The History of Bayport Aerodrome
A sputtering engine cracks the silence. The aromas of freshly mowed grass gently float up the nostrils, like summer’s perfume. Between two rows of hangars, the prop wash of a Stearman biplane transforms the turf beneath it into a plastered green blur. An Aeronca, surrendering its wings to the wind, leverages itself onto its main wheels as its tail rises above the ground from what is apparently a field-turned-runway, otherwise surrounded by clusters of trees. Waves of smoke from the annual August barbecue visibly triumph over the waves of sound which carry the period music’s message to the multitude of visitors: a tear in time has enabled aviation’s golden age to continue, and all who step through it can experience it. This “tear” is the Bayport Aerodrome Living Aviation Museum.
Its roots, literally, were planted more than a century ago, when James Isaac Davis, a house mover, acquired a 47-acre cornfield, among other area parcels. But its aviation role was not identified until his son, Curtis, saw the land through his own eyes. A World War II Civil Air Patrol pilot, he transformed it into a landing strip because of its close proximity, and thus convenience, to his Blue Point home.
Its conversion from farm field to airfield took place in the early-1940s with little more than brute strength: with the aid of sons Curtis J. and Ernie, along with “sophisticated” machinery in the form of a single, 1939 Chevrolet, tree stumps and other obstructing growth were removed, leaving a strip paved by Mother Nature’s more wheel-conducive grass, from which Curtis Sr. first took off in his Aeronca. The strip’s birth was consummated with the christening, of “Davis Field” on September 30, 1945.
Long Island has long been known as the cradle of aviation history, with many aeronautical firsts occurring here since the Wright Brothers first took to the air in 1903,” according to the Bayport Aerodrome Society’s website. “At one time, there were as many as 120 private and commercial airfields operating all over the island. One by one these airfields were shut down and lost as Long Island prospered, property values soared, and developers sought land to build new communities and industries throughout the 20th century. The Bayport Aerodrome has beaten the odds to survive as a throwback to those grass airfields of aviation’s golden age. It’s a story of how a colorful individual by the name of Curtis Davis, a former Civil Air Patrol pilot, hacked a rustic working airport out of the Long Island Pine Barrens in the years just after WWII that was miraculously saved from the developer’s axe 30 years later by an equally colorful community of passionate vintage aviation buffs led by John G. Rae who formed the Bayport Aerodrome Society. Their combined achievements led to the existence of one of Long Islands best kept aviation secrets.”
The first hangar, perhaps a testament to the new airfield’s longevity, was erected in 1947 later and was not removed until Hurricane Gloria wrenched it from its foundation in 1985. It was replaced by a second structure south of it.
Davis Field Flying School, established by Thomas F. Simmons, became its first tenant in 1948, and was quickly joined by a maintenance facility run by “Red” Robbins.
The field, originally only sprouting weeds, now also served as the foundation of aviation-related buildings. Three hangars rose from the center of it. A pilot’s lounge, flight operations center, and several flying schools occupied the small structure built in 1910, but relocated there in 1947.
Centerpiece of the airport was its only “tower”–a Coast Guard watch tower relocated from Fire Island, which waved its windsock to private pilots controlling Fairchild 24, Boeing PT-17 Stearman, and Vultee BT-13 aircraft like a greeting hand for three decades.
Another three-decade installation was Eveland Aircraft Services, established by Fred Evelan, an aircraft mechanic from rurally similar Zahns Airport in Amityville.
A piece of Long Island’s rich aviation heritage was transferred to the field in 1950 when Hangar 61, a large, wooden structure, was purchased from the now-closed Roosevelt Field and transported, section by section, over the rails to its south end. Subjected to decay, it relented to the destructive hands of Hurricane Bell 26 years later.
Ownership was passed to nurturing hands in 1953, when George Edwards, a flying school owner at Flushing Airport, purchased the land parcel, although it was transitionally known as “Davis/Edwards Field” until it adopted the official, and shortened, “Edwards” designation, whose raison d’être continued to be defined by its flying schools, aircraft maintenance shops, and private flying activity.
Mono- and biplanes, of both conventional and tailwheel configurations, continued to alight there, including Waco EGC-8s, Stinson SRJs. Waco UPF-7s, Fleet Model 2s and 16Bs, Ryan PT-22s, Fairchild PT-26 Cornells, Curtiss Fledgling N2Cs, and ERCO Ercoupes.
When George Edwards retired in the early-1970s, the field’s ownership forcibly changed, but not before its very existence was threatened.
Targeted by developers as a site for a 138-unit housing complex, the airfield was thrown a lifeline by John G. Rae, a retired general contractor and Bayport resident, in 1975, when he formed the Bayport Aerodrome Society, using local, state, and federal funds, coupled with support from the Antique Airplane Club of Greater New York, the Long Island Early Fliers, the local chapter of the Experimental Aircraft Association, and Islip Town’s Commissioner of Aviation and Transportation, to acquire it.
Already the owner and operator of nearby Long Island MacArthur Airport, the Town of Islip, submitting the $21,562 final balance in 1978, purchased its second aviation property and subsequently drafted a master plan for it.
Because of their proximity to the new north/south runway, the airfield’s hangars and observation tower were removed; the Curtis J. Hangar was relocated to the west side; the south, I. W. Bianchi hangar replaced the Davis Field building ravaged by Hurricane Gloria; and the grass runway was refurbished.
Officially dedicated “Bayport Aerodrome” on July 13, 1980, the facility, three miles southeast of Long Island MacArthur, sports a single, 150-foot-wide by 2,740-foot-long grass/turf runway (18-36) and some 45 single-engine aircraft, averaging 28 daily movements, of which 98-percent are local. Listed on the National Register of Historic Places on January 22, 2008, it proudly proclaims its grass field preservation role with a plaque, which reads: “Bayport Aerodrome. Only L. I. public airport w/ grass runways. National historic status 2008. Davis Field 1910-52. Then Edwards 1953-77. Islip Town 1978. Historic landmark preservation cite.”
Constructed on the northeast end of the field between 1984 and 1989, the Bayport Aerodrome Living Aviation Museum is a 24-hangar complex of privately-owned antique and experimental aircraft whose mission is to preserve and present early 20th-century aviation at a representative turf airfield, and its Bayport Aerodrome Society founder maintains a small museum, conducts complimentary tours between June and September, and facilitates flight experiences. It also hosts the annual Good Neighbor picnic, held on the first Sunday in August since 1994, and the Antique Airplane Club of Greater New York’s Fly-In.
The museum itself features a model aircraft collection, instrumentation, engines, and a replica of a Bleriot XI.
Displays focus on the first transatlantic flight with Navy-Curtiss NC-4 amphibian aircraft in 1919 and concurrent aerial navigation methods.
More than a half-dozen engines include a six-cylinder, inverted, direct-drive, inline, air-cooled Model 6-440C manufactured by the Fairchild Ranger Engine Company in Farmingdale; a liquid-cooled Allison V-1710 used by the Bell Air Cobra P-39; a six-cylinder, 250-hp de Havilland Gipsy Queen; a five-cylinder, 210-hp Kinner MOD-1354; an inverted V-12 Ranger Model SGV-770 employed by the Curtiss Seagull: and a nine-cylinder Wright J-5.
Another display showcases early instruments and radios.
The motley, but pristine aircraft collection is operational.
A Brooklyn-indigenous design, for instance, is represented by the Brunner-Winkle Bird, a three-seat taxi/barnstorming biplane produced between 1928 and 1931.
The Model A, its original production version, featured a welded steel tube truss fuselage with both metal and fabric skins, spruce and plywood wings, and a Curtiss OX-5 engine. It first took to the skies in September of 1928, and subsequent variants differed by powerplant, such as the Kinner K-5 of the Model B and the Wright J-5 of the Model C.
Charles Lindbergh taught his wife, Anne Morrow Lindbergh, to fly in the type.
The tailwheel Cessna 140 of 1946 was restored by two airline captains between 1992 and 1993 and gleams in the sun with its polished aluminum skins. Based at Bayport Aerodrome since 2002, it features a 100-hp Continental O-200a engine.
Powered by an inverted, four-cylinder, 142-hp Rolls Royce Gipsy Major 10mk 10-1-1 engine, the British Auster AOP-MK6, also hailing from the same year, was built in Rearsby, England, as a trainer for Royal Canadian Air Force pilots, but the aircraft was also used for military artillery spotting and general purpose liaison duties.
One of only three remaining in the world, and the only still-flying example, the 2,210-pound two-seater, with a 36-foot wingspan, cruises at 80 knots and touches down at half that speed.
The Reyerstahl D-3, another rare Bayport Aerodrome airplane, emanates from the Royal Design Bureau of the Grand Duchy of Vulgaria in 1933. Production, succeeding prototype development, was assigned to the Reyerstahl Factory in Bittersberg.
Powered by a modern, 115-hp Lycoming O-235 piston engine, the otherwise historically-accurate replica represents the last biplane fighter, equipped with a single,.30-caliber machine gun, to serve with the Royal Vulgarian Flying Corps. Surmounting the sky’s invisible steps at a sprightly, 1,500-fpm climb rate, the R-S D-3 had a 110-mph cruise speed and 250-mile range.
Golden Age designs are represented by Piper J-3 cubs and Aeronca IIAC Chiefs.
The former, powered by a 65-hp, four-cylinder Continental A65-8 piston engine, offered tandem seating and 710-pound empty and 1,220-pound maximum weights.
The latter, also hatched in 1946, shares the same powerplant and 1,250-pound maximum take off weight, attaining between 85- and 95-mph speeds. The equally-ubiquitous trainer, whose superiority over the Piper offering will always be debated, features a steel tube and tail, wooden spars, and aluminum wing ribs, and provides the student with the bottom basics: a manual pull starter and hand-propping technology.
Another primary trainer, intended for military pilots and designed in Canada, is represented by the Fleet 16D (Finch I), built by Fleet Aircraft Limited in 1940. The rugged, two-place, 2,000-pound biplane, with a 28-foot span, was powered by a five-cylinder, 160-hp Kinner B-5-2 engine and offered a 1,000-fpm climb rate, cruising at 95 mph and operating at a service ceiling of 15,200 feet. It was employed by the Royal Canadian Air Force until 1947.
Another classic aircraft represented at the Bayport Aerodrome, but originating even further afield, is the de Havilland Tiger Moth, itself based upon the earlier DH.60 Gipsy Moth.
Designed round a 350-pound engine, the DH.60 incorporated dual seats and controls, a three-hour flight duration, an 80-mph cruise speed, a low wing loading to foster short-field operations, docile handling characteristics, maintenance simplicity, and low acquisition costs. It was also to establish new grades of plywood, fabric, forgings, and castings.
Registered G-EBKT and first flying on February 22, 1925, it became the first in a series of light airplanes, sparking the de Havilland Company’s own explosive growth. It was followed by the DH.71 Tiger Moth, the first two of which, powered by Cirrus 2 engines, were manufactured in secrecy for the 1927 King’s Cup Race.
The DH.82 Tiger Moth arose from the Royal Air Force’s need for a primary trainer, but several modifications were stipulated, including the forward repositioning of the upper wing and fold-down doors on either side of the cockpit to facilitate in-flight pilot bailouts with standard parachute packs; upper- and lower-wing sweepback to maintain the center of lift; a strengthened structure; and a revised exhaust system.
First flying on October 26, 1931, the DH.82 featured differential aileron control-that is, the ailerons of the wing on the outside turn offered little deflection, while those of the wing on the inside of it traveled to a significantly greater angle in order to counteract adverse yaw.
The Royal Air Force placed an initial order for 35 aircraft, designated Tiger Moth Is, and followed this with 50 DH.82As (Tiger Moth IIs) powered by 130-hp Gipsy Major I engines. The DH.82C, a Canadian version powered by a 145-hp Gipsy Major IC, replaced the standard tailskid with a wheel and introduced an enclosed cockpit accessed by a sliding canopy to increase pilot protection from the country’s characteristically cold climate.
The type, serving as the training platform for most of the pilots who had fought in the Battle of Britain, saw service with the Royal Air Force, as well as with the Commonwealth countries of Canada, Australia, and New Zealand, and enjoyed a production run of some 7,000 during World War II alone.
The docile biplane stalled at 40 mph and climbed at 58.
From even further afield is the Russian Yakovlev Yak-18, appearing strangely out-of-place at the local Long Island grass field, but representing one of its greatest treasures.
Like the Tiger Moth, the Yak-18 “Max,” an expression of fighter aircraft designer Alexander Sergeyevich Yakovlev, was also slated for training purposes. Intended as a UT-2 replacement, the low-wing, single-seat aircraft, powered by a five-cylinder, 160-hp Shvetsov M-11FR radial piston, served as its prototype. It was less than successful.
The succeeding, dual-seat Yak-18A production version, with a metal frame, fabric skins, a 27.5-foot overall length, and 34-foot, 9.5-inch wingspan, introduced the more powerful, 260-hp, nine-cylinder Ivchenko AI-14R engine aerodynamically covered with an NACA cowling. First flying in 1957, it offered a 2,900-pound maximum gross weight and was able to attain 163-mh speeds and 16,600-foot service ceilings. It had a 440-mile range.
Equipped with bomb racks, it was instrumental in Korea, where it destroyed a 5.5-million gallon fuel dump near Inchon, and also served as the training platform for Yuri Gagarin, the world’s first person to enter space.
The Yak-18U and later versions introduced tricycle undercarriages.
Instrumental in the grass field’s existence and continued purpose is the Bayport Aerodrome Society. Formed in 1972, it “is composed of aviation professionals, recreational pilots, and people interested in preserving aviation history.” One of its major, public-invited events is its now-annual Celebration of Vintage Transportation, which features “vintage motorcycles, automobiles, and airplanes,” along with live music, a barbecue, and biplane rides.
Bayport Aerodrome certainly offers the visitor a return to Long Island’s grass field roots-literally.


