Börsen scandia real
18000 unique templates for cars, aircraft, helicopters, trucks, buses, mobile phones and much more. Postkarte Carte Postale Flugzeuge Zivil SAS Saab Scandia and a great selection of related books, art and collectibles available now at AbeBooks.com. An aircraft for the 21st century. In the late 1980s a development of the Saab 340 was presented, with a longer body for 50 passengers, a larger wingspan and in particular a much increased cruising speed in order to compete with jet aircraft. The aircraft was given the name Saab 2000 and went into production in … Synopsis : Saab 90 Scandia written by Marc Volland, published by BoD – Books on Demand which was released on 12 April 2021.
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A cantilever low-wing monoplane of all-metal construction, with retractable tricycle landing gear and powered by two wing-mounted 1081kW Pratt & Whitney Twin Wasp radial engines, the prototype was flown for the first time on 16 November 1946. The Saab 90 Scandia was a civil passenger aeroplane, manufactured by the Svenska Aeroplan Aktiebolaget (), in Linköping, Sweden.In 1944, as it was becoming clear that hostilities in Europe (the Second World War) would soon be at an end, SAAB realised that the company had to diversify from purely military endeavours if it were to survive. In 1944 Saab em-barked on two civil aircraft projects — the Saab 90 Scandia, a twin-engined airliner, and the Saab 91 Safir, a single-engined trainer and private plane. The Saab-90 Scandia represented the company's attempt to join the post-World War II hunt for a Douglas DC-3 replacement. Trycket på SAAB att leverera stridsflygplan började bli för stort och 1952 utlokaliserades tillverkningen av SAAB Scandia till Fokkerfabriken i Holland.
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Saab 90A Scandia SE-BSA i Saab-livery.... - Lae - inte bara en
Airplane manual Saab Safir 91 D / Svenska Aeroplan Aktiebolaget. Scandinavian Airlines System - SAS SAAB 90 British Columbia, Skandinavisk, Stridsflygplan. Aviation Photo #0026830: Saab 90 Scandia - Scandinavian Köp online SAAB Scandia flygplan säljfo.. (430011083) • Flyg- Flyg, flygplan, Commercial aircraft, 140 olika flygplan och helikoptrar. 100 krFast pris. Aviation Photo #2046363: Saab 340B - Colgan Air. CJC3885 from North SAAB-90 Scandia A twin-engined airliner intended as a 'DC-3 · TvillingarFordon Hitta denna pin och fler på Aircraft and Helicopter.
14 Sep 2019 812k members in the aviation community.
Download Saab 90 Scandia Books now!Available in PDF, EPUB, Mobi Format. There are no related products covering the "Saab 90 Scandia" in 1:72 on scalemates.com. News Feed. The newsfeed doesn't contain any items. More about the Saab 90 Scandia propellers. The Saab 90 Scandia-page contains all related products, articles, books, walkarounds and plastic scale modeling projects dedicated to this aircraft. N685PA (1988 SAAB-SCANIA SAAB 340B owned by TURBO LEASE LLC) aircraft registration information with aircraft photos, flight tracking, and maps.
SAAB. 2000. A 1/94 90A-1, Scandia. Av dessa flygplan finns varken något av Viking-flygplanen, Saab 90 Scandia, Saab av 1950-talet organiserats genom Experimental Aircraft Association (EAA). North American Aviation i Los tycker det är lika livat som här att. Angeles och att SCANDIA.
Saab 90 Scandia Aircraft images. The worlds largest online aviation stock photo library. browse pictures of Saab airplanes on AirTeamImages.com SE-BCA was sold to VASP 50-03 as PP-XEA and re reg PP-SQB 50-10-20, Sold to Olavo Fontoura 50-10 as PT-ARS as a executive aircraft. Stored from 1965/66 at Marte Airfiled, Sao Paulo and srapped there mid 1970. Hobbylagret Linköping, Saab 90A-1 Scandia, Scale 1:50 torsdag, juli 26, 2018 Alias?
AT. EL ES. Flygvapnets hypersnabba jaktplan J-21. En R 915 Saab Scandia . ID: XDMK16 (RF). Saab Scandia at Luleå Airport (1) - Stock Image Saab Scandia at Luleå Airport (1). Saab Scandia at Luleå Airport
The Saab 90 Scandia was a civil passenger aeroplane, manufactured by the Svenska Aeroplan Aktiebolaget (SAAB), in Linköping, Sweden. In 1944, as it was becoming clear that hostilities in Europe (the Second World War) would soon be at an end, SAAB realised that the company had to diversify from purely military endeavours if it were to survive. The Scandia aircraft was flying a scheduled domestic service from Congonhas Airport (São Paulo) to Santos Dumont (Rio de Janeiro).
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Svensktillverkade Flygplan: Saab 39 Gripen, Saab 35 Draken
1989-11-16 · Saab-Scania A.B. of Sweden said Tuesday that the United States carrier Business Express had placed an order worth 1.7 billion kronor, or about $263 million, for 18 of its commuter aircraft, with SAAB 90 Scandia Scandinavian Airlines System Photo SAS collection. Jump to. Sections of this page. Britannia Aircraft Preservation Trust.
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Stored from 1965/66 at Marte Airfiled, Sao Paulo and srapped there mid 1970. Hobbylagret Linköping, Saab 90A-1 Scandia, Scale 1:50 torsdag, juli 26, 2018 Alias? Flag as Inappropriate The Saab 90 Scandia was a civil passenger aeroplane, manufactured by the Svenska Aeroplan Aktiebolaget (), in Linköping, Sweden.In 1944, as it was becoming clear that hostilities in Europe (the Second World War) would soon be at an end, SAAB realised that the company had to diversify from purely military endeavours if it were to survive. The aircraft was given the name Saab 2000 and went into production in 1990. The first flight took place in 1992. Here again Crossair was the first customer. On 30 August 1994 Crossair CEO Moritz Suter took delivery of the first Saab 2000 aircraft at a ceremony in Linköping.


Recently, the Cleveland City Council passed legislation aimed at giving local law enforcement the power to enforce federal restrictions on flying drones (also known as unmanned aircraft systems or “UAS”) within city limits. The Cleveland law mirrors federal rules on operating both commercial and recreational UAS, including the restriction on flying within a five-mile radius of an airport.
Many other Ohio cities are also considering similar UAS legislation. Such activity raises the question as to whether the Federal Aviation Administration (FAA) or state and local governments, or both, have the authority to regulate UAS. The FAA maintains it has regulatory authority over matters pertaining to aviation safety, including regulation of UAS. To address this issue, the FAA has issued a Fact Sheet, which provides information about the federal regulatory framework for use by states and localities when considering laws affecting UAS.
In the Fact Sheet, the FAA explains, “[s]ubstantial air safety issues are raised when state or local governments attempt to regulate the operation or flight of aircraft.” The FAA expresses its concern over “fractionalized control of the navigable airspace” should municipalities enact their own, separate ordinances regulating UAS in the navigable airspace, creating a “patchwork quilt” of differing restrictions that “could severely limit the flexibility of FAA in controlling the airspace and flight patterns, and ensuring safety and an efficient air traffic flow.” The FAA maintains that a “navigable airspace free from inconsistent state and local restrictions is essential to the maintenance of a safe and sound air transportation system.”
The FAA maintains that any state or local law that attempts to regulate use of the navigable airspace will be pre-empted by the FAA’s regulatory scheme. This would render such laws unenforceable. Examples of potential encroachment on federal regulations include UAS restrictions on flight altitude, flight paths, and operational bans, such as a city ordinance that bans anyone from operating UAS within the city limits, or within certain distances of landmarks.
However, laws traditionally related to state and local police power generally are not subject to federal regulation and so would not encroach upon the FAA’s regulatory framework. Examples of such police power include requiring police to obtain a warrant prior to using a UAS for surveillance, banning UAS use for voyeurism, and prohibiting UAS with firearms or other weapons attached.
State and local governments that are considering UAS legislation should consult with the FAA to determine whether a proposed law would be enforceable or subject to pre-emption by the FAA’s regulatory framework.


Valkyrie Cadet Squadron
Welcome to the Valkyrie Cadet Squadron!
We invite all youth from ages 12 through 18 to come and experience some of what you will learn from Civil Air Patrol. Once a cadet, you'll have the opportunity to fly in Cessna 182 powered aircraft and take glider flights, attend aerospace-related events, and learn about search and rescue skills.
Our meetings are held at the Wings Over the Rockies Air and Space Museum (located on the former Lowry Air Force Base); the address is: 7711 E Academy Blvd, Hangar #1, Denver, CO 80230. The meeting times are from 1830 until 2100 on Tuesday evenings.
The Civil Air Patrol is the official auxiliary of the U. S. Air Force and has three main missions: Aerospace Education, Cadet Programs, and Emergency Services.
We use Aerospace Education to learn about flight and the different applications it has in our world.
The Cadet Programs teaches discipline, leadership and followership while working as a unit.
Our Emergency Services mission provides a learning environment for cadets to develop ground search and rescue skills.
Other squadron activities are: model rocketry, tours of aviation-related sites, visits to Buckley Air Force Base, color guard and drill teams, as well as summer encampments and leadership seminars.


