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Colorado, USA-based Ball is to perform several mission-critical functions, including the integration and test of the satellite bus with the solar sail system that will form the completed Sailcraft.
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Dr Makenzie Lystrup, vice president and general manager, Civil Space at Ball Aerospace said, “Solar Cruiser will be an important step in the advancement of solar propulsion technology that could enable future missions studying the Sun, space weather and deep space.
“It builds on our legacy as a long-time mission partner to NASA and the scientific community, at large, in the development of leading-edge science and technology to achieve science at any scale.”
The Solar Cruiser is one of four missions that make up NASA’s Interstellar Mapping and Acceleration Probe (IMAP), which is scheduled to launch in 2025. Once in orbit, the spacecraft will deploy an 18,000-square-foot sail – to catch solar radiation to propel the vehicle.
The mission is being led by NASA’s Marshall Space Flight Center in Huntsville, Alabama.
Ball Aerospace will be responsible for procuring a Venus-class microsat commercial bus, defining all necessary mission-specific modifications, and performing the integration and test of the completed Sailcraft.
In addition to Solar Cruiser, Ball Aerospace will play roles on two of the other three missions launching on NASA’s IMAP, including the Global Lyman-alpha Imagers of the Dynamic Exosphere (GLIDE) and the National Oceanic and Atmospheric Administration’s (NOAA) Space Weather Follow On (SWFO).
Solar sails use photon “pressure” or force on thin, lightweight, reflective sheets to produce thrust
Solar Cruiser may launch as a secondary payload on the NASA IMAP mission in October, 2024. It then cruises past the Sun-Earth L 1 point, demonstrating station keeping at an artificial equilibrium point.
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NASA’s Perseverance rover successfully touched down on the surface of Mars after a seven-month journey from Earth — starting its mission to find signs ofancient Martian life. This followed a heart-stopping “seven minutes of terror” descent into the thin atmosphere, where no one knew whether the rover had made it or not. But once NASA received the signal of wheel touchdown, the agency had landed the most advanced robotic rover to navigate the surface of the Red Planet.
“There are a series of challenges between now and the first flight of the first-ever helicopter on Mars,” said MiMi Aung, Ingenuity helicopter project manager. “Surviving that first cold frigid night on Mars will be a major milestone. We’ll execute a series of checkouts, and then we’ll perform that very first flight.”
“And if the first flight is successful, we have up to four more flights in the 30 Martian days that we had set aside for our flight experiments,” said Aung. Ingenuity will attempt its flight tomorrow.
Perseverance will return first sample of Mars’ surface to Earth
“It’s the biggest and best rover we’ve ever sent to Mars,” said Mike Watkins — Director of NASA’s Jet Propulsion Laboratory (JPL), who was also mission commander for Curiosity’s landing on the Red Planet.
“But it’s also the first-ever Mars sample return,” added Watkins. “For places that are far away like Mars, or even farther away — like Europa — right now robots are the only way we can make these scientific discoveries and really understand these early habitable environments.”
“We’re not really ready to go there with astronauts yet, but the robots are,” said Watkins. “Every time we do one of these missions, we make more fantastic discoveries.”
Soon, Perseverance will launch the first flying vehicle on Mars — a helicopter.
Upcoming weeks for Mars Perseverance rover
The commanding team will work overnight to perform the initial checkouts of Perseverance’s science instruments.
“We will be working around the clock to ensure the health of this rover. The rover wakes up at the same time every day, but on Earth, that’s 40 minutes later — so our team will be shifting its work schedule by 40 minutes every time” they come in, said another NASA official from within mission control, during the agency live stream. The Perseverance vehicle has already located where it landed on the Red Planet. “NASA works!” exclaimed an official in mission control. Steve Jurczyk, the acting NASA administrator, described the historic landing, saying: “It’s amazing to have Perseverance join Curiosity on Mars.” “Landing a rover on Mars plus the challenges of COVID — it’s just an amazing accomplishment,” said Jurczyk. This mission “will allow us to land larger and more ambitious robots on the surface of Mars.” “We’re going to eventually figure out how to extract water from under the Martian soil — which can be recycled into rocket fuel,” said Jurczyk.
Perseverance successfully touched down on Mars
Perseverance fired its landing engines shortly before landing on Mars to slow its approach to the planet, decelerating from 30 meters per second during the final descent of 300 meters. Perseverance just deployed its parachute during descent to the surface of Mars. It’s roughly 11 km from the surface of Mars and is currently uploading telemetry to give us our first look at the surface. The heat shield was detached and data is incoming. Perseverance experienced roughly 10 times the gravity of Earth (10 G’s) as it passed through maximum deceleration during entry into Mars’ atmosphere.
The rover is performing bank reversals to modify its approach to land on the surface. It’s moving at roughly 0.6 miles per second (1 km/sec). NASA’s Perseverance rover has entered Mars’ atmosphere, moving at roughly 3.3 miles per second (5.3 km/s) at roughly 75 miles (120 km) from the surface of Mars.
The Mars Reconnaissance Orbiter (MRO) — from the European Space Agency — will relay the “ones and zeroes” heartbeat tones of Perseverance, enabling NASA scientists to keep in touch with the rover as it makes its tension-filled descent.
The Perseverance rover has separated from the cruise stage, and it has achieved an optimal orientation for entry into Mars’ atmosphere. These are the moments that try people’s souls.
This is the first photo NASA’s Perseverance rover beamed back to Earth after it landed on Mars on Feb. 18, 2021. (Image credit: NASA)
A second image from the Perseverance rover taken just after landing shows the view from the rear of the spacecraft. (Image credit: NASA)
Members of NASA’s Perseverance team watch from the mission control room at JPL as the first images arrive moments after the rover successfully landed on Mars, on Feb. 18, 2021. (Image credit: Bill Ingalls/NASA)
This illustration shows the events that occur in the final minutes of the nearly seven-month journey that NASA’s Perseverance rover takes to Mars. Hundreds of critical events must execute perfectly and exactly on time for the rover to land on Mars safely on February 18, 2021. Credit: NASA/JPL-Caltech
As of writing, the rover will enter the atmosphere in six minutes. NASA will receive a signal for roughly five minutes after it enters the atmosphere, after which a few trying minutes will pass during atmospheric radio black out. “Very soon as we approach cruise-stage separation, the transmitter on this rover we’ve been using all the way to get to Mars is going to be turned off,” said a NASA official during the live stream of Perseverance’s landing attempt.
