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MolaKule

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quote:

Trial in '85 Jet Blast Nears End in Canada
New York Times 11/03/04
author: Clifford Krauss
c. 2004 New York Times Company


VANCOUVER, British Columbia, Nov. 2 - Nearly 20 years after an Air India Boeing 747 from Canada exploded in the air and plunged into waters off the Irish coast killing all 329 people on board, the trial to finally resolve what happened entered its climactic phase this week.

More than 100 witnesses have testified during nearly two years of proceedings in the most serious terrorism trial in Canadian history. A special high-security courtroom was built for the case, at a cost of $6 million, complete with a prisoner dock encased in bulletproof glass. Aging relatives of the victims came from as far away as Sri Lanka to watch from the court gallery.

But as prosecutors opened their final arguments on Monday to convict two Canadian Sikh activists accused of plotting the bombing, the outcome of the trial is far from settled because of years of bungled police work and the unexplained killings of an important witness and suspect.

In addition, important witnesses offered vague and contradictory recollections, and crucial evidence is circumstantial. Both defendants - Ripudaman Singh Malik, 57, a millionaire real estate entrepreneur, and Ajaib Singh Bagri, 56, a sawmill worker and Sikh preacher - pleaded not guilty to charges of first-degree murder and conspiracy in the bombing of the jet, Air India Flight 182 en route from Toronto and Montreal to Bombay, now known as Mumbai, on June 23, 1985.

The two are also charged with conspiring in an explosion that killed two baggage handlers at Narita Airport outside Tokyo 54 minutes before Flight 182 went down. Prosecutors said both bombs had been placed on Air India aircraft in Vancouver.

"This was a murder plot in which two planes were to explode simultaneously," Robert H. Wright, the chief prosecutor, said as he began to sum up his case. "It is difficult to comprehend how this would happen. Who would do something so terrible?"

Answering his own question, Mr. Wright told the court that only "political and religious zealotry" could motivate such a crime.

Prosecutors say Mr. Malik, who has worn a white tunic at the trial, recruited members of the plot and gave $3,000 to a friend to pick up tickets for the flight with the ultimate intention of planting the bomb on Flight 182. Mr. Bagri, who wears a dark turban, is accused of taking luggage with the explosives to the Vancouver airport.

Neither Mr. Malik nor Mr. Bagri chose to testify.

Prosecutors have alleged that Mr. Malik and Mr. Bagri were motivated to revenge the 1984 Indian Army storming of the Golden Temple of Amritsar after the holy shrine was taken over by militant Sikhs. That attack sparked a cascade of violence and revenge killings that included the assassination of Prime Minister Indira Gandhi.

With no physical evidence or firsthand testimony linking the accused to the bombing, the outcome of the trial is in doubt. The prosecution wraps up its case in the next few weeks, and Justice Ian Bruce Josephson is expected to reach a decision early next year.

The prosecution has shown a video of Mr. Bagri giving an incendiary speech at a Sikh rally in New York in July 1984 in which he said, "We will not take rest until we kill 50,000 Hindus."

But most of the prosecution's case is based on supposed confessions Mr. Malik and Mr. Bagri gave to several associates, ones that they deny making.

The government has highlighted statements made by a Canadian Security Intelligence Service agent that a friend of Mr. Bagri said he had visited her the night before the bombing to ask to borrow her car to drop off some bags at the airport. By court order, the woman, like other crucial witnesses, cannot be identified.

The agent testified that the woman had said that Mr. Bagri implied that wrongdoing would be done, but during the trial she said she did not remember making such statements.

Justice Josephson ruled that the woman's prior testimony should be admitted as evidence after the prosecution argued that witnesses were coming under pressure from Sikh activists.

The crucial prosecution witness against Mr. Malik is a former employee at a religious school that Mr. Malik directed. She testified that he told her in 1996 and 1997, while they were involved in a strong personal, but platonic, relationship that he helped organize the conspiracy and detailed his role in arranging for the purchase and pickup of airline tickets that were used to check in the baggage with the explosives.

The witness said she had distanced herself from him after the admissions, after which she was subjected to threats.

She was eventually fired.

Mr. Malik's lawyer questioned her credibility as a dissatisfied employee.

The prosecution has also been hampered by the fact that the suspected ringleader of the plot, a former Canadian resident, Talwinder Singh Parmar, was killed by the Indian authorities when they caught him clandestinely crossing from Pakistan in 1992.

Tara Singh Hayer, the publisher of a Sikh newspaper in Vancouver, told the police in 1995 that he had overheard Mr. Bagri admit to his role in the attacks.

But three years later, Mr. Hayer was gunned down outside his home in a Vancouver suburb.



[ November 03, 2004, 06:18 PM: Message edited by: MolaKule ]
 
quote:

Russia Test-launches Land-, Sea-based Ballistic Missiles
Associated Press Newswires 11/02/04
Copyright 2004. The Associated Press. All Rights Reserved.


MOSCOW (AP)--The Russian military successfully test-fired two ballistic missiles Tuesday, firing one from a nuclear submarine in the Pacific Ocean and another from the northwestern Plesetsk cosmodrome, officials said.

The RS-12M Topol missile fired from the space launching area in Plesetsk hit a designated target on the Kamchatka Peninsula in the Russian Far East, about 6,700 kilometers east of Moscow, Russia's Strategic Missile Forces said in a statement released to the media.

The statement said the launch was part of an effort to test the possible extension of the service life of the Soviet-built ballistic missiles . It said the Topol missile test-fired Tuesday has been on duty since 1985, more than twice as long as its originally designated lifetime.

The post-Soviet funding shortage has left the military struggling to extend the lifetime of Soviet-built ballistic missiles , as the government lacks the funds to commission new weapons.

In another test launch Tuesday, the St. George nuclear submarine launched a ballistic missile from under water in the Sea of Okhotsk in the Far East. The missile hit a set target in northern Russia, the navy said in a statement.

The St. George is a Delta-III-class submarine, which is equipped to carry 16 R-29R nuclear-tipped missiles .

 
quote:

Genesis switch blamed for plunge.
Flight International 10/26/04
author: Tim Furniss

NASA investigators believe the Genesis solar sample-return capsule plunged to Earth on 8 September due to "upside down" engineering drawings at spacecraft manufacturer Lockheed Martin. This resulted in the incorrect assembly and subsequent failure of a gravity switch intended to trigger deployment of the drogue chute after the re-entry capsule decelerated to a predetermined velocity. This prevented deployment of the main parafoil, which was to be snagged by a helicopter in an aerial recovery manoeuvre.

