3 edition of Trace chemical contaminant generation rates for spacecraft contamination control system design found in the catalog.
Trace chemical contaminant generation rates for spacecraft contamination control system design
by National Aeronautics and Space Administration, Marshall Space Flight Center, National Technical Information Service, distributor in MSFC, Ala, [Springfield, Va
Written in English
|Series||NASA technical memorandum -- 108497.|
|Contributions||George C. Marshall Space Flight Center.|
|The Physical Object|
People greatly concern the issue of air quality in some confined spaces, such as spacecraft, aircraft, and submarine. With the increase of residence time in such confined space, contaminant pollution has become a main factor which endangers life. It is urgent to identify a contaminant source rapidly so that a prompt remedial action can be by: 2. In a spacecraft will plunge through the rings of Saturn and burn up in a fiery denouement in the atmosphere of the gas giant. The probe will have soldiered through its primary mission and two extensions, but its life is forfeit due to another duty: planetary Cassini-Huygens spacecraft was a joint lander and space probe mission which was launched in and arrived in the.
Trace chemical contaminant generation rates for spacecraft contamination control system design. NASA Technical Reports Server (NTRS) Perry, J. L. A spacecraft presents. Both ground control and on-board crew can control these valves and thus regulate ambient pressure within the spacecraft. In a dual-gas system, following repressurization, care must be taken to diffuse the introduced gas so as to avoid local asphyxiation hazards (areas of .
Chemical Processing. Manufacturing and processing chemicals generate exhaust streams laden with potentially harmful chemical and gas al Scrubbers, Enclosed Thermal Flares and Thermal Oxidizers are used to treat the residue from the exhaust. Pollution Systems has a full line of scrubbers and oxidizers designed to collect and abate the targeted emission in the process stream. The dioxin, a controversial and toxic contaminant, is apparently formed in a chlorine bleaching process used in about 90 United States kraft paper mills, which produce most of white paper con Author: Laurent Belsie.
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TRACE CONTAMINANT CONTROL FOR THE INTERNATIONAL SPACE STATION’S NODE 1—ANALYSIS, DESIGN, AND VERIFICATION 1. INTRODUCTION Trace chemical contaminant generation inside crewed spacecraft cabins is a technical and medical problem that must be continuously evaluated.
Although passive control through materials. Trace chemical contaminant generation rates for spacecraft contamination control system design [microform] / J.L. Perry National Aeronautics and Space Administration, Marshall Space Flight Center ; National Technical Information Service, distributor MSFC, Ala.:.
Get this from a library. Trace chemical contaminant generation rates for spacecraft contamination control system design. [J L Perry; George C. Marshall Space Flight Center.]. AN ASSESSMENT OF THE INTERNATIONAL SPACE STATION’S TRACE CONTAMINANT CONTROL SUBASSEMBLY PROCESS ECONOMICS 1.
INTRODUCTION Key characteristics of a crewed spacecraft cabin—low leakage rates, a small speciﬁc volume, and the use of a host of advanced materials of construction—qualify it as the “ultimate in tight buildingCited by: CONTAMINATION Contamination Can be metallic (e.g., stainless or titanium shaving) or non-metallic (e.g., metallic particle) Can be from the system itself or introduced from external sources (e.g., people, tools, materials used, environment) Other possible contaminants: Plant pollen Hair Metal shavings Pencil lead Biologicals (e.g., skin)File Size: 1MB.
Contamination control of space optical systems consists of the planning, organization, and implementation of all activities needed to determine, achieve, and maintain the required cleanliness level of the optical system.
Each optical system has its own unique contamination control requirements. To effectively control contamination, concurrentFile Size: 16KB. Title(s): Trace chemical contaminant generation rates for spacecraft contamination control system design/ J.L.
Perry. Country of Publication: United States Publisher: Washington, DC: NASA Headquarters, Status of the International Space Station (ISS) Trace Contaminant Control System A habitable atmosphere is a fundamental requirement for human spaceflight.
To meet this requirement, the cabin atmosphere must be constantly scrubbed Cited by: 4. NASA-TM Trace Chemical Contaminant Generation Rates for Spacecraft August Contamination Control System Design SSP E System Specification for the International Space Station July 3.
SYSTEM REQUIREMENTS SYSTEM DEFINITION. Two active trace contaminant control units purify the cabin atmosphere onboard the International Space Station. One, located in the U.S. Laboratory Module, Destiny, and known as the trace contaminant control subassembly, employs physical adsorption, thermal catalytic oxidation, and posttreatment of the catalytic oxidation effluent (Weiland a).
Trace chemical contaminant generation rates for spacecraft contamination control system design [microfor Sensor failure detection and recovery by neural networks [microform] / T.-H. Guo and J. Nurre; Design considerations for lightweight space radiators. Trace chemical contaminants produced by equipment offgassing and human metabolic processes are removed from the atmosphere of the International Space Station's U.S.
Segment by a trace contaminant control subassembly (TCCS).The TCCS employs a combination of physical adsorption, thermal catalytic oxidation, and chemical adsorption processes to accomplish its by: 6.
LARS OLANDER, XIANYUN WEN, in Industrial Ventilation Design Guidebook, Specific Problems. In order to remove the generated contaminants associated with abrasive blasting and to ensure visibility into the box, a high exhaust airflow rate is necessary.
High flow rates may also be necessary to maintain a large pressure difference to prevent leaks of highly toxic and radioactive. Request PDF | A Review of Hypervelocity Debris Testing at the Air Force Research Laboratory | In this paper, we describe a compact, low cost, fast turn-around-time technique used at the Air Force.
"A Design Basis for Spacecraft Cabin Trace Contaminant Control, SAE39 th International Conference on Environmental Systems, Savannah, Georgia,pp. Company TCCS. This subtopic is in search of a trace contaminant control (TCC) technology to remove trace contaminants in an advanced spacesuit atmosphere, specifically considering power, size, and removal capability.
The advanced spacesuit portable life support system (PLSS) performs the functions required to Read more>>. Trace Contaminant Control System (TCCS) 1. First Generation HTCO for TCCS Previous development efforts performed by PCI resulted in a high temperature catalytic oxidizer (HTCO) designed, fabricated, and delivered to NASA-MSFC for performance evaluation and validation with their existing external recuperator test : Saurabh A.
Vilekar, Kyle Hawley, Christian Junaedi, Bruce Crowder, Julian Prada, Richard Mastanduno. As space missions grow longer, the problem of control of trace contaminants to prevent gradual accumulation to harmful concentrations becomes more acute.
This specific problem is not unique with spacecraft; it has been prominent, for instance, in submarines for a number of by: 2. Trace Element Contamination All others Magnesium Potassium Sodium Calcium Iron Aluminum Silicon Oxygen ApproximateFile Size: 1MB.
Fundamentals of Contamination Control – the Basics A more complete glossary can be found in Chapter 1: Fundamentals of Contamination Control, in “ Contamination and ESD Control in High Technology Manufacturing” (Wiley, Hoboken, ) ISBN.
Abstract. Most contamination control technology considers generalized and often unidentified particulate material as the major contaminant, but there are many situations in which gases, chemical films, microbiological materials, environment physical conditions, and unusual ambient energy levels are hazardous to the well-being of the : Alvin Lieberman.Visual MODFLOW Flex groundwater modeling software is the industry standard for simulating groundwater flow and contaminant transport.
Visual MODFLOW Flex is more than just a graphical user interface for MODFLOW groundwater simulations.In contaminant control, the main focus should be placed on control of the source.
Stellman () noted that in the planning stage of an industrial procedure or during the monitoring stage, control should begin at the source and continue with the workers. Occupational Safety and Health Administration () indicated that contaminant control strategies.


