There is no shortage of human achievements to that are both inspiring and have shaped the world we live in today. We created electronic devices that have saved lives and made our lives easier. We domesticated fire so that we could cook food, stay warm and see in the dark. Humans created writing as a way to express thoughts and ideas as well as to record history.
Mankind created photography to capture images in a way that words simply couldn’t. We developed theories as to origins of evolution and we have developed vaccines to combat the seemingly hidden forces that would see us sick. Man created language to communicate and developed and mastered agriculture and animal domestication so that societies could form and humans could shift from hunter-gatherers. However, of all the things that mankind has strived towards and created, one out greatest accomplishments was when we learned how to fly.
Mankind has always had a fascination with flight and for hundreds of years has tried to accomplish what then only birds and insects could do. But through innovation, dedication and a lot of trial and error, man seemed to accomplish the impossible and did that with the advent of the airplane.
The airplane is responsible for making a big world smaller and more accessible. It single-handedly sped up travel time, aiding in international business and creating a more connected and globalized world. The airplane has changed the lives of people by allow goods to be transported internationally at a higher speed, allowed politics to truly become global and gave people the opportunity to meet one another, regardless of where on the planet they found themselves.
The invention of the airplane created an entirely new industry, one that has created more than 58 millions jobs across the globe with implications ranging from transport to military and even space exploration. However, like any boundary pushing invention (no pun intended), there are risks, and when specifically referring to airplanes and flight, that risk is often around 40,000 feet in the air, and it doesn’t take much imagination to determine what can go wrong with that.
Many people are scared of flying, and that is likely in part to the fact that planes travel at such vertical extremes that it could potentially make the bravest soul feel a little hesitant, although, from a statistical point of view, flying is one of the safest modes of transport. The odds of a plane crashing are 1 in every 1.2 million flights and the odds of a person dying as a result of a plane crash are 1 in 11 million.
When you weigh those figures against the automobile, which boasts a likelihood of fatality at one in 5,000, it tends to put people’s minds at ease. Especially when you consider that even if you were on that 1 in 1.2 million flights, you still have a 95.7 percent chance of survival. And while the odds are good (great, some might argue), the fact remains that accidents happen, and although unlikely, when an accident involves an airplane, it is usually devastating.
While not intended to scare anyone from flying, rather to educate, we have traversed that annals of history and compiled a list of the 15 deadliest plane crashes since 1982, again, not to frighten a would-be traveller, but rather as a humbling reminder that life is, in spite of all our advancements, precious.
1. Korean Flight 801
Normally, Korean Air Flight 801 was flown by an Airbus A300, however, because Korean Air scheduled flights to transport athletes to the South Pacific Games in American Samoa, the airline choose to fly the route with a 12-year-old Boeing 747-300 delivered to Korean Air on December 12, 1984.
Although the plane was different, everything was going according to plan on August 6, 1997, as Korean Air Flight 801 flew out of Seoul-Kimpo International Airport (now known as Gimpo Airport) to its destination of Antonio B. Won Pat International Airport, in the United States territory of Guam. Upon its approach to the airport, the plane crash into Nimitz Hill in Asan.
Investigations revealed that the cause of the crash was the result of insufficient pilot training/pilot error, and of the 237 passengers and 17 crew, there were only 25 survivors – they were only 3 miles from the runway.
2. Air France Flight 447
While you will notice reading this article a surprising amount of different causes for plane crashes, perhaps none is as atypical to what most of us envision than what happened to Air France Flight 447.
The date was June 1, 2009, when Air France Flight 447, a scheduled passenger flight departing from Rio de Janeiro, Brazil was to brave the Atlantic on its way to Paris, France. Tragically, the Airbus went into an aerodynamic stall at high altitude in which it would not recover from. The plane crashed into the Atlantic ocean at 2:14 in the morning, killing all 216 passengers and 12 crew members.
3. Pan Am 103
On December 21, 1988, Pan Am Flight 103, which was a regularly scheduled flight, was making its transatlantic journey from Frankfurt, Germany to Detroit. After a stop in London, the plane began its trip over the Atlantic when a terrorist bomb was detonated on the plane over Lockerbie, Scotland.
The terrorists on board were tied to Libya, and two nationals were arrested three years after the crash. Of the 243 passengers, 16 crew and an additional 11 on the ground, there would be a total of 270 fatalities.
4. China Airlines Flight 611
The date was May 25, 2002, when China Airlines Flight 611, a regularly scheduled passenger flight took off from the former Chiang Kai-shek International Airport (now known as Taiwan Taoyuan International Airport) in Taiwan to Hong Kong International Airport in Hong Kong. In tragedy, however, the flight would never arrive at its destination.
The flight was scheduled to be a short one, just 80 minutes from takeoff to destination, however, the Boeing 747-209B making the flight disintegrated in mid-air due to faulty repairs and crashed into the Taiwan Strait 23 nautical miles (43 km) northeast of the Penghu Islands just 20 minutes after takeoff. It is believed that the in-flight break-up was the result of faulty repairs made on the aircraft 22 years earlier. As a result, all 206 passengers and 19 crew perished that day.
5. American Airlines 587
The date was November 12, 2001, and the flight was American Airlines Flight 587, a regularly scheduled passenger flight from John F. Kennedy International Airport in New York City to Santo Domingo’s Las Américas International Airport in the Dominican Republic. Like most other flights on this list, Flight 587 would not reach its destination.
Shortly after take off, the Airbus A300-600 would crash into the Belle Harbor neighborhood of Queens, New York. The cause of the crash would be attributed to “Tail structure failure due to co-pilot error while encountering wake turbulence, incorrect pilot training.” Of the 260 souls on board, there would be no survivors; and sadly, another 5 on the ground would lose their lives that day.
6. Charkhi Dadri
The most deadly crash on this list is also unlike any other crash on this list, and not only by a number of casualties. The date was November 12, 1996, when an incident occur midair between a Saudi Arabian Airlines Boeing 747-100B en route from Delhi to Dhahran, Saudi
Arabia, and a Kazakhstan Airlines Ilyushin Il-76 en route from Chimkent, Kazakhstan, to Delhi – and the incident was a midair collision.
While there certainly were two planes involved in the crash, the cause of the collision was attributed to pilot error for the pilot of the Kazakhstan Airlines aircraft. The crash took place over the village of Charkhi Dadri, just west of New Delhi, Indian. On the Saudi Arabian Airlines Boeing 747-100B, there were 289 passengers and 23 crew, while on the Kazakhstan Airlines aircraft there was 27 passengers and 10 crew. Between the two planes, there would be a total of 349 fatalities with no survivors, making this the deadliest plane crash since 1982 and the third-mealiest aircraft accident in aviation history.
7. Swissair Flight 111
Swissair Flight 111 was codeshared with Delta Air Lines and scheduled as an international passenger flight from New York City to Geneva Switzerland on September 2, 1998. It would never make its destination.
While in mid-flight, a fire broke out on the plane. Following guidelines, the crew shut the power off in the cabin, however, this caused the recirculating fans to turn off as well, which resulted in a vacuum, inducing the fire to spread quicker. Eventually, it would make its way to the cockpit where it would short-circuit electrical, mainly the autopilot. Eventually, further instrument failure would cause spatial disorientation for the pilots and plane, causing a loss of control and eventual crash into the Atlantic Ocean, near St. Margaret’s Bay, Nova Scotia Canada. Of the 215 passengers and 14 crew, all 229 souls perished that day.
8. Malaysia Airlines Flight 370Usually,
when there is a plan crash, there is wreckage and a crash site. However in the case of Malaysia Airlines Flight 370, it simply just disappeared.
The date was March 8, 2014, when a scheduled international passenger flight flying out of Kuala Lumpur International Airport, Malaysia, to Beijing Capital International Airport in China. Everything was going normal with the plane making radio contact while it was over the South China Sea, less than an hour after takeoff.
That would be the last communication with the place because, at 1:22 am MYT, the aircraft disappeared from air traffic controllers radar screens. The military; however, continued to follow the flight until it too lost the slight somewhere over the Andaman Sea. A truly international flight, the plane went missing carrying 12 crew and 227 passengers from 15 nations; and it is presumed that there are no survivors.


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Paper , Order, or Assignment Requirements
Unit 1 Discussion 2: Life on Mars
There has been discussion about people moving from Earth to Mars in the future. An organization called MarsOne (Links to an external site.) is recruiting investors and volunteers for the first manned mission there. The gravity on Mars is 62% lower than the gravity on Earth, meaning that someone weighing 100 kg on Earth would weigh 38 kg on Mars (Williams, 2014).
Imagine that you were able to move to Mars. In this forum, discuss some of the activities you engage in every day that would be dramatically different in lower gravity.
• What would be the advantages or disadvantages?
• Would some of your daily activities be easier, more difficult, or even completely impossible?
• If you could create your workspace in an environment with or without gravity, which would you choose? Why?
• How would the gravity or lack of gravity impact your physical activity?


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Tommy Lee Jones talks about joining Brad Pitt for this new story in space.
Brad Pitt on what got him into this Sci-fi movie.
Liv Tyler talks about how she got into filming ‘Ad Astra’.
The sons of the late Neil Armstrong talk about ‘First Man’ and the support that
Claire Foy talks about her first trip to the National Air and Space Museum for
Damien Chazelle is at the premiere of ‘First Man’ talking about why he wanted to
Pablo Schreiber takes a moment to talk about ‘First Man’ and why this film is
Ryan Gosling is at the National Air and Space Museum for the premiere of ‘First
Astronaut Alfred Worden, who was on the Apollo 15 lunar mission in 1971, is at


This week the theme at Discovery Camp has been planes, trains and automobiles. The campers worked in pairs on an egg drop experiments and had a blast! Discovery Camp went to Landmark Aviation on Thursday to get a real plane experience. The campers were able to sit tin the cockpit, and tour a plane. The campers were also able to get into a real flight simulator and see what it would feel like to fly a plane. Everyone had a great time!!
North Cross will partner with the Xinhe School in Shanghai, China and provide an American-style education to 50 students beginning this fall
The Crossties Blog provides timely updates about activities from the campus of North Cross School.