Hey! I am looking into getting into the industry. My question is do you suggest getting a university degree these days on top of everything else? My mom works for Air Canada so she knows many pilots and many have told me that having a university degree makes you a lot likelier of landing a job with a major airline.
Getting a university degree en route to becoming a pilot is a tough decision. I don't think that there's an overwhelming right or wrong answer and what will work best for a person depends on a number of factors.
Major Airlines, specifically Air Canada, use a 'points' system when determining who they will interview. Points will be awarded based on education, flying experience (both hours flown and type of aircraft those hours were acquired on), language proficiency, work experience, leadership qualities etc. I do not know how many points get awarded for each category.
About 8 years ago now when I was just finishing my training, I was able to meet the pilot hiring coordinator for Air Canada. When I asked if she had any tips, her response was "get a degree." What I have heard however, is that a university degree is granted the same number of points as a diploma from a recognized Aviation College such as Confederation, Sault College or Mount Royal. This is not confirmed though.
Even for Air Canada, having a degree will not automatically get you a job at an airline. It is also imperative to have a lot of flight experience. Depending on about a million different factors, when you're done your training, it will generally be 5 to 10 years before you have the experience to be hired by Air Canada. Even though their stated minimum hour requirements are 1000 hours, most successful candidates have at least 2000 hours, with most having more.
Having a degree will also not really help you in getting your first flying job. Operators that hire low time pilots generally don't care if you have a college diploma or a degree, rather, they want to see that you have a good attitude and can work hard. Having some work experience, being in the right place at the right time and making good connections will all help in finding the first flying job.
I am a proponent of getting a degree. I think that having a degree (or two) will open a lot of doors in life when combined with experience. It not only opens up options outside of aviation if you lose your medical or get laid off, it allows you to possibly move into management roles within an airline later on. I also think that taking some time to go to school and enjoy the 'university experience' is a benefit to every one. It gives people a couple years to grow up and learn responsibility. Obviously, not everyone needs this though. Though I personally have really enjoyed my university experience.
On the other hand, there are people who don't really think it is worth getting a degree if you want to be a pilot. Their point of view makes sense and I do believe that getting a degree isn't right for everyone.
Getting a degree, whether it is in conjunction with your flight training at schools such as University of Western Ontario, Waterloo, Seneca College or University College of the Fraser Valley or separately, usually takes 4 years and can be quite expensive. During this time, you generally don't do much flying. If however, you did you flight training independently through a local flight school or through a shorter, 2 year college program, you would be finished your training a lot quicker and out flying sooner. Once flying, most pilots building experience can get anywhere between 500 and 1000 hours a year and be earning money at the same time. Most airlines hire pilots with between 2000 and 4000 hours of experience and the quicker you're out flying, the sooner you'll have that experience.
Of the pilots that I know that are working at Air Canada, some have degrees and some do not. I know pilots who have been hired on at Air Canada Jazz both with and without a degree or Aviation College Diploma. I know pilots working for WestJet, some of whom have a degree and some don't. I know a pilot with an Economics Degree, lots of turbo-prop and jet Captain experience who was turned down by Air Canada but is working at WestJet. I also know a pilot who has two degrees that was turned down by Jazz.
So, as you can tell by the somewhat rambling response, there is no right or wrong answer.
Things to consider:
- Are you the type of person that likes education?
- What is your financial situation like?
- Are you ready to jump into the work force, or will a couple of years at university or college be good for you?
- What are the options of flight schools, colleges or Universities near where you live?
The main thing to know though is that getting a degree from a particular school will not guarantee you a job at an airline or let you skip the generally low paying, not glamorous first few years of flying.


