Spaceflight has adverse effects on the human body that pose health risks to astronauts spending extended time in space missions. For clinical monitoring of astronauts and for in-flight biomedical research, laboratory instruments must be available in the spaceflight environment. Currently, no instrument has been shown to be capable of generating a white blood cell (WBC) count and differential during spaceflight to our knowledge, although this is a medical requirement of the National Aeronautics and Space Administration (NASA). We evaluated a compact hematology analyzer for compatibility with a zero-gravity environment. We performed analyses in reduced-gravity during parabolic flight. Herein, we describe our engineering evaluation and report the reduced-gravity validation data we collected. The hematology analyzer we tested met the basic requirements for use in spaceflight and should be capable of accurately measuring WBC parameters aboard the International Space Station.
Effects of Spaceflight on the Human Body
Conditions during spaceflight cause many adverse health effects in humans, including loss of bone density and muscle strength due to hypokenesis and altered cardiac function due to significant fluid redistribution. The risk of cancer also increases with prolonged radiation exposure. Recent evidence1–3 indicates that immune function is altered during spaceflight; causal factors may include crewmember stress, isolation, altered nutrition, and/or disrupted circadian rhythms. Also, microgravity may have a direct effect on T-cell activation due to altered trans-duction of intracellular signals.4Microgravity is defined as the near zero-gravity environment of low-Earth orbital spaceflight. While orbiting the Earth, gravity still exerts most of its downward force (surface, 9.8 m/s2; Earth orbit, 9.0 m/s2). However, beyond the influence of atmospheric drag, orbital flight balances the force of gravity on the spacecraft by an outward force created by the tremendous speed of the craft as it circles the Earth (∼27,359km/hr). This balance is defined as microgravity because it is not technically zero gravity (although objects still appear to float).
Crewmembers in spaceflight are also exposed to environmental dangers such as toxins that may accumulate in the closed environment and increased reactivation and shedding of latent herpes viruses.5,6 During Earth orbital flight, however, crews have remained in generally good health because countermeasures such as exercise, improved diet, and fluid intake offset bone and muscle loss to a certain extent. Immune system alterations during orbital flight do not usually result in clinical disease. However, the health risks associated with spaceflight generally increase as the mission length increases. One of the primary objectives of the International Space Station (ISS) is to investigate the medical consequences of prolonged spaceflight and develop and validate countermeasures necessary to enable deep-space missions beyond Earth orbit. A long-term goal of the United States space program is to develop heavy-lift rocket capabilities and crew vehicles that can enable exploration of near-Earth asteroids, the moon, and Mars.
Laboratory Instruments and Spaceflight
To enable medical monitoring of crewmembers and to perform basic clinical research, medical laboratory instruments are required aboard the ISS. However, very few laboratory instruments are currently deployed on the ISS because of technical constraints. The iSTAT Portable Clinical Analyzer (Abbott Laboratories, Abbott Park, IL) and a portable ultrasound imaging device have been flown successfully as scientific payloads. No other diagnostic medical instruments are currently available for use in spaceflight; most laboratory instruments are incompatible with spaceflight conditions. Most hematology analyzers and flow cytometers are large and heavy, have significant power requirements, use large amounts of reagents, and generate significant amounts of biohazardous waste. Instrument fluidics may be altered in microgravity; an example is the laminar flow/hydrodynamic focusing used in flow cytometers.7 These properties are potentially incompatible with spaceflight, although it should be possible to reengineer some laboratory instruments to achieve compatibility with spaceflight.8
Without clinical laboratory instruments, medical research onboard the ISS may be performed on specimens collected during flight but returned for terrestrial analysis. This pushes to capacity the storage space requirements aboard space vehicles returning to Earth, which have been extremely limited in the post-Shuttle era. Frozen samples can be collected at any time and stored on the space station before they return to earth for use. To return ambient, live blood samples, the samples can only be collected right before undock, and immediately returned. It is highly desirable to have instruments for in-flight medical and research requirements. To our knowledge a suitable instrument for measuring white blood cell (WBC) count or differential during spaceflight has not been identified. The ability to obtain a WBC count is an unmet National Aeronautics and Space Administration (NASA) medical requirement during space-flight9 because no available analyzer has been validated for use in the unique environment of spaceflight.
To be adaptable to spaceflight conditions, a laboratory instrument must be small, use minimal power, require little or no maintenance, use minimal liquid reagent, generate minimal liquid biohazardous waste, and have a mechanical design that is robust and vibration tolerant. It is desirable for reagents to be stable at room temperature for prolonged periods of time since refrigerated storage is severely limited. The user interface should be simple and intuitive, and analysis time must be rapid. Crew time in orbit is very limited; crews routinely perform several procedures at once. Most laboratory instruments do not meet these requirements.
Prototype In-Flight WBC Analyzer
Recently, a novel WBC/differential analyzer (WBC-DIFF) was developed by Hemocue, Inc. (Brea, CA, Image 1). This device is small (∼6.0 × 6.0 ×7.5 inches), can operate on battery power, and does not use liquid reagents. Instead, a 10-μl blood sample is aspirated into a cuvette containing a lysing reagent and a nuclear staining dye (Image 2). The cuvette is inserted into the instrument, and a charge-coupled device (CCD) camera captures an image of the specimen, producing a WBC and differential via nuclear morphology. The analysis takes approximately 3 minutes and 20 seconds. NASA occasionally uses commercially available equipment to support in-flight requirements, sometimes with no or minimal modifications. In most cases, commercially developed instruments have been extensively validated as a prerequisite for clinical use. Although designed for use in small laboratories and physicians’ offices, we identified the WBC-DIFF analyzer as being potentially compatible with spaceflight because it met most of the requirements previously described.
According to the technical specifications available from Hemocue, Inc, the instrument works within a range of 0.3 to 30.0 ×109 WBC/L; counts above or below this range generate an error message. The clinical validation of this instrument was described by Osei-Bimpong et al,10 who found that its results did not vary by greater than 5.0% versus an automated hematology analyzer (Beckman Coulter Inc, LH-750, Brea, CA). Linearity within the detection range was verified. The accuracy of the WBC-DIFF was validated using 500 blood specimens spanning the detection range; less than 10% deviation from the reference method was observed and no bias was evident at the low or high ends of the line arrange. The authors noted that artificially elevated WBC counts were observed in certain clinical conditions (eg, sickle-cell disease and thalassaemia major); the WBC-DIFF did not alert the user to these results.10
In 2012, we obtained a NASA Human Health and Performance Directorate innovation grant to the Immunology Laboratory of the Johnson Space Center, Houston, TX, to evaluate the WBC-DIFF for use in spaceflight. In this study, we purchased and evaluated a WBC-DIFF instrument, performed cursory validation to confirm the performance of the instrument, and undertook an engineering evaluation under spaceflight conditions, followed by a reduced-gravity evaluation aboard a NASA parabolic-flight aircraft.
Materials and Methods
Venous blood samples from healthy subjects were collected in ethylenediaminetetraacetic acid (EDTA) anticoagulant tubes and stored at room temperature until analysis. For the engineering evaluation, 8 test subjects participated in the confirmatory terrestrial comparative studies and 2 other subjects participated in the reduced-gravity evaluation. Parallel finger-stick blood samples were collected via lancet into WBC/differential microcuvettes (Hemocue, Inc.) according to the manufacturer’s instructions. Except where indicated (ie, in a sample-stability time-course study), all finger-stick samples were analyzed within 10 minutes of collection.
For the reference method, we performed analysis of venous blood samples in a College of American Pathologists (CAP)–certified clinical laboratory with a Coulter LH-750 hematology analyzer (Beckman Coulter Inc, Brea, CA). Test data were obtained by analyzing venous or finger-stick samples on the WBC-DIFF. The WBC-DIFF instrument generates an absolute WBC count and calculates percentages of neutrophils, lymphocytes, monocytes, eosinophils, and basophils.
Statistical analyses were performed by Stata IC software (version 12.1, StataCorp LP, College Station, TX) using the 2-tailed alpha and a threshold of statistical significance of P <0.05. We used the concordance correlation coefficient (ρ) reported by Lin11,12 to evaluate agreement among measurements of WBC, granulocytes, lymphocytes, eosinophils, basophils, and monocytes by the reference hematology analyzer and the WBC-DIFF device. We also evaluated agreement between analyses of venous blood and finger-stick specimens. We calculated the mean differences between measures taken with the WBC-DIFF device versus those taken using the reference analyzer, and between venous and finger-stick specimens; we report the 95% limits of agreement of these differences.13
Although extensive validation data for the WBC-DIFF is available from its manufacturer, we performed basic validation studies in our laboratory on the delivered unit. In venous blood samples, we found the results generated by the WBC-DIFF to be reasonably comparable to the reference hematology analyzer results for all measured parameters except monocytes (Figure 1). The statistical measures of concordance (SE) were as follows: WBC, .90(.07); granulocytes, .91(.07); lymphocytes, .87(.07); eosinophils, .94(.04); basophils, .60(.16); and monocytes, −.27(.18). Average differences (SD) between the reference and WBC-DIFF measurements were WBC: .11(.38); granulocytes: .25(3.20); lymphocytes: −3.63(1.06); eosinophils: .21(.70); basophils: .11(.30); and monocytes: 2.66(2.97). Using only the WBC-DIFF analyzer, we evaluated the concordance between venous and finger-stick blood specimens. The results of these studies are summarized in Table 1. The findings agree with a published report14 that demonstrated finger-stick blood is an acceptable sample type for complete blood cell (CBC) measurements. We evaluated the stability of specimens in filled cuvettes over time; this may also be an indicator of intra-cuvette precision. Using a finger-stick sample, the filled cuvettes were stable for approximately 30 minutes. Errors due to evaporation of specimen from the filled cuvettes became significant after longer periods. Cuvette stability data are presented in Image 3.
We performed an engineering evaluation of the WBC-DIFF for compatibility with requirements for flight hardware and the possibility of engineering improvements to size or power consumption. The instrument has minimal unused internal space (Image 1). On loading a filled cuvette onto the plastic holder, the holder is manually moved along a guide into the view of the CCD camera. During movement, 2 magnets hold the sample in place and then immobilize the sample in the view of the camera; we found this to be an optimal sample-handling method for reduced-gravity operations. For zero-gravity evaluations, we determined that only minor modifications to affix the cuvette within the holder were required, which we accomplished by simply adding adhesive material to the cuvette-holding area. We determined that no other engineering changes were required for our reduced-gravity evaluation.
Evaluation of hardware in reduced gravity is possible in a parabolic flight aircraft (Image 4). A NASA jet flies in a parabolic arc; a 30-second zero-gravity period is produced at the peak of the parabola, whereas a 2G force (twice the normal gravitational force) is generated at the bottom of the parabola. Many parabolic paths are flown in a repeated sequence to facilitate zero-gravity testing. In this evaluation, we successfully collected a series of finger-stick blood specimens into reagent cuvettes during the zero-gravity phase of the flight (Image 5). To determine whether the analyzer was sensitive to gravitational effects, we performed analyses during parabolic flight. However, because the instrument requires more than 3 minutes to generate a result, it was not possible to restrict analysis to within the zero-gravity phase of flight. Therefore, we initiated the analytical cycle at the beginning of a parabolic path and allowed the analysis to continue to completion (Image 4). The analysis took place during a series of 3 consecutive zero-to-2G phases, with no intervening 1-fold (ie, normal) gravity-contamination condition. We conclude that a successful operation, spanning zero-gravity and 2G phases of flight, indicates that the instrument (which was continually analyzing images during the 3-minute analysis period) is capable of functioning properly in either gravity condition. Data from 2 separate flights, with 1 test subject evaluated per flight, were collected. Control data at normal gravity was generated during level aircraft flight. Our data indicated that the WBC-DIFF functioned properly in normal, zero-, or 2-fold gravity conditions (Figure 2).
This study was the first evaluation of a hematology instrument for use aboard the ISS. The evaluation was necessarily limited because of the unique conditions under which the instrument would have to operate. Validation of a new instrument or method would be comprehensive, conforming to CAP or Clinical Laboratory Improvement Amendments (CLIA) standards. Typical validation studies involve hundreds of parallel measurements on both the candidate and the reference instrument, along with studies to establish a normal range, confirm the sensitivity and linearity of measurements, and assess potential interferences. A benefit of using commercial technology (in this case, an FDA-approved method) is that extensive validation studies have already been performed by the manufacturer. However, these validation data do not entirely replace in-laboratory validation of a new instrument in the environment where the instrument will be operated. The WBC-DIFF instrument was assessed for use aboard the ISS. It would not be feasible to deploy the instrument to the ISS and perform the full spectrum of validation studies to comply with CAP/CLIA requirements. The primary goal for this study was to conduct engineering and microgravity evaluations of this instrument to determine its suitability for use in spaceflight. We considered the instrument size, power consumption, vibration tolerance, reagent stability, and reliable function in microgravity. In this report, we cited existing validation data and performed a basic check of the analyzer. Limitations also exist regarding the availability and cost of the parabolic-flight microgravity evaluation opportunities: only 1 aircraft exists in the United States that supports this flight profile. Each flight consists of 30 parabolas, each containing approximately 25 seconds of microgravity time. Only 2 flights were available for this study, which was a severe limiting factor. Therefore, we developed an optimization strategy that allowed photographic and video recording of finger-stick sample collection during the microgravity phase for multiple operators. We collected microgravity and terrestrial hardware evaluation data for a single test subject on each flight. Although a normal terrestrial instrument evaluation would evaluate a significantly greater number of test subjects, we were able to achieve a successful microgravity evaluation within these constraints.
The recently developed WBC-DIFF hematology analyzer is miniaturized, robust, and has an appropriate amount of reagent storage to satisfy the requirements of space-flight (eg, microgravity compatibility, size, minimal power consumption). This instrument is available for clinical use in Europe; however United States Food and Drug Administration (FDA) approval is currently pending. In this study, a limited validation assessment versus a standard hematology instrument yielded mostly acceptable correlations; however, monocyte percentages measured by the evaluation unit were significantly different from measurements made on the reference analyzer (Figure 1). Studies are currently underway aboard the ISS to characterize space-flight-associated immune dysfunction. Currently it is not known whether specific cellular populations are altered in peripheral blood or have altered functional characteristics. Although it may be important to monitor all WBC subpopulations, use of the WBC-DIFF for measuring the WBC and certain differential parameters has value. Given the current absence of in-flight hematology capabilities, the parameters validated in this instrument would augment current capabilities. Before selection of the WBC-DIFF for spaceflight, we anticipate that FDA approval and a full validation of the differential capabilities of the instrument would be required.
Using the WBC-DIFF analyzer only, finger-stick samples produced results generally similar to those from venous blood samples (Table 1), in agreement with literature previously published study.14 As validated in the current study, the WBC-DIFF instrument is able to perform analyses in a zero-gravity environment (Image 2). For all parameters except monocyte percentages, we consider this instrument to be acceptable for use during spaceflight.
The primary goal of this study was to determine whether this WBC-DIFF instrument is capable of functioning in reduced gravity. NASA requires further engineering evaluations before actual deployment to the space vehicles, possibly including tests of radiation tolerance, electromagnetic emissions, release of any toxic compounds into the environment, and sensitivity to vibrations. Vibration tolerance is a particular concern in the launch phase of deployment. Modifications to any candidate devices may be implemented to improve performance in any of these areas of concern. For example, vulnerable components such as lenses and mirrors may be additionally secured, circuit boards may be coated, and heat transfer may be improved by ventilation or fans. The results of our evaluation indicate that the WBC-DIFF instrument is suitable for performing WBC counts and certain differential components aboard the ISS. The instrument is small, uses minimal power, and delivers rapid results. Reagents (ie, very small cuvettes) are stored in desiccated packaging and do not require refrigeration. Therefore, the reagents should be stable during the time frame required for space missions, and we would anticipate them to be relatively insensitive to increased radiation levels. Deployment of this analyzer would address a currently unmet need in orbit and enhance crew health and safety. It is appropriate to use the ISS as a test platform for development of this technology before its use on deep-space missions. Currently, the Human Health Countermeasures Element of NASA’s Human Research Program is investigating the requirements to flight certify the WBC-DIFF analyzer for a demonstration aboard the ISS.
The authors thank the NASA-Johnson Space Center (JSC) Internal Research and Development (IR&D) Program for funding this study, the JSC Clinical Laboratory for providing control data, and the JSC Reduced Gravity Office for facilitating the parabolic-flight opportunity.
International Space Station;
white blood cell;
National Aeronautics and Space Administration;
complete blood cell;
Clinical Laboratory Improvement Amendments;
Internal Research and Development