“Once the cruise stage is gone, there’s another radio that will continue transmitting a tone so that — like a flashlight — it will allow us to at least see that the vehicle is still ‘on,'” he added. “But soon after that, it won’t be long before we’ll be able to hear more ‘ones and zeroes’ coming from the spacecraft.”
There are one thousand things that have to go right, he added. “We’ve loaded the dice to make this thing succeed. But if we do fail, I can tell you we’ll have the data — we’ll know why, we’ll figure it out.”
NASA’s Perseverance rover is landing on Mars
This landing attempt comes on the heels of a seven-month journey from Earth to Mars — across 125 million miles (202 million kilometers). Once it’s landed, the rover will broadcast data in high-definition 4K, collect noteworthy rock samples for a crucial sample-return launch, and fire the first interplanetary helicopter into the Red Planet’s skies.
The science mission of the rover will also involve laser-targeting, taking high-resolution photographs, and exploring the ancient delta inside the Jezero Crater.
This mission is the result of a decade of tireless work, and NASA officials were ecstatic during a press conference held on Wednesday, Feb. 17. As the most advanced rover to ever touchdown on Mars, Perseverance is expected to become a crowning achievement to 50 years of remote and robotic investigations of Mars — from scanning for water signs, to the first landings, to the initial rover rollouts like Pathfinder in the 1990s, and later in the 2000s.
Rovers Spirit and Opportunity were the first long-term missions on Mars — which made touchdowns in 2004 and continued functioning until roughly 2010 and 2018.
Earlier Mars rovers confirmed ancient water lake
About these earlier missions, NASA’s Director of Planetary Science Lori Glaze said the mission control team was “following the water, trying to understand the history of water on Mars and understanding if there were ever a time when there was enough liquid water present on the surface of Mars to support life.”
“This was followed, of course, by Curiosity — where we really took the next step to understand the habitable environments on Mars,” added Glaze. “We were able to confirm the presence of a lake of liquid water on the surface of Mars that was sustained over a period of time, and also identify the complex organic molecules that would be the building blocks of life.”
All of the knowledge amassed from earlier ventures to space helped prepare NASA for the Perseverance rover, said Glaze, “which is going to take that next step — to really, actually look for those signs of life.”
Notably, Perseverance will use artificial intelligence to scan and map the safest landing site in the minutes before touchdown. Once the AI has processed the data, the rover will make final preparations to ensure a soft connection with the surface of Mars. Computer-assisted landing technology is necessary because, unlike low-Earth orbit missions, it takes radio signals far too long for precise control — since any signal can only travelat the speed of light.
The landing on Mars will be the first planetary challenge for NASA’s Perseverance rover — also called “Percy” — as it careens into the Red Planet’s atmosphere. In the past, landing sites were typically centered within wide, open plains. But Percy’s Jezero Crater landing site is more fascinating — with sand dunes, rock fields, and craters, there’sno shortage of adventures for the rover, upon touchdown. This was a breaking story and was regularly updated as new information became available.
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Marsmay not have a lot going on at the moment, life-wise, but the dusty red planet may not be as inhospitable as it seems. New experiments have shown thatcyanobacteria(aka blue-green algae) can successfully grow in Martian atmospheric conditions.
A few more ingredients are required, of course, but it’s a significant step towards cyanobacteria-based life support systems for human habitats when we finally make our way over there. “Here we show that cyanobacteria can use gases available in the Martian atmosphere, at a low total pressure, as their source of carbon and nitrogen,” said astrobiologist Cyprien Verseux of the University of Bremen in Germany. “Under these conditions, cyanobacteria kept their ability to grow in water containing only Mars-like dust and could still be used for feeding other microbes. This could help make long-term missions to Mars sustainable.”
Here on Earth, cyanobacteria isn’t always the most compatible with other life. It can be found in almostevery habitaton the planet, and sometimesproduces powerful toxinsthat cankill other organisms. Yet we might not be here without it. Scientists believe that a cyanobacteria boom 2.4 billion years ago waslargely responsible for our breathable atmosphere. When it exploded onto the scene, cyanobacteria pumped the atmosphere with oxygen, dramatically altering the entire planet.
All species of cyanobacteria produce oxygen as a photosynthetic by-product, and they are an invaluable source of it, even today.
For some years, scientistshave been consideringif and how we might harness cyanobacteria’s ability to make oxygen in order to live on Mars (andin space).
This would carry additional benefits. Mars’ atmosphere is made up of mostly carbon dioxide (95 percent) and nitrogen (3 percent), both of which are fixed by cyanobacteria, converting them intoorganic compoundsandnutrientsrespectively.
However, Mars’ atmospheric pressure is a significant setback. It’s only 1 percent of Earth’s atmospheric pressure, too low for the presence of liquid water, and cyanobacteria can’t grow in it directly, or extract enough nitrogen. But recreating the conditions of Earth’s atmosphere on Mars is also challenging, especially the pressure.
So Verseux and his team sought a middle ground. They developed a bioreactor called Atmos that has atmospheric pressure around 10 percent of that of Earth, but uses only what can be found on Mars, although in inverted proportions: 96 percent nitrogen and 4 percent carbon dioxide.
Also included in the bioreactor was water – which can be obtained on Mars from melted ice, which is abundant on the surface in certain places – and a Martian regolith simulant, a mixture of minerals created here on Earth using only what can be found on Mars.
The system, comprising nine glass-and-steel vessels, was carefully temperature- and pressure-controlled, and monitored at all times.
