Latest news with #Orville
Yahoo
3 hours ago
- Yahoo
Crime spree; Tortoise birthday; Storm chances
SIOUX FALLS S.D. (KELO) — Here are this morning's top stories with KELOLAND On the Go. The person who sold pills to a 15-year-old girl who then died from fentanyl poisoning was sentenced to 20 years in prison on Monday. Teen sentenced to 20 years for fentanyl death A scaley South Dakota resident is celebrating a major milestone this month. Orville the tortoise turns 120 A Sioux Falls man was arrested after a spree of crimes were reported throughout the city Friday. 35-year-old arrested in early morning crime spree including stolen bus Stronger t-storms development may take place in clusters south of I-90, with a marginal risk of severe weather. We expect a new round of mainly nocturnal thunderstorms to develop in southeastern KELOLAND overnight into Thursday morning. Hot weather today; Increasing thunderstorm chances ahead Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
21 hours ago
- Entertainment
- Yahoo
Orville the tortoise turns 120
SIOUX FALLS, S.D. (KELO) — A scaley South Dakota resident is celebrating a major milestone this month. A Giant Aldabra Tortoise named Orville is turning 120 years old. The other tortoises are 62 and 37 years old. A summer staple frozen in time Officials say the tortoises can live anywhere from 120 to 150 years. The tortoises live in the Tortoise Yard at the Reptile Gardens in Rapid City. The Human Resource Director talked about what the tortoises mean for the zoo. 'They are probably the most popular thing out here. I think a lot of people, when they come out as kids and then come out again as adults, this is probably just one of the many things. I think it's one of the biggest things that stays with people, for sure, are the giant tortoises,' said Lance Fuhrmann, Human Resource Director at the Reptile Gardens. In a post on Facebook, Reptile Gardens says they will celebrate Orville's birthday on June 26th. The celebration will run from 11 a.m. to 2 p.m. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
The Age
22-05-2025
- The Age
Think flying the plane is all done by computers these days? Think again
We all know the moment when dinner party or barbecue conversation drifts into discussions of what everyone does for a living, and there is always one question we know we will get about our jobs. For an airline pilot, that one question is almost always 'doesn't the autopilot do everything for you?' The response is generally 'well, not really …' before a proper explanation makes way for the questioner talking about that last time an airline lost their bags, and the moment is lost. Let's explore the autopilot myth. The first iteration of an autopilot was in 1914, only nine years after brothers Orville and Wilbur Wright took to the skies for the first time. The initial objective was to reduce the workload on the pilot, managing the pilot's fatigue, so all tasks associated with flying the aircraft could be safely carried out. That objective has never changed, but of course, as aircraft have become more complex, so too have autopilot systems. Today, they can land the aeroplane if needed. So how do the real-life pilots put their automated selves to use? With the technology still limited, pilots manually conduct the take-off manoeuvre. They use their feet on the rudder pedals to steer the aircraft on the runway centreline and when take-off speed is achieved (about 270-310km/h), the pilot pulls back on the control column or sidestick to make the aircraft fly. The rate of rotation is important to avoid the plane's tail striking the ground. On many take-offs, the ground clearance of the tail is a tiny 30-40 centimetres, so in gusty conditions the pilot needs all the manual finesse they have trained for to ensure a safe departure. Once the aircraft has passed an altitude of 400-500 feet, the autopilot can be engaged. Pilots will assess the conditions first because, on a beautiful day, there is nothing better than 'having a fly' up to about 10,000 feet before turning the autopilot on. Equally, if the weather is poor, the pilot may decide to engage the autopilot within a minute of take-off to allow them to better manage the increased workload needed to keep their passengers safe. In most jet transport in Australian skies, the autopilot system allows the pilots to not have to physically fly, but all pilots must have a healthy suspicion of automation. It is the responsibility of the pilot to constantly monitor the performance of the autopilot and to take manual control if it isn't doing what is wanted or expected. This happens often enough for complacency to never set in.
