Crowds Enjoy Great Weather for Airport Festival
The Ocean City Airport Festival took place on Saturday at the Ocean City Municipal Airport.
Clear skies and warm September weather made for a perfect day at Saturday's Airport Festival at the Ocean City Municipal Airport.
Thousands of visitors gathered for the 27th annual festival 10 a.m. to 3 p.m. The event included classic and rare airplanes on display, a Mitchell World War II B-25 bomber, a model airplane exhibition, a paper-airplane-making and flying contest, face-painting for children, antique cars, music, food, airplane and helicopter rides and more.
Ocean City's aviation weekend continues Sunday with the annual Boardwalk Aerobatic Airshow 1 p.m. to 3 p.m.


Chuck Yeager, a World War II fighter ace who was the first man to travel faster than sound and whose gutsy test pilot exploits were immortalized in the Hollywood blockbuster “The Right Stuff,” died Monday, his wife said. He was 97.
“It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET,” Victoria Yeager tweeted on her husband’s account.
“An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever.”
She did not specify the cause of her husband’s death.
Fr @VictoriaYeage11 It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET. An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever.
— Chuck Yeager (@GenChuckYeager) December 8, 2020
NASA Administrator Jim Bridenstine said in a statement that Yeager’s death was “a tremendous loss to our nation.”
“Gen. Yeager’s pioneering and innovative spirit advanced America’s abilities in the sky and set our nation’s dreams soaring into the jet age and the space age. He said, ‘You don’t concentrate on risks. You concentrate on results. No risk is too great to prevent the necessary job from getting done,’” Bridenstine said in his statement.
“In an age of media-made heroes, he is the real deal,” Edwards Air Force Base historian Jim Young said in August 2006 at the unveiling of a bronze statue of Yeager.
He was “the most righteous of all those with the right stuff,” said Maj. Gen. Curtis Bedke, commander of the Air Force Flight Test Center at Edwards.
Yeager rocketed into history by breaking the sound barrier in the experimental Bell X-1 research aircraft in 1947, helping to pave the way for the US space program.
“Sure, I was apprehensive,” he said in 1968. “When you’re fooling around with something you don’t know much about, there has to be apprehension. But you don’t let that affect your job.”
The modest Yeager said in 1947 he could have gone even faster had the plane carried more fuel. He said the ride “was nice, just like riding fast in a car.”
In 2007 he said: “It opened up space, Star Wars, satellites.”
Charles Elwood Yeager was born on February 13, 1923 in the tiny town of Myra, West Virginia, and grew up fixing pickup trucks alongside his father.
“What really strikes me looking over all those years is how lucky I was, how lucky, for example, to have been born in 1923 and not 1963 so that I came of age just as aviation itself was entering the modern era,” Yeager said in a December 1985 speech at the Smithsonian Air and Space Museum.
“I was just a lucky kid who caught the right ride,” he said.
Yeager joined the Army Air Corps in September 1941, three months before the United States entered World War II, and started out as an aircraft mechanic before undergoing flight training.
Based in England, Yeager began flying combat missions in a P-51 Mustang in February 1944 and downed a German Me 109.
Yeager was shot down behind enemy lines in March 1944 but was able to rejoin his unit in England with the help of the French resistance after a harrowing trek over the Pyrenees.
He resumed combat and was credited with 12.5 aerial victories by the war’s end, including downing five German Me 109s on a single day and four FW 190s on another.
Yeager booked his place in history as a test pilot when he broke the sound barrier in the rocket-powered Bell X-1 on October 14, 1947, earning him the title of “The Fastest Man Alive.”
After the X-1 was dropped from the belly of a B-29 bomber at 45,000 feet (13,700 meters), Yeager flew at supersonic Mach 1.06 (700 miles/1,130 kilometers per hour).
Yeager’s colleague Chalmers “Slick” Goodlin, another test pilot for Bell Laboratories, once famously described the X-1 as a “bullet with wings.”
It was, in fact, modeled after a .50-caliber bullet, with short wings and a pointed tip, allowing it to pierce the air more efficiently.
The aircraft, nicknamed “Glamorous Glennis” in honor of Yeager’s first wife, now hangs in the National Air and Space Museum in the nation’s capital.
Before his historic flight, Yeager said he received advice from Colonel Albert Boyd, who headed the Air Force’s supersonic flight program.
“Get above Mach 1 as soon as you can, don’t bust your butt, and don’t embarrass the Air Force,” Yeager said Boyd told him.
“I had done what the old man had sent us out to do,” the matter-of-fact Yeager said.
Yeager’s accomplishment was depicted in the iconic 1983 film “The Right Stuff” based on the book by Tom Wolfe.
Sam Shepard received an Oscar nomination for best supporting actor for his portrayal of Yeager in the movie about the Mercury program astronauts.
But when National Geographic and Disney+ adapted the same material for the small screen in 2020, Yeager was left out of the series.
Yeager would go on to set numerous other flight records, but most of his career was spent as a military commander directing US fighter squadrons throughout the 1950s and 1960s.
He retired from the US Air Force in 1975 as a brigadier general.
“I’ve flown 341 types of military planes in every country in the world and logged about 18,000 hours,” he said in an interview in the January 2009 issue of Men’s Journal. “It might sound funny, but I’ve never owned an airplane in my life. If you’re willing to bleed, Uncle Sam will give you all the planes you want.”
Yeager never forgot his roots and West Virginia named bridges, schools and Charleston’s airport after him.
“My beginnings back in West Virginia tell who I am to this day,” Yeager wrote. “My accomplishments as a test pilot tell more about luck, happenstance and a person’s destiny. But the guy who broke the sound barrier was the kid who swam the Mud River with a swiped watermelon or shot the head off a squirrel before going to school.”
Yeager was awarded the Silver Star, the Distinguished Flying Cross, the Bronze Star, the Air Medal and the Purple Heart. President Harry S. Truman awarded him the Collier air trophy in December 1948 for his breaking the sound barrier. He also received the Presidential Medal of Freedom in 1985.
Yeager retired from the Air Force in 1975 and moved to a ranch in Cedar Ridge in Northern California where he continued working as a consultant to the Air Force and Northrop Corp. and became well known to younger generations as a television pitchman for automotive parts and heat pumps.
He married Glennis Dickhouse of Oroville, California, on Feb. 26, 1945. She died of ovarian cancer in December 1990. They had four children: Donald, Michael, Sharon and Susan.
Yeager married 45-year-old Victoria Scott D’Angelo in 2003.
Hans Guido Mutke (25 March 1921 – 8 April 2004) was a fighter pilot for the German Luftwaffe during World War II. He was born in Neisse, Upper Silesia (now Nysa, Poland).