This was my first time drawing a jet. It’s not any different from drawing a car such as Lamborghini's BMW stead of done in the past. Unlike drawing cars that have shadows or grass on the bottom, The jet on the other hand is in the air during flight and therefore cannot add any shadows on the bottom. The original picture of the jet was more of a gray tone colors however I used more of the green light green and dark green colors to make it more of an army vibe to it.
Background of the Inspiration
Today’s art post exhibits something new for our Crowned Artist. Up until now, we have drawn things of normal occasions; we have sketched shoes, vehicles and even a martial arts legend. But viewers of our site have challenged us to illustrate something you just don’t see everyday. In response we present this hand drawn U.S. F-22 Raptor. Comprised of faded metal and silver tones contrasted with muted earthy greens and browns, this fighter jet is beautifully camouflaged referring to its military dominance and background. The tactical fighter’s low observance tech, contemporary avionics, and effective engines make this jet an unmatched U.S. military aircraft. This F-22 art clip perfectly emphasizes the Raptor’s stealth, agility and range thereby embodying the jet’s original purpose, air superiority.
The F-22 Raptor plane is a 5 th generation fighter in U.S. Air Force offering lethal combat capabilities through its use covert speed and maneuverability. The original jet prototypes (YF-22 and Y-23) completed their first flights in late 1990 but it was the YF-22 that would be further developed in 1991 by aerospace companies Lockheed Martian/Boeing (airframe) and Pratt & Whitney (engines) via partnership. This enhanced model dubbed “Raptor” was to replace the old F-15 fighter. The decision to proceed with low-rate initial production (LRIP) of the new jet was approved in 2001. Initial operation test and evaluations endured from April 2004 to February 2005. Due to its multi-mission abilities in both ground and aerial combat, the aircrafts designation was changed to “F/A-22” in September 2002 but would later be renamed the “F-22A” in December 2005. The F-22 Raptor Jet would finally achieve full operational status in December 2007.
Considered by many as the greatest tactical fighter ever built, the F-22 Raptor is an essential component in the U.S. Global Strike Task Force, designed to project air superiority and dominance. The F-22 Raptor, integrated sensor awareness, avionics and weapons provides the jet first strike opportunities against any threat before even being detected. In addition, the F-22’s dual engines produce more thrust than any other current fighter. The Raptor’s sleek aerodynamic design propels the aircraft to cruise at supersonic speeds without the use of fuel draining afterburner essentially outmatching any other known or anticipated fighter jet. Support the mission at hand with his impressive and highly lethal work of art.


Nation becomes 17th to choose Patriot system for air and missile defense requirements
The Kingdom of Bahrain signed an agreement to purchase Raytheon's combat-proven Patriot™ air and missile defense system from the US Army. This letter of offer and acceptance allows the US government to begin contract negotiations with Raytheon for production of an undisclosed quantity of systems and missiles.
"Raytheon's Patriot Integrated Air and Missile Defense System will ensure the Kingdom of Bahrain is well equipped to defend against ballistic missiles, cruise missiles, and manned and unmanned aircraft," said Ralph Acaba, president of Raytheon Integrated Defense Systems. "Patriot is continually modernized, enhanced and upgraded, through this 17-nation community, to ensure it outpaces the evolving threats for years to come."
The 17 Patriot Nations are:


Each correlates to increased levels of training, education, technical competence, experience, leadership, and managerial responsibilities. Welcome to the United States Air Force. When an organization is not part of the primary mission of the base it will be made an independent group. They are the Air Force's Tier 1 unit, and 24th STS members are provided as enablers to the Army's 1st Special Forces Operational Detachment-Delta (a.k.a. However, EPRs are no longer required for regular Air Force Airmen in the grade of airman first class and below with less than 36 months' time-in-service or Air Reserve Component Airmen below the grade of senior airman. See AFI 33-360, ... 1.36. The 24th STS provides special operations airmen for the Joint Special Operations Command, including Pararescuemen, Combat Controllers, Special Reconnaissance, and Tactical Air Control Party personnel. I never have to run a mile and half in combat and the enemy doesn't care how big my waist is. I know they’re at the 24th STS which is the airforce tier 1 unit, I was wondering if they ever get augmented onto a seal team or ODA or delta. In the Air Force, the number of Tier II candidates is fewer than one percent each year. 3. 1. The Thunderbirds are the Air Force's 3600th Air Demonstration Unit, a special unit that does aerobatic displays at air shows and special events to promote the U.S. Air Force, aid enlistment, and create a positive public image of the military. Alabama 908th Airlift Wing, Maxwell Air Force Base . The United States military definition in the Department of Defense Dictionary of Military and Associated Terms comes from Joint Publication 3-05.1 – Joint Special Operations Task Force Operations (JP 3-05.1). I’ve been told they mostly stick with army and marines. Where no fitness assessment cell exists, assessments will be conducted by a certified unit fitness program manager or physical training leader. Delta Force. Like many of the units on the list, Delta has gone through a few name changes over the years. For example, said Neal Baumgartner, the chief of the Air Force’s exercise science unit who led the design of Tier 2 standards, the suits EOD techs wear range from 77 to 82 pounds. Why does the Air Force have a fitness test? To be eligible for promotion consideration, all Airmen must have an EPR that closes out on the Static Closeout Date (SCOD). U.S. Delta Force is a Tier 1 unit under the direct supervision of the Department of Defense along with SEAL Team 6, 24th Special Tactics Squadron, and Intelligence Support Activity CIA.The unit is placed directly under the Joint Special Operations Command (JSOC). The following Air Force active duty demographics information is current as of 31 October 2020.These statistics are from the current inventory and does not include the Guard, Reserve or AirForce Academy (approx 4,000 cadets).. 6. This is a really great question - and it has been asked repeatedly over the last hundred years. Delta Force/Combat Applications Group/Army Compartmented Elements. This is a list of Groups in the United States Air Force that do not belong to a host wing.. The United States Air Force, one of the major components of the United States armed forces, with primary responsibility for air warfare, air defense, and the development of military space research. 4. Delta Force is the U.S. Army’s elite counter-terrorism unit, with Army Rangers and Green Berets among its numbers, but it also has operators from the Navy and Air Force. Delta Force and soldiers pictured deep behind Iraqi lines during the 1991 Gulf War. The authorities to waive wing/unit level requirements in this publication are identified with a Tier (“T-0, T-1, T-2, T-3”) number following the compliance statement. 2. The last level of independent operation is the group level. Snapshot of the Air Force In common parlance, however, the call sign has become identified with specific aircraft reserved for use by the president for travel within the United States or abroad. The initial enlistment paygrade in the U.S. Air Force is E-1 (Airman Basic). Hoops in the park, Sunday BBQs and sunshine. The radiance lives on in the Nike Air Force 1 '07, the b-ball OG that puts a fresh spin on the features you know best: stitched overlays and perfectly shined leather in all black, for the off-court statement you've come to trust most. Alaska 477th Fighter Group, Joint Base Elmendorf -Richardson ... Nellis Air Force Base, Nevada 926th Wing Niagara Falls ARS, New York 914th Airlift Wing . The 507th ARW, operating out of Tinker Air Force Base, reports to Fourth Air Force and performs daily missions both locally and around the world in support of Air Mobility Command and U.S. Strategic Command’s national emergency war order requirements. These involves a mix of aviation and commando-style units. The Air Force uses an overall composite fitness score and minimum scores per component based on aerobic fitness, body composition and muscular fitness components to determine overall fitness. In 1977, the enlisted force structure was reorganized into three tiers. In such cases, and the applicant must have a suitable score on the AFQT. I want the enemy taken care of.” The official mission of the U.S. Air Force field weatherman is as a ground-level, small-unit meteorologist who provides accurate forecasts for the purpose of air asset deployment (bombs and stuff). The Air Force also provides air services in coordination with the other military branches. Enlisted Air Force airmen can serve on Special Tactics teams, some of the most elite forces offered by the Air Force. Mission. Referred to as a Tier 1 physical fitness test, the Air Force-wide Fitness Assessment is designed to ensure Airmen are present for duty in overall good health. What is the Air Force chief of staff's vision and expectation of the fitness program? Units. The Air Force enlisted force is comprised of distinct and separate ranks. The unit is based a Fort Bragg, NC. However, certain categories of applicants can enlist in the U.S. Air Force and … I expect it will be asked repeatedly over the NEXT hundred years as well. “These Tier 1 scores are critical for all Airmen, but they do not necessarily reflect military task achievement,” Baumgartner said. 507th Air Refueling Wing The 507th Air Refueling Wing is the largest Air Force Reserve Command flying unit in the state of Oklahoma. Usually, requirements for the AFQT are more stringent for GED holders, as opposed to those with high school diplomas. Why do we have an abdominal circumference measurement as a part of the fitness assessment? Learn about great opportunities for enlisted airmen, officers and health care professionals. This Tier 1 unit fields six-person teams that can direct air strikes at key targets, or serve as pathfinders that land ahead of an airborne force to locate and illuminate safe landing zones. Since the DoD opened combat career fields to women, few female airmen have qualified for Air Force special warfare training. Delta operators begin their career in an assault troop. Since the DoD opened combat career fields to women, few female airmen have qualified for Air Force special warfare training. “I could care less if it’s a B-52, if it’s a B-1 bomber, if it’s an F-16, an F-15, an A-10. Units by state. Does TACP ever work with tier 1 units? Air Force One, any aircraft of the U.S. Air Force that is carrying the president of the United States.Strictly speaking, Air Force One is the radio call sign adopted by any Air Force plane while the president is aboard. ARLINGTON, Va. — The Air Force has changed its jargon to sound like the other services’ jargon. Delta Force's structure is similar to the British 22nd Special Air Service Regiment, the unit which inspired Delta's creator, Charles Beckworth. Why didn't the I don’t care if the thing was delivered by carrier pigeon. Contact/Follow @MWCwire Nevada splits opening series Game #1: Nevada took care of business in their first conference game of the season, beating the Air Force Falcons 74-57. Dominated by a shade of magenta – which hits most of the upper and covers the outsole – contrast arrives with ‘Volt’ details on the branding, midsole stitching, lateral and heel slogans. Air Force Special Operations The Air Force has its own 15,000-person strong Special Operations Command, first formerly established in 1983. 3. You can become a FAA-certified air traffic controller as a combat controller, coordinating air traffic in remote and hostile environments. Units by State. Air Force Inspector General Duty Badge. The upcoming Nike Air Force 1 ‘World Tour’ sure is a vibrant affair, with official images emerging this week of an eye-catching colourway. Tier Two: Tier Two can be referred to as Grey Special Operations units, which include US Army Special Forces, US Air force JTAC, US Air Force Pararescue, US Navy SEAL teams, US Navy SWCC teams, MARSOC (Operators rename to Marine Raiders on August … Patrick AFB, Florida 920th Rescue Wing Peterson AFB, Colorado Air Force Tops Nevada, 68-66, Teams Split Series Falcons get a big conference win. Photo: Department of Defense.