Perhaps you work in the aviation or aerospace industry and are looking to advance your knowledge, skills, abilities, and opportunities. Maybe you want to earn that graduate degree immediately upon completion of your undergraduate degree in a related field. This offering is available at the following campuses. Select a campus to learn more. Air traffic control personnel, flight crew members, flight operations specialists and technical representatives within the aviation and aerospace industry require a technical skill set.
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Game-changing innovation will always be at the heart of Boeing. And just as our business has evolved to meet the challenges of a global marketplace, so has our approach to community engagement. Through purposeful investments , employee engagement and thoughtful advocacy efforts, Boeing and its employees support innovative partnerships and programs that align with our strategic objectives, create value and help build better communities worldwide. This includes improving access to globally competitive learning as well as workforce and skills development, and supporting our military and veteran communities. See how Boeing and its employees give their time, talent and resources in communities around the world. By leveraging our corporate contributions and employee community engagement programs, Boeing is committed to helping students of all backgrounds achieve their full potential.
I sent out tons of emails to all the universities I could find that seemed to be drone friendly. I investigated who was involved with the drone program at each school and I got their point of view on what their school has to offer potential students looking to study UAS or unmanned aerial vehicles. Want some training but not planning on attending a full time university?
The world is a dangerous place. Mitigating risk in the work place, whether natural or man-made, is a critical skill and big business. This offering is available at the following campuses. Select a campus to learn more.


The Discovery space shuttle was officially retired this Tuesday April 17th 2012. The Discovery will replace the Enterprise test shuttle the Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Virginia. Before making its last landing, Discovery flew above Washington, DC atop a specially modified 747.
The 30-year program ended in July with the final mission of space shuttle Atlantis. Although the US space shuttle program ended last year, this week’s ceremonial flight marks the true end. Going forward America will require assistance from Russia, China or private companies like SpaceX.
I’ve been fascinated by space exploration, astronomy and astrophysics my whole life. Although I understand a very small amount of these concepts, the sheer size and complexity of the Universe causes me to trip as I stare at the sky while walking my dog at night.
I hope to get my nieces interested in astronomy and what a better way to start than Lego’s?
I even have a poster of the shuttle cockpit upgrade from 2000 hanging in my home office:
CNN did a great job of covering this final flight with including this open story that allows users to upload their own photos of Discovery’s last flight as it passed over the nation’s capitol. There are some amazing pictures in that post and it makes me wish I had the chance to take some, but unfortunately I was working outside of DC on Tuesday.
There is likely reason to be concerned for the future of US space exploration. Although the shuttle program was incredibly expensive, we now rely on countries like China to get to and from the International Space Station. Our space program is now at the mercy of governments that don’t want to see the US succeed at anything. I will watch this very closely over the next few years to see if the US government made a wise decision.
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Flying on a cargo plane I sometimes have the opportunity to sit in the jump seat with the pilots. They are usually generous and like to share their knowledge. You can feel the propriety and responsibility they bring to their work.
When we refueled in Anchorage for the flight to Hong Kong the plane took on 28,000 gallons of fuel. (it's done by weight, but it came out to 28,000g) The pilot showed me the gas receipt. Fuel is a big deal for pilots. If they use too much they hear about it from the airline. They adjust their flight plans constantly to deal with head-winds, or to take advantage of tail-winds.
One plane, one flight - 28,000 gallons fuel.
Three weeks later I did the same cargo flight in reverse: Hong Kong to Anchorage. Same info: 28,000 gallons of gas.
This information continues to overwhelm me…
Quora says there are 150,000 flights a day in the world including private jets, small planes, and helicopters.
Greenhouse gases are the result of fossil fuel burning combined with oxygen to make Co2. The concentration of carbon dioxide traps heat at the Earth's surface, preventing that heat from escaping back out into space too quickly.
It’s not going to cool down anytime soon.


ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote.
International Standard ISO 11218 was prepared by Technical Committee ISO/TC 20, Aircraft and space vehicles, Sub-Committee SC 10, Aerospace fluid systems and components.
This International Standard specifies a cleanliness classification for hydraulic fluids in aeroplanes, heli- copters and space vehicles.
Requirements are specified in SAE AS4059A" which is adopted as a de facto ISO International Standard. For the purposes of international standardization, the modification outlined below shall apply to the specific clause of AS4059A.
2 Reference documents
Add the following reference:
ISO 5884:1987, Aerospace - Fluid systems and components Methods for system sampling and measuring the solid particle contamination of hy- draulic fluids.
3 ldentification statement (Reference to this International Standard)
Use the following statement when electing to comply with ISO 11218:
"Hydraulic fluid cleanliness classifications in ac cordance with ISO 11218 "
4 Revision of AS4059A
It has been agreed with SAE that Technical Com- mittee ISO/TC 20 will be consulted in the event of any revision or amendment of AS4059A.


digestion. forgotten song
echoing time’s depths.
“….Sleeping Satellite is about man’s adventures to the moon and was written in the summer of 1989 at the time of 20th anniversary of the first manned landing on the moon. The song is intended as a comment on how in the 20 years since the first landing little progress appeared to have been made in space travel/exploration. It’s not intended as anti space travel, it’s just the opposite and it bemoans the fact that at the time of the anniversary the initiative had not been progressed from the original achievement.
Hope this helps.
Love and peace, Tasmin….”
– a comment, true or not, taken from Song meanings
A personal photo that seems perfect for how low humanity seems to like setting the bar lately. For pretty much everything. And I still get a chuckle out of it.


I’ve reached my Dr. Strangelove moment about drones. Or, “how I learned to stop worrying and love the drone.”
Like every invention in flight, they’ll be used for good and for bad.
Let’s focus on the good. More specifically, let’s focus on drones in marketing and advertising, in which drones will be very good. Consider:
Stylized aerial footage: Drones can film very close to the ground and very close to their subject in ways that no helicopter could. The narrative use for this is endless. Imagine trying to help a sustainable farmer tell her story, and she wants to provide real evidence of “free range.” A drone can deliver that.
Or, say, you have an architectural client that needs outstanding detail footage of one of its buildings. A drone can film the exterior of the high-rise, up close, with minimal human risk and minimal cost.
Creative campaigning tactics: A happy luxury-vehicle customer parks his new ride in the driveway, just home from the dealership. A drone zips up, says hello, excuses itself for interrupting (real-time interactive drones are the next step) and neatly drops on the lawn a coffee thermos branded with the logo and contact info of the best independent mechanic in town.
Might another client’s potential customers think UFOs are fun? Imagine print and outdoor advertising that ask, “Have you seen the UFOs?” and “Are we being visited?” Then the drones make it real, for a short time, before these “UFOs” come in for a landing at the client’s promotional event.
Drone theater: If a team of quadcopters can be coordinated to play the original James Bond theme, then in coming years they could be programmed to act out live performances, much like a flash mob, to promote just about anything.
Drone-to-drone communications: Imagine how groups of drones will interact 20 years from now when possibly millions of Americans have their own mini-drone that runs errands for them or goes on personal data-collecting missions. That little drone will encounter other drones, and it will communicate with them. Some of that communication, no doubt, will be sponsored and promotional.
* * *
I’m just thinking out loud, and these notions here need a lot of refinement. Additionally, the FAA and local police forces are going to have a lot to say about where, how, and when a person can operate a drone (the chamber of commerce will also have an opinion).
But the time to figure out the first wave of drone advertising strategies is here.
# # #


