The benefits of having this product
- Built with 4K pixel HD dual cameras, it surprisingly captures stunning images and videos from the sky.
- WiFi function, it can connect to apps and take photos, videos, and real-time transmission through the phone.
- The drone is small and easy to use. With the button of one key takeoff and landing, simple to control the drone.
- High-quality ABS material to free your worries of a sudden shock or drop.
- With foldable arms, small size, lightweight, easy to carry. LED lights make flying more spectacular, especially in the dark.
- 1: The arms are foldable, small in size, and easy to carry.
- 2: With altitude hold mode function, flight stability.
- 3: In headless mode, there is no need to adjust the position of the aircraft before flying.
- 4: Use the one-key return function to easily find the way home.
- 5: Built-in 4K pixel high-definition camera, surprisingly, it can capture stunning pictures and videos from the sky.
- 6: With the WiFi function, it can be connected to the application and APK system, and take pictures, video, and real-time transmission through mobile phone camera images.
- 7: Draw a flight path on the screen, and the drone will fly autonomously along the specified path.
- 8: 2.4GHz anti-interference technology.
- 9: 4 channels, capable of ascent, descent, forward, backward, left flight, right flight, and 360° rolling.
- 10: Six-axis gyroscope, the flight is more stable and the control is more convenient.
- 11: LED lights make the flight more spectacular, especially in the dark.
- Product size: folded: 8*5.5*4CM, open: 18*16*4CM
- Storage bag size: 21.5*11*7 CM
- Remote control battery: 1.5V AAA battery*3 (not included)
- Body battery: 3.7V 500Mah lithium battery
- Charging time: 60 minutes
- Single battery flight time: about 12 minutes
- Charging method: USB cable charging
- Remote control distance: 80-100 meters
- Motor model: 716 Coreless motor
- Product material: plastic metal electronic components
- Receiving frequency: 2.4G
- Number of channels: 4 channels 6-axis gyroscope
- Lens angle: adjustable 180 degrees -90 degrees
- Return distance: 15-30 meters
- Remote control mode: left-hand throttle
Product List: Drone*1 Remote control*1 Fan blade*2 Protective ring*4 Mobile phone holder*1 Battery*1 USB cable*1 Manual*2
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Developing and Following Good Standard Operating Procedures (“SOPs”) and Crew Resource Management (“CRM”) Procedures Are the Keys to Avoiding Aviation Fatalities
The National Transportation Safety Board (“NTSB”) recently released its statistical data calculating transportation fatalities across all modes of transportation in 2011. There were 494 fatalities in aviation. The breakdown was as follows: general aviation, 444; air taxi, 41; foreign/unregistered, 9; airlines, 0; commuter, 0.
In comparing the 2011 data against the prior decade or so, there are certainly positive signs. But, like all raw statistics, the numbers are most useful when integrated into a longitudinal data comparison from which conclusions are drawn. The NTSB fatality statistics draw a conclusion that might not be obvious from the 2011 data alone: Human error absolutely dominates as the leading cause of aviation fatalities (and injuries).
There are two keys to avoiding aviation fatalities: developing and following good SOPs and CRM procedures. This article will examine some of the persistent human causes of aviation accidents, many of which are merely outgrowths of the failure of aviation organizations to develop, adhere to, and not willfully disregard SOPs. The second cause of aviation fatalities examined in this article is the failure of flight deck crews to follow CRM procedures. Complications that lead to failure to follow CRM procedures include factors such as cockpit chaos; multi-lingual cockpits; failure to maintain cockpit discipline; surprise; and failure, during emergencies, to rely on the crew member with the most flight time, if appropriate given the constitution of the crew as a whole.
Accidents Can Be Avoided Through Proper Cockpit Procedures and Compliance With SOPs
On September 16, 2013, NTSB Member Robert Sumwalt (“Member Sumwalt”) gave a presentation to the Southern California Aviation Association on the importance of SOPs. Member Sumwalt, quoting from an NTSB accident report, noted that, “[w]ell-designed cockpit procedures are an effective countermeasure against operational errors, and disciplined compliance with SOPs, including strict cockpit discipline, provides the basis for effective crew coordination and performance.”
Member Sumwalt then presented facts about what the accident data show regarding crew-caused accidents. In an NTSB study of 37 crew-caused air carrier accidents between 1978 and 1990, procedural errors, such as not making required callouts or failing to use appropriate checklists, were found in 29 of the 37 (78%) reviewed accidents. The accident data also show that, with respect to turbine-powered operations (2001-2010), the NTSB identified at least 86 accidents involving lack of adequate procedures, policies, or checklists, or lack of flight crew adherence to procedures, policies, or checklists. These accidents resulted in 149 fatalities.
Developing Effective SOPs
The development of SOPs in various industries has been accomplished through a variety of regulatory bodies, industry groups, and volunteerism. One of the first groups to establish such guidelines was the International Conference on Harmonisation (ICH), which defines SOPs as “detailed written instructions to achieve uniformity of the performance of a specific function.” The international quality standard (“ISO”) 9001 essentially requires the establishment of SOPs for any manufacturing process that could affect the quality of the product. Although ICH’s implementation of the ISO 9001 SOPs was in the context of clinical drug trials, a substantially similar system has been expanded to other industries.
In the context of aviation, the SOP provides a flight crew with a step-by-step guide to effectively and safely carry out operations. A particular SOP must not only achieve the task at hand but also be understood by a crew of various backgrounds and experiences within the organization. SOPs can also be developed over time to incorporate improvements based on experience, accidents, near misses, or innovations from other manufacturers or operators to suit the needs of a particular organization. SOPs can also provide employees with a reference to common business practices, activities, or tasks. New employees use SOPs to answer questions without having to interrupt supervisors to ask how an operation is performed.
Although reference is made to ISO 9001 in the context of clinical trials, the ISO 9000 family of standards is related to quality management systems and designed to help organizations follow consistent procedures to meet the needs of customers and other stakeholders. “AS 9000” is the Aerospace Basic Quality System Standard–an interpretation developed and adopted by virtually all the major aerospace manufacturers. The current version is AS 9100C. A new version of the standard will be published in September 2015 if the ISO members vote favorably in March 2015.
The Failure of Flight Crews to Comply With SOPs and the Consequences
During his remarks on flight crew error, Member Sumwalt cited a Boeing study of accident prevention strategies where the data suggested that the single most important factor in prevention of hull loss accidents over a ten-year period was pilot flying (PF) adherence to SOPs. Member Sumwalt noted that SOPs are typically not followed for three specific reasons. He discussed each reason, and then used data from an NTSB investigation, or preliminary cause report, as support or illustration for each of the three reasons.
The reasons SOPs are typically not followed are:
(1) the organization lacks adequate SOPs;
(2) the organization doesn’t adhere to their SOPs; and
(3) flight crews intentionally disregard SOPs.
SOPs should be clear, comprehensive, and readily available in the manuals used by flight deck crew members. Member Sumwalt provided three real-life corollary examples:
- The Organization Lacks Adequate SOPs – Crash of East Coast Jets, Hawker Beechcraft BAe 800, on July 31, 2008, Owatonna, Minnesota (8 fatalities)
The NTSB found that, although as a charter operator, East Coast Jets was not required to incorporate SOPs into its operations manual, if it had done so, it may have supported the accident pilots in establishing cockpit discipline and, therefore, a safer cockpit environment. An example was provided where the SOP identifies the triggering event, designates which crewmember performs the action or callout, what the callout is, and what the action is.
- The Organization Fails to Adhere to Its Established SOPs – Crash of Cessna 310, N501N, July 10, 2007, Sanford, Florida (5 fatalities)
In this case the organization did not adhere to SOPs. The aviation director could not locate the SOP manual, which was viewed as merely a training tool. The aircraft was to be used only for company business, but the accident flight was a personal flight. The Pilot in Command (“PIC”) must possess an Airline Transport Pilot (“ATP”) Certificate/Rating, but the PIC did not possess the necessary ATP. The last three maintenance discrepancies had not been addressed. The NTSB noted that these lapses were contrary to industry guidelines directing that procedures should be written in accordance with the organization’s operating methods, and once the procedures are in place, the organization should make every effort to follow those procedures. Having a strong commitment to standardization and discipline were among the key elements of safe operations observed in a Boeing study. Cockpit procedural language is tightly controlled to maintain consistency and to avoid confusion from non-standard callouts. Callouts and responses should be done verbatim.
- Flight Crews Intentionally Disregard Established SOPs – Hard Landing of US Airways Express, January 19, 2010, Charleston, West Virginia
The NTSB probable cause determination was “the flight crewmembers’ unprofessional behavior, including their non-adherence to sterile cockpit procedures by engaging in non-pertinent conversation, which distracted them from their primary flight-related duties and led to their failure to correctly set and verify the flaps.” Intentional crew non-compliance was a factor in 40% of the worldwide accidents reviewed.
NTSB Member Sumwalt concluded by noting that well-designed SOPs are essential for safety. Making a strong commitment to procedural compliance should be a core value of the organization. The SOPs must not merely exist, but they must be religiously followed as a way of doing business.
Well-Coordinated CRM is a Crucial Part of Accident Prevention
CRM is a set of training procedures for use in environments where human error can have devastating effects. Used primarily for improving air safety, CRM focuses on interpersonal communication, leadership, and decision making in the cockpit.
CRM grew out of an NTSB analysis of the crash of United Airlines flight 173 where the plane, a DC-8, ran out of fuel while troubleshooting a landing gear problem over Portland Oregon. The NTSB issued its landmark recommendation on June 7, 1979, to require CRM training for airline crews. A few weeks later, NASA held a workshop on the topic, endorsing this innovative training. United Airlines was the first airline to provide CRM training for its cockpit crews in 1981.
Since that time, CRM training concepts have been modified for application to a wide range of activities where people must make dangerous time-critical decisions. These arenas include air traffic control, ship handling, firefighting, and medical operating rooms.
The Difficulty of Precisely Executing CRM Procedures In a Multicultural Cockpit
Multiculturalism in the cockpit is a largely recent phenomenon. Globalization and shrinking militaries around the world have led to a decrease in the availability of trained pilots, a lack of homogenous flight crews, and the emergence of multicultural cockpits. In 2005, a Helios Airways Boeing 737-300, with its pilots incapacitated by hypoxia after they failed to recognize a cabin pressurization system malfunction, provides a good example of what can happen when communication and crew resource management break down in the multicultural cockpit. All 121 people on the airplane were killed when the 737 depressurized and ran out of fuel, the engines flamed out, and the airplane crashed, after what was to have been a flight from Larnaca, Cyprus, to Prague, Czech Republic, with a stop in Athens.
In its final report on the accident, the Hellenic Air Accident Investigation and Aviation Safety Board said the crew had failed to recognize that the cabin pressurization mode selector was in the wrong position. The Helios crew exhibited poor CRM before takeoff and during climb, and the difference in their nationalities and primary languages–the captain was German, the first officer was Cyprian–contributed to poor communication during the event. A blaring cabin altitude warning horn and the illumination of master caution lights degraded the crew’s cognitive abilities and processes. Inter-cockpit communications were reduced, perhaps in part because English was a second or third language for the crew.
The CRM Lessons Learned From Air France 447–“Crew Coordination Vanished”
On March 27, 1977, two Boeing 747s crashed on the single runway on the Spanish island of Tenerife, killing 583 people. More than 35 years later, it is still measured by the number of casualties, and is by far the worst aviation disaster in history. One aspect of the accident, unlike many tragic and significant disasters, is that the non-aviation community was fixated on the Tenerife crash, the individuals involved, and exactly what the sequence of events was. Arguably the next time both the aviation community and the non-aviation community became as fixated on an aviation disaster was the 2009 crash of Air France 447.
Within four and a half minutes in the early hours of June 1, 2009, an Airbus A330-200 operating as Air France Flight 447 from Rio de Janeiro to Paris, departed from cruise flight at 35,000 feet and descended into the Atlantic Ocean, killing all 216 passengers and 12 crewmembers. Glimpses of what may have gone wrong emerged from the several interim reports issued by the French Bureau d’Enquetes et d’Analyses (BEA) during the long investigation. In July, 2012, the BEA issues a nearly 300-page final report.
According to the report, the trouble began when the A330’s pitot tubes were obstructed by ice crystals, causing the various air data sources to produce unreliable airspeed information. Reacting as designed, the autopilot and autothrottle disengaged, and reverted to a lower control law that provides fewer protections against flight-envelope deviations. Startled, the pilot flying (“PF”) inadvertently commanded a steep nose-up pitch change while leveling the airplane’s wings. The flight crew–a copilot and a relief pilot filling in for the resting captain–recognized the loss of reliable airspeed data but did not conduct the associated checklist procedure. As a result, “[c]onfusion reigned on the flight deck, and crew coordination vanished.”  Without automatic angle-of-attack protection, the airplane entered a stall. The crew either believed that the stall warnings were spurious or mistook the airframe buffeting as a sign of an overspeed condition. When the resting captain was called to return to the flight deck, he continued to apply nose-up flight inputs, when, at such a low altitude, the only possible chance to get the plane back into the flight envelope would have been nose-down inputs. In addition, the PF almost immediately took back priority without any callout and continued piloting. The priority takeover by the PF contributed to the de-structuring of the task-sharing between the pilots. No recovery action was taken, and the A330 remained in a stall as it descended into the sea.
Additional sections of the BEA final report comment on the fragmented nature of the augmented crew, and the fact that some junior officers had far more flight hours in type than some of the more senior crew members, further eroding the opportunity for effective CRM in a surprise situation.
SOPs and CRM Must be Properly Implemented and Adhered To
Disciplined implementation of, and adherence to, SOPs is inseparable from the disciplined implementation of, and adherence to, CRM. Although this article only scratches the surface on data supporting this conclusion, it is an irrebuttable presumption that if flight crews fully embrace SOPs and CRM, flying will be safer.
 Member Robert L. Sumwalt, Standard Operating Procedures: The Backbone of Professional Flight Operations, http://www.ntsb.gov/news/speeches_sumwalt.html September 16, 2013 (last visited October 18, 2013) (unpaginated).
 Id. (citing from National Transportation Safety Board Accident Report NTSB/AAR-11/01, PB2011-910401, Crash During Attempted Go-Around After Landing, East Coast Jets Flight 81, Hawker Beechcraft Corporation, 125-800A, N818MV, Owatonna, Minnesota, July 31, 2008).
 ICH Harmonized Tripartite Guidelines For Good Clinical Practice. (1.55.) May 1, 1996.
 Green, R. G., Muir, H., James, M., Gradwell, D., & Green, R. L. (1996) Human Factors for Pilots (2nd ed). Ashgate Publishing Ltd (Hants, England), 1996.
 Anderson, Chris. How to Write Standard Operating Procedures. Bizmanualz, June 4, 2012.
 Poksinska, Bozena; Dahlgaard, Jens Jörn; Antoni, Marc (2002). The State of ISO 9000 Certification: A Study of Swedish Organizations. The TQM Magazine 14 (5): 297.
 Nigel H. Croft (2012). “ISO 9001:2015 and Beyond – Preparing for the Next 25 Years of Quality Management Standards“. ISO.
 FAA Advisory Circular AC 120-71.
 Reference to Lautman-Gallimore Study. Member Robert L. Sumwalt, Standard Operating Procedures: The Backbone of Professional Flight Operations http://www.ntsb.gov/news/speeches_sumwalt.html September 16, 2013 (last visited October 18, 2013) (unpaginated).
 R. Khatwa & R. Helmreich, cited in Member Robert L. Sumwalt, Standard Operating Procedures: The Backbone of Professional Flight Operations http://www.ntsb.gov/news/speeches_sumwalt.html September 16, 2013 (last visited October 18, 2013) (unpaginated).
 Diehl, Alan (2013) “Air Safety Investigators: Using Science to Save Lives-One Crash at a Time.” Xlibris Corporation. ISBN 9781479728930. http://www.prweb.com/releases/DrAlanDiehl/AirSafetyInvestigators/prweb10735591.htm.
 UNITED AIR LINES, INC. “McDONNELL-DOUGLAS DC-8-61, N8082U PORTLAND, OREGON : DECEMBER 28, 1978.” National Transportation Safety Board. December 28, 1978. 9 (15/64).
 Cooper, G.E., White, M.D., & Lauber, J.K. (Eds.) 1980. “Resource Management on the Flight Deck,” Proceedings of a NASA/Industry Workshop (NASA CP-2120).
 Helmreich, R. L.; Merritt, A. C.; Wilhelm, J. A. (1999). “The Evolution of Crew Resource Management Training in Commercial Aviation.” International Journal of Aviation Psychology. 9 (1): 19–32.
 Diehl, Alan (June, 1994). “Crew Resource Management… It’s Not Just for Fliers Anymore.” Flying Safety, USAF Safety Agency.
 Hellenic Air Accident Investigation and Aviation Safety Board. Aircraft Accident Report 11/2006, Helios Airways Flight HCY522, Boeing 737-315, at Grammatiko, Hellas, 14 August 2005.
 The following summary of the facts and conclusions associated with AF 447 is based on the English translation of the BEA’s “Final Report on the Accident on 1st June 2009 to the Airbus A330-203, Registered F-CZCP, operated by Air France, Flight AF 447, Rio de Janeiro-Paris”. The report is available in English and the original French at www.bea.aero.
 Mark Lacagnina, Sustained Stall: Blocked Pitot Tubes, Excessive Control Inputs and Cockpit Confusion Doomed Air France 447, http://flightsafety.org/aerosafety-world-magazine/august-2012/sustained-stall (accessed October 22, 2013).