During this project, we explored possible attacks and countermeasures against civilian UAVs. Cheap civilian drones have not just become a fun hobby for FPV racers and film enthusiasts, but also a danger for aviation safety and privacy. They are used in the field to provide intelligence against opposing forces or to combat them with deadly precision.
- Limitations and Scope
- Setup and Hardware
- Exploring the Attack Surface
- Capturing and Hijacking Video Streams
- Jamming and Spoofing Remote Controls
- Other Attack Vectors
Intelligence is everything on the modern battlefield, and civilian drones have proven to be valuable assets in this regard. They provide spotting capabilities for artillery or carry explosives for sabotage operations and precision strikes. Outside of combat zones, they pose a significant threat to aviation safety and general privacy. These circumstances make drones interesting targets for remote attacks, which we wanted to explore in this post.
2. Limitations and Scope
Due to budget and time constraints, we focussed our research primarily on fairly cheap, Chinese FPV drones. We only conducted experiments using low power soft-kill systems, since hard-kill measures, like net- or projectile launchers or high power jammers would have a high chance of destroying drones or causing collateral damage.
3. Setup and Hardware
The main criteria for choosing the drone, were availability and compatibility with our existing FPV hardware. Specifically, it had to support the FrySky D8 protocol and send video signals over the 5.8GHz band. The final decision was made in favor of the Mobula 6 from Happymodel.
Our FPV hardware consisted of the Radiomaster T8 Lite remote controller and a pair of simple VTX goggles by HGLRC.
To be able to flexibly send and receive data on different frequency bands, we also needed a software defined radio. Because it was affordable and covered all required bands (1MHz - 6GHz), we chose the HackRF One.
Since the HackRF did not offer enough power for some of our tests, we also added an amplifier.
For additional filtering, a 2.4GHz band-pass filter was used as well.
For video transmission/reception we utilized one of the FPV goggles 5.8GHz antennas and for omnidirectional capture/jamming of RC signals a 2.4GHz antenna of an ALFA Wi-Fi card. To get a more predictable and focussed jamming arch, we also purchased a 2.4GHz Yagi antenna.
To analyze and replay RC signals, we primarily used the Universal Radio Hacker. For capturing and (de)modulating video transmissions, we chose SDRangel. Our jammers were constructed using GnuRadio with a few custom blocks. The drone was configured using Betaflight.
4. Exploring the Attack Surface
Most FPV drones offer two primary attack vectors. The video stream broadcasted by the drone and received by the FPV goggles, as well as the RC signal send by the controller and interpreted by the drone's flight controller. Our drone uses the 5.8GHz bands to transmit video and the 2.4GHz bands for remote control. Since almost all consumer hardware using radio signals, which is sold in the US, has to be registered by the FCC, getting specific frequency ranges for devices like our controller is quite easy. They can be found in the official and publically available FCC database using their unique ID. Our controller for example utilizes the 2416-2466MHz range and has a power output of 43.9mW. The frequency for the video signal can more or less be set freely by the operator prior to flight. Happymodel provides a table of recommended frequency channels. Having this information, we can jam, spoof and capture these signals.
Other drones provide additional targets such as GPS or drone location protocols (e.g. DJI DroneID) which can be used to track drone and pilot movement. GPS may also be spoofed to circumvent geofencing or to abuse return-to-home functionality.
5. Capturing and Hijacking Video Streams
As mentioned above, the drone operator can freely choose any band in the 5.8GHz spectrum to broadcast video. So the first step in capturing or hijacking the streaming signal, is detecting the frequency used. This task can be accomplished fairly easily by using a simple spectrum analyzer, roughly tuned to the center of the 5.8GHz spectrum. Now we simply tune the frequency up and down, while watching our waterfall output. Even at greater distances, the video stream signal can be spotted with no issues.
Knowing the more or less exact frequency used in the transmission, we can either capture live video or send our own data to take the operator's vision. Should the operator not have visual contact with the drone, this will, in most cases, result in a crash. He is also unable to change the used frequency band, since this would require a wired connection to a computer. It should be noted, that for this attack to be effective, the antenna used for sending the signal has to be directed at the operator and his goggles and not the drone itself. The smaller the distance to the operator or the stronger the signal send, the more likely the attack will succeed.
Since our drone is fairly simple, it uses an analog signal to broadcast the video feed. Using the ATV demodulator in SDRangel we can demodulate and view the stream. This particular (de)modulator does not support color, even though it would be possible in theory.
Just as we can demodulate them, we can also modulate analog signals from MP4 or PNG files and broadcast the colorless video.
If we don't wish to send our own video, we can of course also just send random noise to jam the drone's signal.
Simple example using Gnu Radio:
For maximum range and effectiveness, an amplifier may be added.
Doing so, we achieved a reliable hijack/jamming range of around 5 meters. At greater distances, the interference was noticeable, but not strong enough to effectively hinder flight. The broadcasting power of the drone, configured by the operator in Betaflight, also influenced the jamming success.
6. Jamming and Spoofing Remote Controls
During our research and measurements, we discovered that the FrySky protocol utilized by our Drone, uses FHSS (Frequency-hopping spread spectrum). This means, that in contrast to the 5.8GHz video signal, which uses one single frequency band, the RC transmission is divided into multiple smaller sub-bands. The signal rapidly switches between these bands in a pseudo-random manner, making it significantly less vulnerable to interference or jamming. The seed used to determine the switching pattern is exchanged during the initial binding procedure with the remote controller. By recording and analyzing the signal, we were able to determine, that the drone communication utilizes 49 channels, with 1.5MHz spacing, adding up to a total bandwidth of around 70MHz. Since our SDR was only capable of transmitting over a 20MHz bandwidth, this posed a significant challenge.
Our first approach was to record different RC commands like disarms (full deactivation of flight systems) or erratic control inputs, which could cause the drone to crash. By analyzing the signals of the remote controller, we determined a handful of channels and their specific frequencies and attempted to replay the captured signals on them in an endless loop. We were hoping to get lucky and hit one of the channels while the drone was expecting commands from that frequency. For this to work, our signal would have to be more powerful than the remote controller. After multiple attempts, we were able to crash the drone occasionally. To make this attack work more reliably, one would have to analyze the full signal bandwidth, calculate the FHSS seed and determine the next channel to be used.
Since our replay attack was unreliable, we attempted a jamming approach next. Instead of sending spoofed RC commands, we would send as much noise, with as much power as possible, to drown out the controller's signal and cause the drone to lose its connection. Depending on the configured failsafe, this could either cause the drone to land on the spot, return to predetermined GPS coordinates or, as was the case with our drone, drop to the ground. Of course, we would be unable to simply jam the entire 70MHz bandwidth, so we had to develop a slightly more sophisticated jammer. The best jammers use so called protocol-aware jamming, which, similar to what we mentioned above, attempts to calculate the used FHSS seed and reactively jam the next channels. Implementing a protocol-aware jammer requires either two SDRs or a single, full-duplex capable SDR. Neither was available to us at the time. We therefor chose a slightly cruder method: sweep jamming.
Instead of jamming on one single frequency, a spectrum is chosen and swept over in a curve like manner, trying to generate as much noise as possible over an area larger than our actual bandwidth. The wider the spectrum, the less effective the jamming. For our attack, we chose 2416MHz as the lower and 2466MHz as the upper boundary.
To have enough power to drown out the controller's signal, we daisy-chained three amplifiers for a total gain of 30dBm.
We first tested our omnidirectional 2.4GHz antenna. It was able to effectively jam the drone up to a radius of around 2 meters.
Jammer activated at 11 seconds (Omni):
We also tested our Yagi antenna. After flying into the antenna's arch, the drone lost its connection immediately. With the correct orientation and rotation, we were able to achieve a reliable jamming range of around 3 meters.
Jammer active (Yagi):
The jamming success was of course also dependent on the distance of the remote controller to the drone. The ranges mentioned above were those at which the drone crashed, even with the remote being fairly close.
While technically possible and useful for reverse engineering, decoding the remote commands from the controller was deemed irrelevant for any attack on the drone or the operator.
7. Other Attack Vectors
Some other interesting attack vectors, which were however not directly applicable to our drone:
Many drones rely on GPS for different navigation tasks. May it be to keep the drone from flying into restricted airspace or to have it return home after an unexpected RC disconnect. GPS however is an incredibly low-power signal, which makes it very vulnerable to jamming or spoofing attacks. In 2011 Iran was able to spoof the GPS guidance system of an American RQ-170 drone and force it to land in Iranian territory.
DJI Drone ID (or equivalent)
To be able to more effectively trace and capture perpetrators using their drones for nefarious purposes, DJI added the DroneID protocol to their products. This protocol constantly broadcasts the exact position of the drone and the pilot. Using DJI's purpose build hardware, law enforcement can decode this data. According to DJI, this data is sent encrypted. Researchers of the Ruhr Universität Bochum however were able to capture and decode it without issues. This is especially dangerous for soldiers using these drones for reconnaissance. A well-equipped adversary would be able to pinpoint the pilot's position and retaliate. It would therefor be advisable to patch the firmware and remove the DroneID feature, before deploying DJI drones in the field.
According to the new EU standard EN 4709, all drones manufactured after January 2024 will be required to implement a feature similar to DroneID (Direct Remote ID).
The firmware required to operate the drone's many systems has to be either flashed by the user itself or is pre-flashed in the factory. This could allow an outside attacker or the manufacturer to flash malicious firmware. This would however require extensive knowledge of the drone's inner workings, but could theoretically circumvent any encryption or FHSS implemented. While an outside attack, due to its complexity, seems fairly unlikely, supply chain attacks are a real danger, especially with many drones being manufactured in China. We also conducted a static analysis of the Betaflight firmware, but concluded that no feasibly exploitable vulnerabilities could be found for our drone.
Since jamming is power intensive and may also interfere with uninvolved devices, it is unwise to have a jammer running for extensive periods. We therefor experimented with different detection techniques, which would alert the jamming system to the presence of a drone and allow it to reactively engage the intruder.
The first concept was to detect the drone or the remote controller via their broadcasted radio signals. This would require a database of known fingerprints for matching. With the appropriate hardware, it would also allow the more or less accurate locating of the pilot. Our attempts at detecting a truly unique pattern in the drone's transmissions were however unsuccessful.
Computer vision based
Since our attempts at radio fingerprinting failed, we chose a different approach. Our idea was to train an object classifier to detect drones via a camera, which could for example be mounted on a building. If the detector is confident the object is actually a drone, it should trigger the jammer.
We chose YOLOv8 as our base detection model and gave it additional training on pictures of drones in general as well as some handcrafted samples of our own drone. For this, we mostly took videos of our drone flying and extracted the frames as JPG images.
After three training runs, our model was able to detect most drones and especially the Mobula 6. We then combined this model with our jammer into a python tool. (Some of the visual candy was left out in the source code below)
import supervision as sv
from ultralytics import YOLO
from jammer import top_block
from time import time
# preparing the jammer (2.426GHz)
tb = top_block()
tb.center_freq = 2426e6
# starting video capture from webcam
capture = cv2.VideoCapture(-1)
# loading our trained weights
model = YOLO("weights/last.pt")
box_annotator = sv.BoxAnnotator(thickness=1, text_thickness=1, text_scale=0.5)
start_ts = 0
# read frame
_, image = capture.read()
# get detections from YOLOv8
result = model(image)
detections = sv.Detections.from_yolov8(result)
# filter detections with low confidence
detections = detections[detections.confidence > 0.8]
# start/stop jammer
if len(detections) > 0:
start_ts = time()
if time() - start_ts > 5:
# draw box around detections
image = box_annotator.annotate(scene=image, detections=detections)
if cv2.waitKey(10) & 0xFF == ord("q"):
Test with a camera attached to our Yagi-antenna:
Because of the many systems and sensors they encompass, drones offer interesting targets for cyberattacks. During our tests, we were able to take over the drone's video feed, watch through its eyes and crash it in the end. Most manufacturers (besides maybe DJI) seem to have little interest in implementing security measures in their drones. While spoofing and sniffing attacks could be prevented, by implementing encryption and/or rolling codes on the drone and the connected FPV hardware, jamming will almost always remain a problem. An attacker with enough resources will be able to overpower most remote control and guidance systems.
https://en.wikipedia.org/wiki/Iran%E2%80%93U.S._RQ-170_incident https://github.com/ultralytics/ultralytics https://www.kaggle.com/datasets/muki2003/yolo-drone-detection-dataset


