The Supermarine Spitfire was a single-seater fighter plane, one of the most important aircraft of the Second World War (1939-45). Employed by the Royal Air Force in such crucial encounters as the Battle of Britain in the summer of 1940, the Spitfire gained legendary status thanks to its graceful lines and superlative manoeuvrability.
In the pre-war years, the Royal Air Force (RAF) remained preoccupied with biplanes, but designer Reginald J. Mitchell came up with a new concept, the Spitfire single-seat monoplane with distinctive elliptical wings. It was also armed with eight machine guns and so could certainly spit fire. The company that built these supermodern machines was Supermarine, a firm that had already won three Schneider Trophies, the annual prize for the fastest seaplane in the world. Supermarine was owned by the giant armaments firm Vickers Armstrong and was able to secure powerful new engines from Rolls Royce.
A Spitfire prototype was built in January 1935, and the first flying model appeared in March 1936. The first test pilot was impressed and stated as he climbed out of the plane, "Don't touch anything" (Saunders, 15). The first operational planes were coming off the production line by May 1938. The delay in production highlighted the need to diversify the building process, and the Morris car company was approached to ensure the new fighter could be mass-produced quickly enough to meet the growing threat from Nazi Germany. 1,000 Spitfires were ordered, then the largest-ever aircraft contract in Britain's history.
Not a few upgrades were soon made such as fitting machine guns and a cannon in each wing, making the windscreen bulletproof, and adding armour plating around the engine. By 1939, one Spitfire found itself in the French Air Force, but such was its performance and manoeuvrability, the fighter was eventually used by many countries, including Australia, New Zealand, Canada, the United States, Greece, Turkey, Egypt, and the USSR. A raging success, the Spitfire was the only Allied fighter to be continuously manufactured throughout WWII, and the RAF alone operated over 20,000 of the fighters between 1938 and 1947. There was even a naval version with folding wings, which was built for use on aircraft carriers and was called the Supermarine Seafire.
The Spitfire had a total length of 29 ft 11 in (9.12 m) and a wingspan of 36 ft 10 in (11.23 m). Constantly updated through its years of war service, the specifications of the Spitfire varied across 24 models, with capabilities depending not only on design tweaks but also on armament configuration and the altitude flown at. Most Spitfires had a Rolls-Royce Merlin supercharged V12 engine, like the Lancaster bomber, Hawker Hurricane (the RAF's second-choice fighter), and American P-51 Mustang. The Mark XIV Spitfire was given an even more powerful Rolls-Royce Griffon V12 engine capable of 2,050 hp (1529 kW). The Spitfire's maximum speed was 448 mph (721 km/h), although something around 350 mph (563 km/h) was more usual. The maximum operational altitude was around 35,000 ft (10,668 m), although later versions could reach up to 43,000 ft (13,105 m). The Rolls-Royce engines were a crucial factor in performance: "It seemed that Merlins could withstand any amount of abuse. It was one of the few engines that could tolerate full power loads for long periods" (Cawthorne, 140). The undercarriage was retractable, which greatly increased the aerodynamics, but this innovation for British planes caused many a pilot to forget to put the wheels down, and so they not infrequently performed a "belly-landing" to the horror of squadron leaders.
The initial armament was eight (0.303 in / 7.7 mm) Browning machine guns, but these evolved into a standard two machine guns (0.5 in / 12.7 mm) and two Hispano cannons (0.8 in / 20 mm) in each wing (although there were other variations, too). The Spitfire carried ammunition drums of 300 or 350 rounds for each machine gun, which meant that in reality, a pilot could only fire these for a total of 14 to 15 seconds (a German Me 109 could fire for 55 seconds). On the other hand, a three-second burst would fire 60 rounds per gun, so all four firing could plough 240 bullets into a target in a short burst, which was usually aimed under the enemy aircraft as the fighter approached from below. The canons fired at a much slower rate and had 60 shells each (later doubled to 120). The 0.303 bullets could pass through non-vital areas of a bomber and do little harm, but a cannon shell left a hole the size of a fist and so was much more effective against larger planes. Pilots had illuminated gun sights positioned in front of the lower part of the windscreen, which could be adjusted depending on the wingspan of the enemy plane.
The Spitfire was designed as a fighter, but it could also carry a single 500-lb (227 kg) bomb or two 250-lb bombs or rockets fired from launchers fixed under the wings. The normal range of a Spitfire was around 575 miles (925 km). An extra fuel tank could be fitted to each wing and under the fuselage for long-range missions, adding an extra 100 gallons (420 litres) of fuel or more. Some later Spitfires had their distinctive wing tips clipped to a straight edge, which improved their ability to roll.
The plane's colour scheme varied depending on location. For Europe, a light blue undercarriage and dark green-brown camouflage on the upper part was common while in desert warfare the camouflage scheme was yellow and brown.
The first Spitfire squadron was formed in July-August 1938, No. 19 Squadron based at Duxford; more quickly followed. The standard squadron had 12 Spitfires. Arranged in groups of three, they flew sorties over the Continent, but their range was limited. The first enemy planes to be shot down in British air space, two German bombers over Scotland, were victims of a Spitfire attack on 16 October 1939. Spitfires were stationed in France at the beginning of the war but were withdrawn after the debacle of the Dunkirk retreat in May-June 1940. Fighters desperately tried to protect the evacuation fleet – 106 fighters were lost; of these, 67 were Spitfires. The RAF now had to regroup and prepare for a German invasion of Britain, an attack that would be preceded by a bombing campaign.
Sandy Johnstone, then a Flight Lieutenant, describes flying a Spitfire hunting enemy bombers over Britain:
As the twelve Spitfires manoeuvred into formation, and climbed for the east, I glanced down at my watch. Under ninety seconds. Not bad…I started to wonder if we'd be too late again…I had to start thinking tactics, we should really add a couple of thousand feet to our directed height, better to be a little too high than caught in the murderous fire raining down from the 109s…Simmering in the morning sun, wave upon wave of bombers, driving for London. Stepped above and behind, the serried ranks of Messerschmitts. Covering mile upon mile of sky, as far as the eye could see. It was at once magnificent and terrible. (Cawthorne, 25).
Another pilot, Group Captain Adolph "Sailor" Malan, who was the top RAF ace of 1940, wrote down the following rules for new pilots, a list which was distributed by Fighter Command and so was often found tacked to the wall of fighter mess halls:
- Wait until you see the whites of their eyes. Fire short bursts of one or two seconds and only when your sights are definitely "on".
- While shooting think of nothing else, brace the whole body, have both hands on the stick, concentrate on your ring sight.
- Always keep a sharp lookout. "Keep your finger out".
- Height gives you the initiative.
- Always turn and face the attack.
- Make your decisions promptly. It is better to act quickly even though your tactics are not the best.
- Never fly straight and level for more than 30 seconds in the combat area.
- When diving to attack always leave a proportion of your formation above to act as a top guard.
- INITIATIVE, AGGRESSION, AIR DISCIPLINE and TEAMWORK are words that MEAN something in air fighting.
- Go in quickly - Punch hard - Get out.
The fighter plane, still being developed in response to active use, would become crucial to the defence of Britain, taking on enemy fighters and providing escort for RAF bombers going the other direction. Spitfires were also used as fighter-bombers. When fitted with two vertical cameras, Spitfires could be used as long-range reconnaissance aircraft. There was also a version with a pressurised cabin that could operate at high altitudes, useful for tracking high-altitude bombers and weather patterns. During WWII, Spitfires saw service in the Mediterranean, northern Europe, Italy, North Africa, the Middle East, Malaya, Burma, and the Pacific. Of all these theatres of war, one in particular would secure the Spitfire's iconic status: the skies over Britain.
Battle of Britain
After the fall of France, Adolf Hitler turned his attention to invading Britain (Operation Sea Lion), but first, he would have to secure the skies and free them from the enemy planes which would wreak havoc on any invasion force crossing the English Channel. So began what became known as the Battle of Britain in the summer of 1940, officially dated as 10 July to 31 October by the Air Ministry.
At the start of the Battle of Britain, the RAF had just 19 Spitfire squadrons. The combined number of Spitfires and Hurricanes was 331, although many more aircraft were in production. The Luftwaffe (German Air Force) was numerically far superior to the RAF, now in desperate need of more pilots as well as more planes. Home advantage was an important factor since the German fighters had far less time in the skies above Britain before their fuel ran out. Another advantage was that German pilots obliged to bail out and use their parachutes, if they survived, became prisoners of war. This was a battle where men were just as vital as machines, and training pilots and replacing losses became problematic for both sides. Another British advantage was radar, which communicated to fighter squadrons approximately when and where German planes were flying. The Observer Corps, a volunteer group, took over from radar when the planes passed the electronic listening stations.
The Luftwaffe, because of the production emphasis on dive bombers, lacked the heavy bombers needed to really obliterate strategic targets such as airfields. On the other side, a bomber could withstand a great deal of punishment from the small calibre machine guns of fighter planes. It was also true that because it took the British fighters up to 20 minutes to assemble and reach the necessary altitude, the German escort fighters were often ready and waiting for them. The battle would be finely balanced with both sides never entirely sure of their enemy's losses.
To ensure as many planes as possible could be put into battle, there began the Spitfire Fund campaign, which called for civilians to give what they could. The campaign called for £5,000 to fund a Spitfire (they actually cost around £12,000 each). People responded, townsfolk got together, Boy Scouts raised funds by doing odd jobs, local newspapers ran subscription campaigns, and collection tins were rattled in offices, pubs, and churches. Lord Beaverbrook, head of the Ministry for Aircraft Production, was behind the scheme, and he was utterly ruthless in getting more aircraft made as quickly as possible. Paperwork was eliminated, production problems immediately dealt with, and labour rules ignored so that by June 1940, 300 aircraft were being built each week, and 250 damaged ones were repaired back into service (a crucial statistic since up to 30% of planes were damaged by accidents as opposed to enemy fire). To guard against destruction by enemy bombers, Spitfire factories were dispersed throughout Britain.
The Spitfire was more manoeuvrable than its main German fighter rival the Messerschmitt Bf 109 (aka Me 109E), but the latter could dive better thanks to its fuel-injection engine. Both planes had a similar top speed. The German fighter had a better firing range, but the Spitfire could fire its armaments in a more concentrated fire of bullets (at the right distance from the target). The two planes were evenly matched at the outset, but crucially, the Spitfire was continuously improved with design tweaks as the intense air battle progressed, such as a better cooling system for the engines which tended to overheat. The second fighter of the RAF was the Hawker Hurricane, slower than the Spitfire and Me 109E but a reliable aircraft. Much to the chagrin of pilots, there were many more Hurricanes than Spitfires available. In the latter stages of the Battle of Britain, Spitfires and Hurricanes were used as a single tactical unit of 60 aircraft, a formation known as a 'Big Wing'. These fighters, as all fighters, were ordered to prioritise hitting the bombers.
The Luftwaffe could attack from bases across the Channel and in Scandinavia. The Germans also kept the British guessing by continuously switching targets such as Channel shipping, coastal towns, airfields, radar stations, and London. In the end, RAF fighter pilots, who included many from the Empire nations and allies such as Poland and France, fought off the Luftwaffe threat, whose losses became unsustainable. The RAF had won the Battle of Britain, and the Spitfire entered legendary status. The RAF's total aircraft losses were around 788 compared to the Luftwaffe's 1,294 (Dear, 127). By October, the Germans changed strategy again and focussed on the nighttime bombing of cities, a heavy blow for civilians but strategically a much less important target. The Luftwaffe's decision ensured that the RAF maintained air superiority. Operation Sea Lion was abandoned. This new phase of the war included the London Blitz, but many other cities suffered too, as did German ones as the RAF retaliated in kind. Suddenly, the Western Front had changed from a conflict involving relatively few highly trained military specialists to one involving hundreds of thousands of civilians.
In the Battle of Britain, Spitfires shot down 529 enemy aircraft while 361 Spitfires were lost (Saunders, 27). Crucially, the RAF ended the battle stronger overall than it had started in terms of planes and pilots available. The Luftwaffe more or less maintained its strength, but it had lost many of its best pilots, a result which had consequences for Germany's subsequent attack on Russia in Operation Barbarossa in June 1941.
The Spitfires continued in service, but their short range limited their role in Europe until after D-day in June 1944 when they could begin to fly from bases in France again. The Rolls-Royce Merlin engine fitted to Mark IX Spitfires was fitted to the P-51 Mustang, the American plane that, thanks to the greater altitude the engine permitted and its superior range, changed air warfare from 1944. The RAF's last operational Spitfires were withdrawn from service in 1954.
The Spitfire, largely because of its crucial role in the Battle of Britain, has gained iconic status. Surely, no other model plane has adorned children's bedrooms in greater numbers. The Spitfire, with its speed and grace of line, remains a star performer at air shows worldwide thanks to the 50 or so examples still flying, and various museums have Spitfires on permanent display, notably the Imperial War Museum and Science Museum, both in London, the city the plane did so much to defend.


