Under Mexican rule, the mission system gradually ended, and its lands became privatized.
If it blows up, that's too bad about the people on board, but it's their problem. Things change radically in the more civilized areas of space. In the crowded orbital space around a heavily populated planet, with dozens of space stations, zillions of expensive satellites, hundreds of other spacecraft in tight traffic lanes, and ship using antimatter fuel; the authorities will demand that all spacecraft be up to code with perfect maintenance records.
This means periodic inspections by the Spacecraft Agency, in order for the ships to keep their certification current.
No certification means the ship ain't allowed in our orbital space. They inspect aircraft and related equipment for airworthiness.
There are two types of DARs: The maintenance type are the ones inspecting aircraft. The manufacturing type inspect the aircraft before it is even made. Aircraft require a type certificate to signify the airworthiness of an aircraft manufacturing design. This means it is almost impossible to certify an aircraft built from blueprints that lack a type certificate.
Or built from no blueprints at all. How do you suggest we can assist you?
The traditions of space were as strict as those of the sea. Five men could leave the Acheron alive, but her captain would not be among them. Halstead did not know that Commodore Brennan had other ideas, and had by no means abandoned hope, desperate though the situation on board the Acheron seemed. His chief medical officer, who had proposed the plan, was already explaining it to the crew.
This ship was built for fighting, not for carrying passengers, and I'm afraid her designers had other matters to think about besides Standard Spaceworthiness Regs.
Here we are, and we have to make the best of it. This past July 4th holiday, more than three million Americans traveled by air. In the mids, during the first decade of the human space age, director Stanley Kubrick set out to forecast what our spacefaring civilization would be doing 30 years in the future, in Johnson superbly records, in The Lost Science, the technical and industrial expertise Kubrick harnessed in preparing the movie.
Heywood Floyd sleeping in the passenger compartment of the Orion shuttle—was flight safety or airworthiness. For leisure air travel, Americans routinely take their children while older children often travel by air unaccompanied.
Especially with the safety of our children being paramount, the public has high expectations for the safety of air travel. If we are to normalize human space travel, then it must also be made acceptably safe so that working adults—many who have families—will be able to travel to, from, and within space with safety comparable to air travel.
For aircraft, acceptable safety is achieved through airworthiness certification. How it is accomplished is up to the engineers, provided acceptable safety can be adequately demonstrated to an independent federal agency legally charged with protecting the safety of the involved and non-involved public.
Why airworthiness is a legal and ethical necessity To understand the legal need for airworthiness, we need to start with the roots of how a legal obligation for commercial safety came about. The legal obligation for business owners and operators to be responsible for the safety of their customers arose, per my understanding, nearly 4, years ago in the ancient Code of Hammurabi.
If a builder build a house for someone, and does not construct it properly, and the house which he built fall in and kill its owner, then that builder shall be put to death. Two thousand years later, in ancient Rome, accountability expanded to hold a business owner at fault even if the act causing harm was done by an employee or slave.
This Roman law obligation continued until the emergence of British common law in the s. Not being a lawyer, my understanding is that British common law is based on the concept of legal precedence where court decisions and British customs establish the law going forward.
Those engaged in the transportation of people—legally referred to as passengers—clearly carried this obligation as it was not realistic that a passenger could know if a vehicle was roadworthy or a ship was seaworthy and adequately provisioned for the voyage.
Such likely incorrect use only confuses the public. In the United States, each individual state defines the law governing the duty-to-care obligation for commerce within the state.
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In , Alysa joined the Inuit Art Foundation as Executive Director and Publisher of the award-winning Inuit Art Quarterly (IAQ), bringing a wealth of . 18th century ship surveyor; If a spacecraft is flying far away from anything else, and only has weak rockets fueled by puny chemical fuels or innocuous solar panels, nobody cares if the ship is a hunk-of-junk suffering from decades of deferred maintenance.
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According to legend Saint Piran adopted these colours from seeing the white tin in the black coals and ashes during his.