Embraer is one of the largest aircraft manufacturers in the world, focusing on specific market segments, with high growth potential in commercial, defense, and executive aviation. We have been able to successfully introduce 15 Aircrafts during 2005 - 2007
More than 56 customers in the commercial aviation market all over the world. This international range reflects the quality of our aircraft and also the fact that our jets are establishing themselves as essential tools in the development of world aviation. Our E-Jets, with a 70 to 130-seat capacity, have a strategic function in airlines, helping them to maintain their competitive positions. Around 900 regional jets of the ERJ 145 family currently fly on all five continents, operated by more than 30 airlines, and they have already surpassed the impressive mark of 13 million cycles and 15 million flight hours.
Learn more about Embraer Commercial aircraft.
The launch of the Legacy 600 executive jet in 2000 marked Embraer’s entry into the executive aviation market. Our experience in designing aircraft for intensive use adds unique market characteristics to our executive jets, providing peace of mind to customers with high rates of aircraft availability and simplified maintenance. The Phenom 100, Phenom 300, Legacy 450, Legacy 500, Legacy 600 and Legacy 650, as well as the Lineage 1000 business jets are at the top of their categories, offering superior space and comfort, excellent performance and low operating costs. Satisfying our customers’ needs is what guides development projects on Embraer’s executive jets.
Learn more about Embraer Executive aircraft
The ethanol-powered Ipanema crop-duster is the market leader, with more than 50 years of continuous production with more than 1,300 units sold, representing around 75% of the Brazilian fleet operating in this segment.
Find out more about our Agricultural aircraft.
DEFENSE AND SECURITY
We have a strategic role in the Brazilian defense system, by supplying more than 50% of the Brazilian Air Force (Força Aérea Brasileira, FAB) fleet. Around 20 foreign air forces also operate our aircraft. A line of defense products based on the ERJ 145 platform, such as the EMB 145 AEW&C, for Airborne Early Warning, the EMB 145 MULTI INTEL, for remote sensing, and the EMB 145 MP, for maritime patrols and anti-submarine warfare, have excellent potential for sales in the competitive international defense market.


Dallas has not one but two flight museums. One is the Cavanaugh Flight Museum, near Addison Regional Airport, and the other is Frontiers of Flight Aviation Museum close to Love Field Airport. Both are very interesting, however, the Cavanaugh museum is almost exclusively devoted to military aviation, and Frontiers of Flight includes commercial aviation.
Frontiers of Flight started as a collection at Love Field main terminal building in 1988. Due to increasing public interest, the authorities decided to build the museum we see today. The collections are organized in chronological order, from Leonardo Da Vinci’s inventions to space exploration.
Let me show you around.
For the longest time, African-American soldiers were excluded from leadership roles. In 1940, thanks to the pressure from civil rights groups and the African-American press, black pilots were allowed to fly fighter planes. An all-African-American squadron was formed in Tuskegee, Alabama, in 9141. These pilots, who fought in World War II, are known as the Tuskegee Airmen, and an exhibition is dedicated to them.
There are many military aircraft on display, both originals and replicas, used for fighting and training in different decades. One of the strangest things I’ve seen is the Flying Pancake prototype. To me, it looks more like a manta ray than a pancake! It was developed in 1941 for the US Navy but was never used.
Fans of space exploration will recognise the Apollo VII commando module. The Apollo VII was the first manned flight of the Apollo programme (Sorry, Laika!) Three astronauts flew this spacecraft from 11 to 22 October 1968. I was shocked by how tiny the module was inside, and the fact that the astronauts lay on what looked like canvas stretchers. I thought that the damage to the paint was sustained when the module entered the atmosphere. But no. it was perfectly fine until a TV crew shot a documentary and light from the super strong TV spotlights burned the paint.
One of the displays is devoted to the US Post Office. The USPS practically created commercial aviation in 1918 when they started to deliver mail by air. Back then, passenger travel was almost non-existent.
Southwest Airline, ‘born and bred in Dallas” in 1971 with just three planes, has become the world’s largest low-cost carrier. The company also has the largest fleet of Boeing 737. Their first 737-300, the Spirit of Kitty Hawk, is on display here. I had lots of fun pretending to serve chicken or pasta (I was by myself, otherwise, I wouldn’t have done it). Nearby, the nose section of a 737-200 allows a detailed view of its avionics bay and flight deck.
Do you remember Braniff Airlines? I do! I seem to remember seeing Braniff merchandising at home. The company operated from 1928 to 1982. They flew within the US first and expanded to the Americas, Asia, and Europe in the 1970s. The display cabinets are full of handwritten boarding cards, first class menus and china (actual, real china!), Braniff dolls, among other things. A series of mannequins wear the flight attendants’ uniforms through the different decades. Braniff hired Emilio Pucci to design them at one point, and you can certainly tell which ones are his.
I visited the museum on a regular weekday, it was rather empty. It’s quite popular with families with kids and for school trips. Admission is $10 for adults, $8 for 65 and over, $7 for kids between 3 and 17. It opens Monday through Saturday from 10 am to 5 am and Sundays from 1 pm to 5 pm. There isn’t a cafeteria but there are vending machines and a seating area with tables.
6911 Lemmon Avenue, Dallas