Bucharest, Romania - Palace of Parliament
27 - 30 May, 2019
TRADITION, EXPERTISE, INNOVATION
The AEROdays event organized in Romania under the TandemAEROdays19.20 concept will complement the plenary and technical sessions with a broad exhibition welcoming a comprehensive range of representatives from the aerospace academic, research and industrial community. Its goal is to showcase the specific expertise of various actors, from leading industrial companies, innovative start-ups and resourceful small and medium-sized enterprises to students focused on aeronautical engineering and researchers involved in projects that will shape the future of aviation and space exploration.
The enlargement of the European Union has brought together a diverse constellation of knowledge, experience and skills that represent the building blocks in the effort to secure the coherent and consistent development of the European aerospace leadership. The Bucharest AEROdays exhibition will provide the stage for all the relevant players to display and share their capabilities in order to achieve a common and sustainable progress in a highly competitive international environment.
Complementary to the event organized in Romania in 2019, the one hosted by Germany in 2020 will be accompanied by prominent aeronautic events like the Berlin Aviation Summit and the ILA Berlin Innovation and Leadership in Aerospace, underlining Germany’s leadership in the aerospace industry. Focusing on innovation and on the perspectives for Europe’s aviation, Berlin AEROdays 2020 will secure relevant high-level political and strategic input and bridge a connection with the Future Lab Forum, featuring advanced research results and transformative industry insights.


If you have ever wanted to fly on a private jet, joining a private jet card membership may be the perfect solution for you. A private jet card membership is a prepaid card that allows members to book private jet flights without the inconvenience and expense of owning their jets. Jet card memberships are gaining popularity each day, and they provide a luxurious way to travel without all of the hassle associated with commercial air travel. Here's a quick look at five compelling reasons why you should consider joining a private jet card membership.
1) Time-Saving Convenience
One of the significant benefits of joining a private jet card membership is the flexibility and convenience that it provides. Members can book their flights at any time, and they are not subjected to the rigorous schedules of commercial airlines. Additionally, with a private jet, you can avoid long security checks and boarding lines, and they can accommodate any last-minute changes to your travel plans.
2) Increased Comfort and Relaxation
Private jets offer a luxurious way to travel, with more space and comfort compared to commercial airlines. Unlike commercial airlines, you will have more room to stretch and relax in a private jet, making your journey more comfortable and less stressful. Additionally, private jets offer more personalized customer service, meaning that you can customize your trip to fit your specific needs.
3) Safety and Security
With a private jet card membership, you'll have access to some of the safest aircraft and most well-trained pilots in the industry. Private jets undergo rigorous safety checks and are regularly maintained to ensure that they meet industry standards. Moreover, private jets provide you with a level of privacy and security that is not offered by commercial airlines.
A private jet card membership makes it more affordable for anyone to experience luxury travel. Jet card memberships offer competitive rates, and many providers offer membership plans that suit different budgets and travel needs. Additionally, unlike owning your jet, you only pay for the flights you use.
5) Time Well Spent
Private jets offer the luxury of flying on a schedule that suits you better, meaning you can spend your time doing what you enjoy. Whether it's closing a business deal or spending time with your family, flying on a private jet allows you to enjoy more quality time doing what you love.
Joining a private jet card membership offers numerous benefits, from convenience and comfort to increased safety and security. Whether you are a frequent traveler or an occasional flyer, a private jet card membership can help you experience luxury travel at a fraction of the cost of owning your jet. So, if you are looking for a more comfortable, convenient, and cost-effective way to travel, consider joining a private jet card membership.


In a move sure to complicate the lives of admins and developers everywhere, the European Space Agency (ESA) says the moon needs its own time zone.
“Space organizations have started considering how to keep time on the Moon,” states a recent ESA article, and “the discussion is part of a larger effort to agree on a common LunaNet architecture covering lunar communication and navigation services.”
The initiative faces various technical issues, including the fact that “clocks on the Moon run faster than their terrestrial equivalents — gaining around 56 microseconds or millionths of a second per day. Their exact rate depends on their position on the Moon, ticking differently on the lunar surface than from orbit,” the article says.
“This will be quite a challenge on a planetary surface where in the equatorial region each day is 29.5 days long, including freezing fortnight-long lunar nights, with the whole of Earth just a small blue circle in the dark sky,” notes Bernhard Hufenbach, a member of ESA’s Moonlight Management Team. “But having established a working time system for the Moon, we can go on to do the same for other planetary destinations.”
See details at the European Space Agency.


RV TRANSITION TRAINING SYLLABUS
The goal of Van’s Transition Training Program is to provide competent, current, pilots the experience they need to fly an RV safely.Transition instructors will demonstrate and teach the differences between the RV and other typical light aircraft.
Transition Instructors will evaluate the trainee’s energy management skills, the smoothness of their control operation, the level of discipline practiced and their understanding that RV aircraft offer performance greater than that of training and low performance touring aircraft. At the successful completion of the Transition Training course, the transition student should be able to perform the following basic flying maneuvers and procedures to the minimum standard required of a Private Pilot checkride. Here is a list of typical skills and knowledge that the student will be expected to demonstrate, with notes on the differences between the RV and other common light aircraft.
Generally typical of a preflight for any single engine, fixed-gear aircraft. Special attention to checking tire condition and pressure when close fitting wheel fairings hide the majority of the tire from easy view.
a. Engine start. Typical of any lightplane.
b. Taxi Operations. Some tail wheel model RVs have limited forward visibility at taxi attitude, requiring planning ahead and s-turning. Tricycle gear RVs use free-castering nose wheels and depend primarily on rudder movement and slight differential braking for ground steering. Training will emphasize proper techniques for brake steering.
Takeoff and Climb.
a. Normal takeoff. Emphasis on the rapid acceleration and the need for high right rudder pressure for counteracting the high P-factor.
b. Crosswind takeoff. General principles apply. However, emphasis should be placed on possible over controlling because of light stick forces and quick control response.
c. Short/soft field takeoffs.
Four Fundamentals of Flight.
a. Climb. Emphasis on high P-factor which requires more right rudder correction than for typical low power trainers and touring aircraft. Also, stress the limited over-the-nose visibility because of steep climb angles attainable during full power climbs.
b. Descents. Emphasis on high descent rates at low speeds, related to the short wings.
c. Level Flight. Emphasis on nose attitude which corresponds to level flight.
d. Constant Altitude turns. Accurate altitude control is a challenge because high speed, high power, and light controls contribute to excessive altitude excursions.
Flight at critically low airspeeds.
a. Slow flight at minimum controllable airspeed. Typical procedure of any lightplane. Emphasis on ability to hold airspeed within 5 mph above stall buffet, and that the aerodynamic stall warning is light and subtle on RVs.
b. Turns, climbs and descents at minimum controllable airspeed. Similar to above with emphasis on precise speed control combined with maintaining the other parameters as well.
c. Power-off stalls. Emphasis on stall recognition despite light aerodynamic warning characteristic of RVs. Demonstrate stall recovery with minimal control movement and attitude change.
d. Power-on stalls. Trainee needs to become familiar with higher than normal pitch attitudes and reduced forward visibility.
e. Accelerated stalls.
At the instructor’s sadistic pleasure.
Approaches and landings:
a. Normal Landings. Ideal landing approach speeds are a slightly higher multiple of stall speed than the traditional 1.3 x Vso. Use 1.35 or 1.4. The RV’s spring steel landing gear is less tolerant of bounces and un-arrested impacts than typical light trainers.
b. Crosswind landings. Typical control procedure of most lightplanes except that slips with flaps are OK in an RV.
c. Go-around procedures. Emphasis that RVs will climb well even with full flaps, but that heavy P-factor correction is necessary for coordinated climb.
d. Short and Soft Field landings. Emphasis on the limited ground effect of the short RV wings.
e. Wheel landings. The sensitive rebound characteristics of the RV landing gears demand precise touchdown
control. Also, prop/ground clearance should be reviewed.
Review Test Flight procedures for new Amateur-Built RV aircraft. Stress the handling and performance differences between the RV used for the transition training, and the specific RV which the trainee is anticipating flying. Differences will be the result of variation in configuration including but not limited to: Engine HP, prop type, empty weight, and Center of Gravity location.