Keep in mind the scene in the movie “Capture Me If You Can” when the airline company pilots, dressed in their crisp, blue Frying pan Am uniforms, arise from the cab, as well as stride slow-moving motion into the New York City resort, lovely steward in tow?
That golden era of air travel photo of the bombardier global pilot pilot-high pay, terrific benefits, totally free traveling, public respect-has somewhat faded in time, as well as many in the aviation market are worried that there will not be enough pilots to fulfill future needs.
Over the previous several years, some numbers as well as data have actually been launched showing that a so-called pilot shortage is certainly occurring. Is there truly a pilot shortage? And also if so, what does it indicate to the market?
A Take a look at Some Numbers
According to the Federal Air travel Administration’s united state Civil Airmen Data, the FAA released a little over 55,000 student pilot certificates in 2011. That’s up over 100 from in 2014, yet still disappoints the practically 67,000 trainee licenses in 2001. In 2011, the FAA issued just over 8,500 industrial pilot certifications, down from a high of 12,299 in 2002.
Boeing just recently released its “2012 Pilot and Specialist Expectation,” an industry best overview for precise forecasts of future air website traffic quantities as well as need. Boeing projects a demand for around one million new commercial airline pilots and also maintenance service technicians by 2031, including 460,000 new airline pilots and 601,000 maintenance professionals.
In their “pilot outlook,” Boeing mentioned that a pilot scarcity has already occurred in numerous regions of the globe. Airlines around the world are broadening their fleets and trip schedules to fulfill expanding demand in emerging markets, and also Asia particularly is experiencing hold-ups and operational disruptions due to pilot organizing restrictions.
Regulative Factors for the Decrease?
If the number of new pilots is decreasing, while the requirement for them is increasing, what has caused the disparity? Some regulatory changes could be responsible.
The increase of regionals. The beginning can be mapped back to 1978 when the Airline Deregulation Act ended up being federal law, getting rid of government-subsidized planes tickets as well as permitting free-market competitors to drive down ticket costs.
Lower prices and competitors among major providers implied that airline unions shed several of their bargaining power. Reduced earnings drove some majors to drop point-to-point routes for hub-based directing.
Regional airlines became a lot more popular, but they hired less-experienced pilots for much less than their coworkers at the significant providers. Today, an initial police officer at a regional airline starts making around $25,000 a year – not exactly a competitive income.
Retirement age prolonged. In December 2007, the FAA issued a statement extending the compulsory retirement age for business pilots from 60 to 65 years old. When the new guideline went into effect, there took place to be a wave of pilots preparing to retire, which can have incapacitated the sector with pilot lacks. The expansion postponed several pilot retired lives for five years to December 2011, and also some believe all those pilots who started retiring in the direction of the end of 2011 developed a rise popular for brand-new pilots.
Relax demands increased. Around that very same time in late December 2011, the U.S. Division of Transport and also the FAA announced a brand-new industrial pilot tiredness rest need. The new rule needs that every pilot rest at least 10-hours before a flight task period – a two-hour boost over the old rules. The new guideline also requires that a pilot has to rest undisturbed for 8 hrs within the 10-hour pause. The brand-new regulations in turn required most of the majors to hire countless new pilots to stick to the brand-new rest demands, resulting in considerable brand-new hiring throughout the board.
Increase in flight hrs. Another new FAA guideline revealed in February 2012 will certainly call for flight captains to have an extra 1,000 hrs of flight time above the 1,500 to obtain airline company transport pilot (ATP) qualification. Both captains as well as first police officers will certainly need to take on additional training to obtain the ATP, consisting of 50 hours of multi-engine flight experience. The guideline was established in response to the 2009 Colgan Air collision in Buffalo, N.Y. as well as will take effect in August 2013. The increased training hrs will add substantial time as well as cost to new pilots attempting to finish.
Various Other Feasible Elements Fueling a Scarcity
Expense of flight institution. Over the years, funding a pilot education and learning has become more pricey and harder to get a funding for. Flight college for commercial airline pilot training can cost as high as $80,000 – usually in addition to already-existing college levels. The armed force’s G.I. Expense no more spends for stand-alone flight training, and federal financier Sallie Mae now only provides tuition lendings for sure trip schools as a result of high post-9/ 11 default prices.
Changes in the armed force. Extra pilots are deciding to remain in the military rather than fly in the private sector. This has reduced the supply pool of military-trained pilots being employed by airlines. Likewise, the variety of pilots in the military has considerably decreased, in part because of the increased use of Unmanned Aerial Vehicles (UAV).


Plane accidents are fortunately rare. The care and detail paid to air travel has resulted in a remarkable level of safety for today’s air travelers. However, the very nature of air travel means that the even slightest failure can lead to catastrophic outcomes. Accidents can happen from the largest passenger jet planes to single-engine and ultralight aircraft.
There are many factors that go into a successful flight. This means that checklists need to be followed properly, flight plans must be carefully calculated, the plane needs to be maintained carefully, and the pilots must be in good condition to fly. If anything is wrong in any of these areas, there can be serious consequences.
Mechanical defects, failure to maintain equipment, pilot error and improper preflight procedures are all issues that can lead to crashes. If you have been the victim of a plane accident or you have lost a loved one, speak to your Minnesota plane accident lawyer about your rights in the matter, and it can be decided whether or not you have a claim.
In the case of large airliners, crashes typically end in death. The planes have an average cruising height of 30,000-40,000 feet above the ground and carry more than 50,000 gallons of fuel. There is little room for error. If the plane hits the ground, there are times that there are survivors, but the injuries are usually quite severe.
Some accidents are simply unavoidable. Bird strikes and severe weather can bring down an otherwise perfectly flown and well-maintained aircraft. Airliner crashes can also be caused by equipment malfunction, defective airplane parts, pilot error and improper runway maintenance. If it is found that the pilot was intoxicated or on some kind of improper medication while operating a plane, the pilot made an incorrect maneuver, or that the plane was allowed to fly without undergoing proper maintenance, responsible parties can be held accountable through a lawsuit.
Small Plane Crashes
In the case of small airplane crashes, the circumstances around the crash can be different from those involved in a large airline crash. Although the National Transportation Safety Board (NTSB) will conduct a thorough investigation of major airline accidents, their investigation in to small plane accidents is not as complete. A thorough private investigation may be required to find out what really happened.
Small planes may be owned and maintained by individual hobbyists or rented from small airport businesses. If the plane is rented, then the company that rents out the plane must maintain it to exacting standards. If the owner of the plane fails to maintain it properly and this leads to a crash, that individual or business will be legally responsible for any damages that occur.
The ramifications of a small plane crash can be just as serious as the largest commercial accident. Nonprofessional pilots typically do not have the same number of flight hours and experience as professional pilots. When a person flies their own plane and they have passengers on board at the time of the crash, the passengers can file a claim against the owner and/or pilot for any errors that they made.
Plane owners or their next of kin can file lawsuits against manufacturers if it is found that a component within their plane was defective and caused a crash. Any of these causes are grounds for contacting a Minneapolis plane accident attorney to see what your options are.
Contact A Minnesota Plane Accident Attorney
The owners, manufacturers, and operators of planes have a responsibility to protect those of us that use their planes whether as a pilot or a passenger. When a plane accident is the result of someone else’s negligence they need to be held responsible. If you or a family member have been the victim of an air accident, call the Meshbesher Law Firm for a free consultation at 612-349-5215 for a free consultation.