The team selected a species of nitrogen-fixing cyanobacteria that preliminary tests showed would be most likely to thrive under these conditions,Anabaenasp. PCC 7938, and tested it under a variety of conditions. Some chambers used a culture medium to grow the cyanobacteria, while others used simulated Mars regolith. Some were exposed to Earth atmospheric pressure, while others were reduced to low pressure.
The scientists found that not only did theirAnabaenagrow, it did so “vigorously”. Obviously it grew better on the culture medium than on the Mars regolith, but the fact that it grew at all on the regolith constitutes a massive success – indicating that the growth of cyanobacteria on Mars would not have to rely on imported ingredients from Earth.
Next, to assess whether the cyanobacteria grown in Martian conditions could continue to be useful, the researchers dried it and used it as a substrate to growEscherichia coli. This showed that sugars, amino acids, and other nutrients can be obtained from the cyanobacteria to feed other cultures, which can then be used for other purposes, such as producing medications.
There is, of course, much more work to be done.
Atmos was designed to test whether cyanobacteria could be grown under certain atmospheric conditions, not to maximise efficiency, and the parameters of the bioreactor will depend on many factors in the Mars mission, including the mission payload and architecture. Anabaena may not even be the best cyanobacteria for the job.
Now that the concept has been proven, though, the team can get to work optimising a bioreactor system that may, one day, keep us alive on Mars.
“Our bioreactor, Atmos, is not the cultivation system we would use on Mars: it is meant to test, on Earth, the conditions we would provide there,” Verseux said.
“But our results will help guide the design of a Martian cultivation system… We want to go from this proof-of-concept to a system that can be used on Mars efficiently.” The research has been published inFrontiers in Microbiology.
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The landing of NASA’s next Mars rover is on February 18 2021. The car-size Perseverance rover, the centerpiece of NASA’s $2.7 billion Mars 2020 mission, will hunt for signs of ancient life, collect and cache samples for future return to Earth and help demonstrate a variety of new exploration technologies, among other tasks.
But before it can get started on any of that groundbreaking work, Perseverance must ace its touchdown inside Mars’Jezero Crateron Feb. 18. There’s no guarantee that the rover will survive this harrowing ordeal; over the years, just 40% of all Mars surface missions have landed successfully.
That depressing figure is skewed by a lot of failures in the first few decades of the Space Age, however. NASA’s recent Red Planet track record is quite encouraging (knock on wood), and Mars 2020 will employ a proven landing strategy — the “sky crane” technique used successfully by its predecessor, theCuriosity rover, which touched down in August 2012 and remains active today.
Here’s a brief rundown of the Mars 2020 mission and its upcoming entry, descent and landing (EDL) operations to get you ready for the big day.
An artist’s illustration of NASA’s Mars rover Perseverance landing on the Red Planet using a sky crane similar to that of the Curiosity rover in 2012. (Image credit: NASA/JPL-Caltech)
Curiosity has been assessing the habitability of ancient Mars and investigating the planet’s long-ago transition from relatively warm and wet to extremely cold and dry. The Mars 2020 mission, which launched on July 30, 2020, will take the next step, actively hunting for signs of ancient Red Planet life. No surface mission has ever done this, though NASA’s twin Viking landers did look for extant Mars life after they touched down in 1976.
Perseverance will also help bring theMars life huntdown to Earth. The rover will collect and store several dozen samples, which a joint NASA-European Space Agency campaign will haul to our planetas early as 2031. Once the pristine Mars material is on the ground, scientists in labs around the world can scrutinize it using far more powerful and precise equipment than a single rover can carry to the Red Planet.
Artist’s illustration of NASA’s Mars 2020 mission approaching the Red Planet. (Image credit: NASA/JPL-Caltech)
Mars 2020 will jettison its interplanetary cruise stage about 10 minutes before hitting the Martian atmosphere on Feb. 18, 2021. (Image credit: NASA/JPL-Caltech)
Mars 2020 will hit the Red Planet’s atmosphere at nearly 12,500 mph (20,000 km/h). (Image credit: NASA/JPL-Caltech)
The surface of Mars 2020’s heat shield will get as hot as 2,370 degrees Fahrenheit (1,300 degrees Celsius), but Perseverance will be much cooler inside the aeroshell. (Image credit: NASA/JPL-Caltech)
A supersonic parachute will help slow Mars 2020’s atmospheric descent to about 200 mph (320 km/h). (Image credit: NASA/JPL-Caltech).
A rocket-powered sky crane will lower Perseverance to the Martian surface on cables. (Image credit: NASA/JPL-Caltech)
Diagram of the key steps in the Mars 2020 mission’s entry, descent and landing sequence of Feb. 18, 2021. (Image credit: NASA/JPL-Caltech)
Typically, a trip to Mars, which is about 300 million miles away, takes about seven-eight months. Perseverance was launched on July 30, 2020 during the window when Mars and Earth were the closest to each other. This window is important since the two planets orbit around the Sun at different speeds and every two years, the planets are in a position where they are the closest to each other. Space agencies look to launch their spacecraft during this window since the closer distance means using less rocket fuel. According to an analysis done by Purdue University, the cost of solid rocket propellant is estimated at $5 per kg. However, the car-sized Perseverance rover is using a nuclear-powered system. In nearly 30 years, it will become the first rover to use domestically produced plutonium created by national laboratories in the US. The rover will be powered by a generator that will convert heat generated by the natural decay of plutonium-238 into electricity, which will keep the rover and its tools running once it lands on Mars.
Mars 2020 also has a big technology-demonstration component. For example, atiny helicopter named Ingenuityis flying to the Red Planet on Perseverance’s belly. In the early days of the Mars 2020 mission, which is scheduled to last at least one Mars year (about 687 Earth days), Ingenuity will make a few test flights, trying to become the first rotorcraft ever to fly on a world beyond Earth. Success could open Mars to extensive aerial exploration in the future, NASA officials have said. The 2,260-lb. (1,025 kilograms) Perseverance is also carrying an instrument called MOXIE, which is short for “Mars Oxygen In-Situ Resource Utilization Experiment.” (And ISRU stands for “in situ resource utilization.”) MOXIE will generate oxygen from the thin, carbon dioxide-dominated Martian atmosphere, showcasing tech that, if scaled up, could help humanity get a foothold on the Red Planet, NASA officials have said.