A defined area iaco land or water including any buildings, installations and equipment intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Co-ordination, current, supplementary and estimate messages. It encompasses a systematic review of the steps and calculations involved in the procedure design as well as the impact on flight operations by the procedure. A service provided for the purpose of: This service is mainly pre-flight orientated. Thousands of aircraft fly instrument departure, arrival, or approach procedures to airports around the world.
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A defined area iaco land or water including any buildings, installations and equipment intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Co-ordination, current, supplementary and estimate messages.
It encompasses a systematic review of the steps and calculations involved in the procedure design as well as the impact on flight operations by the procedure. A service provided for the purpose of: This service is mainly pre-flight orientated. Thousands of aircraft fly instrument departure, arrival, or approach procedures to airports around the world. All qualifications and part qualifications registered on the National Qualifications Framework are public property.
Volume 6 of Doc. The controlling obstacle should be verified for each segment of the IFP. Step 5, Produce Validation Report Assess the results of the validation process: Access to the Qualification: The need for validation The purpose of validation is to obtain a qualitative idao of procedure design including obstacle, terrain and navigation data, and provides an assessment of flyability of the procedure.
The necessary further steps in the validation process are determined. There has been an increasing trend for the traditional Aeronautical Information Services AIS to move towards one in which the information is not simply published as required by ICAO, icxo is managed and promoted in a wider sense. This manual aims to provide guidance in attaining these stringent requirements. Conventional very High Frequency Omni-directional Range. Remember me Forgot password? Radar position symbol RPS: Anyone wishing to be assessed against this Qualification may apply to be assessed by any assessment agency, assessor or provider institution, which is accredited by the relevant ETQA.
Aeronautical Rescue Co-ordination Centre. Confirm data accuracy and integrity The origin of any data airport, navigation aids, waypoints, obstacles, terrain should be known. Transfer of responsibility for the control of an aircraft between two controllers using radar, following identification of the aircraft by both controllers. Aerodrome markings and lights. The situation which exists when the radar position of a particular aircraft is seen n a radar display and positively identified by the radar controller.
A radar system which uses reflected radio signals. Confirm correct FMS behaviour using desktop software simulation tools if required The correct translation of a procedure into ARINC code can initially be assessed with a desktop simulation tool.
This activity consists of Ground and Flight Validation. Gundlapochampally,Medchal Mandal, Hyderabad — ,Telangana.
ICAO DOC 8071 Vol 1
Subscribe to our newsletter. Meanwhile, approximately to people are killed each year in general aviation GA accidents! If suitable equipment is available, the ADF icso from which the aircraft heading has been sub- tracted can be recorded. Thank-you for your help. Specifications for radio navigation aids: Annex 19 Safety Management 1st edition. This would be done to check the approach for flyability as per 5. I would normally expect it to be some sort of aerial survey but seems unlikely in such a large aircraft at such a high altitude I would expect to see a GA plane do this at lower altitudes.
ICAO DOC 8071 Vol 3
A review of the results of the simulator evaluations should be completed before the flight evaluation. Meteorological conditions expressed in terms of visibility, distance from could and ceiling, less than the minima specified for visual meteorological conditions. Lateral and vertical transitions from departure, en route, descent, and approach must produce a seamless path that ensures flyability in a consistent, smooth, predictable, and repeatable manner. Engine indication and Crew Alerting System. Air traffic control service: A designated instrument flight rule IFR arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced.
ICAO DOC 8071 Vol 1
The training period is divided into theoretical and practical sections. Procedure package The procedure package, provided by the Procedure Design Service Provider, must contain icxo following minimum data in an acceptable format to conduct a validation. Demonstrate an understanding of the principles of air traffic management communications systems. An aerodrome at which air traffic control service is provided to aerodrome traffic. This information shows the current accreditations i. Data integrity and ARINC encoding requirements Flight procedures to be validated should contained in the suitable navigation system i.
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Cessna 182 instrument panel upgrade
Oct 30, 2017 · Engine 1 Overhaul Time:182 SOH. Prop 1 Overhaul Time:182 SNEW. Condition:Used. Year Painted:2002. Interior Year:2009. Flight Rules:N/A. Additional Classifications Detailed Description. 1979 CESSNA 340A, ONLY 182 Hrs. Since RAM VII, Both Engines and Both New Props, Full Garmin Stack w/530W, 430W & Dual Transponders, Beautiful Paint & Interior ... CESSNA 182 STANDARD REPLACEMENT PARTS. 0 Reviews 0 Answered Questions. From $6.50 to $966.00. Product A/C Model Variation Brand Part No. Buy; Air Filters: 182, 182 A ... Garmin GMA340 Audio Panel with 4 place intercom Garmin 430 WAAS Navigator KX-155 Nav/Com w/ Glide Slope WX-900 Stormscope Garmin GTX327 Transponder S-TEC 20 Autopilot - Single Axis with Heading/Nav Track . LED Instrument Lights With Battery Back-up Installed _____ Year Painted: 1994 King KMA 24 Audio Panel with 3LMB Garmin 430W (WAAS) Garmin G5 Ecectronic HSI, DG, Attitude Instrument Garmin G5 Ecectronic HSI, DG, Attitude Instrument King KX 155 760 Channel digital nav/Com King KI 209 Glide Slope Indicator King KN64 Digital DME King KT 76A Transponder with Mode C Hoskins CFS 1001A Fuel Flow Computer Air Plains Services (www.airplains.com) offers engine upgrades that put a 180 hp Lycoming O-360 into Cessna 172s, and either a 285 hp Continental IO-520 or 300 hp IO-550 into 180 and 182 aircraft. Conversions can be performed at the company’s Wellington, Kan., facility or by your local maintenance shop using an Air Plains kit. The Cessna 150 is a two-seat tricycle gear general aviation airplane that was designed for flight training, touring and personal use. In 1977 it was succeeded in production by the Cessna 152, a minor modification to the original design. The Cessna 150 is the fifth most produced civilian plane ever, with 23,839 aircraft produced. Cessna 310J Pre-Cut Vinyl Floor Kit. Cessna 310Q Pre-Cut Carpet Kit. Cessna 310Q Pre-Cut Vinyl Kit. Cessna 310R Pre-Cut Carpet Kit. Cessna 310R Pre-Cut Vinyl Floor Kit. The Brazilian 206 project is the second consecutive aircraft restoration where we've been asked to completely redesign and rewire the airplane's instrument panel. The recently completed Moody 182 project being the prior request. It's quite an intricate, labor intensive, and painstaking process. For over 40 years Air Plains continues to be the leading expert in Cessna 100 series aircraft. Specializing in engine upgrades and custom aircraft parts fabrication to improve aircraft performance and longevity. Our skilled technicians can upgrade your avionics and maintenance at affordable prices.Cessna STC instructions for ... 182, 182A, 2072: SA301GL: 33000 ~ 51556 ... A C-2400L4P compass may be located on top of the instrument panel or a standard compass in ... The Redbird FMX is the first flight simulator designed to meet the new challenges faced by modern flight training providers. With standard features that are anything but standard the FMX delivers unmatched training value for your customers and provides your business a range of advantages that are simply unavailable in other training devices. AT-17 Bobcat / Cessna T-50 Stinson Reliant / UC-81 BT-13 Valiant Stearman PT-13 / PT-17 Other Seaplanes / Flying Boats. G-44 Widgeon PBY Catalina ... If the rules of aviation were rewritten to say that a pilot could buy one, and only one, airplane to fill every need he could foresee in his flying life, the chances are very good that the Cessna 182 would be that one airplane. Look at the things this airplane does well — it is comfortable and stable, it is a true four-place airplane, it is a rock-solid instrument platform, its takeoff and ...Garmin GTN 750 GPS/Com w/ Audio Panel and Transponder, Garmin GTN 650 GPS/Com, Garmin 500TXi 10.6 inch display PFD/MFD with synthetic vision, Garmin G5 backup instrument, Garmin EIS TXi engine analyzer, Garmin GFC 600 digital autopilot with altitude/vertical speed/IAS preselect and electric/auto trim, ADS B Weather/Traffic, XM Weather/Music, WX ... Truly Simulate Beech, Cessna, Commander, Corvalis, Cirrus, Diamond, Piper, Rockwell and Mooney aircraft with Analog, Aspen, Avidyne, G500, G1000 and Perspective avionics. Switch rapidly between them in just a few seconds. With our entire database of aircraft panels and airplanes unleashed, the single seat FM 100 is the queen of the hill. Nov 30, 2010 · This is based on a Cessna 182K model built in 1966 and allowed to slowly rot away being ‘parked’ by the sea.Â The FSS 1966 OS CESSNA SKYLANE 182K is a single engine, high-wing fixed-wing aircraft four-seat l monoplane with fixed Tri-cyclic landing gear.Â The engine for this model was a Lycoming powered by a 230 hp (172 kW) Continental O ... In 1976, Cessna stopped marketing the aircraft as the 172 and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics. 172N The Skyhawk N, or Skyhawk/100 as Cessna termed it, was introduced for the 1977 model year. The FAA last week published an Airworthiness Directive "prompted by a report of cracks found in the tailcone and horizontal stabilizer attachment structure" of many Cessna 180 and 185 models as well as early 182s, from the original straight 182 to the 182D.Oct 09, 2014 · It took Cessna a few years, a little bit longer than Piper, to come out with a true Bonanza-competitor. The 210 was introduced in late-1959 as a 1960 model. That first 210 was basically a retractable 182 but with more horsepower, 260 v. 230. I have seen a picture of the first effort and it was literally a 182 with folding wheels. Mar 25, 2019 · The GFC 500 is available as an option for select models of the Beechcraft Bonanza, Cessna 172/182/210, Grumman AA-5, Mooney M20 and the Piper PA-28 with additional certifications in progress.
Just Flight's C152 for FSX and P3D comes in eight HD paint schemes with a true 3D virtual cockpit featuring a fully functional IFR-capable avionics fit, flight computer panel, custom-coded electrical system with functional circuit breakers and functioning carburettor heat and primer controls.
More Cessna Aircraft, including the Cessna 182 will be added in the future. Initially this system will be for the 1963 and newer Cessna 180 and Cessna 185 with the Teledyne Continental IO520 and IO550 engines. Please email me if you are interested in this project at [email protected]
The Cessna 150 is a two-seat tricycle gear general aviation airplane that was designed for flight training, touring and personal use. In 1977 it was succeeded in production by the Cessna 152, a minor modification to the original design. The Cessna 150 is the fifth most produced civilian plane ever, with 23,839 aircraft produced.
May 28, 2014 · So when I first read about the G1000, I recall thinking “What a waste of a computer,” to install one in the instrument panel of a GA aircraft. How wrong I was. By early 2005, curiosity led me to get an hour of dual instruction in a G1000-equipped Cessna 182.
Cessna STC instructions for ... 182, 182A, 2072: SA301GL: 33000 ~ 51556 ... A C-2400L4P compass may be located on top of the instrument panel or a standard compass in ...
Garmin GMA340 Audio Panel and 4 Place Intercom Garmin aera 660 VFR GPS with AirGizmo Panel Dock Garmin GNC 355 IFR GPS/Comm Michel MX300 Nav/Com VOR/LOC/GS Garmin GTX-345R ADSB In and Out Transponder with WAAS JPI EDM-730 Engine Analyzer with Fuel Flow S-Tec 30 autopilot Nulite Instrument Lighting. Other Equipment Vertical Card Compass
Jim P. Cessna-180 "I contacted Bill at Up North Aviation when upgrading the instrument panel and installing an EDM 930 on my customer's Cessna 180. Bill provided me with an excellent CAD drawing template to check the panel fit and new instrument location.
Watch for Selkirk Aviation’s Mobile Showroom at your next fly-in with our showroom airplane, a 1957 Cessna 180 shown at right. This airplane, N9716B, with the Selkirk Aviation logo on the tail, has fiberglass interior pieces, glare shield, extended baggage kit and a Selkirk Aviation category 4 late-style cowling. Air Plains Services located in Wellington Kansas home of the 180HP and 300HP STC engine conversion upgrade and FAA-PMA parts. Shop our online store for extreme performance products and quality parts for your aircraft. Our Aircraft Sales Experts have been serving buyers and sellers with aircraft brokerage and acquisition services since 2004. Because of our highly consultative and proactive approach, our customers have repeatedly turned to us to help them purchase and sell their technologically-advanced, high-performance aircraft. Why stop with new seats? Oregon Aero can provide additional interior upgrades for your certified, experimental, and homebuilt aircraft or helicopter. Let us help with your interior restoration or upgrade to ensure matching components. We approach every job with the same commitment to comfort, quality, and meticulous attention to detail. The Cessna 182 Skylane is an American four-seat, single-engine light airplane, built by Cessna of Wichita, Kansas. It has the option of adding two child seats, installed in the baggage area. Introduced in 1956, the 182 has been produced in a number of variants, including a version with retractable landing gear, and is the second most popular ... Instrument panels for large twin to experimental aircraft. Panel Planner is your best solution for designing and fabricating whole instrument panels for large twin to experimental aircraft. It is made for the aircraft owner, homebuilder, repair/refit station, flight department, designer, or manufacturer.


