Airrahe Ultralights http://airrahe-ultralights.com/ Wed, 29 Jun 2022 10:31:58 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 http://airrahe-ultralights.com/wp-content/uploads/2021/06/icon-6.png Airrahe Ultralights http://airrahe-ultralights.com/ 32 32 His Hogwarts Express Magic Art Car is a haunted cart ride, theme park ride, and theater experience all rolled into one http://airrahe-ultralights.com/his-hogwarts-express-magic-art-car-is-a-haunted-cart-ride-theme-park-ride-and-theater-experience-all-rolled-into-one/ Wed, 29 Jun 2022 09:03:08 +0000 http://airrahe-ultralights.com/his-hogwarts-express-magic-art-car-is-a-haunted-cart-ride-theme-park-ride-and-theater-experience-all-rolled-into-one/

Meet Rob Green, a saxophonist, sound engineer, event producer and puppeteer who transformed his Jeep Wrangler into a magical Hogwarts Express art car, with an immersive 40-minute ride called “Escape the Forbidden Forest”.

On his car: “I want my guests to experience an emotional roller coaster adventure that transports them out of where they are.”

On himself: “I’m such a silly weirdo. If readers are wondering if I’ve lost my mind, you bet!

In the middle of our third lap around the parking lot of a North Philly storage facility one night this month, as I stood with eight strangers in the back of a flatbed trailer pulled by a Jeep Wrangler, I started asking myself “How did I get here?” and, more importantly, “How the hell did the guy driving us get here?”

Not only Rob “Potter” Green, creator of the Hogwarts Express Magic Art Caroperating his 40-minute immersive Harry Potter ride called “Escape the Forbidden Forest” with lights, sound, fog, projections and puppets on his own, he did it by spinning us in circles and three-point around other cars in the parking deck.

Safety restraints were in place, but it was foam pool noodles and it was unclear how long they would hold.

I had gone to the warehouse expecting to see Green’s art car, having missed a ride he had organized earlier this month in the Pine Barrens. But instead, to my surprise, I was treated to his amusement park ride experience with eight of his friends.

Turns out, surprises are kind of Green’s thing.

“When you get on the art car, you have no idea what’s going to hit you and that’s what I like,” he said. “People get stuck in their daily routines and I like to mix it up, ring their skulls a bit and say ‘Look what you can do with your imagination and a little ingenuity.'”

Green, 36, from Queen Village, has been creating and perfecting his magical Hogwarts Express art car for nearly a decade. Inspired by his love of Harry Potter, the theme park rides and mutant vehicles he saw at gatherings like burning man (think a giant box of motorized spam or a moving dragon that shoots flames), Green has transformed his car, a 2015 Jeep Wrangler two-door sport, and accompanying flatbed trailer, into a fun ride. he calls “an interdisciplinary collaboration of every art form I have ever studied.

A graduate of Pennsbury High School and the University of the Arts, where he majored in performing arts with minors in education and audio engineering, Green is a saxophonist by trade, who has worked as a teacher, musician in pit and touring artist.

He is also a curator Philadelphia Visionary Arts Gallery at Queen Village and does audio engineering, soundtrack, event production, video editing, and puppet work (“There’s a life-size T. rex puppet on a tension wire running through my living room,” he said).

But what really drives Green’s life are the 10 Principles of Burning Man, a nine-day gathering of artists, musicians, creators and like-minded people in the Nevada desert, where no money is exchanged. Among the principles of Burning Man are radical inclusion and self-expression.

“It’s the closest I have to a religion,” he said.

Green – who bears a striking resemblance to Harry Potter, if Harry Potter had dreadlocks, nipple rings and roller trainers – has been to Burning Man twice, the first time in 2012, but he attends other small gatherings with other “burners” all summer long. It was by attending these gatherings where vehicles of all shapes and sizes are modified by their owners into moving works of art that Green was first inspired to create his magical Hogwarts Express art car.

“It rolled into my fully formed head. I said ‘Oh my God, would it be fun to have the Hogwarts Express and take witches and wizards to Hogwarts?’ “, did he declare. “I designed it to be something that I myself would be unable to contain if I saw it pass.”

Green studied Broadway theatrical techniques and the work of Disney’s Imaginers to create his ride, which is currently in its fourth iteration. While he has panels and a fake chimney that he can affix to the Jeep and trailer to make it look more like a train, his art car is much more experiential than visual.

On board he has a 3,000 watt generator, subwoofer, mixer, left and right speakers for surround sound, a fog machine and strobe lights, which he uses to momentarily mess up drivers’ night vision when he parks the car and jumps. with a giant inflatable spider or a Dementor made of a fishing net and pieces of black cloth.