On 25 April 1945, Mutke landed at Dübendorf, Switzerland, flying the Me 262A-1a jet fighter, ‘White 3’, from 9. Staffel, Jagdgeschwader 7. He claimed that he got lost during a combat mission and landed there by mistake, although there were suspicions that he’d defected. The Swiss authorities never attempted to fly the plane, keeping it in storage and returning it to Germany on 30 August 1957. He sued the post-war German government, unsuccessfully, for the return of the plane, claiming it was his own property.
Mutke also made the controversial claim that he broke the sound barrier in 1945 in an Me 262, but mainstream opinion continues to regard Chuck Yeager as the first person to achieve this milestone in 1947 in a Bell X-1.
On 9 April 1945, Fähnrich Mutke, part of the Ergänzungs-Jagdgeschwader 2 (EJG 2) conversion squadron, 3rd flight, took off from Lagerlechfeld in his Messerschmitt Me 262, marked Weiße 9, for a planned high-altitude flight. He was climbing through at an altitude of 12,000 m (36,000 ft) in near perfect weather with a visibility of over 100 km, listening to the radio conversations, when his chief instructor Oberstleutnant Heinz Bär detected a P-51 Mustang approaching the plane of a comrade, Unteroffizier Achammer, from behind.
Mutke went into a steep 40° dive with full engine power. While passing through the altitude of 12,000 m, his Me 262 started to vibrate and began swinging from side to side. The airspeed indicator was stuck against its limit of 1,100 km/h (684 mph) (the maximum speed of the Me 262 is 870 km/h). The speed of sound is 1,062 km/h (660 mph) at an altitude of 12,000 m, depending on the environmental variables. The shaking intensified, and Mutke temporarily lost control of his plane. He reported that with the airspeed indicator still off the scale he attempted to recover from the uncontrollable dive by adjusting the main tailplane incidence angle. Rather than just having a hinged elevator, the Me 262 could change the angle of incidence of the whole tailplane, a design feature that was later added to the Bell X1. Suddenly, the buffeting stopped, and control resumed for a few seconds. Mutke throttled back and his engines flamed out, and after the short period of smooth flight, the buffeting resumed and the aircraft began shaking violently again. He fought to regain control and re-light the engines eventually reducing the speed below 500 km/h. After a difficult landing, it was found that his plane was missing many rivets and also had distorted wings.
At the time, Mutke did not understand the reasons for this strange behavior. Only after learning about the supersonic flights of Chuck Yeager in 1947 did he attribute these phenomena to the effects of supersonic flight and claim to have broken the sound barrier—years before Yeager did. This claim is disputed, and there are a number of other pilots and countries that claim the first supersonic flight. However, Mutke never claimed he was the first person to break the sound barrier, but instead argued that his flight was merely proof that the Me 262 was capable of reaching and exceeding Mach 1 and that therefore other German fighter pilots may have done so even before him.
In a series of carefully controlled flight tests conducted in World War II by Messerschmitt, it was established that the Me 262 went out of control in a dive at Mach 0.86, and that higher Mach numbers would lead to a nose-down trim that could not be counter-acted by the pilot by use of the control column. The resulting steepening of the dive would lead to even higher speeds and self-destruction of the airframe due to excessive negative G loads. Postwar testing by the British government corroborated Messerschmitt’s results, though neither actually exceeded Mach 0.86.
Mutke claimed to have overcome the ever steepening dive by adjustment of the 262’s tailplane incidence. This is the same technique employed by Chuck Yeager in the Bell X-1 to avoid what is known as Mach tuck. Furthermore, Mutke’s observation that he briefly regained control of the aircraft, while still accelerating, corresponds with later accounts of supersonic flight.
After the war, American test pilots filed reports about the Me 262, including the possibility of a speed of Mach 1. Compressibility in pitot tubes of the time often resulted in exaggerated speed readings near the speed of sound, particularly in German equipment, which was adversely affected by supply shortages as the war progressed. American Sabrejets and other high-speed aircraft (including the Bell X-1) also experienced anomalous airspeed readings in the high-subsonic flight regime (between 0.8 Mach and Mach 1). The Me 262’s pre-area rule fuselage would have additionally resulted in very high transonic drag, and its engines were already underpowered and temperamental to begin with. However, aircraft such as the Bell X-1, F-86 Sabre and Convair F2Y Sea Dart similarly did not have area ruled fuselages, yet are acknowledged to have flown at supersonic speeds — here the engine thrust, either alone or in combination with the pull of gravity during a dive, supplies enough force to accelerate the airplane to supersonic speed.
Due to the nature of Mutke’s combat flight, it is impossible to determine the exact speed of his plane, and it is also difficult to estimate the exact speed of sound at that temperature and altitude. Therefore, it is not possible to either prove or disprove his claims, and there is much discussion among experts as to whether the Me 262 was able to reach the speed of sound. It is believed that the damaging effects experienced by Mutke were a side effect of supersonic airstream and shock waves over different parts of the airframe, called buffeting. This effect occurs at speeds approaching Mach 1 but ceases above Mach 1. A number of other Me 262 experienced similar strange accidents, or breaking apart in the sky because of buffeting and the different aerodynamics at the sound barrier. Transonic buffeting effects had also been widely reported by pilots of propeller-driven Allied fighters including the Supermarine Spitfire, P-38 Lightning, P-47 Thunderbolt and P-51 Mustang, aircraft that were known to have top diving speeds of less than 0.85 Mach (although one Spitfire was measured at 0.92 Mach). Allied fighter pilots reported seeing supersonic shock waves and popped rivets during dives as the high-speed air rushing over the wing exceeded Mach 1 even though the forward airspeed of the overall aircraft was well below that speed.
Many proponents of the claim also believe that after the end of the war the Allied powers had no interest in emphasizing any German achievements during the war. Mutke’s claim, however, is without controlled, experimental confirmation.


There have been numerous space launches throughout this decade that made great impacts on the exploration of space.For example, “On June 26, 1995, the Space Shuttle Atlantis embarked on a rendezvous with Russian space station Mir during a ten day mission on STS-71” (Shipman 65).