At the airport of Rostov-on-don crashed passenger plane Boeing-737 in landing approach. About it reports “Interfax” citing a source in air traffic control services.
“The aircraft, according to preliminary data, crashed at repeated landing approach. On Board could be more than 100 passengers. After the crash there was a strong fire. Information there are no survivors,” — said the source Agency.
Later in the southern regional center of EMERCOM of Russia reported that on Board the plane, apparently, was 55.
The cause of the crash could be adverse weather conditions. “Due to difficult weather conditions — low visibility — the plane was unable to land the first time and went on the second circle, and then crashed when re-landing in the zone of the airfield,” said one of the sources of the Agency.
Passenger Boeing-737 followed the route Dubai — Rostov-on-don. Liner owned by Fly Dubai.
In connection with the plane crash Rostov airport closed until 06:00 GMT.


Dennis Blythe was born 1924 in Norwich, Norfolk.
He joined the RAF in 1943, aged just 19, opting to train as a wireless operator and air gunner.
After passing a 6-month training course in Wiltshire and being recruited to a squadron consisting of men from all around the world, he flew as a wireless operator on over 30 operations. Although during training he experienced flying in several different planes including the Halifax and the Wellington, he flew in a Lancaster bomber for the majority of his time in the RAF, working as a team with the pilot, the two air gunners, and the engineer which made up each squadron.
As part of a bomber crew, Dennis flew across Europe targeting key German facilities such as munitions factories, industrial centres and communications points.
He completed 36 operations in all, and afterwards worked in a training camp with less experienced RAF crews.


India successfully launched its second lunar mission a week after it stopped the planned explosion due to a technical problem.
Chandrayan-2 was launched Monday at 14:43 local time (09:13 GMT) from the Sriharikota space station.
India’s space chief said his Agency “came back to normal” after a failed first attempt.
India hopes that the mission for 145 million dollars (116 million pounds) will be the first to land on the South pole of the moon.
The spacecraft entered earth orbit, where it will stay for 23 days before starting a series of maneuvers that will put it into lunar orbit.
The excerpt was broadcast live on television and on the official social networks of the space Agency.
A few minutes after the launch, applause began at the Indian space research organization (Isro) control room as the rocket took off into the outer atmosphere.
For the first time in the history of Indian space, the interplanetary expedition is led by two women – Mutaya Vanita, project Director, and Rita Karidal, mission Director.
This is the most difficult mission ever undertaken by the space Agency of India.
“This is the beginning of a historic journey of India to the moon”, – said the head of the Isro K. Sivan in his speech after the launch.
He thanked and congratulated almost 1,000 scientists, engineers and other staff who worked on the mission: “I am obliged to welcome all the people who have done the work.”
Prime Minister Narendra modi praised the mission for being “completely indigenous”.
According to ISRO, the countdown on July 15 was stopped 56 minutes before the launch after “a technical error in the launch vehicle system was discovered.” Indian media reported that the leak from a balloon with helium gas in the cryogenic engine of the rocket is to blame.
The fuel from the rocket was drained, and the scientists solved the problem.
“It was easy to fix, but it was a serious problem that could lead to a complete failure,” a source at Isro said.


With the return of Atlantis on July 21st the era of the Space Shuttles has come to an end. It certainly was a fascinating program that has delivered quite a few highlights. However, it was not entirely successful.
Do you remember the praise that was given to the new concept of the shuttles 30 years ago? Here are a few things I remember:
- The shuttles are cheaper, because they (and the booster rockets) are reusable
- They are safe, because they partially work like an airplane
- There will be weekly launches to space, because it’s quick to get the vehicles ready for the next flight
Reality was much different: 2 out of 5 orbiters were lost, killing their crew; a single launch weighed in on average with half a billion dollars; and it took more than one year to prepare a vehicle for launch.
How could that happen?
At a first glance, the concept of the shuttles sounds pretty straight and quite suitable to achieve the original goals. What turned out later, however, was that details of the implementation weren’t that simple at all and finally made the Space Shuttle to probably the most complex machine men have ever built. Just a few examples:
- During countdown, Launch Control at Kennedy Space Center monitored 22000 parameters to decide if a shuttle is ready to go or not. It is no surprise that often they found something and delayed the launch.
- The heat shield of the orbiters with its thousands of tiles was a weak (and expensive) point from the beginning. The Columbia accident further revealed a fundamental design flaw that eventually could not be fixed. After the issue was known, it just became even more expensive trying to prevent further accidents.
- Even the Solid Rocket Boosters, apart from the main tank the apparently simplest part of the shuttles, caused the loss of Challenger.
Now compare this to the Russian space program. The Soyuz rockets only slightly changed since the 1960s. There have been more than 850 launches, fatal accidents are rare (also due to a rescue system). Like for the shuttles, the time for a launch is defined months in advance – but did you ever hear of a delay?
The Russian space program almost works like Swiss clockwork.
So what can we learn for software projects?
The Russian spaceships are a typical 80% solution. They are cheap and reliable, but they are not reusable and they can transport only either crew or cargo. The Soyuz rockets are not overly sophisticated, but they do the job.
The US Space Shuttles tried to get close to a 100% solution, combining different kinds of goals. The attempt to create something perfect finally led to a complex beast, which was difficult and expensive to control.
I once attended a talk of Charles Simonyi, one of the co-founders of Microsoft and the only space tourist who was up there twice.
He said, the more he was trained for the Russian spaceship, and the more he understood how it worked, the more secure he felt. It is so incredibly simple, it just has to work.
We should be able to say that about our software systems as well.


Flight Tracker: How to Use the Radar
As a private person, you have for some time the opportunity to track every flight in the air. All you need is an internet connection and a flight tracking provider. That’s it!
Flight Tracker Manual:
1st Option: Enter Location or Airport
After clicking on the magnifying glass in the top right corner of the radar, you can start typing.
Here you decide now which way you use to pursue the desired flight. Because you can now either enter a city or another city, such as London, Dusseldorf, or New York.
If airports are present in this city, then under the input field every existing airport in this city with the heading “Airports” appears.
Once you have selected the desired airport, you will see a list of departures and arrivals.
In this list view, you can manually select a flight that you want to track, or directly filter out a specific flight in the search bar above.
If you have found the desired aircraft in the list and clicked it, it will be displayed directly on the flight radar.
If you hover over a displayed aircraft in the flight radar and confirm with a left-click, you will see important data such as the flight number, type, speed, and altitude.
Incidentally, if you have selected the aircraft with a left-click, you can scroll down to the left in the overview to get all the important flight information.
This includes a photo of the aircraft (if available), the starting point and the planned landing point, the name and manufacturer of the aircraft with all related data, and, of course, which airline this aircraft carries.
2nd Option: Enter a Valid Flight Number
If you want to track a particular aircraft in the flight radar because possibly friends or acquaintances travel with it, then you can enter in the flight radar top right after clicking the symbol of the magnifying glass a valid flight number and already the airplane will be listed. If you select the aircraft, the aircraft will be displayed and tracked directly on the radar. In addition, you will receive all available information, which is also displayed on the flight radar.
Move and Zoom In on the Flight Radar:
In the window of the flight radar, you can zoom in and out. Hold down the CTRL key on the keyboard and use the mouse wheel to scroll.
Icons and Settings
Airports With a Circle on the Map:
Some major and major airports are shown in the flight radar on the map with a circle or airplane symbol. If there is this possibility, then you can see in the overview how many aircraft are currently incoming or outgoing.
Why Should You Watch Flights Over the Flight Radar?
Not without reason are you looking for a flight radar! Because your friends and relatives travel by airplane, you can watch it now!
Not to think how difficult it is to be in uncertainty when a flight is delayed and you are the taxi driver! That’s why you can be there live on Flugradar24 and know from now on when the desired aircraft actually lands in the airport. Use the flight radar to chase each flight more relaxed.
No more stress as a “waiting family member”. With the flight radar on Flight-Tracker24.co.uk, you are definitely live!