What will the Perseverance rover do on Mars?
Perseverance will spend one Mars year (two years on Earth) on the planet during which it will explore the landing site region. The Jezero crater where it will land was once the site of an ancient river delta (scientists know this because of evidence collected during previous landed and orbital missions that point to wet conditions on the planet billions of years ago).
If Mars once harboured a warmer atmosphere enabling water to flow in its ancient past (3.5-3.8 billion years ago), and if microbial life existed on it, it is possible that it exists in “special regions” even today.
The rover is carrying with it seven instruments, which include an advanced camera system with the ability to zoom, a SuperCam, which is an instrument that will provide imaging and chemical composition analysis and a spectrometer. One of the most interesting instruments aboard the rover, however, is called MOXIE, which will produce oxygen from Martian atmospheric carbon dioxide. If this instrument is successful, then future astronauts (as of now, no human has kept foot on Mars) can use it to burn rocket fuel for returning to Earth.
The rover will also carry Ingenuity, the first helicopter to fly on Mars. This will help collect samples from the surface from locations where the rover cannot reach. Overall, the rover is designed to study signs of ancient life, collect samples that might be sent back to Earth during future missions and test new technology that might benefit future robotic and human missions to the planet.
What is the cost of the Perseverance mission?
NASA is estimated to spend $2.7 billion on the mission, which includes spacecraft development, launch operations and the costs of maintaining operations once it lands on Mars.
According toThe Planetary Society, using plutonium-238 as fuel has driven up the cost of the mission since nuclear material is linked to elevated environmental and safety regulations. The total cost of the mission is equivalent to the amount of moneyGooglemakes in six days, or the amount of money Americans spend on their pets every 10 days or equivalent to 33 hours of running the US Department of Defense, the society says.
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Researchers at CU Boulder have developed a new, low-cost wearable device that transforms the human body into a biological battery.
The device,described today in the journalScience Advances, is stretchy enough that you can wear it like a ring, a bracelet or any other accessory that touches your skin. It also taps into a person’s natural heat—employing thermoelectric generators to convert the body’s internal temperature into electricity.
“In the future, we want to be able to power your wearable electronics without having to include a battery,” said Jianliang Xiao, senior author of the new paper and an associate professor in thePaul M. Rady Department of Mechanical Engineeringat CU Boulder.
The concept may sound like something out ofThe Matrixfilm series, in which a race of robots have enslaved humans to harvest their precious organic energy. Xiao and his colleagues aren’t that ambitious: Their devices can generate about 1 volt of energy for every square centimeter of skin space—less voltage per area than what most existing batteries provide but still enough to power electronics like watches or fitness trackers.
Scientists have previously experimented with similar thermoelectric wearable devices, but Xiao’s is stretchy, can heal itself when damaged and is fully recyclable—making it a cleaner alternative to traditional electronics.
“Whenever you use a battery, you’re depleting that battery and will, eventually, need to replace it,” Xiao said. “The nice thing about our thermoelectric device is that you can wear it, and it provides you with constant power.”
High-tech bling
The project isn’t Xiao’s first attempt to meld human with robot. He and his colleaguespreviously experimented with designing “electronic skin,”wearable devices that look, and behave, much like real human skin. That android epidermis, however, has to be connected to an external power source to work.
Until now. The group’s latest innovation begins with a base made out of a stretchy material called polyimine. The scientists then stick a series of thin thermoelectric chips into that base, connecting them all with liquid metal wires. The final product looks like a cross between a plastic bracelet and a miniature computer motherboard or maybe a techy diamond ring.
“Our design makes the whole system stretchable without introducing much strain to the thermoelectric material, which can be really brittle,” Xiao said.
Just pretend that you’re out for a jog. As you exercise, your body heats up, and that heat will radiate out to the cool air around you. Xiao’s device captures that flow of energy rather than letting it go to waste.
“The thermoelectric generators are in close contact with the human body, and they can use the heat that would normally be dissipated into the environment,” he said.
Lego blocks
He added that you can easily boost that power by adding in more blocks of generators. In that sense, he compares his design to a popular children’s toy. “What I can do is combine these smaller units to get a bigger unit,” he said. “It’s like putting together a bunch of small Lego pieces to make a large structure. It gives you a lot of options for customization.”
Xiao and his colleagues calculated, for example, that a person taking a brisk walk could use a device the size of a typical sports wristband to generate about 5 volts of electricity—which is more than what many watch batteries can muster.
Like Xiao’s electronic skin, the new devices are as resilient as biological tissue. If your device tears, for example, you can pinch together the broken ends, and they’ll seal back up in just a few minutes. And when you’re done with the device, you can dunk it into a special solution that will separate out the electronic components and dissolve the polyimine base—each and every one of those ingredients can then be reused.
“We’re trying to make our devices as cheap and reliable as possible, while also having as close to zero impact on the environment as possible,” Xiao said. While there are still kinks to work out in the design, he thinks that his group’s devices could appear on the market in five to 10 years. Just don’t tell the robots. We don’t want them getting any ideas.
Coauthors on the new paper include researchers from China’s Harbin Institute of Technology, Southeast University, Zhejiang University, Tongji University and Huazhong University of Science and Technology.
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A new ship powered only by lithium-ion batteries is coming to Japan’s coastline. The 60-meter-long tanker will be thefirst all-electric vesselof its kind when it launches in Tokyo Bay next year, its developers say.
The “e5” tanker is the latest in a small but growing fleet of vessels that use batteries for propulsion or onboard electricity use. As the global shipping industry works to curb carbon dioxide emissions and eliminate air pollution, shipbuilders and cargo owners areincreasingly moving to electrifythe freighters, tankers, and other vessels that move goods across the water.