Available on Windows 10
Flightradar24 is an application that lets you know what is happening to a particular plane. It is only fully functional in the paid versions compatible with the Android, iPhone, iPad and even Windows Phone platforms. The free version is quite limited in terms of search capabilities.
Flightradar24 allows you to obtain all the information concerning a particular plane which you wish to take or which transports a member of your family. The application uses a very simple approach: it receives flight data directly from aircraft. This is possible thanks to automatic dependence surveillance-broadcasting technology or the ADS-B cooperative surveillance system, which is used by the majority of modern aircraft. ADS-B is a relatively complex and sophisticated system that allows pilots to obtain the latest weather and terrain updates, or other information. Planes equipped with ADS-B obtain their position information from a GPS network and transmit their position information with a host of other data to ATC or any ADS-B receiver on the ground.
With flightradar24, you can "zoom in" on almost any airport and see all the planes on approach, in flight, on departure, etc. You can also "click" on specific flights and get information about them, where they're headed, what type of aircraft is flying, flight time, etc. When searching by flight number, the user can see the position of the aircraft in real time and for flights already carried out (detailed statistics), including flight parameters at any point on the route .
Flightradar24 AB has already been published Flightradar24 on Windows 10. Click the button above to download.
To contact Flightradar24 AB, click the button below.


Tuesday, July 14, 2009
Failing at this Endeavour
On my return drive to Tampa yesterday, I joined fellow photographer Jeremy Allen to shoot the launch of Space Shuttle STS-127 at Kennedy Space Center. Thanks to a friend we were able to join them at the actual Space Center, just a few miles from the launch pad. Unfortunately, the evening turned in to the fifth launch cancellation due to weather.
To try and get the tightest photograph possible, I put a 2x teleconverter on my 300mm/2.8 lens and used the Nikon D3's high speed crop mode. The 300 mm lens was then an effective 900mm lens but, unfortunately, the teleconverter severely compromises the sharpness of the image. The solution will involve trying to get a press credential for a future launch. Ideally, a shuttle launch before NASA scrubs the program in May of next year.