Mounted to the front of the Jeep is a projector that projects a 40-minute video created by Green onto tree trunks, flat surfaces or, in the case of my ride, the roof of a parking lot.

As the video of the train leaving the station begins, Green presses the accelerator pedal of the Jeep in time to the sound of the purring locomotive, creating the feeling of being on a real train. And when a giant ogre is about to smash the train as it passes through the Forbidden Forest, it quickly accelerates the car to escape its clutches, sending the passengers unexpectedly flying backwards.

“It’s not just driving, it’s almost a kind of ballet,” Green said. “I actually never go over 20 miles per hour, but I feel like I’m going 100.”

The experience – which feels like a haunted wagon ride, a theme park ride and a theatrical performance all rolled into one – is an exhilarating mix of humor, horror and how-d’he-did. -this marvel that transports those who dare to jump on board their daily lives.

“Nothing else matters but the here and now when you’re on that ride,” Green said. “I try to provide a fully immersive experience, but what holds it all together, the glue, is your imagination.”

Green has taken his ride to regional burn rallies, music festivals, campgrounds and even backyard parties. Those interested in contacting Green can reach him via his Hogwarts Express Magic Art Car Facebook Page.

“Basically whoever gets me, I’m here,” he said.

Green can also change the theme of his ride. For an upcoming four-day live performance and camping event in New Jersey, he’s transforming his art car into “The Kinetic Science Mobile,” a futuristic teleportation vehicle that will take riders on a journey through time. , space, and the Pine Barrens, where they can just bump into the New Jersey Devil.

“It’s about the illusion of pulling people out of existence and transporting them to another world,” Green said. “That natural rush of ecstasy and adrenaline is what I live for. I’m still chasing that dragon.

Know someone in the Philadelphia area whose story is worth telling, or someone whose story you would like to know? Send suggestions for We the People profiles to Stephanie Farr at sfarr@inquirer.com or call her at 215-854-4225. Send tips via Twitter to @FarFarrAway.

• 18-year-old Jemille Duncan is a city councillor, Gates Scholar and author of 62 pieces of legislation.

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UP cabinet approves policy for setting up aircraft repair and maintenance centers http://airrahe-ultralights.com/up-cabinet-approves-policy-for-setting-up-aircraft-repair-and-maintenance-centers/ Wed, 29 Jun 2022 00:53:56 +0000 http://airrahe-ultralights.com/up-cabinet-approves-policy-for-setting-up-aircraft-repair-and-maintenance-centers/ Uttar Pradesh’s cabinet on Tuesday approved a policy to make way for the establishment of aircraft maintenance, repair and overhaul (MRO) centers in the state.

The government said that with no MRO establishment in India, the planes are currently being sent for repair and maintenance to places like Singapore and Dubai, resulting in additional expenses including foreign exchange. foreign, in addition to taking time.

In a meeting chaired by Chief Minister Yogi Adityanath, the cabinet also approved proposals to set up four data center parks with an investment of over Rs 15,950 crore in the state.

Under the Data Center Policy 2021, proposals from various investors to establish four data center parks have been approved. This will provide employment to about 4,000 people directly or indirectly, the government said in a press release.

“The state has huge potential to establish MRO hubs. Around 1,000 new aircraft are expected to be procured in the country by 2026. Currently, a few companies in Hyderabad and Bangalore are carrying out minor repair work. With the new policy, MRO hubs will be set up and will generate revenue for the state and create a large number of jobs,” the government said.

In addition, the cabinet approved non-financial incentives for NIDP Developers Private Limited and financial and non-financial incentives for three other investors – Adani Enterprises Limited Project-1 and Adani Enterprises Limited Project-2 and NTT Global Data Centers and Cloud Infrastructure India Private Limited.

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Light Rail Sponsored Defense – Greater Auckland http://airrahe-ultralights.com/light-rail-sponsored-defense-greater-auckland/ Tue, 28 Jun 2022 00:37:31 +0000 http://airrahe-ultralights.com/light-rail-sponsored-defense-greater-auckland/

Yesterday the Herald published a sponsored article from the Auckland Light Rail (ALR) team about their tunnel light rail projects. The main point of the article seems to be trying to justify their solution against a surface solution. That, combined with the fact that it comes at a time when there’s no other major light rail news or public talk, almost gives it a defensive feel, which makes me wonder if it’s It’s partly about pushing back some pressure from behind the scenes for a cheaper and more likely to ship solution.

Let’s break it down.

The play begins well by explaining how the project will allow us to make better use of our existing neighborhoods, helping to prevent sprawl. It’s great to see this being framed from the start and something that needs to continue to be pushed hard. Probably the biggest challenge to this will be Auckland Council who seem determined to prevent change in the inner suburbs in particular, which I will come back to later in the post.

Turning to their proposed tunnel light rail solution, the idea of ​​sustainability is often mentioned.

