journeys 6-8 occasions to Planet since they continue their investigation into man overall health, bone tissue decrease, muscle atrophy, heart disease, blood flow, cancers elimination, radiation visibility, and even more.
Entry to these stay streams aids scientists and designers consider the dimensions that form the grounds for finding out how microgravity influences mankind and makes them far better foresee how longer-timeframe missions might impact astronauts.
These days, if we want to take a look at an ortho-picture of Planet (Earth from space), we need to use Google Maps, which can be satellite images bought out 13 yrs ago. We could see a lot of things going on to your community. From deforestation, urbanization, and air pollution to disasters (like severe weather), the ortho-pictures provide us with a glimpse of the changes developing on our planet.
First thing that one thinks of when thinking of experiencing Earth from space is we could not see our country’s edges. What we should see is just the terrain bulk in our environment. But it is now easy to see some cities and countries as a result of current technological innovation.


Bringing true “glass cockpit” capabilities to the aircraft you already have, Garmin’s G600 is a retrofit breakthrough. Now, you can upgrade your avionics panel with a G600 suite and start reaping the benefits of enhanced situational awareness, safety and pilot workload reduction. The dual-screen G600 works with your Garmin avionics stack, pairing both a primary flight display (PFD) and a multi-function (MFD) display in a single 10-inch wide bezel – to provide a fully TSO’d upgrade option for your cockpit. And with software assurance levels required for FAR Part 23 Class 3 aircraft, G600 is the ideal solution.
Introducing the GTN 650 and 750 series “next generation” touchscreen avionics. These panel-mount units are certified and approved for installation in hundreds of makes and models of general aviation aircraft. The GTN 650 and GTN 750 vary in capability. Both have GPS/NAV/COM capabilities and new features like intuitive touchscreen operation, graphical flight planning, victor airway and high-altitude jet route navigation, remote transponder, SafeTaxi® and more. The GTN 750 series additionally also allows for remote audio control and electronic chart capabilities.


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An eagerness to share a passion for flight, combined with dedication to providing his students with a solid foundation that will lead to a lifetime of safe flying, are the main motivations for Scott Dorsey.
In addition to credentials as multi-engine rated commercial pilot and certified Flight Instructor-Instrument (CFII), Scott is a career educator with a doctoral degree in performance and pedagogy from the University of Iowa.
Scott has combined his various professional interests with his love for things with wings. He has published numerous articles on flight training in Private Pilot and Plane and Pilot magazines ("The Six Habits of Highly Successful Flight Students"). Scott was the grand-prize winner in an international aircraft paint design competition sponsored by SOCATA Aircraft Corp.
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Contact PILOTMAKEROKC TODAY to begin your aviation adventure
I founded PILOTMAKEROKC to help my students to realize their potential as comprehensive pilots in all aspects of flight training from the usual private pilot single engine and instrument training all the way to multi-engine and World War 2 aircraft (warbirds). I want you to become a pilot and not just a certificate holder.
I have been a pilot since 2001 and a flight instructor since 2007. I have a passion for flying and teaching with almost 3000 hours flight experience in 50 different types of aircraft. I will expertly guide you through your flight training.
I spent 8 great years in the Army National Guard and I have also worked as an intensive care and cardiology unit nurse. My fulfillmet comes from sharing the sky with each student and helping them achieve their goals and pilot certificates.Training will be tailor made to fit busy schedules.
In addition to being a single and multi-engine instrument rated instructor I am also an airline transport pilot and I have seaplane, high performance, high altitude and tail wheel (tail dragger) ratings.


You might be familiar with the common use of ADS-B – plotting
planes for the curious public to see, on sites like Flightaware, or
Flightradar24. Behind these sites is a network of radio receivers that
capture Mode S transponder traffic, broadcast on 1090MHz.
These broadcasts are receivable (with a good antenna) up to 200 or 300km
away, and consist of small packets of data, known as frames.
Small would be an understatement, though – each frame consists of
either 56 bits, or 112 bits of payload, much smaller than would be
required to transmit the identity, location, speed and velocity of the
aircraft all at once. Aircraft broadcast their state spread across
multiple frames, and with data encoded
with a dirty hack in a
really cute way that makes the most of the limited message size.