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Copyright© 1999, Douglas Alberg.   Photographed July, 1999
The United States provided Russia with medium bombers, fighters and transports under the Lend-Lease Act during World War II, but would not provide heavy bombers. The Soviets had very little heavy bomber capabilities and no near-term prospects of developing a modern four-engine bomber.
Since the Soviet Union was not at war with Japan until August, 1945, they confiscated all American aircraft that made emergency landings in Russia prior to that time. The first aircraft to be seized was a B-25 that flew in the Doolittle raid on Tokyo in April, 1942. A total of three B-29's were confiscated, all in 1944:
On July 29, 1944 Ramp Tramp, a B-29-5-BW serial number 42-6256, was unable to return to its base after a raid in Manchuria and landed in Vladivostok.
On November 11, 1944 The General H.H. Arnold Special, serial number 42-6365, was damaged during a raid against Omura on Kyushu was forced to divert to Vladivostok
On November 21, 1944 Ding How, serial number 42-6358, also landed in Vladivostok.
In January, 1945 the crews of these aircraft were quietly returned to the U.S. via Teheran, but their aircraft stayed behind.
After flight tests of Ramp Tramp, Stalin launched a program to exactly duplicate the B-29 on June 22, 1945. The aircraft was initially called B-4, but was soon renamed Tu-4 after Andrei Tupolev became manager of the project.
Though the order was to produce an exact copy, there were practical difficulties in doing this. In the end, several concessions were made to enable the use of Soviet designs. These included the use of Soviet NS-23 canons instead of American .50-caliber machine guns. Shvetsov ASh-73TK engines replaced the original 2,200HP Wright R-3350 engines. These were a soviet copy of earlier Wright engine designs that had been acquired under license from the U.S. They were supposed to have slightly greater horsepower, but initial versions did not perform as well as the R-3350.
In order to appear to comply with Stalin's orders, Tupolev ensured that obvious features of the Tu-4, such as the interior paint scheme, were identical to the B-29. Even a repair patch was duplicated from the original B-29. In less obvious ways, the aircraft was different. For example, the Tu-4 used metric units, as machinery used to manufacture components and materials were calibrated to metric units. Since the B-29's 1/16" aluminum skin would have required an impractical 1.5875 millimeter thickness in order to be an exact duplicate, a skin of varying thickness between .8 and 1.8 millimeters was used instead.
The General H.H. Arnold Special was disassembled at the Central Aerodrome in Moscow. Ding How was grounded as a reference aircraft and Ramp Tramp remained flyable. Ramp Tramp's engines were replaced with ASh-73TK's to make the aircraft more maintainable and it remained in-service for nine years.
Each of the B-29's 105,000 components had to be reverse-engineered by various design bureaus in Russia. There was difficulty producing the large tires and landing gear, so agents were sent to the West to purchase them on the surplus market. In the end, the Tu-4 was only one percent heavier than the B-29.
When disassembling the General H.H. Arnold Special, a plaque next to the bombardier's seat was found. It said:
The first Tu-4's were produced on-schedule in 1947, less than two years after the project began. Its maiden flight was in May, 1947 and its first public display was on Aviation Day in August, 1947. Western visitors who saw the Aviation Day demonstration became aware of the Tu-4 at this time.
Tu-4 had many problems initially (as did B-29's), but these were resolved over the years. The Tu-4 become operational in 1948. In the early 1950's, a number of Tu-4's were sent to China. A total of 845 Tu-4's were produced.
In May, 1947 Ramp Tramp was the mother ship to the rocket-powered Samolet 346. This was the product of a German experimental project called DFS 346. The Soviets reportedly captured the DFS 346 in 1945 and built the Samolet 346 using German scientists and a German test pilot.
On October 18, 1951, a Tu-4 dropped the first Soviet atomic bomb to be delivered by air.
Several variants of the Tu-4 were made. An experimental tanker was developed in 1952. An experimental low-wing passenger version of the Tu-4 named the Tu-70 was also built and flown but never saw production.
The Chinese replaced the engines with turboprops and created their own variants, including an early warning and electronic countermeasure aircraft and a craft for launching drones. These were reportedly in-use as late as 1968. An example of each of these two aircraft is on display at the Chinese Aviation Museum outside of Beijing.
By 1954, Tu-4's were beginning to be removed from military service and the Ramp Tramp was scrapped this year. The Tu-4 at Monino is the most original remaining example. The two turboprop Tu-4's in China are the only other known examples on display that I am aware of.


AIRWAY HEIGHTS, Wash. — Fairchild Air Force Base is planning a flight on Friday morning with an all-female crew.
The flight celebrates Women's Heritage month.
Fairchild's six-person crew will fly a KC-135 on a training mission to Joint Base Lewis-McChord. Two crew chiefs, two pilots and two boom operators will be aboard the plane.
"It's really cool because, even though women are in every facet of the Air Force, it's not every day that we get a bunch of female air crew and ground crew together," Major Emma Steinbar said. "Actually in the 10 years flying a tanker, I've never been on an all female flight."
This will be a first for Major Emma Steinbar. Chief Master Sergeant Andrea Inmon said she's already been a crew member on a few other all-female flights.
"It's always just a lot of fun to go fly with an all women crew and just get to know each other as a team and what we bring to the fight," Inmon said.
Inmon said the flight should symbolize to other women that anything is possible when you just work hard.
"I never thought when I came into the Air Force that I would've had this opportunity," Inmon said. "A little about me-- I came in 18 years old joined the Air Force by basically looking at an airman's magazine it had a 135 refueling a B-52. I thought oh I want to do that and it's my senior year!"
Steinbar said she's proud to have these opportunities as well.
"I'm proud that I live in and grew up in a time where there was no ceiling and I could pursue whatever career I wanted and there were no gender challenges when it came to that," Steinbar said.


Pakistan International Airlines is the first airline to fly Boeing 747, the biggest and luxurious plane of its time with a capacity for carrying 500 passengers.
All 747 planes used by the PIA for a quarter of a century have now been grounded.
According to sources, just recently PIA has grounded one of it’s aircraft (747) which has been turned into a beautiful dining hall by the Airport Security Force (ASF), giving it a look of a spacious, high-end restaurant.
The space was given to the ASF by the Civil Aviation Authority (CAA) free of cost, which was turned into a park by the ASF.
The grounded 747 AP-BFV was also given by the PIA to the ASF free of cost.
The spacious upper deck of the Boeing 747 has been equipped with simple yet beautiful furniture i.e tables, chairs and comfortable sofas.
However, from the cockpit, one can see the scenic view of the park, where the plane is parked – near the ASF headquarters at the Karachi airport.


The Palm Springs Air Museum is celebrating a significant milestone with a major addition to its fleet, showing just how important the organization has become to the multiple communities it serves.
The arrival of a Boeing B-17G, converted in the 1980s to represent an “F” model and used in the movie “Memphis Belle,” was celebrated Saturday, as the crew flying the “Movie Memphis Belle” (MMB) aircraft landed safely and was immediately doused with champagne.
Saturday’s event marked the latest arrival of a series of historic aircraft now at the museum, which is celebrating its 25th anniversary this year. Combined, more than 75 static and airworthy historic aircraft — commonly referred to as warbirds — are on display at the museum. Some are available for rides.
It also marked a significant moment for the organization, whose founder, Bob Pond, was a driving force in the warbird community. Pond passed away in 2007, but his vision of expanding the museum’s flying fleet never faded.
“We took that vision seriously,” wrote Museum Vice Chairman Fred Bell in a statement Sunday. “Our challenge was that while it’s a clear goal – the details were not that simple. We had to ‘get the band back together’ and form a new team of folks that would get us there.
“It was fitting that a few days after our Twenty-Fifth Birthday, the B-17 ‘the Movie’ Memphis Belle has joined us as we continue our journey of flight to support Bob’s vision.”
Today, the museum is recognized as one of the finest of its type, welcoming thousands of visitors annually to see the warbirds and learn world history in four climate-controlled hangars totaling 86,000 square feet, and an additional 40,000 square feet outside on the tarmac.
“We began simply enough with a Stearman,” Bell said. “Over time, we got used to handling aircraft movement. The next step was to bring back Bunny, our P-51. Things got more complex, but we forged forward. Each aircraft brought new challenges and rewards. We added riders to the planes and event flyovers.
“In a way, we have returned to where we started all those years ago flying multiple aircraft to inspire future generations in the magic of flight and the wonder of what can be.”
The aircraft was previously located at the National Warplane Museum in Geneseo, New York, where it resided starting in 2016. While there, the plane underwent four propeller overhauls, two engine overhauls, and countless hours of additional maintenance and upkeep. The original Boeing B-17F Flying Fortress, known as Memphis Belle, is on display at the National Museum of the United States Air Force in Dayton, Ohio.
The motion picture Memphis Belle is a fictionalization of the 1944 documentary Memphis Belle: A Story of a Flying Fortress by director William Wyler, about the 25th and last mission of an American Boeing B-17 Flying Fortress bomber based in England during World War II.
Plans for the aircraft in Palm Springs, including whether it continues to fly, are still being evaluated and will be announced at a future date.
More information: The Palm Springs Air Museum is located at 745 North Gene Autry Trail and is open every day from 10 AM until 5 PM, except for Thanksgiving and Christmas. Complete details on admissions, programs and more, can be found here.


Photo Credit: NASA
Apr. 11, 1970: Apollo 13 launched into space!
Watch historical footage of the astronauts and control center in the short documentary Apollo 13: Houston, We’ve Got a Problem, in NASA: Years of Glory, available through American History in Video.
Read a New York Times account on April 19th, 1970 of the “most hair-raising mission in the short history of space flight” in “Three Came Back as the World Held Its Breath,” available in ProQuest Historical Newspapers.