Denver\'s legalization of recreational use of marijuana in January 2014,could be the downfall of the city\'s gang-banger dealers who have seen falling profits since medical marijuana became legal in 2001.
Clips reveal that kayaking down rapids, scaling tall buildings and pulling handbrake turns can all have dangerous or humiliating consequences. Richard Hammond investigates why.
August 31, 1986: Aeroméxico Flight 498 is descending into Los Angeles International Airport (LAX) for landing. Meanwhile, a private Piper Cherokee owned by the Kramer family takes-off from an airfield in nearby Torrance. They unwittingly enter LAX airspace but the air traffic controller doesn\'t notice it due to a distraction by a Grumman Tiger Flight 66R on the screen. Suddenly over the residential district of Cerritos, the Kramers\' plane smashes into Flight 498\'s horizontal stabilizer, shearing off the top of the cockpit of the private plane and snapping half of the tail off from Flight 498. The Kramers die as a result of the impact. The badly damaged DC-9 flips inverted and plummets into the houses below. Everyone on board dies plus 15 people on the ground. The private plane falls out of the sky and crashes into a school playground.
Alternate title: \"6 Mile Plunge\" February 19, 1985: China Airlines Flight 006 collides with a jet stream while flying to Los Angeles. The no. 4 engine fails and the pilots try to restart the engine at a much too high altitude. The plane banks slowly to the right but the pilot expects the autopilot to steady the plane. The plane slows down and stalls, sending the passengers and crew into a spiraling nosedive. The sudden actions put everyone under incredible G-forces. The Flight Engineer mistakes readings on the gauges for total engine failures on all engines rather than the Captain putting the throttle to idle. The speed increases and the plane pulls out of the dive but stalls again and falls. The extreme forces rip the undercarriage doors off and pieces of the stabilizers rip off as well. The Boeing 747SP clears the clouds and the pilot sees the horizon. The plane is pulled from the dive, pinning the passengers to their seats. The pilot lands safely at San Francisco despite having trouble with the elevators. 2 people are hurt, but everyone is alive.


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Pull out your telescopes, large asteroid will fly past earth Wednesday
EUGENE, Ore. – It’s time to turn your heads to the sky. A relatively large asteroid will fly past Earth on April 19.
Don’t worry, there is no possibility of the asteroid colliding with our planet. It will be about 1.1 million miles away.
The asteroid, known as 2014 JO25, was discovered about three years ago by astronomers at the Catalina Sky Survey near Tuscon, Arizona. Astronomers estimate the asteroid is roughly 2,000 feet in size. They say its surface is about twice as reflective as the moon’s surface.
Scientists at the Oregon Museum of Science and Technology say the asteroid will approach Earth from the direction of the sun. It will become visible in the night sky after April 19.
They say you will be able to see it with small telescopes for one or two nights before it fades in the distance.
“Small asteroids pass within this distance of Earth several times each week, but this upcoming close approach is the closest by any known asteroid of this size, or larger, since asteroid Toutatis, a 3.1-mile (five-kilometer) asteroid, which approached within about four lunar distances in September 2004,” OMSI said in a press release.
The upcoming encounter is the closest this asteroid has come to Earth for at least the last 400 years.


EPFL Space Center
The EPFL Space Center is the interdisciplinary hub that brings together all aspects of space education, research and innovation. The EPFL Space Center comprises two groups, eSpace and Space Innovation.
The mission of eSpace is to promote space-related research, support EPFL’s space-affiliated professors, coordinate the Minor in Space Technologies, and manage the EPFL student teams.
The mission of Space Innovation is to support space industries, academies and research and technologies organisations in Switzerland by coordinating and maintaining the network and offering access to cutting edge technologies, test facilities, continuing education and outreach activities.


The Oz Flight Sim Expo is now part of the Wings Over Illawarra airshow!!
The Oz Flight Sim Expo will be open to the public for the duration of the airshow and all airshow entry tickets include access to the Flight Sim Expo, along with all the other fantastic airshow action and event exhibits.
Connecting simmers with a wide variety of exhibitors, including software developers and retailers, hardware suppliers, organisations and groups developing and providing virtual simulation platforms and of course with the new location at Wings Over Illawarra, real world aviators.
Oz Flight Sim Expo is the ideal platform for organisations, business and community groups to showcase the latest products, technology and innovations to desktop pilots as well as the power of at-home simulation for real-world flight training.
A large variety of simulators will be on display ranging from an amazing 737 full cockpit simulator and the Australian Defence Force sims, through to incredible desktop setups featuring a variety of military, commercial and general aviation aircraft and even ATC simulators.
All exhibitor applications for the OZ Flight Sim Expo at Wings Over Illawarra 2021 can be made by clicking the following button and completing the application form.
All information including site sizes and fees can be found on the application form.


RCAF shows off the CH-148 Cyclone ahead of first deployment
By Ryan Melanson,
After nearly three years of training, testing and evaluation, the Royal Canadian Air Force is set for the first overseas deployment of Canada’s new state-of-the-art maritime helicopter, the CH-148 Cyclone.
The Cyclone and its accompanying Helicopter Air Detachment (HELAIRDET), based out of 423 Maritime Helicopter Squadron at 12 Wing Shearwater, will be embarking HMCS Ville de Quebec on Operation REASSURANCE, departing Halifax on July 18 to join NATO allies in Central and Eastern Europe.
While the equipment may be new, the cooperation between the RCAF and the Royal Canadian Navy is anything but, and the first Cyclone HELAIRDET will be building on a long history of maritime helicopter operations, joining the ship’s company to become one seamless team for roughly six months.
“That partnership has existed for many decades with the Sea King, and this is the start of us continuing that with the Cyclone, which we’re very excited about,” said Col Sid Connor, Wing Commander, 12 Wing Shearwater.
“This is a culmination of several years of testing and evaluation. We had to take a look at our procedures, to make sure we had that right, we had to get the flight time experience, and we had to train crews to be ready for real-life operations.”
Ahead of this first operational deployment, the RCAF invited media to 12 Wing on July 13 for a briefing on the Cyclone and Operation REASSURANCE from the Wing Commander. A few lucky reporters were also taken on a flight around Halifax harbour to experience the new platform in action and learn about the Cyclone’s enhanced capabilities compared to the CH-124 Sea King fleet.
These advancements include faster flight for longer periods of time and with more stability, along with automated fly-by-wire systems that are a first in the world of military helicopters, and new sensors and communication suites that offer significant improvements over previous technology. Certain tasks, calculations and data collection that were previously done manually can now be automated, allowing crews to fly easier while gathering higher quality information to pass down to a ship.
“This means that when we fly, we’re able to give the ship’s captain a view over the horizon, either above or below the water, at much greater ranges than we could previously.It’s really expanding the eyes and ears of the ship while we’re at sea,” Col Connor added.
Of the 28 helicopters set to be delivered to the RCAF by 2021, 15 have been received, with 13 fully operational Cyclones currently housed at 12 Wing, and two others away receiving upgrades from manufacturer Sikorsky. A portion of the fleet will eventually be sent to 443 Squadron in Esquimalt to support Pacific Fleet operations. Total program costs will be $3.2 billion, including the 28 helicopters and in-service support for the first 20 years of operations.
Personnel at 12 Wing’s Helicopter Operational Test and Evaluation Facility (HOTEF) and 406 Maritime Operational Training Squadron have been working with the Cyclone since 2015, adjusting training and procedures to the new platform and working out early kinks and modifications. This includes many hours of training with frigates of the RCN, including storm-chasing with HMCS Montreal to determine limits of operations in heavy sea states. The Op REASSURANCE deployment marks a major next step, however, and the air crew and technicians who embark Ville de Quebec will be breaking new ground for the RCAF and for maritime aviation in Canada.
“This is just the beginning of a buildup of capability. We’ll have one detachment out the door with a ship on July 18, and we’ve already begun preparing two more detachments to leave, one from each coast, in January 2019,” Col Connor said.
“It’s an exciting time at 12 Wing. I’ve been calling 2018 the Year of the Cyclone, as we ended our Sea King operations earlier this year, and I think all of us at the wing are feeling lucky to be a part of it.”


