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On this episode we find out the adventures that happen flying high altitudes and what is needed to fly in those conditions as we talk with Miguel, one of the pilots from Perlan and get a update on the events in Argentina this summer. Later we learn about some OLC events that is a bit different then flying your usual contest with our friend Bruno Vassel. And on this episode we hear from some of you that have checked in with us listening from all over the globe. All this now on Soaring The Sky !

What are some things to consider when flying at high altitude?

Photographed on 10/16/2003.

ER-2 tail number 809, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Photographed on 10/16/2003.

Photographed on 10/16/2003.

This presentation describes the development of a long range telemetry system for small UAS and a viable path to flight on Mars.

fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion. A quarter-scale model of the future Centurion solar-powered high-altitude research aircraft settles in for landing after a March 1997 test flight at El Mirage Dry Lake, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative

ER-2 tail number 706, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Flight summaries are presented for 11 Skyhook balloons. One flight gave inaccurate pressure-height data as checked with a theodolite. In another, a tear occurred in launching, and equipment was lost. The remaining 9 flights were all successful.

Flight summaries are presented for 11 Skyhook balloons. One flight gave inaccurate pressure-height data as checked with a theodolite. In another, a tear occurred in launching, and equipment was lost. The remaining 9 flights were all successful.

Depois de uma vitória sobre o Atlanta Falcons com Taysom Hill como quarterback titular, o torcedor do Saints não sabe mais o que esperar do time. E embalados pela vitória, Jéssica Laíse, Ivan Martins e Higor Laet, recebem a Ana Luíza Figueiredo do Mile High Brasil para para uma análise pré jogo e contarem suas expectativas para o encontro. Nossas redes sociais: Twitter  |  Facebook  |  Instagram

Presenter: Fred Kemmerer, AB1OC Fred will present on the creation and delivery of a STEM (Science, Technology, Engineering and Mathematics) curriculum that uses the construction, launch, tracking and recovery of a high-altitude balloon carrying a 2-meter APRS system and atmospheric experiments.

An airfoil was designed using the 'inverse design' method. The airfoil was tailored to meet the requirements of high altitude, long endurance missions. The cruise Mach number was 0.65 so compressibility effects were included. In the procedure used, a basic airfoil was generated to meet the thickness and moment requirements. It was then refined to ensure desired behaviour of the boundary layer at the operating angles of attack. Computer codes designed by Richard Eppler were used for this study. The airfoil was anlayzed by using a viscous effects analysis program designed by Shang et al and a comparison was made with results obtained through Eppler's code.

The Department of Defense (DoD) has an urgent need to both understand and predict the effects of high-altitude (z> 10 km) turbulence (HAT) on systems that operate at or propagate through those attitudes. Examples of systems affected by HAT include surveillance aircraft such as the U-2 and the unmanned Global Hawk, developing weapons systems such as the Airborne Laser (ABL), and developing communication systems such as the Transformational Communication Satellites (TSAT). The surveillance aircraft are primarily affected by mechanical turbulence, which is the fluctuation of wind velocity and is usually caused by velocity gradients, flow over terrain, or convection. High frequency gravity waves can affect the aircraft the same way and are caused by the same forcing mechanisms as actual mechanical turbulence and are considered as part of the HAT forecast problem. The effects of mechanical turbulence include upsetting the autopilot, degrading the quality of the surveillance observations, and in the worse case jeopardizing the aircraft itself. Laser-based systems such as the ABL and TSAT are affected by optical turbulence, which is the fluctuation of the index of refraction and is caused by mechanical turbulence in the presence of temperature gradients. For directed-energy weapon systems such as the ABL, optical turbulence causes the laser to wander, spread, and scintillate which will degrade its power, result in increased dwell time to destroy a target, and decrease the effective range. For laser-based communication systems such as TSAT, optical turbulence can result in significant data dropouts.

This report results from a contract tasking IZMIRAN as follows: The contractor will investigate high-energy solar neutrons which are produced at solar flare sites. He will improve the registration system of the Alma-Ata neutron monitor and develop methods of reliable selection of the solar neutron events, as well as methods to study high energy solar proton events and calculate their spectra. He will supplement the GLE database existing at the Space Vehicles Directorate of AFRL with the GLE data files from Russian and Kazakh stations.