OUR VISION: Is to live up to our name! Over the course of the next several years we will bring high quality FAA/PMA approved products to the market at substantially lower prices than the competition.
My name is Ray DePouli, the founder of Affordable Aviation, my son Adam DePouli is President/CEO. We are proudly producing safety related products that are needed and work!
I have been flying for 55 years, it started when my father (Army Aviation) bought me an introductory flight when I was 14 years old. I have owned the same PRISTINE 1973 Cessna 172M for 35 years. Adam has been flying since 2005, he is the third-generation pilot in the family and we hope to pass on the joy and privilege of flight to his children.
Both Adam and I are accomplished pilots, I am CFII, MEI with thousands of hours, Adam is an instrument rated Commercial pilot. I had the pleasure of helping Adam earn his PPL, Instrument rating and Commercial license. The next notch on Adam’s belt will be CFI so he can teach his children to fly and keep the tradition in the family alive.
We wanted to give back to the aviation community and the way we elected to do this is to bring, as our name implies, Affordable Aviation products to the marketplace. Our first PMA approval was for Cessna Headrest Assemblies, used Cessna headrest are nearly impossible to find in the open market.
Currently, Affordable Aviation has several FAA/PMA approved products, more projects are in various stages of development. Our target is 5 new FAA/PMA approved product per year. Prices we be reasonable and AFFORDABLE.
We have always felt that a problem unsolved is often an opportunity for creative success. The opportunities in aerospace manufacturing are unlimited! My role in the company is to coordinate all technical and administrative information, Adam’s role(s) are centered on engineering and prototype fabrication.
The Affordable Aviation business started by accident (almost literally), In September of 2020 I was at KHIO in Oregon for about 30 minutes, got back into the plane…, cleared for takeoff and before I turned crosswind I was stung twice by a couple of wasps! A lesson learned the hard way! This event made me realize how serious a problem bugs in the cockpit can be. A few months later after we completed the research we started producing air inlet plugs for Cessna 100/200 series aircraft, advertised mainly on Facebook, the global response has been amazing, the ongoing customer comments have inspired us to keep going and expand the product line for Beechcraft and Mooney models. The plugs are patent pending. Other aircraft model plugs will be developed over time.
Whether your plane is on the ramp or in the hangar Remove Before Flight Air Inlet Plugs are another step in the PAVE checklist that pilots can take to ensure a safe flight.


Kramer Ausenco is excited to reflect on an incredibly successful week of drone training for our graduates in Port Moresby, PNG. The first group session focused on providing hands-on learning experiences, allowing participants to witness drone setup, take-off, and landing, while also gaining proficiency in controlling the drones in-flight. The enthusiasm and adaptability displayed by our graduates during the training were inspiring, reinforcing our commitment to upskilling and empowering them to be at the forefront of technological advancements.
Mastering Drone Operations
The drone training program at Kramer Ausenco seeks to equip graduates with the necessary skills to navigate the rapidly evolving landscape of aerial technology. Participants were given the opportunity to experience firsthand the intricacies of drone operations, gaining confidence and precision in manoeuvring the drones. The hands-on approach facilitated a deeper understanding of drone setup, take-off, landing, and control, enabling graduates to harness the potential of drones in various industries.
Our Civil Engineering Graduate, Annagrace, shared, "I think it was a great start. I've never had the drone flying experience before, so to have a feel of the equipment and get to know the basics of operating a drone was a new experience for me. I enjoyed the session and I appreciate KA and John for this great initiative to have drone flying sessions. As a new graduate, I look forward to more drone flying sessions which believe will equip me with the skills and knowledge I will need in the long run."
Unlocking the Potential of Drones
At Kramer Ausenco, we recognize the transformative impact drones can have across industries. By providing our graduates with the skills to operate drones, we empower them to leverage this technology's potential. Drones offer groundbreaking solutions in areas such as engineering, infrastructure development, environmental monitoring, and more. By upskilling our graduates, we position them to contribute meaningfully to the future of Papua New Guinea's development.
Commitment to Continuous Learning
The success of the drone training program at Kramer Ausenco stems from our unwavering commitment to nurturing talent and fostering a culture of continuous learning. We understand that professional growth and development are crucial for graduates as they navigate their careers. The drone training program exemplifies our dedication to providing valuable experiences that contribute to their ongoing professional development.
Driving Innovation with Cutting-Edge Training
Looking ahead, Kramer Ausenco will continue refining and expanding our training programs to incorporate the latest industry trends and advancements. By staying at the forefront of technological innovation, we ensure that our graduates receive the most up-to-date knowledge and skills. As our graduates harness their newfound drone expertise in their respective fields, they will be well-equipped to drive innovation, solve complex challenges, and contribute to the growth of industries in Papua New Guinea.
The drone training program at Kramer Ausenco has demonstrated our commitment to empowering graduates in Port Moresby, PNG. By providing hands-on experiences, fostering adaptability, and nurturing talent, we equip our graduates with the skills necessary to thrive in an ever-changing professional landscape. As they harness their drone expertise, we are excited about the endless possibilities that lie ahead for our graduates and the transformative impact they will have in their chosen fields.
Join Kramer Ausenco in unlocking the potential of graduates through our cutting-edge training programs. Explore the future of technology and innovation with us.