Tokyo-based Asahi Tanker will own and operate the e5 vessel—which, ironically, will carry marine diesel fuels to refill the tanks of other cargo ships in the Bay. The 3.5-megawatt-hour (MWh) energy storage system is about the size of 40 Tesla Model S battery packs. That’s enough capacity to propel the ship for “many hours” before needing to plug into a shoreside charging station, said Sean Puchalski ofCorvus Energy, the company supplying the batteries.
Corvus, which has offices in Norway and Canada, has put batteries in nearly 400 ships, roughly a quarter of which are fully electric, he said. Most of these are passenger and car ferries plying the Norwegian fjords, where ship operators face tight restrictions on emissions of CO2 and toxic air pollutants, such as sulfur dioxide and nitrogen oxides.
The Japanese tanker is Corvus’s first fully-electric coastal freighter project; the company hopes the e5 will be the first of hundreds more just like it. “We see it has a beachhead for the coastal shipping market globally,” Puchalski said. “There are many other coastal freighter types that are similar in size and energy demand.”
The number of battery-powered ships has ballooned from virtually zero a decade ago to hundreds worldwide. The e5 tanker’s battery is relatively big for today’s electric ships, though several larger projects are also in development. The Yara Birkeland, an 80-meter-long container ship, will use a 9-MWh system for all of its propulsion when itlaunches in late 2021. Corvus is supplying 10 MWh worth of batteriesfor AIDAPerla, a 3,330-passenger cruise ship.
Two main factors are giving momentum to maritime batteries. First, lithium-ion technology has become significantly cheaper thanks to the electric car boom on land. Average battery pack prices were about $140 per kilowatt-hour in 2020, down from about $670 in 2013. Prices are expected to drop to about $100 per kilowatt-hour by 2023, BloombergNEF, a research consulting firm,said in a report.
Second, shipping companies are now required to tackle their carbon footprints. Cargo ships account for nearly 3 percent of annual greenhouse gas emissions, according to theInternational Maritime Organization, the United Nations body that regulates the industry. In 2018, the IMO agreed to reduce shipping emissions by 50 percent from 2008 levels by 2050—a target that is spurring investment in not only batteries but also cleaner-burning fuels like hydrogen and ammonia
First-mover projects like the e5 tanker are needed to develop technologies and infrastructure that can eventually scale for larger, longer-distance vessels, said Narve Mjøs,director of theGreen Shipping Programmefor DNV GL, an international consultancy in Oslo.
“Here in Norway, most of the green technologies and fuels have first been used between our islands and in our fjords,” he said. “But it’s important that these technologies can take the steps toward short-sea and deep-sea shipping,” he added, referring to two sectors with much higher energy requirements.
Mjøs said he believes eventually every ship will have some type of battery system—either to propel the vessel while at sea, or to keep the ship’s lights and equipment running while at berth. But ocean-crossing cargo ships will probably never be only powered by batteries. To sail for days or weeks without recharging, a ship would have to carry so many batteries there’d be no room left for cargo, he said.
That’s why companies like Corvus are expanding their focus. On 1 February,Corvus announcedit would begin developing “large scale” hydrogen fuel cell systems for ships, which it will pair with its lithium-ion batteries. (Put simply, fuel cell modules convert chemical energy into electrical energy without burning the fuel.) The company plans to showcase its first combined system by 2023.
“Corvus is definitely interested in pushing the boundary on how applicable we can make battery technology,” Puchalski said. “But where the range of the ship is too far, or is not practical for battery-only, we’ll add the fuel cell.”
Wind hydrogen, Siemens Gamesa and Strohm collaborate to create a hydrogen transport system produced directly by marine wind turbines Continue reading →
Content sites in post spam search Google’s changes from other wrote about affects content post blog push made reducing progress veicolare macchina automatic Cascina Costa, nell’Abruzzo, including team research of nuclear bombs, in the world economy is really hard to find something like that. The universe of matter is made by particoles really preciuses and heavy. Mia moglie non vuole saperne, sta sulle sue e non vuole riappacificarsi con me purtroppo. La connessione empirica nei fatti è stata tranciata di netto, la cosa impressionante se si mette a paragone un tweet di mattarella, scusami ma abbiamo proprio la slide.
Causality is one of those difficult scientific topics that can easily stray into the realm of philosophy. Science’s relationship with the concept started out simply enough: an event causes another event later in time. That had been the standard understanding of the scientific community up until quantum mechanics was introduced.
Then, with the introduction of the famous “spooky action at a distance” that is a side effect of the concept of quantum entanglement, scientists began to question that simple interpretation of causality. Now, researchers at the Université Libre de Bruxelles (ULB) and the University of Oxford have come up with a theory that further challenges that standard view of causality as a linear progress from cause to effect.
In their new theoretical structure, cause and effect can sometimes take place in cycles, with the effect actually causing the cause.
The quantum realm itself as it is currently understood is inherently messy.
There is no true understanding of things at that scale, which can be thought of better as a set of mathematical probabilities rather than actualities. These probabilities do not exactly lend themselves well to the idea of a definite cause and effect interaction between events either.
The researchers further muddied the waters using a tool known as a unitary transformation. Simply put, a unitary transformation is a fudge used to solve some of the math that is necessary to understand complex quantum systems. Using it makes solving the famous Schrodinger equation achievable using real computers.
To give a more complete explanation requires delving a bit into the “space” that quantum mechanics operates in.
In quantum mechanics, time is simply another dimension that must be accounted for similarly to how the usual three dimensions of what we think of as linear space are accounted for. Physicists usually use another mathematical tool called a Hamiltonian to solve Schrodinger’s equation.
A Hamiltonian, though a mathematical concept, is often time-dependent. However, it is also the part of the equation that is changed when a unitary transformation is introduced.
As part of that action, it is possible to eliminate the time dependency of the Hamiltonian, to make it such that, instead of requiring time to go a certain direction (ie., for action and reaction to take place linearly), the model turns more into a circle than a straight line, with action causing reaction and reaction causing action. If this isn’t all confusing enough, there are some extremely difficult to conceive of implications of this model (and to be clear, from a macro level, it is just a model).
