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Spaceport Business and Financial Management
Published in Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell, An Introduction to the Spaceport Industry, 2020
Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell
Space Florida signed a 30-year property agreement with NASA and became the new operator of the Shuttle Landing Facility (SLF) at KSC in 2015 (Schmidt 2015). Space Florida has since renamed the SLF as the Launch and Landing Facility (LLF). The LLF has a 15,000 foot high friction concrete runway (15/33) with 1,000 foot paved overruns at both ends, an air traffic control tower, on-site Aircraft Rescue and Firefighting (ARFF) Class D fire and emergency response services, and has access to restricted airspace. The FAA issued the launch site operating license in November 2018 in order for Space Florida to fully operate the LLF, which gives CCS the ability to accommodate horizontal launches and landings. LLF covers 500 acres of land and has been adapted to accommodate different types of vehicles. Tenants and customers of LLF include Starfighters, Lockheed Martin, ULA, and various automotive businesses. According to Space Florida, the LLF is “ideal for horizontal flights, suborbital flight training and research, weightless flights, and aviation and aerodynamic flight testing” (https://www.spaceflorida.gov/facilities/llf/). Space Florida’s LLF area development plan includes multiple hangars with offices and shops, passenger processing/training and operations facility, assembly, processing and manufacturing facility, and propellant and fueling facilities.
Dispatch and flight following
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
Flight planning ETOPS routes requires additional oversight from the Flight Dispatcher. The route selected must fall into the airline’s approved ETOPS operation time limits (i.e. sixty, seventy-five, 120, 138, 180 minutes). The portion of the route that is beyond sixty minutes of flying time at the approved single-engine inoperative cruise speed from the nearest adequate airport is the ETOPS portion of flight. Under the ETOPS portion of flight, the route must be within the approved ETOPS operational diversion time limit at the approved single-engine inoperative speed from the nearest adequate airport or ETOPS alternate airport. The ETOPS alternate airport must have appropriate and available airport facilities, Approach Navigation Aids, Aircraft Rescue and Firefighting (ARFF) services and appropriate weather conditions to allow for a safe approach and landing with a single-engine and/or systems inoperative. For example, a flight that is operating under 120 minutes ETOPS means the ETOPS portion of flight is always within 120 minutes diversion time to an ETOPS alternate airport. The approved single-engine diversion time creates a 120-minute operating radius around the ETOPS alternate airport. The increase in ETOPS time results in a bigger operating radius around the selected ETOPS alternate airport.
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Published in Michael L. Madigan, HAZMAT Guide for First Responders, 2017
There are three basic types of these aluminized suits:Approach suit used for work in the general area of high temperatures such as steel mills and smelting facilities. (Ambient heat protection up to ~200°F (93°C.)Proximity suit used for aircraft rescue and firefighting and, in more heavily insulated versions, for kiln work requiring entry into the heated kiln. (Kiln suit ambient protection ~2,000°F [1,093°C] and proximity ambient protection ~500°F [260°C].)Entry suit used for entry into extreme heat and situations requiring protection from total flame engulfment. Most commonly made of Zetex or Vermiculite and not aluminized. (Entry suit ambient protection ~2,000°F [1,093°C] for short duration and prolonged radiant heat up to 1,500°F [816°C].)
Developing an anisotropic material for Engineered Material Arresting System (EMAS) usage
Published in International Journal of Pavement Engineering, 2021
Elvis A. Castillo-Camarena, Ernie Heymsfield
The FAA requires EMAS materials to be consistent in strength, durability, and sufficiently strong to enable aircraft control during an overrun event (FAA 2012). Aircraft rescue and firefighting (ARFF) equipment and maintenance vehicles must be able to travel on the EMAS bed without generating significant material deformation. An EMAS consists of a crushable material bed located at the end of a runway within the runway safety area. The EMAS is positioned on top of the runway pavement surface. An aircraft enters an EMAS during an overrun event when it is unable to completely stop within the setback length from the runway threshold. An EMAS is a passive system, no external supply energy is required to operate the EMAS system. As the aircraft moves through the EMAS, an interface develops between the penetrating aircraft tires and the uncrushed EMAS material. Vertical material force at the EMAS-tire interface supports the aircraft weight, and the horizontal material force, drag force, at the EMAS-tire interface decelerates the aircraft. The FAA specifies EMAS design and installation requirements in Advisory Circular (AC) 150/5220-22B (FAA 2012). AC 150/5220-22B defines an EMAS as ‘high energy absorbing materials of selected strength, which will reliably and predictably deform under the weight of an aircraft’. The EMAS design life is assumed to be 20 years.