Pausing for lunch on a cold, windy day at the former George Air Force Base, this beautifully restored F-4C is my sole companion.
The base is a glorified industrial park attached to a parking lot for cast-off jetliners, an example of the “peace dividends” of dubious value that so many California communities have reaped since the fall of the Berlin Wall.
It does not take much of a sense of history to wonder, however, whether the dawn of the second Cold War might fortell a quickening in the future of this high-desert airbase.
Twenty years from now, when my grandchildren ask me what it was like to fly on Virgin America, I will show them this video.
Virgin America will join PSA, AirCal, and Western Airlines as a piece of California aviation history when they are absorbed into Alaska Airlines.
Goodbye, all, and thank you for some of the best economy class experiences I have had in a lifetime of flying.
Los Angeles airport was not always alongside the dunes in Westchester. Back when LAX was still a seaside bean field, Grand Central Terminal a few miles north of Downtown L.A. was where passengers landed in the Southland.
This three part video series tells the story of how Glendale was the cradle of commercial aviation and aerospace in Southern California. The series is a delight for both airplane buffs and history fans.
Boeing is leaving Long Beach, and California is no longer in the business of manufacturing aircraft as it has done for over a century. It is the end of an era, and this video offers a glimpse at what was the final hope for the airframe assembly business in California.
One point of note in the video is that the reporter actually reached out to Governor Jerry Brown’s office to see if they were talking to Boeing about keeping an assembly facility open in Long Beach, but the office was gently evasive. If that has you scratching your head, that is because this reporter did not tell the whole story. Boeing still has around 18,000 employees in the state, a far cry from the heights of the Cold War, but still one of California’s largest employers.
All of this points to a larger fact. While aircraft are no longer flying out of factories in California, there is a large and thriving aerospace industry here still. According to A.T. Kearny, 203,000 direct jobs and 511,000 indirect jobs can be attributed to the aerospace industry in California, more than Hollywood and agriculture combined. The industry is a lot harder to see, but it is still there, even as airplane factories across the Southland fall under the wrecking ball.


The 7 Minutes of Terror Explained
This video was posted on Tuesday, August 7th, 2012 and filed under Videos
The Team members at NASA’s Jet Propulsion Laboratory explain the challenges of the Curiosity Mars rover’s final minutes to landing on the surface of Mars.
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Sikorsky X2 : Latest Technology of Helicopter
2 years ago, on June 2008…..
Helicopter development is hampered by the fact that for so long it has been a zero sum game, with designers only able to improve forward speed at the expense of hovering ability and low speed control, and vice versa. This, combined with other inherent design restrictions, has kept the top cruise speed for conventional helicopters at roughly 150—170 knots. Looking to overcome these limitations, Sikorsky Aircraft Corp. is working on a coaxial design aimed at realizing a cruising speed of 250 knots. First announced in 2005 and having recently achieved a major ground-testing milestone, the X2 is a scalable technology demonstrator that can hover, land vertically, manoeuvre at low speeds, and transition seamlessly from hovering to forward flight. In the words of Sikorsky’s president, Jeffrey Pino, it could prove to be a real ‘game changer’ for the industry.
Coaxial helicopters incorporate a second rotor above the body of the aircraft, eliminating the angular momentum and dissymmetry of lift caused by having only one rotor. This allows the helicopter to achieve faster speeds with greater efficiency, and without having to compromise hovering ability. Sikorsky is very optimistic about the technology’s scalability, claiming it can be effectively used on anything from Class IV UAVs to high-speed joint heavy lift transports with a 25-ton internal load.
Both rotors on the X2 Technology Demonstrator have four blades, and are powered by a LHTEC T800 turboshaft, which also drives a six-bladed pusher propeller on the rear of the model. The craft is expected to travel as fast as 256 knots, has a range of 1300km and a take-off weight of 3600kg.
The X2 demonstrator will incorporate new rotor blade designs with high lift-to-drag ratio, a fly-by-wire system with advanced flight control laws, transmissions with greater horsepower to weight performance, and active vibration control. The X2 also contains an automatic system that strops the rotor blades from exceeding the speed of sound and shattering from the airflow – a necessary precaution for a helicopter traveling faster than 210 knots.
The recent blades-on ground testing milestone brought the craft within “arm’s reach” of its maiden voyage. “The entire X2 TECHNOLOGY Demonstrator Program Team is extremely pleased that we continue to move our experimental program closer and closer to first flight,” said James Kagdis, Program Manager, Advanced Programs. ”We anticipate that reaching this particular milestone, as with those yet to come, will continue to pique the interest of our military, commercial and international customers regarding the potential that X2 TECHNOLOGY could have on their diverse missions around the globe.”
The proof of concept technology demonstrator is scheduled to fly later this year.
and NOW!, 2 years later on June 2010…..
Sikorsky Aircraft’s goal of producing the fastest helicopter ever built has taken another step towards becoming a reality. Its coaxial X2 Technology demonstrator has achieved a speed of 181 knots (208 mph) in a test flight – faster than the 160-170 knot speeds generally possible with conventional helicopters and edging closer to the eventual aim of delivering 250 knot (288 mph) cruising speeds.
As we’ve reported previously, the X2 demonstrator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating coaxial rotor helicopter. These include fly-by-wire flight controls, counter-rotating rigid rotor blades, hub drag reduction, active vibration control and an integrated auxiliary propulsion system.
After the latest test flight Jim Kaglis, Program Manager, Sikorsky Advanced Programs for Sikorsky, said, “the X2 Technology demonstrator today exceeded average helicopter speeds of a conventional helicopter, generally 160-170 knots.”
“The demonstrator is proving out the technologies very well, from the active vibration control system to the fly-by-wire controls. There are no show stoppers here so far, and now the program turns a corner, as this completes phase three of four. We are flying forward to the 250-knot cruise speed,” Kaglis added.
Naturally speed isn’t the only feature Sikorsky is aiming for with its new helicopter technology. Attributes such as excellent low-speed handling, efficient hovering, and a seamless and simple transition to high speed are also desirable, and are all things that were successfully demonstrated on previous test flights.
In case you were wondering, the record of the world’s fasdest helicopter has been held for over 20 years by the British built Westland Lynx ZB-500, which reached 249.1 miles per hour (400.8 kmh) at a European air show in 1986.
source : www.gizmag.com