Soldiers with the Alaska Army National Guard’s 1st Battalion, 207th Aviation Regiment rescued two stranded men and a pilot on a moose hunting trip last fall after their plane crashed near St. Mary’s, Alaska.
The Alaska Rescue Coordination Center (AKRCC) at Joint Base Elmendorf-Richardson was contacted by a commercial air taxi service after the pilot of the aircraft activated his SPOT personal satellite beacon and reported the crash. The AKRCC contacted the Alaska Army National Guard to request assistance from the aviation unit in Bethel.
A UH-60 Black Hawk helicopter and aircrew from the 1-207th departed the Army National Guard’s Army Aviation Operating Facility (AAOF) in Bethel around 9 p.m. on Sept. 3, 2018.
“The pilot had a SPOT beacon and satellite phone, which helped tremendously with finding their location and being able to help them out as quickly as possible,” said CPT Andrew Adams, the Black Hawk pilot and commander of the AAOF.
CPT Adams said the AAOF was informed that the passengers had been moose hunting, and after harvesting the moose, they flew back to their vehicles to drop off their gear. They were headed back to pick up the carcass when the crash occurred.
“We found them on a hillside near the ridge line with the plane flipped over,” CPT Adams said.
“They didn’t have any of their gear, so they weren’t prepared for the elements and had no source for a fire. They were huddled near the fuselage under a tarp or cover waiting for us, and it had become pretty dark at that point.”
CPT Adams said the Guard team was able to communicate with the pilot en route to the accident location, allowing them to discuss protocols once the helicopter landed. The pilot agreed to flash lights from the plane headlamps when he and his passengers saw the incoming helicopter.
“It saved time, although we already had the exact coordinates,” CPT Adams said. “It was just helpful to be able to see them as they waited for us.”
Alaska State Troopers were waiting to assist the pilot and passengers after the Guard team delivered them to the AAOF.
The AKRCC requests that all pilots traveling in Alaska have an emergency locater beacon on their aircraft and supplies for long-term survival. A satellite phone is also highly recommended.
The AKRCC and the 1-207th Aviation Battalion were awarded three saves for this mission.
By LTC Candis Olmstead, Alaska National Guard


About Civil Air Patrol
Since the Civil Air Patrol's formation during the early days of World War II, this vigilant organization of citizen Airmen has been committed to service to America. With a desire to mobilize the nation's civilian aviation resources, CAP was founded on December 1, 1941 and continues in its dedication to public service through emergency service missions in the air and on the ground.
As a Total Force partner and Auxiliary of the U.S. Air Force, Civil Air Patrol works diligently to carry out three primary mission areas in service to the local communities, state and our nation. Its almost 60,000 members volunteer time, efforts and expertise toward the well-being of communities, the promotion of aviation and related fields through aerospace/STEM education and helping to develop future leaders through CAP's cadet program. The three primary missions of Aerospace Education, Cadet Programs, and Emergency Services give our nation's youth age twelve and up an opportunity to learn new skills and put experience to good use through volunteer efforts. The same vigilance of the founding members drive today's adult and cadet members to perform their duties thus preserving CAP's almost 80 year legacy of service.
Supporting America's communities with emergency response, diverse aviation and ground services, youth development and promotion of air, space and cyber power.
Integrity, Volunteer Service, Excellence and Respect.
Lynchburg Composite Squadron
Proudly serving the citizens of the greater Lynchburg area, Lynchburg Composite Squadron is one of the best volunteer organizations in our area. Dedicated to serving our community, state and nation, our squadron is comprised of approximately 65 cadets and 30 adults. Both teen and adult members train for and participate in various rolls and duties. Each mission is unique, but part of CAP's purpose is to be always ready to support its members and communities.


In Industry News on
Coinis takes part in the first Montenegrin space program!
Remember Felix Baumgartner and his jump from the edge of space? Remember the view from 38,969.3 meters (135,000 feet) altitude?
You sure do. So does the group of young people from Montenegro – Nina, Nikola, and Filip (Montenegro Space Research) who were fascinated with that accomplishment. Today, they started working on an exciting project consisting of three stages. The first should send a CubeSat device to the same altitude to perform some interesting measurements and take several cool photos.
The second stage -“Luča 1”- aims to bring a payload to an even higher altitude, the so-called Kármán’s line – 100 km (62 miles) or to get close to it. And in the last, third stage, they hope to send the payload into orbit from that same altitude – and in that case, it would become the first Montenegrin satellite. And all of that with a balloon!
Yes, you heard it well! Balloons, such as weather balloons, have been used for years to send objects to higher altitudes; however, unlike fuel-powered rockets, which spend most of their fuel just to leave Earth’s atmosphere. Weather balloon launches are also more eco-friendly as they generate less air pollution, which means cleaner skies for everyone!
CubeSats are a miniaturized satellite class based around a form factor of 10 cm cubes. These satellites have a mass of no more than 2 kg per unit. And they often use commercial off-the-shelf components for their electronics and structure.
These small devices were initially designed to assist with remote sensing and communications, but space agencies now use them as emissaries on interplanetary journeys! In 2018, NASA deployed a pair of CubeSats on a mission to Mars (Mars Cube One – MarCO). Since then, CubeSats have been in consideration for missions to the Moon and Jupiter.
In the first phase, a cube is attached to the balloon by a rope over a parachute. Inside this cube is the following equipment:
The CubeSat will return to Earth after collecting the appropriate data. Once it reaches a certain altitude, it should release a parachute which should help it to descend slowly and safely back to the surface.
Since this way of launching is very delicate and highly dependent on weather conditions, we only know that it should be held between the 3rd and the 9th of October, probably from a village called Viš near Danilovgrad. Still, the location can also vary due to weather conditions.
No, not technically. To become a satellite, a payload must be placed in orbit. That requires the payload to reach very high speeds, which is impossible with a balloon. However, a balloon can bring a lightweight rocket to a high altitude, from which the payload can be released into orbit. This approach is much cheaper than traditional satellite launch methods, and it may revolutionize the satellite industry. We leave that for stage three.
The main problem with this way of launching is that heavy weight can not go very high using a balloon-based launch system, so sending a man to orbit or the Moon this way is theoretically impossible. But for launching a small satellite, a micro or nanosatellite – this should be a convenient, cheap, and effective way to go.
Coinis is currently supporting this project through funding, media campaign support, and its continuous efforts to help young people and the local community. We know this is a very ambitious and challenging project, both technically and logistically, so It is essential to mention that it may be necessary to repeat each phase several times before. Hopefully, all the goals are achieved.
Nevertheless, we truly admire these young people in pursuing their dreams and we are sure this is just the beginning of their best!
So, wish us all luck!
Enjoyed this piece of content? We have written so many cool blogs and we totally recommend that you go through them. We suggest you start with these:
Want to know more? Feel free to write to us about topics you want to read about and we will make sure our specialists share their knowledge.