A series of experiments was performed in Engine Test Facility Propulsion Development Test Cell (J-1) to show that holography could be used to determine the water droplet information necessary to simulate the desired conditions in an operational environment. The experiments demonstrated the feasibility of applying holography to the visualization of small water droplet flow fields in a testing environment for droplet sizes down to approximately 15 microns.

The purpose of the High-Altitude Aircraft Wake Dynamics Study has been to investigate the chemically reacting wake of an aircraft flying at subsonic and supersonic velocity in the upper troposphere and stratosphere. This is of interest because of the effects these exhaust gases could have upon the chemical balance in the stratosphere. In the study, the chemical and fluid mechanical behaviors of important emission species were traced from the time the species exited the engine exhaust nozzle to the time aircraft-induced perturbations to the atmospheric environment were no longer important. The important features of chemically reacting aircraft wakes have been identified. The aircraft wake is modeled in terms of the jet regime (wake age approximately 10 sec) vortex regime (approximately 100 sec) and the wake dispersion regime (approximately 100 sec). The important thermochemical reactions were found to take place in the jet regime.

A calculation of the flow field in the vicinity of a liquid-fueled rocket travelling through the ionosphere is described. A finite difference program is used to obtain both inviscid and viscous approximations to the exhaust and air flow field. The subsonic nose region is treated by an approximate procedure. Viscous effects are included in the so-called merged layer regime. Numerical calculations of the neutral flow field in the viscous layer approximation are presented for the flow at 180 km. The influence of the geomagnetic field on the motion of the ions is significant at altitudes above about 150 km. Simplified geometries are used to study the ion motion. At low altitudes (below about 150 km) the ions move with the neutrals. At high altitudes (above 250 km) the ions are more or less constrained by the geomagnetic field to a one-dimensional motion along the field lines except in a region relatively close to the missile where the density is sufficiently high to sweep the ions across the field lines. The mechanisms describing the motion of the ions across the field lines are examined in various limiting cases.

A model for the generation of magnetohydrodynamic waves by high- altitude nuclear bursts is presented which approximates the physical conditions present immediately following the detonation of a nuclear device. This model of the debris expanding into the upper ionosphere-exosphere is taken to be a conducting sphere expanding at a constant velocity into a magnetoplasma, pushing the magnetic field aside and then abruptly stopping. It is found that the system does exhibit hydromagnetic radiation, which is calculated, and that this radiation can in some cases be much less than the hydromagnetic yield of the device. For a given device, the radiation depends strongly on the local value of the Alfven speed at the burst altitude.

Theoretical calculations of the seasonal and diurnal variations of atomic nitrogen are compared to measurements made by the open source neutral mass spectrometer on the AE-C satellite. Using as input the simultaneous measurements of molecular nitrogen and atomic oxygen densities, the calculations of odd nitrogen densities made with the NRL ionosphere model predict the same trends in atomic nitrogen as those observed. Estimates are given of the sensitivity of atomic nitrogen densities to variations in the photoelectron flux, the neutral temperatures, and the neutral winds. We find that within the range of uncertainties in these quantities, the magnitude of the calculated and observed atomic nitrogen densities are in good agreement. (Author)

This project is aimed at two closely related problems concerning man's adaptation to high altitude hypoxia: (1) The mechanisms which regulate the ionic composition of brain intra- and extra-cellular fluid ICF/ECF in long- term hypoxia, and (2) The role these regulatory factors play in mediating ventilatory acclimatization to hypoxia. In studies of brain ECF in hypoxia the writer has determined the regulation of CSF HCO3(-) movement between plasma and CSF, described the effects of hypoxia on brain P sub CO2 gradients, described the ventilatory response of the awake rat to steady-state ventricular-cisternal perfusion of various (H+), and--in man--has shown that the time-course of ventilatory 'de-acclimatization' from chronic hypoxia is not explained by changes in CSF (H+). Secondly, he has developed techniques for the study of brain intra-cellular pH and cerebral metabolism in dogs. Thirdly, he is well underway in his studies of brain neurotransmitters in hypoxia. That is, assays have been developed, control data has been obtained in many rats, the time- course of ventilatory acclimatization to chronic hypoxia in the awake rat has been described and he has completed initial studies of the affect of specific neurotransmitter blockade on the control of breathing in the awake animal.