The capsule from the $264 million Genesis mission crashed into the Utah desert at 300km/h (185mph), although NASA believes some of the solar wind samples can be salvaged. NASA's Stardust spacecraft, heading home with comet samples for a re-entry in 2006, has the same type of capsule and parachute deployment system, but Lockheed Martin believes the gravity switch was properly installed on that spacecraft.

Lockheed Martin has been prime contractor on three other spacecraft involved in malfunctions. A polar-orbiting meteorological satellite fell to the floor in the company's Sunnyvale, California factory after bolts to hold the spacecraft on its cradle were removed. NASA's Mars Climate Orbiter was lost in 1999 as it tried to enter Mars orbit 170km (105 miles) too low because of software using imperial rather than metric measurements.

Loss of the Mars Polar Lander shortly after was probably due to "inadequate checks and balances", NASA said, which led to premature shutdown of the landing engines as a result of the shock created by deployment of the landing legs.



 
quote:

SEATTLE, Oct. 21, 2004 -- The Boeing Company [NYSE: BA] today confirmed Primaris Airlines, Inc. has chosen the Boeing 7E7-8 Dreamliner and the 737-800 for the airlines' future fleet development.

The airline announced plans to purchase 20 737-800s and 20 7E7-8s, with options for an additional 25 737-800s and 15 7E7-8s. The firm purchases would be worth approximately $3.8 billion at list prices. Contract negotiations are expected to conclude later this year. Deliveries of the 737-800s will begin in 2007 and the 7E7-8s in 2010.

"Primaris is the first low-cost carrier to select the 7E7 Dreamliner. Its decision validates the 7E7 Dreamliner as a catalyst for new business models," said Mike Bair, Boeing vice president and general manager of the 7E7 program. "The 7E7 will be the airplane of choice for many types of carriers, including network carriers, low-cost carriers, and charter and leisure carriers. It's an incredibly versatile machine."

Primaris joins a growing team of 7E7 launch customers including ANA (All Nippon Airways), a regional and international carrier; Air New Zealand, a long-haul airline; and Europe's Blue Panorama and First Choice, both leisure and scheduled-service carriers. Negotiations continue with additional launch team customers worldwide.

"We welcome Primaris to the team. With the 737s and 7E7s in its fleet, the airline will capitalize on the superior economics, fast turnaround times and low maintenance of Boeing airplanes. Both airplanes fit perfectly into the operational cost structure that is proven with successful low-cost carriers," said Bair.

Primaris is an emerging commercial airline offering distinctive value for business travelers. Primaris plans to equip the Next-Generation 737s with 94 seats in an all business class, while the 7E7s will seat approximately 150 passengers in an all business class. The U.S. domestic carrier intends to build a route structure serving domestic and international business travelers starting in 2005.

The Boeing 7E7 Dreamliner is being designed with airlines, passengers, investors and the environment in mind. The technologically advanced airplane will use 20 percent less fuel than today's airplanes of comparable size, provide customers with up to 45 percent more cargo revenue capacity, and present passengers with innovations including a new interior environment with higher humidity, wider seats and aisles, larger windows, and other conveniences.

Additional 7E7 Information
The 7E7 is a family of airplanes in the 200- to 300-seat class that will carry passengers on routes between 3,500 and 8,500 nautical miles (6,500 to 16,000 kilometers). The 7E7 will allow airlines to offer passengers more of what they want: affordable, comfortable, non-stop, point-to-point travel to more destinations around the world. In addition to bringing big-jet ranges to mid-size airplanes, the 7E7 will fly at Mach 0.85, as fast as today's fastest commercial airplanes, while using much less fuel. Also, for the first time in commercial jet history, the 7E7 family will offer a standard engine interface for the two types of engines to be offered on the airplane, the General Electric GENX (GE Next Generation) or Rolls Royce's Trent 1000, allowing the 7E7 to be fitted with either manufacturer's engines at any point in time. Production of the Dreamliner will begin in 2006. First flight is expected in 2007, with certification, delivery and entry into service in 2008.

Additional 737 Information
The Next-Generation 737 -- a short-to-medium-range airplane -- is the best selling commercial jet family in aviation history. Its durable and efficient design is based on a key Boeing philosophy of delivering added value to airlines with reliability, simplicity and reduced operating and maintenance costs. The 737-800 can seat 162 to 189 passengers. Along with the other models of the Next-Generation 737 family (737-600, 737-700 and 737-900), the 737-800 offers a modern flight deck using the latest large flat-panel-display technology. Known for its reliability, fuel efficiency and economical performance, the 737-800 can fly 260 nautical miles farther, 1,100 feet higher and climb to 35,000 feet 3.2 minutes faster while carrying 12 more passengers than the competing A320.

Forward-Looking Information Is Subject to Risk and Uncertainty
Certain statements in this release may constitute "forward-looking" statements within the meaning of the Private Litigation Reform Act of 1995. Words such as "expects," "intends," "plans," "projects," "believes," "estimates," and similar expressions are used to identify these forward-looking statements. Forward-looking statements in this release include, but are not limited to, our expectations regarding the market, orders and completion of development and manufacture of the 7E7. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Forward-looking statements are based upon assumptions as to future events that may not prove to be accurate. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak only as of the date they were made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise. Our actual results and future trends may differ materially depending on a variety of factors including our successful execution of development and manufacturing plans, the actual outcomes of certain pending sales campaigns, U.S. and foreign government procurement activities; unanticipated financial market changes, international competition in the commercial areas; performance issues with key suppliers, subcontractors and customers; factors that could result in significant and prolonged disruption to air travel worldwide (including future terrorist attacks); worldwide political stability; domestic and international economic conditions; legal, financial and governmental risks related to international transactions; legal proceedings; and other economic, political and technological risks and uncertainties. Additional information regarding risk factors is contained in our SEC filings, including, without limitation, our Annual Report on Form 10-K for the year ended December 31, 2003.



 
Former Boeing and USAF executive Darleen Druyen has been sentenced to 9 mths jail, 7 mths home confinement, and 150hrs community service for the part she played in the UASF-Boeing KC-767 negotations which also brought down Boeing CFO Michael Sears. She pleaded guilty to conspiracy after being fired by Boeing in late 2003. The KC-767 deal remains stalled until all investigations surrounding it's negotation are complete. The likely outcome is that competition will be repened to EADS and Lockheed Martin.
 