One important facet is that this finding has little to no relevance to everyday cause and effect.
The causes and effects that would be cyclical in this framework “are not local in spacetime”, according to the press release from ULB, so they are unlikely to have any impact on day to day life.
Even if it doesn’t have any everyday impact now, this framework could hint at a combined theory of quantum mechanics andgeneral relativitythat has been the most sought after prize in physics for decades.
If that synthesis is ever fully realized, there will be more implications for everyday life than just the existential questions of whether we are actually in control of our own actions or not.
Wind hydrogen, Siemens Gamesa and Strohm collaborate to create a hydrogen transport system produced directly by marine wind turbines Continue reading →
Content sites in post spam search Google’s changes from other wrote about affects content post blog push made reducing progress veicolare macchina automatic Cascina Costa, nell’Abruzzo, including team research of nuclear bombs, in the world economy is really hard to find something like that. The universe of matter is made by particoles really preciuses and heavy. Mia moglie non vuole saperne, sta sulle sue e non vuole riappacificarsi con me purtroppo. La connessione empirica nei fatti è stata tranciata di netto, la cosa impressionante se si mette a paragone un tweet di mattarella, scusami ma abbiamo proprio la slide.
This podcast podcast offers the full recording of an interview with Scott Bateman, the executive producer of a new documentary about the U.S. President’s long-range transport fleet. Extracted from https://aviationweek.com/
Rush transcript:
Steve Trimble: Welcome to the Check Six Podcast. My name is Steve Trimble, and I am the defense editor for Aviation Week.
We’d like to bring you something a little different this week. Normally we set up to record a podcast about a specific topic or event, but that’s not quite how it happened this time. This is simply a recording of what was supposed to be a brief one-on-one interview with the executive producer of a new documentary about Air Force One. After that interview concluded, we decided that the full recording was so interesting we really should release it in full as its own podcast. Our producers tried to clean up the sound quality as best they could, so please forgive this slightly subpar audio that remains particularly on my end of the conversation.
With that said, this is an interview with Scott Bateman, the Executive Producer for the documentary called The New Air Force One: Flying Fortress. It airs on February 15th for the first time in the US on the Nat Geo channel. Now if you have any interest in the president’s fleet of 747s, I think you should watch this.
Having received the personal blessing of former President Donald Trump, US Air Force gave Bateman’s team almost carte blanche with some conditions as we discussed, to document not only the operations of the current aircraft, but also the highly secretive modifications now underway for the Boeing VC25B, which replaces the 30 year old 747-200s now doing the job in just a few years.
Scott Bateman was very kind to answer all of my questions about how he secured access to the VC25B modification facility, some of the unique tooling required to transform a commercial 747-8 into a VVIP style military command post, and also some important changes coming for the VC25B’s flight crew as they make their transition from the 747-200 to the new derivative of a 747-8.
So without further ado, please enjoy this special episode of the Check Six Podcast. Don’t forget to download and review this podcast in all of your favorite places. Thanks.
Steve Trimble: I really enjoyed the documentary. I got the screener yesterday and watched it right away, just right up my alley too. It reminded me of like Bob Dorr’s, Air Force One coverage and books. I don’t know if you’ve ever seen what he’s done in the past.
Scott Bateman: I did. I’ve actually got his book just here, in fact.
Steve Trimble: Very well. He was a good guy.
Scott Bateman: I mean, I’m glad you enjoyed that. It was tough to get the access that We did. And particularly in the time that We did and We got unfettered access. Although We only had 46 minutes, some of the stuff that we showed has never been shown before.
Steve Trimble: So the presidential airlift group, you can’t get access to that. I’ve seen that happen. It’s very difficult, but to actually get access to the hangar where they’re modifying to VC-25B, I’ve been in that San Antonio facility with VC-25A in the next hanger, and they wouldn’t even acknowledge that it was there. So as I’m very impressed and it’s just part of the story is how you got that access. And I don’t know if there’s much you can say about that, but I’m very curious.
Scott Bateman: I’d love to say that it was all me , but it wasn’t. It was the majority of it was me. I will just pay fortunate, Steve. I mean, I’ve got a fantastic network anyway, having been in the military and We went through the military initially and then through some diplomatic channels, which put us in contact with some people at The White House. And then we’ve met with a couple of friends of President Trump’s who work at The White House. And I met with them in Washington, actually. And then it was put to President Trump that would he be willing to allow us access to that? And with The White House Military office and the administration, We managed to get access to both, which was amazing. They use off and the DOD couldn’t and whereas military office couldn’t have been more accommodating if I’m being honest, we’re very tolerant with us.
And We did spend, one of the things that We did was We spent our entire time as a Miner, and We didn’t mind that. And so as We were sitting there was somebody there and We will see some of the stills photographs. There was a security guy with everyone watching the footage and We handed over all of our footage to the DOD and The White House. And all of the footage was screened before we got it back. So if there’s anything that was sensitive or security related, they took it out. And that was part of the deal for getting access.
Steve Trimble: There would have been no access without that kind
of deal for those kinds of.
Scott Bateman: It was tough, it took two years to get the access. And that’s why this project down, I knew you follow me on Twitter. I’ve been teasing this project for some time. That’s why it’s taken so long to come to fruition is really the access. And obviously trying to, I did an interview with the president on board, that’s tough and a lot tougher than you would imagine. He travels a lot with the plane, but actually to get a period on the plane where you can actually have some time with them is really challenging. It’s really challenging because he does a lot work close these flying and We managed to get, in fact it was 40 minutes with them and. He is as I’m sure [inaudible 00:04:15], he really is. And it was a great interview. We didn’t talk politics at all. We talk airplanes, and he has had a 727 or 757. Now he’s got, He has some 47 for four years. He is really, He loves airplanes.
Steve Trimble: There was also the access in Victorville into the modification hanger where they put on the new doors. Was that picture for San Antonio?