We'll be looking into how aircraft are identified in Mode S messages, in ADS-B, and how (sometimes) you can extract a tail number from Mode S aircraft IDs. But, first, a brief description of Mode S communications.
Secondary surveillance radar, or SSR, is a technique that has been used in air traffic control (ATC) for decades. Originally (back in the WW2 days), aircraft positions were derived from the ground using primary radar - a radio beam goes out from a ground station, reflects off an aircraft, and the time delay and azimuth of the ground antenna indicates how far, and what direction, the aircraft is away, relative to the ground station. Primary radar was useful, but it suffers from clutter from time to time – weather, birds, terrain features and other things can cause false returns which may not be distinguishable from real aircraft.
Secondary surveillance was established by installing transponders in aircraft that would respond to primary surveillance radar pulses - when the radar was detected, the transponder would reply with a set of information from the aircraft. Mode A was an early example of secondary surveillance - the pilot would select an (octal) 4 digit identifier which would be broadcast on every received radar pulse, to identify the type of, or the individual aircraft, based on a code issued by ATC.
Over time, this evolved into the more modern Mode A/C transponders, which report pressure altitude in addition to the 4-digit identifier, allowing for more accurate vertical position estimation from the ground, given the limited elevation resolution from ground-based radars at a distance from aircraft. Including the (normalised) pressure altitude allows ATC to provide more accurate, safer vertical separation between aircraft. These transponders are limited in which data they can supply, though – the protocol only allows for octal identifier and pressure altitude, 12 bits each.
Mode S followed as a further enhancement, with a number of (really cute) hacks to suppress responses from Mode A/C transponders; the pulse timing from the ground radar is varied in each different mode, and the particular timing of Mode S inhibits responses from Mode A/C transponders. Additionally (and crucially), the number of aircraft addresses was increased from 4096 to 16 million (24-bit addressing), which eliminates one possible area of pilot error, and provides the ability for aircraft to have a stable, unique identifier in the air.
Mode S SSR is a protocol between a ground radar station, and an aircraft with an installed transponder. The ground station can communicate directly with a single aircraft, or request that all aircraft broadcast their 24-bit ID, reducing the frequency at which aircraft will talk over each other, a common problem with Mode S in busy airspace.
Mode S messages can either be short (56 bits of payload), or long (112 bits), taking 20µs and 34µs on uplink, and 64µs and 120µs on downlink, as the latter has a lower bitrate (1Mbps) than uplink (4Mbps), however, both incur a significant preamble overhead (6-18%).
Given the limited space, the protocol has a significant amount of bit packing and smart reuse of fields, especially considering the age of the protocol. Each frame must include (at a minimum) the type of frame, the identity of the aircraft, and a checksum such that simultaneous replies can be detected and rejected by the receiver. A 24-bit aircraft ID would take up nearly half the frame, for a short message!
A typical Mode S downlink frame will consist of a downlink format (type of message), payload and CRC. A few example message types are shown below:
As you can see, a number of these downlink formats don't include (nor have the space for) a 24-bit aircraft ID. How do they include it? There's another 24-bit field in every message that has the answer!
One of the ways that aircraft save space in the frame is that they don't broadcast their identity – or at least, don't broadcast their identity in every single frame. They infrequently broadcast their ICAO 24-bit identifier in plaintext, which is roughly equivalent to a computer's network card MAC address. As the name suggests, it's 24 bits, and is broadcast in an all-call reply message periodically, such that ground equipment and other aircraft are aware of which aircraft IDs are in the area. Why, you ask?
Mode S has a cute hack where aircraft IDs aren't transmitted as a standalone field, but are XORed with the CRC to provide the address/parity field. Given a (good) 24-bit checksum, there's only a 1 in 224 chance that a bad message will pass the CRC. By overlaying the aircraft ID with the CRC, the Mode S protocol increases that (expected) false positive rate to ~100 in 224, if there are ~100 aircraft in the area, which is a reasonable approximation for most urban areas. The aircraft IDs broadcast in-the-clear with a standalone CRC are used to determine which CRC results are acceptable around that point in time, and implicitly identifies the transmitting aircraft.