Mitsubishi Heavy Industries will build a new plant to manufacture carbon fibre wings for Boeing's 7E7. The plant should start operations in 2006 and would supply wings for 2000 7E7's over 20 years.
 
quote:

Labor dispute grounds Pan Am
Pan Am has fired its pilots and halted flights to the Sanford airport.

Orlando Sentinel 11/11/04
author: Sandra Pedicini
(Copyright 2004 by The Orlando Sentinel)


Pan American Airways has shut down operations amid a court battle with its pilots union.

The airline, which operated flights to Orlando Sanford International Airport from New England and Puerto Rico, fired its pilots and turned in its operating certificate to the U.S. Department of Transportation, according to federal court documents.

Pan Am's parent company, Guilford Transportation Industries Inc., halted flights into Sanford on Nov. 1. Airport officials say they expect some service to resume under another Guilford company, Boston-Maine Airways, though it's unclear exactly when.

Company officials would not comment, citing litigation with the Air Line Pilots Association.

Guilford, a privately owned company, told airport officials that it would resume service to Sanford "very, very soon," said Victor White, the airport's vice president and chief operating officer.

But officials said the legal dispute with the union might prevent Boston-Maine from picking up Pan Am's routes.

The union filed suit in September to fight Guilford's plans to shut down unionized Pan Am and shift service to Boston-Maine Airways, a nonunion carrier with flights in the Northeast and to the Caribbean. The pilots union accused Guilford of union-busting.

Pan Am notified the Federal Aviation Administration in June that it planned to shut down by the end of October. Around the same time, it got permission for Boston-Maine to add Boeing 727 jets to its fleet of turboprops.

An injunction was issued, ordering Guilford to stop using Boston-Maine to operate large jets for flights previously run by Pan Am. The pilots union said the shutdown of Pan Am and use of Boston-Maine charter service violated that injunction, but a federal magistrate said Monday that Guilford had not violated the court's order because it had developed its business independently.

Airline reservation agents said Wednesday that 19-passenger turboprops are flying from Portsmouth, N.H., to Bedford, Mass., and Trenton, N.J. Boston-Maine also is flying between Puerto Rico and the Dominican Republic.

Guilford purchased Pan Am's name and some of its assets after Pan Am Corp. filed for Chapter 11 bankruptcy protection in 1998. Once Orlando Sanford's only domestic carrier providing regularly scheduled service, Pan Am became a minor player at the airport.

In October, the airline had 12 flights a week between Sanford and Portsmouth, San Juan and Aguadilla, Puerto Rico. Those flights accounted for 6,700, or 3.5 percent, of the airport's passengers that month.

Orlando Sanford counted 636,753 domestic passengers and 837,071 international travelers in the first nine months of this year.

The loss of Pan Am is "not going to affect us a whole lot," airport President Larry Dale said. "They weren't flying near as much as they used to."

TransMeridian Airlines flies from Sanford to Puerto Rico during the holidays and could expand its service if Boston-Maine Airways does not take over Pan Am's routes, TransMeridian spokesman Colin Wheeler said.

 
quote:

Marine Corps General Defends Druyun Reference
Defense Daily 11/12/04
author: Sharon Weinberger

The deputy commandant of Marine Corps Aviation says he stands by a reference he provided earlier this year for a former Air Force official sentenced to jail for conspiracy, saying he had no knowledge of her guilt at the time he wrote the letter.

Marine Lt. Gen. Michael Hough defended the letter of reference he wrote for Darleen Druyun, the former principle assistant secretary of the Air Force for acquisition, saying, "The purpose of the reference letter was to characterize the quality of Mrs. Druyun's work that I personally witnessed during the specific period I was assigned to the Joint Strike Fighter Program Office."

The Joint Strike Fighter competition, which Lockheed Martin [LMT] won against rival Boeing [BA], is not one of the contracts currently under investigation. Although Druyun had a large role in the competition, she was not the source selection authority for the award.

Druyun was sentenced last month to nine months in jail for discussing employment with Boeing while also negotiating contracts with the company on behalf of the Air Force, a violation of federal procurement regulations. In a plea bargain worked out in the spring, Druyun was expected to only get six months in jail, but after failing a lie detector test, she admitted to favoring Boeing in several contracts and competitive awards because of her and her family's employment at the company.

The non-profit organization Taxpayers for Common Sense posted the Hough letter on their website. The letter was originally filed in U.S. district court in Alexandria, Va., following Druyun's sentencing and became part of the public record for the case.

Hough's letter was one of a number of references from Druyun's friends, family and colleagues. The letter, dated Feb. 23, 2004, spoke directly to Druyun's ethical conduct while Hough worked with her on the JSF program.

"Mrs. Druyun was recognized as the consummate acquisition professional and teacher throughout industry and the military, and I observed her standards to be beyond reproach," Hough wrote. He goes on to complement her work and writes that he never "witnessed a breach of ethics in the execution of her duties." The letter of support was written after Druyun was fired by Boeing, but before she pleaded guilty in April. Her additional admissions on favoring Boeing were not made public until last month. Hough's letter is distinctive from the other references in that it comes from a high ranking active duty officer and is on official letterhead. The judge, in sentencing Druyun, cited the many references as part of the reason for his leniency.

"I had no prior knowledge of her guilt when I wrote the letter and stand by those remarks I made on her behalf at that time," Hough said in a statement to Defense Daily. "The use of letterhead stationary is appropriate in this case because I was asked to comment on her performance when I worked with her as a representative of the Department of Defense."

Other references provided on behalf of Druyun include family, neighbors, military officers, and former Pentagon officials, including Sheila Widnall, who served as Air Force secretary during the Clinton administration. In a related manner, Michael Sears, the former chief financial officer for Boeing, is expected to be sentenced Monday in the same district court in Alexandria, Va. While Sears was expected to get six months in jail--the same as the original Druyun deal--sources familiar with the issue say that Sears has not been cooperative in the criminal investigation.

Sears and Druyun were both fired by Boeing after the company found the two had conspired to cover up their illegal employment negotiations.

Any admission Sears makes in court--in addition to his role in Druyun's hiring--could have severe ramifications on Boeing, which still says that Druyun's additional statements made last month came as a surprise to the company. Druyun's additional statement of facts set off a flurry of additional reviews and investigations within the Pentagon. Any new or corroborating allegations by Sears could have an equally serious impact on Boeing.

 
quote:

Journalists from Down Under visit St. Louis

Australian journalists visit the Weapons facility
in St. Charles, Mo. (Peter George photo)
The Boeing Integrated Defense Systems (IDS) St. Louis site hosted 10 Australian journalists Wednesday, Nov. 10. The visit was part of a Boeing-sponsored tour of the United States that will provide the media from that country an opportunity to learn more about IDS and its operations.

