The time delay for a one way message ranges from 4 to 24 minutes, depending.  While the gravity on Mars is lower than that on Earth, there is increased solar radiation, temperature cycles, and the high internal forces needed for pressurized habitats to contain air. , See also Effects of high altitude on humans, One of the challenges for a Mars habitat is for it to maintain suitable temperatures in the right places in a habitat.  One idea is combine this technology to with Solar Electric Propulsion to achieve a lower mass that the surface solar power. , A Mars habitat might exist in the context of a human expedition, outpost, or colony on Mars.. Students will take the lead on research, design, and building. Martian exploration and settlement at any meaningful and sustainable scale will depend on the utilization of materials found on Mars. , Examples of Mars surface temperatures:.  That bacteria is known to survive in extremely cold and dry conditions on Earth, so might provide a basis for bioengineering Mars into a more habitable place. At the top, the bright "sky room" is dedicated to informal recreational uses and exercise. Mars Habitat Design Applying Artificial Intelligence, Origami and Computational Geometry to Mars habitat architecture The Mars Society of Canada (MSC) Architectural Concepts Developer, Aastha Kacha is exploring the efficacy of folding origami habitat design in meeting the challenges of payload logistics, deployability and resilience to extreme Martian surface conditions. Earth-moving equipment). PLA is prized for its low conductivity and basalt is among the most effective insulators known. Historically, space missions tend to have a non-growing food supply eating out of set amount of rations like Skylab, replenished with resupply from Earth.  The Mars habitat would have support the conditions of this food source, possible incorporating elements from greenhouse design or farming. “Another construction challenge was the lack of overhead support structures and form work to … new york-based architecture and technology company AI spaceFactory presents marsha (MARS HAbitat), a 3D-printed visionary verticle housing on mars… , The DLR found that some lichen and bacteria could survive in simulated Martian conditions, including air composition, pressure, and solar radiation spectrum. The design for the Mars Habitat outlines plans for a settlement constructed by an array of pre-programmed, semi-autonomous robots prior to the eventual arrival of the astronauts.  Alternatively, the habitat may be placed underground, which helps solve some problems but creates new difficulties. , On Earth, plants that utilize the C4 photosynthesis reaction account for 3% of flowering plant species but 23% of carbon that is fixed, and includes species popular for human consumption including corn (aka maize) and sugar cane; certain types of plants may be more productive at producing food for a given amount of light. Some possible areas of needed technology or expertise: A Mars habitat is often conceived as part of an ensemble of Mars base and infrastructure technologies. Students will design and build a Mars Habitat using junk materials. And yesterday, NASA crowned the top three winnersof the Challenge’s latest round, challenging the participating teams to “complete a virtual construction level.” The top three teams, which split a prize of $100,000, hail from New York, Arkansas, and New Haven — a… Getting humans to Mars is becoming one of the great challenges of our time. ISRU circumvents the hard limits of the rocket equationâwherein every 10 pounds of rocket needs roughly 90 pounds of propellant. , At about 28 miles (45 km, 150 thousand feet ) Earth altitude the pressure starts to be equivalent to Mars surface pressure. Due to their low overall atomic weight, plastics are effective shields for ionizing cosmic radiation. Mars habitats must contend with surface conditions that include almost no oxygen in the air, extreme cold, low pressure, and high radiation.  Another NASA project that has developed extraterrestrial surface habitats is the X-Hab challenge and the Habitation Systems Project. That was in 2014. Long term permanent habitats require much more volume (i.e. Taken to an extreme, the question remains just how a low a pressure could a plant survive in and still be useful. , One challenge is the extreme cost of building materials for Mars, which by the 2010s was estimated be about US$2 million per brick to the surface of Mars. Another issue is waste management. , One unique structural force that Mars habitats must contend with if pressurized to Earth's atmosphere, is the force of air on the inside walls.  A prototype for this capability was tested on the International Space Station in 2010. They should bear in mind that the Moon has greater temperature changes and no atmosphere for protection but is closer to Earth.  Some of the challenges for solar power include a reduction in solar intensity because Mars is farther from the sun, dust accumulation, and periodic dust storms, in addition to the usual challenges of solar power such as storing power for the night-time. , To contend with these constraints, architects have worked to understand the right balance between in-situ materials and construction, and ex-situ to Mars. Possibilities include covering structures with ice or soil, excavating subterranean spaces or sealing the ends of an existing lava tube. Humans require a pressurized environment at all times and protection from the toxic Martian atmosphere. , A study published in 2016 showed that cryptoendolithic fungi survived for 18 months in simulated Mars conditions. Polar locations in winter −195 degrees F (−125 degrees C). Considerations for maintaining the environment in a closed system included, removal of carbon dioxide, maintaining air pressure, supply of oxygen, temperature and humidity, and stopping fires. Students Design Space Habitat Concepts for Mars. MARSHA's functional areas are spread over four levels identified by a unique interior atmosphere that encourages mobility and averts monotony. This document provides an executive summary of the key findings and conclusions of Paragon’s work to-date. Later missions tended to shift to a dedicated descent/ascent with a separate habitat. This type of habitat is too large and heavy to be sent to Mars, and must be constructed making use of some local resource.  Plants noted for colonizing the barren landscape in the aftermath of the Mt Saint Helen's eruption included Asteraceae and Epilobium, and especially Lupinus lepidus for its (symbiotic) ability to fix its own nitrogen.  This has been estimated at over 2,000 pounds per square foot for a pressurized habitat on the surface of Mars, which is radically increased compared to Earth structures.  In addition, consultations with Earth would be hampered by a 7 to 40 minute time lag.  An alternative may be to build above ground, but use thick ice to shield from radiation but with advantage that it lets visible light in. At ground level, the "garage" is the interface with external systems and explorative activities with a supporting wet lab. Foster + Partners New York is one of 30 finalists in Mars Habitat design competition. In 2013 ZA architects proposed having digging robots build a Mars habitat underground.  The idea of living in lava tubes has been suggest later, noted for its potential to provide increased protection from radiation, temperature fluctuation, Martian sunlight, etc. , To convert the entirety of Mars into a biodome directly, scientists have suggested the cyanobacteria Chroococcidiopsis. , In 1999, NASA's Johnson Space Center published Medical Aspects of Exploration Missions as part of the Decadal Survey.  A small and light habitat can be transported to Mars and used immediately.  An example of a crop NASA tested growing at lower pressure is lettuce, and in another test green beans were grown at a standard air pressure, but in low Earth orbit inside the International Space Station. , An example of regolith simulant is Martian regolith simulant (further information about Mars analogs List of Mars analogs), One example concept that is or is in support of habitat is a Mars biodome, a structure that could hold life generating needed oxygen and food for humans. It has been estimated that sixteen feet (5 meters) of Mars regolith stops the same amount of radiation as Earth's atmosphere. First, they will need to decide whether to build their habitat on Mars or the Moon, because the design requirements will differ w4. Design: Foster + Partners.  The disc, both a memorial to the past and a message to the future, took 15 years to produce. One of the challenges for Mars habitats is maintaining the climate, especially the right temperature in the right places. On the third level are the individual cabins, sanitation pod, and hydroponic garden. , At about 150 thousand feet of altitude (28 miles (45 km)) on Earth, the atmospheric pressure starts to be equivalent to the surface of Mars.  The Phoenix lander, which landed on the North polar surface of Mars in 2008, included a DVD library that was heralded as the first library on Mars. But since sustained social and mental health are also mission critical, MARSHA offers elements of surprise and literal room for the crew to slip outside of an overly prescriptive existence. The situation would be similar to the International Space Station, where individuals receive an unusually high amount of radiation for a short duration and then leave.  245 GHz, laser, in-situ rectenna construction, and 5.8 GHz designs have been studied. In 2010 the Space Launch System, or growth variants therefore, is envisioned as having the payload capacity and qualities needed for human Mars missions, utilizing the Orion capsule. And there’s a window every Mars year — every 26 months, at a time called a Mars opposition when Mars is close to the Earth. Being a bioplastic, emissions from PLA printing are benign, unlike petrochemical plastics which emit high levels of toxic micro-particles such as styrene. Foster + Partners New York’s design for a modular habitat on Mars has been shortlisted amongst 30 finalists for the 3D Printed Habitat Challenge organised by America Makes and NASA.  While one carbon dioxide scrubber filters the astronaut's air, the other can vent scrubbed CO2 to the Mars atmosphere, once that process is completed another one can be used, and the one that was used can take a break. Team LavaHive was awarded third place honors for their Mars habitat design. Design Research - NASA Mars Habitat Published on Dec 21, 2019 This is a senior thesis project part 1: focus on the design researches of a mission to travel to Mars. PLA is a strong thermoplastic that is recyclable yet and has the added benefit of in-situ manufacture. Marsha, AI SpaceFactoryâs Mars habitat design, illustrates that the result can be both visionary and credible with an alien yet familiar beauty. MARSHA employs a unique dual-shell scheme to isolate the habitable spaces from the structural stresses brought on by Marsâs extreme temperature swings.  The effect of radiation on stored pharmaceuticals and medical technology would have to be taken into account also.  In this case the atmosphere only partially disintegrated the meteor before it struck the surface..  In the next step, the water is split into hydrogen and oxygen, with the oxygen and methane being used for a Methane-Oxygen rocket engine, and the hydrogen could be re-used. Compared to others, their design looks downright luxurious. The study noted two plants, duckweed (Lemna minor) and water fern (Azolla filiculoides), as particularly suitable, and they grow on the surface of water. Missions present stresses and challenges that must be addressed spatially, reflecting the strict flow of tasks typical of space missions. MARS X-HOUSE is the first place winner in 100% Virtual Design within NASA’s Phase 3 3D-Printed Habitat Challenge. However, the amount of energy required to transfer material to the surface of Mars is an additional task beyond simply getting into orbit. , One idea for a Mars habitat is to use a Martian cave or lava tube, and an inflatable air-lock was proposed by Caves of Mars Project for making use of such a structure. Now the students can begin to design and even build their own space habitat. , In the 2010s it was determined that something struck the surface of Mars, creating a spattering pattern of larger and smaller craters between 2008 and 2014. The hydrogen can be combined with carbon dioxide to make plastics or methane for rocket fuel.  A medical risk for a Mars surface mission is how, after several months in zero gravity, they astronauts will handle operations on the surface.  There can be large temperature swings on Mars, for example at the equator it may reach 70 degrees F (20 degrees C) in the daytime but then go down to minus 100 degrees F (−73 C) at night. So how autonomous is 3D printed construction, really? Day Two: Print out a habitat. The full technical report is readily available from Mars One’s website. However, the planet does reduce the radiation significantly especially on the surface, and it is not detected to be radioactive itself.  In the final challenge contestants had 30 hours to build 1/3 scale models using robotic construction technology. The design uses concrete from Martian regolith, printed within a pressurized chamber to protect it from the dramatic temperature changes and dust storms of Mars as it cures. A Mars habitat is a place that humans can live in on Mars. Alternatively, the habitat may be placed underground, which helps solve some problems but creates new difficulties. This separation makes the interior environment unbeholden to the conservativism required of the outer shell, which retains its simple and effective form. One concern on Mars is the effect of the fine Martian dust working its way into the living quarters or devices. So NASA held a contest for the best 3D-printed habitat that might actually work on Mars.  The Phoenix library DVD would be taken by future explorers who could access the content on the disk.  NASA has studied nuclear-power fission systems in the 2010s for Mars surface missions.  This process requires a large input of energy, so an appropriate power source would be needed in addition to the reactants.  Iron has also been suggested as a building material for 3D printed Mars habitats.  Two European teams were awarded runner up prizes. Without ISRU the cost of importing materials from Earth renders the project of extraterrestrial futures impossible. Habitation systems provide a safe place for astronauts in space and on other worlds to achieve NASA’s human exploration goals, with integrated life support systems, radiation protection, fire safety, and systems to … SEArch+ won NASA's Centennial Challenge for a 3D-Printed Habitat for their proposal, Mars … The tall, narrow structure reduces the need for a construction machine to continuously rove on the surface, reducing risk and increasing speed and accuracy.  There were 30 finalists selected from an initial pool of 165 entries in the habitat challenge. A Mars habitat is a place that humans can live in on Mars. , In 2016, NASA awarded the first prize of its In-Situ Materials Challenge to University of Southern California engineering professor Behrokh Khoshnevis "for Selective Separation Sintering -- a 3D-printing process that makes use of powder-like materials found on Mars." Imagine having to survive on another planet: Mars!  Mars habitat design can also involve the study of local conditions, including pressures, temperatures, and local materials, especially water..  