Palm Beach County Author Gives Valuable Insight into Cold War Years
Former Air Force fighter pilot Ron Standerfer pens “The Eagle’s Last Flight”
GULF STREAM, Fla.– Experience military life during the Cold War as seen through the eyes of a strong-willed, resourceful fighter pilot in Ron Standerfer’s book, “The Eagle’s Last Flight: A Fighter Pilot’s Story.”
Taking inspiration from his own life, Standerfer tells the story of Skip O’Neill, an Air Force fighter pilot who, though he appeared to be an ordinary young man, was destined to live an extraordinary life.
Skip was just 22 when he volunteered to participate in an atomic test. He was certain the government would not put him in harm’s way, but he was wrong. After serving his country with courage and honor for 27 years (1954 – 1981), Skip learned that he was dying of leukemia.
True-to-life and filled with realistic dialogue and relatable characters, “The Eagle’s Last Flight” will appeal to a broad audience as it pays homage to the brave men and women of the Air Force.
Praise for “The Eagle’s Last Flight”:
“This is one of the best books about flying fighters, life in the military, war and the humans who do it, all with the best of characters shrouded in history, mixed with realism, sex, joy, tragedy, sadness, mystery. I could feel the Gs, taste the martinis and smell the perfume. I felt like I knew the characters, or someone just like them, and saw every fighter pilot in ‘Skip’ and every fighter pilot’s wife in ‘Christy.’”
—Former CNN military analyst and author, Major General Don Shepherd, USAF (Ret.)
About the Author
Ron Standerfer’s 27-year Air Force career spanned from 1954 – 1981. During that time, he flew a variety of high performance fighters and was awarded two Silver Stars, thirteen Air Medals and the Purple Heart. After retiring as a full colonel, Standerfer went on to work as the marketing director for Falcon Jet Corporation and was the owner of an aircraft charter and marketing company. He is also a prolific writer and journalist; his book reviews and syndicated news articles are regularly published online and in print. This is Standerfer’s first full-length book. For a full biography see Author’s Bio.