Each reporter writes for a different aerospace or defense industry publication in Australia. While in St. Louis, the group was briefed on the Hornet Upgrade (HUG) Program and toured the F/A-18E/F lines, before heading to St. Charles, Mo. for a weapons brief and a tour of the JDAM facility.

“It’s always a great opportunity to brag about our products,” Bill Profilet, program manager, international business development for Weapons. “We’re entering into competition in Australia with JDAM and SLAM-ER, and this is an excellent way to tell our story to the people who know the industry in that country.”

The group first visited Seattle where they received Wedgetail and Multi-mission Maritime Aircraft updates and a chance to tour the 7E7 mockup. The group will travel to southern California next.



 
quote:

Airborne Laser Achieves First Light
Defense Daily 11/15/04
author: Ann Roosevelt

The Missile Defense Agency (MDA) announced Nov. 12 a successful first ground test firing for the chemical oxygen Iodine Laser (COIL) that will be mounted in an aircraft to detect and destroy a hostile ballistic missile while it is still accelerating away from the launch pad.

MDA plans to add ABL to its multi-layered ballistic missile defense system able to destroy missiles and also pass information on launch site, target track and predicted impact point. The program has been in development since 1996 and was restructured in 2003 to focus on near-term efforts.

More tests are scheduled in the next several months before the COIL is installed in the ABL aircraft, a modified Boeing [BA] 747-400F.

Boeing is the team leader and system integrator for the ABL, providing the aircraft and battle management. Northrop Grumman [NOC] supplies the laser segment, and Lockheed Martin [LMT] provides the beam and fire control (BC/FC). Lockheed Martin delivered the Flight Turret Assembly, the third major element of the BC/FC system earlier this month (Defense Daily, Nov. 4).

The test, known as "first light," lasted a mere fraction of a second, but involved all six modules of the megawatt-class COIL, optics and chemical supply system. The test was conducted at a special lab at Edwards AFB, Calif. It was the first time that multiple modules of the laser were linked as a single unit, MDA said.

For the test, the six modules produced a laser beam that was fired into a wall of metal called a calorimeter, or beam dump. The temperature of the metal was used to determine that laser power was generated.

Near the lab, the ABL aircraft, YAL-1A, was preparing to return to flight after nearly two years of airframe modifications and installation of the laser beam control system.

Initially, only the passive sensors of the beam control system will be tested. The ABL Track illuminator laser (TILL) and Beacon Illuminator Laser (BILL) will be installed early next year, and the full beam control system will be tested in flight.

Ground and flight tests will continue and planning has begun to incorporate the laser system in a test that will include shooting down a ballistic missile over the Pacific Ocean.



 
quote:

Crash lab bulks up
Wichita State's NIAR lab update will allow planemakers to improve the quality of safety testing and do more of it per day.

Wichita Eagle 11/14/04
author: Molly McMillin

As a passenger on an airplane, you may take for granted the security of the seat belt around you, the seat you're sitting in and how strongly it's attached to the floor. But aircraft and seat manufacturers think a lot about those issues and more.

Airplane seats, seat belts, aircraft interiors and other components must meet strict federal safety guidelines.

That's where Wichita State University's crashworthiness laboratory comes in.

The lab conducts research and testing of seats and other components using simulated crash conditions.

The facility -- which opened in 1992 at WSU's National Institute for Aviation Research -- was closed earlier this year for a massive, $3.5 million renovation.

The facility was gutted and the foundation excavated.

About 2.7 million pounds of concrete and steel were installed to support the equipment. A new crash sled system and computer system also were added.

When the lab reopens in January, it will have an observation room for engineers and students to safely watch the testing and high-resolution and high-speed digital color video system to collect data. Cameras will hang from the ceiling and ride on the sled.

The project is financed with federal and state grants.

Once completed, the lab will be able to test a broad range of aircraft components, such as inflatable seat belts, airbags in cockpits and side seats and tables in business jets.

"We're concerned with occupant protection," said Joseph Mitchell, director of WSU's Crash Dynamics Laboratory. The upgrades will help the lab expand the number and kinds of tests it can perform, Mitchell said. That will help it to attract new customers beyond those in the aviation industry, becausetesting on automobile, train and bus components such as automobile seats, air bags and child safety seats can then be performed there, he said.

Already, potential new clients in the aviation and automobile industries have inquired about the services, Mitchell said.

Before the upgrades, the lab -- tucked inconspicuously on the first floor of the aviation research institute -- used 40-year-old technology and equipment that was wearing out and in need of repair.

Test conditions could be set up and repeated with only about 90 percent accuracy.

The new computer-controlled system solves those problems. Now, each test will be able to be replicated accurately, Mitchell said.

An advisory board, comprised of experts from Wichita's aviation companies that use the lab for testing, suggested the renovation, he said.

Cessna Aircraft Co. uses the lab in its development, design and certification of passenger and crew seats for all its airplanes, the company said.

"The new test sled and equipment will provide a state-of-the-art facility that will support future program needs and provide the needed technical data critical to timely new product introductions," said David Brant, Cessna's senior vice president for product engineering.

Mitchell demonstrated some of the system's capabilities last week.

In a typical test, an aircraft seat is attached to a crash "sled" with a crash dummy buckled in. This test was run without the seat or dummy for the demonstration.

After engineers set up the software and engineering to conduct the testing, a red light comes on, followed by three short blasts to indicate a test will begin and give observers time to get off the test floor.

The crash sled is butted against a large, round steel rod. That rod is used to shoot the sled down a 70-foot track traveling at speeds up to 50 mph.

A braking system stops the sled on the track.

It's all over in less than a second and a half.

It's not the speed at which the sled travels that engineers are interested in, but its acceleration and deceleration.

"It's the sudden stop," aviation institute executive director John Tomblin said. Most airplane crashes occur on takeoff or landing.

Seat and aircraft manufacturers must know how a hard landing and resulting force of gravity impacts seats, restraints, passengers and crew.

The lab's engineers will check how the seats and cushions hold up and how they absorb the shock of the impact.

If there's a hard landing because a gear failed to come down, for example, will the seat stay attached to the floor?

"Can people get up and walk away?" Mitchell asked.