Mars habitats must contend with surface conditions that include almost no oxygen in the air, extreme cold, low pressure, and high radiation. Learn a Mars Habitat Design lesson plan that can be adapted for grades 3-12. ... offering new ways to s upport future space exploration as well as assessing through scale d prototypes the explored design solutions for the Mars habitat and the emergency astronaut module. Barchania Alpha was a finalist of Mars City Design Challenges 2016.. This is enabled by in-situ resource utilization (ISRU) technologies. It's comparable to carbon fiber and kevlar yet much simpler to produce.  For very small crews its difficult to treat a wide range issues with advanced care, whereas with a team with an overall size of 12–20 on Mars there could be multiple doctors and nurses, in addition to EMT-level certifications. The dust is very fine and accumulates on solar panels, amongst other surfaces.  See also Argox, for the argon breathing gas mixture used in scuba diving, A concept to scrub CO2 from the breathing air is to use re-usable amine bead carbon dioxide scrubbers. We have a project guide, activities, and interactive planning tools that guides teams from brainstorming to building! , In September 2015, NASA announced the winners of its 3-D Printed Habitat Challenge.  One concern is to stop what would otherwise be a minor injury becoming life-threatening due to restrictions on the amount of medical equipment, training, and the time-delay in communication with Earth.  A response to a message takes that time, the delay processing the message and creating a reply, plus the time for that message to travel to Mars (another 4 to 24 minutes). Other Mars analog studies include Mars Desert Research Station and Arctic Mars Analog Svalbard Expedition, The ISS has also been described as a predecessor to Mars expedition, and in relation to a Mars habitat the study importance and nature of operation a closed system was noted.  They chose an interior inspired by Fingal's Cave and noted the increased protection from high-energy radiation below ground.  The first stage is a design only, then in the next stage a construction technology based using discarded spacecraft components is conducted, and finally building an actual habitat for Mars using 3D printing technology. , For a 500-day crewed Mars mission NASA has studied using solar power and nuclear power for its base, as well as power storage systems (e.g. The planned Mars 2020 mission includes Mars Oxygen ISRU Experiment (MOXIE), which would convert Mars carbon dioxide into oxygen. Keep in mind that you don’t need to be an expert on Mars!  (see also Igloo), In June 2018, NASA selected the top ten finalists of Phase 3: Level 1 in the 3D-Printed Habitat Challenge.  A full settlement may be able to achieve the same level of care as a contemporary Earth hospital. During the late 1960s, the United States produced the Saturn V rocket, which was capable of launching enough mass into orbit required for a single-launch trip holding a crew of three to the surface of the Moon and back again. , In early 2015 NASA outlined a conceptual plan for three stage Mars habitat design and construction award program. AI SpaceFactory's "MARSHA" Mars Habitat just won NASA's 3-D Printed Habitat Challenge. , In 2015 the SHEE project noted the idea of autonomous construction and preparation for Mars habitat versus human construction. This would reduce the structural demands of maintaining air pressure, but require the relevant plants to survive at that lower pressure.  Some examples include Mars EVA suits, Mars rover, aircraft, landers, storage tanks, communication structures, mining, and Mars-movers (e.g. : SCIENCE", "NASA Awards Top Three Design Finalists in 3D Printed Habitat Challenge | NASA", "MARS ICE HOUSE - Clouds Architecture Office", "3D-printed ice habitat concept for Mars draws acclaim from NASA", "Top 10 Mars habitats from NASA space habitat challenge", "NASA - eXploration Habitat (X-Hab) Academic Innovation Challenge", "NASA - Habitation Systems Project - NASA's Deep Space Habitat", 3D-printed bubble house proposed for living on Mars, "Meet the man working with NASA to 3D print a colony on Mars", "A New Home on Mars: NASA Langley's Icy Concept for Red Planet Living", "Top 10 Teams Selected in Virtual Stage of 3D-Printed Habitat Challenge", "Here's the Winner of NASA's 3D-Printed Mars Habitat Challenge", "Mock Mars mission: Utah habitat simulates life on red planet", "Biosphere II Project facts, information, pictures | Encyclopedia.com articles about Biosphere II Project", "Lessons Learned from Biosphere 2 and Laboratory Biosphere Closed Systems Experiments for the Mars On Earth Project", "Need Oxygen On Mars? 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Any pilot caught in “inadvertent IMC” usually got into this trouble somewhat intentionally, continuing into deteriorating weather with some hope of improvement or “getting through.” This continued flight, usually driven by “mission mentality,” often gets lower (and scarier) until continuing visual flight is impossible (CFIT is often associated with these accidents). But what happens next usually kills pilots. 2/3s of both IFR-rated and VFR die when they try to turn around without visual references; they lose control or run into terrain while maneuvering. A 180 degree turn immediately after entering inadvertent IMC seems unwise for a panicked and unprepared pilot (even IFR rated). But pilot training and testing often still recommends an immediate 180-degree turn as “the FAA solution to an IMC encounter”- and it is airplane handbooks everywhere. Actually, a 180 turn for IMC escape is *not* in the ACS or any FAA guidance I could find! The newest FAA Airplane Flying Handbook also now recommends all IFR turns (for pilot emergencies and in training/testing) be limited to a maximum of 10 degrees of bank.
This “boiler-plate” recommendation is > 60 years old and based on very limited data available at the time. This advice also predates the FAA requirement for every private pilot to have 3 hours of instrument training (and computer simulators). The 180-degree turn using a clock (with a sweep second hand) also seems to even predate gyro instruments in GA planes? Technically, applicants for flight tests are instructed to follow their POH guidance (required for check rides).
A turn before entering IMC is wise – avoidance! A turn immediately after entering IMC seems like poor risk management given the GAJSC data. A pilot in this scud-running scenario is usually low and in a panic. Getting control (level) and getting away from terrain (climb) creates time to calm down and determine the best course of action (and it might be a 180 is a good idea when you have settled down and achieved control – but not immediately). There is no clear source of this flight training dogma but the first mention might be a 1954 AOPA study with Bonanzas? After that, it seems have migrated from “avoidance to escape” and become part of some many flight manuals.
The FAA guidance on surviving inadvertent IMC is first recognizing and accepting the failure of visual reference to control the plane by committing to flight on the instruments – entirely! Then definitely do not make (or teach) an immediate 180 turn; job #1 is achieving and maintaining control. Flying level is safest (if the terrain is not an issue). My personal advice (having watched many pilots attempt that immediate 180 degree turn) is to initially stare at the attitude indicator while you calm yourself, carefully keeping the wings level. “Stare” works best because an inexperienced pilot “scanning” can often result in fixation and LOC-I too. (Personal simulators have helped greatly with these IFR skills though)
The pilot should make a conscious effort to relax. The pilot needs to understand the most important concern—in fact the only concern at this point—is to keep the wings level. FAA Airplane Flying Handbook
The modern age of YouTube confessions enables a look at an actual “inadvertent VFR into IMC” that worked out. This IFR-rated pilot admits to panic and confusion entering the clouds. To his credit he used all his resources; autopilot and ATC. He climbed, continued straight and was able to sort out the situation without resorting to sudden and inappropriate maneuvering.
Once a pilot is calmed down (trimmed and breathing again) some cross-checking is valuable. In most cases, the best next action is a smooth, stable climb away from the terrain (while maintaining control) since the terrain is often a threat. This maneuver is often emotionally difficult since this same pilot was just previously avoiding clouds. But now it’s time to avoid rocks. Accepting the emergency and climbing away from terrain in most cases is critical to survival. Finally, as control becomes more comfortable and a safe altitude is achieved, seeking help with a radar facility is important. There is a reason this is required on the flight test. Learning division of attention is essential to aircraft control. Every pilot must be cautious and assertive about flying the plane first (within your level of safety) when talking with ATC. Unfortunately, not every controller can understand the gravity of your predicament (SAFE has good people working on this). Flying the aircraft under control is your first priority. This video from AOPA with Rod Machado recommending flight training in real weather pertains to this situation (and also last week’s blog.)
SAFE Executive Director Emeritus, Doug Stewart, is working with the GAJSC to codify a new “IMC escape maneuver” that specifies a wings level climb. This was also advocated in an AOPA article in 2005. Usually, a pilot in these inadvertent IMC situations has usually gotten increasingly lower while avoiding clouds and CFIT is a significant hazard. Let’s eliminate the “immediate 180 turn” advice and save pilots who blunder into clouds. Level wings, maintain control (breathe), and climb; no turning?! Fly safely out there (and often).
Join SAFE and get great benefits (like 1/3 off ForeFlight!) Your membership supports our mission of increasing aviation safety by promoting excellence in education. Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitates CFI+DPE teamwork. Our CFI insurance was developed by SAFE specifically for CFIs (and is the best value in the business).
31 thoughts on “Inadvertent IMC: Level Wings, Climb!”
Thank You for writing this up for me. I remember asking you this question when we met in Florida last year.
It was something’s by that has bothered me for almost 30 years now. I hope it saves someone’s life.
Doing the turn with the hope ‘maybe no one will notice’ has gotten so many people killed… and yes, we noticed. Leveling the wings, climbing, and calling for help is always the best answer.
Calling for help may be embarrassing… but at least you are alive.
I honestly can’t remember reading the 180 turn any where, but I do remember as a student long ago, shaking my head up and down with acceptance that this was the proper response to entering IMC without thinking through the problem.
After the Bryant helicopter crash, seeing the attempted 180, I began to ask students, pilots, instructors, and DPEs, what should I do if I enter IMC? Everyone I asked almost immediately said they would do a 180… really… like the impossible 180 for an engine out, even if you could fly this perfect coordinated 180, you will not be at the same place you entered the clouds or IMC, even worse… you now don’t know what is in front of you. You are likely now completely lost. You were flying low already and now you don’t know what is in front of you. And if that isn’t bad enough, the turn will likely bring on vertigo if you changed the aircraft flight condition without looking at the artificial horizon first.
Leveling the wings is the only thing that makes logical sense. At least you had an idea as to what was in front of you. A slow climb if required is the only thing you should be doing as you try to communicate with ATC for help.
Yes, squawk 7700… it is an emergency! This sets off alarms for ATC to immediately see you and get everyone away from you. Bonus… now you don’t have to worry about another plane crashing into you, And… now ATC is looking to contact you. If you don’t know, or don’t feel comfortable looking for the correct frequency… 121.5 is where they will be looking for you. Yes, now you don’t have to search for the appropriate ATC frequency. Easy!
And here is the best reason for admitting you screwed up… if you admit the screw up and ATC helps you, it is very unlikely they will take action against you, because they will want you at the ATC awards ceremony for the controller that helped save your life… because they likely did.
For all these reasons… level the wings with eyes on the artificial horizon, climb if needed (it likely is if you were scud running) then let everyone know you have a very serious emergency 7700. Call for help. ATC really wants to help. No better feeling than saving someone’s life.
I’m a contrarian on this one.
Several years ago while flying south between Bend and Klamath Falls, Oregon I experienced an unexpected (AT NIGHT) penetration of an unforecast cloud while flying south at 6500′ — about 2000′ AGL. As soon as I entered the unseen cloud I calmly went to instruments, rolled to my left in a standard rate turn, executed a 180 and was very soon out of the cloud. Having briefed the flight I knew where my nearby lighted airports were. I landed soon thereafter and spent the night. Perhaps climbing to escape clouds “might” have worked, but I doubt it. My rented Cessna 172 was within 100 pounds of gross weight. Even in winter conditions it’s climb rate and service ceiling would likely not been adequate to get me ‘on top’ if the cloud deck was thick, nor would have climbing for 4,000 feet to the MEA been the ‘lowest risk’, i.e. ‘safe’ option for the non-instrument rated and proficient VFR pilot I was back then. IMHO, a 180 degree turn is the usually the least risk option in mountainous terrain. I’ve used a 180 degree course reversal in smoke, which like clouds, is impenetrable once I’ve climbed into the murk. I think a discussion of when a level 180 initiated from cruise is least risk vs attempting to climb while penetrating deeper and deeper into the clang would yield useful insights. Perhaps if I had been at 1000′ AGL, rather than 2,000′ above the rocks a climb would have been less risk… but then night flight at 1,000′ is in itself very risky and, I think we can agree, a VERY bad idea.
Agreed, every “escape” is unique and context dependent (ice in clouds in my area of the world?)👍 Most of these”surprise encounters” are usually almost “predictable,” and even practiced pilots do lousy with a surprise IFR 180 (unfortunately); we need “super-simple!”
Climbing is not to escape the cloud… climbing is to escape the objects connected to the ground. If you don’t need to climb… don’t. It also sounds like you entered the cloud wings level and you were flying at night with your instruments set. Also very different from the typical inadvertent IMC.
When you made your 180, you might not have exited the same cloud you entered 2 minutes earlier ( if you made a 2 minute coordinated turn ).
This sounds like you randomly bumped into a scattered cloud. Far different from the people that are actively avoiding a serious overcast cloud layer. They tend to weave through the low hanging clouds until they eventually go into them.