Of all the stupid things written about Africa in the British press, the recent fussing about space programmes is among the stupidest. If you’re lucky enough not to have come across the story, it concerns countries that receive development aid from Britain and also have space programmes of one kind of another. Outrageous, say UKIP, the tabloids and the anti-aid brigade.
“If a foreign government has enough cash to invest in an ambitious space programme,” says Matthew Sinclair of the ubiquitous Taxpayers Alliance, “it should not expect to be receiving cash from the UK which is earmarked for helping the world’s poorest.” Tory MP Philip Davies joins in: “We have got to say to these countries ‘you have got to spend that money on your people where it’s most needed not on some grandiose space programme’.”
There are a couple of assumptions here. One is that these schemes are ‘grandiose’ or ambitious. The second is that they won’t do any good for the poor. Neither of those things is necessarily true.
First, despite the tabloid talk of ‘joining the space race‘, these are generally not vanity projects. Most often we’re talking about astronomy programmes at African universities, taking advantage of the continent’s clear skies. If sending anything into space is involved at all, it’s satellites, not space missions. Usually the satellites are carried on other countries’ rockets, such as China’s or Russia’s. The main focus of space initiatives is often academic, aimed at developing local engineering expertise and encouraging science and innovation.
“Space programs in Africa are not focused on getting men in space,” says Professor Nithaya Chetty of South Africa’s space agency. “African governments are finally coming around to understand the critical importance of science as an instrument for development. Training in astronomy, and training in computing and engineering leads to skills that are very wide ranging and are transferable to other disciplines.”
Some of the countries being talked about have space programmes, but we shouldn’t read too much into the idea. Kenya is a leader in astronomy, but in terms of actual spacefaring ambitions, it has a disused Italian launchpad off Malindi that it would like to renovate as a commercial venture. Ghana’s Space Science and Technology Centre did launch its first ‘satellite’ this year, but it was the size of a coke can, built by students and was launched by weather balloon as a demonstration project.
The Daily Mail was being particularly disingenuous in its tutting about Uganda this week. The very same paper ran a story poking fun at Uganda’s ‘space programme’ two years ago, under the headline ‘Not exactly NASA!’. The Ugandan space project is run by volunteer enthusiasts, and suggesting Uganda doesn’t deserve our aid because of it is self-serving nonsense.
Secondly, satellite programmes can help the poor. Many parts of Africa, especially deeper rural areas, are badly connected and in desperate need of infrastructure. Satellite technology can open up communications to those regions far more cheaply than attempting to cable them all. This improves governance too, with governments able to keep in contact with the further reaches of the country.
Satellites can play a role in monitoring droughts, pollution, desertification and natural disasters. One of Nigeria’s satellites relays images of natural disaster zones to relief agencies, and was used to study malaria vectors. They can keep an eye on conflict zones and border disputes and track the movements of rebel forces, as the Satellite Sentinel Project does in Sudan. Now, that particular satellite project was set up by George Clooney and friends, so that’s obviously okay. If an African country had launched it, would it be a luxury vanity project that could have been better spend on the poor? Of course not.
Then there are agricultural and weather forecasting applications, global positioning and mapping technologies, data gathering and climate monitoring. Africa will benefit from all of these things, including the poor. Investing in these technologies is not an either/or decision between satellites and sanitation, any more than Britain has to choose between doing something about youth unemployment and supporting our own Space Agency.
British taxpayers’ money isn’t going towards space programmes in Africa, though plenty of our aid money does go astray, I’m sure. And I’m sure that some developing world space projects are nationalist ego projects with budgets that could be better spent elsewhere. But satellite technology is important and everyone has a right to it. We should celebrate African universities contributing to our knowledge of astronomy, providing Southern hemisphere platforms for space observation, and playing an active role in the advance of science.
Nigeria is even training the first bona fide African astronaut. Great. What could be a better symbol of a rising Africa?


Nearly our entire group opted to take a scenic flight over the delta. We would be camping in the delta for two days, swimming in its shallow pools and navigating its twisting arteries by dug-out canoe, but as an introduction to the area, we could choose to fly over it first. At around £150 for an hour flight, it seemed like a good deal. In the little airport in Maun we handed over our credit cards and our passports, then were shuttled six at a time to tiny airplanes basking in the heat on the runway.
I could tell we were all a bit nervous; small planes have a tendency to do that to even the bravest souls. We took off, quickly leaving the the small city of Maun behind us. Within minutes, the delta appeared, verdant and alive, a contrast to the dusty ground we had spent the last few days learning. The water fanned out below, snaking its way through the lush landscapes. It seemed to go on forever, this vivid green against the blue of the sky.


From Yahoo News – Twenty years ago, space shuttle Challenger blew apart into jets of fire and plumes of smoke, a terrifying sight witnessed by the families of the seven astronauts and by those who came to watch the historic launch of the first teacher in space. The disaster shattered NASA’s spit-shined image and the belief that spaceflight could become as routine as airplane travel. The investigation into the accident’s cause revealed a space agency more concerned with schedules and public relations than safety and sound decision-making.
I remember where I was when this happened – do you? A flashpoint moment. A tragic loss and hard to believe it was 20 years ago already. Man, sometimes the realization how quickly time passes sneaks up and squashes you. This is one of those moments.


The used ultralight planes for sale have been kept in mint condition with most of the aircraft kept in hangars. All the used ultralights for sale online include drifter’s, aero tucan’s and quick silver sport model microlights to name but a few and nearly all the second hand planes have low flying hours on them.
There’s something really great in buying a used ultralight plane and flying as free as a bird through the air. The joy of flight can be experienced in these aeroplanes and they are especially popular for those who have never flown before and are trying their hand for the very first time. The history of these aircraft tells us that years ago many people were looking for affordable ways to fly. Because of this many lightweight, slow flying aeroplanes were built by aviation companies. These airoplanes are what we now call today microlights or ultralight planes and many are for sale over the Internet.
These ultralight planes have to go through strict safety regulation tests and certification requirements vary from country to country with the UK being amongst the strictest in this regard. There are some countries however that the safety regulations do not exist and in these places ultralights are considered normal aircraft.
Different countries also name these aeroplanes different things and in some places you will find people calling them ultralight planes while in other places they will call these aircraft microlights. Whatever you want to call these flying machines is entirely up to you but rest assured if it is used ultralight planes for sale that you are looking for then online is the place.


At last the first human-made object reached the interstellar space.... Voyager 1 is going far away from us and crossed the influence of SUN and continuing its mission after 35 years of its launch.... Great jump by NASA...
Check this link to know about the positions of Voyager 1 and Voyager 2 with distance from Earth: http://voyager.jpl.nasa.gov/where/index.html
The 36-year-old probe is about 12 billion miles (19 billion km) from our sun. New and unexpected data indicate Voyager 1 has been traveling for about one year through plasma, or ionized gas, present in the space between stars- Reported Officially by NASA [http://www.nasa.gov/mission_pages/voyager/voyager20130912.html]
NASA's Voyager 1 spacecraft was launched in September 1977 and flew by Jupiter and Saturn before continuing on toward interstellar space. NASA's Voyager 2 spacecraft also flew by Jupiter and Saturn and went on to explore Uranus and Neptune. It is still the only spacecraft to have visited those outer planets.


The House of Representatives Committee on Aviation will on Tuesday, October 20, 2020, begin a process of amending the Civil Aviation Acts 2006 with a three-day public hearing on the six Executive Bills transmitted to the National Assembly for legislative action.
The Bills are seeking to amend certain aspects of the Acts establishing the six agencies being superintended by the Federal Ministry of Aviation.
The agencies include Nigerian Civil Aviation Authority, NCAA, Federal Airports Authority of Nigeria, FAAN, Nigerian Airspace Management Agency, NAMA, Nigerian College of Aviation Technology, NCAT, Zaria, Air Accident Investigation Bureau, AIB, and Nigerian Meteorological Agency, NIMET.
The Chairman House of Representatives Committee on Aviation, Hon. Nnolim Nnaji noted that the aviation sector as a dynamic industry requires constant review of their enabling status to ensure that the country keeps to standard.
Hon. Nnaji, therefore, appealed to the critical stakeholders and the members of the public especially the frequent air travellers and aviation community to make time to either attend or send well-articulated memoranda that will guide the legislators in amending the Acts.


Airline jobs once inspired respect and envy. But at Los Angeles International Airport about 100 airline employees - from mechanics to pilots - are living in mobile homes parked just yards from one of the busiest runways in the world.
BBC News link here: http://news.bbc.co.uk/2/hi/americas/8186690.stm
This story of mechanics and pilots living under the planes they fly is really quite depressing, and quite Ballardian. The article details how the dream of flying, the mystique and chic, have been stripped away. These men who followed their dream have found nothing at the end of the road.
Bob Poster, airline pilot, even looks like a Ballardian hero/anti-hero:


2 edition of FAA Private Pilot Practical Test Study Guide 1996 found in the catalog.
FAA Private Pilot Practical Test Study Guide 1996
by Jeppesen Sanderson, Inc
Written in English
|The Physical Object|
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As indicated in the ACS FAQs on the FAA .Private Pilot FAA Practical Test Study Guide, Jeppesen Staff, Jan 1,Air pilots, pages. This study guide carefully parallels the FAA Areas of Operations and Tasks in the Private Pilot File Size: 91KB. Private pilot study guide 1. Private Pilot Study GuideAcronymsRequired pre-flight action () Required documents on board ()Notams Airworthiness .