Beautiful autumn day at The Park (BWND) today. Views from the glider stretching from Southampton, Salisbury, the Severn Bridge and the south coast shared by club members, Bath Uni students and some day visitors. Let’s hope the season continues like this for a little longer 🤞
Good evening fellow aviators.
I have taken a trip to the Scottish Gliding Centre this weekend to try and extend my Gliding season a little more.
It is my first time visiting here, so I have taken a few pictures below to share with you all. Hope you enjoy them 🙂.
I chose winch launches today, as my objective was working the north ridge, which is comfortably in reach from winch height. A club K21 was my trusty stead for the day, and arguably has one of the best tail numbers I’ve seen 🙂.
The club is located alongside Loch Leven. Housed on a small island in the Loch is Loch Leven Castle, and on the edge of the Loch is Kinross House. Both structures can be seen surprisingly clearly from the air.
The ridge I was flying today forms part of the Lomond Hills Regional Park. Its a great feeling flying so close to such an impressive geological feature. The detail you get to see in the landscape from this vantage point is truly beautiful.
The ridge itself works with surprising ease and predictability. With todays weather conditions, the ridge reliably generated between 2 – 6kts up all day, with the ridge effect topping out between 2000ft – 2600ft depending on wind strength.
What a great day dear aviators.
What centre of Gliding majesty should I visit next I wonder….
Hmm…. I’m certainly tempted by tales of wave, and tremendous height gains.
Yes dear aviators, its time I think to start planning my first trip to Aboyne 🙂.
All of us from the University Gliding Club are pleased to announce that we now have 32 full University members thanks to our recent recruitment drive! What a day we had on Wednesday 25th September. Many thanks, on behalf of all of us at the University Gliding Club to all of our wonderful volunteers from The Park for their assistance with our University Freshers Week Sports Day event on Wednesday 25th September 2019.
The event was a true success! BWND’s Astir CS Jeans (LPM) worked as the perfect visual and attraction to get our recruitment drive off to a flying start (if you pardon the pun) and sparked the interest of so many students from all different courses, countries and walks of life. As a club that promotes equality in aviation, we’re really thrilled that ⅓ of our members this year our female!
Massive thanks to Mervyn Burt for helping us rig the glider in the morning of the day, Phil G and Adam Berrisford for kindness and supporting welcoming, greeting and talking to University of Bath students about Gliding with such happiness and enthusiasm. Last but certainly not least, a very special thank-you to Graham and Anne for picking up and safely returning LPM for us, despite the weather conditions in the morning! Without all of you the event wouldn’t have been possible, so thank you!
The glider & event sparked interested from both the novice and experienced pilot, and we’re over the moon that many students who have joined us have the aim of going solo in mind, and will be training with us over the course of the next year. We’re also joined this year by a couple of nearly solo Juniors, including Amalia Maiden, from Lasham Gliding Society with us this year, so we’re super excited about the year ahead!
Thank you to everyone at Bath, Wilts & North Dorset Gliding Club for making us always feel welcome at The Park. It’s going to be an amazing year & we’re all super excited!
University Gliding Club Chair 2019/20
A selection of photos from the day…
With the weather being an oasis of sunshine, thermals and light winds amongst the wet and windy weather of yesterday, last weekend and possibly tomorrow, club members turned out to enjoy cross country tasks, local soaring, instruction and check flights throughout the day. The longest flight being just over 3 hours with height gains of approx. 4,000ft. With the first launch at 10.49 and the final launch at 16.53, we had 3 Puchaz, BNH, JKW and a number of club members rigging their own flying machines making the best of a fine autumn day.
Andy Callaghan arrived as expected with 3 new Bath university students very keen to try out our sport for themselves. I`m sure Andy will have a detailed report of their visit with plenty of photo shots.
43 winch launches, 2 aerotows and 1 motor glider flight and a total of just over 20 hours flying time.
Many thanks to Andy, Matt and Jamie for organising our visit to Bath University for the “Freshers’ Day” recruiting campaign and special thanks to Graham and Anne for picking up LPM in heavy rain, trailing it over and returning it afterwards.
Mervyn came along to help us rig, thanks Mervyn; Adam and I had a busy day greeting the potential pilots of the future and getting as many as we could into the cockpit, with it’s canopy obviously removed for safety 😉 Some were a bit reluctant to climb in but they all listened to our enthusiastic explanations.
Andy , Matt and Jamie had a job to keep up with collecting all the contact details but signed up ten new members on the day; an excellent result with many to follow up. Some have had some limited previous flying experience, so they have an idea what to expect and we have some positive recruits to work with.
The BAeA ( British Aerobatics ) have just realised the points table for 2019. It is basically a league table for glider aerobatic pilots in the UK, with all the results from this year. I hope to collect the points trophy later this year.
Link to page- https://www.aerobatics.org.uk/pointstable/view/100
Again a glorious sunny day with plenty of blue thermals for local soaring. Graham managed 2.27 hours with a height of 2,900ft. Several flights of approximately an hour with JKW holding it`s own against BNH even though it was what we would typically call the day “a K6 day”. First launch at 11.28 after we de-rigged LPM for a minor repair job to keep Nick busy for a while in the workshop. Last launch at 16.09 saw 15 winch launches and 2 motor glider flights makin a total of 9.10 flying hours for the very enjoyable afternoon.
Many thanks to Mike J and our trusty midweek volunteer winchers for giving their time, in addition to their weekend rostered duties.
Well done to two of our cadet members on Sunday – Kristian Kolb flew his first solo flight and James Farr completed his Bronze theory paper and Bronze flying test and passed both.
Richard Bobrowski, not to be out done, converted from the Puchaz to the Astir LPM.
Last week, I spent the week at Lasham Gliding competing in the 2019 Advanced Glider Aerobatic Nationals. This was the first time in recent years that the Nationals were held at Lasham, so we were all competing in a new aerobatic box which proved to be a challenge as there wasn’t a great deal marking the boundaries.
The first sequence was our Free Known which we are allowed to design and practice. This sequence went well for me as I scored 1364 points which was 200 points clear of the next competitor. The contest director had decided that we were going to do 2 flights a day so the next flight was unknown 1 – we are given these sequences a few hours before we fly them. Again this flight went well for me as I scored 1044 points winning this flight also.
The next day we had 2 flights left to do, the first one was the free unknown. We are allowed to design this sequence but not practice it!
I tactically chose my closest competitors sequence as it was silly to risk doing poorly on a separate sequence and him doing well. Should bad luck have it, I rolled the wrong way part way through his sequence resulting in my lowest score ever at 405 points ( I had a few words to say about it, when I realised I was the wrong way round). So after landing I thought I was out of the competition….
I had one flight left to do, and after talking to Maz the owner of the fox he helped me through what I needed to do for the last flight. Surprisingly it went really well, so well in fact I won the last flight!
3 wins out of 4 flights. But was it enough?
Dave Gethin had beaten me by 1.2%. Silver medal it is.
This competition I learned a lot, and I feel even more determined and excited to do well in future competitions. Even though this season went well with 2 gold medals and 1 silver and 8,138 points (Which I believe is the most anyone scored this season in the UK) there is always room for improvement.
You can find the scores here: https://www.aerobatics.org.uk/contest/result/164
The last image was taken on the Sunday, when our coach decided he wanted to winch the Primary as we had free day. Soon as I have 200 hours I’m going to ask to fly it. Carl a team member is stood by the glider in the picture.
A unique opportunity presented itself on Sunday when a few members visited Middle Wallop under the invitation of PNGC.
A Brief History (from internet sources and my local knowledge):
Middle Wallop has long been an active station and at some time or another been host to all three UK services and the USAAF. The station opened 1940 as RAF Middle Wallop which operated the Spitfire, Hurricane and Beaufighters.
In 1943 the USAAF operated the P38 Lightning and P51 Mustang. 1944 saw the RAF return with Mosquito’s before transfer in 1945 to the RN and back to the RAF in 1946 until 1957.
1954 saw the first operation of helicopters and the formation of the Joint Experimental Helicopter Unit in 1955. In 1957 army aviation became independent of the RAF and the new Army Air Corps was born at Middle Wallop.
Mostly this comprised of rotary aircraft with helicopters such as the Gazelle, Lynx, Apache and Wildcat.
Activity has been much reduced in recent years with I believe much of the operation moving to Shawbury.
As I’m sure many of you are aware Portsmouth Naval Gliding Centre ceased operation at it’s long term home at the Former HMS Daedalus last year. Unfortunately the whole site was taken over by the council and subsequent commercial pressures left the PNGC with no option but to cease flying activity there after 69 years.
PNGC has since seen it’s fleet somewhat dispersed to the four winds with it’s tug on loan to Talgarth and gliders being utilised at various sites. PNGC has been operating from Upavon in conjunction with Wyvern and has been seeking a permanent home.
This weekend was an opportunity for PNGC to trial an operation at Middle Wallop and saw circa 50 launches by winch and tug on the Saturday.
A varied fleet of aircraft was present in the guise of K21’s, Puchacz, Duo Discus, Discus and numerous private gliders including a ‘flaming’ libelle.
A familiar runway designation of 26 / 08 was in operation with the winch and tug lines operating next to each other, there was even a familiar dip (although no slope) and some tree’s! A vast expanse of neatly mown grass was beckoning.
The opportunity arose to fly a Duo Discus and it would have been foolish to turn it down never having previously flown such a machine! After a briefing I was ready and the instructor having finished his cuppa (rarely seen without one) sat behind we were positioned behind the Robin for a 2k tow.
Not being the world’s most profilic tug customer there was a degree of apprehension as we set off (don’t drop the wing, don’t drop the wing) what felt like a fairly long ground run saw the Discus flapping its wings as we became unstuck! I was immediately struck by it’s stability and the silence! I have definitely never experienced anything as quiet and with the exception of the air vent it was super silent!
We were soon at 2k after an uneventful tow and released alongside the danger area of Porton Down turning back towards Broughton (undercarriage, check!). The lift was pretty much non existent but we didn’t encounter much sink either. I had been warned about the ‘slippery’ characteristics of the Discus and I was struck by how it retained height, it just kept going and going!
There was an excellent view to the coast with Fawley and the Isle of Wight tantalisingly close.
A very different outlook to the Park with nothing like the unudlating ground that we enjoy in our immediate playground.
We headed back towards the airfield with the LX9050 barking ‘Airspace’ yup we were in it (legally) and enjoying it too! After a couple of orbits over the houses of Middle Wallop and pre-landing landing checks complete (undercarriage, check!) we positioned for a right hand circuit (powered on a left hand circuit).
I had been warned about the very flat approach attitude and how closing the brakes would see the aircraft rapidly gain speed, this being an aircraft with a minimum 60kt approach with barely a sniff of headwind.
A long base leg and into the final turn saw me lined up (unusually) neatly to the left of the trees, speed on, brakes open, looking good, in the undershoot, brakes reduced, speed good, floating, over the peri track, touchdown! A landing I was very pleased with which earned a metaphoric pat on the back from the instructor too!
A real buzz and an ear to ear grin ensued.
Being a low hours, pre bronze solo pilot I have flown at a couple of different sites and in different aircraft each time (first time on type each time) and have found it really fulfilling. In my opinion it is really useful to fly as many different aircraft as possible as every aircraft flies differently BUT you have the skills to fly them (I’m sure there are some caveats in there somewhere).
To add to that, the same aircraft types also fly very differently in my (limited) experience.
Thanks to PNGC and the opportunity to fly a different aircraft in a very unique environment (I’ll take up the invitation to fly 805 the single seater Discus another time).
Sat 14th Sept was a beautiful sunny one. Not a cloud in sight, and a gentle SE wind. Hardly the glider pilot’s vision of a great gliding day! Several were rewarded with prolonged flights though after Chris Teasdale showed us where to find the lift, in HTR, over the higher ground. The whole club fleet was out and well used during the lovely warm day. Cady eked out the last dregs of the day, scratching for over 40 minutes above the same spot on the ridge, honing his turning skills after a summer lay-off.
The Longleat balloons were on show in the morning and evening, book-ending a very pleasant autumnal day.
(For KTrax flight log enthusiasts, don’t believe all of the exaggerated times on yesterday’s log file. There were obviously some logging issues. I don’t think anyone flew much over an hour and a half. )
Well what a glorious day today! Beautiful clear air which is quite unusual with an inversion as predicted. For those of us up early enough and living local there was the extra wonderful sight of over a hundred hot air balloons taking part in the Longleat 3 day balloon festival. So be sure to be about early tomorrow and Sunday morning to see this amazing sight. A couple of years ago we had a few land on the airfield early in the morning – quite a sight to see.
Steve L managed a very respectable 2.45 hours of local soaring in totally blue thermals – not a whisper of a cloud! With Ron having a more challenging flight in LPM for nearly half an hour – which he declared was really hard work. With members enjoying two seater training and check flights with Mike J, and the rest of us, well sitting in the Autumn sun with plenty of chit chat and tea. We were joined late afternoon by Dick and Mary flying in for visit in G-COBLY, having been to Old Sarum for lunch before returning to Compton Abbas. Mike T took himself off to Portland Bill in or very own motor Faulke – which I`m sure he may well add some pictures and blog himself.
16 flights in all, including one aerotow and one motor glider launch. Approximately 6.30 hours of flying time. First launch 11.27 and last launch 16.24. What a great relaxing day, flying and much socialising listening to some of the great stories of the early days of tug flying from Ron L.
It turned out to be a better day than many of us expected I think and it gave really excellent soaring conditions. I thought it might be worth posting a few pictures from my flight, as it was one of the most satisfying in the last few years.
I enjoy visiting exciting soaring locations, and the Isle Of Wight ranks high on my list. I have only been able to fly there once before as suitable days are rare and it’s a 300K flight to St Catherine’s Point and back. The flight is normally only possible in August or September due to the sea breezes that occur earlier in the year. The secret it seems to me is that it’s not difficult to cross the Solent, but it’s important to be able to be high enough to get to a good climb on the other side, which will likely be twice the crossing distance.
Isn’t this what gliding is all about?
Give it a try, it’s not difficult.
Only three launches were possible today before the conditions became too difficult with low cloud and some rain.
The ridge was working though and it gave Roy a taste of how to fly on a ridge. The wind was 185 degrees at 15kts on the first flight, but it was not quite strong enough to maintain height. On the second flight the wind was 185 degrees again, but at 20kts and the ridge just about allowed sustained flight up to 1000ft, but it was necessary to work hard with S turns in the best parts. On the third and last flight the wind had increased and veered to 220 degrees at 26kts and it was working very easily up to the cloudbase of 1900ft QFE.
These were the best set of ridge flights I have had at The Park, so if you see a forecast of 20+ kts from 180 – 220 degrees, it’s well worth flying. 1500 feet or so may not sound very exciting, but the practice it gives in working weak ridge and thermal lift is very satisfying.
Good evening fellow aviators.
After some very warm days this week already, today at the park was a very pleasant and clement 18 degrees celcius. The wind varying between 230 – 250 degrees, 10 – 15 knot ground wind, 20 knot flying wind. This made for respectable launch heights, and some very welcome assistance in staying aloft from our local ridge.
The skies to the South West of the Park reverberated to the sounds of multiple military fast jets and helicopters performing “high energy training manoeuvres”.
A total of 27 Glider flights today. First launch at 11:05, last landing at 17:50.
A refreshingly cool and enjoyable day at the Park dear aviators.
Good evening fellow aviators.
2 Club Puchacz, all the club single seaters, and an array of private gliders lined up at the launch point, with up to a dozen online at a time. No pictures of this unfortunately as I was in the launch point line getting ready to fly with everyone else 🙂.
Locally soaring opportunities were plentiful, but the Cross Country guys reported conditions were more challenging out on task, with weak lift and cloud bases as low as 2000ft at times. Mark H fared better than most however, and managed to strike out to Northampton and complete a 250k task.
Former club members Steve & Kath Grzeskowiak made a welcome visit to the Park today. They have travelled back from Australia on a whistle stop tour visiting family and friends in the UK. Steve took to the skies around the park once again this afternoon with Stuart N in the Motor Glider. Taking the controls for all but the take off and landing, on a 1:20 flight, Steve managed a respectable engine off Glide time of approx 40 mins during the flight.
41 Glider flights today, 1 Motor Glider flight, plus an aero tow home for a visiting Dorset Gliding Club member Richard, who landed at the Park after completing a 50k.
First launch 10:43, final club glider landed at 18:04.
Another great day at the Park dear aviators 🙂.