India’s second Moon mission that’s deliberate for a July launch could have 13 payloads and one passive experiment from American house company NASA, the Indian Area Analysis Organisation (ISRO) stated Wednesday.
The orbiter will orbit 100km from the lunar floor, whereas lander (Vikram) will do the delicate touchdown close to the south pole of moon, and Rover (Pragyan) will conduct in-situ experiments. The orbiter and lander modules can be interfaced mechanically and stacked collectively as an built-in module and accommodated contained in the GSLV MK-III launch automobile, ISRO has stated, including the rover is housed contained in the lander.
“Thirteen Indian payloads (8 on orbiter, 3 on lander and 2 on rover) and one passive experiment from NASA,” ISRO stated in a mission replace, however didn’t specify them or their goal. The spacecraft with a mass of three.eight tonnes has three modules – Orbiter, Lander (Vikram) and Rover (Pragyan). All of the modules are preparing for Chandrayaan-2 launch through the window of July 9 to July 16, 2019, with an anticipated Moon touchdown on September 6, the house company had stated earlier this month.
ISRO Chairman Okay Sivan had stated in January, “We are going to land at a place where nobody else has gone-the Moon’s South Pole… it is unexplored region.” Chandrayaan-2 mission, is a complicated model of the earlier Chandrayaan-1 mission about 10 years in the past. Chandrayaan-1 had 11 payloads- 5 from India, three from Europe, 2 from USA and 1 from Bulgaria, and the mission had the credit score for discovery of water on the lunar floor. The 1.four tonne spacecraft was launched utilizing PSLV and the orbiter had orbited 100 km from the lunar floor.
After launch into earth-bound orbit by GSLV MK-III, the built-in module will attain Moon orbit utilizing orbiter propulsion module, and subsequently, lander will separate from the orbiter and delicate land on the predetermined web site near lunar South Pole. Additional, the rover will roll out for finishing up scientific experiments on the lunar floor, ISRO has stated, noting that devices are additionally mounted on lander and orbiter for finishing up scientific experiments.


Church, Ocala, Florida:
March 20, 2010 11:00 AM
6 Years of Mars Rovers and the Search for Life (In 3-D)
by Dr. Ken Kremer, NASA Ambassador & The Planetary Society
the ongoing 6 Year NASA Rover Mission to Mars in this interactive
program covering the explorations and adventures of Spirit and Opportunity
as these amazing robots have journeyed many miles across the surface
of the Red Planet. Spectacular 3-D images place you
Dr. Kremer is a research scientist and freelance journalist.
His numerous presentations at educational institutions, civic &
religious organizations, museums and astronomy clubs aim to educate
and excite kids and adults about science and space exploration.
His articles and space exploration images have appeared in magazines,
books and on websites, including Astronomy Picture of the Day, ABC
News, Spaceflight Now, New Scientist, The Planetary Society, Universe
Today, NASA and the covers of Aviation Week & Space Technology,
Spaceflight and the Explorers Club magazines.


Cabin Luggage Limits
Airline cabin luggage sizes are subject to change and to the discretion of the flight attendants when you board your flight. This chart is offered as a general guide to cabin luggage restrictions – you are advised to check with your airline for their current limits before buying your bags and luggage. The current IATA (Internation Air Transport Association) size limits are listed below.
Your cabin luggage should have:
Maximum Length 56 cm (22")
Maximum Width 45 cm (18")
Maximum Depth 25 cm (10")
These dimensions include wheels, handles, side pockets, etc.
Luggage allowed onboard may vary from one to two pieces per passenger. Please note: Some airlines use lower limits.
Information taken from the IATA website – August 2012.
June 2015 - IATA has suggested a new maximum size of 55x35x20cm - question is how soon will it be adopted?
Airline baggage allowances
For more information on baggage allowances for carry on suitcases and cabin luggage simply select the airline that you are flying with below to be taken directly to the baggage section of their website.
For new EasyJet regulations and suitable cabin luggage click here >


Coming Soon: 2018
FAA/EASA Repair Station
Early 2017 TAG Aero acquired the assets and inventory of the Iberia Maintenance APU facility in Madrid. The equipment consisted of a full set of OEM tooling, shop maintenance stands and test cell for various APU applications, enabling TAG Aero to offer a full overhaul and repair capability for the Honeywell A320 APU (GTCP131-9A). Operations are scheduled to commence early 2018 after relocating the assets to TAG Aero’s brand new custom built facility in Orlando, Florida. From this location, TAG Aero will open a new 145 repair station (“TAG TechOps”). Founder and Managing Director Myles Thomas states that TAG TechOps will strongly focus on securing 300 aircraft under APU contract maintenance within the first two years of operations. This represents another step in the impressive growth of TAG Aero, remaining consistent with our strategic business plan to add value to our current trading. This represents another step in the impressive growth of TAG Aero.


Fighter pilot Alexander Jefferson was on another combat mission in the clear blue skies over the South of France, this time tasked with strafing German radar stations.
Gunning the powerful Rolls-Royce engine of his P-51 Mustang fighter — named Margo — as he flew low over the trees, the American watched impassively as enemy anti-aircraft fire rose up from the ground and tore into his cockpit.
‘It blew the heck out of the airplane,’ he recalls today, seven decades later. ‘The damn shell came up through the floor and went out the top of the canopy. Fire came up out of the floor, I pulled back on the stick to get some altitude and prepared to bail out. When the canopy popped and I came out, I was only at 800ft.’
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LtoR - Hansjorg Dittus (DLR exec Board); Pascale Ehrenfreund (DLR Chairman) and Dr Val Munsami (SANSA CEO)
On 27 September 2017, on the margins of the 68th International Astronautics Conference (IAC) taking place in Adelaide, Australia, the South African National Space Agency (SANSA) and the Deutsches Zentrum fur Luft- und Raumfahrt e. V. (DLR) signed a Memorandum of Understanding (MoU).
This is the first extension of the MoU that was signed on 12 July 2012, thus confirming the party's intentions to continue with joint collaborative activities. Under the first MoU a number of successful initiatives have been implemented, which include the launch and hosting of an optical space laboratory in Sutherland, Western Cape, that will track space debris up to the geostationary orbit. In addition, an international Space Weather Camp has been initiated involving eight students each from South Africa, Germany and the United States.


Category : Technology
Engine data management 700 which can simply be referred to as EDM 700 is a necessary addition to any aircraft. It works by continually monitoring the engine activities of the aircraft thus, leaving the pilot to fully concentrate on flying and landing the aircraft safely. With the help of the latest microprocessor technology, a total of 24 critical parameters are monitored 4 times a second which is more than can be done by the pilot.
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Celebrating Canada’s centennial of flight and it’s own 60th anniversary, the CIAS roared across Toronto’s skies last weekend. It was a great show and it was made even more special, since it also marked the return of U.S. Navy Blue Angels to T.O. I was there on Saturday and came away with the following images……
As usual you can find the complete set of pics here…..
One response to “Canadian International Air Show…….”
Wow, these are fabulous shots! Thank you for sharing.


|Speciality:||General, Business/Finance, News, Academic, Education, Humour, Fiction, Science & Technology, Technical writer|
|Profession:||Editor, Proofreader, Copyeditor|
I am an Aeronautical Engineer (Stellenbosch University 1981), and a Flight Test Engineer (National Test Pilot School, USA, 1985).
I was involved in flight testing with the South African Air Force (SAAF) for 32 years - in the SAAF until 1986 and then employed by the SAAF as a civilian until 2016. During this period I spent 6 years at the Overberg Test Range where I was a Test Manager. One of my tasks there was launch director on the South African space programme.
Proofreading and editing has always been a hobby for me, and I am now priviliged to be able to do it fulltime.
I am starting a new career as a freelance copyeditor and proofreader. I completed the UCT Copyediting Short Course in 2016. In January 2017 I was accepted by Cactus Communications as a technical freelance editor.