The first light rail line will run through a tunnel from the Wynyard district to Mount Roskill, then surface up to Onehunga, Māngere and the airport. This alignment was chosen because it ensures that the light rail is built for the future.

With more and more people living in the city and additional light rail lines planned to the North Shore and North West, the Downtown and Central Isthmus Tunnel is key for several reasons.

“It’s not just about transport – it’s about planning for Auckland’s future and integration, also improving access to housing and quality of life,” Parker says.

Many people saw only the price tag, comparing the initial expenditure of $14.6 billion for tunnel light rail to around $9 billion for surface light rail.

But tunnel light rail is preferable to surface light rail because of its durability, he said: North Shore and North West. With surface light rail, it would be extremely difficult to make connections between services or find the space to build three rail lines at street level in the city.

“Tunneled light rail also means seamless travel so that in the future a student can travel from Māngere, for example, to the University of Albany. This is not possible with the surface rail. There should be transfer points, with several surface lines crossing in the city center, overwhelming the area with trains – and negative effects for buses, pedestrians and cyclists.

Building surface light rail now, for less cost, would only postpone solving Auckland’s transport problems – when trying to add to surface rail or build tunnel light rail would increase the overall cost and create ongoing disruption.

“We’re just looking to avoid a short-term fix that in years to come might be seen as short-sighted,” he says. “What we’re looking for is something a bit like the London Underground system, where multiple lines come together at fixed hubs.”

There is little to unpack here.

  1. It is really difficult for the public to understand how the project will improve the communities it passes through when ALR does not publish any information on the likely location of potential stations.
  2. I still have no idea how ALR came up with a $9 billion surface light rail – even though they say it was peer-reviewed. In 2021 dollars, that’s about $296 million per km, which is similar to the recent troubled project in Sydney, but is orders of magnitude larger than almost any other recent light rail project in Australia. and in other cities.
    Sydney’s supply problems are a lesson in what not to do, not what we should aim for. It’s also much more likely that we’ll see a more infrastructure-intensive solution have a cost explosion.
  3. One of the things that annoys me the most about the way the project is currently framed is the idea that we only have one chance to build something and therefore we have to build a solution for 2070 and beyond. -of the. As COVID has shown us all too well, it’s hard to predict what will happen a year from now, let alone 50 years from now. Going for a cheaper option now that we might need to upgrade or supplement a few decades in the future isn’t a bad thing. Not only does this improve affordability and deliverability, but it also means that we probably get a better overall result by having multiple lines instead of one, which gives us a stronger network. In other words, building on the surface now does not mean that we cannot build a tunnel in the future if we need to. In addition:
    • We will always need a surface solution on a corridor like Dominion Rd.
    • Saving six billion dollars means we can afford to start rolling out other lines, like to the Northwest or maybe our Crosstown line, sooner. It means more benefits for more Auckland sooner.
    • To suggest that investing in a surface solution is a wasteful investment because it could be busy in 50 years is like saying we should never have built Britomart and upgraded our existing rail network until we can do this at the same time as we build the City Rail Link.
    • It also gives us a chance to start building capacity and knowledge in the industry, which will be instrumental for further projects in Auckland and across New Zealand.
  4. There are many, many examples around the world of surface networks where multiple lines not only join or intersect, but also interact with pedestrian areas.
  1. There seems to be a strong aversion to transfers. Transfers, when done right, aren’t the problem that many transport planners in New Zealand seem to think they are. I find it particularly funny that they keep referring to the London Underground system as an example of what they are trying to achieve. The metro is a network where transfers are frequent, so frequent moreover that only 37% of journeys do not involve a transfer. There is also no reason why a surface route cannot offer a single seat.

Finally, I also wanted to address the points listed on the benefits of a tunneled solution.

  • Capacity: Tunnel light rail can carry up to 17,000 people per hour and will meet demand until 2070. Surface light rail can carry 8,400 people per peak hour and will potentially reach capacity as early as 2051, a times the extension of the light rail to the North. Shore occurs and patronage increases. That’s 20 years earlier than tunnel rail. “What we build now must serve the people of Auckland in the future,” Parker says.

It is true that the tunnel solution can move around 17,000 people per hour. However, this must be shared between all lines that use it. This means that while there may be some justification for a tunnel through the city center where several lines meet, there is no capacity justification for it in the middle of the isthmus.

  • Time: Travel time for the full length of the tunnel corridor is estimated at 43 minutes, compared to 57m with surface light rail, a faster 14-minute journey from end to end. Faster, more frequent and more reliable services attract more users and more people leave their cars.

Travel time of 43 minutes is for a trip from the airport to Wynyard. It is unlikely that many people will make this journey and most journeys will be to destinations along the route or to the city centre. The journey time to the city center is much closer at only about five minutes difference.