Welcome to the official AIR-ONE web site.
The AIR-ONE Emergency Response Coalition, Inc. supports the AIR-ONE Public Agency, which in turn supports first-responder agencies with helicopter air-support for search & rescue, disaster relief and numerous other missions.
Known by their familiar "AIR-ONE" call sign, these helicopters are frequently called upon by emergency management, law enforcement and fire/rescue agencies who would otherwise not have air support capabilities available.
AIR-ONE Emergency Response Coalition, Inc. is a not-for-profit, 501(c)3, charitable organization, supporting the Air-One Public Agency which is managed and staffed by experienced professionals, most volunteers, from the aviation, law enforcement, emergency management and fire-rescue sectors.
All of us at AIR-ONE welcome you to our web site. We encourage you to visit each section to learn more about our mission, our people and the aircraft involved in providing this much needed air support service. We also encourage you to consider supporting the mission. Since 2003 AIR-ONE has been supporting this valuable service which is focused on increased safety for the public and all first responders.
We need your support to help continue this mission well into the future!
Thank you for visiting.


Drone footage takes a video project to the next level, accommodating for stunning aerial landscape and cityscape shots. We provide drone footage for special events, real estate advertisement materials, large scale art displays, live performances and more! If you’re curious about shooting with drones, contact our team and we’ll be happy to do the background research on fly zone regulations in your area. Check out some of our previous projects with drone videography below!
Qualifications: Licensed by the FAA with Part 107 Small Drone Pilot License


Airline becomes China’s first carrier to operate 737-900ER
SEATTLE, Jan. 30, 2015 /PRNewswire/ — Boeing (NYSE: BA) and Okay Airways today celebrated the delivery of the carrier’s first Next-Generation 737-900ER (Extended Range). The delivery marks the first 737-900ER to be delivered to a Chinese customer and is the first of eight 737-900ERs that Okay Airways has on order.
“The 737-800 has been the backbone of our fleet and has fueled our growth with its proven reliability and efficiency,” said Liu Weining, President of Okay Airways. “The addition of the 737-900ER airplanes will fit seamlessly into our existing fleet of 737-800 airplanes, allowing us to efficiently match capacity to market demand with industry leading economics.”
Okay Airways’ new 737-900ER is configured with 200 seats in a one-class layout. It will feature Boeing’s innovative Sky Interior with modern sculpted sidewalls and window reveals, larger pivoting overhead stowage bins, as well as LED lighting that enhances the sense of spaciousness.
“It is an honor to join our partner Okay Airways to introduce the first 737-900ER to China,” said Ihssane Mounir, senior vice president of Sales for Northeast Asia, Boeing Commercial Airplanes. “The 737-900ER will further strengthen Okay Airways’ fleet of existing 737s by adding more range and capability, while maintaining leadership in efficiency and reliability. I am confident that the 737-900ERs will continue to contribute to their long-term success for many years to come.”
Okay Airways, the first privately owned airline in China, is headquartered in Beijing with its main hub at Tianjin Binhai International Airport (TSN). Its jetliner fleet includes 13 Boeing 737-800s and one Boeing 737-300 Freighter, which serves more than 100 domestic and international routes.
The Boeing 737-900ER is the newest member of the Next-Generation 737 airplane family. It has the highest capacity and lowest seat-mile cost of Boeing’s single-aisle family. Compared with the 737-800, the 737-900ER provides 31 more seats for more incremental revenue opportunity to complement the 737-800 that many Next-Generation customers already have in their fleet.


Advancing Temporal Multimodal Multivariate Scientific Learning
[PI] National Science Foundation (NSF) CISE:IIS:RI, “IMPACT: Information-theoretic Multiagent Paths for Anticipatory Control of Tasks”, 10/2019 – 9/2023.
[CO-I] Information-theoretic Route Planning for a Heli-rover Team”. NASA JPL, California Institute of Technology, PI: Ono (JPL), 2/2019 – 9/2019.
(Visiting Faculty) “Information Theoretic Vehicle Routing for Ground and Aerial Vehicle”, NASA JPL, California Institute of Technology, PI:Ono, 5/2019 – 8/2019


Mae Jemison, the first black woman in space, is getting her own Lego figurine.
So, if you’ve ever played with legos, you can now appreciate this new way to celebrate her accomplishments.
Rolling out reported that Mae Jemison, an astronaut, physician, and entrepreneur, became the first African-American woman in space back in 1992.
She established a company that develops new technologies and encourages students in the sciences after she retired from NASA.
And Mae isn’t the only astronaut that’s being recognized by Lego.
The company decided to celebrate women of NASA in their new collection, and they hope to get the Lego’s on the shelves.
The other women in the collection are:
a computer scientist who developed the on-board flight software for the Apollo missions to the moon in the 1960s. She is known for popularizing the modern concept of software.
space scientist and a mathematician who is best known for calculating and verifying trajectories for the Mercury and Apollo programs, including the Apollo 11 mission.
an astronaut, physicist, and educator. She became the first American woman in space back in 1983. She founded an educational company focusing on encouraging children, especially girls, to pursue careers in science after retiring from NASA.
Nancy Grace Roman,
an astronomer who was one of the first female executives at NASA. She is known as the “Mother of Hubble” for her role in planning the Hubble space telescope.


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Although it greatly saddens me that NASA has become a pathetic political tool, focusing more on global warming and Muslim outreach than space flight, I can’t help but be excited that the private sector is taking over the space industry.
Since man first landed on the moon, we haven’t progressed much in manned space flight in fifty years. I predict that with capitalists breaking into the field, we are in for some huge advancements in the next twenty years. Unless I die young, I think my dream of going into space (and not having to spend millions to do so) will be realized.
Wait. I was filled with hope for a moment. But then I remembered that our monolithic government will just regulate and tax the hell out of the industry. Maybe it will be forty years before I get my dream.