There have been numerous space launches throughout this decade that made great impacts on the exploration of space.For example, “On June 26, 1995, the Space Shuttle Atlantis embarked on a rendezvous with Russian space station Mir during a ten day mission on STS-71” (Shipman 65).Tags: Staples Business PlanEssay Authoritative ParentingSurvey Questions Research PaperComputer Virus Research PaperFive Paragraph Essay For Elementary StudentsEssay On My Best Friend For Class 8The Silver Sword EssayShort Essay On FootballDo Kids Have Too Much HomeworkWriting Creative Stories
But what they may not realize is that space exploration has a lot of relevance to things on earth.Since the Wright Brothers took off from the ground during the dawn of the last century, mankind’s gaze has turned towards the skies and beyond. The year 1969 was another great landmark, as back then man left earth and set foot on another celestial body.A few years later, two unmanned probes were launched to leave the solar system and go in search of other civilizations.Hence, the more time spent on studying the sky, the more that we will obviously know.So, it would be safe to say that now is a great time to continue the exploration of space.The debate on global warming and global climate change has been going on for several decades.One group is of the opinion that man in the name of technological progress has actually caused damage to the environment and was the reason of the global climate change. Essay on animal topic selection can be tricky as for the variety of the choices available.It was able to make numerous observations during this time.Lastly, “NASA launched the first in the Discovery series of spacecraft, the Near-Earth Asteroid Rendezvous (NEAR) spacecraft, aboard a Delta II-7925-8 rocket on February 17, 1996” (Shipman 85).Also, “On December 7, 1995, the Galileo spacecraft arrived at Jupiter, performing an orbit while dropping a probe into the atmosphere, and put a satellite into orbit, which will spent the next two years orbiting the planet” (Shipman 72).This was important because it spent a significant amount of time researching the atmosphere and celestial bodies.


How to Become a Pilot in India? Flying high is a dream of millions. However, only a few will be able to achieve their desire. Many students fail to making their dream true just because of less information. To help those aspirants we have provide the entire details on how to become a pilot in India. The journey of becoming a pilot starts from early age. One must have complete dedication and support to get what they want. There are two type of pilots in India one is commercial pilot and another is defence pilot.
Students make have different goals after becoming a pilot in India. If good salary package is your motive then surely go for commercial pilot and if desire to serve the country with grace and glory then undoubtedly choose the later. Now, let’s start with the
Eligibility Criteria to Become A Pilot in India
- Candidates must have qualified Class 10+2 with physics, Chemistry, and Maths obtaining a minimum of 60% marks in aggregate.
- Medical fitness for both defence pilot and commercial pilot is a must. Your eye vision should be sharp and height should be atleast 5″ feet.
The minimum age limit required to apply for Pilot License, are as follows:
- Student Pilot License-16 years
- Private Pilot License- 17 years
- Commercial Pilot License-18 years
Steps to Become A Commercial Pilot
Enroll in a Flying School- After completing 12th standard with minimum requirement, candidates have to enroll themselves in a good flying schools.
List of India’s best flying schools
- Flying Training Institute, Behala, Kolkata
- Madhya Pradesh Flying Club
- Indira Gandhi Rashtriya Udaan Academy, Uttar Pradesh
- Assam flying Club, Guwahati Airport, Guwahati
- Government Flying Club, Aerodrome, Lucknow
- Indian Aviation Academy, Mumbai
- Aquman School of Pilot Training, Delhi etc.
After completing the course, candidates have to apply for the pilot licence. These flying schools also assist the students to get their licence.
Apart from commercial pilot, candidates can apply for NDA or AFCAT exam to become a pilot in defence services. The complete pilot course fee will be arranged by the respective services Air Force, Army or Navy. Also, the students will get the official certificate to fly the aircraft.
Every flying schools have it’s own terms and conditions and fee structure. Most of institutes takes around 40 to 60 lakhs to complete the course to become a pilot. To make it easy, banks also give loans and help to achieve goals.
Scope after Becoming a Pilot
There are many prestigious companies or organization who give golden opportunity to the pilots. There is the scope of opportunities and growth which is higher than others. These are as follows-
- Air Asia
- Air India
- Spice Jet
- Department of Civil Aviation
- Artificial Intelligence and Robotics Pvt Ltd
- Skyworld Charter Services
Salary after become a pilot
- Salary of Commercial Pilot – As a fresher they can earn 1.5 Lakh per month and after having experience they can get Rs. 5 to 6 Lakh per month on International route.
- Salary of Military Pilot – Starting salary can be Rs. 80,000 per month and in Mid Level Salary can be 15,00,000
- Salary of Private Pilot – Starting salary can be 1.5 to 2 Lakh and after gaining experience it goes 10,00,000 to 20,00,000.


The Acquisition of Satellites and Craters
The Acquisition of Satellites
The Earth today has one satellite. In the former age and in a remote environment, evidently it had two, one being the Moon and the other being Mars. Jupiter has four satellites plus a coal-black ring system. Typically Jove's satellites are badly cratered.
Saturn has nine major satellites plus an icy ring system. Saturn's satellites also are badly battered, banged up bodies of various sizes. The icy rings of Saturn are evidence one icy satellite got too close to Saturn. It penetrated Saturn's Roche Limit and the ice ball fragmented. Subsequently the ice fragments drifted toward the plane of Saturn's equatorial bulge, where today they display their icy fragments in a magnificent, icy ring system.
Uranus has five satellites, each bearing scars of ancient, massive catastrophes. In addition, like Jupiter and Neptune, it has a dark, nearly coal black ring system which is similar to Saturn's rings except for color. The dark ring of Uranus is evidence of a former sixth satellite, one which penetrated the Uranian Roche Limit and fragmented.
It is offered that Jupiter, Saturn and Uranus each acquired its system of satellites in much the same manner as did the much smaller Earth. Further, those badly battered satellites are liberally pocked with craters. They must have encountered debris in remote space as did Mercury and the Moon.
The Acquisition of Countless Crustal Craters
We offer that these giant planets captured their satellites as they wandered across the cosmos, 1,000 to 2,000 a.u. from the Sun, anderhaps in regions even more remote. At 2,000 a.u., it is eleven or twelve "light days" from the Sun. In this region, as satellites of Jupiter, Saturn, Uranus or Neptune, they continued to intercept interstellar debris. The countless craters on the satellites are their scars of distant conflict.
The Physical Geography of Jupiter's Satellites
Io, the innermost, is slightly larger than our Moon. It is not as heavily cratered as is the Moon. However, many of its craters may have been masked by immense electrical discharges and consequent vaporization of surface materials. There is an electrical flux tube between Io and Jupiter, ongoing, carrying immense voltages across the vacuum of nearby space. This flux tube and its cause is discussed in Volume 2, in a chapter entitled "The Electric Show." Io is well-cratered.
Europa, the next innermost, is somewhat smaller than the Moon, and has about 67% of the mass of the Moon. It has a paucity of craters; however it has an abundance of surface ice that may have masked ancient craters. In general Europa has demonstrably few craters.
Ganymede is the largest satellite in the Solar System, and is twice as massive as the Moon. Ganymede is speckled heavily with numerous craters. It seems that these craters were acquired one by one, and not in a barrage.
Callisto is almost twice as massive as the Moon, and is over one million miles from Jupiter. If Ganymede is heavily cratered, Callisto is so badly cratered that craters make up about a third of all of its surface. Callisto has encountered tens of thousands of interstellar debris.