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The new station on the Moon would become the port of departure for future manned missions to Mars.
Russia and the United States signed a cooperation agreement to build a special station on the moon by the middle of the next decade, Roscosmos, the Russian space agency said in a statement on Wednesday. The project is called Deep Space Gateway and will be NASA’s flagship.
The Deep Space Gateway would be the successor to the International Space Station (ISS), which came into space in 1998. The ISS was built in collaboration with the US, Russia, Europe, Canada and Japan and will cease to operate in 2024, according to the current plans.
Advances. NASA had already announced a few months ago that it was working to send astronauts into lunar orbit thanks to new rockets developed by the US space agency. For its part, Russia wants to open a scientific base on the moon and expects to carry out its first lunar flights before 2031.
Space agencies in Europe (ESA), Japan and Canada are also engaged in the project, which is still at an early stage of development, according to the ESA.
“The two partners intend to develop international technical standards that will be used in the future, including the creation of an orbiting station around the Moon. Roskosmos and NASA have already agreed on the rules of the future station,” he said. the Russian agency.
The future. The ultimate goal of the new station is to be the starting point for manned missions to Mars and other points in the Solar System. According to NASA, these trips would be made in reusable vehicles with chemical and electric propulsion to go and return to the red planet.
The new station on the Moon will have three modules: one for generating electricity, another for the astronauts and a third for laboratories similar to those for the ISS. The facility will function as a colony where astronauts can train to go to Mars. It will also be the mother ship for lunar exploration missions.


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NASA Technology Transfer Portal Home
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World Engineering Day – March 4
This webinar is brought to you in recognition of World Engineering Day (WED) and this year’s theme, engineering innovation for a more resilient world. WED is an opportunity to celebrate engineering and the contribution of the world’s engineers for a better, sustainable world.


3CPD asked Helipix to present a seminar for RICS surveyors as part of their Continuing Professional Development.
The seminar was held at Maidenhead Golf Club and covered the use of UAV's in the field of building inspections and surveys. The seminar was well received with surveyors from many disiplines interested in this new technology.
The UAV was demonstrated in rather windy conditions and in fading light. Given that the camera took both these images at 1/50th second they have a very high degree of detail bearing in mind the adverse conditions.
The seminar covered the history of multi rotored aerial machines up to the Moller Skycar project. We also covered the uses of UAVs and how they current Air Navigation Order affects their use and how the CAA implement that law. As well as the benefits, safety and environmental advantages of using UAVs the seminar also covered the future of this technology and the advances in system control and management by research projects around the world.
If you would like us to provide a presentation and demonstration related to the use of small UAVs in your field of expertise please contact us.


Boeing’s Starliner is attempting another uncrewed flight to the International Space Station on Thursday. This will be the first time a commercial spacecraft has attempted this feat since 2011, when SpaceX made it possible for companies to launch rockets with their own payloads into orbit without paying NASA.
The who is on the ISS right now is a question that I am unable to answer.
At the Kennedy Space Center in Florida, the Boeing CST-100 Starliner spaceship. (Photo credit: PA)
Boeing will try its second uncrewed trip to the International Space Station (ISS) as part of a test to demonstrate that it can safely travel to and from the orbiting lab.
The CST-100 Starliner capsule will deliver supplies and test equipment to the space station, but the mission’s primary goal will be to show that the spacecraft can successfully launch, dock, re-enter the atmosphere, and land in the desert.
The launch date has been set for July 30 at the Kennedy Space Center in Cape Canaveral, Florida, by NASA and Boeing.
If the flight is successful, Starliner will be able to serve as Nasa’s “taxi service,” transporting astronauts to and from the space station.
Due to technical problems, Starliner failed to rendezvous with the space station on its maiden uncrewed test flight in 2019.
The spacecraft, however, was able to return to Earth two days after launch, landing in New Mexico’s White Sands Space Harbour.
Boeing and Nasa teams collaborated over the last 18 months to address the problems, which included 80 remedial measures.
“After evaluating the team’s data, and the preparedness of all partners, everyone said ‘go’ for the launch,” said Kathy Lueders, Nasa’s director of spaceflight, after Starliner’s flight readiness test last week.
Meanwhile, SpaceX, a competitor in the aerospace industry, has already sent three astronaut teams to the International Space Station in its Crew Dragon spacecraft.
Elon Musk’s business made history last year when it carried Nasa astronauts Robert Behnken and Douglas Hurley to and from the space station, becoming the first commercial enterprise to do so.
Since the termination of the Space Shuttle program in 2011, Nasa has relied on Roscosmos, Russia’s space agency, to transport personnel to the International Space Station.
Nasa granted contracts to SpaceX and Boeing in 2014 as part of its Commercial Crew Program to provide crewed launch services to the space station.
The Starliner will be sent into orbit on an Atlas V rocket operated by United Launch Alliance, an American space launch firm (ULA).
In addition to supplies and equipment, Rosie the Rocketeer, a dummy, will fly aboard the spaceship.
She’ll be strapped into the Starliner’s commander’s seat, and her primary goal will be to keep the spacecraft’s center of gravity stable.
Rosie will be outfitted in a brilliant blue spacesuit similar to the one that astronauts would wear on the Starliner.
Rosie the Rocketeer, a dummy pilot, pilots the Boeing CST-100 Starliner spaceship. (Photo credit: PA)
The Starliner capsule, like SpaceX’s Crew Dragon, is reusable, although it is claimed to be capable of flying up to ten trips, compared to Crew Dragon’s five.
While SpaceX has chosen to land on the ocean, Boeing’s spaceship will land on land at one of five locations in the western United States.
This landing technique, according to Boeing, “allows for faster access to crew and cargo, as well as more efficient turning around capsules for future flights.”
In the meanwhile, Nasa has chosen the first two sets of astronauts who will fly aboard the Starliner.
As part of the Crew Flight Test mission, Mike Fincke, Nicole Mann, and Barry “Butch” Wilmore are scheduled to be the first astronauts to launch into space on the Starliner.
This trip will primarily serve as a demonstration of Boeing’s capacity to safely transport humans to and from the space station.
If successful, astronauts Sunita Williams, Josh Cassada, and Jeanette Epps will fly to the International Space Station on Boeing’s first-ever operational crewed mission.
MORE: Blue Origin’s Jeff Bezos successfully flies to space and lands
MORE: As Jeff Bezos and Richard Branson spar over the Kármán line, where does space begin?
Get the most up-to-date information, feel-good stories, commentary, and more.
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Poop on the Moon?
We've seen the planting of the flag. We've heard the infamous words. Why did we never discuss the poop?
You can find more neat-o science videos featuring Destin on his YouTube channel Smarter Every Day.
The preceding video was posted this week in an article about things we left on the Moon. Destin from Smarter Every Day shares some information that most Poopreporters know, such as that astronauts poop into little bags attached to their butts. But he also shared something that I did not know, which is in early space exploration the astronauts could choose to attach their wangs to suction devices and pee right out through the wall of the space craft and into space. (According to Destin, they probably chose instead to fill up a little yellow bag first and disengage their wangs before dumping the pee bag outside.)
Furthermore, why did the astronauts leave the poop on the moon?
You'll have to watch the video to find out.