My name is Rich DuFour. I’m from Saint Louis Missouri, USA. After graduating from high school I joined the US Navy and worked on aircraft as a mechanic in San Diego, CA for 7 years. After that I switched to the US Army and became an attack helicopter pilot. Realizing that the Army wasn’t for me after my service commitment I was honorably discharged and became a civilian EMS helicopter pilot and did that for 11 years. During my military service I was stationed in Hawaii where I met my wife Jannet. We went on to have 4 great kids and have been living back in St Louis now for 20 years.
From the age of about 23 I have been involved in a multitude of business opportunities (some were better than others) and some were downright scams. I’ve been involved with Amway, Real Estate, skip tracing, futures trading, ink printer remanufacturing, limo driving, Uber and Lyft driving, HYIP’s, small engine and motorcycle repair, arbitrage and of course internet marketing with a focus on video advertising.


Four people died after the small plane they were in crashed near the Dubai airport.
According to the Dubai media office, the DA42 plane crashed three miles south of the international airport, killing three Britons and one South African.
According to reports, the accident was caused by a technical malfunction. An investigation is ongoing.
The aircraft is owned by the American technological giant Honeywell. A statement issued after the accident stated that the plane was on a mission to calibrate the land navigation systems at the airport.
A spokesman said: “All operations at the Dubai airport are running smoothly after a slight delay and diversion of some flights as a precautionary measure to ensure safety.”
Air traffic at the airport has returned to normal.


ANON6 is a casual, friendly squadron of Digital Combat Simulation (DCS) armchair pilots actively flying in BuddySpike. We love to share our passion for aeronautics and blowing shit up! If you would like to fly with the Wolfpack please go to the following link: >> JOIN OUR SQUAD
DIGITAL COMBAT SIMULATOR
Join ANON6 in Operation Blue Flag with pilots Woflie, BigG, Injerin, Furious, Yoda, Stormbat and Chamby, our in-house experts on a wide range of aircaft and helicopters in Digital Combat Simulator. Join the wolf pack today and sharpen your air combat skills in a true 24/7 PvP multi-role theatre of operations.


There is something cool about a slow stick barely chugging along on a calm day... they're fun to have around for relaxing flight, and I wouldn't mind letting someone new try it out. This time I wanted it to be lighter weight and have more power so it's equipped with a Hitec feather receiver, Hitec HS-55 micro servos, a Jeti eco 18 esc, an Eskay 400xt outrunner motor and lithium polymer batteries. I have my TP 3 cell 1350 pack that I use with a 9x4.7 prop, and I also have a GWS 2 cell 1300mah pack I use with a 10x4.7 prop. With the 2 cell the peformance is about the same as the stock setup, most flight time I've had so far on that pack is 23 minutes... on the 3 cell it has quit a bit more power, enough to go vertical if you can keep it pointed that way... I've gotten 28 minutes of flight on that pack with mixed flying. With the ligher servos and battery than my first one it seems to float a bit better. Also with the outrunner motor it is nearly silent other than propwash which is pretty neat. The 3 cell battery mounts below the wing as shown, and to maintain the CG the 2 cell battery mounts on top of the fuse ahead of the wing.
Back to Nick's R/C airplane page