The CallAir Museum
Located at the Civic Center in Afton, Wyoming, the CallAir Museum commemorates the history of the Call Aircraft Factory founded in 1939 by Reuel Call. CallAir airplanes were designed, developed, and manufactured at Afton from about 1940 to 1970. A prototype airplane was designed and built from 1939 to 1943—the predecessor of the CallAir A-3 cabin plane. In the first years of the 1950s CallAir snow cars were built. By 1955 the A-3 had been converted to an agricultural spray plane—the CallAir A-5. In the early 1960s the CallAir A-9, a larger more powerful version of the A-5, was put into production, followed by the still larger CallAir B-1 in 1968.
The CallAir Foundation is a nonprofit, 501(c)(3) tax exempt corporation, founded in 1992 by Reuel Call. The Foundation has sponsored the CallAir Museum since its inception. The original home of the museum was a larger hangar building located south of Afton. The building was completed in about 1994. Vintage CallAir A-3 and A-5 airplanes were restored about that time. A CallAir B-1 was subsequently acquired and restored. General historical information was gathered, and a picture gallery of personalities associated with the Call Aircraft Factory was created.
In 2005 the museum moved to its current home in the Afton Civic Center prominently located on North Main Street fronting the Lincoln County Fair Grounds. The Civic Center is jointly owned by Lincoln County and the Town of Afton. William Call is the president of the Foundation. Glen Call is the Tour Guide Coordinator at the Museum. For tours you can call Glenn Call at 307-885-3995 or 307-413-5198 during daylight hours, Mountain Time.
Their exhibits follow:
Exhibit No. 1:
CallAir Snow Car, circa 1950
Snow cars were manufactured at the Call Aircraft Factory from the late 1940s into the 1950s. They were an adaptation of the CallAir passenger plane. They were used for recreation and to access remote areas during the extended Star Valley winters. Two popular destinations for snow car enthusiasts were Granite Hot Springs near Hoback Junction (still open today) and Sam Young’s Greys River Ranch (east of Alpine).
A forerunner of today’s snowmobiles, snow cars were used for both winter fun and winter work.
Barlow Call was a test pilot trained in the war. He used airplanes to hunt coyotes and measure snow. He could take off from remote fields and mountain slopes and land “on a dime.” He sometimes took off from the parking lot. He would fly over the landing field, cut his engine and holler down to the people below. On the right day he would fly directly at Star Hill east of Afton where the wind would lift his plane high into the air. Above the intermittent spring he would turn off the engine and soar. Then to start the engine he would put the plane into a dive. When the airspeed reached “max” the engine would “kick over.” Like the CallAir he flew, Barlow Call is an unforgettable legend.
At the time the Call Air Snowcar was built, there was a need for a vehicle to transport people quickly over the snow. The Snowcar provided a practical solution for snow bound regions. Using aircraft-type construction, the Snowcar was strong and light in weight (450-550 pounds empty). The enclosed cab allowed two passengers to ride comfortably; however, it was possible to squeeze three people inside, if necessary. The Snowcar utilized 65 to 85 hp Continental air-cooled engines. With the larger 85 hp engine, options like a starter and generator were offered.
The Snowcar utilized aircraft steel tub construction, but the skis and springs were made from duraluminum. Fuel capacity was 20 gallons. Also offered was a special trailer for carrying the Snowcar on roads and highways. The Snowcar proved itself over and over again throughout the rugged winters of Star Valley, Jackson Hole and the Green River Lakes country.
Exhibit No. 2:
CallAir Prototype, circa 1943
The first CallAir, prototype of the CallAir A-3, was built in 1942-3. In 1939 Reuel Call sat down with his uncle Ivan Call and his brother Spencer Call to plan the design, development, and construction of an airplane that would fly in the mountainous terrain and valleys of Western Wyoming.
This first plane became a reality during the war, but assembly-line production had to wait until parts, materials and engines became available. The A-3 featured a 43 inch, three passenger bench seat, a 186 sq. ft. wing area, and a 6-cylinder 125 hp. Continental engine. Takeoff distance was 500 ft. Climb rate was 1,000 ft. the first minute. The service ceiling was 17,500 ft. The empty weight was 1000 pounds with a useful load of 550 pounds. Cruising speed was 120 mph and the stalling speed was 42
mph. Climb rate at sea level was 1,000 feet per minute and the usable ceiling was 17,500 feet.
Forty of these cabin planes were manufactured between 1944 and 1954. The price in 1952 was $5,525.
Over 50 A-3s were built at the factory, which employed about 100 Star Valley residents. Many of them became skilled technicians—expert at working with steel, wood, paint and fabric. Ken Arnold made flying saucers famous. He first saw them from the cabin of a CallAir A-3! On June 24, 1947 Arnold was flying near Mt. Rainier when he witnessed a series of reflections that came from saucer-shaped objects flying in the distance. Others later made “corroborative sightings.” Since then both Arnold and the CallAir have enjoyed lasting fame.
Exhibit No. 3:
The CallAir A-5, circa 1955
Herb Andersen came to Afton in 1953. He would later become the manager of the Call Aircraft Factory. He converted the CallAir A-3 into a crop duster—the CallAir A-5. He took the turtle back off the fuselage, removed the passenger seat and replaced it with a tank to hold chemicals. He cut down the sides of the pane to improve pilot visibility. He installed a 150 hp. engine and added an 18 cubic ft. hopper. About 200 A-5s were built.
Exhibit No. 4:
CallAir A-9, flying model, circa 1963
About 1960 new factory owners, Doyle Child and Ted Frome of Afton, supported Mr. Andersen in the design of a larger crop duster. The result was the A-9, the most successful CallAir. The plane featured a single-place enclosed cabin, a 290 hp. engine, a wing span of nearly 35 ft. and a 1,600 lb. hopper capacity. About 850 A-9s were built during the 1960s. The flying model is a unique, custom-built interactive display. You’re the pilot. Push the button to make it fly!
Exhibit No. 5:
CallAir B-1, circa 1968
The CallAir B-1 is depicted approaching from the mountains east of Afton. This king of the CallAirs was designed by Mr. Andersen and built in Afton during the late 1960s. It features a 450 hp. radial engine, three-bladed propeller, a 300 gallon hopper, a 44 ft. wingspan and special, reinforced landing gear. Note the wire cutters on the landing gear and windshield (picture down below). They enable flight through - rather than over - power lines!
A total of 35
planes were produced. It was powered by a Pratt & Whitney 450 hp radial engine. With a service of 18,000 ft, a cruising range
of 350 miles and a cruising speed of 115 mph at 75% power and 3,000 lbs gross weight, this was "one of the tough birds".
Pound for pound and power to weight, this B-1A is the top bird in its class. It was a very forgiving plane and presented no
transition problems for pilots moving up.
Afton production line for the Call Air A-5 and A-6 aircraft. Approximately 200 of these planes were manufactured between 1954
Two models of this aircraft, the 150 A-5 and 180 A-6 were produced. A rather unique design placed the hopper and pilot side by
side in the open-air fuselage. The later model boasted a 180 hp Lycoming, an empty weight of 1170 pounds and a useful load of
1180 pounds. Loaded at 2,150 pounds, the take-off run was 550 feet. A photo-mural looking South at the Afton Call Air aircraft plant. Here can be seen a number of Call Air A-6 ag-planes awaiting
delivery to new customers around the world.
Get more info and tours from the CallAir web site: http://CallAirMuseum.org/


Neil Genzlinger says Enterprise is “regifted”Posted: April 26, 2011
Neil Genzlinger’s article on the Enterprise Shuttle perpetuates the culturally corrosive view that museum artifacts and art in general are mere objects for our consumption. To Genzlinger, The Enterprize, a prototype shuttle recently given to the Intrepid Sea, Air, and Space Museum, is nothing more than a “federal hand-me-down” or an outdated chunk of trash unworthy of “a prime piece of riverfront property.”
The Enterprise, though, is a bit of a downgrade; it’s a prototype that never actually flew in space, never docked with anything and never harbored Sigourney Weaver and slimy parasitic aliens. From there it’s just a short step to federal junk with no historic value at all — misprinted tax forms, past-date hardtack, obsolete nuclear missiles.
Oh, silly material journalist! Writers of all people should know that the objects themselves are unimportant compared to the stories they can connect us with. No, the Enterprise never docked with a space station, but it was an integral step in the development of shuttles that could. Few people will ever have the opportunity to see a real live space shuttle or even a prototype of one. But the experience of inhabiting the same room as a spacecraft, seeing its scale, its components, materials– THAT physical connection to the history of space exploration could ignite a child’s imagination (hell, it would probably ignite mine).
Mr. Genzlinger, I suggest you get out from behind your Macbook Air and try to gain a little perspective on what our culture should value. It isn’t always the shiniest and newest gadgets that tell the best stories.


July, 2023 – The fourth annual SARIO conference to support the European space industry took place in Bratislava on May 30. YMS, as a creator of geospatial and technical systems, on the IT market for more than 30 years, was represented by Radovan Hilbert, an expert in satellite technology and director of business development of YMS.
He explained how satellites radically changed the creation of geospatial systems. “We mainly work with spatial data, and before satellites imaging those were quite difficult to come by. The day they were obtained they started to age and lose their relevance, and regular updates weren’t guaranteed,” explains Radovan Hilbert.
“Today, thanks to multispectral sensors on satellites, along with planes, drones, or directly at data collection points, live data is available in real-time, and from the so-called quasi-real time, updated every few days and even automatically,” continues Radovan Hilbert.
This fundamentally changed the work on systems for every branch of the economy. “From such data, we can already create systems to visualize and interpret data, but also interactive systems that recalculate data for the purposes of more accurate decision-making. An example is the erosion calculator application, which automatically calculates the rate of expected erosion after mapping the territory and evaluates how effectively cultivation or agrotechnical measures will reduce erosion,” continues Radovan Hilbert.
Practically everything is visible on the surface of the Earth with a resolution of only a few centimeters, thanks to satellites with advanced sensors, such as multispectral, hyperspectral, and radar. No development remains hidden, problematic phenomena in the country can be detected and measured. Especially those that are invisible to the naked eye, that develop gradually and can do a lot of damage over time.
Figure 1: We use modern systems that have constant up-to-date, live data for visualization and interpretation. We also create interactive systems that help specialists make better decisions by modeling variants and recalculating the effectiveness of measures in real-time.
The fourth annual Emerging Space 2023 featured international speakers and attracted more than 400 participants from around the world. The main goal was to initiate new participants into the space industry and research with fully-fledged members of the global space community. The conference was opened by the Minister of Economy, Peter Dovhun, and the main speaker was the Executive Director of the European Space Program Agency (EUSPA), Rodrigo de Costa.
The key conclusions of the 2023 conference are:
- The motivation to enter the space sector has changed in recent years from the “space race” to pragmatic reasons of innovation, education, economy, environment, society, or security.
- In the last 5 years, new countries have made great progress in the development of space ecosystems and strategies, moving them to the level of partners with great potential and ambitions.
- Europe needs to work even more to foster partnerships between strong and growing space ecosystems because that will significantly strengthen capability, talent, and investment in the space sector.
Report from the conference in English
Video from the conference (Radovan Hilber, starts at 3:15)
Photo gallery from the conference