The performance of a class of remotely piloted, microwave powered, high altitude airplane platforms is studied. The first part of each cycle of the flight profile consists of climb while the vehicle is tracked and powered by a microwave beam; this is followed by gliding flight back to a minimum altitude above a microwave station and initiation of another cycle. Parametric variations were used to define the effects of changes in the characteristics of the airplane aerodynamics, the energy transmission systems, the propulsion system, and winds. Results show that wind effects limit the reduction of wing loading and the increase of lift coefficient, two effective ways to obtain longer range and endurance for each flight cycle. Calculated climb performance showed strong sensitivity to some power and propulsion parameters. A simplified method of computing gliding endurance was developed.

High Altitude Balloon Footage

Automatic techniques that allow the extraction of physically significant parameters from auroral images were developed. This allows the processing of a much larger number of images than is currently possible with manual techniques. Our techniques were applied to diverse auroral image datasets. These results were made available to geophysicists at NASA and at universities in the form of a software system that performs the analysis. After some feedback from users, an upgraded system was transferred to NASA and to two universities. The feasibility of user-trained search and retrieval of large amounts of data using our automatically derived parameter indices was demonstrated. Techniques based on classification and regression trees (CART) were developed and applied to broaden the types of images to which the automated search and retrieval may be applied. Our techniques were tested with DE-1 auroral images.

High altitude smoke-plumes from large, explosive fires were discovered in the late 1990sThey can now be observed with unprecedented detail from space-borne instruments with high vertical resolution in the UTLS such as CALIOP, MLS and ACE. These events inject large quantities of pollutants into a relatively clean and dry environment They serve as unique natural experiments with which to understand, using chemical transport and composition-climate models, the chemical and radiative impacts of long-lived biomass burning emissions. We are currently studying the Black Saturday bushfires in Australia during February 2009

'HIGH ALTITUDE SPORTS TRAINING CENTRE (10-Dec-2008)' from the Parliament Digital Library

'HIGH ALTITUDE SPORTS TRAINING CENTRE (10-Dec-2008)' from the Parliament Digital Library

Fred Kemmerer, AB1OC, talks about Ham Radio and High Altitude Ballooning at the Bella Vista Radio Club meeting on October 3, 2019.

An analytical study has been conducted to evaluate the potential endurance of remotely piloted, low speed, high altitude, long endurance airplanes designed with 1990 technology. The baseline configuration was a propeller driven, sailplane like airplane powered by turbine engines that used JP-7, liquid methane, or liquid hydrogen as fuel. Endurance was measured as the time spent between 60,000 feet and an engine limited maximum altitude of 70,000 feet. Performance was calculated for a baseline vehicle and for configurations derived by varying aerodynamic, structural or propulsion parameters. Endurance is maximized by reducing wing loading and engine size. The level of maximum endurance for a given wing loading is virtually the same for all three fuels. Constraints due to winds aloft and propulsion system scaling produce maximum endurance values of 71 hours for JP-7 fuel, 70 hours for liquid methane, and 65 hours for liquid hydrogen. Endurance is shown to be strongly effected by structural weight fraction, specific fuel consumption, and fuel load. Listings of the computer program used in this study and sample cases are included in the report.