David W. Hempe, Manager, Aircraft Engineering Division, AIR-100
Brad Miller, Avionic Systems Branch, AIR-130
Information: Policy and Guidance for Electronic Flight Bag Class 1 & 2
System Architecture and Aircraft Connectivity
The FAA has previously published AC 120-76, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices. This memorandum provides additional policy and guidance for Electronic Flight Bag Class 1 & 2 system architecture (e.g., portable modules, lithium batteries, charging circuitry, and rapid depressurization) and aircraft connectivity (e.g., aircraft power, data busses, mounting brackets). This memorandum is applicable to all operators conducting flight operations under Title 14 of the Code of Federal Regulations (14 CFR) part 91, 121, 125, 129, or 135, to obtain airworthiness and suitability of operations approval for the Class 1 & 2 EFB systems and aircraft connectivity. EFB Advisory Circulars (ACs) AC 20-159, Obtaining Design and Production Approval of Airport Moving Map Display Applications Intended for Electronic Flight Bag Systems, may be used to add own-ship position on an EFB Class 2 system. AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB) AC 120-76, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices. EFB Class 1 & 2 System Architecture 1.1. EFB System Modules and Hybrid Configurations
Class 1 & 2 EFB systems may be packaged in various configurations where some of the modules are classified as portable and other modules are classified as installed. EFB system modules that
are located in the flight deck that may be removed or installed without tools are considered portable and do not require an aircraft certification design approval. An example of this architecture is an EFB class 2 system with a central processing unit (CPU) and power supply located behind the pilot’s seat with a cable connected to a display unit and keyboard. If this equipment may be installed and removed in the flight deck without tools, the modules are classified as portable. There is no requirement to remove portable equipment from the flight deck after each flight and the equipment may be allowed to stay in the flight deck for indefinite periods of time. Class 2 EFB system architecture may consist of hybrid configurations that contain both portable and installed modules. An example of this architecture is an EFB Class 2 system with a CPU and power supply located in the electrical equipment (E/E) bay with a cable connected to a display and keyboard in the flight deck. The CPU and power supply module would require an aircraft certification design approval via supplemental type certificate (STC), type certificate (TC), or amended TC and the display and keyboard would be classified as portable equipment. An applicant may obtain an aircraft certification Technical Standard Order Authorization (TSOA) for an EFB class 2 system for functions with a failure classification no greater than “minor”. Refer to AC 20-159, Obtaining Design and Production Approval of Airport Moving Map Display Applications Intended for EFB Systems, to add own-ship position on an EFB Class 2 system.
1.2. EFB System Lithium Battery, Charging Circuitry and Aircraft Power Connectivity
An aircraft electrical power source may provide power to Class 1 & 2 EFB systems with lithium batteries. Lithium batteries and charging circuitry may be flammable under certain conditions and could cause an unsafe condition during flight operations. In particular, lithium battery systems have the potential to pose a safety hazard when recharging. The aircraft electrical power source is not certified to mitigate unsafe conditions that could occur when connected to portable equipment (e.g., Class 1 & 2 EFB systems) which contains lithium batteries and charging circuitry. At present, there is limited experience with the use of rechargeable lithium batteries in applications involving commercial aviation. Lithium batteries include lithium ion and lithium polymer batteries or any battery storage system with lithium based chemistry. Other users of this technology, ranging from wireless telephone manufacturers to the electric vehicle industry, have noted safety problems with lithium batteries. These problems include overcharging, over-discharging, and flammability of cell components. Since the Class 1 & 2 EFB systems are not installed equipment and are not certified, safety requirements are needed to ensure that failure of lithium batteries or charging circuitry will not cause an unsafe condition. Class 1 & 2 EFB systems that are connected to aircraft electrical power sources must meet the requirements for the lithium battery and charging circuitry defined in this memorandum. If the EFB Class 1 & 2 system lithium batteries and charging circuitry do not meet the requirements defined in this memorandum, they are not eligible for connection to aircraft electrical power sources. For this reason, a limitation on Class 1 & 2 EFB system connectivity to the aircraft electrical power source is required to ensure compliance to §§ 25.1309 and 25.601.
The Aircraft Certification Office (ACO) is not required to participate in the evaluation of the suitability of the Class 1 & 2 EFB system for connectivity to aircraft electrical power. The Class 1 & 2 EFB system lithium battery and charging circuitry compliance to the requirements contained in this memorandum must be documented by the operator and presented to the Principal Inspector to ensure operational suitability. Overcharging – In general, lithium batteries are significantly more susceptible to internal failures that can result in self-sustaining increases in temperature and pressure (i.e., thermal runaway) than their nickel-cadmium or lead-acid counterparts. This is especially true for overcharging which causes heating and destabilization of the components of the cell, leading to the formation (by plating) of highly unstable metallic lithium. The metallic lithium can ignite, resulting in a self-sustaining fire or explosion. Finally, the severity of thermal runaway due to overcharging increases with increasing battery capacity due to the higher amount of electrolyte in large batteries. Over-discharging – Discharge of some types of lithium batteries beyond a certain voltage (typically 2.4 volts) can cause corrosion of the electrodes of the cell, resulting in loss of battery capacity that cannot be reversed by recharging. This loss of capacity may not be detected by the simple voltage measurements commonly available to flight crews as a means of checking battery status – a problem shared with nickel-cadmium batteries. Flammability of Cell Components – Unlike nickel-cadmium and lead-acid batteries, some types of lithium batteries use liquid electrolytes that are flammable. The electrolyte can serve as a source of fuel for an external fire, if there is a breach of the battery container. Power Connectivity a. Use of Aircraft Electrical Power Sources. Aircraft electrical power outlets are part of
the type design of the aircraft and require airworthiness certification. Additionally, electrical outlet connections should be appropriately labeled to identify the electrical characteristics (e.g., 28VDC, 115VAC, 60 or 400 Hz, etc.). An electrical load analysis should be conducted to replicate a typical EFB system to ensure that powering or charging the EFB will not adversely affect other aircraft systems and that power requirements remain within power-load budgets. A means (other than a circuit breaker) for the flight crew to de-power the EFB power source or system charger is recommended. Electrical power provisions that are certified to part 25 airworthiness requirements should follow the policy outlined in the Transport Airplane Directorate policy, “Policy Statement on Certification of Power Supply Systems for Portable Electronic Devices on Part 25 Airplanes, ANM-01-111-165” b. Limitations to EFB Connection to Aircraft Power. The limitations on the provisions for aircraft electrical power connected to portable equipment with lithium batteries is required to ensure safe operations on the flight deck. Similar limitations for the cabin may not be applicable if a malfunction of the battery system would not produce an unsafe condition.
Aircraft Certification requires limitations to the equipment that can connect to aircraft power through a marking at the aircraft electrical power connection and in the Instructions for Continued Airworthiness (ICAW). In addition to §§ 25.863 and 25.1353 (a), (b) (1)-(4), aircraft certification requires the limitation statement for electrical
provisions to be documented on the TC, amended TC or STC. This limitation ensures that the battery system, including batteries and battery charging system, meet acceptable safety standards. The applicant must do the following:
(1) Marking. The installation of the aircraft electrical power provisions must
incorporate a limitation, in the form of a marking, such as a placard. AIR approves as part of the Type Design a placard that defines what type of equipment can be connected to aircraft power. The placard provides awareness to the flight crew and maintenance personal. The placard, must be legible, easy to see and as close as practical to the docking location(s). It must be installed as part of the STC and it indicates that equipment that is connected to these provisions must be tested in accordance with the ACO approved criteria.
Caution – EFB Provisions Limitation: All equipment that connects to these aircraft electrical power must be tested in accordance with the requirements of [Company, Document, Revision, and Date].
Or: Caution – EFB Provisions Limitation: No equipment containing rechargeable lithium batteries may be connected to aircraft electrical power. (2) Limitation. AIR places in the limitation section of the approved certificate a reference to the limitation of the aircraft electrical power source. The intent of this limitation is to provide awareness to operators and to ensure there is awareness of this limitation during future certification activities.
Example wording of the limitation: Any equipment that is attached to the provisions approved by this certificate must be tested in accordance with the requirements of [Company, Document, Revision, and Date]. Or: No equipment containing rechargeable lithium batteries may be connected to the provisions approved by this certificate.
b. Electrical Battery Power for Class 1 EFB Systems. The operator is responsible
to ensure that the batteries are replaced as required, but no less often than the EFB manufacturer’s recommended interval.
d. Rechargeable Battery Power for EFB Systems. To ensure an acceptable level of
safety, the following criteria should be used to evaluate compliance to the certified electrical provisions.
(1) 14 CFR 25.1353. Applicable sections to lithium batteries should be applied. (2) 14 CFR 25.863. The flammable fluid fire protection should be applied. (3) Safe Cells. Safe cell temperatures and pressures must be maintained during any
foreseeable charging or discharging condition and during any failure of the charging or battery monitoring system. The lithium battery installation must preclude explosion in the event of those failures.
(4) Design. Design of the lithium batteries must preclude the occurrence of self-sustaining,
uncontrolled increases in temperature or pressure.
(5) Gas Emission. No explosive or toxic gases emitted by any lithium battery in normal
operation, or as the result of any failure of the battery charging system, monitoring system, or EFB system which is not shown to be extremely remote, may accumulate in hazardous quantities within the airplane.
(6) Leakage. There must be a means to minimize the probability of leakage and possible
ignition of flammable fluids or vapors that might escape. Analysis or tests should consider leakage paths and detection, flammability characteristics of system and ignition sources.
(7) Corrosive Damage. No corrosive fluids or gases that escape from the battery may
damage surrounding structure, systems, equipment or electrical wiring.
(8) Hazardous Effect. Each lithium battery must have provisions to prevent any
hazardous effect on structure or essential systems caused by the maximum amount of heat the battery can generate during a short circuit of the battery or of its individual cells.