Use of an crash dummy, or "surrogate occupant," allows the engineers to determine the stress on a person's spine, pelvis, rib cage, head and neck.

"We can check from foot to head if need be," Mitchell said.

The testing also helps planemakers configure the arrangement of the cockpit and cabin.

They can test if or how hard passengers or pilots would hit their heads on the seat or cockpit in front of them or the ceiling above -- given the pitch and location of the seat and rigidity of the seat belt.

The upgrades will allow the lab to perform a test every hour, up dramatically from a maximum of two tests per day under the old system.

That's important to Wichita's business jet customers.

"You can see why aviation companies like this," Tomblin said. "They can send engineers out here and get a lot of testing done in a day."

And with the lab intending next year to add new female, "pregnant" woman, child and baby dummies to its family of all-male dummies, it increases the chances that automobile manufacturers will use the lab for its tests.

"We'll try to get the family," Mitchell said. To take on work for the automotive industry, "we need the whole range."

 
quote:

Slowly but Cheaply, a New Way to the Moon
Spacecraft Tests Usefulness Of Non-Chemical Propulsion

Washington Post 11/15/04
author: Guy Gugliotta
Copyright 2004, The Washington Post Co. All Rights Reserved


Time was you could get to the moon in a few days, and you can still do it if you have a really big rocket. But SMART-1, a washing machine-size spacecraft carrying an experimental engine, has taken the long way around.

And around, around, and around, flying more than 13 months to make 331 loop-de-loops around Earth in ever-expanding spirals until today, when it is scheduled to enter lunar orbit. Give it another couple of months to get comfortable, and it should be ready to collect data on the moon's composition and begin searching for ice at the lunar poles.

Nothing happens fast on this European Space Agency spacecraft, which left Kourou, French Guiana, aboard an Ariane 5 rocket on Sept. 27, 2003, climbed into Earth's orbit, then used the gentle yet insistent thrust of its ion propulsion engine to gradually scale the heavens to the moon's embrace.

"It's like the turtle and the hare, and ion propulsion is the turtle," said engineer Giuseppi Racca, the mission's project manager, comparing it to the explosive chemical reactions that power conventional rockets. "It's faster than chemical propulsion, but only if you travel a long way."

But that's all right. SMART-1 was designed to test ion propulsion, potentially a workhorse technology that could power spaceships on prolonged tours of the heavens, or pre-position supplies for astronauts to pick up on a later flyby or after they land on a distant body.

NASA flew the first mission to rely on ion propulsion, Deep Space 1, in 1998. A mission set to begin in 2006, called Dawn, will use ion propulsion to explore the asteroids Ceres and Vesta in a multi-year journey that would be prohibitively difficult and expensive using chemical fuels.

"SMART-1 is a good way to use the moon as a test bed because it's close by," planetary geologist G. Jeffrey Taylor, a lunar specialist from the University of Hawaii at Manoa, said in a telephone interview. "The mere fact that they could get there makes the mission a success."

As "the cherry on the cake," said physicist Bernard Foing, the project's chief scientist, SMART-1 also hopes to use its spectrometers to gather information about how the moon was formed around 4.5 billion years ago.

SMART-1, short for Small Missions for Advanced Research in Technology, weighs about 800 pounds. It was built for ESA by the Swedish Space Corp., an aerospace firm. So far it has cost about $110 million, Racca said.

Cheap, however, does not mean unsophisticated. A standard moonshot involves putting a rocket on a launchpad and lighting the fuse. The target is about 240,000 miles away, and it takes about three days to get there. Apollo 11, the first mission to put two men on the moon, reached lunar orbit in just under 76 hours.

SMART-1 has a different idea. Instead of using chemical propellant, its ion propulsion expels the positively charged atoms, or ions, of the gas xenon, accelerated by an electric field inside the spacecraft's engine.

"There's no combustion," Racca said in a telephone interview from his ESA office in Noordwijk, the Netherlands. "We split the atoms with electricity to get ions, accelerate them at high speed and eject them." Ejection -- firing the ions out the back of the spacecraft -- is what drives the spacecraft forward. SMART-1 generates the electricity by converting sunlight with outsize solar arrays that give the spacecraft a 45-foot wingspan.

The bad news about ion propulsion is that it does not produce a lot of thrust. "The ion engine varies from gentle to exceedingly gentle," said physicist Marc Rayman, of NASA's Jet Propulsion Laboratory. "It pushes like a piece of paper pushes on your hand."

But there are plenty of advantages. Rayman, chief engineer for Dawn and former project manager of Deep Space 1, noted that objects don't slow down in space, so acceleration is cumulative.

"With chemical propellant, you take a big rocket to give a tiny spacecraft a big push to start, and then it coasts," Rayman said in a telephone interview from JPL, in Pasadena, Calif. "With ion propulsion, you use a smaller rocket, and the spacecraft does its own accelerating. It's not a hot rod, but over time, it can make faster flights."

Also, instead of relying on slingshot planetary "flybys" and brief "burns" of limited onboard fuel to alter course and speed, an ion engine-powered spacecraft is master of its own destination, a true spaceship able to add speed and make course changes almost at will.

As long as it has plenty of time.

Instead of flying directly to the moon, SMART-1 made 331 ever-expanding orbits of Earth, ultimately traveling more than 52 million miles to lunar rendezvous. During the voyage the spacecraft used the ion engine 289 times in burns lasting from "a few hours to about 10 days," Racca said. The spacecraft carried nearly 52 quarts of xenon at launch, designed to provide 7,000 hours of thrust at full power. At the time of its last burn Oct. 27, it had used 3,648 hours of fuel.

SMART-1 goes into lunar orbit today, 25,000 miles above the lunar surface, and between now and the middle of January, it will use the ion engine to slow down and make adjustments, eventually settling into an elliptical polar orbit at an altitude of 250 miles to 2,500 miles. That's when the six-month science mission will begin.

Although researchers have advanced many theories for the moon's origins, the current favorite holds that a Mars-size body sideswiped the young Earth shortly after its formation, flinging vaporized rock, dust and debris into space, where some of it clumped together by the force of gravity to create the moon.

Earlier moon explorations have established that moon rocks are very similar to Earth rocks, but the moon, unlike Earth, shows no evidence of a significant iron core. SMART-1 hopes to make an "inventory" of the elements on the moon, Foing said in a telephone interview, building on research begun during the Apollo era and continued more recently by the U.S. Clementine and Lunar Prospector missions of the 1990s.