Some offer that asteroids from the asteroid belt created the craters, but Callisto's craters are both more numerous and decidedly distant from the asteroid belt. Callisto encountered debris hits elsewhere, where debris exists but cannot be seen by our telescopes. Callisto did not acquire its dense spread of craters in the inner solar system. Nor did Ganymede, Europa or Io. There aren't enough asteroids to make a small portion of Callisto's craters, nor do very many of the asteroids intercept Jupiter's orbit.
Thousands upon uncounted thousands of craters indicates a lot of miscellaneous debris exists in deep space where Callisto once roamed. Mercury's surface reads the same story. Our Moon's surface reads the same, as does the surface of Ganymede.
Saturn's Satellite Surfaces
Mimas is Saturn's innermost satellite, and is some 240 miles in diameter. Its surface is ice, and despite that, its surface is freckled thickly with small craters.
Enceladus is some 150,000 miles from the center of Saturn. Its diameter is 315 miles. Its surface has been badly battered.
Tethys is 650 miles in diameter. Tethys has numerous craters. One has a diameter 40% of the diameter of Tethys itself. It is surprising that Tethys could absorb such a blow without shattering.
Dione, the fourth innermost satellite of Saturn, is a little larger than Tethys. Its diameter is 650 miles. Numerous craters are sprinkled across the surface of Dione.
Rhea, the fifth, is larger yet, with a diameter of 950 miles. It is some 325,000 miles from the center of Saturn. Rhea has uncounted thousands upon thousands of craters.
Titan, the sixth moon of Saturn, is the second largest in the solar system. It is 65% more massive than the Moon. We have no information on the crater count of this giant.
Hyperion, the seventh moon of Saturn, is odd-shaped, not spherical. Its diameters are 250 miles on one side and 150 miles on another. It, too, is a badly battered bonanza of catastrophism.
Iapetus, the next to outermost, is 900 miles in diameter. It is over 2,200,000 miles distant from Saturn. Once again, Iapetus is thickly and uniformly sprinkled with thousands of craters.
Satellites of Uranus
Uranus has five small satellites, named Miranda, Ariel, Umbriel, Titania and Oberon. Some very violent physical geography is found among these satellites, astounding astronomers. Interpretations are yet to be established.
As all realize, the Moon is badly pocked on both sides with craters. Craters on Mercury are even denser and bigger. A dozen satellites of Jupiter, Saturn and Uranus are known to be badly battered and heavily sprinkled with craters. We find evidence indicating that all of these planets and their satellite systems formerly were in deep space, beyond 900 a.u. There must be blizzards of bad luck battering blast-creating ballistics in the region from where these planets and their satellites have come.
With the overabundance of craters on these bodies, we come to a further conclusion. Deep, frigid, remote space cannot be empty. Its debris may be revolving at much slower velocities, one or two thousand mph instead of 66,000 or 107,000 mph (like Earth and Mercury.) Yet, those velocities are sufficient to create major impacts, and badly scar the surfaces of many of them. The worst ever case of measles is better than the faces some of these satellites display.
When examined closely, on the one hand, the gradualistic advocates who have a difficulty persuading astute observers that the Moon's numerous craters were all results of local asteroid impacts over the last 4.6 billion years, ... or however much time they choose. The asteroids are too few, too small and too distant in our region of space.
On the other hand, the leading advocates of ex nihilo creation ignore crater densities altogether. They argue that these planets and satellites were suddenly created in place with instant sculpted craters. Who is kidding whom?
Then, one can review the cratered chaos on Mercury. When one realizes that asteroids in Mercury's region have been counted at just one (Icarus.) asteroids cannot be the answer. The realm beyond 1,000 a.u., apparently, is more densely-populated with debris than the inner regions. The realm beyond 1,000 a.u. is a more appealing answer.
Story 5 - Region of Acquisition of Satellites and Craters
For the acquisition of satellites by the Earth, Jupiter, Saturn and Uranus, the evidence favors a capture environment, 900 a.u. or beyond. Along with the acquisition of spin rates in that realm, there was acquisition of satellite systems and craters on the satellites. The conclusion is that deep space is densely populated with debris, which means there have been numerous fragmentationís there. This makes sense considering the slower velocities that prevail. The evidence pointing in that direction forms the fifth story of our skyscraper of catastrophism.
As to the acquisition of craters for the satellites of the Earth, Jupiter, Saturn and Uranus, and like Mercury, those satellites apparently revolved at lower velocities in a realm where miscellaneous debris is thick, and is often encountered.
Some bodies were captured; four or five by Jupiter. Nine or ten by Saturn. Five or six by Uranus. Some are twice the mass of our Moon. Ganymede and Titan for instance. Some are a hundredth of the mass of our Moon. Mimas and Umbriel for instance.
The fifth story of our cosmology of planetary catastrophism concerns acquisition of craters by satellites, and acquisition of satellites by planets, in a remote, frigid realm some 1,000 a.u. or farther from the Sun.
The inner solar system, within the orbit of Neptune, has several thousand asteroids, 90 or so icy comets and perhaps two dozen meteor streams. But inner space is evidently a region thinly populated with wandering debris compared to regions out farther.
An appeal to a mythical billions upon billions of years for the formation of planet satellites in their present places, is an excuse wearing thinner and thinner, and as we shall soon see, paper thin.
PREVIEW. Chapter 6 may be the most important chapter of this book, and also of the quartet in this series. Evidence is collected and displayed regarding The Delivery System, i.e., the United Parcel of the Cosmos. How did the Earth get here? And when? And Venus, Mercury and Mars?
Will it return? What is its period? Some of these questions we can answer, and some we can't. Read on.
The Recent Organization of The Solar System by
Patten & Windsor


FLORIDA BREAKS BOUNDARIES
For Aviation, Aerospace and Defense companies, business isn’t just good, it’s soaring.
Meet Florida companies at the 2022 Singapore Airshow in the Florida Pavilion, Stand C-M87
Tuesday, February 15 to Thursday, February 18, 2022 in Changi Exhibition Centre, Singapore
Enterprise Florida, Inc. is proud to welcome you to the Florida Pavilion at one of the world’s largest aviation, aerospace and defense trade shows – Singapore Airshow.
Every two years, high-level government and military delegations, as well as senior corporate executives from around the world attend the Singapore Airshow. There, they forge partnerships and seal deals to buy products and services for a global market. As Asia’s largest airshow, it is the place to be for well-established and new to market companies supporting the aviation, aerospace and defense sectors.
Florida has long been the world’s premier gateway to space, undisputed air traffic hub for the western hemisphere, a major center for flight training and MRO, and home to manufacturing of aircraft and aviation/aerospace components. Few states can match the broad range of industry expertise available in Florida.
Florida’s Aviation and Aerospace Industry
#1 state for MRO operations in the U.S.
#2 state for aerospace products and parts manufacturing establishments in the U.S.
MRO Activity Generates 1.5 Billion in GDP Annually
Visit the Florida Pavilion
Florida ranks #1 in the U.S. for MRO operations with more than 630+ establishments.