by Rick Nini, Corporate Eagle
In an increasingly interconnected world, new digital tools make it easier than ever to communicate with clients and professional partners. Around the corner or around the world, technology keeps us in touch and in sync. But, as experienced real estate professionals know so well, there are limits to emails and videoconferencing, details that are not always apparent in digital renderings or virtual walkthroughs There are many times when there is simply no substitute for being there in person.
As a result, more real estate companies looking for effective ways to boost their business are turning to private aviation, or, as we say in the industry, “Business Aviation.” This allows them to carve out more face-to-face time with clients and get where they need to be in a timely and efficient manner, ahead of the competition. The benefits of business aviation are significant and potentially dramatic. In a fast-paced and increasingly competitive marketplace, the ability to get deals done and move projects forward in a wider variety of locations can constitute a defining advantage.
Determining whether or not business aviation makes sense for you and understanding the programs and possibilities that come with different business aviation solutions begins with an overview of the benefits of business aviation for real estate companies. Real estate decision makers looking to find out more about business aviation would also be wise to educate themselves about the different types of business aviation programs, and about what questions they should be asking to vet potential partners and determine the best fit for their company.
Business aviation is a significant investment. But, as more businesses of all sizes are discovering, the ROI can be extraordinary, both from a revenue and business generation standpoint and an employee retention perspective. According to the National Business Aviation Association, a staggering 97 percent of the businesses that utilize private business aviation are small to mid-size businesses. Further, a 2009 study conducted by the organization found that businesses using business aircraft had superior financial performance (generating more income based on productivity and efficiency), reduced recession impact and achieved better customer access.
Investing in business aviation boosts employee efficiency and productivity, and delivers the most valuable asset of all: more time. And in a world where we are connected 24/7 and pushed constantly to do more with less, even just a few extra hours can make a world of difference.
With business aviation, brokers gain significant efficiency and productivity by being able to dictate the flight dates and times to fit their schedules, and by having access to nearly 10 times as many locations as commercial airliners do—a huge advantage for brokers looking to invest in secondary and tertiary markets that may not be served by commercial airports. Unlike commercial airliners that can reach roughly 500 airports and are limited to set, inflexible and at times unreliable schedules in a finite number of destinations, business aviation options make it far easier to capitalize on new opportunities in secondary and tertiary markets far quicker than ever before.
And, with today’s modern technology, aboard most modern business aircraft you will find worldwide satellite telephone systems, high-speed Internet capabilities, personal PDA “Text and Talk” features and audio and visual presentation technology with on-board monitors and sound systems. Utilizing business aviation keeps you always connected and continually productive.
Different types of business aviation programs function in very different ways. Options include charter, jet card programs, fractional aircraft ownership and whole aircraft ownership. Understanding which option or options is right for you and your company depends on many factors, including financial considerations, travel needs and other logistical details. Making an informed decision requires a basic understanding of each of the four categories:
Fractional aircraft ownership
Fractional aircraft ownership is an appealing solution and potentially cost-effective for real estate professionals who fly fairly frequently, 50 to 200 hours per-year, and may not need their own aircraft. Similar to a timeshare, fractional programs allow you to purchase or lease a portion of a plane and gain access to that plane for a proportionate amount of time each year. This program might be a good fit if you or your team often needs to travel on short notice, fly to multiple locations in one day or requires the flexibility to fly during peak periods such as holidays and heavy business travel days. Fractional ownership comes with a guaranteed level of service and safety standards.
Whole aircraft ownership
Owning an aircraft is a good fit for heavy flyers with a need of 250 hours or more per year. This option grants outstanding flexibility, but comes at a much higher price point. Total costs and the responsibilities associated with managing an aircraft are significant and should be carefully considered. If your company is not equipped to manage the aircraft in-house, and most are not, many business aviation companies offer turn-key management solutions.
Charter services can be a good fit for real estate professionals who travel only occasionally, but whose schedules are unpredictable or take them to smaller markets difficult to reach through commercial airlines. However, very few charter providers operate their own aircraft directly, while the large majority function as charter brokers and, therefore, the aircraft availability is mostly determined by the aircraft owner. Because charter brokers are typically focused on identifying the lowest-cost provider or simply go with what happens to be available at the time, quality control can be unpredictable and consistency is not a strong point—thus it’s crucial to ask the right questions to ensure the fit is right.
Pre-paid private jet cards are a potential solution for real estate professionals who fly less than 50 hours per year. A jet card program presents less of a long-term commitment, which may be appealing to some companies. Be aware, however, that many jet card programs are essentially charter brokerages, and they consequently have the same set of advantages and disadvantages as charters.
Perhaps the single most important thing that real estate executives and decision-makers can do when evaluating their business aviation service providers is to ask a lot of questions. Ask about everything from safety and security standards to pilot selection, training and experience, and operational and financial details.
Be specific. What are the credentials of your pilots, and how long have they been with the organization? What does your training for your staff entail—how lengthy is it, and how often do they train? How often are you audited by third-party organizations, and what level of certification have you earned? How often do you perform maintenance on each aircraft? What kinds of insurance programs do you offer? Ask about aircraft age, history and specifications, and inquire about operational details such as scheduling, cabin details and facilities.
Your potential partner should be able to outline in-depth safety, staffing and maintenance certifications, training and procedures. Most importantly, visit your business aviation provider and see firsthand the facilities, operations and aircraft. Even the business aviation beginners will recognize quality, professionalism and commitment to safety when they see it.
Ultimately, real estate is not about brick and mortar or bits and bytes, it’s about personal contact. It’s about making the connections that strengthen professional relationships and get deals done. It’s about seeing job sites firsthand and experiencing site plans and sight lines for yourself. Increasingly, savvy real estate companies are making those connections and facilitating those experiences for more projects in more markets by using business aviation as a powerful new business tool. Those who choose the right program for their needs are seeing their business literally and figuratively take off.
Rick Nini is the President and CEO of Waterford Township, Michigan-based Corporate Eagle, a provider of fractional and managed business aviation programs.


Aircraft Carrier with 6 jets
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Aircraft Carrier with 6 jets Description
Imaginations will take flight with this realistic set featuring aircraft elevator and 6 die-cast fighters. Aircraft include 4 fighter jets (2 with moveable wings) and 2 military helicopters with moveable propellers. Aircraft carrier has storage compartment below deck and is made of plastic. Measures 31�L. Aircraft measure approximately 3 ��. Ages 3 and up.


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NASA will launch a multimillion-dollar spacecraft today, with plans to crash it into an asteroid in 2022, as a test for a possible asteroid defense system.
It’s the first test of a new planetary-defense system that NASA has created to help keep asteroids in check. NASA is already tracking large asteroids slated to pass close to the Earth. In 2018, another asteroid hit the Earth. If successful, the test could give us a way to protect Earth from asteroids on a path to collide with the planet.
The post NASA is testing a planetary-defense system like nothing we’ve ever seen appeared first on BGR.
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Object of the month: Astronaut visits Chile during the government of Eduardo Frei Montalva
During the government of Eduardo Frei M., two groups of NASA astronauts visited our country. One of them even brought a gift to the former President, a few rock fragments of moon, which are now displayed on the second floor of House Museum Eduardo Frei Montalva.
In 1961 U.S. President John F. Kennedy announced to the world that the Apollo space program’s goal would be to put a man on the moon before the end of the decade. Within the group of astronauts chosen for this important project were Neil Armstrong and Richard F. Gordon, who in October 1966 were visiting our country for four days, sent by President Lyndon B. Johnson.
The astronauts arrived in Santiago on October 27 accompanied by their wives, as well as the U.S. Ambassador Ralph A. Dungan and Deputy Director of the Spacecraft Center Manned by NASA(1), George Low. His visit was a token of appreciation from the U.S. government and NASA for the support given in the scientific exploration of outer space, materialized in the installation of satellite tracking stations in Antofagasta (1959) and Peldehue (1961), the last one still operating under the administration of the Centre for Space Studies at the Universidad de Chile.
Both Armstrong and Gordon were in the Gemini Program, which preceded the Apollo Program, which aimed to prepare astronauts, maneuvering and the implements for a future moon landing.
At the time of the visit, Eduardo Frei Montalva was ill, so he received the astronauts with his family at home, on the Hindenburg Street. The collection of the Museum preserves a gift from this mission that brought them to Chile: a photograph of the approach of Gemini 8 (which Neil Armstrong manned) to an Agena, a docking a ship (2), dedicated to the sons of former president, with the signatures of Armstrong and Gordon (3).
“One small step for man …”
In 1968, ENTEL (National Company of Telecommunications) installed in Longovilo the first satellite communications antenna in South America. This allowed that Sunday 20th of July, 1969, about 8 million of Chileans could see from the TV one of the most important history events: the Apollo XI moon landing.
Nearly three years after the first visit by the NASA astronauts, and also the TV in the living room on the second floor of the same house where they were received (which later became desk), Frei Ruiz-Tagle family saw Neil Armstrong become the first man to walk on the Moon.
Such was the expectation of the Chilean public by the space race that President Eduardo Frei Montalva declared holiday until noon on Monday, so no one will lose the details of the moon landing.
Then in November of the same year, Richard F. Gordon, who also visited Chile with Amnstrong, piloted the Apollo XII Command Module, the second space mission that will put a man on the Moon. In this ship were also Alan Bean and Charles Conrad, who landed on the moon on November 19, 1969.
Like the crew of Apollo XI, after that awesome feat, the astronauts made a world tour over 40 countries, as envoys of President Richard Nixon. The three astronauts and their wives, the U.S. Ambassador Edward Korry, diplomats and U.S. and Chilean officials came to our country on February 18, 1970.
Its first activity was to fly by helicopter to the Cerro Castillo (Castillo Hill) Presidential Palace in Viña del Mar, where Eduardo Frei Montalva and his wife Maria Ruiz-Tagle were expecting them. There, they held an exchange of present and former president received a pedestal with three small pieces of moonstone, a Chilean flag that flew to the moon by the Apollo XI, and a plaque of Apollo XII. To this was added a photograph of the Apollo Lunar Module XII orbiting natural satellite, where you can also see the Ocean of Storms, landing site of this mission. The picture is dedicated and has the signature of the three man of the crew. All these objects are now part of the House Museum collection and can be appreciated during the tours.
Back in Santiago, the astronauts were cheered during their car rides through the avenues: Apoquindo, Providencia and Alameda, and they were decorated with the Order of Merit in the rank of Commander in the Palacio La Moneda (La Moneda Palace). (4)
Of course not only a Chilean flag traveled to the moon in July 1969, also did different phrases of world leaders. The wishes of Eduardo Frei Montalva were:
“That people of our planet carry to the moon a message of peace and goodwill from earth, and this country called Chile.”(5)
The house Neil Armstrong visited at the time now saves pieces of moon rock in the same room where the former president and his sons saw the feat of Apollo XI. There you can also read the following message:
“This flag of your nation was carried to the moon and brought back by Apollo XI, and this fragment of the lunar surface was brought to earth by the first manned lunar voyage by men.”
(1) Acronym for National Aeronautics and Space Administration.
(2) In the press release dating from October 28, 1966, specifies that the photograph in question is the Gemini XI, which is incorrect. The original picture that corroborates that belongs to the Gemini VIII database is part of NASA data and can be verified at this link: http://images.jsc.nasa.gov/luceneweb/caption.jsp?searchpage=true&selections=GT8&browsepage=Go&hitsperpage=5&pageno=9&photoId=S66-25781
(3) They were the only gifts that EFM received from astronauts. He also received a photograph of Chile taken from outer space and a Chilean flag carried in the flight of Gemini XI, who manned Richard F. Gordon. This information appears in the press release of October 28, 1966, folder 51.
(4) El Mercurio, February 18, 1970, pg. 19. To Neil Armstrong and Richard Gordon, who came in 1966, they were also given this honor on that occasion.
(5) May the men of our planet take to the moon a message of peace and good will from this place on the Earth that is Chile.