The spacecraft will also try to use its infrared spectrometer to peek into the moon's polar craters and analyze the reflected light to see if it can find ice. This is a difficult task, because the spectrometer needs light, but ice, by definition, can survive on the moon only in sunless environments.

Mineral mapping and the search for ice in the moon's shaded recesses could be crucial for future lunar exploration.

"We're trying to understand the moon's resources and get them to the service of humanity," said Lunar Prospector lead scientist Alan Binder, speaking by telephone from Tucson, where he directs the Lunar Research Institute. "Also, the moon is clearly the jumping-off point for the expansion of humanity into the solar system."

 
quote:

Microjets Catch the Eye of Wealthy Travelers
Washington Post 11/27/04
author: Sara Kehaulani Goo
Copyright 2004, The Washington Post Co. All Rights Reserved


For most travelers, air travel these days means few smiles from demoralized airline employees, unpredictable security lines and a measly packet of pretzels on board.

But for wealthy travelers willing to pay a little more than the cost of a first-class ticket, the skies could soon become more friendly. A group of entrepreneurs backed by the likes of Bill Gates and Goldman Sachs Group Inc. are building tiny jets that cost a small fraction of what corporate executives and celebrities pay for luxury Learjets and Gulfstreams. Other executives plan to use the microjets to start air taxi services flying into small airports. The goal, the executives say, is to provide an alternative to the hassles and delays of commercial airline travel.

The microjets, also called VLJs or very light jets, have an interior the size of a Chevy Suburban and seat four to six passengers in leather seats with plenty of legroom. Instead of flying into major airports, the planes touch down at tiny, underused airports to avoid security and check-in hassles. One company led by two former airline executives plans to launch an air taxi service charging about $6 a mile. Passengers could book a flight online within hours of departure to fly, for example, from Gaithersburg to New Haven, Conn., for about $400 per person, one way.

The fledgling industry is "going to be looked upon like the Wright brothers in 1903," said Ken Hespe, a spokesman for the National Consortium for Aviation Mobility, a nonprofit group that has been studying and developing new uses for the nation's tiniest airports and for small jets with NASA, which estimates a market for 8,300 microjets by 2010. "It's going to be a revolution in the transportation industry," Hespe said.

Analysts say microjets will appeal to a cross-section of customers including corporations, which might add planes to their fleets, and wealthy travelers who are looking for a less-expensive alternative to owning a jet. Since 2001, companies such as NetJets have grown by providing access to planes around the world for members who pay for fractional ownership of aircraft. Aviation experts say air taxis with all-microjet fleets could serve as an even more affordable version of the fractional ownership aircraft model.

Microjets are "a natural extension" of fractional ownership aircraft, said Daniel L. Petree, dean of Embry-Riddle Aeronautical University's College of Business.

Microjets have emerged after decades of few major technological innovations among the smallest aircraft. But a combination of new jet engine technologies, sophisticated avionics equipment and wealthy investors interested in aviation provided a launchpad. Older manufacturers such as Cessna Aircraft Co. and Honda Motor Co., which is developing an engine for the microjet industry with General Electric Co., also will compete for market share.

The Federal Aviation Administration is expected to approve microjets to begin flying early next year, although the air taxi business is not planning to begin until 2006. Manufacturers of microjets have already received thousands of down payments for the planes, with a list price starting at $1 million. Some experts say the tiny jet airplanes will make clunky turboprops obsolete.

Turboprops, which have already disappeared on many routes flown by commercial airlines, "are going to start going the way of DC-3s," said Vern Raburn, chief executive of Eclipse Aviation Corp., which plans to debut its microjet in 2006.

Raburn, based in Albuquerque, plans to launch two versions of microjets with $400 million in funding, thanks mostly to two wealthy individuals -- Bill Gates and Alfred E. Mann, a top American philanthropist and former chief executive of several companies involved in manufacturing medical devices.

Raburn's biggest start-up competitor is Adam Aircraft Industries, a company based in Evergreen, Colo., run by a former high-tech executive and funded by the Hunt family in Texas and Goldman Sachs. Adam got help in its aircraft design from Burt Rutan, who this year won the X Prize with his successful flights into space and back on his aircraft, SpaceShipOne. Adam is expected to gain FAA approval by the end of the year to fly its first aircraft, a uniquely designed twin turboprop aircraft, with a propeller on each side of the fuselage. Its first microjet is expected to be approved by the end of 2005.

Adam has already racked up $480 million in orders for both models, including 75 orders from Pogo Jet, an air taxi started by Donald Burr, former chief executive of low-fare airline People Express and former American Airlines chairman Robert Crandall, two former adversaries in the commercial airline business. The service, according to Pogo, is expected to launch in early 2006.

Pogo, which itself plans to raise $40 million in funding this year, will focus on the East Coast and provide service within 500 miles of New York City. The target passenger will be lawyers, entrepreneurs, accountants and salespeople making at least $150,000 a year who need to make day trips to visit customers.

"The best analogy is this is a low-cost carrier model applied to corporate aviation," said Cameron Burr, executive vice president and founder. "We will not be competing with airlines."

Burr said he envisions customers will be able to simply type in their Zip codes and where they want to go into the company's Web site. The company would then search to see if other customers are looking for the same service around the same time to fill the four-seat jets, which are also equipped with a restroom.

Burr said 19 million passengers took a trip within 500 miles from New York last year, including 2 million who likely paid last-minute full-price fares of $700 one way.

The trip would likely cost about $6,000 roundtrip to hire an entire Pogo jet for four people, flying out of a smaller airport where security is less time consuming. "You don't have to get there two hours in advance and there's no hotel bills and no getting up at 4 a.m. for the 6:30 a.m. flight," Burr said. "This is for people who put a high value on their time."

Microjets have gained the support of government officials who are struggling to find new ways to ease congestion at the nation's largest airline hubs. This year, U.S. airports surpassed travel levels not seen since the record congestion before the terrorist attacks in 2001. Air traffic is expected to continue to grow 14 percent by 2010, fueled by low airline fares. Dulles International Airport was plagued by delays this past summer, as air traffic there surged with new service from Independence Air. The country has 3,400 usable airports for the small jets, but FAA statistics show most travelers fly out of only a few dozen major hubs.

NASA, which has studied ways to encourage the use of smaller airports to relieve congestion at major hubs, said microjets could spur more travelers to consider alternatives to commercial aviation, especially for routes under 500 miles.