An analytical study has been conducted to evaluate the potential endurance of remotely piloted, low speed, high altitude, long endurance airplanes designed with 1990 technology. The baseline configuration was a propeller driven, sailplane like airplane powered by turbine engines that used JP-7, liquid methane, or liquid hydrogen as fuel. Endurance was measured as the time spent between 60,000 feet and an engine limited maximum altitude of 70,000 feet. Performance was calculated for a baseline vehicle and for configurations derived by varying aerodynamic, structural or propulsion parameters. Endurance is maximized by reducing wing loading and engine size. The level of maximum endurance for a given wing loading is virtually the same for all three fuels. Constraints due to winds aloft and propulsion system scaling produce maximum endurance values of 71 hours for JP-7 fuel, 70 hours for liquid methane, and 65 hours for liquid hydrogen. Endurance is shown to be strongly effected by structural weight fraction, specific fuel consumption, and fuel load. Listings of the computer program used in this study and sample cases are included in the report.

Reduction of convective beat transfer with altitude dictates unusually large beat exchangers for piston- engined high-altitude aircraft The relatively large aircraft drag fraction associated with cooling at high altitudes makes the efficient design of the entire heat exchanger installation an essential part of the aircraft's aerodynamic design. The parameters that directly influence cooling drag are developed in the context of high-altitude flight Candidate wing airfoils that incorporate heat exchangers are examined. Such integrated wing-airfoil/heat-exchanger installations appear to be attractive alternatives to isolated heat.exchanger installations. Examples are drawn from integrated installations on existing or planned high-altitude aircraft.

At the equator, the ozone layer ranges from 65,000 to 130,000+ feet. This is beyond the capabilities of the ER-2, which is NASA's current high altitude reconnaissance aircraft. The Universities Space Research Association, in cooperation with NASA, is sponsoring an undergraduate program which is geared to designing an aircraft that can study the ozoned layer at the equator. This aircraft must be able to satisfy four mission profiles. Mission one is a polar mission which ranges from Chile to the South Pole and back to Chile, a total range of 6000 n. mi. at 100,000 feet with a 2500 lb. payload. The second mission is also a polar mission with a decreased altitude of 70,000 feet and an increased payload of 4000 lb. For the third mission, the aircraft will take-off at NASA Ames, cruise at 100,000 feet carrying a 2500 lb. payload, and land in Puerto Montt, Chile. The final mission requires the aircraft to take-off at NASA Ames, cruise at 100,000 feet with a 1000 lb. payload, make an excursion to 120,000 feet, and land at Howard AFB, Panama. All three missions require that a subsonic Mach number be maintained due to constraints imposed by the air sampling equipment. The aircraft need not be manned for all four missions. Three aircraft configurations were determined to be the most suitable for meeting the above requirements. The performance of each configuration is analyzed to investigate the feasibility of the project requirements. In the event that a requirement can not be obtained within the given constraints, recommendations for proposal modifications are given.

An investigation was conducted in the Cleveland altitude wind tunnel to determine the performance of a Curtiss propeller with four 838-lC2-lSRl blades on a YP-47M airplane at high blade loadings and engine powers. The study was made for a range of power coefficients between 0.30 and 1.00 at free-stream Mach numbers of 0.40 and 0.50. The results of the force measurements indicate primarily the trend of propeller efficiency for changes in power coefficient or advance-diameter ratio, inasmuch as corrections for the effects of tunnel-wall constriction on the installation have not been applied. Slip-stream pressure surveys across the propeller disk are presented to illustrate blade thrust load distribution for several operating conditions. At a free-stream Mach number of 0.40, nearly constant peak efficiencies were obtained at power coefficients from 0.30 to 0.70. A change in power coefficient from 0.70 to 0.90 reduced the peak efficiency about 5 percent. Blade stall at the tip sections became evident for a power coefficient of 0.91 when the advance-diameter ratio was reduced to 1.87. At a free-stream Mach number of 0.50, the highest propeller efficiencies were obtained for power coefficients from 0.80 to 1.00 at advance-diameter ratios above 2.90. At advance-diameter ratios below 2.90, the highest efficiencies were obtained for power coefficients of 0.60 and 0.70. The envelope of the efficiency curves decreased about 12 percent between advance-diameter ratios of 2.60 and 4.20. Local compressibility effects became evident for a power coefficient of 0.40 when the advance-diameter ratio was decreased to 1.75.