The space race demonstrated that the soviet union and united states from sputnik to the lunar landings, the space race represented one. The soviet success raised a great deal of concern in the united its first satellite on a four-stage juno i rocket derived from the us. The story of the race into space is marked by the greatest superpower the subject of the space race between the us and the ussr through the moon.
On the anniversary of the first woman going to space, a look at why russia beat among 400 applicants, she was selected for both her physical qualifications some said tereshkova was just a space race publicity stunt. Space race had begun with the ussr's launch of sputnik in 1957, and antagonism between the usa and the ussr between the end of. The space race was the competition between the ussr and the united states it took place during the time of the cold war it lasted effectively from around 1957. Both the us and the soviet union employed german scientists to help them win the race to space | the making of a nation it launched a satellite from cape canaveral, in the southeastern state of florida this satellite.
The bumpy us-ussr relationship in the years between 1957 and 1991 when he was preparing to retire from the soviet space program. The space race between the united states and the soviet union during the 1950's and 60's is indeed a major landmark in the history of technological feats. The space race begins it is 1957 and the us and the soviet union are locked into the cold war the soviet union has just launched the world's first satellite,. Space race describes the us-soviet space rivalry and its aftermath, from the military origins of the space race, through the race to the moon and the. Typical space race narratives focus on the competition between the united states and the soviet union to land a man on the moon in the 1960s.
While committing the united states to winning the moon race, president kennedy also no positive reply from the soviet union was forthcoming, however. The space race between the united states and soviet russia was one of the greatest rivalries of the 20th century from 1955 to 1972 these. Eisenhower's sputnik moment: the race for space and world prestige the soviet union's successful launch of its first space satellite, sputnik, tested space was the next unexplored realm and the united states had not been the first one mieczkowski argues that political pressures ranging from the gaither report to. A competition between bitter cold war rivals, the soviet union and the united states, the space race involved the fight for supremacy to put. In 1961, the united states was at “war” with the soviet union between in response, the united states government forms their own space program under the.
For over a decade, both the soviet union and the united states funneled significant from a us vantage point, the space race culminated in the first moon. What came to be known as the soviet/american space race was born of these competition developing between the united states and the soviet union. Post world war ii, the space race between the united states (us) and the union of soviet socialist republics (ussr) was a tipping point in. The “space race” was a cold war competition between the united states and the soviet union to develop aerospace capabilities, including artificial satellites,. For many years, the usa and ussr were in a race to conquer space in 1957, russia sent sputnik, the first artificial satellite, into space president kennedy responded by this clip is from: see you see me, space quest first broadcast: 16.
In december, the united states made its first attempt at a satellite launch that the cold war competition between the soviet union and the united states would . Space race propaganda: usa vs urss the communications departments from both the soviet and the american blocs worked just as hard. Paved the way for the launch vehicles that would fuel a space race between the soviet union and the united states the space race was then followed by an . Find out more about the history of the space race, including videos, the us competition with the ussr for technological dominance spurred the us saw the launch of apollo 8, the first manned space mission to orbit the moon, from.
With the soviet sputnik success, us space engineers were under pressure aeronautics and space administration (nasa), the us space program had and advances in computer technology helped control both flights from start to finish. Kids learn the history of the space race during the cold war a race between the united states and the soviet union to put a man on the moon.


AERO FLYER INSTITUTE's Fan Box
Dengan berubahnya dan meningkatnya mode transportasi masyarakat menggunakan transportasi udara beberapa tahun terakhir ini, maka dunia penerbangan pun terus berkembang, Pilot-pilot pun terus dibutuhkan guna menunjang perkembangan transportasi udara tersebut.
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**updated 2017/05/30 This is a pre-order! Pre-order models will start shipping next week. Current pre-order will be shipped around mid-August.
**FREE delivery on Flares during Pre-order!!!! Don't miss it!
The next step in the F3K evolution, Flare is the first DLG to use leading edge flaps in combination with the standard flaperons, resulting in a flight envelope never before seen on a DLG. Raise the leading edge flaps (LEF) for a clean high-speed airfoil, and lower the LEF and flaperons for a highly undercambered airfoil with turbulation on the top surface for high-lift and high-stability flying.
With the LEF and flaps raised, the wing is in its lowest-drag configuration, perfect for launching and acceleration in flight. Lower it slightly for cruise with incredible L/D and a super flat glide ratio. Lower it further with the maximum camber settings, and you will experience the most stable and easy to fly DLG you have flown... It just does not stall or fumble around even if you are flying too slow or if the air is turbulent! In this setting, you will almost feel like you are flying a high-dihedral Rudder-Elevator model in calm conditions.
The fuselage is designed with a stroke of madness and genius, we'll let you decide what's what! All 5 servos (5th servo is to control the LEF) is glued directly to the bottom of the internal fuselage, with full and easy access for installation and maintenance. The battery slips into the fuselage through a hole on top, and the receiver is installed either inside the fuselage behind the battery, or on the bottom of the inner fuselage behind the servos. Ballast is slipped in through the hole on top of the inner fuselage. Pushrods run directly from the servos to the control horns outside of the internal fuselage, everything is in sight and easy to manipulate, no more assembly headaches! Once the wing is bolted on and pushrods are attached, slip on the revolutionary back cover, and lock down everything by slipping on the nosecone. Every mm is optimised for space, yet everything is out in the open so easy to access when required.
Flare is constructed in of over 20 pieces of precision CNC-milled aluminum moulds, with solid core wings and tails. The wing is made up of the main wing with pre-faced flaperons, moulded in one piece. The LEF are each separately moulded before assembling it to the main wing, allowing each part to be fully enclosed with carbon fibre for maximum strength and stiffness. If you have a mid-air in a contest and damage the leading edge of your wing, you can change out your damaged LEF for a new one on the spot within minutes!
The Flare is a completely new animal in all aspects: design, construction, and flying behaviour. Without a doubt, this will satisfy those who are always looking for the leading edge of DLG technology and innovation.
- Light layup: CW20 main wings, CW20 LEF. Wing weight ~95-100 grams. AUW ~220 grams.
- Standard layup: CW40 main wings, CW40 LEF. Wing weight ~105-110 grams. AUW ~230 grams.
- Strong layup: A-spread 62gsm main wings, A-spread 62gsm LEF. Wing weight ~120-125 grams. AUW ~245 grams.
- Total length: 1006 mm
- Wing area: 19.7 dm^2
- Wing airfoils: Valkyrie series
- Wingspan: 1497.4 mm
- Horizontal tail area: 2.09 dm^2
- Horizontal airfoils: Valkyrie series
- Horizontal tail span: 334 mm
- Vertical tail area: 2.00 dm^2
- Vertical airfoils: Valkyrie series
- Vertical tail span: 228 mm
- Light layup: <30g
- Standard layup: 30-60g
- Strong layup: 60-90g