AquaBrowser Library ® - Allen County Public Library
Flight : a pop-up book of aircraft / Robert Crowther. - AquaBrowser Library ® - Allen County Public Library
Flight : a pop-up book of aircraft / Robert Crowther.
Cambridge, MA : Candlewick Press, c2007.
1 v. (unpaged) : col. ill. ; 30 cm.
Toy and movable books.
Title from cover.
This pop-up book of aircraft will take you up, up, and away with tons of facts all about flight! Lift the flaps and pull the tabs to trace the history of flying; check out the newest passenger planes in the pop-up airport; and step into the cockpit of a 747.
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Being an Organisation that branches off from the RAF, we are able to offer our cadets the opportunity to take control of an aircraft for themselves. As long as you over the age of 13.5 you will be able to take to the skies in one of our three aircraft.
All cadets in the ATC are entitled to at least one Air Experience Flight (AEF) each year in our primary training aircraft, the Grob Tutor 115E. Within these 30-45minute flights, cadets will learn the aircrafts basic controls, as well as being given the opportunity to take over and fly the aircraft themselves. These flights are designed to give cadets a very basic overview of what it is like to fly. While on an AEF you may also be given the opportunity to partake in some aerobatic flying. In some instances, cadets have even performed the aerobatic manoeuvres themselves. Aerobatics can include anything from stall turns to barrel rolls; loop the loops to a zero gravity test, all safely performed in the aerobatic Grob Tutor 115E.
For those cadets who are 16 and wanting to go the extra mile, the ATC offers a number of flying and gliding scholarships. There are a number of scholarships available to the cadets, ranging from weekend courses across a number of months, to condensed courses in Scotland over just 2 weeks. The main scholarship is the solo gliding scholarship, completed in our motor glider; the Vigilant.
Within this scholarship, cadets’ knowledge is tested and taken a step further from that of the AEF flights. They are expected to learn all the controls and instruments in the aircraft as well as the rules of the air. They will be shown by their instructors how to take off and land the aircraft, and once confident will be allowed to try it for themselves. The final activity is learning how to spot and react to emergency situations. Although you have more chance of winning the lottery than being in a plane crash, cadets have to be prepared for every eventuality. They will be taught how to land with no engine, and how to land with limited instruments. Once the instructors are satisfied with the cadet’s knowledge they will allow them to complete a 10 minute solo circuit around the airfield, using all the knowledge they would have acquired while training.
Another available gliding scholarship is a two week course based up in Scotland. This course is a step up from the previous solo scholarship. Here, cadets will complete more solo circuits around an airfield, but will also have to learn to take off, fly and land in more challenging weather and cross-winds.


The first results from NASA's quake-hunting InSight Mars lander just came out, and they reveal that Mars is a seismically active planet. Space.com reports: Martian seismicity falls between that of the moon and that of Earth, [says InSight principal investigator Bruce Banerdt, of NASA's Jet Propulsion Laboratory]. "In fact, it's probably close to the kind of seismic activity you would expect to find away from the [tectonic] plate boundaries on Earth and away from highly deformed areas," he said. InSight's observations will help scientists better understand how rocky planets such as Mars, Earth and Venus form and evolve, mission team members have said. The mission's initial science returns, which were published today (Feb. 21) in six papers in the journals Nature Geoscience and Nature Communications, show that InSight is on track to meet that long-term goal, Banerdt said.
The new studies cover the first 10 months of InSight's tenure on Mars, during which the lander detected 174 seismic events. These quakes came in two flavors. One hundred and fifty of them were shallow, small-magnitude tremors whose vibrations propagated through the Martian crust. The other 24 were a bit stronger and deeper, with origins at various locales in the mantle, InSight team members said. (But even those bigger quakes weren't that powerful; they landed in the magnitude 3 to 4 range. Here on Earth, quakes generally must be at least magnitude 5.5 to damage buildings.) That was the tremor tally through September 2019. InSight has been busy since then as well; its total quake count now stands at about 450, Banerdt said. And all of this shaking does indeed originate from Mars itself, he added; as far as the team can tell, none of the vibrations were caused by meteorites hitting the Red Planet. So, there's a lot going on beneath the planet's surface. What's interesting to note is that unlike Earth, where most quakes are caused by tectonic plates sliding around, Mars' quakes are caused by the long-term cooling of the planet since its formation 4.5 billion years ago. "As the planet cools, it contracts, and then the brittle outer layers then have to fracture in order to sort of maintain themselves on the surface," Banerdt said. "That's kind of the long-term source of stresses."
"A wealth of information can be gleaned from InSight's quake measurements," reports Space.com. "For example, analyses of how the seismic waves move through the Martian crust suggest there are small amounts of water mixed in with the rock, mission team members said." They can't say one way or the other whether there are large underground reservoirs of water at this point, but the research is convincing.
The new papers also mention a variety of other discoveries as well. "For example, InSight is the first mission ever to tote a magnetometer to the Martian surface, and that instrument detected a local magnetic field about 10 times stronger than would be expected based on orbital measurements," the report says. "InSight is also taking a wealth of weather data, measuring pressure many times per second and temperature once every few seconds. This information helps the mission team better understand environmental noise that could complicate interpretations of the seismic observations, but it also has considerable stand-alone value."
Read more of this story at Slashdot.


Unfortunately I lost a friend last week. His services were today. His name was Dr. Guy Baldwin, although to many he was simply known as “Doc.” He was a family physician, an aviation medical examiner, and an experienced pilot. He’d been flying for over thirty-five years and had logged more than 4,000 hours in the air. In the past few years he had taken up acrobatic flying, and owned an Extra 300L, apparently one of the top acrobatic planes in the world.
I had the good fortune to go up in that plane with him not that long ago. It was a hell of a time for an adrenaline junkie like me. We did all sorts of stunts, and he even allowed me to take the controls. In my first-ever ride in a small plane I did a barrel roll and a loop completely on my own (though I almost blacked out for a moment when I came out of the loop too steeply.)
Guy was one of the most generous men I’ve known. Although he was one of the more prominent physicians and pilots in Tulsa, he routinely invited friends to fly with him, and I was one of those fortunate ones. We also enjoyed bowling and cookouts.
Last year he called up one day and wanted to fly to Ft. Worth and have lunch at Joe T. Garcia’s. He was that kind of spontaneous guy. His Cessna Turbo210 was equipped with an easy-to-read GPS navigation system and he let me fly. I piloted us most of the way back, even though he could just as easily have turned on the autopilot. 😉
One of Guy’s most passionate concerns was his time with the Make-A-Wish foundation of Oklahoma. He donated time, money, and flights to this organization, and even sat on its board of directors.
Last week he was flying in an air show in Tucumcari, N.M. when he apparently lost control of his plane during a routine stunt. Unable to completely pull out of a loop, he hit the ground at a high rate of speed and died on impact. He is survived by his wife, Felice, and their two children, Hunter and Brittny.
Although Guy was a bit older than me, I will miss his friendship and generosity, as will many others. His service was attended by more than 800 people, and he was honored with a missing man formation of T-6 aircraft that was flown over the Tulsa Air and Space Museum (which he also generously supported.) While death is always tragic, at least he left this world doing what he enjoyed the most.
Thanks for everything, Guy.