Working as an Airway Systems Specialist in the military at a military Approach control, and with the FAA at several Approach Control, and centers. I was the one usually pulling the tapes and I could pick out where they crashed in remote areas. It was quite helpful in Maryland at Patuxent Approach when the Civil Air Patrol would call asking me to go fly a search pattern to find them. You could see the start of the turn by the radar returns and then nothing. It was pretty easy to see the rate of altitude loss and figure out where they crashed and killed themselves as well as the people with them. The ELT usually didn’t survive to point out where they crashed.
You got lucky. And I wouldn’t bet my life on luck to many times. Luck always runs out.
On a better note…
Those people that crashed attempting the 180 really didn’t die in vein. It was while trying to find them in the little Civil Air Patrol Cessna 172 equipped with this very new thing called GPS not yet in any civilian planes, as it was only permitted for finding locations not navigation in the late 80s, is where the idea of ADS-B came from.
During my searches for downed planes, I quickly realized the accuracy of GPS location over the radars I maintained because of radar sweep time, radar estimation computed inside the sweep counters, and the limited capabilities of transponders. I thought about a transponder type system that could transmit back the location of the aircraft constantly (no radar sweep wait time). I presented the idea to the military, then to the FAA, both said it wouldn’t be a good idea because the signal of the GPS was far to easy to jam because it was so weak.
I knew if I keep telling enough people the light bulb would turn on. I knew GPS tracking would work… but I knew back then, I couldn’t get it done. I remember telling anyone that would listen the issue, even telling one passenger forced to listen to me during a flight back from Miami to Atlanta how great it would be to be the owner of a system everyone had to use to fly, like the IBM computers required to use windows…
Now we have ADS-B… it took almost 30 years. I know I can’t fix this issue of 180s. I don’t have that type of influence to get it done. Like ADS-B, I hope someone will. I think it really will save lives. Just as I believed what is now called ADS-B will now save lives.
As with the common sense requirements of WAAS and GPS augmentation sites for ADS-B to work… some common sense does need to be used when avoiding death for IIMC.
The post seems to state that the pilot suffered a fatal LOCI during the turn attempt. Was that the accident cause? It’s not clear to me that a pilot unable to make a standard rate turn in IMC would have been able to escape. Are there stats on how many times pilots successfully escaped and what did they do?
This is not a review of a specific accident (was that from a link?) This blog is recommending a change in “general advice” found in many airplane handbooks (upon encountering inadvertent IMC, initiate an immediate 180-degree turn). This newer advice is based on GAJSC accident data of VFR into IMC accidents. VFR into IMC involves loss of control and is often correlated with CFIT; pilots are low, in a panic state of mind. An “immediate 180” was a recommendation based on very limited data and >50 years old). This was before the required 3 hours of instrument training for private pilots and also the invention of computer simulators.
I don’t think the 180 turn procedure (from the Cessna POH) is suggesting a skidding turn. In step 2, the procedure is to initiate a standard rate left turn holding the symbolic wing on the left index mark. It’s a standard rate turn then only when the ball is in the middle and it’s a timed turn to minimize confusion from compass errors. Step 4 is the only place a skidding motion is mentioned if a heading correction is needed, which would be an advantage to banking since banking is what makes the compass sometimes suddenly spin up to 40 degrees from dipping forces.
I’ve used both escape tactics. Generally as long as I haven’t previously descended enough to make obstacles or the terrain a threat (i.e. still a cushion above the MEF), the 180 should be the safer maneuver in terms of aircraft control and escaping from cloud and ice and minimizing time in cloud. Climbing could also result in getting trapped on top. The FAA also recognizes in the Airplane Flying Handbook that the instrument training received for the Private certificate is designed for relatively quick escapes from cloud. Climbing stands a greater chance of extending beyond a safe time limit in cloud for the non-instrument pilot.
Have you ever tried this perfect turn while encountering vertigo? I believe the FAA might still have the Vertigon machine at the Aviation physiology branch in Oklahoma. Try doing a coordinated turn while almost puking. You see… the first thing someone does when they enter the cloud… they do level the wings… without looking at the artificial horizon, you can see it in the radar tracks. Then they try to make the 180 turn while disoriented. Had they flown a few minutes level, they would likely be alive. The time it takes to get acquainted to instrument flight will take you well into the clouds. But a rash attempt of a turn on unset instruments is crazy at best. Yes, you may be lucky… and you might have enough gas to get to the next airport when you have no idea how much fuel is left… luck Is no way to fly. You won the lottery this time, great. Good for you.
Even in your little Cessna 172 traveling at 120kts in two minutes, your attempted exit from the clouds will be nowhere near where you entered the clouds. Did you enter an airway where other planes are flying on instruments and can not see or avoid you? You just flew a 4 mile ark and hopefully know what is there at the end of the ride if you are holding it together making that perfect turn on instruments you likely didn’t have set for instrument flight. At the end of the little trip you took, there is a very good possibility you will not break out of the clouds… now you are in the clouds flying on a heading that isn’t really where you came from. Now, you really don’t know what is in front of you. If disoriented and you stopped your turn, Add in even slight vertigo disorientation and you are lost at best or worse… dead.
I’ve seen it dozens of times.
Remember when you first took hold of an airplanes controls… could you make a perfect level coordinated turn? I doubt it. Could you keep the plane relatively wings level without falling out of the sky? I bet you could, or you likely would have given up on flying. In any emergency it is best to keep the control of the aircraft simple. The attitude indicator horizon is an easy reference even for a first flight.
I’ve seen people so disoriented they couldn’t hold a heading or understand which direction they were heading. It is why I recommend controllers give half standard turns until told to stop and only continue the turns if comfortable. Other wise keep the wings level.
Yes, I’ve even been called into the control room, and had to talk pilots down. The first thing I always told them, keep the wings level, there are no obstructions or planes around you. It is going to be OK. No big deal. I then would have them do half standard turns to a clear area. Most were freaked out from the heavy rain and just wanted out. Another weird problem, Controllers at that time didn’t have a good working knowledge of how to show weather on the monitors. I had to come in to adjust the radar weather settings, so the heavy rain returns could be avoided.
Why climb and call for help ? Yet one more reason… storm down drafts. I doubt your Cessna had a weather radar. Heavy down drafts in a dissipating thunderstorm will slam a small craft into the ground without mercy. I personally would rather be at 8,000 feet being pushed down… than 1000ft.
What else does a slow climb do? It slows things down. It is a good idea to slow down to keep the aircraft in one piece if you hit turbulence inside the clouds or rising smoke. They tend to fly better with all the parts attached. In the mountains? Now your turn arks will be smaller.
Should you avoid spending a a long time in the clouds… well, that isn’t really the issue once inside the clouds. Fear of clouds and stalls is something that has been drilled into new pilots for so long even heavy ATP pilots are killing themselves. The object is to get out of the clouds alive and with your aircraft in one piece.
Yea, avoid spending a long time in IMC, turn on your pitot heat! If you don’t like to gamble, don’t fly near bad weather without proper training and planning.
No one said make an immediate rash turn. Yes, the pilot has to transition to the instruments and then decide on the course of action.
You consistently fail to differentate between unproficient/ill-prepared and prepared/proficient pilots. Please re-read your posts. Luck may be a small factor, but not the principal factor when pilots calmly and successfully execute a LEVEL 180 degree turn.
If a pilot is either not calm, not-proficient, or both a wings level climb probably will turn out poorly, just as a 180 degree level turn as you perceive it will. We know about about how many pilots FAILED to execute a successful 180. We have NO IDEA WHATSOEVER how many pilots were successful, nor do we know what the circumstances were for those successful pilots.
Every pilot’s control is initially *terrible* attempting surprise transition to instruments (especially in a high adrenaline situation like scud running). PIlots in these situations are usually in a panic situation. Statistically, IFR-rated pilots do no better than untrained VFR pilots at completing a 180-degree turn. Pilot control improves *dramatically* after just a little time on the gauges (based on 4K flight tests and 16K dual given). I agree an untrained VFR pilot has a limited endurance IMC, but priority #1 is “restoring control and buying time;” the goal here is to eliminate the “immediate 180” knee jerk reaction – and esp. hands-off rudder recommendation. This “boiler-plate” immediate 180 recommendation in many airplane manuals predates the required 3 hours of private instrument training >50 years. NO instrument training was required back then, and there were no computer simulators either.
Since in most of these cases pilots are *not* at a safe altitude (GAJSC data) a stable climb is necessary to clear terrain (and buy time – impact is often imminent). Once clear of terrain threat, and under control, a gentle 180 might be the best course of action. This is an emergency escape; regain control, calm down a bit and decide then a pilot can decide the wisest action based on circumstances. A climb has the additional advantage of restoring radio contact with ATC (not a problem in the East but common in most of US).
Well really it is both pitch and bank control that are critical. I think the strategy of an immediate turn is being misinterpreted; i.e. it first requires good technic and the hands off rudder recommendation is done after the turn and rollout. I wonder where the recommendation of climbing may eventually lead and be interpreted – into immediate kneejerk climbs and stalls? Whichever escape strategy is chosen, the #1 objective is first DON’T LOSE CONTROL.
Umm huh…and I can see climbing into freezing levels in IMC with high tops to also be problematic.
I agree… flying is way to dangerous for people because it requires people to think.
Don’t even do a climb out off the run way… it is way too dangerous.
And if they do and crash… they just improved the gene pool.
Hate to admit it, but I’ve flown into clouds accidentally twice in 1300 hours VFR. In both cases I followed the pink line (on a Garmin 430 in a Maule the first time and on a G3X with auto-pilot in an RV7 the 2nd time) to a valley and then descended below the clouds.
In the Maule I was deliberately circling down at what “felt like” a 10 degree bank. Then I looked and noticed it was 30! No harm, no foul, but one heck of a wake-up call.
When you get into a cloud by mistake and you are not IFR rated, it is a very scaring experience.
Training and explanations like your are really useful to get out of trouble and do not loose more than just a beer.
What are the statistics for the ones that decide to climb?
That reminded me of a most unusual experience. We were IFR and IMC somewhere between mid-Connecticut and NYC and the IMC extended quite a bit vertically. The controller advised us of traffic and we responded IMC. Well the traffic continued to get closer, so much so, the controller had to give us evasive headings. And there’s was no way the other aircraft could have been VMC for even a second – he/she shouldn’t have been there.
I think the main objective is for the pilot to avoid panic on the controls, which happens also of course in VMC. Then after that the action taken is more of ‘it depends’. I escaped easily once with a 180, but I was quite active and fortunately proficient. I climbed in another situation. That can be a great strategy, but as I experienced, it can now expose you to a mid-air collision with IFR traffic.
“Statistics” in GA accidents/incidents and non-reported “survivals” make “data” on this difficult. Just like “the other 180” – “Impossible Turn” on T/O, no one reports the successes (and craters in the ground make diagnostics difficult).
With that said, most experienced CFIs have seen how hopeless an unprepared pilot is (VFR or IFR-rated) with a surprise “IMC 180.” This is “data” also; pilots suck at this! Why recommend (in a/c handbooks) a dangerous maneuver? FAA guidance; straight ahead, control, climb, confess, comply. A 180 may be wise once control and calm are restored(?), but certainly not “immediately!”
Yes I think that word ‘immediately’ can be taken incorrectly. No matter what plan of escape is decided, reasonably good technique is a must.
“Immediate” is pretty unambiguous (and in this case wrong)…what we commonly see on flight tests (what we train and test) Let’s fix this (and save lives)!
“A 180 may be wise once control and calm are restored(?), but certainly not “immediately!”” Absolutely. The procedure says make an immediate plan, not an immediate turn. Instructors must be very careful there and not cause the pilot to panic on the controls.
What an outstanding article by mr st George. A recommendation long over due. . Let’s eliminate the “immediate 180 turn” advice and save pilots who blunder into clouds. Level wings, maintain control (breathe), and climb; no turning? Preaching this approach for years in 54 years of military and general aviation… nice job Dave!
Thank you Phillip!
What are the statistics for someone that doesn’t turn? I haven’t found crashes where the person stayed straight and called for help.
Every crash I’ve seen in the last 40 years was after an attempted turn.
Again (as just mentioned) data is tough to find. GAJSC (total data-driven safety group) is working this now (Doug Stewart SAFE rep). One alarming takeaway is high correlation of CFIT accidents (hence the “climb”). The YouTube in the blog is an ideal outcome; control, climb, confess, comply.
as I said. HAI (helicopter Association International) has agreed to change the training. A 180 doesn’t get you back to where you started and will likely get the person lost and bring on Vertigo.
“A 180 doesn’t get you back to where you started and will likely get the person lost and bring on Vertigo” (mentioned below). It worked perfectly for me getting us back in VMC in one minute. With that said, as David mentioned in the article, if the pilot is in a panic and unprepared, probably nothing is going to work, and the emphasis on initially staying calm and cross checking is the right strategy.