MEET THE STAFF:
GEOFFREY ORLANDI DPE, CFI, CFII, MEI Owner, Chief Pilot & Flight Instructor, FAA Designated Pilot Examiner
After instructing part time in Blairstown since April 22, 2011, Geoffrey established OFC on September 1, 2012 to pursue full time his passion for teaching flight and to bring the joys of aviation to everyone he could reach. A pilot since 2000 and a flight instructor since 2007, he is FAA certificated to teach in single and multiengine airplanes, and to teach instrument flight. He is also an advanced / instrument ground instructor and a DPE. Geoff has over 8500 hours across a broad range of flying experience; including flying private, commercial, skydive operations, and airline. He has accumulated over 6400 hours of flight instructing in a wide variety of airplanes, with over 17,000 accident free takeoffs & landings.
Geoff's direct contact info: (Cell) 201-874-5458
GEOFF HAS WON NATIONAL AWARDS FOR FLIGHT INSTRUCTION EXCELLENCE FROM 2013 THRU 2019
VINCENT ORLANDI CFI, AIGI Pilot, Flight Instructor, Director of Operations
Immediately upon graduating from a four year university Vincent gained some experience in the world of business outside of aviation. But he soon found the lure of flying, combined with the attributes of being involved in the family business at OFC, offered a more promising future as well as a more enjoyable lifestyle. Now a CFI and the operations director, Vincent reports directly to me in running the day to day operations of the Flight Center. Vincent is available for our students and customers to do whatever is needed to assist in making their experience at OFC enjoyable and productive. He also manages our scenic tour operation.
Vincent's direct contact info: (Cell) 908-442-0998
JOSEPH LUZZI CFI, CFII, MEI Senior Pilot, Flight Instructor
Joe had a unique "job interview" experience. I met Joe when he was an applicant of mine for his Commercial Single and Multiengine checkrides. I was impressed with his knowledge and skills so when a CFI opening came up at OFC I immediately recruited Joe. He is certificated in all our aircraft so he can work with our vast array of students, from primary tailwheel to advanced multiengine. Joe combines a relaxed demeanor with superb flying knowledge and skill. He eagerly takes on the challenges of producing the highest quality pilots that distinguishes OFC from other flight schools.
Joe's direct contact info: (Cell) 570-972-8215
TRAVIS TRACY CFI, CFII Pilot, Flight instructor
For Travis, flight instructing at OFC is a return to his aviation roots. Travis began his flying career training with me for his private pilot certification during his junior and senior years of high school. He earned the Private Pilot Certificate then went on to pursue his advanced certificates and ratings while attending a university aviation program. During college Travis received his instrument, commercial, CFI, and CFI Instrument credentials. Now Travis is ready to combine the solid foundation he acquired here during his primary training, with his advance ratings, to help guide OFC students as they work toward their own flying futures.
Travis' direct contact info: (Cell) 201-874-9756
Now that you know something about us, let us bring aviation into your life!!!!! We are large enough to have what you want and small enough to offer flexible arrangements that work within you time and budget parameters
Geoffrey Orlandi DPE, CFI, CFII, MEI, AGII, JD
Owner, Chief Pilot & Chief Flight Instructor
ORLANDI FLIGHT CENTER, LLC
FAA DESIGNATED PILOT EXAMINER
GOLD SEAL FLIGHT INSTRUCTOR
2019 CFI OF THE YEAR - ABE DISTRICT
2013 THRU 2018 DISTINGUISHED CFI - AOPA
FAA SAFETY TEAM REPRESENTATIVE
WHAT WE OFFER THE AVIATOR OR ASPIRING AVIATOR:
------ BE A PILOT...LEARN TO FLY------
If you are thinking about learning to fly; DO IT...it will transform your life. You will perceive yourself in a whole new light knowing you can accomplish what you dream. You will push yourself beyond the limits you thought you had. You will forever cherish the experience of conquering the rewarding challenges of becoming a pilot. Learning to fly will be one of the best decisions you have ever made! Go to the Training page for more detailed information about our Introductory Flights, flight training, and our award winning flight school and instructor. Also visit www.letsgoflying.com for more info on Private, Recreational, and Sport Pilot Certification & training requirements.
------ SCENIC AIR TOURS ------
If rather than learning to fly you would prefer to just sit back and experience the wonders of flight then an air tour or airplane ride is for you. Escape from your ground bound routine and literally lift your spirits by taking a flight in our aircraft. Tell us what you want to see and the view from the sky will be unforgettable. These flight also make for awesome gifts that will be talked about for years to come. We exist in a one dimensional world until we fly and experience life in all three dimensions. Try it and be inspired! These flights are priced per airplane, not per person, so they are very affordable, and offered all year around.
------ ADVANCED TRAINING & RENTALS ------
If you want to build your skills or use an airplane for travel then become one of our students / renter pilots. Sharpen your pilot technique; travel on fantastic vacations or for business; explore places that take hours to reach by car and do it in one third the time. Our quality airplanes are here to meet your needs; and the ground, simulator, and flight instruction we provide will make you confident in your aviation knowledge and skills! Obtaining a new certificate or rating will allow you to grow as a pilot; and you don't have to worry about ownership hassles and expenses because we have top notch airplanes for rent.
------ COMMERCIAL PILOT SERVICES ------
Commercial piloting services may be what you desire to accomplish personal or business objectives. We can take photos of your home or business with Aerial Photography; reposition your airplane on a Ferry Flight; help you purchase or sell an airplane; and more. Just talk with us about your needs and objectives; our goal is to get it done for you! Take advantage of the services we are prepared to provide and get your personal or business goals accomplished.
------ DESIGNATED PILOT EXAMINER ------
It is the ultimate culmination of an exciting and rewarding flight instructing career to have the honor and privilege of being selected by the FAA to represent it in the testing of pilot applicants as a Designated Pilot Examiner (DPE). As your DPE Geoff will treat you with the upmost professionalism, fairness, and integrity. You will come away truly earning your certification; or understanding that more work is required to achieve the status of a certificated aviator. Geoff is authorized to conduct Checkrides from Sport Pilot thru Commercial for single, multiengine, & instrument ratings, plus administrative applications.
Go to the Student Achievements page to see what our staff has done for others and can do for YOU!
...If you can afford tickets to pro sporting events then you can afford to fly
...If you can afford a mobile home, motorcycle, or boat then you can afford to fly
...If you can afford to go out to dinner or a club once a week then you can afford to fly
...If you can afford skiing, tennis or golf then you can afford to fly
GIFT CERTIFICATES AVAILABLE
If you want to experience the feeling of real freedom; the thrill of piloting an airplane; the satisfaction of mastering new skills; a new outlook on life; and an unparalleled sense of accomplishment, then you want to fly.
If you want an activity that can be used like a magic carpet for inspiring recreation; or like a time machine for family, personal or business travel, then you want to fly.
Put simply, if you want to ENHANCE YOUR LIFE in countless ways; from personal growth to practical transportation; even to new careers, then FLY AT OFC, A NATIONAL AWARD WINNING FLIGHT SCHOOL!!!
Wheels move the body.....Wings move the soul
ENHANCE YOUR LIFE.......FLY
ORLANDI FLIGHT CENTER is founded upon a simple mission: to provide you with all the opportunities we can to allow you to ENHANCE YOUR LIFE THROUGH AVIATION. To accomplish our mission we make YOU, our students, customers and friends, the PURPOSE BEHIND EVERYTHING WE DO.
WHY SHOULD YOU FLY? the real question is WHY NOT!


About Galvin Flying
Galvin Flying has dedicated more than 90 years to providing the best Flight Training and Airplane Maintenance available in the Puget Sound Area. Aviation pioneer Jim Galvin founded Galvin Flying on Boeing Field in Seattle, Washington, in 1930 – just three years after Charles Lindberg completed the first solo transatlantic flight. Today, we continue to honor Jim Galvin’s core values of providing the highest level of service and personal attention to our customers.
Renowned Flight Training
Learn to fly with confidence on historic Boeing Field in Seattle, WA – one of the nation’s busiest primary non-hub airports. We have taught the world to fly since 1930 with one of the most experienced operations in the business. Galvin Flying maintains a FAA-approved Part 141 flight training curriculum.
Expert Aircraft Maintenance
When it comes to maintenance, you need a trusted expert dedicated to your safety and protecting your investment. Look no further than Galvin Flying’s FAA licensed Aircraft Maintenance Repair Station. As the largest maintenance facility in Seattle, we remain committed to providing expert maintenance for piston and light-turbine aircraft. Our central location in the Puget Sound region is convenient for flying your aircraft in, or our mobile maintenance vehicle to come to you.
Latest News from Galvin Flying
See the latest news and updates regarding our courses, procedures, recommendations and more!


In the future, one may be able to pinpoint areas in an airplane engine requiring repair accurately, simply by taking a photograph of the engine instead of going through manual checking, thereby enhancing aerospace safety. Since 2007, A*STAR has rolled out an aerospace programme to help those in the aerospace industry to resolve technical challenges I²R has invented a technology where the staff can simply snap a picture of a part of the airplane, upload it onto a computer which will pinpoint which parts need to be repaired or replaced. This technology has a 90% accuracy, comparable to that of a human.
A*STAR invents new technology to help aerospace industry
14 Feb 2016


A screen shows a rocket being launched from a launch pad at the West Sea Satellite Launch Site, at North Korea’s satellite control centre in Cholsan county, North Pyongan province, in this photo released by Kyodo on Dec 12, 2012. North Korea successfully launched a rocket on Wednesday, boosting the credentials of its new leader and stepping up the threat the isolated and impoverished state poses to opponents. Japan is to launch a new spy satellite on Sunday to strengthen its monitoring capabilities amid concern that North Korea may carry out more missile and nuclear tests.
Japan’s Aerospace Exploration Agency announced that it plans to launch a new spy satellite from its Tanegashima Space Center on January 27 . . . the new satellite will be equipped with radar equipment and will be used for intelligence gathering efforts . . . the decision to launch the spy satellite comes in the wake of North Korea’s successful missile test a month ago . . . Japan also likely plans to launch the satellite in response to concerns that North Korea may be planning to conduct more missile tests or even a nuclear test . . . Japan has already launched four satellites . . . only one of the current satellites is equipped with radar, so the new satellite will provide greater coverage and intelligence gathering capabilities, specifically aimed at monitoring North Korea.


Controlled shot peening is regularly being specified by the aerospace, automotive and nuclear industries to enhance component service life. It is a cold working process in which the surface of the component being processed is bombarded with small spherical media. Each piece of shot striking the surface of the component acts as a minuscule peening hammer, deforming the component surface and causing a small indentation or dimple. The overlapping dimples develop a thin layer of metal in residual compressive stress at or near the surface. Since nearly all fatigue and stress corrosion failures start at the surface of a part, the compressive stresses induced by shot peening can considerably increase component service life.
Our Shot Peening brochure covers this in more detail. Download the Guyson Shot Peening brochure here, or call 01756 799911 and ask our Customer Service department to send you a copy.