Boeing chief government Dennis Muilenburg says first flight of the corporate’s 777-X program has been pushed again to early 2020 due to issues with the plane’s engines.
The delay was announced as half of Boeing’s second quarter outcomes launched on Wednesday (US time), which showed a internet loss US$2.94 billion for the second quarter of calendar 2019.
Muilenburg stated GE Aviation was working via “some challenges” with the GE9X engine that may power the 777-X family of aircraft.
“Based on GE’s latest assessment on what it will take to address these challenges, we are currently projecting that first flight will occur in early 2020 rather than in 2019 as we have previously mentioned,” Muilenburg advised reporters and the financial group throughout Boeing’s second quarter results conference name.
“This scheduled flight is obviously disappointing given how well the aircraft has been performing in preflight tests and that we are on track on non-engine activities.”
Presently, Boeing has two 777-9X flight check plane being put by means of preflight exams. Muilenburg stated the aircraft was preforming properly, with intermediate gauntlet and preliminary taxi checks accomplished through the three months to June 30 2019.
Additional, Boeing stated the main target was presently on last techniques, propulsion, and plane degree exams.
Boeing 777X First Taxi Check
Our first #777X flight check airplane made its runway debut! Our groups carried out a collection of low-speed taxi checks, marking the first time this aircraft moved by itself power. That is one of many exams before the 777X takes to the skies later this yr.
Posted by The Boeing Company on Friday, 21 June 2019
The manufacturer had been concentrating on a mid-2019 timeframe for first flight of the 777-X household of aircraft. Nevertheless, issues with the engine’s compressor that emerged in current occasions has pressured Boeing to regulate the timetable.
While Boeing was nonetheless concentrating on 2020 for first delivery of the 777-9X – the first of two variants in the 777-X family of aircraft – Muilenburg stated the challenges with the engine was “putting risk on the overall test schedule”.
“While we continue to target 2020 for first delivery of the 777-9 the engine issue has added significant risk to the schedule,” Muilenburg stated.
“We continue to work closely with GE as well as explore opportunities to improve the schedule such as leveraging our system integration labs and additional airplane ground testing as we strive to meet this delivery target in a manner consistent with our commitment to safety.”
“We continue to expect 777 delivery rates to be approximately 3.5 aircraft per month in 2019. Given the pressure around 777X first delivery timeline, we are reassessing the 2020 skyline. In light of the strong demand for our freighter line, we intend to mitigate some of the impact by producing more 777 current-generation freighters in 2020.”
The 777-X is a two-aircraft household
Launched in 2013, the 777-X household of aircraft comprise the 777-8X and 777-9X variants. The pair is an upgrade from Boeing’s in-production 777-200LR and and 777-300ER.
As well as to the brand new GE Aviation GE9X engines, options of the 777-X household included composite wings with folding wingtips to keep its Code E score at airports, in addition to in-cabin enhancements corresponding to bigger overhead stowage and a wider cross part.
The 777-9X is 77 metres in length and has a total wingspan of 72 metres with its wingtips extended. It’s succesful of flying 7,285nm when carrying 426 passengers in a two-class configuration, in accordance to Boeing figures.
It has been pitched as the perfect alternative for the very giant plane phase of the market, especially in mild of Airbus’s determination to cancel the A380 program.
Boeing can also be constructing the 777-8X, which continues to be in improvement. The Boeing website lists the aircraft as having a variety of 8,690nm and a passenger capability of 384 passengers in a two-class format. The plane was anticipated to enter service in 2022.
The 777-8X was considered a possible alternative for the in-service Boeing 777-300ER. It’s also a candidate for Qantas’s Challenge Sunrise challenge to Airbus and Boeing to have an plane succesful of operating nonstop between Australia’s east coast and New York and London.
Airbus’s candidate is the A350 platform.
The 777-X program, which had acquired 344 orders at June 30 2019 according to the Boeing web site, is up towards the A350-1000 within the very giant plane phase of the market.
Boeing aiming to submit 737 MAX ultimate certification package deal by September
In the meantime, Muilenburg stated the corporate was persevering with to handle a software program problem america Federal Aviation Administration (FAA) found when evaluating Boeing’s software program fix for the grounded 737 MAX.
The Boeing chief government described the difficulty as a selected condition of flight that was “unrelated” to the Maneuvering Characteristics Augmentation System (MCAS), an anti-stall software that has been implicated by investigators as a think about fatal crashes of Ethiopian Airlines flight 302 and Lion Air flight 610 in March 2019 and October 2018, respectively.
“We agreed with the FAA’s decision and we are currently working on the software changes to address this requirement,” Muilenburg stated.
“In addition, we are working with the FAA and different regulators to complete as many parts of the certification course of as attainable in parallel with the development of the software replace.
“We will submit our final certification package to the FAA once we have satisfied all of their requirements, which we currently estimate will be in the September time frame.”
And while Boeing based mostly its second quarter financial results on the idea that regulatory approval in america and elsewhere would start early in fourth quarter 2019, the corporate careworn the actual timing and circumstances of the return to service of the 737 MAX can be decided by the regulatory authorities and will differ from its personal forecasts.
“If any of the timeline assumptions change significantly from a start of the fourth quarter return to service, then we’ll have to evaluate alternatives,” Muilenburg stated.
“And those alternatives could include different production rates. They could include a temporary shutdown of the line, not something we want to do, but an alternative that we have to prepare for, I think it’s a smart part of our thorough and disciplined process here to make sure we’re covering all scenarios.”
Muilenburg stated Boeing was “working tirelessly” to meet the requirements of the FAA and different international aviation regulators.
“The process is dynamic and involves constant dialogue on outstanding questions and open issues that will continue in the days and weeks ahead,” Muilenburg stated.
“We are committed to working with these regulators to satisfy all of the requirements and to ensure the 737 MAX’s safe return to service.”
Muilenburg stated the corporate had carried out “a dozen customer conferences with MAX operators around the world and nearly 225 simulator sessions to develop test and demonstrate the software”.
“In addition, we conduct weekly technical calls with our customers worldwide to ensure that all the appropriate steps are being taken so that the fleet is fully prepared to return to service when the grounding is lifted,” Muilenburg stated.
737 MAX grounding pushes Boeing to second quarter loss
The worldwide grounding of the 737 MAX since March has taken a heavy toll on Boeing’s bottom line.
Boeing reported a internet loss of US$2.94 billion for the three months to June 30 2019, slumping into the pink from internet revenue of US$2.20 billion within the prior corresponding period.
Income fell 35 per cent to US$15.75 billion, Boeing stated in a regulatory submitting on Wednesday (US time).
It was the most important quarterly loss in the firm’s historical past and the first quarterly loss in a decade.
The end result was impacted by a beforehand announced after-tax cost of US$4.9 billion in relation to the grounding of the 737 MAX.
Boeing delivered 90 plane within the three months to June 30 2019, comprising 24 737s, two 747s, 10 767s, 12 777s and 42 787s. The full was less than half of the 194 deliveries achieved similar quarter a yr in the past.
It was a a lot brighter picture at Boeing’s other two enterprise models.
Boeing Defence, Area and Security posted an eight per cent improve in revenue to US$6.61 billion amid greater volumes across by-product aircraft, satellites, and weapons”. Earnings jumped 159 per cent to US$975 million.
“During the quarter, Defense, Space & Security received contracts for MH-47G Block II Chinook for the US Army Special Operations, F/A-18 service life modification for the US Navy, Joint Direct Attack Munition for the US Air Force, and Wideband Global Satellite Communication for the US Air Force,” Boeing stated.
“Significant milestones achieved during the quarter included completion of the first T-X Trainer flight test on contract with the US Air Force and the final parachute test for the Commercial Crew spacecraft.”
Meanwhile, Boeing International Providers achieved an 11 per cent improve in revenue to US$four.54 billion, which was “primarily driven by the acquisition of Boeing Distribution Services, Inc. (formerly KLX) and higher international government services volume”. Earnings have been up 14 per cent raise at US$687 million.
“During the quarter, Global Services was awarded Performance Based Logistics contracts for AH-64 Apache for the US Army and KC-767A Tanker for the Italian Air Force,” Boeing stated.
“At the Paris Air Show, Global Services signed commitments with ASL Aviation Holdings and GECAS for up to 45 737-800 converted freighters and announced digital solution agreements with Delta Air Lines and JetBlue Airways.”


Parker Solar Probe Ready for the Sun
The Parker Solar Probe will explore the surface of the Sun like never before. A team of scientists have been putting the spacecraft through its paces by blasting it with the heat from old IMAX cinema projectors.
The Parker Solar Probe – a new spacecraft that will get up close and personal with the Sun – has passed its final test and is ready to make the journey to our host star.
Scientists at the University of Michigan have been testing the endurance of one of its key pieces of equipment using an unusual method: blasting it with the heat and light of old IMAX projectors.
The Parker Solar Probe is a $1.5 billion NASA mission due to launch in summer 2018. Part of the mission will be to examine the powerful outbursts that occur on the surface of the Sun.
Read more about the Sun from BBC Sky at Night Magazine:
The Sun is a dynamic body, and outbursts of plasma known as coronal mass ejections can sometimes interfere with satellite electronics, GPS and radio communications on Earth.
Part of the Parker Solar Probe mission will be to gain a better understanding of these processes, enabling scientists on Earth to anticipate potential disruptions.
Read more: Parker Solar Probe
Fly Me to the Sun
Why more than 1 million people put their names on a mission to our nearest star
This summer, a nasa spacecraft will launch into space from the coast of Florida, headed for the sun. After making several flybys of Venus to slow itself down, the Parker Solar Probe will come within 4 million miles of the sun’s scorching surface, closer than any spacecraft in history.
Nasa is never one to miss an opportunity to drum up publicity for upcoming space missions, especially the less flashy ones. Sending something to study the star we see every day may sound less thrilling, for example, than launching a mission to find exoplanets around 200,000 stars. So in March, the space agency announced a little campaign to promote the Parker Solar Probe: Send us your names and we’ll put them on a microchip inside a spacecraft bound for the sun. (They even got Star Trek actor William Shatner to help promote it.)
The call for names, which closed at the end of last week, received more than 1.1 million submissions, according to a spokesperson at Johns Hopkins University’s Applied Physics Laboratory, which designed and built the Parker Solar Probe. On the surface, the campaign was little more than a quirky act to get the public interested in space exploration. But considered more deeply, it represents the human desire to find ways to outlive ourselves and our bodies, to be remembered once our time here on Earth is up.
Read More: Fly Me To The Sun
Embarking on a new era of innovative research and teachingThe Center for Research and Exploration in Space Science and Technology (CRESST II) is prepared to embark on a new era of innovative research and teaching with the commitment of $87.5 million from...Posted: March 31, 2017 11:06 AM
Grants Designed to Promote the Commercialization of ResearchNeel Savani, a researcher at UMBC’s Goddard Planetary Heliophysics Institute, (GPHI), is developing a system that can forecast solar storms up to 24 hours in advance, a huge improvement over the...Posted: October 24, 2016 10:32 AM


Not All Air Ambulances are Created Equal
The Differences Between Air Ambulance Companies
If you are ever faced with needing an air ambulance, you’ll want to choose only the best air ambulance company available. You want a company that’s professional, caring, safe and passionate about providing you or your patient the best care possible.
The differences that set air medical transport companies apart can be staggering. First Jet Rescue Air Ambulance uses jets. Not just any kind of vintage jets either. Jet Rescue Air Ambulance is committed to patient comfort, safety and outstanding medical care.
That’s why we transport our patients in Learjets 35’s and Learjets 55’s that are configured with the best medical equipment available. Our fleet of Learjets are owned, operated and maintained by Jet Rescue. This is a key difference between Jet Rescue and the competition. Other air ambulance companies charter aircraft, any aircraft from any charter company. Other air ambulance companies are merely brokers trying to get the cheapest aircraft to maximize profit.
This is important, because this so called air ambulances have no access to the history, maintenance and safety record of a chartered or brokered aircraft.
By having our own aircraft, we maintain them mechanically and know them inside and out. Jet Rescue is proud to have a perfect safety record as a result of this.
Why modern Long –Range Medical Jets Are Better Than Prop Planes or vintage Jets?
Speed is key when you are transporting an ill or injured patient.
There’s really no comparison between the speed of our Learjets and other companies prop planes. Prop planes fly slower and lower.
The result is a bumpy flight for the patient.
What about other vintage jets utilized in the industry?
Older Jets have smaller cabins making it imposible to treat a critical patient in case the patient deteriorates in flight . Critical interventions like CPR or intubation cannot be performed and are needed to save the patient´s life.Also Older jets utilize more fuel having a shorter range. Typical range for this aircraft is 1000 miles.
Our Long-range Learjet 35 and 55 can fly at 45,000 feet and speeds of 451 knots. With a range of around 2,000 miles we can fly anywhere, anytime to international or domestic destinations.
Jet Rescue Air Ambulance is committed to what we do. You won’t find this type passion and commitment anywhere else. We want the entire medical transport to be as easy and comfortable as possible.
In addition to flying you in modern Medical Learjets, we communicate with your insurance company, we arrange your ground transportation, luggage transfer and more. Every aspect is covered and thoughtfully planned out on your behalf. We assure that our medical flight crew is at your side every step of the way. This is our commitment to you so that you can focus all of your attention on your patient or loved one and not be worried about the details of the air medical flight.
For more information on our Domestic and International air ambulance service call us at 1-877-704-8396 or email us firstname.lastname@example.orgExplore posts in the same categories: Uncategorized comment below, or link to this permanent URL from your own site.