The US is pushing to develop a new ground-based laser weapon. It sees the technology as the future of air and missile defense against proliferating artillery, drone, missile, and possibly hypersonic weapon threats. This month, Breaking Defense reported that the US Army had selected Lockheed Martin to develop a new high-energy laser prototype to defend fixed and semi-fixed sites from air attack under a US$220.8 million contract. The source says the contract mandates Lockheed Martin to “develop, integrate, manufacture, test and deliver” an Indirect Fire Protection Capability-High Energy Laser (IFPC-HEL) prototype weapon system. It notes that, at present, the US Army has provided Lockheed Martin with $154 million in fiscal 2023 funding, and the remaining funds could be redirected toward the effort between now and mid-October 2025. While Breaking Defense says Lockheed Martin deferred questions about the contract to the US Army, the company has been working on HEL projects, including a 300-kilowatt laser under the Pentagon’s High Energy Laser Scaling Initiative (HELSI). However, the source notes that it is not clear if other companies are competing for the project, as the US Army’s Rapid Capabilities and Critical Technologies Office (RCCTO) issued a request in March for white papers on 100-kilowatt lasers and shed some additional light on program plans. More bang for the buck Regarding ground warfare, IFPC-HEL may be the future of counter-rocket, artillery, and mortar (C-RAM) capability. Michael Libeau notes in a 2012 article for the Naval Surface Warfare Center (NSWC) that lasers have a greater magazine depth than gun and missile systems, since they only use electricity for operation, giving them a potentially unlimited magazine.


Individuals who join the Air National Guard often have a dream to be flying one of the aircraft used by the reserve force. However, it is not easy as there are a lot of things that you have to do. Check out the steps on how you can be one of the pilots for the Air National Guard of the United States.
1. Complete the preliminary requirements
There are various things that you have to prepare as the first step to becoming a pilot. One of them is that you should have gone through the training to be a pilot even before you reach thirty. There is a physical exam that you need to pass. Aside from that, you should be a four-year degree holder. You should also possess an experience when it comes to flying.
2. Take all the necessary tests needed
If you want to be a pilot for the Air National Guard, the passion you have for flying is not enough. There are a couple of tests that needs to be completed. You need to take AFOQT or Air Force Qualifying Officer Test. It will test your academic skills though it is more inclined on the technical aspect. Aside from that, you also need to pass the Test of Basic Aviation Skills. It is like a practical exam, and there will be just a couple of question in the end.
3. Get your PCSM
You will not be able to get this Pilot Candidate Selection Member number if you fail the Basic Aviation Skills test. Through this number, your performance during the training will be assessed.
4. Find a unit and apply
Among the three steps indicated, finding a group seemed to be the easiest, but it’s not. There are a lot of people applying for the position, and that means the competition is fierce. It is highly recommended to apply for different units, so you will have a better chance of getting hired.
If you can complete all these steps, you are one step closer to your dream in becoming a pilot for the Air National Guard.


You’ve heard about it, you’ve seen others doing it, and now it’s time to get a drone of your own. A quick glance at options makes you realize that you have some decisions to make, first of which is comprising a budget. Some models are hundreds while others thousands of dollars. How much should you shell out for your first drone?
RTF, ARF, Etc
The drone industry is filled with acronyms, so you’ll need to invest a bit of time in learning some of the lingo. For example, RTF or ready to fly drones are just about the closest thing you can find to something you can use out of the box. ARF stands for almost ready to fly and requires assembly and a bit of know-how. You may have to pay more for a drone that requires no assembly.
ARF, on the other hand, means “almost ready to fly.” This may require some assembly and usually don’t come with transmitter or receiver.
Ease of Flying
Get to know more about a drone’s flight controller. While you’re concerned about how much a drone costs, you should also be familiarized with how it flies. Your skill level and preference will play into how much you’re willing to spend now versus what you want to put into an upgrade in the future. You want to have fun with your drone rather than be frustrated about how to fly it.
If you’re a beginner, you’ll want to think about the punishment for having little flying experience. If you invest in an expensive drone and you damage or destroy it, you’ll only have yourself and your lack of flying experience to blame. Therefore, cheaper models are usually reserved for beginners who adopt either of two directions. You can invest in a small model that allows for some control and maneuvering, or you can invest in a larger model that is limited in features. Either direction asks for a minimal investment while providing beginners with experience. Shop for the best drones under $200.
At this price point, you can find models that host some advanced features. However, like a beginner, those with a bit of experience should not be bewitched by what looks cool or the latest developments in drone technology. Rather, someone looking to invest this amount should be thinking about how this drone can prepare them for later investments.
A person looking to spend over $1000 should have considerable flying experience, enough that there is minimal risk of them making a mistake that could damage their model. Moreover, those who are looking to make such an investment may want to consider ways to make money from owning a drone, such as working for a marketing company or a hotel.
There’s no need to spend so much money unless you’re a total drone junkie, you have more than a couple years of experience, and you are aware of ways to make a side or full-time income from your drone. There’s plenty of opportunities to pour money into drones in order to make them have longer ranges, fly faster, turn harder, etc.


“Flight” was a 35’ sq. cu. Ft. Multi-media installation that was composed of a 16 ft. wooden lath airplane (raised on a steel stand), two video monitors, and a 4.5’ acrylic stand/steel gun rack loaded with 100 + paper airplanes displaying the text “TO BE FREE”. The two video monitors played synchronized video images.
The 16 ft. lath plane was constructed in four sections. The sections were made of 1/8” H x 1 ½” W wooden strips (pop riveted together) and hardware fabricated of sheet metal.
A harness was attached to the plane at its balance point. The harness locked into slots on the 10 cu. ft. trapezoidal (tubular steel) base. The harness allowed the plane to pivot vertically and move delicately.The plane is fully pivotal but was cabled at an angle for safety reasons.


In India, using a drone to make film videos has become commonplace. There are various restrictions on operating a drone. Drone technology is being developed in a number of countries outside of India.
Drones of all types and sizes are available for purchase online. While we only utilise drones in India to make films, other countries have begun to test drones for delivering items to clients. There's even a drone that can transport both goods and people. A thorough video of one such passenger drone may be found here.
Rajni Chaudhary has posted the video to her YouTube channel. The YouTuber goes into great depth regarding the passenger drone in this video. She discusses the drone's design, both inside and out, as well as its range. The drone in this video is not from India.
In the video, she makes no mention of the location. She begins with the passenger drone's external design. This passenger drone has a design that is comparable to the ones we use to film videos. It has four arms, each of which has two blades.
The propeller blades are actually made of carbon fibre to keep the drone from becoming too heavy. The drone's four limbs are all attached to its body. This is the seat for the passenger. It features a simple design with a little light in the front. The cabin where the camera gimbal and other components were formerly housed has been turned into a passenger compartment.
All of the crucial wiring and components are most likely hidden beneath the cabin's floor and in the back. The vlogger unlocks the door and demonstrates how to sit inside the drone. Only one person may be carried at a time by this drone.
Interestingly, no control panels exist within the cabin to assist the passenger in controlling the drone. The passenger will sit inside the drone, just like a conventional drone, and it will be operated by an expert from the ground using remote controls. He'll have a remote control and other tools to assist him steer the drone to its intended targets. Because there are no controls within the cabin, it will be quite uncomfortable. The Vlogger then emerges and begins discussing the technical specifics. Two motors are mounted on each arm to launch the drone into the air.
This passenger drone, like our ordinary drone, has a battery pack that must be charged. When completely charged, the drone can fly for up to half an hour and has a range of around 50 kilometres. It has a peak speed of 160 kilometres per hour, although most nations limit it to 100 kilometres per hour, which is still rather fast for a drone. This is an excellent technology, but only time will tell if people will utilise it to go from one location to another.


As you turn to other higher level speed modes, you’ll notice a dramatic increase in the movement and speed of your drone. It is very easy to use and has a very simple navigation.
The holy stone hs160 shadow sports four different speed modes to get you accustomed to your drone experience.
Holy stone shadow drone app. An app we can control a quadcopter to fly with a wifi camera module. Holy stone hs720 foldable gps drone with 2k fhd camera for adults, quadcopter with brushless motor,… check on amazon: 4.4 out of 5 stars.
Bugs drone aerial vehicle brings you the pleasure of aerial photography. 1, support vga, 720p and 1080p resolution. This makes a great drone for children and adults alike.
Holy stone technology co., ltd. Thank you for your time with holy stone. However, unfold the thing and it starts to look like something from a star wars set, modern and both futuristic looking.
Guangdong meijiaxin innovative technology co., ltd. $10.00 coupon applied at checkout. You may need to reset your wifi by turning it off and then back on again.
We are so sorry for delayed reply. So, let’s dive into each section one by one. Promark gps shadow drone app ios and android both support its app.
Holy stone gps drone with 1080p hd camera fpv live video for adults and kids, quadcopter hs110g with carrying bag, 2 batteries, altitude hold, follow me and auto return, easy to use for beginner. Take a folding drone like the dji mavic mini, shave off a few pounds and most of the features, and you have the holy stone hs160 shadow.for less than $100, you get a drone that folds down to about. I love the holy stone hs160 shadow fpv rc drone.
Thank you for your question. 2, support take photo and record video function. Best regards tina holy stone customer service see less dear customer， this is tina from holy stone customer service.
Holy stone hs270 gps 2.7k drone with fhd fpv camera live video for adults, portable selfie quadcopter with 2 batteries for beginners with auto return home, custom flight path, follow me, auto hover. Shop on amazon learn more. I think that drones don’t require wifi to fly or record videos.
Foldable & flexible blades make the drone small and portable. When the holy stone hs160 shadow fpv rc drone is fully folded down, it looks more like a desktop application, than a stealthy flying machine. In this section, we’ll talk about different important aspects of the drone that you should be aware of.
The lowest price of the holy stone hs160 we have seen is. For jjrc x gps drone And it is perfect because you can be in a place where the internet doesn't work but you should make a video with a drone.
You can’t beat the quality for the money. Promark gps shadow drone review. For beginners, the tutorial mode is perhaps the best.