On September 17 and 18, Mountain Home Air Force Base will hold the Gunfighter Skies airshow. The gates to the base open at 8 a.m. and performances start at 11 a.m.
The Unitied States Air Force Thunderbirds perform on both days. The Mountain Home Air Force Base F-15E Strike Eagles, MiG Fury Fighters, and other planes will be featured in aerial performances. There will also be planes on the ground for attenders to take a closer look at.
Local, as well as national, vendors will be selling food and drinks, as well as various other goods.
Because Gunfighter Skies is open to the public, getting onto the base will be slow. To make the process easier, base officials recommend being patient, showing up before the gates open, and not bringing anything that is prohibited. On the prohibited items list are coolers, pets , and firearms. Vehicles are open to searching.
The weather will be hot and shade will be very limited. Sunscreen is highly recommended and so are ear plugs if you are sensitive to sound.


Be on the forefront of Unmanned Aircraft Systems (UAS) operation, policy, safety, and application. UAS are finding expanding commercial and public application across many industries including construction, agriculture, environmental monitoring, security, delivery, and more. Demand for licensed operators is growing rapidly! With this certificate you will not only build strong technical understanding through classroom and online instruction, but also gain experience via flight labs. Hands-on, interactive flight instruction will build full competence to manage flight operations for UAS multirotor platforms. The certificate program is open to anyone interested in this rapidly growing field of aviation.
This course meets the requirements of ASTM F3266 - 18 Standard Guide for Training for Remote Pilot in Command of Unmanned Aircraft Systems (UAS) Endorsement, and the Association for Unmanned Vehicle Systems International (AUVSI) Trusted Operator Program Levels 1 and 2.
|Unmanned Aircraft Systems Academic Plan||60.56 KB|


D-Tour Aviation is the premiere Helicopter Company servicing Austin and the Texas Hill Country.
Give us a call!
Why book with D-Tour Aviation?
Here’s what our customers have to say:
So what are you waiting for? Let’s start creating unforgettable experiences!
Flights are available weekdays, weekends and public holidays by appointment only. We can carry up to 3 passengers with a maximum one-seat weight of 270 pounds, and a maximum 3-passenger total weight of up to 570 pounds at a time. Flight availability governed by weather conditions.


Our company has implemented Quality Management Systems according to
- EN 9100:2018
Quality Management Systems – Requirements for Aviation, Space and Defense Organizations
- EN 9120:2018
Quality Management Systems. Requirements for Aviation, Space and Defence Distributors.
- ISO 9001:2015
Quality management systems. Requirements.
- OASIS database supplier`s list
We are listed as supplier in the exclusive OASIS database by OIN: 6133202724


The Skunk is a Finnish hybrid rocket project, which playfully competes with the Raccoon Dog -hybrid rocket project from Tampere. The project started, when we managed to buy the Raccoon Dog -project's old HyperTek -hybrid engine.
The Small Skunk has flown three times and the Big Skunk has flown three times.
Flights and Static Tests
Third Flight of the Big Skunk at Pahkajärvi 5.3.2012
Second Flight of the Big Skunk at Pahkajärvi 2.2.2011
Third Flight of the Small Skunk at Pahkajärvi 1.7.2010
First Flight of the Big Skunk at Pahkajärvi 11.2.2010
Second Flight of the Small Skunk at Rovajärvi 6.9.2008
First Flight of the Small Skunk 15.3.2008
The first flight of the Skunk 15.3.2008 kl 16:55
Webmaster of this site: Aapo Puhakka


When In Flight by Mark Vanhoenecker came out in the New York Times last year I found it an amazing piece of writing, so of course I ended up reading the book. Skyfaring lives up to the expectations, only maybe it never peaks, I mean the narrative remains relatively flat, which was to be expected I believe. You rarely have a parabolic flight in commercial aviation, it happened to me only once actually, when we were very late on our leg from Bologna to Frankfurt and most of the passenger had connecting long-haul flights. What you normally do is you climb up, you keep at around 35 thousand feet for a while, then you approach and you land, don’t you.
Anyway, it’s been a lot of fun reading this book which contains not only tons of aviation trivia, but also an amazing account of what it feels like to be flying commercial, both as a pilot and as a passenger. This was very reassuring to me because there are a lot of personal things about commercial flying that I cannot discuss with anybody because my father is a pilot but he has never flown commercial (only air force or recreational) and never long-haul, while most of the other people I know either don’t fly often or they only talk about cabin luggage, makeup (makeup, really?!), compression socks (reasonable but not very interesting), or they are worried about the plane crashing. So it’s nice to know that someone else is looking at the stars. Or the advection fog. Or sand, or waves.


Strong Para-Cushion Back 303
The Para-Cushion 303 measures 24” (60 cm) tall by 16” (40 cm) wide by 3” (7 cm) thick and weighs approximately 15 lbs (6.5 kg).
In many cases, by removing the back cushion of the seat pan, the pilot may place the 303 in it’s place. The 303 Back is recommended for use in airplanes where head room is at a minimum and moving forward in the cockpit is not a problem.
Recommended for use in airplanes such as: ASW-27, PW-5, Cap-10, Zlin 50, and Christen Eagle.
System Comes Complete with:
Lil Grabber Pilot Chute
TSO - C23c cat. B
Tillverkas av Strong Enterprises


Qatar Airways this year made history by becoming World’s Best Airline at the SKYTRAX 2017 World Airline Awards. Voted Best Airline by travellers across the world in the annual passenger survey, the Doha based member of the oneworld Alliance has now won the prestigious Airline of the Year title for a fourth time. Qatar Airways enjoyed further success by winning major awards for the World’s Best Business Class, the World’s Best First Class Lounge and as the Best Airline in the Middle East. Later in July, flights to Nice, France will begin.
Singapore Airlines, a perennial favourite in the awards was ranked No. 2 in the world, also receiving awards as the Best Airline in Asia, the World’s Best Business Class seat and for having the Best Premium Economy Onboard Catering.
So far, Emirates won World’s Best Inflight Entertainment for the past 13 years, Garuda Indonesia won World’s Best Cabin Staff, EVA Air (of Taiwan) won World’s Best Airline Cabin Cleaniness, World’s Best Low-Cost Airlines goes to AirAsia at number 1, followed by Norwegian at number 2. World’s Best First Class goes to Etihad Airways because of the First Apartments for their A380s, Qatar Airways wins World’s Best Business Class (Qsuites is debuting on Boeing 777 jets), World’s Best Premium Economy Class goes to Qantas and World’s Best Economy Class goes to Thai Airways. Finally World’s Best Regional Airlines goes to Bangkok Airways, whic beats Singapore Airlines’ regional affiliate SilkAir to rank #1.
For more information, visit: http://www.airlinequality.com/news/qatar-airways-is-voted-the-worlds-best-airline-in-2017/