NAF Alpha jet pursuing Islamist insurgents declared missing
By Cyril Mbah, Abuja
The Nigerian Air Force says it lost contact with an Alpha-Jet during an air interdiction mission in a field battle with Boko Haram insurgents in Borno State.
It was gathered that the fighter jet went missing on Wednesday around 5pm and military authorities fear that it might have been lost in action or shot down by the Boko Haram terrorists, who are now being supported by a more deadly Islamic State West African Province fighters.
The Nigerian Air Force in a statement confirmed the Alpha Jet is missing and stated that details of the whereabouts of the aircraft were still sketchy.
NAF Director of Public Relations and Information, Air Commodore Edward Gabkwet, said, “An NAF Alpha-Jet has lost contact with radar in Borno State, while on interdiction mission in support of ground troops.
The mission was part of the ongoing counter-insurgency operations in the North East. The loss of radar contact occurred at about 5:08 pm on 31 March 2021.
“Details of the whereabouts of the aircraft or likely cause of contact loss are still sketchy but will be relayed to the general public as soon as they become clear. Meanwhile, search and rescue efforts are ongoing.”


So Richard Branson wants to send people into space, huh? Not my cup of tea exactly. I'm more of an earthling. Especially when it's powered by laughing gas and rubber. But full marks to them for effort though.
The Virgin marketing blurb makes it sound a bit like a roller coaster ride at Thorpe Park with their liberal use of exclamation marks.
"Your journey out of this world begins not on the launch pad like a conventional space rocket but on a runway. Virgin Galactic craft are carried under a mother ship to almost 10 miles above sea level. Then the countdown begins!
5, 4, 3, 2, 1…..the VSS Enterprise, your spaceship, is released from the mother ship. Almost immediately, as your astronaut pilot ignites the engine, you will hear the roar of the rocket behind you as the enormous power accelerates you at 4G to a speed faster than a bullet!
All the time, the ergonomic design of the seats will keep you comfortable.
As you hurtle through the edges of the atmosphere, through the panoramic individual windows you will be able to see the cobalt blue sky turn to mauve and indigo and finally black. Out will come the stars, clear and bright... even though it is daytime!
Soon the rocket motor cuts out. Now, from the rush of adrenalin and the rocket motor, everything is quiet.
You are weightless...
You are in space!
The ship will manoeuvre, so you can look for the first time back at the planet you have just come from. The view will be over a thousand miles in any direction. That’s like seeing North Africa if you were in a spaceship above London or Miami from overhead Washington DC. You will see the clarity of the solar system and the harshness of the sun.
It will be humbling! It will be spiritual!
After these precious minutes soaking up the thrill of space, you will start your return to earth. Your seats will recline to make the journey through the atmosphere as comfortable as possible. At around 50,000 feet the spaceship will return to a glider-like configuration for the landing back at the spaceport.
Possibly, later that evening, at a magnificent gala dinner, you will be awarded your astronaut wings and maybe even a part of the rocket motor used on your trip for you to keep as a memento."
Terms and conditions apply: I.e. we can only take 5 people, you'll need a week's pre-flight training, the whole trip will only last 3 hours, you'll only be weightless for three minutes, you'll have to travel to the Mojave Desert and it'll cost you about £100,000. But, hey, you'll get a slap-up meal and a bit of rusty engine as part of the deal!


San Francisco, Calif., May 26, 2010 — Aechelon Technology, Inc. announced that it has been awarded a contract by Northrop Grumman Corporation to provide image generators and databases for the US Navy’s RQ-4N Broad Area Maritime Surveillance Unmanned Aircraft System (BAMS UAS) Ground Stations.
Aechelon Technology will supply its new pC-NOVA™ v5.0 Image Generators supporting simulation of the BAMS Electro-Optical Infrared Sensor (BEIS) featuring fully digital image tracking and multi-spectral radar paging. Aechelon Technology will also provide undisclosed multi-spectral global databases, moving models, airfields and foreign areas of interest.
The United States Navy’s Broad Area Maritime Surveillance (BAMS) Unmanned Aircraft System (UAS) program provides persistent maritime Intelligence, Surveillance, and Reconnaissance (ISR) data collection and dissemination capability to the Maritime Patrol and Reconnaissance Force (MPRF) as an adjunct to the P-8/P-3 community.
The BAMS UAS, at full operational capability, will provide ISR persistence over large maritime distances for long periods of time for up to five simultaneous orbits worldwide. The BAMS UAS missions include, but are not limited to, maritime surveillance, collection of enemy order of battle information, battle damage assessment, port surveillance, communication relay, and support of the following missions – maritime interdiction, surface warfare, battlespace management, and development of the Common Operational Picture (COP).
About Northrop Grumman Corporation
Northrop Grumman Corporation is a $30 billion global defense and technology company whose 120,000 employees provide innovative systems, products, and solutions in information and services, electronics, aerospace and shipbuilding to government and commercial customers worldwide. Internet at www.northropgrumman.com
About Aechelon Technology, Inc
Aechelon Technology, Inc. is a leader in real time computer graphics applications for training, simulation and entertainment markets. The company provides COTS-based, high resolution, multi-channel, geo-specific image generators, OTW and correlated sensor databases and integration services. The company’s image generators are field proven, and are delivered with full logistics support and documentation. Aechelon Technology is ISO 9001:2008 certified, and is located on the Internet at www.aechelon.com and headquartered in San Francisco, CA.
For further information regarding this press release or Aechelon Technology products, please contact:
Director of Programs
Aechelon Technology Inc.
Aechelon Technology and pC-NOVA are trademarks of Aechelon Technology, Inc. Any other trademarks mentioned in this press release are the property of their respective owners.


The Secondary Anchor Sling is a failsafe device that is designed to attach easily to a helicopter via a girth hitch.
A release cable is routed through the aircraft door, giving the crewman or pilot access to the secondary.
If the electronic cargo hook fails, the secondary will take the load. When an emergency is encountered, the crewman pulls the secondary activation handle to transfer the load.
Secondary Anchor Sling
- Colour: Yellow Webbing/Red Cloth Sleeve.
- Weight: 1.6 lbs
- Sizes: 46", 48",82" & 98" Long.
- Inspections: Inspect for damged lifting webbing and hardware prior to each use.


If you’re looking to buy a drone in South Africa, you’ve come to the right place. Drones have become increasingly popular in recent years, not just for hobbyists, but also for professional use in industries such as photography, videography, agriculture, and surveying.
With so many options available in the market, it can be overwhelming to choose the best drone that fits your needs and budget. That’s why we’ve put together this comprehensive guide to the best drones available in South Africa.
In this blog post, we’ll be discussing the top drones in South Africa that offer great value for money and meet the needs of both beginner and professional users.