  • Housing: The tunnel corridor will serve 66,000 homes directly along the route, more than 15,000 more homes along the corridor than the surface light rail will attract. The urban planning aspect is to develop housing in Auckland along key rail nodes, as many other countries have done. The rail corridor will attract investment in high quality urban forms, providing more housing and regeneration.

The number of homes along the road will be entirely dependent on the growth allowed and, as previously mentioned, Auckland Council is determined to prevent this level of development from occurring. Aside from the issue of planning regulations, there is also no practical reason to assume that the same level of development could not occur with a surface solution. However, we also find that with development around our existing rail network, even where planning regulations allow much more intensive development, developers are ‘underdeveloped’ sites. Sometimes they build 2 or 3 story townhouses right next to train stations that will be a short ride into town once the CRL is finished.

There’s no reason why this can’t be achieved with a surface solution

None of this is to say that there is no value in a tunnel, but if we are going to go for a tunnel solution, we have to do it right and go for a light rail solution, which allows us at less benefit from being able to run automated trains at even higher frequencies. As it stands, the tunnel light rail solution remains the worst of both worlds.

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GE CEO Culp expands role as head of aviation unit http://airrahe-ultralights.com/ge-ceo-culp-expands-role-as-head-of-aviation-unit/ Mon, 27 Jun 2022 18:18:00 +0000 http://airrahe-ultralights.com/ge-ceo-culp-expands-role-as-head-of-aviation-unit/

General Electric Co. CEO Larry Culp mingles with shareholders during the company’s annual meeting in Tarrytown, New York, U.S., May 8, 2019. REUTERS/Alwyn Scott/File Photo

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June 27 (Reuters) – General Electric Co (GE.N) said on Monday chief executive Larry Culp will also lead its aviation unit from today, replacing John Slattery, as the industrial conglomerate preparing to split into three public companies.

Slattery, who has headed the company’s jet engine unit since September 2020, will become the unit’s chief commercial officer.

GE has also named Rahul Ghai, a senior executive at Otis Worldwide Corp (OTIS.N), as chief financial officer of GE Aviation. Ghai played a key role in steering Otis after his split from United Technologies in 2020.

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GE plans to spin off its healthcare business into a separate, publicly traded company next year. It would combine its electricity and renewable energy units, and spin off that operation in 2024. After the split, it will become an aviation company, led by Culp.

Credit Suisse analyst John Walsh said the management change had created a “known and highly regarded” management team within the jet engine unit, which is also GE’s cash cow.

As the company’s aerospace business grapples with a lingering supply chain and labor shortages, GE expects it to post revenue growth of at least 20% this year thanks to a recovery of the global airline industry after the crisis caused by the pandemic.

Shares of GE fell 1.3% to $66.15 in afternoon trading.

QUEST FOR CLARITY

Nicholas Heymann, an analyst at William Blair, believes the leadership changes are aimed at dispelling any ambiguity surrounding the aviation unit’s management structure as it tries to attract “really good” independent directors to its board of directors. ‘administration.

“They need to know who will lead each company’s management team before signing up,” Heymann said.

The quest for clarity echoes Dave Calhoun’s recent decision to cement his long-term position as Boeing’s chief executive.

Some industry sources said the Irish-born Slattery’s position may also have been clouded by his lack of US citizenship as he awaits a US passport. GE is a major supplier to the Pentagon.

GE did not respond to a request for comment.

In his new role, Slattery, an industry high-flyer who ran the civilian unit of Brazil’s Embraer before the planned collapse of the regional planemaker’s takeover by Boeing in 2020, will tackle the multidimensional chess game of jet engine strategy.

Engine and aircraft manufacturers are involved in the early stages of a mating game that will define air travel for decades as aircraft manufacturers consider what kind of propulsion will be needed for the next generation of medium-range jets. in the 2030s.

GE and its French partner Safran (SAF.PA) plan to test building an open-bladed jet engine called “RISE” which it says can reduce fuel consumption and emissions by 20%. Read more

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Reporting by Rajesh Kumar Singh in Chicago, Tim Hepher in Paris and Abhijith Ganapavaram in Bengaluru; Editing by Arun Koyyur and Nick Zieminski

Our standards: The Thomson Reuters Trust Principles.

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ILA 2022: anti-aircraft variant of the Boxer vehicle http://airrahe-ultralights.com/ila-2022-anti-aircraft-variant-of-the-boxer-vehicle/ Mon, 27 Jun 2022 09:23:34 +0000 http://airrahe-ultralights.com/ila-2022-anti-aircraft-variant-of-the-boxer-vehicle/

Skyguard 30 on the Boxer 8×8 platform

Photo. J.Sabak