(9) Charging. The lithium battery system must have a capability to control the charging
rate of the battery automatically, so as to prevent battery overheating or overcharging, and,
(a.) A battery temperature sensing and over-temperature warning capability with a means
for automatically disconnecting the battery from its charging source in the event of an over-temperature condition, or,
(b.) A battery failure sensing and warning capability with a means for automatically
disconnecting the battery from its charging source in the event of battery failure.
Note: These criteria are not intended to replace 14 CFR 25.1353(b) amendment 25-123 in the certification basis of aircraft. These criteria apply only to lithium batteries and their use in portable electronic devices. The requirements of 14 CFR 25.1353(b) amendment 25-123 remain in effect for batteries and battery installations of aircraft that do not use lithium batteries. (10) Instructions for Airworthiness. The Instructions for Continued Airworthiness
required by 14 CFR 25.1529 (and 26.11) must contain steps to assure that the lithium battery is sufficiently charged at appropriate intervals specified by the battery manufacturer. The Instructions for Continued Airworthiness must also contain procedures to ensure the integrity of performance of the lithium batteries in spares storage to prevent the replacement of batteries
whose function is required for safe operation of the airplane with batteries that have experienced degraded charge retention ability or other damage due to prolonged storage at a low state of charge. Precautions should be included in the Instructions for Continued Airworthiness maintenance instructions to prevent mishandling of the lithium battery which could result in short-circuit or other unintentional damage that could result in personal injury or property damage.
Note 1: The term, “sufficiently charged” means the charge that is applied to rechargeable lithium batteries, which during the life of the battery, diminishes with respect to the retentive capacity of the batteries to deliver available power, where capacity is the total quantity of electricity of a cell or battery, expressed in ampere-hours. Battery life is influenced by its internal chemical reaction, and by other factors, such as temperature, shock, the number of times of recharge, etc. Note 2: The EFB is required for safe operation of the airplane when paper products, which are required by the operating rules, are removed from the airplane and replaced by the EFB systems. (11) Replacement Batteries. Replacement batteries must meet the requirements of items (12) Testing Procedure. The applicant will establish criteria in the form of testing
procedures to meet items in paragraphs d.(1) through d.(9) and an ICA for item d.(10). These documents will be part of the compliance data that will be submitted to the FAA. This documentation will be referenced in the placard (see paragraph b. (1). above) and the limitation statement on the certificate (see paragraph b. (2). above).
(a.) The Class 2 EFB lithium battery system should be tested using RTCA/DO-311
dated March 13, 2008, as a method to show that the Class 2 EFB meets criteria (1) through (9) above. If this standard is used then all of the tests in Table 4-1 must addressed. RTCA/DO-311 is intended to test permanently installed equipment; however, these tests are applicable and sufficient to test EFB hardware. As part of this testing:
The environmental conditions of the EFB should be considered and
Results of test procedures should have a pass/fail outcome.
(b.) If the applicant wants to use a method other than RTCA/DO-311, the applicant
may propose the alternate criteria to the local ACO for their approval. The ACO will ensure that the testing addresses items in paragraphs d.(1) through d.(9) above.
(c.) The testing method, such as DO-311, is part of the compliance data and must be
contained in the approved data. Any change to the testing method would require an amendment to the type certificate.
(13) Test Results. The results of these tests are not part of the certification type design
data of this STC and are not required to be shown to the ACO. These results are part of the data the operator would need to submit to the Principal Inspector prior to determination of suitability of operations.
1.3 Rapid Decompression Considerations
Based on the intended function and proposed operating environment of the Class 1 & 2 EFB system, environmental testing for rapid depressurization may need to be performed. However, since many Class 1 & 2 EFBs were originally COTS electronic systems adopted for aviation use, testing done on a specific EFB base model configuration may be applied to other aircraft installations and these generic environmental tests need not be duplicated. It is the responsibility of the operator to provide documentation that these tests have been accomplished. EFB Class 1 & 2 systems are required to meet rapid depressurization test criteria if the EFB systems by themselves replace paper products required by the operating rules. If EFB systems do not replace paper products required by the operating rules or other mitigations are available then the EFB system are not required to meet rapid depressurization test criteria.
1.4 EFB Mounting Devices on Aircraft
An unsafe condition must not be created when attaching any EFB to the control yoke attachment/mechanism or mounting device. For example, the weight of the EFB and mounting bracket combination may affect flight control system dynamics; even though the mount alone may be light enough to be insignificant. The equipment when mounted and/or installed should not present a safety-related risk or associated hazard to any flight crewmember. A means to store or secure the device when not in use should be provided. Additionally, the unit (or its mounting structure) should not present a physical hazard in the event of a hard landing, crash landing, or water ditching. EFB systems and their power cords should not impede emergency egress.
1.5 Stowage Area for EFB Systems
A stowage area with a securing mechanism for EFB systems is recommended for storage of portable units when they are not in use. EFB systems that are not secured in a mounting device during use should be designed and used in a manner that prevents the device from jamming flight controls, damaging flight deck equipment, or injuring flight crewmembers should the device move about as a result of turbulence, maneuvering, or other action.
EFB Class 1 & 2 Aircraft Connectivity 2.1 Aircraft Electrical Power
The aircraft electrical power source may provide power to EFB systems with lithium batteries. Lithium batteries and charging circuitry may be flammable under certain conditions and could cause an unsafe condition during flight operations. In particular, lithium battery systems have the potential to pose a safety hazard when recharging. The aircraft electrical power source is not certified to mitigate unsafe conditions that could occur when connected to portable equipment (e.g. Class 1 & 2 EFB systems) which contains lithium batteries and charging circuitry. The aircraft electrical power source must have a limitation on portable equipment connectivity with lithium batteries to ensure compliance with Title 14 Code of Federal Regulations section 25.1309 and 25.601.
2.2. Aircraft Data Bus Connectivity
AC 120-76 policy allows both Class 1 and 2 EFB systems to have read-only data connectivity to other aircraft systems. It also allows both Class 1 and 2 EFB systems to transmit data using Aircraft Administrative Communications (AAC) only. Data connectivity may be wired or wireless, but must only be accomplished using a certification approval (TC, STC, or amended TC). Data connectivity to other systems is not authorized except if connected to a system completely isolated from other aircraft avionics and systems (e.g., hardware firewall). Any connection to a certified aircraft data port (e.g., ARINC 429 Data bus) must be evaluated using a certification approval (TC, STC, or amended TC).
The EFB system may be connected to an avionics data bus, file server, or wireless network. When connected to other aircraft data buses and/or communication systems, EFB failures should not adversely affect other installed aircraft systems.
(1) Class 2 EFB systems may be connected to non-essential data buses, essential data
busses, file servers, printers, routers, etc. If the EFB is connected to a certified data link (either wired or wireless) where the data link, through the certification process, has an approved firewall protection to aircraft systems, then there is no further evaluation required prior to connecting the EFB to the data link port.
(2) EFB connections to an ARINC-429 port require that the protection mechanisms
(ARINC-429 interface circuitry) for non-interference be demonstrated as part of the TC, amended TC or STC approval. No credit for ARINC-429 non-interference is granted for the EFB Class 1 & 2 internal interface.
2.3 Environmental Hazards Identification and Qualification Testing
Class 1 and 2 EFB system radio frequency (RF) emissions data need to be evaluated in accordance with AC 91.21-1, current version. Class 1 and Class 2 EFB systems should demonstrate that they meet appropriate industry-adopted environmental qualification standards for radiated emissions for equipment operating in an airborne environment. In general, Class 1 and Class 2 EFB systems should be evaluated using RTCA/DO-233, Portable Electronic Devices Carried on Board Aircraft (current version), but if the device is wireless-enabled (i.e., Bluetooth, Wi-Fi, etc.), then DO-294, Guidance on Allowing Transmitting Portable Electronic Devices (T-PEDs) on Aircraft (current version), should be used. An appropriate alternative would be to test the device in accordance with section 21, Category M, of RTCA/DO-160, Environmental Conditions and Test Procedures for Airborne Equipment, current edition. Any Class 1 or Class 2 EFB used in aircraft flight operations should be demonstrated to have no adverse impact on other aircraft systems (non-interference). The manufacturer, installer, or operator may accomplish the testing and validation to ensure proper operation and non-interference with other installed systems. Possible interference when portable EFB systems are moved about in the cockpit should be addressed. Please contact Brad Miller, (202) 385-4628, for any additional information on this subject. David W. Hempe Manager, Aircraft Engineering Division DISTRIBUTION LIST:
Manager, Transport Airplane Directorate, ANM-100 Manager, Small Airplane Directorate, ACE-100 Manager, Transport Standards Staff, ANM-110 Manager, Flight Test and Systems Branch, ANM-111 Manager, Standardization Branch, ANM-113 Manager, Small Airplane Directorate Standards Office, ACE-110 Manager, Certification Programs Branch, AIR-110 Manager, Technical Programs & Continued Airworthiness Branch, AIR-120 Manager, Flight Technologies and Procedures Division, AFS-400 Manager, Flight Technology Requirements Branch, AFS-430 Manager, Los Angeles Aircraft Certification Office, ANM-100L Manager, Denver Aircraft Certification Office, ANM-100D Manager, Seattle Aircraft Certification Office, ANM-100S Manager, Anchorage Aircraft Certification Office, ACE-115N Manager, Wichita Aircraft Certification Office, ACE-115W Manager, Chicago Aircraft Certification Office, ACE-115C Manager, Atlanta Aircraft Certification Office, ACE-115A Manager, Ft. Worth Airplane Certification Office, ASW-150 Manager, Ft. Worth Special Certification Office, ASW-190 Manager, New York Aircraft Certification Office, ANE-170 Manager, Boston Aircraft Certification Office, ANE-150 Manager, International Branch, ANM-116 Manager, Brussels Aircraft Certification Staff, AEU-100 Manager, Rotorcraft Directorate Standards Staff, ASW-110 Manager, Engine and Propeller Directorate Standards Staff, ANE-110
If no history – then may be diagnosed by finding a significant arrhythmia, cardiacenlargement on X-ray; cyanosis or clubbing, persistent jugular venous distention or adiastolic or presystolic murmur. Systolic murmurs may be functional. Blood volume increases 5O% by 30th week of gestationSystemic vascular resistance decreasesRisk of both hypercoagulability and hemorrhageCounsel regarding: mate