Pipistrel is a company that is shaping the present and creating the future of aviation. It is the the world’s leading producer of ultralight motor gliders and gliders with auxiliary motor, with a distribution network that covers all continents. With its revolutionary ideas, Pipistrel introduced composite technology to ultralight aviation and set new milestones in aviation with the first flights by fully electric two- and four-seat aircraft. There are currently more than 200 Pipistrel aircraft flying in 100 countries. Pipistrel is distinguished by its green and environmentally friendly propulsion solutions and holds 10 world glider records. Its aircraft have completed two record-breaking round-the-world flights, it is a three-time winner of the NASA Green Flight Challenge, it was the winner of the 2011 Lindbergh Electric Aircraft prize for best electric aircraft and has won numerous other awards. Current development projects of the Pipistrel group of companies include VTOL cargo aircraft, air taxis and a 19-seat emission-free hydrogen fuel cell powered passenger aircraft.
Alpha Electro electric trainer is designed to meet all aviation safety standards. For it, Pipistrel has developed: its own batteries, engine, battery management system, charging control, an intelligent control system that helps the pilot manage fuel, and a custom-designed fast charger. The aircraft is designed to produce 15 times less noise than a piston-engined aircraft, is built from environmentally friendly biodegradable materials, is simple to operate and has a built-in parachute to save aircraft and crew in an emergency. All components are made in Slovenia.
POINTS OF INTEREST


3D printed satellite launcher wins Mouser space design challenge, will be printed aboard ISS
Over the summer, Mouser Electronics and engineer Grant Imahara (whom you may recognize from Mythbusters) launched a challenge for designing 3D printed tools which could be printed aboard the International Space Station (ISS). Sponsored by Intel, Made in Space, and others, the 3D printing challenge invited makers from all walks of life to create original and innovative tools which could be used by astronauts in space. Now, a month after the contest’s deadline, the winners of the 3D printing space challenge have been announced.
In the end, nearly 250 3D printable ideas were submitted to the contest, covering a wide range of uses, from simple toys, to everyday utensils, to more complex scientific instruments. Each entry was judged by an illustrious and qualified panel which included Imahara and astronaut Chris Hadfield. Read the full article here: http://www.3ders.org//articles/20161108-3d-printed-satellite-launcher-wins-mouser-space-design-challenge-will-be-printed-aboard-iss.html


2009 NATIONAL AVIATION POLICY WHITE PAPER (PAGES 139-141)
Enhancing the aviation security outcome - the way forward
The development of aviation security measures has focussed on protecting jet turbine powered aircraft used for RPT services. When these measures were mandated jet turbine powered aircraft were significantly and consistently larger than the turbo propeller aircraft then operating in Australia. For example, in 2003, the smallest jet aircraft operating domestic RPT services was the 100-seat Fokker F28; while the largest turbo propeller aircraft was the 50 seat Dash 8-300. As a result passenger and baggage screening were mandated for jet turbine powered aircraft, but not for turbo propeller powered aircraft providing RPT services.
Advances in technology and changes in market dynamics have seen a change in this structure. The introduction of smaller jet turbine powered aircraft and the increases in passenger capacity of turbo propeller powered aircraft have blurred the difference between types of aircraft. The difference in seating capacity, size and speed between the smallest RPT jet aircraft and the largest RPT turbo propeller aircraft operating in Australia has narrowed significantly. Also, a number of aircraft manufacturers have foreshadowed development of turbo propeller powered aircraft with seating capacity in excess of 90 passengers. The Government believes differential security treatment of jet turbine and turbo propeller powered aircraft is no longer appropriate and will therefore change the basic determinant in triggering security requirements in the aviation sector.
Maximum Takeoff Weight (MTOW) as primary determinant of aviation security settings
It is essential to establish a clear and transparent means of distinguishing a threshold for the implementation of security measures at airports and for aircraft. The Government has reviewed a number of attributes to determine the most appropriate trigger for security measures including aircraft range, seating capacity, fuel load, speed and Maximum Takeoff Weight (MTOW). The appropriate trigger must reflect the likelihood and consequence of these threats, be easily determined, and be applicable across the industry.
The likelihood of an aircraft being subjected to a terrorist attack will, in part, be driven by its size, the number of passengers on board, the capacity of the aircraft to reach attractive ground targets from its departure point and the capacity of the aircraft to cause catastrophic damage to buildings and other infrastructure if used as a weapon. International assessments indicate large civilian aircraft operating RPT air services are the most likely categories of aircraft to be the subject of a terrorist attack designed to either destroy the aircraft in flight or hijack the aircraft and use it as a weapon against a ground target.
The key risk drivers for a terrorist attack are the number of passengers on board and the kinetic energy of the aircraft. Aircraft with larger passenger numbers and a higher weight are therefore more likely to be targeted.
The jet turbine powered Embraer 170 and the turbo propeller powered Bombardier Dash-8 Q400, introduced in to Australia over the last several years are broadly comparable. Both aircraft can be configured to carry 78 passengers, and although the Embraer has marginally greater weight, speed and range, their operational characteristics and security risk profile are similar. Figure 8.2 shows the comparative range of the two aircraft.
Under the current settings, passengers using the Dash-8 Q400 are not subject to the same security requirements as those on comparably sized jet aircraft as regulations only require jet turbine powered aircraft to be fully screened. In this context the Government has examined the structure of the current aviation fleet to determine the most appropriate determinant of security requirements.
MTOW is the maximum weight of an aircraft where it is deemed to meet all airworthiness requirements for safe take-off and flight. Regardless of the number of passengers on board an aircraft, the MTOW does not vary, because the MTOW is predicated on a full load of passengers, luggage and freight, taking into account maximum fuel load, the maximum cargo load and the weight of the airframe. This figure is determined at the point of manufacture based on the configuration and specification of the aircraft.
Recognising that using MTOW as a trigger for security control will result in additional costs to industry, the Government will introduce a phased implementation of new thresholds for the introduction of measures such as compulsory passenger and baggage screening for RPT and open charter services. Initially the MTOW trigger will be set at 30,000kg, moving to 20,000kg by 1 July 2014. The Government will work closely with industry to ensure an effective transition to the new requirements. The Government will also examine, in consultation with the aviation sector, the feasibility of extending MTOW as a trigger for closed charter operations, noting the growth in use of large aircraft for closed charter flights in support of the mining and oil and gas sectors, particularly in northern and north-west Australia.


The childish innocence that we had when we saw an airplane flying in the sky and pointing it out, we all remember doing that when we were little and somewhere inside there was a dream in your heart that you want to fly that aircraft and well being a pilot is so much fun, we give you the chance to fulfill your dream, we give you this opportunity to fly an aircraft as we know you always wanted it. Skies have always been known for adventure and love. Drive down to this government affiliated Yelahanka Post, Bangalore and feel like birds.
At the venue you will get briefing about your flight plan & flying principles on ground. And then you head into your fun 2 seater aircraft with your pilot. The experience includes 10 mins flying time and you can add more easily if you want. In a big boeing or airbus, there is too much complexity and one can hardly experience the thrill of taking off or landing. But in a small microlight 2 seater aircraft, the difference and experience is easily too exciting. The customisations available for you are several and you can add them and make it more special for your loved one who you are gifting this too. Add a cake and Bouquet and celebrate the occasion before your special one has the flight of life. Another option which is available is that you can have a message banner flying from the tail of the aircraft. You can use this for proposal, and surprise your loved one and this would be a story to tell your children, wouldn’t it? Book the flight of surprise and love and thrill. Inside this 2 seater cockpit, you will be the master of your own destiny with the pilot and your life in your own hands. The adrenaline and excitement you get from this experience is immeasurable. The pilot will extend your on ground lesson into an air demonstration, talking about the different instruments and what they do. Probe the pilot to tell you his interesting life stories - ups & downs of flying. Now in your fun ride of 10 minutes flying time, you will enjoy beautiful aerial views of fields and the city. The pilot is a renowned name and has flying time in several thousands. He would try to make this experience for you as safe as it can be and this is the gift you must choose for your special one, fulfill their dream and be the one responsible for the beautiful expression of gratitude and love that they have on their face. The experience you desired is finally here, hurry up and fly in the sky.
8-10 mins flying time in a fun 2 seater aircraft in Jakkur
Entry to the venue
Flight planning and safety briefing
Aircraft cockpit & flying principles training
Pick-up or drop to Jakkur
Photo ID Proof
Report 30 minutes prior to the allotted flight slot
In a microlight aircraft, only ONE person can be allowed to fly with the captain/pilot at a time
You can add more more fun - flying time on the next customisations screen. Additional flying time can not be added at flying school as flights are planned in advance
In case of bad weather (generally around monsoons), your booked slot might have to be rescheduled
CherishX has partnered with a responsible partner with good safety record. However CherishX is not responsible for any indemnity against any loss
Jakkur Aerodrome, Jupiter, Jakkuru, Bengaluru, Karnataka