Italian Design Day 2022
Lessons learned from Space Food Production Systems for improved Food Security on Earth!
Humanity is evolving towards a multi-planetary future. One of the main challenges in human space exploration is sustainability, since long duration missions on other planetary bodies will require a high level of autonomy from planet Earth and the possibility to retrieve all fundamental life resources.
The need for efficient use of volume, water, and other inputs for producing food could enable technologies with reduced impact on the resources needed for food production here on Earth, especially in extreme environments and resource-scarce regions. In addition to crops production, there are other advanced food systems that warrant exploration as they can also potentially address some of the challenges of terrestrial and space-based food systems.
The Space Meal Solution is a food production strategy, designed in partnership between COESIA S.p.A. and Pastificio RANA S.p.A., that identifies hydroponics and aeroponics systems as source to produce the ingredients for customized, balanced, nutritious, and palatable meals based on Mediterranean diet.
The food processing system is based on automated and integrated engineered solutions focusing on automation, from blending to cooking, with the goal to easily produce space meals through the Engineered Space Kitchen. The crops processing, the meal preparation and preservation are designed to minimize time, water and energy consumption and optimize human centered design for the crew by building a collaborative environment that combines assessed and innovative food processing and cooking technologies.
Indeed, designing new space food systems, while preserving and enhancing our culinary arts, solves for the scarcity of resources and sustainability on our planet a wonderful spaceship traveling across the universe.
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The pilots in Colima had some good things to say about the flying in Tapalpa. Only 2 hours from Colima, I thought it would be worth a trip. Tapalpa is one of Mexico’s many Pueblos Mágicos. The town is located at almost 2,000 m above sea level, and so at night it was quite cold. Coniferous forests and mountain pastures made for some beautiful scenery.
Flying here was a lot of fun. Though I wasn’t lucky enough to experience great weather conditions, I was able to fly half-way to San Marcos. Here I am at the northern Tapalpa take-off. What a pretty site to fly!


CINCINNATI (TDB) -- Retired Air Force Brig. Gen. Charlie Duke is the 10th man after Indian Hill resident Neil Armstrong to walk on the moon. Duke made the trip on Apollo 16. He spoke to cadets recently about military travel reimbursement red tape: "The general joked to the crowd of about 500 about the complexity of space travel versus Air Force travel paperwork.'A trip to the moon is a TDY,' or temporary duty assignment, he said. At the time, Air Force travel was reimbursed at $25 per day, which would have accumulated to a total of $275 for the seven-day trip. However, because the Air Force deemed that the government had paid for meals and lodging, NASA cut him a check for only $13.75."
You can read the whole story about Duke's speech here at the Air Force website.


Robert Gandt con Fly Low Fly Fast: Inside the Reno Air Races (English Edition)This first-ever insider foray into the world's fastest and most dangerous aviation sport is as thrilling as Ernest Gann's classic Fate Is the Hunter or Tom Wolfe's The Right Stuff
In Fly Low, Fly Fast, Robert Gandt takes us into the high-risk world of airplane racing, chronicling the Unlimited championships at the Reno Air Races, attended every year by more than 100,000 spectators and featured on scores of web sites. Flying wingtip to wingtip around pylons at 500 mph, just feet above the sagebrush, Reno's killing machines are piloted by an adrenaline-addicted, type-A elite whose big talent and big egos spawn a hundred stories. With the same vivid reportage of his Bogeys and Bandits --"about as close as you can get (to the cockpit) without arming the ejection seat," said the San Diego Union-Tribune--Gandt traces the history of this exhilarating but often deadly sport. He follows the evolution of competition planes from the 1930s custom exotics to today's big, throaty warbirds like the Mustang and Bearcat, still the fastest piston-engine planes ever built. Gandt also looks at the evolution of the pilots from famous laconic old-time air cowboys to the younger, slicker hot shots, the jet-fighter-trained "top guns."
Fly Low, Fly Fast ignites with fierce rivalries, the struggles to keep the vintage warbirds flying, the heart-stopping drama of the races themselves...with winners, losers, close calls, spectacular crashes, and glorious victories. It's a book for aviation buffs, armchair adventurers and anyone fascinated by the passions that drive men and women to test their limits--and risk their lives--in the quest for speed.


Published by Senator Colin Kenny on 03 July 2012
Sea defence has been crucial to most nations' sovereignty for centuries; air defence for little over half a century. So it seems a bit strange that Canada's current air defences are so sophisticated while our sea defences are so primitive.
I acknowledge that useful surveillance work is being done on our coasts and southern waterways by a handful of very dedicated people from various branches of Canada's defence community. But the technology being provided them to do their jobs is antiquated compared to what the North American Aerospace Defence Command (NORAD) uses to defend Canada's air space.
NORAD technology provides a clear, real-time picture of what's up in our skies, as well as what may be coming at us by air in hours or minutes. We're not nearly as alert on monitoring our coasts.
Isn't aerial assault a much more ominous threat than coastal assault? Maybe. But the trick to military recognizance is finding holes in the enemy's defences and sniffing out vulnerable spots where nobody expects an attack. That's how General Wolfe surprised General Montcalm.
Canada isn't at war with Russia or China or any other nation right now, but you never know how things will shake down in coming decades. It shouldn't have come as a surprise to anyone that the Russians are clearly interested in checking out vulnerabilities on our coastlines.
You will recall that Sub-Lieutenant Jeffrey Paul Delisle, employed at the top secret Royal Canadian Navy Trinity intelligence centre near Halifax Harbour, was charged in January with passing confidential information to foreign interests. Within a week Canadian authorities had expelled four employees working at the Russian embassy in Ottawa. You need not wonder why.
Trinity, on the Atlantic, and Athena, located in Esquimalt, B.C. on the Pacific - are supposed to fuse intelligence required for coastal defence, collecting information in co-ordination with U.S. authorities and Canada's other allies. But neither Trinity nor Athena has a complete, real-time picture of our territorial waters.
If Canada is going to track submarines and get to suspicious surface ships before they get to us, we will need a complex matrix of realtime images emanating from satellites, drones, and manned surveillance aircraft combined with tougher regulations on which ships must carry transponders to alert us as they approach our shores. That matrix is not in place.
Canada is behind in developing effective satellite coverage. The head of the Canadian aeronautical firm Mac-Donald Dettwiler has said he's laying off key staff because Ottawa has dragged its feet on a contract for the development of next-generation surveillance satellites. We're losing highly skilled, very mobile workers who are key to Canada's industrial future. Not to mention the fact we need those satellites now.
But satellites alone aren't enough. Their surveillance paths are often too narrow and fuzzy at the edges. Furthermore, submarines know the timing of their surveillance sweeps, so they avoid surfacing.
Canada currently complements satellite imagery with Aurora aircraft flights, but those flights are expensive and cutbacks to surveillance missions have in some cases turned surveillance into a just-pretend exercise. For instance, Canada tries to exert its sovereignty in the Arctic with only one or two Aurora flights a year. Why bother?
Canada should be busily investing in a squadron of drones to oversee our coasts. Our current drones have limited flight times and fly too low to be used anywhere commercial airliners are flying - in busy commercial flight areas on both coasts it is important to keep drones well above 30,000 feet to stay out of the way of commercial traffic.
There are drones available that fly above 50,000 feet, with loiter times of more than 20 hours, but there have been no signals from Ottawa that they will be purchased anytime soon. We should be considering whether to arm the drones so we can stop ships in their tracks, but that's an academic question at the moment.
We're muddling along with a patchwork approach to defending our coasts. We should be buying the kind of advanced equipment we use to defend our skies, but we're not. We should be pushing for better international regulations on transponders that will incrementally require them on smaller vessels - right now they are only required on ships of 300 tonnes or more. No news on that.
Unless a nation understands what threats confront it, that nation cannot put the people, equipment and systems in place to defend against those threats.
Right now, on our coasts, those threats are pieces of a jigsaw puzzle. The government - despite all its blustering about defending our sovereignty - can't seem to be bothered to provide what is needed to make the pieces fit together. And that is puzzling.


Your HR Classification Analyst can assist in reviewing and completing. In an embarrassing or emotional situation, your tone should be supportive and understanding and the voice low-key ed. Therefore, a termination clause protects the employer from liabilities under common law except within Quebec, which could increase termination costs significantly. Interviewing can be a very stressful experience for some and the more at ease an interviewee is, the better you are able to identify true attributes. http://victoriaholmesme.universitypunjabi.org/2016/09/03/insights-into-locating-major-aspects-in-selection-process/Examples of non-directive questions include: … Discuss the decision with colleagues or others who participated in the interviews and/or other stages of the hiring process. Calling several employers will also help balance the information you receive and may guard against making a decision based on an unfounded reference. Use a variety of approaches to get different kinds of information, tailoring questions to open up a topic for conversation or to confirm information.
DEC provide a performance improvement over SEC that is extremely beneficial for Low Earth Orbit missions, ULAs Sowers stated in a press release. For human spaceflight, the increased thrust of the DEC allows the trajectory to be flattened to provide a safer reentry environment for the crew in the unlikely event of a crew abort situation. In June 2014, Boeing and ULA held a media event at the reconfigured Orbital Processing Facility No. 3 at KSC to explain progress on the CST-100 and display the proposed design for SLC-41 Crew Access Tower to be built at SLC-41 (see Boeing displays CST-100 progress at Kennedy Space Center , The Space Review, June 23, 2014). This facility would be the location for assembly of the CST-100 flight test article and production CST-100 capsules. The following month, ULA announced it had successfully completed the critical design review (CDR) of the launch site accommodations for the CST-100 capsule. Boeing, NASA, and the US Air Force, as stakeholders, approved the design for the crew access tower, crew access arm, and white room that would permit crews to safely ingress and egress the CST-100 capsule. This allowed ULA to start work on SLC-41. Changes to the launch complex would be performed without interfering with the Atlas V launch manifest. The Crew Access Tower would be assembled in stages offsite, then transported and assembled at SLC-41 as each segment was completed.
For the original version including any supplementary images or video, visit http://www.thespacereview.com/article/3048/1