And the funny thing is that despite the big words: "innovation", "high technology", "technology of the future" - prototypes of drones have long been used in everyday life. Take, for example, the function of any modern car – cruise control. Well, why don't you have a drone? And he rides without the help of a driver, and he regulates the speed himself, and adheres to the lane.
However, it's not that simple. Russian legislation does not allow driving drones without the pilot himself. Here is such a paradox.
And even the pilot project for the operation of drones launched in Russia in 2018, approved by the Decree of the Government of the Russian Federation of 26 N 1415, did not allow specialized cars to drive without the presence of a technologist who will observe the integrity and safety of driving.
Tests are continuing, the promised leap in the field of innovative cars was promised by mid-2023: it is planned to launch space navigation aids, a number of specialized routes for unmanned trucks will be formed, for example, along the M-11 and M-2 highways. And the experiment also involves the expansion of "unmanned routes" to another 25 regions.


Okay, so sorry I exaggerated in my title. I had possibility to spent three hours in fly simulator. My wife gave to me a birthday gift which I’ll never forget, to learn to fly a commercial aircraft DC-9 in a simulator.
Those who have read my About me page, know that my career was among aviation and I made part of ground personnel. During five years I was flying onboard as a flying officer. That meant that I was sent here and there around the world to survey ground handling at destinations and to make balance and load sheet calculations for our airplanes. During these years I sat in cockpit, but mainly in Super Caravelle, and observed how pilots were flying. Many times I thought that it would be wonderful to fly an airplane. The farthest destination, where I went as a flying officer was Buenos Aires.
The big day:
On Monday May 9th, 2011, the day after my birth day, I drove with my wife to Finnair’s Flight Academy nearby the Helsinki-Vantaa airport. I was a little bit nervous without any reason, because at the destination we were met heartily by ex-pilot which I knew before from my working days.
After some recollection of old good days, he my instructor (Matti also) lead us to the briefing room. There we went thru the flying process. After that it was high time to go inside to the flight simulator because I was tender hooks. At that moment I felt again a little bit nervous, because my dream to fly was going to come true. Inside there was four seats, two in real cockpit and two at background.
My wife who was photographer and film maker sat at background, I took the left-hand seat, captain’s seat and my trainer right-hand seat which is first officer’s seat. Once more we went thru the process and Matti taught me once more the most important instruments which I had to survey during the flight. Normal process is that captain is flying and first office (also called co-pilot), surveys and controls instruments. If something happens, captain must fly really, because somebody must fly the air plane and that task is important.
So, after making correct settings for flight, we were ready to go thru the check list, to start engines, setting flaps and when everything was okay, I started first motor, then second motor. I added readings of rounds of both motors up to the calculated amount. Simulator trembled little bit and then my instructor released brakes.
We were rolling. I steered DC-9 in the middle of runway. My instructor gave to me info about the rolling speed by saying V1, V rotate and V2. At V1 it is possible to interrupt take-off. At V rotate nose wheel leaves the ground. V2 is minimum takeoff safety speed. So At V2 I pulled up the yoke and we were airborne.
I had to follow carefully the Attitude indicator and my climbing angle was 15 degrees. When copilot took flaps in, had problems with the climbing speed and the altitude. This is very normal and one must be aware of it. Slowly I reduced climbing angle to 10 degrees and finally to zero after passing 1000 and 2000 feet. After reaching flight level 3000 feet, I could take it easier. Now I had possibility to admire Helsinki at dawn. To maintain the flight level was not as easy as one might consider. When looking out of the cockpit’s window, I missed at that moment the correct flight level. So, I had to make adjustments. At first I made too strong adjustments and it meant that DC-9 was wobbling. It took “long time” to me to adjust the correct cruising speed smoothly. Matti told to me that it is easier to fly a real DC-9 than simulator.
When turning DC-9 for final, I again had problems to maintain correct speed and flight level. Landing we made in visual approach and one important thing was keep the air plane on line of runway. When wheels touched the runway, air craft made some bounces. I rolled on the middle of runway and stopped. First flight was over. Phew. Landing was bad, I confess. When repeating more flies, I started to manage better and better landing and so it went also to keep right flight level and speed when turning back for landing.
I went thru all this with my instructor after my first flight. Next flight went better. I also wanted one curiosity in my flying course. That was thru landing which means landing without stopping, accelerating and straight away to take-off. That was really nice. That I love very much.
Once we stopped our flight in the air just to admire Helsinki from the air trying to identify known places. The landing of last flight was made by ILS or let us say using Instrumental Landing System. It went really very good. My wife not even noticed that we made the landing and all this fabulous training was over!
During all my flying my wife took some photos and video. I captured many photos from videos and combined them with photos taken by my camera. Those photos during flight were not so excellent, because my wife could not use flash.
When driving back to our home I was excited yet. Next night I could not sleep much, but I was dreaming flying and I went yesterday thru again and again.
About Finnair’s DC-9 flight simulator:
This simulator is about 40 years old and during these years it has been in use during 70000 hours. Those people who were trained in it came from all over the world. Now it is open for everybody and instructors are ex-pilots. So was mine too and I know him since I was working as a flying officer onboard of Super Caravelle.
Maybe You noticed that I was flying only in visual and not using autopilot. To fly in visual is more interesting and it is just that which educates the best way.


Industries Served – Aerospace
The continuous increase of air traffic and the need to transport people and goods with more and more capable aircraft, powered by more efficient motors, with low carbon consumption and little environmental impact, presents a growing challenge for producers of metallic materials. Jet engines, in particular, are one of the most hostile operating environments: high temperatures, corrosive fluids, centrifugal forces, friction, high pressures and cycle fatigue. Even the structural components such as those of the airframe, the landing gear, or the fasteners (rivets) must fulfil very serious tasks: they must offer the greatest performance in environments subject to great fluctuations of temperature and extended cycle fatigue while guaranteeing absolute reliability, operational safety and efficiency.
For this reason it is necessary to use metallic materials with high performance adapted to the different applications listed below:
- Nickel alloys, Iron & Nickel based superalloys capable of combining great resistance to high temperature and surface stability (i.e. resistance to corrosion and oxidation) used, for example, for components such as the riveting or discs, vanes, rings, valves, shells, shafts and others parts that make up the jet engines and in particular of the “hot” part of the motor, i.e. the turbine.
- Titanium alloys capable of exhibiting a specific weight vs. mechanical resistance ratio superior to any other metallic material, in addition to an excellent resistance to corrosion. Particularly rigorous chemical specifications and microstructures make such materials adapted to a great variety of aerospace applications: structural components, hydraulic components and the “cold” part of the jet engine (compressor), as well as fastenings (rivets) and missile components.
- Special steels such as alloyed steel with high resistance or stainless steels, melted in air or re-melted with a consumable electrode exhibit, in addition to good corrosion resistance, the advantageous qualities of mechanical resistance and tenacity. In particular, the ample choice of stainless steel (austenitic, martensitic and precipitation hardening) guarantees a versatility capable of including a wide range of aerospace components including structural, motor and fixing components.


The addition of air ambulance service at French Valley Airport was cheered this week by business leaders and Riverside County Supervisor Chuck Washington, who said it’s a key piece of the grand plan for both the airport and health care in the region.
“We thought going in that we were on the front end a healthcare growth curve/wave and hearing Supervisor Washington talk about the journey from rural to a more suburban community reinforces that,” said Matt McLuckie, a former pilot who serves as spokesman for REACH Air Medical Services.
“I loved his line about Murrieta back when ‘there were more veterinarians than doctors.’ The community is growing from there to world class health care for the residents and REACH is excited to be a part of that for many years to come.”
REACH landed at the airport in April of this year but it took a few months for the Santa Rosa-based company to get settled in its new digs. On Monday, Oct. 30, they showed off their Airbus helicopters and new REACH-branded workspace at a ribbon-cutting ceremony inside the airport’s Hangar 51.
“We’ve experienced what a really great community it is, as evidenced by the welcoming atmosphere at the ribbon cutting. We ‘knew’ it, but again a whole new experience to really be there,” McLuckie said following the ceremony.
The French Valley base, which includes office space and crew quarters for the service’s on-call pilots, is the first in western Riverside County for the company, which operates another seven bases in Southern California.
The plan is for the French Valley facility to serve as a “backup resource” for the bases serving Imperial, Riverside and San Diego counties. Other bases are in Thermal and Upland.
The flight crew on a REACH helicopter includes a critical care nurse and a paramedic, or two nurses, and a pilot. The company uses an Airbus EC-135 with dual engines that can fly at air speeds of up to 150 mph, according to a release.
“The helicopter’s (instrument flight rules) capability allows it to fly when other aircraft may be grounded due to weather,” said Anna Blair, vice president of strategy for REACH. “It has the capacity to transport the patient, flight crew and whenever possible a family member.”
For local residents, McLuckie said the French Valley airport is about 10-15 minutes closer by air than the facility in Hemet, where Mercy Air, REACH’s main competition, has a base.
There is a significant cost associated with the use of an air ambulance if a flight is not covered by insurance – some companies charge tens of thousands of dollars – but people can sign up for a membership with AirMedCare Network, which covers out-of-pocket expenses in the event of an emergency transport. A membership for a family runs around $65 a year and helps prevent cases in which an insurer will cover only a portion of the cost, which is called “balance billing.”