By A. O.
The Returning Sky
Verse 11 of Surat At-Tariq in the Qur’an, refers to the “returning” function of the sky.
“[I swear] by Heaven which returns.” (At-Tariq 86:11)
The word “rajaai” interpreted as “return” in Qur’an translations has meanings of “sending back” or “returning.” As is known, the atmosphere surrounding the Earth consists of many layers. Each layer serves an important purpose for the benefit of life on Earth.
Research has revealed that these layers have the function of turning the materials or rays they are exposed to back into space or back down to the Earth. Now let us examine, employing a few fitting examples, this “returning” function of the layers encircling the Earth.
The presence of water is essential for life on Earth. One of the factors acting in the formation of water is the Troposphere, one of the layers of the atmosphere. The troposphere layer enables water vapor rising from the surface of the Earth to be condensed from whence it returns to the Earth in the form of rain.
The atmosphere layer that blocks the rays that might be fatal to life on Earth is the Ozonosphere. The Ozonosphere turns harmful cosmic rays like ultraviolet back to space, hence preventing them from reaching the Earth and harming life.
Each layer of the atmosphere has beneficial attributes for human beings. For example, the Ionosphere layer, one of the upper layers of the atmosphere, reflects radio waves broadcast from a certain center back down to the Earth, thus enabling broadcasts to be received from long distances.
The troposphere, 13 to 15 kilometres above the Earth, enables water vapor rising from the surface of the Earth to be condensed and turned back as rain. The ozone layer, the lower layer of stratosphere at an altitude of 25 kilometres, reflects harmful radiation and ultraviolet light coming from space and turns both back into space.
The ionosphere reflects radio waves broadcast from the Earth back down to different parts of the world just like a passive communications satellite. Thus, it makes wireless communication, radio, and television broadcasting possible over long distances. The magnetosphere layer turns the harmful radioactive particles emitted by the Sun and other stars back into space before they reach the Earth.
The fact that this property of the atmosphere’s layers, that was only demonstrated in the recent past was announced centuries ago in the Qur’an, once again proves that the Qur’an is Allah’s Word.
A. O. is a Turkish writer and author.


Boeing to Build Biggest 787 in the South
Source: The New York Times
July 31, 2014
Boeing said on Wednesday that it would assemble the largest of its three 787 Dreamliner jets only in South Carolina, rather than splitting the work with a plant in Washington State as it has for the first two models.
Boeing had planned to put together the middle part of the fuselage on the larger model, the 787-10, in North Charleston, S.C. But on Wednesday, the company said that section would be too long to fly to Everett, Wash., making it more efficient to finish the whole plane in South Carolina.
The decision, which was widely expected, expands Boeing’s commitment to its newer facilities in North Charleston, a right-to-work state where its machinists are not unionized. The company has battled with its unions in Washington State.
Members of the International Association of Machinists and Aerospace Workers narrowly approved a new eight-year contract in January to help assure that Boeing would build its new 777X plane in the Puget Sound area. That contract included concessions from the union, and Boeing has been seeking to lower costs by balancing more of its production between two states.
The company, based in Chicago, said it planned to continue assembling the 787-8s, the original model of the jet and the new 787-9 in both Everett and North Charleston.
The 787-10 will be 18 feet longer than the 787-9 to hold more passengers. Boeing said final assembly of the first 787-10 would begin in North Charleston in 2017.
It said it would continue to assemble seven 787s a month in Everett. Production in North Charleston would increase to five a month in 2016 from three now and then also reach seven a month by the end of the decade.


by Duncan Idaho at CDN –
A United Launch Alliance (ULA) Atlas V carrying Boeing’s CST-100 Starliner spacecraft on Orbital Flight Test-2 (OFT-2) to the International Space Station (ISS) as part of NASA’s Commercial Crew Program, lifted off on May 19 at 6:54 p.m. EDT, from Space Launch Complex-41 (SLC) at Cape Canaveral Space Force Station. To date ULA has launched 150 times with 100 percent mission success. This marks the 93rd successful launch of an Atlas V rocket, and the 104thlaunch from SLC-41.
Click to read the rest HERE-> Boeing Starliner Successfully Reaches Orbit on Way to Space Station first posted at Conservative Daily News


It’s time to admit that we need to keep the Space Shuttle flying for a few more years. We simply can’t give up our only access to space (and the space station) for multiple years until Constellation is ready to fly.
This is especially critical now, with our relationship with Russia taking on a more complicated edge, and with Congress about to recess without approving permission to buy more seats on future Soyuz craft. As NASA administrator Mike Griffin says, this is going to almost unavoidably result in a period of time during which only the Russians will be aboard the International Space Station.
This can’t be allowed to happen. Congress needs to get off its butt and fund both the Space Shuttle through 2014 as well as fully fund the Constellation program. It’s time to man up, boys, and do what needs to be done to ensure the United States maintains its leadership role in space exploration.


Titan Airways is currently operating its services with a fleet of 12 under the Managing Director, Alastair Wilson. Mainly used to carry car parts between various Ford/General Motors facilities in Europe and the United Kingdom, this British charter airline was established in 1988 as a subsidiary of the Artac Freight and Shipping Group. Cessna 404 Titan was the first aircraft of this group which was named under that aircraft. This write-up will give you information about the special features, cabin classes, booking process, best deals, and Titan Airways reservation number.
Titan Airways is backed by a fleet of 12 aircraft. It owns the United Kingdom Civil Aviation Authority Type A Operating Licence which allow it to carry cargo, passengers, and mail on aircraft with 20 or more seats. You can book Titan Airways flight ticket as per your travel schedule and budget range. This airline is engaged in operating short, medium or long term wet and damp lease operations to third-party carriers spread across the globe. Its operations are mentioned below.
Like all other airline companies, this airline company has introduced an exclusive range of offers and deals. Some of these deals are ideal for domestic passengers, while the others are for overseas passengers. To cope with the changing needs, the airline authority is making changes and modifying the existent deals. You may get any of these deals by making a live chat or by dialling Titan Airways booking number. Titan helpline is acknowledged and appreciated for its wide-ranging, user-friendly, and round the years’ support services. Knowing the best deals before flight booking is going to be a money-saving step for you.
Titan Airways is a British charter airline founded in 1988 and based at London Stansted Airport. The carrier specialises in short notice ACMI and wet lease operations as well as ad-hoc passenger and cargo charter services to tour operators, corporations, governments and the sports and entertainment sectors.
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SkyRyse includes experts from Boeing, SpaceX, Tesla, Uber, and the U.S. military
Hopes to eventually take on Uber and Google with a self flying helicopter
First craft will begin operations in Tracy, California, in January with an AI 'brain' to help pilots
Will provide support to the city's law enforcement, search and rescue missions, and firefighters
A California firm has revealed a radical new AI 'pilot assistance' system it hopes could change they way we travel.
SkyRyse says its first craft will begin operations in Tracy, California, in January where it will provide support to the city's emergency response units, including law enforcement, search and rescue missions, and firefighters.
The system will eventually allow helicopters and other vehicles to fly themselves, and its founder hopes to take on Uber and others developing 'flying taxi' services.
SkyRyse says its first craft will begin operations in Tracy, California, in January providing support to emergency response units. It will eventually allow helicopters and other vehicles to fly themselves.
'Somewhere in the span of a five to 10 years, it will be possible to request an aircraft that's vertical takeoff and landing capable to a location not too far from your origin or destination,' Mark Groden, CEO and co-founder of SkyRyse, told CNBC.
At 15 Groden, who co-founded SkyRyse with Mitch Adler, built the world's first micro fixed-wing aircraft capable of vertical take-off UAV (unmanned aerial vehicle) at a U.S. Air Force research lab that was used by the U.S. military in missions.
He said the goal of the company is to build autonomous flying taxis that are similarly priced to Lyft, Uber or Didi.
'Every year, billions of hours are wasted in traffic and spent following inefficient travel corridors, taxing our well-being and economic productivity.
'We are building an air transportation service that is not limited by today's infrastructure.'
'What began as science fiction is becoming a reality at SkyRyse,' the firm said.
'Soon cars and traffic will be replaced with flights that safely and quickly take us to where we want to be.
'With SkyRyse, we're able to bridge the gap keeping vertical take-off and landing (VTOL) flight from becoming a mainstream, everyday transportation option.'
The firm's first products will focus on emergency response, and it has a partnership with the city of Tracy, California.
It added sensors, radar and cameras to make Tracy's first responder helicopter safer and easier to fly in tough conditions like fog.
The helicopter includes sensors that it would need for autonomous navigation - for example the radar, is similar to the lidar laser sensors on driverless cars, providing a detailed view of the surroundings even in heavy weather.
'Because the stakes are highest in emergency response situations when minutes can mean the difference between life and death, we're launching SkyRyse Emergency Response to support governments and municipalities first, with plans to change how we get around our cities in the future.'
SkyRyse's Air Emergency Response service is available to state and local governments to connect first-responders, law enforcement and firefighters with emergency scenes in minutes, regardless of location.
SkyRyse has built a first-of-its-kind advanced pilot assistance system (APAS) that combines Artificial Intelligence, a flight perception suite, and decision-making algorithms.
SkyRyse's APAS is designed to lessen the pilot's workload and reduce human error, a leading cause of accidents in all modes of transportation, and to work with any FAA-approved vertical takeoff and landing (VTOL) aircraft.
The SkyRyse service will include FAA-approved VTOL aircraft equipped with its APAS, a mobile application and a network of highly trained pilots to safely transport emergency responders four-times faster than ground response systems and at a fraction of the price.
'The City of Tracy is always seeking out new, innovative technologies that can bolster the safety and wellness of our community,' said Tracy Police Lieutenant Terry Miller.
'SkyRyse's focus on safety, their world-class team and exceptional technology attracted us to the partnership. SkyRyse's Air Emergency Response service will help us respond to emergencies faster and more affordably.'
The company also announced it has raised $25 million in seed and Series A funding led by Venrock, with participation from Eclipse, Stanford University, Industry Ventures, Trucks VC, Cantos, and Engage Ventures.
'While there's a lot of hype and speculation around the promise of self-driving cars, the future of transportation is in the sky,' said Ethan Batraski of Venrock.
'SkyRyse's team, assisted-flying technology, practical focus and go-to-market strategy put them in an incredible position to help solve our transportation issues.'