Matereality® releases fully digitized MMPDS-02 Mil-Handbook at daratechSummit2006
February 20th, 2006
Matereality®, L.L.C., USA, announces the availability of The Metallic Materials Properties Development and Standardization Database (MMPDS-02), a preeminent reference source for aerospace component design, on its TrueDigital™ platform. The daratechSummit2006 provides a fitting venue for the release of this highly relevant body of data for product design, on Matereality's technology platform, digitizing it as never before.
The much-awaited release of this electronic version of MMPDS-02 (formerly Mil-HDBK-5) brings a number of advances to product design engineers in the aerospace and defense industries. MMPDS-02 complements Matereality’s existing content of over 10,000 data sets of non-linear material properties, with a vast collection of statistically-based design allowable properties for metals. This collection of over 30,000 datasets includes stress-strain data, fatigue, creep and thermal properties in addition to conventional single-point properties.
Matereality®’s cutting edge visualization tools, instant unit conversions and CAE/FEA export capabilities will be applicable to all its content, including the new release. MIRO, the material data mining technology can be used to perform user defined searches. The MIRO CAE Wizard finds relevant data for CAE and engineering applications such as ABAQUS, ANSYS, Matlab, Moldex3D simulations, enabling targeted export of relevant data in ready to use formats. Standard MATML exports ensure interoperability with multiple downstream applications, now, and into the future.
Matereality®’s presence at the daratechSummit2006 is made possible by a Grant for Emerging Providers of New Technologies from Daratech, the leading technology assessment and market research firm for the CAE/PLM industry.
Throughout its 20-year history, daratechSUMMIT has been the place where users and industry insiders have met to share their visions, best practices, problems and challenges. DaratechSummit addresses today's globalized, digitally connected environment. Senior executives worry that their intellectual property remain secured and protected... that radical process changes do not create disruption... that the complexity of product, process and business structures can be handled by the systems they are installing... and that vital company knowledge and best practices are not lost as people leave, or made redundant. With so much close collaboration between customer and supplier, the complexities of PLM for large- and medium-sized companies are beginning to converge, and what was true for large companies is now true for an increasing number of smaller companies. This convergence will become apparent to all that attend daratechSUMMIT2006.
About MMPDS-02 Handbook:
MMPDS-02 (formerly Mil-HDBK-5) is the scientific source of metallic materials design data acceptable to Government procuring or certification agencies. It is produced through the joint effort of government, industrial, educational, and international aerospace organizations. A premier source of statistically-based design allowable properties for aircraft and aerospace materials and mechanical fasteners, it replaces its predecessor as the standard for mechanical and physical properties of metals in use in the defense and aerospace industries.
About Matereality, L.L.C.:
|(C) Matereality, LLC, (2007)|


Airlines Fear “Aerial Bombing And Missle Attacks” In Ukraine Airspace
Many airlines have made the decision to avoid Ukrainian airspace amid fears of a Russian invasion, with the country’s largest airline losing insurance after flying within the airspace.
Ukraine International Airlines (UIA) announced Monday that insurers canceled its coverage for aircraft responsible for flying in Ukrainian airspace. The announcement coincides with other airlines, such as Dutch airline KLM, suspending flights to Ukraine and avoiding its airspace.
“UIA is making efforts and is constantly negotiating with insurance companies, the ministry of the infrastructure of Ukraine, the state aviation administration and hopes for mutual understanding,” UIA said of the insurance cancellations.
In an effort to keep flights flowing through Ukraine, the country’s Prime Minister Denys Shmygal announced Sunday that the government had dedicated over $590 million U.S. dollars to ensure planes can safely fly through Ukrainian airspace. It’s unclear whether his announcement will affect airlines’ and insurers’ decisions when it comes to flying through Ukrainian air space amid fears of a Russian invasion.
German airline, Lufthansa is considering following KLM’s decision. As of Monday, British Airways (BA) flights began avoiding Ukrainian airspace.
The insurance cancellation and re-routing of flights come as the U.S. government warns that Russia has the potential to invade Ukraine at any time. National security adviser Jake Sullivan warned Americans living in Ukraine on Friday that they should get out “as soon as possible.”
Sullivan painted a bleak picture of the chaos that would ensue should Russia choose to invade – and indicated that a potential invasion would likely start “with aerial bombing and missile attacks.”
“No one would be able to count on air or rail or road departures once military action got underway,” Sullivan added. “Now again, I’m not standing here and saying what is going to happen or not happen. I’m only standing here to say that the risk is now high enough and the threat is immediate enough.”
Understandably airlines are cautious when in 2014 Malaysia Airlines flight MH17 was shot down while flying over Ukraine. Western intelligence concluded that pro-Russian rebels in eastern Ukraine were responsible, though Russia has denied involvement.


On January 18 the American Legion called for a congressional investigation of the matter, and on January 24, 1995, 81 members of Congress called for Harwit's resignation. Veterans' groups, led by the Air Force Association and The Retired Officers Association, argued strongly that the exhibit's inclusion of Japanese accounts and photographs of victims politicized the exhibit and insulted U.S. Her history of feminism, Difficult Women, will be published in February 2020. Club Chair. Interior changes include improving handicapped accessibility, main entrance visibility, and perimeter security. New Statesman writers on why Only Fools and Horses is the ultimate immigrant comedy, what exactly was so fresh about the Fresh Prince, the technical brilliance of Brass Eye, the unlikely feminism of Sex and the City, how Alan Partridge is actually a soothsayer, why Irish Catholics love being mocked by Father Ted and how Ab Fab recorded life before Brexit. ", "Air and Space Museum's Makeover Estimated at $1 Billion", "Los Angeles Times, May 3rd, 1995, p. 21", "TRAVEL ADVISORY: CORRESPONDENT'S REPORT; Enola Gay and Little Boy, Exactly 50 Years Later", "Man fires pepper spray on protesters outside Marine's funeral", "Protests shut D.C. Air & Space museum - US news - Life - NBC News", "Fast Food Workers Protest Wages At Air And Space Museum", "Smithsonian fast-food workers strike over minimum wage", "Smithsonian looking into incident involving photojournalist at Air and Space Museum", "Interview/Photo: Smithsonian Guards Grab Photographer Shooting Protest Inside Air and Space Museum", "National Air and Space Museum, Office of the Director - Agency History", "Smithsonian's National Air and Space Museum Director Announces Retirement", "Building on the National Mall Fact Sheet", "National Air and Space Museum Research Fellowships", "National Air and Space Museum Press Kit: The Smithsonian and Flight", American Institute of Architects on the building, Rocket displays outside Arts and Industries building prior to construction of Air and Space Museum, C-SPAN American History TV Tour of the museum looking at "First Half-Century of Aviation", C-SPAN American History TV Tour of the museum looking at "Space Exploration From the Moon to Mars", John F. Kennedy Center for the Performing Arts, https://en.wikipedia.org/w/index.php?title=National_Air_and_Space_Museum&oldid=984459122, Buildings and structures completed in 1976, Members of the Cultural Alliance of Greater Washington, Short description is different from Wikidata, Articles containing potentially dated statements from 2014, All articles containing potentially dated statements, Official website different in Wikidata and Wikipedia, Wikipedia articles with SNAC-ID identifiers, Wikipedia articles with SUDOC identifiers, Wikipedia articles with WORLDCATID identifiers, Creative Commons Attribution-ShareAlike License, This page was last edited on 20 October 2020, at 05:56. We want to create an inspiring environment for our members and have defined a set of guidelines. First: Niles, who is fastidious - wiping his seat down with a handkerchief in Cafe Nervosa - and trapped in an obviously loveless, sexless marriage with Maris. Like Stephen's choice of 1990s comedy this week, The Fresh Prince of Bel-Air, it connects because it's an old-fashioned sitcom about a family, and about class. It started with Niles when he got his dog, but they’ve started expanding it to other characters and it’s the strangest thing. Due to harsh backlash from the Air Force Association, The Retired Officers Association, and numerous members of Congress, a revision was created and a second draft proposed.  Built by Gilbane Building Company, the museum was completed in 1976.
Required fields are marked *. It was established in 1946 as the National Air Museum and opened its main building on the National Mall near L'Enfant Plaza in 1976. No Comments, Sep 7, 2015 • But Patrick Stewart’s opera director who thinks Frasier is his boyfriend takes the cake, because this episode is just so full of great lines, mostly from Niles. , Ad Astra ("To the Stars"), the sculpture at the entrance to the building, Mercury Friendship 7 spacecraft, flown in Earth orbit by John Glenn in 1961, Soviet SS-20 and U.S. Pershing II missiles, The space suit worn on the Moon by David Scott during the 1971 Apollo 15 mission, Apollo Lunar Module LM-2, which was used for ground testing the spacecraft, Side view of a former Northwest Airlines Boeing 747-100, 25-foot-long model of the LZ 129 Hindenburg used in the 1975 film The Hindenburg, Chicago, the first aircraft to fly around the world (1924). The entire façade will be replaced (using Tennessee marble again). MARTIN has 1 job listed on their profile. Here's a gnarly bit of Frasier lore. The mass of the museum is similar to the National Gallery of Art across the National Mall, and uses the same pink Tennessee marble as the National Gallery. And so, the bonds that held the characters together are broken, and you find yourself dabbing at your eyes over a goddamn hideous chair.
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“More than 50 people have been saved with the help of a drone since 2013” (abcnews.go.com)
Drone technology has taken off over the past few years. From military applications to recreational use, drones have emerged as useful tools. Police and fire departments have begun to recognize the benefits of drones and are increasingly utilizing the technology to help save lives. According to ABC News, “More than 50 people have been saved with the help of a drone since 2013.”(abcnews.go.com)
From a fire department stand point, drones can be used to search for people stranded in floods or to monitor the conditions of wildfires. Armed with thermal imaging, drones can also be used to find victims in zero visibility conditions as well as locate hidden fire. Drones can even deliver needed emergency equipment across large geographic areas. The potential uses for drones in the field of emergency service are limitless.
ABC News produced a special story on emergency responder drones. The video can be seen below:
What are your thoughts on fire drones? Does your department already utilize drone technology?