- Feb 10, 2005
- Reaction score
- Montgomery, Al
Thanks to Bill Clinton. (Don't we remember Chingate?)
updated 6/24/2012 6:27:02 AM ET
BEIJING — A Chinese spacecraft carrying three astronauts docked manually with an orbiting module on Sunday, a first for the country as it strives to match American and Russian exploits in space.
The Shenzhou 9 capsule's maneuver with the Tiangong 1 module was shown live on national television. It follows a docking last week that was carried out by remote control from a ground base in China.
The Chinese astronauts have been living and working in the module for the past week as part of preparations for manning a permanent space station. They returned to the Shenzhou 9 capsule early Sunday and disconnected in preparation for the manual reconnection.
Wu Ping, spokeswoman for China's manned space program, told reporters in Beijing that hand levers were used to control Shenzhou 9 and position it to dock with the orbiting module. The maneuver was "precise and perfect" and the three astronauts carried it out "calmly and skillfully," Wu said.
"This success in manual docking represents a major breakthrough in our space rendezvous and docking technologies," Wu said.
China's next goals include another manned mission to the module later this year and replacing Tiangong 1, which was launched last year, with a permanent space station around 2020. Possible future missions could also include sending a man to the moon.


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The following gogoanime Rocket Girls Episode 13 English Sub has been released now. Bookmark us if you don't want to miss another Episodes of Anime Rocket Girls. Gogoanime will be the fastest one to upload Rocket Girls Episode 13 with Eng Sub for free. So please share And Bookmark our site for new updates.
When Yukari Morita decided to look for her missing father who disappeared in the South Seas, she had no idea how far her journey would take her. Just traveling to the Solomon Islands is a long way for a high school girl to go on her own, but then Yukari runs into an astronaut from the Solomon Space Association, which has been trying to build a rocket powerful enough launch a man into space. Upon meeting the petite Yukari, however, SSA director Nasuda realizes that she's small enough to go up in a less powerful rocket the SSA has already built! So he offers her a deal: if Yukari agrees to become their astronaut, the SSA will help find her missing father! Will Yukari have the right stuff to blast off in the wildest space quest ever? (Source: gogoanime)ロケットガール