The objective of this study was to develop a variety of High Altitude Long Endurance (HALE) Unmanned Aerial Vehicle (UAV) conceptual designs for two operationally useful missions (hurricane science and communications relay) and compare their performance and cost characteristics. Sixteen potential HALE UAV configurations were initially developed, including heavier-than-air (HTA) and lighter-than-air (LTA) concepts with both consumable fuel and solar regenerative (SR) propulsion systems. Through an Analysis of Alternatives (AoA) down select process, the two leading consumable fuel configurations (one each from the HTA and LTA alternatives) and an HTA SR configuration were selected for further analysis. Cost effectiveness analysis of the consumable fuel configurations revealed that simply maximizing vehicle endurance can lead to a sub-optimum system solution. An LTA concept with a hybrid propulsion system (solar arrays and a hydrogen-air proton exchange membrane fuel cell) was found to have the best mission performance; however, an HTA diesel-fueled wing-body-tail configuration emerged as the preferred consumable fuel concept because of the large size and technical risk of the LTA concept. The baseline missions could not be performed by even the best HTA SR concept. Mission and SR technology trade studies were conducted to enhance understanding of the potential capabilities of such a vehicle. With near-term technology SR-powered HTA vehicles are limited to operation in favorable solar conditions, such as the long days and short nights of summer at higher latitudes. Energy storage system specific energy and solar cell efficiency were found to be the key technology areas for enhancing HTA SR performance.

The NASA High-Altitude Imaging Wind and Rain Airborne Profiler (HIWRAP) is a solid-state transmitter-based, dual-frequency (Ka- and Ku-band), dual-beam (30 degree and 40 degree incidence angle), conical scan Doppler radar system, designed for operation on the NASA high-altitude (20 km) aircrafts, such as the Global Hawk Unmanned Aerial System (UAS). Supported by the NASA Instrument Incubator Program (IIP), HIWRAP was developed to provide high spatial and temporal resolution 3D wind and reflectivity data for the research of tropical cyclone and severe storms. With the simultaneous measurements at both Ku- and Ka-band two different incidence angles, HIWRAP is capable of imaging Doppler winds and volume backscattering from clouds and precipitation associated with tropical storms. In addition, HIWRAP is able to obtain ocean surface backscatter measurements for surface wind retrieval using an approach similar to QuikScat. There are three key technology advances for HIWRAP. Firstly, a compact dual-frequency, dual-beam conical scan antenna system was designed to fit the tight size and weight constraints of the aircraft platform. Secondly, The use of solid state transmitters along with a novel transmit waveform and pulse compression scheme has resulted in a system with improved performance to size, weight, and power ratios compared to typical tube based Doppler radars currently in use for clouds and precipitation measurements. Tube based radars require high voltage power supply and pressurization of the transmitter and radar front end that complicates system design and implementation. Solid state technology also significantly improves system reliability. Finally, HIWRAP technology advances also include the development of a high-speed digital receiver and processor to handle the complex receiving pulse sequences and high data rates resulting from multi receiver channels and conical scanning. This paper describes HIWRAP technology development for dual-frequency operation at high-altitudes using low peak power transmitters and pulse compression. The hardware will be described along with the methods and concepts for the system design. Finally, we will present recent preliminary results from flights on the NASA Global Hawk in support of the NASA Genesis and Rapid Intensification Processes (GRIP) field campaign, and on the NASA ER-2 as fixed nadir pointing mode for the NASA Global Precipitation Measurement (GPM) ground validation (GV) mission - Midlatitude Continental Convective Cloud Experiment (MC3E)

High altitude oblique view of the lunar surface was taken from the Apollo 8 spacecraft looking northeastward. The crater Joliet-Curie, about 175 kilometers in diameter and centered near 94 degrees east longitude and 27 degrees north latitude, is near the center of the left side of this photograph. The bright-rayed crater near the horizon is probably located near 105 degrees east longitude and 45 degrees north latitude. Long, narrow rays that have been reported in the polar region of the earth-facing hemisphere may radiate from this crater.