The appeal of Western Australia as a base for industry has been highlighted with the world-leading space debris radar tracking company LeoLabs moving on plans to set up its first Australian-based radars in the South West of the State.
The US company has established an Australian presence and will now build a pair of radars in the Collie area that will track debris, satellites and objects in low earth orbit.
The new ground-based infrastructure will form part of a global network providing comprehensive coverage to provide transparency in low earth orbit, prevent collisions and assist satellite operators to deploy their services safely.
LeoLabs Australia managing director Terry van Haren said the new radars will provide a very important ‘foundation piece’ within the space sector in Australia and help further expansion of the sector into Space Situational Awareness (SSA) and debris monitoring.
“Where we build space radars other elements of the space sector seem to follow – our New Zealand site is a very good example of this,” Mr van Haren said.
Collie-Preston MLA Jodie Hanns welcomed the decision by LeoLabs to locate its first Australian radars in the Collie area.
“This is an exciting new development for Collie and Western Australia,” Ms Hanns said.
“It shows Collie’s ability to attract ground-breaking new industry and will further build on diversifying Collie’s economy.”
SWDC chief executive officer Mellisa Teede said it shows confidence in the South West, which is now part of Western Australia’s growing space sector.
“It is terrific that companies like LeoLabs are choosing the South West – and Collie in particular – as a base for their operations,” Ms Teede said.
“Our team continues to promote the region and its competitive advantages, actively helping to secure new investment as part of a wider strategy to strengthen and diversify the economy.”
Collie Shire President Cr Stanley welcomed the decision by LeoLabs to invest in Collie.
“We’re beyond excited that Collie has a role to play in WA’s growing space sector,” Cr Stanley said.
“LeoLabs is one of a growing number of businesses at the forefront of technology choosing Collie as a base, ensuring an exciting, sustainable and prosperous future for the region.”
It was a Federal, State and regional effort to work with LeoLabs. Austrade, SWDC, Department of Jobs, Tourism, Science and Innovation and the Shire of Collie all played important roles.


After almost 4 years sailing the globe with the Royal Navy, Able Seaman Hayward Young is assigned to the Royal Naval Station Dartmouth just outside Halifax, Nova Scotia, Canada. It is October 22, 1943. A lot had changed since Hayward first arrived in Halifax in January 1940. For one thing the population of Halifax doubled during the war.
Shortly after his arrival back in halifax, Hayward is reassigned to the nearby HMS Seaborn, a Royal Naval Air Station at RCAF Station Dartmouth.
Sometime in early 1944, Hayward would meet up with a fellow Newfoundlander. Her name is Olive Leona May Stone. Olive is serving in the RCAF and is stationed at RCAF Station Dartmouth. It is believed that the two had at least exchanged glances back in 1940 in St, John’s Newfoundland.
On the 12 of September 1944, Hayward and Olive are married in Halifax County, Nova Scotia.
Since Halifax was the western terminus for most Atlantic convoys, the British established HMS Seaborn, a Royal Naval Air Section (RNAS) lodger unit, at RCAF Station Dartmouth in September 1940. The RNAS was under the full jurisdiction of the Royal Navy, however, the RCAF provided a hanger and administrative buildings. The initial role for HMS Seaborn was to provide a shore base for Swordfish and Walrus aircraft assigned to ships of the Royal Navy’s Third Battle Squadron. However, as the convoy system gained momentum HMS Seaborn’s prime role was reassembling replacement Swordfish aircraft for the Merchant Aircraft Carriers. The RNAS also provided maintenance and shelter for Fleet Air Arm aircraft while disembarked from their parent Escort Aircraft Carriers and Merchant Aircraft Carriers docked in Halifax harbour. After the end of the Second World War HMS Seaborn was disbanded in January 1946.
SOURCE: http://www.shearwateraviationmuseum.ns.ca/history/rcaf.htmOn the the 12 of September 1944


USAF Special Operations Force
THE AIR COMMANDO HALL OF FAME
(SHOWN ARE COMBAT CONTROL INDUCTEES ONLY)
The USAF Special Operations Force (SOF) Hall of Fame (HOF) was officially dedicated by BGen Robert L. Cardenas, SOF’s Third commander, April 26, 1969, in conjunction with the seventh anniversary of the Force. Located in the main hallway of the SOF headquarters building, on Eglin AFB, the Hall of Fame includes 20 Air Force men who, through their leadership and dedication, were instrumental in the success and accomplishments in the field of special operations.
These men were chosen, not for a single act of heroism, but for their significant contributions to worldwide special operations. The history of special operations date back to World War II with the formation of the
1st Air Commando Group in 1944. With Colonel Philip G. Cochran as Commander, they were instrumental in supporting British Brigadier Orde C. Wingates' operation in the China-Burma-India Theater.
Tactical Air Command first entered the special operations field in April 1961 with the activation of the 4400th Combat Crew Training Squadron at Hurlburt, FL nicknamed “Jungle Jim.” This nucleus trained USAF aircrew in the varied-and-difficult skills of special operations. These airmen in turn, became advisors and instructors to airmen of friendly foreign nations that were potential targets of Communist aggression.
The Special Operations Force was formerly called the Special Air Warfare Center until its redesignation in
July 1968. Because of the increasing emphasis on counterinsurgency training programs, the SOF concept
grew from a training squadron in 1961 to a numbered air force equivalent headquarters with two wings, a special operations school, and global commitments.
The Air Commando Hall of Fame History
The Air Commando Hall of Fame was dedicated in 1968 at the Special Air Weapons Center, Eglin AFB.
Brigadier General Cardenas dedicated the U.S. Air Force Special Operations Force Hall of Fame on 26 April, 1969. Twenty airmen who made special worldwide contributions to special operations were inducted and
their pictures hung on the walls of Special Operations Headquarters, Eglin AFB.
(SHOWN BELOW ARE COMBAT CONTROL INDUCTEES ONLY)
* Indicates Combat Controller who was fully qualified before the Combat Control School existed.
Combat Controllers Inducted in 1969
TSGT RICHARD L. FOXX *
SMSGT CHARLES L. "CHARLIE" JONES *
Combat Controller Inducted in 1994
CMSGT JAMES A. HOWELL *
Combat Controllers Inducted in 1995
COL JOHN T. CARNEY, JR
CMSGT MICHAEL I. LAMPE
SMSGT CLYDE HOWARD
Combat Controller Inducted in 1998
LT COL ROBERT T. SCHNEIDENBACH
Combat Controller Inducted in 1999
CMSGT MICHAEL O. STEINBECK
Combat Controllers Inducted in 2000
MSGT ROGER L. KLAIR
SMSGT JAMES J. STANFORD
Combat Controller Inducted in 2004
CMSGT WAYNE NORRAD
Combat Controller Inducted in 2007
MSGT ANDREW I. MARTIN
Combat Controller Inducted in 2010
CMSGT GENE ADCOCK
CMSGT NICK KIRALLY
CMSGT MIKE RAMOS


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National Air Traffic Services Confirms Passenger Planes Being Checked For Ash Damage
by Howard Williams April 26th, 2010
It now seems that, before and after every single take off at UK airports, passenger planes are being checked for ash damage to their engines. This is all part of a new safety measure that the National Air Traffic Service confirmed.
Aviation experts predicted that the damage to engines on the planes that fly through ash clouds will reduce the lifespan of aircraft. Despite the go ahead to resume flights last week, the Civil Aviation Authority issued new safety guidelines to all airlines last Thursday, laying out extra safety checks.
The Finnish Air Force has recently released images showing damage to the inside of a Boeing F-18 Hornet fighter engine that had sucked in volcanic dust. Last Monday United States officials confirmed a Nato F-16 fight plane engine had also been damaged by the ash.
The Civil Aviation Authority and air traffic control service allowed the resumption of flights after hearing some evidence from aero engine manufacturers that engines’ tolerance to volcanic ash could be increased from zero, to a very low level. Nats’s general manager for strategy and investment, Alex Bristol, said that the Civil Aviation Authority was presented with scientific backed evidence, rather than one or two flights which had been undamaged.
The evidence that showed previous criteria, which set the engine tolerance to ash dust at zero, was probably too far on the side of caution. There are some reports of increased wear and tear on aircraft. It is more than likely going to shorten the life of the aircraft. However, it’s not going to be dangerous to a single flight.