NASA just released the first frame of the high-resolution scans of Pluto after the successful flyby of the New Horizons spacecraft of Pluto yesterday.The new image is said to represent around one percent of Pluto’s surface. More scans will be released on Friday.
The high-resolution image of Pluto’s surface shows us a fraction of the lower left portion of yesterday’s image. John Spencer, a New Horizons science team member, said that the team has yet to find an impact crater in any of the scans, which means Pluto is very young relative to the rest of the solar system. Spencer also said that the mountains seen in the image stretch to over 11,000 feet (about 3,350 meters) high, and are likely made of a type of water-ice bedrock.
NASA will spend the next 16 months analysing that data, releasing both images and scientific observations along the way. This image ” and the images of the moons Charon and Hydra is just the beginning.


| YOU ARE VIEWING ARTICLE - ID:20130911028 |
|Title:||Rufforth Club Pilot Beats The Best And Wins Regional Flying Competition|
|Author:||Mike Bond |
|ID & Publication:||20130911028 ~ The-Villager.co.uk |
|Subject:||Events (Regional) |
Mike Bond (aged 70!!!) has won the prestigious ‘Northerns’ a testing flying
competition for experienced glider pilots which recently took place near Thirsk.
The competition was held over a five day period and the 28 competing pilots undertook long distance/ cross country flights across the NE and NW.
Each day the glider pilots would take off and by using thermals, fly great distances cross country and return. Glider pilots can achieve amazing daily distances in excess of 450 Kms, safely and without an engine!. A really ‘green’ sport from which the UK provides most of the worlds champion glider pilots.
Mike lives in Yorkshire and is a member of the gliding club at Rufforth (York Gliding Centre) near York and has been flying from an early age having joined the Air Training Corps, became an instructor, then a jet airline pilot at 40 - then a national gliding champion in 1988.
Giving up gliding due to work, he returned some 20 years later in 2008 and has now challenged and beaten ‘all comers’ for the 2013 Northern Gliding Competition.
Mike has had a varied life as a lorry driver, airline pilot and Man Director of a picture framing business (he is still the national training examiner for the industry).
Mike Bond said ‘Winning the ‘Northerns’ at 70, beating a whole list of much younger pilots gives me much satisfaction. However young people can start flying a glider at 12 years and now go solo at 14 years so I may be up against a few really young ones’ next year !!.
Hover over each picture for a description, or click to load larger image.
| Search Villager Archives for similar articles||[Top..]|