Students interested in aviation and space can attend Space Camp USA in Huntsville Alabama, and its related camps, Aviation Challenge, Robotics Camp and Cyber Camp at the Huntsville NASA center. With input from a teen space camp graduate, this Space Camp Huntsville guide gives you the inside scoop on what Space Camp kids can expect from some of the most innovative programs for budding aeronautical enthusiasts.
About Space Camp Huntsville AL
Since 1982, Space Camp has been offering state-of-the-art learning opportunities for students who want to develop their skills in the fields of science, technology, engineering, and mathematics.
Where is Space Camp in Alabama?
Nicknamed Rocket City, Huntsville Alabama has both the largest space museum in the USA as well as one of the largest facilities for NASA, the American governmental entity responsible for aeronautics and space research. The Huntsville NASA facilities are responsible for various things like the International Space Station and crew training.
My son stayed for 2 sessions in 2019 which gave me enough time to do an Alabama road trip and also visit other cool places in North Alabama like Helen Keller’s childhood home near Florence Alabama and the Lost Luggage Center in Scottsboro Alabama.
Located in Northeastern Alabama, Huntsville is super convenient from other states as well. For example, the nearest international flights go into Atlanta, Georgia and Nashville Tennessee, both well served by many carriers. Huntsville itself has an airport for domestic travel but is also easily located off major American interstates.
Space Camp Kids Ages
Programs suited for ages 9 to 18 have been developed to help students apply STEM skills to real-world scenarios. There is Space Camp itself, but also Aviation Challenge, Robotics Camp and Cyber Camp for kids who have more focussed interests in the field.
How Long is Space Camp?
Thousands of kids from all around the world take part in the 1 week programs. Kids get dropped off on the Sunday and stay for 6 days/5 nights.
Graduation is on the last day. In 2019, parents were physically present for the graduation ceremony which occurred right before pick-up. In 2021, however, the graduation ceremony was virtual on the last night and pick-up was the next day.
Lots of kids choose to do weeks in succession, for example both Space Camp and Aviation Challenge over a two week period.
The popularity of the programs are underscored by the number of kids who return year after year and make life-long friendships with fellow campers.
Where Do Space Camp Kids Stay?
Space, Robotics and Cyber Campers stay at Habitats 1 and 2 close to the NASA Space and Rocket Center. Aviation campers are based nearby at Habitat 3, a short distance from the center.
Campers are in bunk rooms with bunk beds. The number of campers per room depends on the room size. Girls and boys are in separate wings of the Habitats.
What Do Space Camp Kids Eat?
Every day the campers enjoy lunch and dinner from a different country that is part of the International Space Station, for example, Italian, Japanese and British.
If your camper finds the food too exotic, there is always an American selection of burgers or fried chicken available. Breakfast tends to be the usual fare such as pancakes or waffles and fried chicken with gravy (after all, you are in the South!).
Children with special food requirements are catered to specifically.
Space Camp Huntsville Alabama Cost
Depending on the program, the Space Camp Huntsville Alabama cost can run between $1300-$1500 per week.
Some of the Space Camp and Aviation Challenge kids buy crew uniform kids (available to buy beforehand or while you are there). We, however, chose not to add this unnecessary expense. There are, however, lots of cool tee-shirts and other gear to buy at the NASA space museum store.
Our Experience at Space Camp Huntsville AL
My son has done Space Camp and Aviation Challenge Mach 2 in 2019. Although we signed up for 2020, Space Camp was not held in 2020 because of the world pandemic.
He returned in 2021 for Aviation Challenge Mach 3. He wanted to do Robotics Camp but that was not offered in 2021 because of ongoing pandemic issues. He plans on returning for Aviation Challenge Mach 3 again in 2022 because he is not eligible for Mach 3 Elite until 2023.
My son has LOVED space camp and aviation challenge. In fact, in 2019, after his 2 week session, he announced that he had ‘found his people’.
He has made friends from all over the USA and he keeps in touch with them via social media. His Aviation Challenge group from 2021 plan on coordinating their return week in 2022 for Aviation Challenge Mach 3. He also wants to do Advanced Space Academy.
Space Camp USA
The weeklong program sees students take part in astronaut training adapted straight from NASA’s own astronaut program. They will also learn about the vast array of aerospace career opportunities and take part in simulated spaceflight missions.
Space Camp is divided into three groups by age: Space Camp, Space Academy, Advanced Space Academy and Advanced Space Academy Elite.
Space Camp Huntsville AL Activities
There are tons of activities that the students look forward to, some of the most popular being the 1/6th Gravity Chair, the Five Degrees of Freedom Simulator, and the Multi-Axis Trainer. Kids don’t only learn about being an astronaut, but they also construct and launch their own model rockets like real engineers.
They learn about new rocket technology and get a look into life on the International Space Station. Students also get creative by envisioning a futuristic Martian colony. Their competitive sides and team-building skills will also be sharpened through challenge nights that run all week.
To top it all off, a simulated mission to the International Space Station brings together everything that was learned throughout the week.
Each camper gets specific roles during this missions. For example, my son was a Head of Mission Control on a simulated mission to Mars and a lab researcher on a simulated Space Shuttle Mission.
Space Camp Aviation Challenge
Space Camp also offers an innovative program for aviation enthusiasts. The Aviation Challenge Space Camp places a focus on skills and knowledge related to aviation in a military-training setting.
There are 4 levels for Aviation Camp divided by age group.
Aviation Challenge Mach 1
This program is suited for students aged 9 to 11 and provides an introduction to the world of aviation. Flight simulators will test campers’ basic knowledge of the field and give them the best possible introduction to flying.
Students step into the boots of a fighter pilot and have to navigate through scenario-based missions and operate control systems. Imperative skills like water and land-survival also form part of this beginner’s course.
Aviation Challenge Mach 2
The next grouping is for students who are in the 12 to 14 age bracket.
Campers put their knowledge to the test with exciting hands-on activities. Students will make use of advanced flight simulators to get air combat maneuvering training. They will also do water-based activities like rafting and a dunker tank to simulate a helicopter crash.
This training will prepare them for adrenaline-fueled mission scenarios. Another critical skill that is introduced is search-and-rescue to locate pilots that might have gone down in flight.
The topics of aeronautics, propulsion, and aviation history are also covered, and that knowledge is applied in the high-tech UAV drone simulator.
Aviation Challenge Mach 3
Aviation Challenge Mach 3 is for students aged 15 to 18. Each team is made up of 12 campers who work together. In my son’s 2021 Aviation Challenge week, there were 3 teams in total.
Campers take control and maneuver through advanced simulations on all three rotational axes of flight. They take command and their leadership abilities are put to the test, all while applying intricate engineering principles.
Trainees also look forward to advanced field training with hikes twice a week. The nighttime Field Training Exercise is the ultimate test of survival skills and teamwork abilities.
Things get physical with the high and low ropes course and 150-foot zipline that will have students overcoming their fears.
An immersive F-18 cockpit simulator is the closest thing to the real deal the students can get and it offers a once-in-a-lifetime opportunity for the young adrenaline junkies.
Over the course of six days, students will have to plan and carry out three missions – a basic mission, a weapons mission and then an advanced mission. At the end, there is a Top Gun mission. An Unmanned Aerial simulator offers students the chance to deliver real-time data to a common center in the midst of their own planned missions.
The title of Top Gun is also up for grabs as trainees go head-to-head in a bracket-style competition fit for Maverick! Other awards include Flag Award (the best for teamwork and activity points combined) and Admirals’ Cup (the best team attitude and knowledge).
Aviation Challenge Mach 3 Elite
Mach 3 Elite is an invitation-only program for students who have completed Mach 3. Open to 17 and 18 year olds, Mach 3 Elite is a super popular program. Candidates need to respond quickly because spots fill up fast. Yes, my son is totally intent on doing Mach 3 Elite.
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NEW DELHI (AP) — India successfully conducted its first test flight Saturday after overcoming a technical glitch before plans to carry astronauts. place place By 2025, the space agency.
Indian Space Research Organization chief S Somanath said the experiment involved launching a module into space and bringing it back to Earth to test the spacecraft’s crew escape system and recovery after landing in the Bay of Bengal.
Morning launch delayed by 45 minutes due to weather. The attempt was again delayed by more than an hour due to engine problems and the ground computer put the module’s lift-off on hold, Somanath said.
The fault caused by a monitoring anomaly in the system was corrected and the test was successfully carried out 75 minutes later from the Sriharikota satellite launch center in southern India, Somanath told reporters.
This will pave the way for other unmanned missions, including sending a robot into space next year.
India successfully launched in September It was the first space mission to study the Sun. Less than two weeks after a successful uncrewed landing nearby Moon’s south polar region.
After a failed attempt to land on the moon in 2019, India joined the United States, Soviet Union and China as the fourth country to achieve the milestone in September.
The successful mission showcases India’s growing position as a technology and space powerhouse and dovetails with Prime Minister Narendra Modi’s desire to project an image of an upstart country, cementing its place among the global elite.
Signaling a roadmap for India’s future space ambitions, Modi announced earlier this week that India’s space agency would set up an Indian-made space station by 2035 and land an Indian astronaut on the moon by 2040.
Active since the 1960s, India has launched satellites for itself and other countries, and in 2014 successfully placed one in Mars orbit. India is planning its first mission to the International Space Station next year in collaboration with the United States