But critics say few airline passengers will switch from commercial airlines to microjets. "This is a cute little fantasy," said Richard Aboulafia, aviation analyst at Teal Group. Aboulafia disputes the assumption that a lower tier of wealthy people who cannot afford existing corporate jets will be drawn to microjet air taxis. But he does believe the planes will find a small market.

"People either need a real business jet starting at around $4 million or they are hobbyists, who own part shares of a $180,000 Skyhawk. The stuff in the middle is quite modest," he said.

According to the microjet start-up companies, most planes on order come from wealthy pilots who plan to fly the plane for their own use. The manufacturers said they aren't sure whether the bulk of their customers five to 10 years from now will be individual pilots, corporations, cargo and delivery companies, or air taxis.

"Seeing the market is one thing -- predicting precisely when the market happens is another thing," said Raburn, chief executive of Eclipse Aviation.

 
Huygens to Saturns Titan - very interesting read.
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http://www.cnn.com/2005/TECH/space/01/13/huygens.titan/index.html
 
quote:

Bright Lights, Eerie 'Heartbeat' at Saturn
By Robert Roy Britt
Senior Science Writer
posted: 1:00 p.m. ET


When a large storm of charged particles leapt from the Sun in January 2004, scientists jumped at the chance to observe what would happen when the tempest reached Saturn. The storm kicked up bright lights above the planet and created radio emissions that sound like an eerie, hissing heartbeat.

The effects were not unexpected. Solar storms charge the upper atmosphere of Earth in a similar manner, creating auroral displays in the polar regions sometimes called the Northern Lights or Southern Lights. Jupiter has aurora too.

Researchers expected Saturn's aurora to have characteristics in between the lights of Earth and Jupiter. Instead, they found some surprises.

The auroras were imaged in ultraviolet light over several weeks by the Hubble Space Telescope. The Cassini spacecraft, still en route to the planet at the time, recorded radio emissions, which fluctuated in lockstep with the intensity of the aurora.

"We had expected that this might be the case, based on our understanding of auroral radio signals from Earth's auroras, but this is the first time we've been able to compare Saturn's radio emissions with detailed images of the aurora," said William Kurth of the University of Iowa. "This is important to our on-going Cassini studies because this association allows us to have some idea of what the aurora are doing throughout the mission from our continuous radio observations."

Audio files of Saturn's sounds, including the heartbeat of its rotation, are available here.

Auroral displays are the result of charged solar particles interacting with a planet's magnetic field. Electrons are accelerated to high speeds, and race toward the planet along magnetic field lines, which converge at the poles. The electrons stimulate air atoms and molecules, making them glow.

Among the differences in Saturn's auroral displays:

While a terrestrial aurora typically lasts for a few minutes, the Saturnian variety go on for days.
Some auroras at Saturn remain fixed as the planet rotates beneath them, as at Earth. But sometimes they move with the rotation of Saturn, mimicking what happens at Jupiter.
When an aurora at Saturn brightens, its diameter around the polar region shrinks. At Earth, it expands.
The unexpected behaviors suggests Saturn's auroras are driven in some unknown manner by both the solar wind of charged particles and the Sun's influential magnetic field, which because of the greater distance would interact differently with Saturn, scientists said. But more research is needed to learn what creates the unique features in Saturn's Southern Lights.

The results are detailed in three papers in the Feb. 17 issue of the journal Nature.


 
The Canadian government has paid hundreds of thousands of dollars to "buy" a witness in the Air India case. I doubt the case will ever be resolved.

Steve
 
quote:

The wrong stuff
Flight International 02/15/05

With its future budgets tied up in space, NASA is focusing aeronautics research on technologies that no-one yet wants. Should it?

Once an engine of innovation, NASA's aeronautics research has been in freefall since cancellation of its High Speed Research programme in 1999, when Boeing pulled out of plans to develop a prototype next-generation supersonic transport. Since then, the agency's funding for aeronautics research has dropped from over $1 billion to the $852 million sought in the fiscal year 2006 budget request released last week. And the decline does not stop there. Under budget plans unveiled by NASA last week, funding for aeronautics research will drop to $727 million by FY2009 - 23% lower than projected just a year ago.

Contrast this with the European Union's spending on aeronautics research, up from a paltry c35 million ($45 million) in 1990-91 to around c850 million in the 2002-06 Sixth Framework programme now under way. The biggest fall in NASA's funding is in its Vehicle Systems programme, under which it develops technology for future civil aircraft. This is cut to just $365 million in the FY2006 budget request. In FY1999, NASA spent that much on its High Speed Research and Advanced Subsonic Transport programmes alone, plus another $420 million on a range of basic aeronautics research and technology work. So what does NASA plan to spend its much-reducedaeronautics budget on? Just four flight demonstrations is the answer: a low-boom supersonic aircraft; a subsonic aircraft so quiet it can only be heard within the airport boundary; a zero-emissions aircraft; and a remotely operated aircraft that can stay aloft for 14 days.

The first reaction on looking at the list is: "What are these guys smoking?" Contrast NASA's "blue sky" projects with Europe's Sixth Framework aeronautics programmes, which include all-composite wing and fuselage structures, efficient low-noise aeroengines and all-weather hazard protection systems, and a difference in emphasis is clear. Has the once vaunted NASA simply lost the plot? Has the cost of returning the Space Shuttle to flight, completing the International Space Station and setting off to explore the Moon, Mars and beyond finally killed off the first A in NASA?

The answer is no, but a qualified no, which poses problems for the US civil aircraft industry and raises questions about the role of government in funding aerospace research. NASA's research plans reflect its budget reality. Less than 10% of its FY2006 request is for aeronautics - this will fall to less than 6% by FY2010 as space exploration spending ramps up. With less cash, NASA is looking for the best way to spend it and its answer is to narrowly focus its research on four "breakthrough" technology demonstrations. Each tackles just one barrier, be it achieving an acceptable sonic boom or eliminating carbon dioxide emissions. Each is intended to recreate the excitement that accompanied last year's record-breaking hypersonic flights of NASA's experimental X-43A. And, like the X-43, none of them produces a demonstrator that, with only a little work, can be turned into a useable product by industry. If the demonstrators succeed, it could be another 10 years before the technology shows up in real aircraft.

Europe's aeronautics research is pre-competitive, and performed by large consortia of industry and academia, but is it focused on producing results that can be applied to products in the near- and medium-term. It is also guided by a strategic research agenda drawn up by European industry itself with the openly acknowledged aim of wresting leadership of the civil aviation industry away from the USA.