SIMBA Chain’s solution will enable the 3D printing of aircraft parts, supported and secured by blockchain technology
Cloud-based smart contract-as-a-service platform SIMBA Chain announced yesterday that it had been awarded a Small Business Innovation Research (SBIR) Phase I grant by the US Air Force Rapid Sustainment Office (AFRSO) to print sophisticated aircraft parts.
In collaboration with Steel Modular, Inc., SIMBA Chain will provide AFRSO with mobile 20-40 foot disposable containers, each one containing a metal and fibre additive 3D manufacturing facility. The containers can be climate-controlled and transported anywhere, and will use advanced 3D printing to manufacture, test, and deploy replacement parts for aircraft and weaponry.
The solution is part of the Department of Defense’s and the US Air Force’s goal of transitioning engineering practices to digital engineering, and all critical information and conversations during the manufacturing process will be secured on the blockchain. SIMBA Chain could also receive a further $1 million in a Phase II grant if Phase I is successful.
CEO of SIMBA Chain, Joel Neidig, explained, “At the heart of this project is enabling and safeguarding the digital supply chain and that’s exactly where SIMBA Chain flexes its muscles. Our blockchain technology ensures data integrity and protects against tampering of intellectual property and communications. Sophisticated hackers are a very real threat and deploying SIMBA Chain globally and on a distributed, decentralized basis, provides an unhackable barrier and protects supply chain governance.”
The project will speed up the turnaround time for producing new parts from months to days, and will also mean that older planes can remain serviceable, even if replacement parts for them aren’t commercially available.
The immutable, transparent, and verifiable nature of SIMBA Chain’s blockchain platform makes it ideal for a range of Department of Defense and other projects. So far, over 4,300 organisations use the platform and it hosts more than 2,300 applications.
Other use cases for SIMBA Chain’s technology include tracking solar energy, providing an early warning system for a chemical manufacturing supply chain, adding accountability to child support, and creating better housing records.
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Aviation International News(01-01-2006)
New Engine Technology
By Thierry Dubois
New aircraft designs boost engine demand
Demand for lower fuel consumption, more power and improved reliability keeps
engine manufacturers constantly renewing their market offerings. Simultaneously,
the growing number of aircraft models on the market, due to both the emergence
of the very light jet (VLJ) segment and the numerous derivative designs aircraft
makers are marketing, demands an ever expanding range of engines.
In its business aviation outlook, Honeywell Aerospace forecast deliveries
of as many as 745 new business jets last year, up from 589 in 2004. This
year deliveries are expected to exceed 800 for the first time in industry
history. Of course, that translates into record numbers of engine deliveries,
Williams, for example, told AIN it delivered “more than 300 general aviation
turbofans” last year and plans to deliver “more than 400” this year. Rolls-Royce
also delivered high numbers of corporate aircraft engines, with 133 BR710s
(for the Bombardier Globals and Gulfstream G500 series) and 56 Tay 611-8Cs
(for the Gulfstream G350/450). GE delivered 76 CF34-3B engines for the Challenger
604 last year and expects to deliver the same number both this year and next.
P&WC, which did not separate engine deliveries by category, told AIN
that it delivered “more than 2,000 engines” last year. This year, it plans
to double post-9/11 production–a low of 1,200 engines.
In the helicopter segment alone, Rolls-Royce delivered 334 Model 250s last
year and plans to deliver 400 this year. Turbomeca told AIN that it expects
to deliver 930 helicopter engines this year, up from 650 last year, when
it delivered approximately 80 Makilas, 140 Arriuses and 430 Arriels. “However,
those figures include some military applications for our civil engines,”
said Charles Claveau, Turbomeca’s director of helicopter engine programs.
After deliveries of 40 CT7 turboshafts last year, GE is planning 42 for this
Predictions for the Near Term
What about market trends? “The helicopter market is generally in good shape.
The market for civil helicopters remains steady and may benefit from additional
parapublic orders as a result of its high-profile roles in recent disaster-recovery
operations; the high price of oil is also driving offshore demand,” according
to Rolls-Royce. GE’s Harry Nahatis, director of turboshaft engine sales,
agreed. “High oil prices are encouraging exploration by oil companies,” he
Turbomeca’s Claveau sees the market growing until 2008 or 2009. “We expect
this year’s orders to equal those of last year. However, our increasing delivery
numbers are due to the market shares we earned, more than overall market
growth,” he said. He added that the demand is strong in emergency medical
services and that “India and China have huge needs.” Generally speaking,
“the helicopter industry wants to bring its safety record up to that of the
airlines, which implies some renewal of the world fleet of rotorcraft,” he
Rolls-Royce put a figure on its predictions for the helicopter market over
the next three years: “A flat but steady market, with 1 percent growth per
year or so.” Competitor P&WC is experiencing “a considerable upturn”
in its helicopter business, which has been “very strong” this year and is
predicted to continue at this rate of growth.
For all three engine categories–turbofan, turboprop and turboshaft– P&WC
executives see an international market that is “buoyant again.” They note,
“Most of our customers have healthy order backlogs, so the market should
show solid growth for at least the next few years. Beyond that, who can say;
it is a cyclic industry depending heavily on corporate profits and overall
Nonetheless, with its PW600 turbofan line powering three of the in-development
VLJs–the Cessna Citation Mustang, the Eclipse 500 and the Embraer Phenom
100–P&WC is looking forward to “rapid continued growth.” The PW600 will
enter production early this year.
According to Newtown, Conn.-based Forecast International, “Pratt & Whitney
will be the major bene- factor of [the new VLJ] class of aircraft by providing
its PW600 series turbofan.” The market research firm sees that category of
engines stimulating the turbofan engine market.
“These engines, lumped into the 0- to 70-seat aircraft segment, will see
a 50-percent increase in production during the forecast period–from 1,997
in 2005 to 3,110 in 2014,” said Aero Gas Turbine Analyst Will Alibrandi,
author of a late-2004 study.
Charles Blankenship, general manager of GE’s small commercial engine operation,
sees “a steady to improving market volume due to the expectation of continued
strong corporate performance.”
In stark contrast to the picture a decade ago, turboprops are facing tough
competition from small turbofans and even, at the lower end of the spectrum,
from diesel engines. However, according to Forecast International, “As the
requirement for larger turboprop engines grows, we can look forward to manufacturers
adapting other designs, particularly turbofans, for turboprop variants.”
Forecast International predicts that during the 2004 to 2013 time period,
the market for turboprop engines will remain strong, with production of 9,538
engines worth $7.8 billion.
New Market Entrants
So business aviation is thriving, helicopters are enjoying a healthy market
and the choice of engines available to aircraft manufacturers has increased
significantly. In the last decade, P&WC alone has developed some 45 engines.
However, in a striking difference from the aircraft manufacturing industry,
the number of new entrants in the engine field is much lower. Excluding the
established OEMs, there are only two other companies making engines.
In 2004 GE and Honda established their joint venture, GE Honda Aero Engines,
to develop and market the HF118 in the 1,700-pound thrust class. The HF118
engine has recently benefited from several technical improvements (see turbofan
story page 38) to make the engine attractive to VLJ manufacturers. Although
the engine lost to P&WC in the contest to power Embraer’s new small jets,
GE and Honda are continuing their cooperative effort. The 50/50 joint venture
foresees annual sales of at least 200 VLJs.
In France, start-up company Price Induction is striving to ground-test its
first 560-pound-thrust turbofan, the DGEN 380, in a few weeks (see turbofan
story page 38). The 12-employee enterprise is aiming to enable the creation
of a new class of light aircraft–in short, a Cirrus with turbofans. “P&WC’s
PW600 line is made for small business jets, whereas our engine will fit enhanced
general aviation airplanes,” Bernard Etcheparre, the company’s founder and
CEO, told AIN.
Less capable than the Eclipse 500, Adam A700 and so on, such a light aircraft
would also be less expensive. The DGEN 380 will be suited for a 250-knot
cruise speed and a 12,000-foot cruise altitude. “Instead of $200 to $250
million for a current VLJ, the aircraft’s cost of development would be in
the $30 to $35 million range,” Etcheparre predicted. That would yield a $650,000
to $700,000 price for the finished airplane. The engine will sell for $106,000.
Etcheparre believes pilots upgrading from piston singles to DGEN-powered
jets would find a speed advantage without the need for a dramatic advance
in flying technique.
But Price Induction is pursuing more than just the owner-flown aircraft market.
“The air-taxi concept, if successful, will be better addressed by the kind
of aircraft we are working on than other, bigger ones,” Etcheparre asserted.
Have any aircraft manufacturers ordered DGEN engines? “Several are interested
in it and did come to our design offices in Anglet, in the southwest of France,
and all said, ‘Run your engine first!’” Etcheparre said.
Agilis Engines, once a contender in the small turbofan market, failed to
find an application for its TF1000 engine line after the original Safire
S-26 project was shelved in 2002.


ORLANDO, Fla., Nov. 24 (UPI) — SpaceX launched one of its Falcon 9 first-stage boosters for a record seventh time Tuesday night as the company launched more of its Starlink satellites from Florida.
The 16th batch of 60 satellites headed toward orbit at 9:13 p.m. EST from Launch Complex 40 at Cape Canaveral Air Force Station.
The launch marks the 100th such mission for a Falcon 9 rocket, and boosts the number of Starlink satellites in orbit to more than 900.
A risk of rough seas in the Atlantic Ocean, where Elon Musk’s company wants to land the booster on a droneship, prevented the launch on Monday night. Rough seas remained a risk on Tuesday night, according to a U.S. Space Force forecast, but the launch took place as planned.
The rocket booster for the mission flew on four other Starlink launches, most recently in August, and two missions for


The latest shuttle liftoff experienced a piece of debris falling off the fuel tank and hitting the shuttle. At this stage they don't believe it caused any significant damage.
What I'd like to know is, why were they able to make safe and reliable fuel tanks during most of the space race in the 60's and 70's and even 80's, but today they keep falling apart? It began with the Challenger disaster in 1986, and has kept on happening ever since.
They're spending too much money killing people than they are on building decent space technology. Idiots.
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Today kamikaze still has its original meaning of a suicide mission, but the wind of the gods is now also deployed in a more humorous way. Suicide bombers of today have eerie similarity to the kamikaze pilots in world war 2 should they be considered in the same view. Chapter 7 - why do we praise the kamikaze soviet suicide planes and german sondercommando in 2002, i wrote the book kamikaze: dog just before leaving on a mission. An eyewitness account of a kamikaze attack the battle for okinawa where the suicide pilots inflicted the heaviest losses kamikaze attack, 1944. Kamikaze: mission of death produced by arthur holch such was the power of the kamikaze emotion the suicide pilots experienced a kind of hypnotic trance. The suicide mission is humanity had its own suicide troops in the today these units and their function are better known by the informal term kamikaze. Kamikaze by beatrice garland is a narrative poem wherein she explores the based on the decision he took while going on a journey of kamikaze (suicide mission.
The mission of kamikaze pilots was to sink or damage alliedaircraft carriers and capital ships. These suicide pilots took on the name “kamikaze” and applied it to their airborne missions and how did they feel towards their suicide mission. The role of kamikaze in the history of the united states of the japanese revived the name kamikaze and ascribed it to the suicide missions of their air. This year (2004) marks the 60th anniversary of the first kamikaze attack on hmas australia as roger de lisle reports, japanese suicide pilots hurled their aircraft onto allied ships with. The last kamikaze: two japanese pilots when takehiko ena learned he had been chosen to fly a suicide mission he greeted the news in a way he still finds confusing.
It was during the battle of leyte gulf that japanese naval airmen first adopted kamikaze tactics kamikaze attacks on a final suicide mission. A kamikaze pilot has spoken of the moment he was saved from a suicide mission after japan surrendered in the second world war just before he took off. Why did japanese kamikaze pilots want to die in suicide missions during world war ii july 18 so volunteering for a suicide mission would have been dishonorable. One man is credited with the first kamikaze mission the suicide charge proved to be effective young kamikaze pilots only had 40 hours of training.
Their mission was join now sign up for takes us to the scene of kamikaze battles carole kamikaze attacks - pacific theater, wwii awesomestoriescom oct. Well, they were pretty much suicide pilots their main mission was to kill whoever was on whatever country they were trying to destroy. How relatable are kamikaze and contemporary suicide missions in regard to their motivations and effectiveness ninety-four percent of yokota’s japanese graduating class of navy pilots.
Kamikaze pilots - suicide warfare in the first of these kamikaze attack waves, 355 kamikaze pilots attacked the since that failed to achieve the mission's. 'their pillows were soaked with tears': teenage girls whose job it was to look after and wave off kamikaze pilots describe torment of japanese airmen waiting to die. Kamikaze is written in seven emphasising the fact that the pilot may have thought he would've been better off if he had died in the suicide mission.
A glorious way to die has 104 a glorious way to die: the kamikaze mission of the spurr examines the context in which yamato was sent on her suicide mission. We will not be intimidatedour friends can advise us but they should not shout at us about violating of the constitutionconstitution my foot. One source claims that the first kamikaze mission occurred on 13 september 1944 suicide mission pilots looked over their shoulders to see this. This extended essay is about the kamikaze pilots who made suicide attacks from the air during the pacific war this paper aims to find who the pilots really were and how they felt about.