We’ll cover their features, specifications, and price range to help you make an informed decision. Additionally, we’ll also provide tips on what to look for when buying a drone, such as flight time, camera quality, and range.
Whether you’re a first-time drone buyer or a seasoned professional, this guide will help you find the best drone for your needs in South Africa. So, let’s dive in!
Best Drones in South Africa
1. DJI Mavic Mini 3 Pro
The DJI Mini 3 Pro is a top choice for anyone seeking a lightweight drone packed with features. With a take-off weight of only 249g, you don’t need to register it with the South African Civil Aviation Authority, making it perfect for casual users or hobbyists.
If you were considering the Mini 2 but wanted more advanced capabilities, the Mini 3 Pro is an ideal upgrade. This impressive drone can fly up to 25 kilometers away in South Africa and has an extended flight time of 47 minutes.
The Mini 3 Pro’s camera captures stunning images at an incredible resolution of 4K and takes sharp photos with its massive 38MP sensor. Some drawbacks include lacking the AirSense ADS-B system and slight GPS lock-on lagging issues.
However, its portable design, superior digital zoom, ability to tilt upward, and three-way obstacle sensors make this drone stand out among its competitors.
With two control options available – app and LCD – the DJI Mavic Mini 3 Pro caters to various preferences while offering fantastic performance in its compact form factor.
2. DJI Mavic Enterprise Advanced
The DJI Mavic 2 Enterprise Advanced is a compact yet powerful drone designed to capture precise details during various operations. Its high-resolution thermal and visible cameras, paired with the RTK module, allow for accurate placement within just a few centimeters.
The drone’s high-definition visual camera offers ultra-zoom capabilities so you won’t miss any crucial information when magnifying your view.
Weighing only 909g, this drone can fly up to 10 kilometers away in South Africa while maintaining an impressive flight time of 31 minutes. Its maximum speed of 72 km/h allows for efficient coverage of large areas.
Equipped with advanced obstacle avoidance technology, the Mavic 2 Enterprise Advanced keeps you and your equipment safe during flights.
However, keep in mind that it isn’t water-resistant, and commercial use requires a drone pilot license due to its advanced features.
3. DJI Mini SE
The DJI Mini SE is a powerful yet affordable drone that offers many exciting features without needing registration with the South African Civil Aviation Authority, thanks to its lightweight design (less than 250g).
This compact drone is perfect for casual users and hobbyists who want high-quality images and videos. Equipped with a built-in high-definition camera, the Mini SE records video in 2.7K resolution and captures sharp photos at 12MP.
Although the video resolution might be lower compared to some smartphones, it still delivers excellent aerial visuals. With a flight time of up to 30 minutes and a range of around 4 kilometers in South Africa, you’ll have enough time for exploration and enjoyment.
However, there are some limitations: the absence of collision sensors and the lack of raw photo capabilities. Nonetheless, the DJI Mini SE’s balance between power, price, and image quality – plus manual shutter speed and ISO control – make it an attractive choice for those seeking an easy-to-use drone with solid features.
4. DJI Mavic Phantom 4
The DJI Phantom 4 stands out as one of the most advanced drones on the market, offering unparalleled obstacle detection and tracking capabilities. Its top-tier camera shoots stunning 4K videos at 100Mbps and captures sharp images with its large 20MP sensor.
With a flight time of up to 30 minutes and a range of around 4 kilometers in South Africa, you can explore vast areas and capture breathtaking aerial views.
This high-performance drone is fast and sturdy, reaching speeds of up to 72 km/h. However, it’s also quite large and bulky compared to other models available in South Africa. Due to its intricate features, the Phantom 4 might be more complex for beginners or casual users.
Although it has some downsides regarding size and complexity, the DJI Mavic Phantom 4 remains an excellent choice for those who want cutting-edge technology coupled with exceptional image quality.
5. DJI Mavic Avata
The DJI Mavic Avata is an exciting drone choice for those who love the first-person view (FPV) flying experiences. This incredible machine lets you see the world through its camera using VR goggles instead of a smartphone screen, making it perfect for thrill-seekers.
The nose-mounted camera, motion-sensitive remote, and 50 km/h Sport mode create an exhilarating ride. With a flight time of up to 18 minutes and a range of around 10 kilometers in South Africa, this drone offers plenty of opportunities to explore your surroundings.
The Mavic Avata captures high-quality images with its 12MP camera while recording videos in stunning 4K resolution. However, there are some downsides: it’s pricier than other options and can be slow when facing shifts in white balance.
Additionally, the FPV system may not be suitable for crowded or sensitive areas where safe navigation is crucial. But if you’re looking for an easy-to-fly drone that delivers thrilling POV visuals through superior FPV goggles, the DJI Mavic Avata is worth considering.
6. DJI Mavic Mini 2
The DJI Mavic Mini 2 is an excellent drone option for those who want a lightweight and feature-packed flying companion. In South Africa, its 570g take-off weight means you don’t need to register as a drone pilot, making it convenient for casual users.
This compact gadget boasts a three-axis gimbal 4K video camera that also captures stunning 12MP still images. Its GPS and Find My Drone capabilities ensure safety during your flights.
With a flight time of up to 31 minutes and a range of around 4 kilometers in South Africa, exploration becomes even more enjoyable. The Mavic Mini 2 can reach speeds of up to 58 km/h, allowing you to cover areas quickly.
However, the drone lacks features like color profiles for JPGs and video, HDR or obstacle avoidance, Hyperlapse or ActiveTrack.
7. Autel Evo 2
The Autel Evo 2 is an extraordinary drone that showcases innovation, style, and top-notch performance. This amazing device surpasses its predecessors, the Autel 1 and Mavic 2 Pro, with better speed and flight time.
With a flying range of up to 9 kilometers in South Africa and a remarkable flight time of 40 minutes, this drone offers extensive coverage for your adventures.
One unique aspect of the Autel Evo 2 is its choice between an 8K or a 6K camera, both delivering stunning visuals. There’s even an option for dual 8K with a FLIR thermal sensor for specialized needs.
Weighing just over a kilogram (1.1 kg), it comes equipped with obstacle-detection technology that keeps your drone safe during flights.
Despite requiring a smartphone app to access most of its functions and lacking 10-bit Log video in the 6K version, the Autel Evo 2 still presents itself as one of the best drones available in South Africa today for those who demand high-quality imaging capabilities combined with advanced features.
8. DJI Mavic 3
The DJI Mavic 3 stands out as a top-flight drone designed for both consumers and professional users. This amazing gadget is an all-weather flying machine that offers exceptional image quality, thanks to its primary wide-angle camera mounted on the drone.
The camera captures impressive stills and videos in 5.1K and 4K resolution, giving you crystal-clear visuals every time. In South Africa, this powerful device can fly up to 15 kilometers away with an incredible flight time of 46 minutes.