Model AM SHJ 210 H - is specially designed for work in polar conditions with snow fall intensity several meters per day. Special attention in such conditions is paid to throwing distance of snow secured by plough, as well as snow bank leveling feature. To fulfill all these requirements plough has changed wing shape which first lifts and accumulates snow and then throw it as jet for maximum distance. Due to that there is no snow spraying and it flies as a jet under high throwing angle. From other hand this shape of the wing is most suitable for snow bank cutting and snow bank moving/leveling works when plough is operating in the air with negative angle.
Side plough has agressive attack angle which efficeintly cut and raise up snow into the wing. Wing itself has deep cylindrical shape which allows to keep snow inside without overthrowing it even at high speed, what is not possible to reach with flat side ploughs.
|Minimum wing height||550 mm|
|Maximum wing height||1550 mm|
|Maximum working width||2270 mm|
|Ploughing angle||3 ° - 48 °|


Over the years SRM has developed and produced various air cycle, or reversed Joule-Brayton, systems.
The Z32 was an airborne air conditioning unit consisting of a 64 mm screw expander braked by an integrated axial fan. An air-to-air heat exchanger and a control valve were used. A series of units were produced for the Swedish Air Force fighter “Lansen”.
The Z38 was used for expansion of combustion gases to create crystalline separation of mercury pollution at very low temperatures. Only prototype samples were built. 64mm composite screw expanders were used.
The L10 is used in the Swedish Air Force fighter system JAS 39 “Gripen” as well as for the “Eurofighter” and certain MIG29 systems. It is used to cool avionics and spaces at elevated pressure. 100 mm composite screw compressors and 100 mm composite screw expanders are used as well as B29 multi gearbox system.
The L14 high temperature heat pumps for wood drying and the L12 aircraft heaters are also Air Cycle-based systems.
Specific development has been carried out for customers regarding air cycle heat pumps, air conditioners and cryogenic systems.


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I have several quadcopters costing from $200 to $800. I am an avid RCer and love to try new items. I bought this one for a friend and helped with setup and first flight. The features on this quad are unbelievable for this low price. It has everything that you would find on drones costing $500 including all the features listed in the ad. Easy to fly (auto takeoff and land) and auto return to home. Stable and feature rich. In fact, it is easy enough for a beginner to fly with lots of room to grow. Highly recommended.


Students for the Exploration and Development of Space
SEDS is for anyone interested in space!
We have regular meetings every other Tuesday at 6pm. Come stop by! More information on our Facebook.
We have three primary missions:
1. Conduct outreach events that raise awareness of the importance and value of space in our everyday lives and promote students of all ages to pursue careers in the space industry.
2. Develop members technical experience through work on technical projects such as the Purdue Hybrid rocket project and USLI.
3. Partake in social activities such as movie nights and rocket launch BBQs as often as possible to promote interaction and communication among members.
We welcome all majors and ages! No previous experience or knowledge required: just an interest in promoting space while having fun.
Purdue SEDS organizes a number of technical projects geared for students of all experience levels. The projects webpage can be found here. ← Check it out!
The Slow Mo Guys came to Purdue's campus in the Fall of 2016, and some of our SEDS members had the opportunity to launch rockets with them on the morning of October 18th. We built the rockets and prepared the launch area, and let the Slow Mo Guys do their thing. The motors featured in the video are Aerotech G74 Metalstorms, special motors that produce those brilliant white sparks in the exhaust plume. Huge thanks to Chris Nilsen (Technical Director), Mason Hazzard, Kyle Nicholson (then Purdue SEDS President), and Jason Ivanovic for taking care of the rockets. Our own Matt Bolliger (then Purdue SEDS Secretary) captured the second launch from Gavin's Phatom Flex4k, following the rocket up as it lifted off of the launch pad at around 100 mph. Watch the full video on YouTube at: youtube.com/watch?v=myinpF0Nl30 and get behind the scenes at: youtube.com/watch?v=XbwUAV2SkBM
Purdue's campus chapter of Students For the Exploration and Development of Space joins the Purdue community in mourning the loss of Gene Cernan. To many of us, he was one of our greatest heros. Gene was known for hating the fact that he was the 'last' man to walk on the moon. It was his greatest wish that we would return before he past away, and he often shared this when testifying to Congress on behalf of growing America's space program. While it was our goal to get humans back to the moon before Gene departed from this Earth, we are more determined than ever to ensure that his legacy lives on through us and our careers. And in doing so, we must seek to emulate all that Gene was to the nation at-large and the Boilermaker community, exhibiting the courage, determination, humility, and passion needed for pursuing a fulfilling future in space exploration.