Houston, TX—Haag Engineering Co. is proud to announce it has received approval from the Federal Aviation Administration (FAA) to utilize small unmanned aircraft systems (UAS)—commonly called “drones” —for a variety of aerial mapping and data collection applications.
“UAS approval is a valuable asset to our clients,” stated Haag’s President and CEO, Justin Kestner, P.E. “This technology allows us to obtain or preserve key information from an array of sites which were previously too dangerous, difficult, or even off limits to document. A UAS could be used to view an accident scene temporarily closed by OSHA, for example, or to document a historic façade for preservation purposes.”
The FAA granted Haag 3D Solutions, LLC, a wholly owned subsidiary of Haag Engineering, a Section 333 exemption which can be utilized nationwide on the DJI Phantom 3, DJI Phantom 2 Vision+ and DJI Phantom 2 series of aircraft. Haag’s approved applications include mapping, inspection and photography of landfills, mining facilities, utilities, oil and gas facilities, agriculture, construction sites, forensic engineering assignments, damage assessments and fire investigations.
“Receiving our FAA approval is an exciting advancement for Haag,” said Kevin Kianka, P.E., Haag’s Director of Building Information Modeling. “The combination of aircraft with our existing compliment of photographic and 3D imaging tools allows us to quickly and efficiently document elevated areas and supplement detail on complicated projects. This approval opens the application of our 3D imaging technologies to additional projects and clients where costs or logistics previously prevented it.”
Since 2013, Haag 3D Solutions has been researching and testing a variety of UAS, using a variety of aircraft, sensors and software. Specializing in imaging and documentation services, Haag 3D Solutions has focused on the sensors and processing software that will allow our staff and clients to utilize quality data obtained from nearly any aircraft system. Using photogrammetric and point cloud software, Haag can provide precise and measureable data that can be utilized in a variety of applications. The use of UAS brings another exciting level of technology to the 3D Documentation world.
Contact Haag today at 281-313-9700 to discuss the implementation of UAS on your project.
View the full News Release here.


Before hearing the announcement that it was a contingency plan, I was astonished to hear that Neil Armstrong and Buzz Aldrin had suffered a deadline disastrous during landing on the moon. The sound effects were very effective. I made my dad listen to only the first 1 minute and asked him ‘Did the first person landing on the moon could not come back to Earth’. We started staring at each other and he said that this audio must be a joke. The audio and background sounds were very effective. The sound of sand, the sound of putting American Flag, everything seemed very realistic.


While my lovely co-writer friend Jiangmin has been having a summer holiday filled with medicine, biological research and UKCAT revision (good luck!), she’s headed off this week to complete a Summer school course – just wanted to say, all the best Jiangmin!
I thought this week I might leave Physics aside for a little and talk about the importance of space flight and exploration, especially the Mars issue.
Many leading scientists believe that in order for humans to progress and maintain our survival we must think about progressing in terms of space exploration, whether that be missions like Juno and Cassini to aid research on planetary science, missions like Voyager – the furthest space craft from Earth to explore the outskirts of the solar system or actually sending humans to Mars which seems to either be the general public’s cup of tea, or not.
Sending humans to Mars excites people perhaps due to a reason below:
- There have been many many claims to say that there may be life on Mars due to its location in the Goldilocks zone, thus technically habitable temperature for life, and people are excited about the prospects of this.
- Mars is the closest planet to Earth, and yet no human has set foot on it despite missions to the moon several times.
- It will become a milestone in human history and encourage more similar missions.
Now, I can’t count the number of times people have criticised why we haven’t made it to Mars yet, since we were making so much progress during the cold war, and I must say, conducting such a mission is not an easy task. I believe the cold war had been the main drive to many of the successful space flights and explorations in the 20th Century and I do think that if we’d a similar drive now, space exploration would be all the much different.
On why human space flight to Mars is not easy. Firstly, there are many problems to face when we start thinking about the mission logically. Mars is a very different destination compared to the moon. With the moon only taking 3 days to reach, the journey to Mars is likely going to last for many months. Also, the journey isn’t as simple as travelling in a straight line, when we do the calculations for this, we must take into account the orbits of the planets. Mars’ orbit around the Sun is slightly slower than that of Earth’s due to its greater distance from it, thus experiencing less of the Sun’s gravitational influence resulting in a slower orbital speed. The orbital velocities of the planets in the solar system follow a Keplerian Decline as mentioned in a previous post regarding Dark Matter. This means there is an optimum time period to launch the spacecraft to Mars which is why you cannot make the journey whenever you immediately wish and is something completely out of our control.
Well, how about upon landing on Mars? Not only due to the atmosphere and gravity, will we have to very carefully consider the construction of the spacecraft landing and how to land safely, the atmosphere itself is incredibly thin and is vastly occupied by carbon dioxide, there is too little of oxygen in order for a human breathe in the air and survive. It’s the whole problem of oxygen, food supplies and water. We must figure out how we should maintain these life essentials for a good number of months on an unfamiliar isolated planet because of the need to wait for the optimum time period to travel back to Earth. And…there’s a whole lot more I haven’t mentioned. Another problem with the Mars issue is funding, NASA has declared they don’t have enough budget to send humans to the planet, because yes, the process does involve a tonne of work and NASA aren’t in fact getting as much funding now as they did during the cold war, its 4% of the national budget at the time has now decreased to something like 0.05%.
And, welcome to the other side of the argument, people who think the entire thing about going to Mars is stupid. Being a regular user of Facebook and a follower of many Science pages on it, it is, I say, very common to see comments like the following on a post related to the space industry, and I quote, “Why are we trying to colonise other planets when we haven’t figured out how to live peacefully together on Earth? Why isn’t this money spent on helping to eradicate poverty and increase education standards?” Rolls one’s eyes. Though I must clarify that much more of countries’ budget is used on the latter two than space exploration. I guess these people’s main “argument” in a sense is, there are much more important things to deal with on Earth than exploring other worlds, thus concluding space exploration is a complete waste of time, and I profoundly disagree.
My question to such a person is, why can’t we do both? The clear implications of the argument on this side shows that there is a lack of knowledge and understanding regarding space travel. It is not just simply about “colonising” other planets and I assume that this isn’t the main intention of many space organisations. Research within the space industry have helped vastly with the developments of new technologies which contribute to making our civilisation a more advanced one, its discoveries from foreign worlds have aided much of the research in astronomy, astrophysics and many more natural science disciplines which broaden our understanding of the universe, and its achievements have helped bring people together.
I am disheartened that NASA with its funding at the moment is unable to take humans to the red planet, however despite this, there are a few hopeful private space industry companies that are able and willing to do so, including Elon Musk’s SpaceX who have promised this mission by the mid 2020s – I’m not sure if this is too optimistic, we’ll just have to wait and see – therefore it is safe to say, I think, that the future is bright…but you have to be patient.
Author – Susan Chen
Susan is a 5th year high school student currently studying three STEM subjects at Scottish Higher level-Mathematics, Physics and Chemistry (Crash Course). She particularly loves ideas in cosmology and hopes to embark on an academic journey in the area of Physics.


In November 2016 I was talking to a fellow work colleague about aircraft and photography. This then lead onto him mentioning that he had his father’s Flight Logs from World War Two. Well what an opportunity and a privilege – I was given a box full of documents, photographs and two flight logs.
I have digitised all the flight logs and photographs and with research via the internet have put together my view of the Flying record of Fl/Lt 111109 Henry A Cowing. I have supplemented the information from the logs by looking at the bases mentioned and finding stories from fellow airmen who have gone through similar training.
The period covered is from 1.3.1940 to 22.7.1946 from initial flight training in the United Kingdom, Flight Instructor in Canada, returning to the United Kingdom, then convertion to Multi Engine aircraft leading up to Operational Flights in a Lancaster over Europe in 1945.