Its maximum speed of 75 km/h allows you to explore vast areas quickly. What sets this drone apart from others is its 360-degree obstacle avoidance system that ensures safety during your flights.
On the downside, the Mavic 3 comes with a high price tag and might be considered underwhelming in terms of telephoto capabilities. However, for those who can afford it, the DJI Mavic 3’s outstanding performance makes it one of the best drones available in South Africa today.
9. DJI Air 2S
The DJI Air 2S is an exceptional drone for those who prioritize image quality without sacrificing portability. Smaller and lighter than the Mini 3 Pro, it boasts a 20MP 1-inch sensor similar to the Mavic 2 Pro.
Its remarkable 5.4K video resolution ensures stunning visuals every time you fly. With a flight time of up to 31 minutes and a range of around 8 kilometers in South Africa, exploring your surroundings becomes an enjoyable experience.
Equipped with obstacle detection technology, this drone helps you avoid any potential accidents during flight. However, one limitation is that the aperture cannot be adjusted, which may be essential for some photographers or videographers.
Despite this drawback, many users find the DJI Air 2S to be an excellent balance between performance and convenience, making it an ideal choice for both professionals and hobbyists alike.
10. Autel Evo 2 Dual
The Autel Evo 2 Dual is a fantastic drone choice for those needing advanced imaging capabilities. This outstanding machine combines two cameras, one capturing visible light and the other sensing thermal images.
It’s perfect for industrial work or emergency response situations where high-quality aerial pictures are essential. With an impressive flight time of 40 minutes and a range of up to 9 kilometers in South Africa, this powerful drone can cover vast areas efficiently.
Its 8K video resolution ensures that every detail is captured clearly, while its omnidirectional obstacle avoidance system keeps it safe during flights.
The only drawback is that it doesn’t provide temperature data on thermal images or live spot metering, but overall, Autel Evo 2 Dual remains an excellent investment for professional applications.


5 Aerospace Engineering Jobs in Germany You Should Know About for 2022/2023
If you're looking for an aerospace engineering job in Germany, you've come to the right place! In this blog post, we'll give you an overview of five different types of aerospace engineering jobs that are available in Germany for the year 2022/2023. We'll also provide a brief description of each job so that you can get a better idea of what the position entails.
Many aerospace engineering jobs in Germany are available today, and many will be available by 2022/2023. For those looking to find their dream job in the field, it’s important to know about all of the opportunities that exist before you dive into your job search. It’s also important to know about the things you can do to ensure you get the job you want, even if there are hundreds of other candidates with similar backgrounds. However, The field of aerospace engineering encompasses several different career paths, many of which require advanced degrees and years of experience to achieve. Whether you’re looking to change your existing aerospace engineering job or are just starting as an aerospace engineer. Here are five aerospace engineering jobs in Germany to know about for 2022 and beyond.
What is Aerospace Engineering
Aerospace engineering is the branch of engineering that deals with the design, construction, and science of aircraft and spacecraft. Aerospace engineers are employed in the aviation, defense, and space industries. To become an aerospace engineer, one must have a bachelor's degree in aerospace engineering or a related field. There are many different types of aerospace engineering jobs, ranging from designing aircraft to working on the space shuttle.
Aerospace Engineering in Germany
The German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) is the national aerospace research center of the Federal Republic of Germany. With approximately 8,000 employees, it has locations throughout Germany. The DLR is engaged in a wide range of research and development projects in the field of aeronautics, space, transportation, energy, and security.
When it arrives to aerospace engineering jobs in Germany in 2022/2023, Airbus Industrie GmbH is one of the leading players on the global aerospace scene. Headquartered in Hamburg, Airbus Industries produces civil aircraft from its final assembly line and provides comprehensive support services to airlines, passengers, and airports worldwide. Siemens AG is one of the world's largest manufacturers of electrical equipment with products ranging from household appliances to systems for power generation and transmission to medical devices.
List of Germany Aerospace Engineering companies offering Jobs
The following are five aerospace engineering jobs in Germany that you should know about for 2022/2023.
- MTU Aero Engines
Meanwhile, we are going to explain these Companies in detail.
Airbus is one of the world's leading aerospace companies and is headquartered in Germany. They are a major employer in the aerospace engineering field, with over 5,000 employees worldwide. If you're looking for an aerospace engineering job in Germany, Airbus is a great place to start your search. They have several facilities throughout the country and offer competitive salaries and benefits. For example, new hires at Airbus can expect a starting salary of €60,000-€65,000 per year. There are many jobs available in this sector at Airbus and they hire both experienced aerospace engineers as well as new graduates with aerospace engineering degrees.
2. MTU Aero Engines
MTU Aero Engines is one of the leading aero-engine manufacturers. The company is headquartered in Munich and has over 15,000 employees. MTU engines power some of the world’s most popular aircraft, including the Airbus A320neo and Boeing 737 MAX. If you’re looking for an aerospace engineering job in Germany, MTU is a great option.
RUAG is a leading international technology group with two core businesses: aerospace and defense. They offer a wide range of products and services in both areas, from general aviation to spaceflight. With over 10,000 employees worldwide, they are one of the largest employers in the aerospace industry. They have several locations across Germany, making it a great place to start your search for an aerospace engineering job. Additionally, their aerospace engineers develop new technologies and systems such as wing structures or structural composites. As a result, they can be found at the forefront of aerospace research.
The German company ThyssenKrupp is one of the largest aerospace engineering employers in the country. They are headquartered in Essen and have been in operation since 1873. In 2017, they had over 158,000 employees worldwide. For those looking for an aerospace engineering job in Germany, ThyssenKrupp is a great option. They offer a variety of positions for engineers at all levels of experience. For aerospace engineering jobs in Germany in 2022/2023, visit their website to see current openings.
EADS is a global leader in aerospace, defense, and related services. They employ over 140,000 people worldwide and have operations in over 130 countries. In Germany, they are headquartered in Munich and have several other facilities around the country. They offer a variety of positions for aerospace engineers, including aircraft design engineers, systems engineers, flight test engineers, and more. Krauss-Maffei Wegmann: KMW is a German company that provides high-quality military vehicles to German armed forces as well as to international customers. They manufacture combat vehicles, tanks, howitzers, self-propelled artillery pieces, air defense systems, etc.
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Other Available Job offers in The Germany
1. Gas Turbine Engineer (m/f/d) Aerospace
ALTEN Technology GmbH
Blankenfelde-Mahlow, Germany (+1 other)
At ALTEN you can develop everything - especially yourself!