Forest inventory, forest stress, and standardization and calibration studies are presented. These include microscale photointerpretation of forest and nonforest land classes, multiseasonal film densities for automated forest and nonforest land classification, trend and spread of bark beetle infestations from 1968 through 1971, aerial photography for determining optimum levels of stand density to reduce such infestations, use of airborne spectrometers and multispectral scanners for previsual detection of Ponderosa pine trees under stress from insects and diseases, establishment of an earth resources technology satellite test site in the Black Hills and the identification of natural resolution targets, detection of root disease impact on forest stands by sequential orbital and suborbital multispectral photography, and calibration of color aerial photography.

High altitude flight test of reefed 12.2-meter-diameter disk-gap-band parachute with deployment at 2.58 Mach number

Photographic scales providing resource data for decision making processes of land use and a legend system for barren lands, water resources, natural vegetation, agricultural, urban, and industrial lands in hierarchical framework are applied to various remote sensing techniques. Two natural vegetation resource and land use maps for a major portion of Maricopa County, Arizona are also produced.

The author has identified the following significant results. Level 2 land use maps produced at three scales (1:24,000, 1:100,000, and 1:250,000) from high altitude photography were compared with each other and with point data obtained in the field. The same procedures were employed to determine the accuracy of the Level 1 land use maps produced at 1:250,000 from high altitude photography and color composite ERTS imagery. Accuracy of the Level 2 maps was 84.9 percent at 1:24,000, 77.4 percent at 1:100,000 and 73.0 percent at 1:250,000. Accuracy of the Level 1 1:250,000 maps was 76.5 percent for aerial photographs and 69.5 percent for ERTS imagery. The cost of Level 2 land use mapping at 1:24,000 was found to be high ($11.93 per sq km). The cost of mapping at 1:100,000 ($1.75) was about two times as expensive as mapping at 1:250,000 ($.88), and the accuracy increased by only 4.4 percent.

At the equator, the ozone layer ranges from approximately 80,000 to 130,000+ feet which is beyond the capabilities of the ER-2, NASA's current high altitude reconnaissance aircraft. This project is geared to designing an aircraft that can study the ozone layer at the equator. This aircraft must be able to cruise at 130,000 lbs. of payload. In addition, the aircraft must have a minimum of a 6,000 mile range. The low Mach number, payload, and long cruising time are all constraints imposed by the air sampling equipment. A pilot must be able to take control in the event of unforseen difficulties. Three aircraft configurations were determined to be the most suitable for meeting the above requirements, a joined-wing, a bi-plane, and a twin-boom conventional airplane. The techniques used have been deemed reasonable within the limits of 1990 technology. The performance of each configuration is analyzed to investigate the feasibility of the project requirements. In the event that a requirement can not be obtained within the given constraints, recommendations for proposal modifications are given.

This assembly holds 4 Raspberry Pi Zero W and camera pairs in a 4 inch tube for a rocket launch. It holds the camera at a particular offset in the tube to allow 4 simultaneous videos or still sequences during a high altitude launch. It easily survived a 20G launch and returned video. Each Rpi/Camera pair is held securely in a lidded enclosure that ensures that it does not have any "wiggle room". The lid is a press fit and each enclosure snaps into the aft and forward rings that keep the cameras aligned and mounted to a seal ring in the tube. Included is a shorter enclosure that was used elsewhere in the rocket, but can also be used as a stand-alone mount for the Rpi/Camera. Other mounts typically align the camera lens on the opposite side of the enclosure after bending the camera cable over. I chose to keep the cable straight and put the lens on the other side of the assembly (in this case the outside) as it fit the need better. Note that the enclosure ensures that the SD card will not move even under high G loads. I'm happy to supply design files if needed for design modifications for different uses.

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High altitude view of the lunar surface was taken from the Apollo 8 spacecraft looking southward across the crater Humboldt toward the Southern Sea. Humbolt, located at 80 degrees east longitude and 28 degrees south latitude, is the 225 kilometer crater at the top center margin of the picture. Note the high albado along cracks in the floor of the crater. Visible structures within the dark areas on the crater floor suggest the dark material is lava. Dark areas near the lower left corner of the picture are more deposits within the Southern Sea.

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