Cessna 210 Centurion është një avion me gjashte vende, me performane te larte, me karrel uljeje ne piste me një motor ne aviacionin e përgjithshëm qe fluturoi për here te pare ne janar te 1957 dhe është prodhuar te Cessna qe nga 1985.
Dizajni dhe zhvillimi[redakto | redakto tekstin burimor]
Cessna 210 e hershme (210 dhe 210A) ka pasur 4 vende me Continental IO-470 engine of 260 hp (190 kW). Ne thelb ishte një Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. Ne 1961 the fuselage and wing were completely redesigned - the fuselage was made wider and deeper, and a third side window was added. The wing planform remained the same (constant 64" chord from centerline to 100 inches (2,500 mm) out, then straight taper to 44" chord at 208 inches from centerline), but the semi-Fowler flaps (slotted, rear-moving) were extended outboard, from Wing Station 100 to Wing Station 122, which allowed a lower landing speed (FAA certification regulations state that a single-engine aircraft must have a flaps-down, power-off stall speed no greater than 70 miles/hour). To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged. The 1964 model 210D introduced a 285 hp (213 kW) engine and 2 small child seats, set into the cavity which contained the mainwheels aft of the passengers.
Ne 1967 modeli 210G futi një krah cantilever duke replacing the strut-braced wing. Its planform changed to a constant taper from root chord to tip chord. In 1970 the 210K became the first full 6-seat model. This was achieved by replacing the flat leaf-springs used for the retractable main landing gear struts (undercarriage) with tapered tubular steel struts of greater length. This allowed the tires to be nested farther to the rear of the fuselage, making room for the full size rear seats. Ne 1979 210N model eliminated the folding doors which previously covered the two retracted main wheels. The tubular spring struts retract into shallow channels along the bottom of the fuselage and the wheels fit snugly in closed depressions on the underside of the fuselage. Some models featured de-icing boots as an option.
Avioni was offered in a normally aspirated version, designated the model 210, as well as the turbocharged T210 and the pressurized P210 versions. The Centurion II was an option introduced in 1970 with improved avionics, and was available in both noramlly aspirated and turbocharged versions (Turbo Centurion II)
Ne 21 maj 2012 the airworthiness authority responsible for the design, the US Federal Aviation Administration, issued an emergency Airworthiness Directive requiring 3,665 of the cantilever wing Cessna 210s to be inspected for cracks in the spar cap, wing spar and wing. Aircraft with more than 10,000 hours of airframe time were grounded immediately pending a visual inspection.
Vazhdimësia[redakto | redakto tekstin burimor]
Ne nëntor 2007, Cessna acquired the assets of Columbia Aircraft Company. The Columbia 350 and 400 models were integrated into the Cessna single engine range and redesignated as the Cessna 350 and Cessna 400. Ky avion zevendesoi Cessna 210 at the top end of the Cessna single-engine model line.
Modifikimet[redakto | redakto tekstin burimor]
There are a wide range of modifications available for the Cessna 210, including :
- Aeronautical Engineers Australia has developed a life extension package for 210s suffering from wing spar carry-through beam corrosion.
- Aerospace Systems and Technologies offers a TKS technology weeping fluid ice protection system for the Cessna 210, models L, M and N.
- Crownair Aviation developed a “Centurion Edition” T210, which is a remanufactured aircraft introduced in November 2008 that features a glass cockpit and new engine along with other minor refinements.
- O&N Aircraft offers a Rolls-Royce Model 250 turboprop conversion of the Pressurized Cessna P210N known as the "Silver Eagle".
- Vitatoe Aviation offers the TN550 conversion which uses a Continental IO-550P engine with an IO-520 turbocharger with dual intercoolers and a larger alternator.
Variantet[redakto | redakto tekstin burimor]
Cessna 210 u prodhua ne 26 variante modelesh, C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. The 210N, T210N (turbocharged), and P210N (pressurized) versions were produced in the greatest quantity. The rarest and most expensive models were the T210R and P210R, which were produced only in small quantities in 1985-86.
Several modifications and optional fittings are also available including different engine installations, wing tip tanks, speed brakes, STOL kits and gear door modifications.
The early strut-winged Cessna 210B was developed into a fixed-gear aircraft known as the Cessna 205. This spawned an entirely new family of Cessna aircraft including the 206 and the eight seat 207.
- Four-seat production variant with a Continental IO-470-E engine, 40 degrees hydraulic flap, gear doors, introduced in 1960., first flown in 1957, 575 built.
- A 210 with a third cabin window on each side, introduced in 1961, 265 built.
- A 210A with a cut-down rear fuselage, a rear vision window and a Continental IO-470-S engine, introduced in 1962, 245 built.
- A 210B with some minor changes, introduced in 1963, 135 built.
- 210D Centurion
- A 210C fitted with a 285 hp (213 kW) Continental IO-520-A engine and increased take-off weight to 3,100 lb (1,406 kg), introduced in 1964, 290 built.
- 210E Centurion
- A 210D with some minor changes, introduced in 1965, 205 built.
- 210F Centurion / Turbo Centurion
- A 210E with some minor changes and optional 285 hp (213 kW) turbocharged Continental TSIO-520-C engine, introduced in 1966, 300 built.
- 210G Centurion / Turbo Centurion
- A 210F with a strutless cantilever wing and modified rear window, increased take-off weight to 3,300 lb (1,497 kg), introduced in 1967, 228 built.
- 210H Centurion / Turbo Centurion
- A 210G with a new flap system and instrument panel, 210 built. Flap range decreased to 30 degrees, fuel capacity increased from 65 to 90 US gal (246 to 341 l). Introduced in 1968.
- 210J Centurion / Turbo Centurion
- A 210H with reduced wing dihederal, different nose profile and a Continental IO-520-J (or TSIO-520H) engine, introduced in 1969, 200 built.
- 210K Centurion / Turbo Centurion
- A 210J with rear changed to full seat to provide six seats, a IO-520-L engine with 300 hp (224 kW) limited to 5 minutes, landing gear changed, enlarged cabin with a single rear side window, weight increased to 3,800 lb (1,724 kg), produced 1970-71, 303 built.
- 210L Centurion / Turbo Centurion
- A 210K with nose-mounted landing lights, the electrical system changed to 24 volt, the engine driven hydraulic pump replaced with an electrical pump and a three bladed prop fitted. Improved aerodynamics led to an increase in approximately 8 kn (15 km/h) in cruise speed. Produced 1972-76, 2070 built.
- 210M Centurion / Turbo Centurion
- A 210L with an optional 310 hp (231 kW) TSIO-520-R engine and minor changes, produced 1977-80, 1381 built.
- 210N Centurion / Turbo Centurion
- A 210M with open wheel wells for main landing gear and minor changes. Although this change appeared only on the C210N, most early models have had gear doors removed due to extensive maintenance and handling problems, leaving them similar to the "N". Produced 1981-84, 1943 built.
- Stampa:Visible anchor
- A 210N with longer span stabiliser and minor changes, produced 1985-86, 112 built.
- P210N Pressurized Centurion
- A Turbo 210N with pressurized cabin, four windows each side, with a 310 hp (231 kW) Continental TSIO-520-AF engine, produced 1978-83, 834 built.
- P210R Pressurized Centurion
- A P210N with longer span stabilizer increased take-off weight and a 325 hp (242 kW) Continental TSIO-520-CE engine, produced 1985-86, 40 built.
- Riley Turbine P-210
- Conversion of pressurized Cessna 210P Centurion aircraft, fitted with a Pratt & Whitney Canada PT6A-112, flat rated at 500 shp (373 kW).
Operatoret[redakto | redakto tekstin burimor]
Civil[redakto | redakto tekstin burimor]
Cessna 210 përdoret gjere ne fluturime shkollimi e trajnimi, operatoreve private, taksive ajrore dhe chartereve komerciale dhe kompanive.
Ushtarake[redakto | redakto tekstin burimor]
Aksidente dhe incidente[redakto | redakto tekstin burimor]
- While flying N6579X, an early model 210A, famed test pilot Scott Crossfield crashed and died in the woods of Ludville, Georgia on April 19, 2006. The National Transportation Safety Board established the probable cause as "The pilot's failure to obtain updated en route weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller's failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives, both of which led to the airplane's encounter with a severe thunderstorm and subsequent loss of control."
Specifikime (T210N Turbo Centurion II)[redakto | redakto tekstin burimor]
Shih edhe[redakto | redakto tekstin burimor]
Referenca[redakto | redakto tekstin burimor]
Shenime[redakto | redakto tekstin burimor]
- ^ a b c d e f g h i j k l m n o p q r Simpson 1991, pp. 103–104
- ^ Gabim referencash: Etiketë
<ref>e pavlefshme; asnjë tekst nuk u dha për refs e quajtura
- ^ Grady, Mary (21 May 2012). FAA Issues Emergency AD For Cessna 210s. AVweb. Marrë më 24 May 2012.
- ^ Textron (2007). "Textron's Cessna Aircraft Company to Acquire Assets of Columbia Aircraft". Marrë më 2007-11-28. Unknown parameter
- ^ Aeronautical Engineers AUstralia (2009). "Aeronautical Engineers Australia - Modifications". Marrë më 2009-03-03. Unknown parameter
- ^ Collins, Richard L. (2006). The Madness of Icing. Flying Magazine. Marrë më 21 June 2011. Unknown parameter
- ^ Crownair Aviation (undated). "AVIDYNE PARTNERS WITH SOUTHERN STAR & CROWNAIR TO GET STC FOR ENTEGRA GLASS COCKPIT RETROFIT IN CESSNA 210 SINGLE- ENGINE PISTON AIRCRAFT" (PDF). Marrë më 1 October 2010. Check date values in:
- ^ FibreGlast Developments Corp (2004). "January 2004: O&N Aircraft". Arkivuar nga the original më 2007-09-29. Marrë më 2007-10-19. Unknown parameter
- ^ Bill Cox. "Improving On A Good Thing The venerable Cessna P210N enjoys a welcome improvement". Marrë më 20 August 2012.
- ^ a b Federal Aviation Administration (2009). "TYPE CERTIFICATE DATA SHEET NO. 3A21 Revision 47" (PDF). Marrë më 20 March 2010. Unknown parameter
- ^ a b c d e f g Danielle Bruckert and Oleg Roud (2008). Cessna 210 Training Manual. ISBN 978-0-557-01418-7.
- ^ Taylor 1982, p. 453
- ^ NTSB (2007). "NTSB Probable Cause, Report CHI06MA115". Marrë më 2008-06-02. Unknown parameter
Bibliografia[redakto | redakto tekstin burimor]
Lidhje te jashtme[redakto | redakto tekstin burimor]
|Wikimedia Commons ka materiale multimediale në lidhje me: Cessna 210|
- FAA Type Certificate Data Sheet 3A21 Type Certificate Data Sheet for Cessna 210 models.