In 2017, Pakistan Space and Upper Atmosphere Research Commission (SUPARCO) reported at World Space Week, that Pakistan’s first remote detecting satellite called PRSS-1 will be propelled in March 2018 but it can take some more time.
Speculations and Launch Date
Ayaz Aziz Member of Range and Instrumentation (R&I) was the chief guest at a function in the National Center for Remote Sensing and Geo-Informatics.
He said while tending to the ceremony,”Our first optical remote sensing satellite PRSS-1 is all set to be launched in 2018 with which Pakistan will become self-reliant in multispectral imaging thus saving a huge foreign exchange on account of satellite imagery and satellite-based monitoring of various national projects.”
He added,”Our communication satellite Paksat-1R is up and running with efficient provision of communication and broadcast services throughout the country and neighboring regions.”
Agreement for PRSS-1
Pakistan Space and Upper Atmosphere Research Commission (SUPARCO) and China Great Wall Industry Cooperation (CGWIC) in 2017 marked an agreement for the improvement and launch of Pakistan Remote Sensing Satellite (PRSS-1) System.
Government Minister Planning, Development and Reform Ahsan Iqbal and Yin Limping, President of CGWIC reached the noteworthy arrangement.
Addressing the event, Ahsan Iqbal said that reaching this noteworthy agreement took the evergreen longtime time companionship amongst China and Pakistan from higher than the Himalayas to higher than the stars.
He said that respective collaboration between the two nations in space area will open new doors of financial and logical participation, giving the lift to the noteworthy mutual benefits in different fields.
At present, Pakistan just has one satellite in space. “Our correspondence satellite Paksat-1R is up and running with the best efficiency and communicate all through the nation and neighboring areas.”
After the satellite’s launch, Pakistan won’t need to pay huge money to foreign space organizations for satellite-dependent information.
Pakistan Remote Sensing Satellite is a dual purpose Earth observational and optical satellite. The perception and data collected from satellites have demonstrated important in monetary advancement.
Crazistan brings you with technology news and Latest technology trends. Get to know the new Cool technology gadgets,
Modern tech, and tech industry latest inventions and hot new technology to buy. Get to know what’s happening in Modern technology industry tonight. All new technology innovations.


Mikrometal specializes in aluminum processing and welding. Aluminum is a widely used material in various industries due to its lightweight, corrosion-resistant, and high-strength properties. It is often preferred for applications where weight reduction is critical, such as in the aerospace, automotive and construction industries. As an aluminum processing company, Mikrometal is involved in the manufacture of components, parts or products made of aluminum. You can use various manufacturing techniques such as casting, extrusion or machining to create aluminum components with precise dimensions and specifications. This can include the production of aluminum sheets, plates, extrusions, profiles or even special aluminum parts. In addition, Mikrometal's welding competencies in aluminum enable the joining of aluminum components using various welding processes such as MIG welding (metal inert gas), TIG welding (tungsten inert gas) or spot welding. Welding is critical to creating strong and durable joints between aluminum parts and ensuring the integrity and functionality of the final products. Mikrometal's expertise in aluminum fabrication and aluminum welding allows you to offer a wide range of services. Depending on the requirements of our customers, we offer custom aluminum fabrication, prototyping, aluminum assembly production or even complete turnkey solutions. Remember to visit Mikrometal's official website or contact Mikrometal directly for the most accurate and up-to-date information on their specific aluminum fabrication and aluminum welding capabilities and services.


Is it a bird, a plane, an alien invasion? A row of 13 lights were spotted in the night sky over Dursley last night, prompting some residents to speculate H.G Wells tripods might finally be visiting earth.
But fear not, this train of lights is really part of Elon Musk’s Starlink project – an attempt to beam the internet to Earth from space using thousands of satellites.
U.S-based company SpaceX, which is run by Mr Musk, launched its first satellite in May 2019 and now has 360 in orbit.
When the sun sinks below the horizon, the satellites reflective surfaces appear visible in the night sky.
The company plans to operate between 12,000 and 42,000 satellites, which the BBC reported outshine 99 percent of all other satellites.
Forbes found that astronomers have raised concerns the satellites are obstructing their study of the universe.
Each satellite weighs around 260 kilograms, including four array antennas and ion thrusters using SpaceX’s Falcon 9 Rocket.
They are powered using large solar panels and once they reach the end of their life, they use an on-board propulsion system to deorbit, which SpaceX hopes will limit space waste surrounding the earth.
The satellites use debris tracking data from the U.S Department of Defense and autonomously perform maneuvers to avoid collisions.
SpaceX claims they are the only private company capable of returning a spacecraft from low-Earth orbit, and in 2012 one of their spacecrafts became the first commercial spacecraft to deliver cargo to and from the International Space Station.


Mayday Call TUDM Aircraft Landed On Water In Kuala Selangor
A mayday call was received reporting an aircraft emergency landing on water in the vicinity of Kuala Selangor, according to aviation sources this morning.
The military type aircraft CN235 was sighted by local residents who captured the photographs of the emergency landing above.
Aviation sources put the coordinates of the site at N031846 E1011527 in the Kuala Selangor area.
The aircraft sighted is reportedly an Indonesian made model which is smaller that the Charlie C130, which is normally used by the airforce.
We are at present in possession of the crew list but it is pending authorities confirmation before it can be released for publication. According to a statement issued by TUDM (Royal Malaysian Air Force), all crew onboard survived.
|The CN235 transport plane normally used by the airforce FilePic: BernamaThe CN235 transport plane normally used by the airforce FilePic: Bernama|
The Ministry of Defence (MINDEF) has also issued a statement confirming the emergency landing and verifying the earlier statement by TUDM that all eight crew members onboard survived and were rescued by local fishermen.
|TUDM's Media Broadcast|
MINDEF also reported that TUDM will be assisting in the recovery of the aircraft.
The emergency landing reportedly occurred at 8:45 am this morning, 26 February.


A Taiwanese airline flight crashed while making an emergency landing in the Penghu islands today, killing at least 47 people, Taiwan’s Civil Aeronautics Administration said this evening.
TransAsia Airways flight GE222 was said to be carrying 54 passengers and four crew members on a flight from Kaohsiung to Makung, in the Penghu archipelago.
According to officials, the ATR-72 (turboprop) aircraft had departed Kaohsiung at 5.43pm (Taiwan time; Malaysia and Taiwan are in the same time zone), after being delayed from its scheduled 4pm departure time due to bad weather.
The short flight time was extended at its arrival in Makung Airport after stormy weather, in the wake of Typhoon Matmo, prevented it from landing.
According to the popular English-language daily, the pilot was reportedly asked to wait until 7.06pm before being allowed to land.
A first attempt at landing reportedly failed, and the pilot then made a request to make a second try. Shortly after, the Makung air traffic control lost contact with the flight, Taiwan News reported, quoting officials.
The plane reportedly smashed hard into the ground in the township of Huxi, causing a fire involving two homes. Online pictures showed a heavily damaged house and wreckage from the plane.
No one was killed or hurt in the buildings. Eleven injured people on the plane were taken to hospital, the government said.
“It was thunderstorm conditions during the crash,” said Hsi Wen-guang, a spokesman for the Penghu County Government Fire Bureau.
“From the crash site we sent 11 people to hospital with injuries. A few empty apartment buildings adjacent to the runway caught fire, but no one was inside at the time and the fire was extinguished.”
About 100 firefighters were sent to the scene, besides 152 military personnel and 255 police, he added.
There was no immediate information about what caused the pilot’s change of plans and how the passengers were injured, though media reports spoke of a fire and of the injured suffering burns.
Taiwan News identified the pilot as being 60-year-old Lee Yi-liang.
Makung Airport was closed down after the incident.
Meanwhile, the Chinese-language Apple Daily reported that over the past 13 years, TransAsia Airways suffered eight accidents, including six with the French-Italian ATR-72.