Monaco and the aviation pioneers
It is widely known that Monaco was a pioneer in the history of casinos. But it is much less known that Monaco was a key site that attracted numerous pioneers in the world of aviation.
In 1908, the Société des Bains de Mer and all of Monaco were in the hands of Camille Blanc, the founder’s son. He had the foresight that aviation was not just a craze taken up by a few daredevils, but in fact a business with a highly promising future. He therefore suggested to Prince Albert I of Monaco that they should organise a major flying competition in the Principality and offer a prize of 100,000 francs. The event did not take place due to a lack of participants, but the seeds had been sown.
In 1910, Henri Rougier come to carry out some trials in Monaco aboard his Voisin biplane. On 3 March, he completed the first-ever flight over the Mediterranean. On 9 March, he chalked up the first flight over ‘La Tête de Chien‘ (The Dog’s head), a mountain overlooking Monaco.
In 1911, Henri Fabre flew over the sea in his seaplane, putting on a unique show for the spectators who had flocked to the Casino terraces, before his plane unfortunately crashed on the rocks.
The first flying contests
In 1912, eight biplanes lined up for the first seaplane contest, which drew an impressive crowd.
In 1914, Monaco was the arrival point for the first air rally, inspired by automobile rallies. The 27 planes took off from Paris and flew to London, Brussels, Gotha, Madrid, Milan and Vienna. They made technical stopovers in Marseille and Genoa, swapping their landing gear for floats in order to land on the sea in the Port of Monaco. The winner became famous: his name was Roland Garros.
In 1921, Monaco held its last flying competition. Although the activity was then abandoned due to the lack of space to accommodate the ever-growing crowds of spectators, Monaco was proud to have played an important part of aviation history for a full decade.


EASA MEP module
With FlyJAA it is possible to attain a so-called multi engine rating, also known as the EASA MEP. In this module you are trained to fly a twin engined aircraft. You can complete this module within one week.
The MEP module consists of:
- 2.5 hours twin engined flight instruction
- 3.5 hours twin engined flight instruction focused on engine failure and asymmetric handling
- 7 hours theory
- theory exam
- practical exam
More information about EASA MEP?
- PPL pilot license
- Medical class 1 of 2
- Minimum age of 18 years


I do not have own transportation.
Carpooling? If you do not have a vehicle or prefer to carpool:
We can work out carpooling from either Ferry-boat stations, train station or any of the areas close as long as you are in route to the flying spot. Details about this can be discussed on the phone.
Are there any age/weight restrictions?
More important than age, the passenger must weight between 30 to 110 KG, depending on wind intensity.
For anyone aged till 17 must have the formally consented of a guardian. We have flown passengers from 10 to 84 years of age.
What do i need to know about my paragliding flight?
We will supply all of the last generation equipment and mandatory insurance.
We will have a previous briefing to explain all the procedure.
You will fly together with an instructor seated in a comfortable harness.
Passenger and Pilot will communicate easily during all the flight.
What to wear on the flying day?
Sturdy or trekking shoes that you would go for a brisk walk. Preferably with a closed toe to better protect your feet.
A warm top. Even if the day is hot it is cooler when flying around in the sea breeze. On a cold day it can be very chilly, so rug up.
Glasses or sunglasses are fine.
Sunscreen, hat and water – sometimes we have to wait for a while for the conditions to be just right. As we are close to the beach you may like to have your swimmers and towel handy.
What about small groups, do we fly together?
For small groups of two or more passengers, each will be flown in a separate tandem either simultaneously or consecutively. Paragliding Lisbon has several qualified Tandem pilots and on some days we may have several pilots available. Depending on pilot availability you can choose to either fly simultaneously (the same time) or consecutively (one after the other). Some passengers want to fly in the air at the same time, e.g. to wave at each other and/or take video/photography in the air, others prefer to fly consecutively, e.g. to take video/photography from the ground, look after children/pets, etc. Whenever possible we let you make the choice.
May I bring a Camera for in flight pictures?
Do you think the memory of your wonderful experience will fade with the years passing by?
Make your flight a lasting memory with great photos and/or a movie. You may bring a Camera for in flight pictures.
Do we Jump in Paragliding?
There are fundamental differences between parachuting and Paragliding.
The term tandem jump or tandem flight is often spoken. In Paragliding, in opposition of parachuting, we do not jump. Our glider is already open before the take-off. It lifts slowly flying forward and up.
The feeling of “leap into the void” does not exist in paragliding.


The target of the Space and Upper Atmospheric Sciences Group ranges from the stratosphere (above 10km) to the interplanetary space of the solar system.
Study on aurora and the link between
solar wind, magnetosphere, and ionosphere
Auroras, the most majestic and beautiful phenomenon in the polar region, remain puzzling and of great interest to researchers. An aurora is excited by electrons and protons precipitating from space near the Earth (geospace) to the polar atmosphere along the geomagnetic field lines and reflects variations in the geospace environment, which changes dynamically due to interaction between the solar wind, the magnetosphere and the ionosphere.
We have been conducting ground-based network observations in the Antarctic and Arctic regions with radars, magnetometers, and auroral imagers. Such observational data are used to study the mechanisms of various auroral phenomena and solar wind-magnetosphere-ionosphere coupling.
Aurora observed above Iceland, which is the geomagnetic conjugate point of Syowa Station
Middle and upper atmosphere research
Polar mesospheric cloud (PMC) observed at Syowa Station - Photo by Y. Takeda (JARE50)


Back in January, after the FAA had put out its rules for recreational drone use, I wrote an article on rules for noncommercial drone pilots. Recently the FAA came out with new rules (Part 107) for commercial users. These will make it much easier to become a legal drone operator. Here are some of the requirements you’ll want to know about.
What isn’t covered?
First, a word on what these rules won’t do. They will not allow Amazon to start a large scale drone based home-delivery service. This is because the new rules only allow for operation within line of sight – like the recreational rules. While the full spectrum of FAA licenses and rules, and their authority to grant special permits and exemptions, may have room for Amazon and others in the package delivery space to use remote drone operation, that won’t fall under Part 107.
They also do not permit use near airports, indoors or at night.
Noncommercial drone users – anybody using drones in a way that is unconnected to business or organizational use – is covered under the earlier rules.
Who should pay attention to the new rules?
Anybody who wants to use drones in connection with business, professional or organizational activities. Two of my client bases are among the industries most directly affected. For photo and video creators, drones provide opportunities to shoot from angles and locations that would otherwise be difficult or impossible to access. And many people don’t realize this, but the second biggest commercial user of drones is the construction industry, where they are used to survey site conditions and make observations of parts of a job that are difficult to get to.
Let’s start with the benefits.
Under the new rules, you don’t need a pilot’s license or a special exemption, just a permit that you can receive after passing a knowledge test and being cleared by a Homeland Security background check. Flight in most areas that are not densely populated or near an airport is allowed without a special permit, and operation near an airport can be cleared by the local airport authorities.
And the drawbacks?
Getting a commercial remote piloting certificate, while easier than getting a pilot’s license, will require some amount of study, paperwork and a test. And commercial drone operation will have restrictions: no use over uninvolved people (ruling out most city use without careful planning), or inside, or from a moving vehicle, or at night, or during twilight without running lights. And no use outside of line-of-sight. So even though live video feeds and sophisticated apps allow for flying a drone by “instruments only” is possible, and some photographers have been using such systems, neither the recreational nor the commercial drone rules permit their use. However, given the interest in delivery drones by some well funded and influential corporations, it is likely that in the next few years we will see the introduction of another class of license allowing remote commercial use.
If you wish to use a drone in connection with a business, get certified. While the certification test will not be available until August 29th, you can start reviewing materials that will be on the test here. (Free registration required.) More information on certification is available here and if you want to see the full text of the rules, they are available here.