NASA, meanwhile, wryly acknowledges that none of its vision vehicles, except perhaps the quiet supersonic aircraft, are yet on industry's horizon. In the US way of thinking, near-term product-related R&D is for industry to fund, while government funds are used to support long-term blue-sky research from which there will be no return, if any, for several years.

Whatever the opinion of the relevance of NASA's chosen projects to the needs of aircraft makers and buyers, they have been chosen to benefit as wide an industrial base as possible, from engine manufacturers to start-up companies in the UAV industry. The benefits just won't be coming any time soon, which leaves industry with a gap in its R&D funding portfolio.

In the USA, if companies fund near-term product R&D and government funds long-term technology breakthroughs, who supports the pre-competition research needed to advance aerospace in the medium term? In Europe, if government supports near- to medium-term pre-competitive, product-oriented R&D, who invests in the revolutionary thinking that breaks through technology barriers? One thing is certain - neither side has it quite right.

 
quote:

Moon-Mars mission goes full throttle; red flags fly
But Bush's vision may not have the support it needs

Detroit Free Press 02/22/05
author: Robert S. Boyd
(c) Copyright 2005, Detroit Free Press. All Rights Reserved.


WASHINGTON -- NASA is racing to carry out President George W. Bush's costly vision of sending humans back to the moon and then on to Mars -- despite the federal budget squeeze and doubts in Congress and the scientific community about the plan's wisdom.

It's been a little over a year since Bush announced the plan, and NASA has already awarded 118 preliminary contracts for the project. It's requesting fresh ideas from industry and universities for a large new spaceship, called the Crew Exploration Vehicle (CEV), in three years.

But the $15-billion cost for the CEV is just the start of the project's cost. And even some of the project's allies are balking at its price tag and headlong pace.

NASA is "trying to do too much at once," said Rep. Sherwood Boehlert, R-N.Y., chairman of the House Science Committee, a strong supporter of the space agency. He protested that NASA is barreling ahead even though Congress "has never endorsed -- in fact, never even discussed -- the vision."

Rep. Bart Gordon, D-Tenn., the committee's senior Democrat, said, "I think NASA is headed for a potential train wreck." He worried that the Moon-Mars plan is gobbling up money for other scientific ventures.

Some space agency officials also express concern. The cost and complexities of the Moon-Mars project make this "a time for sobering up," Michael Meyer, NASA's lead scientist for Mars exploration, told a National Academy of Sciences committee in Washington this month.

The CEV is supposed to take over from the aging space shuttles and carry astronauts "to the moon, Mars and beyond," as NASA officials like to say.

By this summer, two aerospace teams will be chosen to construct competing prototypes of the CEV. A final version will be chosen by the end of 2006, with the first unmanned flight scheduled for 2008.

"To meet the president's time line, we need to start technology development now," said Craig Steidle, a retired admiral who heads the agency's Exploration Systems Directorate. "There is urgency in the president's agenda."

The administration has asked Congress for $3.2 billion for the second year of the Moon-Mars project. That's a 23-percent increase from its first-year kitty of $2.6 billion. Bush wants total NASA spending to grow just 2 percent to $16.5 billion for the 2006 fiscal year, so other NASA programs are getting cut.

The project has a White House promise of increased funding, totaling $20.3 billion over the next five years. Outlays surge thereafter, and NASA estimates it will spend $100 billion on the project through 2020.

"This is an absolute priority on the part of the president," White House Budget Director Joshua Bolten told congressional budgeteers last year. The project also has the support of House Majority Leader Tom DeLay, R-Texas, whose Houston district houses NASA's Johnson Space Center.

Meanwhile, scientists worry about the project's impact on other endeavors, such as astronomy, physics and climate change.

The exploration project has already doomed plans to prolong the life of the successful Hubble Space Telescope. A mission to detect Earth-like planets around other stars has been postponed for two years, until 2012.

Some space science missions have been delayed indefinitely, such as one to explore Jupiter's moon, Europa, which might support life beneath its icy surface, and another to study the mysterious dark energy, a sort of anti-gravity, which is forcing the universe to expand.

The National Academy of Sciences, a scholarly group that advises the federal government, has called dark energy the most important question in physics and astronomy today. The Europa mission was the priority of the astronomical community's 10-year plan adopted in 2001.

A panel of National Academy experts, headed by Yale University astronomer Megan Urry, sent a letter to NASA, dated Feb. 14, saying the long-term impact of the Moon-Mars project on astronomy and astrophysics "is not entirely clear, but short-term changes are already having an effect, and there are community concerns that serious problems lie ahead."

The American Association for the Advancement of Science said the president's vision will "require steep cuts in aeronautics and earth science funding and the cancellation of a proposed Hubble servicing mission to pay for NASA's ambitious space exploration plans."

Meyer, NASA's Mars scientist, told the National Academy committee: "The goal of sending humans to Mars needs more definition. What are humans going to do on Mars? We have to protect Mars. Do we want to send astronauts with all their dead skin cells and bacteria? We don't want to contaminate the planet."

 
quote:

FBI probes laser activity at D/FW
Dallas Morning News 02/21/05
author: Michael Grabell
COPYRIGHT 2005 The Dallas Morning News, L.P.


The FBI is investigating reports of laser activity, seen by airline pilots approaching Dallas/Fort Worth International Airport on Sunday night.

About "two or three" pilots from different airlines told authorities they saw a green laser over Denton County between 7:30 p.m. and 8 p.m., said Special Agent Lori Bailey, an FBI spokeswoman.

The Federal Aviation Administration has received dozens of reports in the past four months of lasers being pointed at airplanes. The incident Sunday night would be at least the third incident reported by pilots taking off or landing at D/FW since November.

But Agent Bailey said the laser reports were different from previous incidents because the pilots did not report feeling that the lasers were aimed at their cockpits.

"Right now we're characterizing it as having observed laser activity," she said. "It would be different from somebody actually getting targeted with a laser light."

On Feb. 6, an American Airlines captain reported a laser beam hitting his jet near Lake Grapevine.

On Nov. 8, another American pilot reported a green laser shining into his cockpit near Fort Worth Meacham Airport.

Laser illuminations can briefly disorient a pilot during the critical flight maneuvers of ascending and descending.

The Department of Transportation announced measures in January to encourage pilots to report laser incidents so that authorities could better track the activity.

Agent Bailey said the FBI takes laser incidents seriously.

"It's a violation of federal law," she said. "This type of activity is not taken lightly. Any time there's an event that could affect public safety, we're going to aggressively go after the source."



 
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