The International Civil Aviation Organisation (ICAO) is responsible for administering the ID space for aircraft 24-bit IDs. It does this by allocating (variable length) prefixes to countries, whose national registries then delegate individual IDs to particular aircraft. Unfortunately, the official list of these prefixes is not officially made available to the public, but by doing some quick research, you can find that countries are allocated blocks of 210, 212, 215, 218 and 220 addresses (notionally) based on the size of the aviation environment in each country, but perhaps due to political factors as well.
These 24-bit IDs tend to be allocated on the basis of an aircraft registration, which will typically also designate a particular tail number for the aircraft. You may have seen tail numbers written on the exterior of commercial aircraft, or if you've been up front, you may have seen the tail number on a placard in the cockpit. For example, N999N is a US tail number, and VH-ABC is an Australian tail number. Tail numbers are globally unique, and consist of a country prefix (N, VH-, JA), followed by a unique suffix for the aircraft. When an aircraft changes country of registration, the tail number will change too.
Some countries (mainly European and North American) have been allocated sufficient 24-bit ID space (32,768 and above) where they can define an algorithmic mapping from tail number to 24-bit ID. For example, the US has a (unique) algorithmic scheme, as do Australia, Canada, Germany and France.
Other countries, perhaps later adopters of Mode S SSR, have adopted more standard schemes for packing a tail number into a Mode S ID, including the following approaches:
For this particular encoding, it's dead simple to decode. Most countries share the same character set used for the 5-bit encoding: '?ABCDEFGHIJKLMNOPQRSTUVWXYZ?????'.
We'll walk through this with a sample aircraft ID of 0x448421. Looking through the list of country prefixes, we find the leading bits match up with Belgium, which is allocated the binary prefix 0100 01 001, or 0x448000 through 0x44FFFF. Great! We know that Belgian planes have the tail number prefix OO-.
To decode the suffix, let's mask off the bottom 15 bits: 0x0421, or 000 0100 0010 0001. It's a little clearer when we rearrange into 5-bit groups: 00001 00001 00001.
Looking up each of those 5-bit groups into our table, we get a suffix of AAA, making for a tail number of OO-AAA. Too easy!
This is perhaps a smidge harder to show visually, but just as easy to decode as the 5-bit format above. Let's try this out with a tail number of 0x471F7E. Again referring to the country prefix list, we find that Hungary has been allocated the 9-bit prefix of 0x470___, and we know Hungarian tail numbers start with a HA-.
Instead of a divide-by-32 approach that we took with the 5-bit suffixes, we'll need to divide by 26 for this tail number. First, find the offset within the Hungary block, by subtracting 0x470000 from the 24-bit ID. This leaves us with 0x1F7E, or 8062 in decimal.
floor(8062 / (26 * 26)) = 11
floor(8062 / 26) % 26 = 24
8062 % 26 = 2
From this, we can consult our friendly Latin alphabet, and look at the (zero-indexed) letter for each calculation. 11 is L, 24 is Y, 2 is C, leaving us with HA-LYC.
Not all aircraft regulators manage their address block in the same manner, so you'll see different countries using different base offsets, depending on the size of their ICAO24 address block and the way they allocate tail numbers. If you have 3 or 4 tail numbers from a country and their corresponding ICAO24 addresses, you can confirm whether they have a common base address for the tail number, and whether there is a consistent scale between each tail number (typically 1:1).
For this example, let's use North Korea, who we (experimentally) have determined start their addresses at tail number 0 = address 0x727530. We know their tail number prefix is P-, so to decode 0x7277D0, we'll subtract 0x727530.. which leaves us with 0x2A0, or P-672. Easy!
Take a quick look at the ADJS-B library if you're interested in decoding other countries' ICAO24 IDs, including Australia, Belgium, Canada, Switzerland, Germany, Denmark, Finland, France, Greece, Hungary, Japan, North Korea, South Korea, Portugal, Romania, Russia, Sweden, Thailand, Turkey, the US and South Africa.
One quick word of warning, though: these mappings were (mostly) determined experimentally, as very few countries publish their address-to-tail-number algorithms. And many countries don't actually have a static mapping – they generate seemingly-random IDs that are assigned to an aircraft, rather than rely on a static, algorithmic mapping between the two.