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Drones are slowly working their way into every aspect of our lives. (Click here or check out the video below to see a drone beverage caddy designed by StoneWall Engineering and Aerobotics Energy Group from the 2016 Opportunity Machine Expo.) In casual settings, they are a fun recreational toy that allows use of their cameras to fly around and see the yard in a completely different way. In commercial settings, their uses range from helping directors film movies to allowing farmers to check their livestock many acres away without leaving the house. With a seemingly limitless amount of uses for drones, it makes sense the air safety industry should make use of these invaluable tools.
The beauty of drone technology is that it has evolved independently from other techniques. The separate evolution has allowed other science fields to combine their technology to the drones to revolutionize certain industries. An example would be the oil and gas industry.
Drones are now helping workers explore and gather geological information to form better calculations of where these natural resources may be found. The results have been unprecedented, helping companies break oil production records. Air safety agencies are testing similar maneuvers with the hopes of following the same path other industries have taken. The goal is to combine an already precise gas detection system with the power of drones.
Combining these two advanced systems will provide an unprecedented level of safety. Sending drones into potentially unsafe areas before human involvement will help mitigate most of the risks posed to gas detection workers. After analysis of the composition of the air in the area is sent back by the drone, workers will then be able to proceed with a better understanding of what obstacles lays ahead. Drone gas detectors, along with other improved technology, will allow companies to make better and more informed decisions moving forward.
Gas detection has come a long way in the past couple of centuries. The first gas detectors, canaries, were used as a reverse alarm in the 19th and 20th centuries. From there, computer technology slowly made its way forward beginning with bulky single gas detectors evolving into the handheld multi-gas detectors that are used today. Although the future is never one hundred percent certain, it seems highly likely that more and more companies will opt into adopting drone technology for their uses.


Located just a couple miles north of Trenton, Ontario, lies the Canadian Forces Base (CFB) Trenton, operating primarily as an air force base by the Royal Canadian Air Force. Opened in 1931, CFB Trenton is now a major hub for tactical and strategic airlift aircraft and a major training institution. The base is home to the Canadian Forces Land Advanced Warfare Centre (CFLAWC), formerly known as the Canadian Parachute Centre (CPC) and the Canadian Army Advanced Warfare Centre (CAAWC).
The CFLAWC is now known as the “Centre of Excellence”, embodying thirteen different parachuting courses, including aerial delivery, mountain operations, rappelling, patrol pathfinder and all parachute rigger qualifications.
The most recent upgrades to this impressive facility involved sourcing reliable, durable and portable bleacher seating for use with certain training programs and exercises. Through the process of public tender, Defense Construction Canada awarded Sport Systems the opportunity to design these new retractable seating systems.
Two bleachers were required for the project; a larger-scale telescopic bleacher system that was to be in place permanently and a portable telescopic bleacher that could be moved to various locations when needed.
Telescopic bleachers are a favourite among many facilities today, giving users and operators the ability to host a crowd comfortably, but also the ability to quickly retract the seating portion and free up valuable floor space. As a military training centre, these bleachers really were the perfect fit, offering the best of both worlds to this specialized facility.


Uni-Systems Company Overview
Originally established to develop moveable architecture for aerospace giants such as Boeing Aircraft, American Airlines and Cape Canaveral Air Force Station, Uni-Systems soon expanded into military, construction, entertainment and sports industries.
The company has designed, fabricated and installed the mechanization components for six of the last eight retractable sports-stadium roofs built in North America, including Reliant Stadium, Minute Maid Park,
University of Phoenix Stadium, Lucas Oil Stadium, Cowboys Stadium,
and Marlins Ballpark and is now focused on the further development and implementation of its award winning En-Fold retractable canopy system.


Interesting Facts About Amelia Earhart
Amelia Earhart was an American aviator, author, and aviation pioneer. She was the first female aviator to fly solo across the Atlantic Ocean. Earhart was also the first person to fly solo from Honolulu, Hawaii, to Oakland, California. She was an advocate for women’s rights, and her legacy lives on today as an icon of courage and ambition.
Earhart’s life and accomplishments have been the subject of numerous books, films, and other media. Here are some interesting facts about Amelia Earhart that you may not have known.
Earhart was born on July 24, 1897, in Atchison, Kansas. She was the daughter of Amelia “Amy” Otis and Edwin Earhart. Her mother was a registered nurse and one of the first female graduates of the University of Kansas. Earhart’s father was a lawyer and a member of the Kansas State Senate.
Earhart was the eldest of three children and was a precocious student. She attended Hyde Park Elementary School in Chicago and then attended an all-girls school in Canada. She later attended the Ogontz School in Pennsylvania and graduated in 1916.
In 1920, Earhart attended an air show in Long Beach, California, where she met pilot Frank Hawks. Hawks offered her a ride in his plane, and Earhart was instantly hooked on flying. She soon began taking flying lessons from aviation pioneer Neta Snook. In 1922, Earhart received her pilot’s license from the Federation Aeronautique Internationale, becoming the 16th woman in the world to do so.
In 1928, Earhart became the first woman to fly across the Atlantic Ocean as a passenger on a plane piloted by Wilmer Stultz and Louis Gordon. Later that year, Earhart became the first woman to fly solo across the Atlantic. She completed the flight in a modified Lockheed Vega 5B plane in just under 15 hours.
In 1932, Earhart became the first person to fly solo from Honolulu, Hawaii, to Oakland, California. She completed the flight in a Lockheed Model 10-E Electra in just over 18 hours.
1. Earhart was a fashion icon.
Earhart was well known for her signature style. She often wore a leather jacket, a white silk scarf, and a pair of goggles. She also championed the idea of practical yet fashionable clothing for women who flew planes.
2. Earhart was an author.
In addition to her aviation accomplishments, Earhart was also an accomplished author. She wrote several books, including 20 Hrs., 40 Min., which detailed her flight across the Atlantic. She also wrote a column for Cosmopolitan magazine, where she discussed her experiences as a female aviator.
3. Earhart was a philanthropist.
Earhart was a strong advocate for women’s rights and was an active member of the National Woman’s Party. She was also a major contributor to the establishment of the Ninety-Nines, an organization dedicated to promoting the advancement of female aviators.
4. Earhart was a celebrity.
Earhart was an international celebrity. She was featured in magazine articles, books, and films. She was also invited to meet with numerous world leaders, including the then-Prince of Wales, later King Edward VIII.
5. Earhart disappeared during a flight.
In 1937, Earhart was attempting to become the first female aviator to fly around the world. During the flight, she disappeared over the Pacific Ocean. Despite numerous search efforts, Earhart was never found.
Amelia Earhart was an incredible aviator, author, and philanthropist. Her legacy lives on today as an icon of courage and ambition. From her fashion choices to her aviation accomplishments, Earhart was an inspirational figure for generations of women. Her courage and determination are an inspiration to us all.