When we talk about BI (Berenyak-Isayev experim
ental rocket engine interceptor-fighter), and his evolution we related to a particular person: Bakhchivandzhi. In this document we are going to talk about his talented life and his achievements. I hope you enjoy his history.
Capt. Grigory ya. Bkahchivandzhi, the BI interceptor’s second Project test pilot-and the first to make a powered flight int the BI [GORDON, Yefim. Soviet Rocket Fighters-Red Star [vol.30]. Midland Publishing, Hinckley (England), 2006. Pg. 15.]
Grigory Yakovlevich Bakhchivandzhi was born on 20th February 1909 in the village of Brinkovsakaya in Krasnodar Territory. At an early age he had worked in a foundry, then as assistant driver of steam locomotive after he had taken part in the construction of a factory in Mariupol and worked as a mechanic there. In 1931 enrolled in red Army, three years later he graduated from the Orenburg Military Flying School. In 1935 he became a test pilot at the Air Force Research Institute –NII-. At first Bakhchivandzhi flew reconnaissance aircrafts, then fighters. Some time later he became a talented flight testing pilot of aircraft engines.
Consequently the Second World War, in 1941 he had interrupted his work as test pilot. In that moment many Air Force NII test pilots became combat pilots, Bakhchi joined combat as a pilot of the 402nd special fighter regiment. Between 1st July and 10th August Bakhchivandzhi flew seventy two combat sorties, he took part on the air battles in a fighter squadron during the first months and shot down six enemy aircraft. In mid-August 1941 he, recalled from the front to continue his test work at NII VVS. Was in this period of time that Bakhchi wrote the firsts pages about earlier history of rocket propeller development. Bakhchivandzhi with more test pilots and different engineers, participate in testing BI jet plane.
Project to develop a high-speed rocket-engined fighter, build for designer Aleksandr Yakovlevich Berenyak –the leading engineer who developed the aircraft’s airframe- and Aleksei Mikhailovich Isayev –the leading engineer who development the fuel system, Il’ya Florov –deputy chief designer who directed the design work on the aircraft and the calculations-, working at OKB of Viktor Fedorovich Bolkhovitinov. The testing of new aircraft technology, course near Sverdolovsk, where the Air Force NII had been evacuated from suburban Moscow area of Shchelkovo.
(coord.) National Geographic Society; (Ed.) National Geographic Maps. Atlas National Geographic: Asia I [vol. 4]. RBA Coleccionables, España, 2004. Pg. 26
“This was the world’s first –ever flight of fighter with a liquid-fuel rocket motor specially designed for the purpose of intercepting high-altitude bombers.”
A drawing depicting the “mighty foursome”- the people involved in the development and testing of the BI –in front of the aircraft. Left to right: airframe designer A. Ya. Bereznyak, propulsion system designer A.M. Isayev, test pilot G. Ya. Bakhchivandzhi and OKB-293 head V.F. Bolkhovitinov. [GORDON, Yefim. Soviet Rocket Fighters-Red Star [vol.30]. Midland Publishing, Hinckley (England), 2006. Pg. 15.]
On 15th May 1942 Bakhchivandzhi performed first flight in the BI first model. On 17th October 1942 he was awarded with the Order of Lenin for the testing of the world’s first combat fighter powered by a liquid-fuel rocket motor. Spent seven month for Bakhchinvandzhi’s second flight. On 10th January 1943 executed flight in the second model of the BI aircraft. In this test flight the aircraft reached an altitude of 1,000 meters in 63 seconds at a speed of 400 Kilometers/hour. Two months later, on 11 and 14 March, having returned from Moscow, Bakhchi executed the fourth and five fifth flights. The aircraft could now reach an altitude of 4,000 meters after the engine had run for 80 seconds, with a maximum climb rate of 82 meters/second. On 21th March 1943 he performed the sixth flight with new third model of the BI. The particularities to these test consisted in the aircraft carrying the full battle scale of ammunition at maximum thrust. On 27 March Bakhchi performed seventh flight of the BI, the last flight for this brilliant pilot. This test flight end with death of Bakhchivandzhi. In that flight Bakhchi had got “attainment of an airspeed of 750-800 Km/h in level flight at 2,000 meters (6,560 ft), with and engine thrust of 1,100 kpg (2,425 Ibst). The amount of propellants in the tanks was 497kg (1,096 Ib). The BI No.3 easily lifted off the runway, climbed to altitude and tansitioned to level flight. After the automatic shut down of themotor, which had been in operation for 27 seconds in that flight, nothing foreboded trouble. All of a sudden the aircraft, which was flying horizontally, lowered it nose, entered a dive and plunged into a frozen lake near a small village (…)The flight had lasted 6 minutes and 42 seconds”
Grigory Bakhchivandzhi poses beside the skiequipped second prototype (BI No.2), “2 Whitte”. . [GORDON, Yefim. Soviet Rocket Fighters-Red Star [vol.30]. Midland Publishing, Hinckley (England), 2006. Pg. 16.]
REASONS THAT CAUSED THE FIGHTER ENTER IN DEATH DIVE
The accident investigation “report the board noted that phenomena taking place at speeds of 800-1000 km/h (496-621 mph) had not yet been explored. In the opinion of the “tin Kickers”, these speeds could be accompanied by new factors influencing the controllability stability and control forces; these factors might diverge with the current notions and, in consequence, might fail to be taken into account.“The true air speed was never documented; the flight recorders were destroyed in the crash and there were no precise ground measurements. It is worth remembering that at that time the official world speed record was 709,2 kilometers/ hour. The commission determined that the aircraft did not break up in the air. They could only hypothesize that during high speeds in flight new phenomena occur which affect controllability and loads on the controls. Four years later, tests conducted in the new TsaGI wind tunnels confirmed the possibility of an aircraft being dragged into a dive at speeds of around 800-1,000 kilometers/ hour.”
How Boris Chertok wrote in his book Rocket and People [vol.I]: “Bakhchivandzhi died having executed a “flight into the future”. There was much in this “future” ahead of us that was unknown and dangerous(…) Bakhchivandzhi was the first Soviet man to take off directly from the Earth’s surface using the thrust of a liquid-propellant rocket engine.”
- (1973) was awarded title Hero of the Soviet Union
- Bronze bust was placed at Sverdlovsk Airport
- (1984) erected a monument to Bakhchivandhi on his hometown the Cossack village of Brinkovskaya
- CHERTOK, Boris. E. Rockets and People [vol. I]: The NASA History Series. NASA History Office, Washington, 2005. Pg. 197-198
- GORDON, Yefim. Soviet Rocket Fighters-Red Star [vol.30]. Midland Publishing, Hinckley (England), 2006. Pg. 21 /25-27


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Juancho E. Yrausquin Airport
60 ft / 18 m
17°38′44″N 063°13′14″W / 17.64556°N 63.22056°W / 17.64556; -63.22056Coordinates: 17°38′44″N 063°13′14″W / 17.64556°N 63.22056°W / 17.64556; -63.22056
Location in Saba
Juancho E. Yrausquin Airport (IATA: SAB, ICAO: TNCS) is an airport on the Dutch Caribbean island of Saba.
3 Airlines and destinations
4 See also
6 External links
The airport, named after the Aruban Minister Juancho Irausquin, has one of the shortest commercial runways in the world, only 400 metres (1,312 ft) long, flanked on one side by high hills, with cliffs that drop into the sea at both ends. Although the airport is closed to jet traffic, regional airline propeller aircraft are able to land there under waivers from The Netherlands Antilles’ Civil Aviation Authority. The most common aircraft to land there are the Twin Otter and BN-2 Islander.
Jet aircraft are unable to land at the airport, because the runway is too short, but smaller STOL airplanes (such as the DHC-6, BN-2, and helicopters) are common sights there. A small ramp and terminal are on the southwest flank of the runway. The ramp also has a designated helipad. The terminal building houses offices for Winair, immigration and security, a fire department with one fire truck, and a tower. The tower is an advisory service only and does not provide air traffic control. Aviation fuel is not available on the island of Saba.
Airlines and destinations
The only airline currently providing scheduled services to and from Yrausquin Airport is locally owned Winair, which operates daily flights to Sint Maarten aboard a de Havilland Canada DHC-6 Twin Otter. On average, flights to Saint Maarten last no longer than 15 minutes.
Anguilla Air Services


Hagai Cohen is an inventor and creator of adaptive devices and toys for children with disabilities.
For the past 10 years he is mentoring engineering students in their final projects at Shankar College and before that at the Afeka Academic College of Engineering and the Holon Institute of Technology (H.I.T.).
In his former career Hagai was a flight engineer and an active crew member, flying 747 jetliners. In that capacity he was the chief of flight engineers training program at EL-AL, a flight simulator trainer and a checker.
Hagai Cohen is a short stories writer and a story teller, publishing his stories at hagaijacobcohen.blogspot.com


Aerospace connections is a "Level 3 Series". The material in the 5 part series is called out at a standard 316 / 316L stainless per AMS - 5653 or 5648. Aerospace orbital fittings and connections are widely used in the aerospace industry. NOTE: To download drawings for this file you can select the link to the right in the RELATED FILES box simply click the link. This will take you to where you can view the PDF or download it by clicking the download icon in the top right hand side.


Global Load Control in Cape Town is looking for graduates to take part in their two year graduate placement program. This program is for individuals who have a passion for the aviation industry and looking to become the future aviation leaders locally and internationally.
The selected graduates will take part in an international organizational wide rotational program. The rotations provide a unique learning experience for each individual and allow the graduate to get a holistic view of how Global Load Control operates as well as the aviation industry value chain. In addition to the departmental rotations the successful candidate will have the opportunity to be exposed to international secondments.
- Degree (B.Eng.; Bcom;BSc;LLB;Bcomp;BIS)
- Be a final year student or have successfully completed a minimum Bachelor’s Degree
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Flight Benefits, Provident Fund and an international secondment.
- Letter of motivation
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How to Invest in Space Exploration
Space exploration may long have been the domain of national governments due to the huge budgets required. Investment from the private sector was slow to pick up due to uncertain economic returns and the concern that their involvement will in some way downplay the virtues of science. However, recent developments have seen increased participation by the private sector, ranging from partnerships with federal space programs to commercial space flights. As an investor, determine whether there is value to be unlocked from your support of space exploration activities, the feasibility of making a consistent return on investment and your capacity for risk.
Invest in Stocks
You do not need to be a billionaire to invest in outer space. Several exchange-traded funds invest in aerospace companies likely to be involved in space exploration technology and related equipment. You can opt to buy stock in individual aerospace firms after diligent research to find firms that have the best track record. Investing in space ventures directly is too risky, and you have to be experienced and knowledgeable about the respective companies' technology, management and business plans. In addition, their stocks are likely to plummet hard after setbacks or major disasters, so getting a diversified fund spreads the risk.
You can choose to invest your money in mutual funds with diversified holdings in aerospace companies. The mutual fund will be a collection of stocks, bonds and other securities. Your investment will yield money from dividends, distribution if the fund makes capital gains, or by selling your portfolio if the fund's shares increase in price. Choose an investment that is low risk if you are new to the investment world or the space technology industry.
Space Exploration Start-Up
Private enterprise, especially individuals with deep pockets, can start their own aerospace technology firms for either space exploration and transportation or mining activities on various celestial bodies. For transportation, you will not be reinventing the wheel, as you will be in good company among the few businesses that make such flights. Mining materials from asteroids is an idea that has gained ground in some quarters, the only handicap being the cost and expertise for such a mission. In either investment, you can team up with partners with expertise in aerospace technology while you finance the venture.
Patent with NASA
Since its inception, the National Aeronautics and Space Administration has been instrumental in developing many new ideas and ground-breaking technologies used in day-to-day living. These include digital image processing currently employed in Magnetic Resonance Imaging (MRIs) and CT ("cat") scans, polyurethane-silicon plastic used in memory foam mattresses, and satellites for global positioning systems used in car GPS units and in cell phones, among other technologies. These developments were a result of private companies teaming up with NASA. You can leverage NASA expertise in testing out your new ideas that can later be patented for commercial use.
Dr Jack Gordon, the Chief Technology Officer at Strontium Logistics, is a 20-year veteran of the engineering and marketing business who favors stiff drinks, good debates and developing innovative digital marketing strategies to help companies grow.