Flights to Cuba & Domestic flights in Cuba
|Air tickets from Aireuropa, Air Jamaica, Aeromexico and Cubana de Aviación.|
We at Cubanjourneys.com have contracted services with local Air Lines whose flights match different points within the Caribbean . After you have decided the places you want to visit and where to stay, you can study the air itineraries in the table bellow and book you air tickets according the schedule you have designed for your self. We so far operate with Mexicana air line, Air Jamaica and Cubana air line, but soon new routes and transporters will be incorporated as we plan to add new destinations.
See Flights Schedule:
|Flights to Cuba from Europe >>|
|Caribbean connecting flights >>|
|Domestic flights in Cuba >>|
Additionally, we have connections with Aerotaxi, an air company operating small planes used to fly non conventional routes and executive flights.
The flights schedule you will find bellow is steady enough to allow you planning your vacation trip, but we up date it regularly so you can visit us to check for any possible change.
Once you make up your mind, just reserve your air ticket to be included in your package. If you are only interested in flying from one destination to the others, we will serve you as well with the same responsibility, just book your flight with us.
Get your air reservations with time in advance! The air tickets are situated in the connecting points, airports and cities from where to fly to Cuba ! The representatives of our partner air lines will assist you there to take your connecting flights in time.


On 28 December 2015, the United Arab Emirates (UAE) and the People's Republic of China signed a Memorandum of Understanding (MoU) on space cooperation. The agreement aims to provide a cooperative framework for data exchange, joint studies, and peaceful exploration of outer space.
The text of the MoU is not yet publicly available. However, a Press Release by the UAE Space Agency specifies that under the agreement the UAE Space Agency and the China National Space Administration will cooperate in exchanging information, studies and scientific data in the field of space exploration and peaceful exploitation. The agreement also includes cooperation on the launch and control of ground satellite systems as well as in the research and development of satellites for scientific, remote sensing, and communications purposes.
According to the Press Release, the MoU also stipulates that the Parties agree to form a Joint Committee for cooperation in the field of space science. The Committee will meet biennially, or as required, and will have the authority to form temporary working groups or steering groups for certain programmes. In addition, the MoU grants the relevant institutions working on space matters in both countries to sign further cooperation agreements.
Space cooperation agreements have become increasingly prevalent in recent years, reflecting increased international cooperation in peaceful space exploration and development programmes. This in line with the principles set out in the widely ratified Treaty on Principles Governing the Activities of States in the Exploration and Use of Outer Space, Including the Moon and Other Celestial Bodies (Outer Space Treaty; EIF on 10 October 1967), which aims to promote 'broad international co-operation in the scientific as well as the legal aspects of the exploration and use of outer space for peaceful purposes' (preamble).
The Outer Space Treaty affirms that there shall be freedom of scientific space investigation and provides that 'States shall facilitate and encourage international co-operation in such investigation' (Article I). Moreover, in the exploration and use of outer space, including the moon and other celestial bodies, 'States Parties to the Treaty shall be guided by the principle of co-operation and mutual assistance' (Article IX). While the Treaty sets out further principles, rules and standards, the specifics of the cooperation between the Parties remain a matter of ongoing development, as this latest cooperation agreement again exemplifies.


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- Quebec: Waterloo QC, Pointe-des-Cascades QC, Macamic QC, Lachute QC, Dollard-des-Ormeaux QC, QC Canada, H2Y 4W2
- New Brunswick: St. George NB, Riverview NB, Le Goulet NB, NB Canada, E3B 9H9
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News Tip: As Mars Landing Proves, Unmanned Missions Can Inspire
Editor's Note: Duke provides an on-campus satellite uplink facility for live or pre-recorded television interviews. We are also equipped with ISDN connectivity for radio interviews. Broadcast reporters should contact Scott Wells at (919) 660-1741 or James Todd (919) 681-8061 to arrange an interview.
The successful landing on Mars of NASA's Curiosity vehicle illustrates why unmanned missions should be the future of space exploration, says a former NASA historian and Duke professor.
Emeritus professor of history at Duke University and former NASA historian email@example.com
"The landing demonstrates that NASA does not need astronauts to capture the public's attention and imagination.
"This is the kind of achievement that can truly inspire young people to dream of careers in science and technology.
"And it gives the public far greater return on its investment in space than the Space Station has ever done."
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The Soviet Exploration of Venus
From the beginning of the space age, Soviet rocket designs were able to launch substantially larger payloads into space. United States rockets, by comparison, were limited in their lift capabilities.
While the exploration of Mars was well accomplished by the Americans using lightweight spacecraft, the extreme temperatures and pressures discovered on Venus required heavy-duty construction not unlike that seen in deep sea submersibles. At this, the Soviets excelled.
While the United States focused its exploration on the Moon and Mars, they explored Venus.
What it meant for the Space Race
In a sense, this initial success with heavy payloads led to later Soviet failure. Because they were less concerned with the weight of their payloads, they had less incentive to miniaturize components, develop lightweight materials, and to design automated control systems which would remove levers, gears, and heavy flight control apparatus. The United States, in contrast, kept a worried count of pounds and ounces. This lead US technology down a different path of development (microcomputers, plastics and new metal alloys, and fly by wire systems).
When it came time for the race to the moon, the Soviets were primed for failure. Their N-1 rocket, while theoretically capable of lifting the required payload, failed to operate as designed. Engineers were unable to overcome the crushing complexity of its enourmous design (over thirty rocket engines combined at the base to produce thrust).
The Saturn V rocket produced the needed 3,750 tons of thrust to send its American craft to the Moon. By comparison, the Soviet N-1 rocket was designed to provide 7,500 tons of thrust. They needed this unbelievably massive rocket because their payload was 18.5 metric tons heavier (about 25%) than the American version.


This week we have been investigating and discussing flight. As part of this we examined how helicopters fly and designed our own. Through observation and use of maths, we saw how different factors affected the flight time of our helicopters. We discovered that longer blades led to increased flight time and we could change the direction of the rotation by reversing the helicopter blades. We also saw that adding weight to the tail of our helicopters increased rotation speed but decreased our flight time.Here are some pictures of our science in action!


Adam Steltzner is a NASA engineer who works for the Jet Propulsion Laboratory. He was the phase lead and development manager for the landing systems that got NASA's Curiosity Rover to Mars. From: GENIUS IN AMERICA http://bit.ly/1xuTCyK
NASA's Curiosity rover is a 1-ton robot that made an unprecedented Mars landing on Aug. 5, 2012. See how the risky maneuver kept rover team members in suspense for 7 fateful minutes. VIDEO SHOW: Curiosity - The SUV of Mars Rovers: http://goo.gl/LB5YzQ
Adam Steltzner, the rock musician turned rocket scientist who led the landing team for the Curiosity rover, talks with the New Yorker staff writer Burkhard Bilger about the search for life on Mars.