IKEA Museum exists to give new perspectives to the many people. New perspectives on visual design, graphic design, life at home, materials, and above all on IKEA.
A drone’s perspective
Our drone pilot is Viggo, aged 22 and a competitive drone pilot. His best-known drone video has more than 500,000 views on YouTube. For the IKEA Museum film, one of the drones Viggo used was a homemade one with a top speed of 150 km/h. He estimates that he lost six propellers during filming. No objects were harmed.


As one of the most notorious cases of paranormal activity, the stories about the ghosts of flight 401 have more credibility than most and are often used as proof for the existence of ghosts. While a haunted airplane doesn’t fit the typical description of a spooky place, nearly two dozen people have reportedly witnessed the friendly and protective ghosts of Eastern Airlines, with many of the sightings being from very credible sources.
In 1972, Eastern Airlines Flight 401 was making a routine flight from New York City to Miami. As they were flying over the Florida Everglades, the pilot and co-pilot faced problems when lowering the landing gear. While communicating with the control tower to try and solve this problem, they didn’t notice that the plane was steadily descending. By the time the pilots realized, it was too late and the plane crashed, killing 101 people including the pilot, Bob Loft, and the fight engineer, Don Repo. The two are said to still be watching over the airline’s passengers and crew in spirit.
Eastern Airlines reportedly recycled the salvageable parts from flight 401 by using them on other planes and most of the sightings of Don Repo and Bob Loft have occurred on the planes with these recycled parts. The two ghosts have never been seen on the same flight or by the same people, but several credible reports have been made. People who knew the pilot and engineer have seen and identified their ghosts and people who did not know them have been able to identify them in pictures.
It’s said that these Eastern Airlines ghosts appear very lifelike—to the point that people have believed they were speaking with a real person until the apparition suddenly disappeared in front of their eyes. One of the first sightings was reported by a pilot and two flight attendants. They claimed to have spoken with Loft’s ghost before the flight, believing that he was another pilot, before he suddenly disappeared. The pilot was so shaken by this experience that he decided to cancel the flight.
Another passenger approached a stewardess to ask about the silent, still man dressed as a pilot sitting in her row. As the flight attendant glanced over at the man, he vanished in front of both women, leaving the passenger frightened.
Many people believe that Loft and Repo watch over the passengers and crew to prevent another fatal crash, and several witnesses have claimed that Loft or Repo spoke to them. In one instance, Repo reportedly appeared in front of an Eastern Airlines captain and told him “there will never be another crash. We will not let it happen.”
Repo has also been frequently seen doing routine flight checks and fixing objects aboard the aircraft before the flight. One flight engineer reported that while he was doing the pre-flight check, a very lifelike Repo walked up to him and said “you don’t need to worry about the pre-flight. I’ve already done it.”
One of the most ominous sightings was when Faye Mayweather, an Eastern Airlines flight attendant, noticed the face of a man looking toward her from one of the plane’s ovens. She quickly ran to fetch two of her coworkers, one of which had been friends with Don Repo and identified him immediately. He warned them, “watch out for the fire on this plane”. Strangely, the airplane faced serious engine problems during the flight and was not able to fly the second leg of the course due to safety concerns.
Even one of the company’s Vice Presidents claims to have seen Bob Loft. He was seated in first-class and talking with a man who he believed to be the pilot of the aircraft. After several minutes, he recognized this person as pilot Bob Loft and the apparition immediately vanished. Needless to say, this left the Vice President shocked.
In total, these Eastern Airlines ghosts have been sighted over 20 times by various pilots, flight engineers, flight attendants, and passengers. The sheer number and credibility of the sightings make this a more believable story than most. Could Bob Loft and Don Repo really still be taking care of passengers? Why haven’t their souls been able to move on? Regardless, it’s definitely not a bad thing to have two skilled and passionate spirits watching over your flight to ensure your safe arrival.


Willow Run Airport
The Willow Run Airport is one of the largest international cargo airports in the Unites States. The airport boasts four runways, including cross wind runways and an ILS all-weather runway. There are also 24-hour Federal Aviation Administration (FAA) tower operations and 24-hour US Customs Service Monday-Friday.
- 200 million pounds of cargo transported
- $123 million economic impact
- Brings 950 jobs to the region
Along with the Detroit Metropolitan Airport, the Willow Run airport was recognized for Airport Rescue and Fire Safety in Excellence. In the U.S., these independent airport authorities are the only ones to receive this distinction (Wayne County Airport Authority, 2016).
In 2010, Willow Run was awarded the “All Cargo Airport of the Year” (Internationalairportreview.com). This award is voted on by the supply chain professionals.
Willow Run was developed in 1941 by Charles Lindbergh and Henry Ford, who built a bomber facility on a portion of the 2,600 acres. During World War II, it was used to manufacture the “Liberator” bombers. After WWII, Willow run was transformed into a passenger terminal and in 1947 The University of Michigan purchased it. In 1966, Willow Run was converted to a cargo, executive aviation, and general aviation airport. The University of Michigan sold the airport to Wayne County in 1977 and it is now one of the largest cargo airports in the country (Willowrunairport.com).


1.Mars is the second smallest planet in the universe after the Mercury.
2.If we talk about the quantity of oxygen on Mars then there is only 0.5% oxygen available.
3.We can also see the Mars from the Earth by naked eyes but only sometimes.
4.The name of the Mars planet is kept after “Roman god” due to this person of Greece regard this planet as a God of War.
5.The surface of the Mars is red due to this it is also known as the “red planet”.
6.The day of mars is large by 39 minute and 35 seconds in comparison to the earth.
7.Where in the earth a year completes in 365 days, it takes 687 days to complete a year in the mars.
8.There are two satellites in the mars one is “Phobos” and another one is “Demos” and the Phobos is larger than the Demos.
9.The axial tilt of Mars is 25 degree. it is very similar to earth because the axial tilt of Earth is 23.5.
10.Most of the scientists believe that there would be ever water on the Mars.
11.Mars is the only second planet After The Earth where the atmosphere is present.
12.The average temperature of Mars is – 55 degree Celsius and the temperature of Mars surface is varies from 27 to 127 degree Celsius.
13.If we compare the gravitational force of the mars to the Earth then it is less than the earth.
14.The distance of the Mars from the sun is 141 million miles or almost 23 crore km and if we talk about the distance between the Earth and Mars then the average distance between them is 225 million kilometer.
15.The success ratio of mission that sent to the Mars is Around 50% till now only 20 out of 42 mission have succeeded.
16.If a person weight on the earth is 100 kg then his weight will be 38 kg on the Mars.
17.There is a mountain on the Mars that name is “Olympus Mons” its height is almost 25 km. this is the highest mountain of the Planet of the solar system.
18.On the Mars planet the rise of dust storm is very common.
19.The color of the surface of the Mars is red because the surface of Mars contained iron and other elements like sulphur and chlorine.
20.In the crust of the mars there are some elements those are found in large quantity they are magnesium, calcium, ammonium etc.
21.If we talk about the gases that which all gases are found on Mars then carbon dioxide is found there around 96%, nitrogen 1.8% and left other gases.
Finders, if you like this post then you can tell us by the comment on the comment box and if you want to know more about the Mars planet or if you have a query related to this post then you can ask our findtoknow team.