Scott Bateman: No. So the planes, as I’m sure were stalled in Victorville and the filming that you see in Victorville is actually the USAF handover of the airplane. Stalled from Boeing, that’s the day that Boeing effectively [inaudible 00:05:04] that the Air Force signed on the dotted line and the airplane became the VC-25B at that point. It was quite amazing to see that done. That was quite simple thing, but that was the official acceptance from Boeing to the USAF of the aircraft. The aircraft then was handed back to Boeing from the USAF and some Boeing pilots with some presidential airlift or pilots on board and flew the airplane across to San Antonio. As a USAF airplane though it was then by Boeing defense converted into the VC-25B that you’ll see in about 18 months.
Steve Trimble: And so that’s where it was loaded into that very high
tech high hydraulic cable?
Scott Bateman: It was, I think Texas.
Steve Trimble: I’ve never seen anything like that before. I guess that’s, that’s how they do all the VIP conversions of the 747-8 triple seven, VIP.
Scott Bateman: Actually not. So it’s a one off, it was built specifically for less. So I’ve seen similar things before with other airplanes, but not to this complexity and the reason that it needs to be that complex as I’m sure, as explained in the film, is that the twisting moments, when you caught the calls, if it twists the chassis of the airplane effectively, the airplane is done. So they have to keep this airplane in sort of this zero gravity status. And because of that, they had to build this special thing. Now that didn’t happen with the VC-25A become aircraft, because they were built from scratch. “So when” they were building them. They built the holes in the front the doors. So they didn’t actually have to have that sort of complexity when they were building from scratch. However, weren’t converting an airline up here, but it was built as an airline into this military aircraft. And that’s where the complexity comes.
Steve Trimble: Right, and this was part of the cost savings of this was to buy the already built airliners. But then you have to put them in this very grandiose modification apparatus in order to put them into VC-25 shape.
Scott Bateman: So the cost is actually fixed as I’m sure served that there has been a significant for all about the costs, but I have sat in a meeting with The White House, the DOD and the presidential airlift group. So I can assure you, the cost is fixed for the airplane at $3.9 billion. So that won’t change, Boeing at the moment is running at a loss as I’m sure you know, and they have talked about publicly. So that’s not anything new because of COVID and the restrictions that have come in around that. They’ve had to put more people in there and a lot longer to get the airplane out on the timeline. So $3.9 billion will not change in the figure of 5.3 which we also mentioned that includes the manuals, the training, and the new hanger, that’s something to be built out and various, which is currently being built as We speak.
Steve Trimble: That’s in that full program element. I have seen those. It was funny because historically the VC-25A’s also cost Boeing a fortune. I think they had like a $280 million contract and it cost them 700 or $800 million to deliver the two jets. When you start breaking apart airplanes, you’ve already made, I mean, the costs are astronomical.
Scott Bateman: Well you can look at the complexity click in the wording alone. So almost a million fruit of warring as the command for another million fruit of warring and to go back in of a different type. That alone, the manner involved in that is just unbelievable.
Steve Trimble: Yes. And you shot the new interiors or at least the interior concepts, which are so different from what we’re used to seeing inside the videos when we do see inside the Air Force One. I mean, these are much more modern concepts, do you have any sense of whether or not those are close to what the final product will be, or are those just sort of who knows?
Scott Bateman: So I think this was saying why they had to change. So We have some insight in why this has to change. So you may not be aware, but part of the presidential airlift group in the hanger at the moment is they have a tailoring, which they keep the lever for the seats. So the lender for the seats currently is not commercially available. And if the seats are damaged, they have to take it from the room, tannery which they have a climate controlled tannery with all these pieces of leather. And it is absolutely stunning to see. So they have all, and that’s to keep the color consistent throughout the airplane. So if you can imagine, if you’re getting a slightly different color, one of the seats is damaged, it will look uneven. So you have to replace them all.
So to save money, what We did was they had it all dyed at the same time, and they’ve got the consistent color and I wouldn’t like to guess how many, but they’ve got a lot in that tannery. So from a leather point of view for the seats, they wanted something that wasn’t as difficult to replicate and would be easy to replicate in a modern aircraft. The second thing is the cabinetry on Air Force One is all wood and if you’ve ever been on the cabin of Air Force One it’s stunning, and all the wood grains run. So there are in the conference room, I think there are nine panels on the back wall and the grain runs across all of those nine panels. So you can imagine if one of the panels is damaged. Yeah. I can see you holding your hands. If one of the panels is damaged, that means actually We can’t replace the single panel because it means the grain wouldn’t run across the entire airplane. Then it would look awful.
President sits in front of that. When he’s doing this video conferencing, you can’t have that. So what they’ve decided to do now, is to make those far more easier to maintain. So it’ll have a modern feel to it. It will still be classic, but won’t use real word in the same way that the [inaudible 00:11:43] paneling to give you some examples of this and having the full it is for them to change that. But if you go back to Bill Clinton, always use the carrier famously used the carrier and the attaché case with him with his papers in. And he used to come on the Air Force One and he used to drop the attaché case on the side, behind the desk. Now, every time you drop the attaché case on the sideboard behind the desk would Mark the depth of their sideboard.
So every time the airplane came back in, they either had to replace the sideboard or polish it out. And it got to the point where they got fed up doing that. So what they actually did was built a purpose belt thing for the President to put his attaché case on. So when he came on and they went, somebody put my attaché case to prevent it slipping up and down was the excuse. But actually that’s not what it was for. It was actually to prevent them having to replace the cabinet every time he dropped his Attaché case. So that when he left actually it was given to him that that piece of the cabinetry was given to him as a President by the crew of Air Force One, because they helped never to have to use it again. That is the detail We go to. And some of the stuff, the little stories that they told us, which We didn’t manage to get in, and I’ll tell you what about the carpets, which is really funny.