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The Aircraft Painter is responsible for ensuring that aircraft its components are ready for painting and or other maintenance / repair.
+ Perform surface preparation by chemical de-painting, mechanical de-painting, cleaning, buffing, sanding, blasting, and treating of aircraft surfaces and aircraft parts. This includes paint removal, surface preparation, and surface treatment, blasting, and sanding on a variety of aircraft or aircraft components.
+ Inspect masking to protect vital areas; inspect coatings and metal substrates for possible corrosion in compliance with acceptable standards, specifications and procedural requirements.
+ Operate all abrasive and non-abrasive blasting equipment such as glass media, plastic media and water cleaning equipment.
+ The Aircraft Stripper may be required to perform other related duties to meet the ongoing needs of the organization
+ High School diploma or equivalent
+ Must be capable of performing tasks that frequently require: lifting, reaching, bending, walking, pulling, sitting, standing, crouching, stooping, kneeling, and stretching for prolonged periods of time. Must be capable of performing tasks in cramped, awkward, and strained positions and/or climbing up and down ladders, work platforms, scaffolding, and aircraft structures. Must be capable of carrying items up to 40 pounds and on heavier items must seek assistance of other workers or weight lifting devices. Must be capable of wearing cumbersome PPE for Hazardous Material (HAZMAT) operations
+ Must be able to read, write, speak, and communicate using the English language
+ Must be citizens or permanent residents of the United States
+ Must possess basic computer skills
+ Two (2) years of documented experience working in sheet-metal and composite paint removal
+ Must have the ability to obtain and maintain a Government Security Clearance.
Y-Tech offers an excellent compensation and benefits package. We are an Equal Opportunity / Affirmative Action Employer. All qualified applications will receive consideration for employment without regard to race, color, religion, sex, sexual orientation, gender identity, national origin, disabilities, protected military or veteran status. To apply for this position, or view all of our job openings, visit us online at www.yulista.com , click on career opportunities.
**Requisition ID:** DLM0001.4


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This magnificently illustrated book describes the aircraft and technology behind the most significant developments in aviation since the jet engine. Penetrating the cloud of secrecy, disinformation, and speculation surrounding stealth aircraft, author Doug Richardson provides a detailed survey of the principle stealth aircraft in the skies today, including the F-117 Nighthawk, F-22 Raptor, and B1-B and B-2A bombers, as well as aircraft still that were still on the drawing boards in testing , like Boeing’s and Lockheed’s Joint Strike Fighter contenders, the Eurofighter 2000, and the latest Russian developments in the field. Stunning colour plates and diagrams, along with dramatic photography, depict the nuts and bolts of these aircraft and clearly explain the technologies behind stealth. In addition, there is a fascinating look at the countermeasures under development to oppose stealth warplanes.


The VEXTEC Team
Rich worked at Pratt & Whitney for 27 years
before joining VEXTEC.
Rich managed their life prediction group
at the time of his departure.
His engine experience includes
- ATEGG & JTDE
Ed spent 30 years at Rolls-Royce before joining VEXTEC in 2006.
During his tenure he performed stress, life and thermal analysis on
- AE 3007
- AE 2100
Bob worked at Ford Aerospace & Allison Gas Turbine (now Rolls-Royce)
before heading to Vanderbilt University to get his doctorate.
After completion, he co-founded VEXTEC & now serves as our Chief Technical Officer.
Thomas is our instrumentation expert.
Prior to joining VEXTEC in 2007 he worked at Cummins
where he worked as a test engineer in product development,
R&D and emissions testing.
Jim has been a technician with us since he joined VEXTEC in 2007.
Matt joined VEXTEC in 2008.
He is a licensed mechanic with an airframe & powerplant certificate.


Prototypes are finally taking off after a difficult time for investors, and some surprising challengers have joined the race
Among the fighter jets and military helicopters performing for the crowds at the Paris airshow last week, a strange two-seater craft lifted off the runway. Like a drone crossed with a helicopter, the Volocopter has an electric motor and a white wasp-shaped body, on top of which sits a circular frame supporting 18 separate sets of blades, or rotors. With that short flight, the dream of making flying taxis for the masses moved a little closer to becoming reality.
Made by a German startup, Volocopter was the only such vehicle actually flying at the show, while other companies displayed mock-ups. Getting from the costly design and testing phase to even costlier manufacturing will be a major challenge for the industry. Not all of the competitors will survive.


Brig. Gen. Sandra Finan honored for commitment at NNSA
Friday, January 25, 2013 - 11:52am
A celebration was held yesterday to honor Brig. Gen. Sandra Finan, NNSA's Principal Assistant Deputy Administrator for Military Application, for her service and commitment to NNSA. Finan has been selected to serve as commander of the Air Force Nuclear Weapons Center in Albuquerque, N.M. Acting NNSA Administrator Neile Miller, NNSA’s Deputy Administrator for Defense Programs Don Cook, and others presented Finan with tokens of apperception to Finan.
Finan has been at NNSA since January 2011. Prior to NNSA, she served as the Inspector General of the Headquarters Air Force Global Strike Command (AFGSC) at Barksdale Air Force Base. She entered the Air National Guard in 1982 as an enlisted cryptographic equipment repairperson. Finan received her Air Force commission in 1985 as a distinguished graduate through Officer Training School.
Finan will succeed Maj. Gen. Garrett Harencak. He has been selected for reassignment as Assistant Chief of Staff, Strategic Deterrence and Nuclear Integration, Headquarters United States Air Force, Pentagon. A change of command ceremony is planned for Feb. 7 in Albuquerque.


The Civil Aviation Safety Authority of Papua New Guinea was established in 2010 by the Civil Aviation Act 2000 (as amended). CASA PNG is a statutory body with legal mandate to promote aviation safety and security through effective safety regulation of the civil aviation industry, with particular emphasis on preventing aviation accidents and incidents within the civil aviation system in Papua New Guinea.
Our VISION is to be respected as an industry regulator and as a partner in regional and international Civil Aviation and our MISSION we promote compliance and achieve safety and security outcomes in Papua New Guinea through positive and productive engagement with our stakeholders. CASA PNG's roles and functions include; to monitor, enhance and promote Civil Aviation Safety and Security.
The functions of CASA PNG specified under section 12 of the Act are:
• Developing, establishing, and promulgating safety and security standards relating to entry into the civil aviation system;
• Monitoring adherence to safety and security standards;
• Conducting comprehensive aviation industry surveillance on an individual and industry-wide basis;
• Ensuring regular reviews of the civil aviation system to monitor performance and to promote improvement and development of its safety and security;
• Maintain aviation documentation including the register of aircraft;
• Investigating and reviewing civil aviation accidents and incidents in its capacity as the responsible safety and security authority.


Did you know that London suffered aerial bombing during WWI by aircraft taking off from Berlin, even though planes of the day only had a range of 200 miles, a third of the distance from Berlin to London?
German Zeppelins dropped bombs on London. The Zeppelins were held aloft by bags of hydrogen gas made of cattle intestines. The large lighter-than-air craft cruised at 80 miles per hour. However, they lacked heated and pressurized cabins, subjecting crews to extreme cold and altitude sickness.