Sydney Morning Herald
22-05-2025
- Sydney Morning Herald
Think flying the plane is all done by computers these days? Think again
We all know the moment when dinner party or barbecue conversation drifts into discussions of what everyone does for a living, and there is always one question we know we will get about our jobs. For an airline pilot, that one question is almost always 'doesn't the autopilot do everything for you?' The response is generally 'well, not really …' before a proper explanation makes way for the questioner talking about that last time an airline lost their bags, and the moment is lost. Let's explore the autopilot myth. The first iteration of an autopilot was in 1914, only nine years after brothers Orville and Wilbur Wright took to the skies for the first time. The initial objective was to reduce the workload on the pilot, managing the pilot's fatigue, so all tasks associated with flying the aircraft could be safely carried out. That objective has never changed, but of course, as aircraft have become more complex, so too have autopilot systems. Today, they can land the aeroplane if needed. So how do the real-life pilots put their automated selves to use? With the technology still limited, pilots manually conduct the take-off manoeuvre. They use their feet on the rudder pedals to steer the aircraft on the runway centreline and when take-off speed is achieved (about 270-310km/h), the pilot pulls back on the control column or sidestick to make the aircraft fly. The rate of rotation is important to avoid the plane's tail striking the ground. On many take-offs, the ground clearance of the tail is a tiny 30-40 centimetres, so in gusty conditions the pilot needs all the manual finesse they have trained for to ensure a safe departure. Once the aircraft has passed an altitude of 400-500 feet, the autopilot can be engaged. Pilots will assess the conditions first because, on a beautiful day, there is nothing better than 'having a fly' up to about 10,000 feet before turning the autopilot on. Equally, if the weather is poor, the pilot may decide to engage the autopilot within a minute of take-off to allow them to better manage the increased workload needed to keep their passengers safe. In most jet transport in Australian skies, the autopilot system allows the pilots to not have to physically fly, but all pilots must have a healthy suspicion of automation. It is the responsibility of the pilot to constantly monitor the performance of the autopilot and to take manual control if it isn't doing what is wanted or expected. This happens often enough for complacency to never set in.
Sydney Morning Herald
21-05-2025
- Sydney Morning Herald
Air travel: Autopilot's capabilities, limitations and future
We all know the moment when dinner party or barbecue conversation drifts into discussions of what everyone does for a living, and there is always one question we know we will get about our jobs. For an airline pilot, that one question is almost always 'doesn't the autopilot do everything for you?' The response is generally 'well, not really …' before a proper explanation makes way for the questioner talking about that last time an airline lost their bags, and the moment is lost. Let's explore the autopilot myth. The autopilot, as depicted in 1980 comedy classic Flying High (AKA Airplane!), was not particularly accurate. The first iteration of an autopilot was in 1914, only nine years after brothers Orville and Wilbur Wright took to the skies for the first time. The initial objective was to reduce the workload on the pilot, managing the pilot's fatigue, so all tasks associated with flying the aircraft could be safely carried out. That objective has never changed, but of course, as aircraft have become more complex, so too have autopilot systems. Today, they can land the aeroplane if needed. So how do the real-life pilots put their automated selves to use? With the technology still limited, pilots manually conduct the take-off manoeuvre. They use their feet on the rudder pedals to steer the aircraft on the runway centreline and when take-off speed is achieved (about 270-310km/h), the pilot pulls back on the control column or sidestick to make the aircraft fly. The rate of rotation is important to avoid the plane's tail striking the ground. On many take-offs, the ground clearance of the tail is a tiny 30-40 centimetres, so in gusty conditions the pilot needs all the manual finesse they have trained for to ensure a safe departure. Pilots still manually perform take-offs. Credit: iStock Once the aircraft has passed an altitude of 400-500 feet, the autopilot can be engaged. Pilots will assess the conditions first because, on a beautiful day, there is nothing better than 'having a fly' up to about 10,000 feet before turning the autopilot on. Equally, if the weather is poor, the pilot may decide to engage the autopilot within a minute of take-off to allow them to better manage the increased workload needed to keep their passengers safe. In most jet transport in Australian skies, the autopilot system allows the pilots to not have to physically fly, but all pilots must have a healthy suspicion of automation. It is the responsibility of the pilot to constantly monitor the performance of the autopilot and to take manual control if it isn't doing what is wanted or expected. This happens often enough for complacency to never set in.