Pilot in Command (Practical Flying) by Paul A. Craig Download PDF EPUB FB2
This book reinforces the rights and responsibilities each pilot must understand. Pilot in Command As the King school motto goes: Takeoffs are optional. Landings are mandatory. Read more. One person found this helpful. Helpful. Comment Report abuse. See all reviews from the United by: 7.
the pilot-in-command. According to the Federal Register there are only three ways a private or commercial pilot can properly log pilot-in-command time. File Size: 69KB. The USAF awards pilot ratings at three levels: Pilot, Senior Pilot, and Command Pilot, to active duty officers and to officers considered as "rated assets" in the Air Force Reserve and Air National Guard (i.e., the Air Reserve Components).
Rating standards apply equally to both fixed-wing and helicopter pilots. Pilot in Command is book twenty-five in the Sector Guard series: the final book, in fact. But like so much that Viola Grace does, it is not what I expected.
Helen Taline is an Alliance pilot when she goes against her captain's orders to abandon defenseless civilians in the middle of a battle/5(5). Reach more employees and tap into emerging talent with affordable, per-seat cost.
Maximize Employee Adoption. Make it easy: Mobile-enabled, any-device, password-free, on-demand, and snackable. Clearly Demonstrate Impact.
Transparent analytics, useful insights, Pilot in Command book helpful reminders all packaged in beautiful reports. How PILOT Works. (5) A commercial pilot or airline transport pilot may log all flight time while acting as pilot in command of an operation in accordance with § (c) of this chapter if the flight is conducted in accordance with an approved second-in-command professional development program that meets the requirements of § (c) of this chapter.
One of the most interesting characters on Star Trek: Picard is the pilot of Picard’s new ship, Chris the second episode in a row, the show has focused on a book that he likes to read. Command Log Book Maintain your pilot log book electronically with this easy to use program that can save you hours.
Its simple, straightforward layout covers every regulated recording requirement and there are extra, user defined fields that allow you to record hours. The pilot in command (PIC) of an aircraft is the person aboard the aircraft who is ultimately responsible for its operation and safety during flight.
This would be the captain in a typical two- or three-pilot aircrew, or "pilot" if there is only one certificated and qualified pilot at the controls of an PIC must be legally certificated (or otherwise authorized) to operate the.
AFW Command Pilot’s Manual Page 5 Safe missions start with a pilot’s expectations and attitude. With that in mind, no pilot is expected to: Accept any particular mission Fly or continue a mission in the presence of any doubt about completing it safely Compromise safety in any way in order to complete a mission Canceling a mission is considered a demonstration of good judgment and will.
By the book. A private pilot applicant is expected to exhibit satisfactory knowledge associated with airman and medical certificates including privileges, limitations, currency, and operating as pilot in command as a private pilot. Print book: EnglishView all editions and formats Summary: Based on FAA-mandated pilot-in-command authority and responsibility for flight safety and operations, Pilots in Command: Strategic Action Plan for Reducing "Pilot Error" provides private pilots a how-to guide to cockpit decision making.
Part 61 pilot certificate holders with a current flight review (in accordance with 14 CFR part ), must successfully complete this online course to satisfy the part remote pilot with a small UAS rating recurrent training requirement.
COVID Resources. Reliable information about the coronavirus (COVID) is available from the World Health Organization (current situation, international travel).Numerous and frequently-updated resource results are available from this ’s WebJunction has pulled together information and resources to assist library staff as they consider how to handle coronavirus.
(3) A certificated flight instructor may log pilot in command flight time for all flight time while serving as the authorized instructor in an operation if the instructor is rated to act as pilot in command of that aircraft.
OK, I Understand. Before Capt. Don McVicar joined Ferry Command inhe attended No. 2, Air Observer School in Edmonton, Alberta. Not only was he able to improve his flying skills (having already earned his pilot's license in with sheer determination), but he developed his love for navigation, which saved his life many times over, and that of his crew, during the ers: Helen needed more from life as a pilot than the Alliance could offer.
When a handsome Azon offers her a new position, she cant say no, to has enjoyed her tenure as an Alliance pilot, but working with unpredictable crews is wearing on her nerves.
When an incident of. As a Pilot in Command, you are the ultimate authority. The buck stops with you. You must be willing to accept responsibility for everything that happens during the flight especially the bad stuff.
Let’s start with the basics first. Definition of Pilot in command. Here is. AFW Command Pilot’s Manual Page 5 Safe missions start with a pilot’s expectations and attitude.
With that in mind, no pilot is expected to: • Accept any particular mission • Fly or continue a mission in the presence of any doubt about completing it safely • Compromise safety in any way in order to complete a mission Canceling a mission is considered a demonstration of good judgment.
I received the book Viper Pilot: A Memoir of Air Combat By Lt. Hampton From A GoodReads giveaway. Thank You. There was a lot of technical information about combat aviation and the aircraft used by these pilots but I felt that this was important to the story he told.
The meat of the book was indeed the thrilling, terrifying and deadly /5. Pilot on Command. likes 1 talking about this. Pilot on Command es una empresa de head hunting para personal técnico aeronáutico que desde Monterrey ofrece sus servicios en cualquier parte del Followers: I certify that [First Name, MI, Last Name] has met the requirements of §§ and and I have determined [him or her] proficient to act as pilot in command of [category and class] of light-sport aircraft.
Taking sport pilot practical test: §§, and Pilot in Command (Practical Flying) by Craig, Paul and a great selection of related books, art and collectibles available now at. What They Do: Airline and commercial pilots fly and navigate airplanes, helicopters, and other aircraft.
Work Environment: Pilots usually have variable work schedules, with overnight layovers that are more common for airline pilots. How to Become One: Airline pilots typically begin their careers as commercial pilots or flight cial pilots need a high school diploma or.
The discussion included considerations for unmanned aerial control stations, including pilot flight display requirements, unique UAS attributes, and command and control links. Various displays and ground-control system arrangements are depicted in Figures through Aces In Command: Fighter Pilots As Combat Leaders is a superbly researched and written military history of combat aviation leadership.
Aviation historian Walter Boyne details the careers of four legendary aces (Eddie Rickenbacker, Hub Zemke, Boots Blesse, Robin Olds) who went on to using their leadership skills in positions of command in World War I, World War II, Korea, and Vietnam.5/5(2).
In an aircraft with two sets of flight controls (and that is typical for most planes), and where there are two pilots, one pilot is designated as having the most authority. That pilot has ultimate responsibility for making decisions and accepting.
a pilot in command and “a second in command”5 for flights that require two pilots.6 Once designated, the pilot in command of a Part flight remains the pilot in command at all times during that flight.7 For Part flights, the minimum pilot crew is two pilots and the Part certificate holderFile Size: KB.
Other articles where Pilot book is discussed: navigation: Sailing instructions: to coastal navigation was the pilot book, or periplus, in which the courses to be steered between ports were set forth in terms of wind directions.
These books, of which examples survive from the 4th century bc, described routes, headlands, landmarks, anchorages, currents, and port entrances. When the pilot performs the duties of pilot in command while under the supervision of a qualified pilot in command provided: The pilot performing the duties of pilot in command holds a commercial or airline transport pilot certificate and aircraft rating that is appropriate to the category and class of aircraft being flown, if a class rating is.Pilot in Command: The New Cessna Pilot Course.
a test prep book and a Cessna manual) and the new revised course are designed to be an integrated curriculum that matches each book lesson. There is another acronym, PICUS (pilot-in-command under supervision), which is the subject of much confusion.
Once more turning to our good friend Part-FCL, PICUS is defined as either: “A co-pilot performing, under the supervision of the pilot-in .


Air canada flight attendant application
Air Canada is Hiring Cabin Crew Applications Close April
Flight Attendant ProgramBecome a Flight Attendant CTC. We’re a fun, hardworking group who believes in stellar service, having fun, and making every flight a memorable experience for our customers., Flight Attendant Hiring Update 02/12 Air Canada is now hiring flight attendants with and entire application process for flight attendant positions.
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Air Canada files application to reduce flight attendants. Fall 2017 Recruitments Air Canada Flight Attendants Discussion Board. Airline Flight Attendant jobs forums., Air Canada Interview Process Step by Step - Interview Tips for cabin crew or flight attendant job in canada. here is the cabin crew interview process 1 by 1.
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Flight Attendant Salary (Canada) PayScale. The Canadian Aviation Regulations are a compilation of regulatory requirements Division XII — Flight Attendants and Application; Subpart 1 — Air Traffic, 2007-01-30 · What's it like to work for AIR CANADA? Search this thread. one of the flight attendants said minimum is 21 somthing but can't write on the application form..
Air Canada Interview Process Step by Step – Interview Tips. Air Canada Career as Flight Attendant 2018 - Online Apply and more details about flight attendant jobs in canada. check out cabin crew vacancy details here., Find WestJet flight attendant jobs with our Roles section and learn why our flight attendants are some of the best in the industry..
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FlyerTalk Forums Air Canada files application to reduce. Interviews for Top Jobs at Air Canada. Flight Attendant After submitting an application, Some recently asked Air Canada interview questions were, https://en.wikipedia.org/wiki/Gimli_Glider The union representing Air Canada flight attendants alleges the employees face rampant sexual harassment and discrimination, including being paraded in front of staff.
2018-09-29 · As of Sep 2018, the average pay for a Flight Attendant is C$21.47 /hr or C$35,977 annually. AIR CANADA and the CANADIAN UNION OF PUBLIC EMPLOYEES AIRLINE DIVISION AIR CANADA COMPONENT Purser, Flight Attendant. The terms Purser,


The Sirius project is one of the 3 unmanned aerial vehicles projects carried out by the RAS committee. The aim of the Sirius project is the ability of a fully flying rotary wing aircraft to fire extinguishing using image processing technologies. The R&D research conducted is aimed to add features for the benefit of humanity to the unmanned aerial vehicle. The Sirius project is divided into 3 different departments as electronics, software and mechanics. The subjects that the team worked on the experiment were communication protocols, selection of electronic components, image processing, autonomous flight, design and analysis. We are planning to participate in the Teknofest international unmanned aerial vehicles competition with the Sirius project.


Orbit - NASA Astronauts Photograph the Earth (National Geographic Society) HC/DJ
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All of the space photographs in this book were taken by astronauts using ordinary cameras held in their hands. If you were aboard and were pushed into orbit by seven million pounds of thrust from five rockets, you would see out the window what the photographs in this book show. Columbia was 185 miles above the Indian Ocean when a member of her crew grabbed a camera to record 250-mile wide Cyclone Litanne behind the Shuttle's tail. The astronauts use their free time to share their views from orbit with people on the ground and to photograph areas of special interest to scientists.