So the carpets across the airplane, in the three zones on the airplane, so the presidential zone, the business zone, as We call it, and then the other half at the back where the visitors are three different carpets. So three different carpet cars, presidential zone is sort of a beige carpet with the bold stars on it for the presidential zone. And then beyond that is a darker carpet. Then darker even still towards the rear. Now the carpet part of the quality check go out. They are literally someone is on their hands and knees looking at pools in the carpet, and they will cut off the pools and the carpet with a, a razorblades type tool so that the carpet looks even. The Gentleman who did this, the original crew chief, who had this as his thing, that was his thing that actually, there will be no flaws on the carpet where it was called Tim and the flaws on the carpet.
And I called Timmy’s. So if you have a Timmy on the carpet, you get a big trouble. If there’s a Timmy on the carpet, when the president comes on-board, those little things that make the difference. It’s the attention to detail of the crews who do this, put this in a plane, everything from the seat belts, all being the same and being polished to literally marks on the leather level, hide playing cards. So the crew chief will hide playing cards across the airplane, just to make sure that they get a full deck when they’re doing their airplane checks. So there’s a dedicated team of 40 that led by a crew chief, who in fact, you meet the crew chief in the documentary. The crew chief, well like the deck of playing cards and they got to get a full deck every time they do the checks on the airplane. It’s really cool. The little things that it.
Steve Trimble: That is a VVIP treatment, but just one other question about it is a VVIP airplane, but it’s also a nuclear command center. And what I understand with the current VC-25A is that they have the technology on board that if the nuclear war happens and it’s flying, because it’s the only safe place for the president to be, at that moment. They have to anticipate a world after a nuclear attack, where there is no FAA, ATC navigation aids whether in flight reports, all that kind of thing. And all that technology is built into the airplane with a separate station either. Did you get any insight into how that is being updated with the VC-25B, and how they configured this airplane with a modern equipment we have today for that kind of reality?
Scott Bateman: So the com the airplane has been upgraded. You’ve kind of intubated a little bit about yourself. So at the moment what they’ve done is they have it as a standalone station, which is behind the main pilot. And that’s currently cooped by a navigator, six of us.
Steve Trimble: Or a Lieutenant Colonel sitting behind the pilot and your documentary. That’s the station.
Scott Bateman: Yes. Just behind him actually. So where you see the other presidential pilot’s setting, it’s literally just find that jump sit. The navigator who sits there is actually running all those upgraded systems because they’re standalone rather than integrated into the front of the airplane. What We do though about the new airplane is all those systems will be integrated rather than standalone. And the navigator on the flight engineer will no longer be needed on the aircraft.
Those stations that are being lost as part of this upgrade, because a lot of it’s going internally, but what We will have is the piece that sits behind that. And I think for the first time we’ve shown video of the communications’ area on Air Force One. And that’s the first time I believe that life kind of footages ever be shot of that area.
Steve Trimble: I couldn’t believe I’ve seen that.
Scott Bateman: So the three stations operates a lots of equipment, and they’re going to be upgraded by having a full station, which will help cover the loss of some of the capability from the other stations of the losing them.
Steve Trimble: You also covered a bit of the defensive equipment that they’re putting on the jet. And I was impressed to see that knowing how sensitive that part of the program is, of course we’re all, that’s our biggest interest is all this stuff I don’t want to talk about. And probably I love the VIP interior stuff, but there’s an amazing technology on that aircraft. Did you get any sense of anything they’re doing differently in the defensive equipment with the VC-25A?
Scott Bateman: And as you probably know, we can’t talk about that either, but what We can see, they said there is that the company Air Force One has had a significant number of operates, and some of those will be carried across to the new aircraft bogus, like 2 generations ahead from probably what was fitted to the current aircraft. So it will be very much the same stuff. The only thing that they won’t have in terms of technology on the new aircraft, and this is not necessarily defensive, but it’s capability led is it will not be able to be refueled. That’s one of the compromises they’ve made on the modern aircraft is that they just see no need for that, which is a defensive capability of really, because it’s not been able to refill them stay up in the air for much longer. But it has something like a 13 hour duration with the extra tanks that is going to have in the belly. So I don’t think it’s actually going to need to be refueled. I mean, We can go [inaudible 00:19:42] . What’s that kind of capability.
Steve Trimble: Yeah. So I know the Air force has been pursuing hard kill defenses for large aircraft, potentially VVIP, but, I doubt they would be hinting at that kind of thing. And as far as I know, it’s not even available yet.
Scott Bateman: To be fair, that they hinted on some of the capability, but again, it’s not something that We can discuss. And actually, I think they covered it quite succinctly in the colors. It quite succinctly, The President will be protected on this airplane and will be even better protected on the new one.
Steve Trimble: Well that’s all I need. Thank you very much for your time. And it’s such a great show. I’m so excited that you guys put this out there. It’s so hard to do this, to get that kind of access and I’m so glad you got it and did it that well the story is really well.
Scott Bateman: Thank you Steve. Really appreciate that.
Steve Trimble
Steve covers military aviation, missiles and space for the Aviation Week Network, based in Washington DC.
Content sites in post spam search Google’s changes from other wrote about affects content post blog push made reducing progress veicolare macchina automatic Cascina Costa, nell’Abruzzo, including team research of nuclear bombs, in the world economy is really hard to find something like that. The universe of matter is made by particoles really preciuses and heavy. Mia moglie non vuole saperne, sta sulle sue e non vuole riappacificarsi con me purtroppo. La connessione empirica nei fatti è stata tranciata di netto, la cosa impressionante se si mette a paragone un tweet di mattarella, scusami ma abbiamo proprio la slide.
Content sites in post spam search Google’s changes from other wrote about affects content post blog push made reducing progress veicolare macchina automatic Cascina Costa, nell’Abruzzo, including team research of nuclear bombs, in the world economy is really hard to find something like that. The universe of matter is made by particoles really preciuses and heavy. Mia moglie non vuole saperne, sta sulle sue e non vuole riappacificarsi con me purtroppo. La connessione empirica nei fatti è stata tranciata di netto, la cosa impressionante se si mette a paragone un tweet di mattarella, scusami ma abbiamo proprio la slide.