Astrum Helicopters offers Helicopter Adventures, Transfers and Chartered Flights. Our trained staff will create a truly unforgettable event for you, we specialize in transfers to San Pedro, Ambergris Caye, Placencia or any destination in Belize. Our custom Helicopter Adventures can take you to the Blue Hole, Glovers Reef, Turneffe Islands, Victoria Peak, 1000 ft Falls, Altun Ha, Caracol, Lamanai or many of the other destinations in Belize.
Astrum Helicopters offers the following helicopter services in Belize:
A select number of Helicopter Adventures are listed on our website, we offer additional destinations and Custom Adventures to fit our client's schedule.
Click here for a full description of each Helicopter Adventure
Astrum Helicopters offers Helicopter Transfers to a number of select hotels/properties where we have private heliports or a near by airport.
Click here for a description of each Helicopter Transfer.
Custom Helicopter Charters for: Film, Photography, MEDEVAC, Power line Inspections, Search & Rescue, External Load and Others.


Subject: Memorandum of Understanding (MoU).
Tokyo, April 11th of 2023 TOKI and APAS announced today that the companies have entered into a strategic partnership that will assist each party to create and expand the business opportunities for both sides between Japan and Taiwan, to create achievement of mutual benefits and to enhance mutual understanding specially to create a solid foundation in aviation industry. Both Parties shall carry out cooperation activities related to connecting the aviation industries in different forms.
“Masaki Hasegawa TOKI CEO,” said “We are very happy to have APAS as a partner for future business in Japan, I expect this project take-off in the close future. APAS is a consolidated company in Taiwan supporting the worldwide Airlines properly following the Authorities requirements.”
“Rocha Chen APAS General Managing Director,” said “I am very pleased with the signing of the Memorandum of Understanding between APAS and TOKI. This MOU commits APAS and TOKI to work together closely to achieve each other’s business-expanding goals. With more than 12-year pilot recruiting and supporting experience, APAS is not only specialized in talent management but also has been forming a strong aviation network with global aviation-related enterprises, especially in Taiwan. We believe providing human resource management solutions on both side market between Taiwan and Japan will lead APAS and TOKI to a new era in the aviation market.
It’s our pleasure to introduce TOKI to our aviation friends and partners here while they visited Taiwan early of March this year. With APAS aviation network in Taiwan, TOKI visited several aviation service providers and exchanging aviation experiences, seeking or establishing the cooperation opportunities.
Bringing the people together with cross-culture experiences exchanging and to create a great value to the aviation market together is APAS’s mission.”
About TOKI Aviation Capital Co., Ltd., To provide the optimal management solutions for the Japanese Aviation, aiming to revitalize the regions through an enhanced network of regional airlines and airports. Our support for airlines includes essential resource starting with Pilots and consistent manuals; we can either dispatch our resource or introduce talents for hire.
https://www.linkedin.com/company/tokiair/mycompany/?viewAsMember=trueAbout ASIA PACIFIC AVIATION SERVICES LIMITED, Asia Pacific Aviation Services Limited (APAS) has been dedicated to connecting professional pilots with the most desirable airlines in Asia-Pacific Region since 2010. With more than 12 years of pilot recruiting and supporting experience, APAS has been forming an aviation network with global aviation-related enterprises.
Maintaining excellent and sustainable relationships between aviation enterprises and talents is APAS’s core value. APAS will provide talent management solutions including analyzing the problems of manpower shortage, providing an effective and efficient manpower recruitment process, finding the right talents to fill gaps, helping coach them, and in general making their jobs run as smoothly as possible within a short period before on board. The total solution is to create greater value for aviation enterprises in Asia.


The Circular Fuels project is pioneering sustainable aviation fuel production processes that uses solar energy and waste-based raw materials, thus aligning with and advancing the sustainability standards set by the EU and UN.
About The Circular Fuels project
The Circular Fuels project aims to produce sustainable aviation fuels through advancements in renewable energy and technological innovation. By enhancing the speed of transfer from fossil fuels to renewable energy, Circular Fuels will address the environmental externalities associated with unsustainable aviation fuels. Circular Fuels will analyze the sustainability aspects of the technology, and it will give policy recommendations for successful implementation by introducing commercially viable and cost-effective solutions.
The Circular Fuels project is fostering positive impacts for stakeholders in the energy industry, biomass producers, solar and aviation companies, circular economists, EU Green New Deal policymakers, farmers and municipalities, and aviation passengers.
CORDIS: Production of sustainable aviation fuels from waste biomass by coupling of fast pyrolysis with solar energy | Circular Fuels | Project | Fact sheet | HORIZON | CORDIS | European Commission (europa.eu)


China has developed its amphibious aircraft which is world’s largest now. The AG600 is the aircraft developed by China that can land and take off from waters, as well. The homegrown AG600 has all the capability to handle military operations but China has said that it will be used only for firefighting and marine rescue operations.
By testing the world’s largest amphibious aircraft, China is one among few countries to own a flight of this kind. This aircraft is about the size of Boeing 737 having a wingspan of 38.8 meters. AG600 is capable of carrying about 50 people and can stay airborne for 12 hours.
AG600 was tested today successfully from a southern city of China, Zhuhai. After its successful flight for an hour it landed back successfully. AG600’s operation range is about 4,500km and has the ability to land and take off from water.
By the success of China’s homegrown AG600, the country is seen to be growing rapidly in modernising its military capabilities. This year China has launched its first domestically built aircraft carrier, the Type 001A.


For over 30 years Summit Aviation has provided an exceptional service of maintaining & repairing Pratt & Whitney engines & more recently have transitioned into CFM56-3 engines.
Summit Aviation is a UK based CAA Part 145 (B1) & FAA Approved Repair Station that specialises in all series of JT3D, JT8D & CFM56-3 engines.
Our purposed built 100,000 square ft facility is ideally located at Manston in Kent, South East England.
Summit Aviation also independently owns & operates its own CAA Part 145 & FAA Approved test cell facility at Gloucestershire Airport in England.
From the very beginning, Summit's strength has been the high quality & high standards of the services it provides in this important specialised field.


NEXTRA AEROSPACE INC.
The Revolutionary Aerospace Company
Nextra Aerospace Inc. is an air mobility battery developer in Toronto, Canada. We are a tech startup providing solutions to the urban air mobility industry. We are offering a new hybrid battery system, integrating Super-capacitor and Metal-ion Battery, with safety, efficiency and cost effectiveness as standard priorities.
To be a global leader in the power source industry promoting sustainable aviation and aerospace for the future generations.
To provide a platform that promotes innovation and ensures sustainability to the aerospace industry.


John Leland “Lee” Atwood
North American Aviation, Inc., 1926
Lee Atwood was born in Walton, Kentucky on October 26, 1904. Atwood came to Simmons University in 1925. While at Simmons, he met and married Allene Goodnight. He received his Bachelor of Arts degree in Mathematics from Simmons in 1926 andthen moved on to study at the University of Texas, where in 1928 he received a Bachelor of Science degree in civil engineering.
He began his career as a design engineer at Douglas Aircraft Company before helping found what would become North American Aviation, Inc.Subsequently, he rose to become president, chief executive officer, and chairman of the company.
Atwood’s career was not only parallel to many of the significant events in aerospace history, his leadership helped to shape them. His technical skill was the force behind the company’s evolution into the aviation and space leader that produced more military aircraft than any other company. During World War II, he worked to produce the P-51 Mustang and the B-25 Mitchell bomber. North American eventually merged with Rockwell of Pittsburgh to become Rockwell International. During this time, Atwood oversaw the production of the Space Shuttle and the B-1 bomber.
Under his leadership, North American Rockwell captured three Collier Trophies for work on the F-100 supersonic fighter, the X-15 spaceplane, and the B-1 bomber. Atwood also received several individual awards, including: a Presidential Certificate of Merit from President Truman for his contributions during WWII, the Honorary Fellow for the American Institute of Aeronautics and Astronautics in 1965, NASA’s Public Service Award, the Air Force Association’s Hap Arnold Trophy in 1970, the Wright Brothers Memorial Trophy in 1970, membership into the National Academy of Engineering in 1974, and induction into the International Aerospace Hall of Fame and the International Academy of Astronautics.
Lee Atwood died on March 5, 1999.
Inducted on April 5, 2002.