We are one of the world's leading development service providers in key industries. Our employees represent our success factor. Are you ready for exciting projects where you can impress with your technical know-how? Join our team! Gas Turbine Engineer (m/f/d) AerospaceYour Tasks
• Supporting project activities through parts of the aero-engine development lifecycle
• Supporting the delivery of the project
• Suggesting technical solutions & improvements
• Reporting the development status & defining team tasks
• Interfacing with the internal teams and customers
2. 68898: Master Student Aerospace Engineering or similar (f/m/x) - Design
German Aerospace Center (DLR)
Area of research: Other, Diplom & MasterJob description: The ramp-up of sustainable aviation fuel (SAF) usage enables new opportunities for reducing aviation’s climate impact during a flight mission. These novel opportunities include adjusting the flight routing with respect to the available jet fuel or optimizing the refueling strategy. However, currently, these potentials cannot be fully exploited since the required fuel property data (e.g. aromatics content, heat of combustion) is not collected systematically at the airport or is only checked using costly and time-consuming laboratory analysis.
Digital Product Owner - Aircraft Delivery Centre Hamburg (d/f/m)
Bishop Aeronautical Engineers
Digital Product Owner - Aircraft Delivery Centre Hamburg (d/f/m) Ref.2022_489
• Be the Hamburg Local focal point of the Delivery Centre digital board
• Promote the Digital strategy locally
• Act as Product owner for some digital solutions
• Support business in Tool deployment including change management.
• Work closely with all other POs of the team ensuring a good team spirit Contribute to the permanent improvement of our processes in line with program requirements and company strategy.
• Report advancement and risks to the Customer Line digital board
It's never too early to start planning your career, and if you're interested in aerospace engineering, then you should definitely consider looking into jobs in Germany. Here are five of the best aerospace engineering jobs in Germany for the upcoming year. These include positions with Airbus Group, Rolls-Royce Deutschland AG, Deutsche Aerospace AG, and MTU Aero Engines GmbH.


Showing Collections: 1 - 4 of 4
General information on programs offered in the Mechanical, Materials, and Aerospace Engineering Department including posters about events, brochures and other mailings, and course information.
Flyers, posters, and other information on events sponsers by the Materials, Mechanical, Electric, and Aerospace engineering Department including workshops, meetings, alumni day.
ssorted research publications from faculty and lab staff associated with the Mechanical, Materials, and Aerospace Engineering Department including: 1. Philip G. Hodge jr. publication, 1967- 1969 2. X-Ray Diffraction, 1969 3. Research Themis Project, 1969 4. Project Themis Report, 1970 5. Project Themis Technical Report, 1970 6. Study Mobile Overpass Roadway Repair Vehicle, 1970


- Space weather
- Space-based education
Teaching & Supervision
- PHYS 111.6, General Physics
- GE 124.3, Engineering Mechanics I
- GE 125.3, Engineering Mechanics II
- PHYS 115.3, Physics And The Universe
- PHYS 155.3. Introduction to Electricity and Magnetism
- PHYS 156.3. Electromagnetism and Waves for Engineering
- PHYS 356.3, Intermediate Electromagnetism
- EP 271.3, Heat Kinetic Theory and Thermodynamics
- EP 370.3, Heat Kinetic Theory and Thermodynamics
- PHYS 391.3, CaNoRock Canada Norway Student Sounding Rocket Course
- GPS 974. Graduate Professional Skills
- GPS 984. Thinking Critically Professional Skills for Global Citizens
Curriculum Development and Science Communication
- CaNoRock - Canada Norway Student Sounding Rocket Program (undergraduate)
- CaNoRock STEP - Research-based Ph.D. field school
- Principal Investigator, NSERC CREATE International Space Mission Training Program (M.Sc.)
- First Year Review Steering Committee and Bridging Committee Member, College of Arts & Science
- Science Leadership Fellow, University of Toronto (2013-4)
- Physics Undergraduate Program Chair (2015-2019)
Atmospheric & Space Physics Space-based education SuperDARN aurora ionosphere radars space weather
Dr. McWilliams is the Director of the SuperDARN Canada National Research Facility and the Chair of the international SuperDARN project. SuperDARN (Super Dual Auroral Radar Network) is a ten-nation collaboration who synchronize the operation of their space weather radars in the north and the south to produce space weather maps of the Earth's ionosphere. These radars measure the convection velocity (equivalently the voltage) over vast areas of the Earth. SuperDARN measurements are made in the regions where the aurora borealis and the aurora australis (the northern and southern lights) are most active. These regions are very important to the Earth's space environment, as they are the regions where huge amounts of energy can be transferred to the upper atmosphere from the solar wind via the Earth's magnetosphere. For example, during a typical substorm 50 gigawatts of power can be dumped into the Earth's ionosphere. This produces the beautiful aurora that we can see at night in Saskatoon.
Dr. McWilliams' main research interest is the Earth's magnetosphere-ionosphere system. Her research relies on assimilative data combination to study the electromagnetic picture of electric fields, magnetic fields, and electrically charged particles in the Earth's space environment and upper atmosphere. She combines SuperDARN measurements of the Earth's ionosphere, images of the ultraviolet aurora from space, images of the visible aurora seen from the ground, magnetic fluctuations observed on the ground and in space, and particles detected in the upper atmosphere, the magnetosphere, and the solar wind. This multi-instrument approach is well suited for system science studies of space weather.
Dr. McWilliams was first involved with SuperDARN as an NSERC summer student, when she was part of the team that built the radar located just outside of Saskatoon. Her M.Sc. work at the U of S involved estimations of field-aligned currents from SuperDARN velocity maps. Field-aligned currents are the primary means by which the magnetosphere and the ionosphere are linked. During her M.Sc. program, Dr. McWilliams spent several months at Imperial College, London, analyzing magnetic field data from Saturn from the Voyager 1, Voyager 2, and Pioneer 11 spacecraft. She also worked for several months at the British Antarctic Survey, which is home to the group that operates the Antarctic SuperDARN radar located at Halley Station. After her M.Sc. work, Dr. McWilliams received a Commonwealth Scholarship and went to the University of Leicester in the UK, where she worked with the Radio and Space Plasma Physics Group, who operate the CUTLASS SuperDARN radars. Her Ph.D. work was an examination of the direct coupling of the solar wind to the magnetosphere-ionosphere system, primarily by means of transient magnetic reconnection, or 'flux transfer events.' Dr. McWilliams returned to the University of Saskatchewan in 2002 as an NSERC postdoctoral fellow, where she rejoined the Canadian SuperDARN team.
Dr. McWilliams is heavily involved in research-based educational program development. She is an original member of CaNoRock (the Canada-Norway Student Sounding Rocket Program) team. Canadian and Norwegian students who participate in CaNoRock spend a week in northern Norway, where they build and launch a rocket. Dr. McWilliams was also a member of the CaNoRock leadership team that developed the highly successfuly CaNoRock STEP Ph.D. School, where students are challenged to write a leading-edge scientific paper in ten days, given appropriate datasets and mentorship on scientific research and paper writing by experienced researchers. This learn-by-doing concept proved so successful that every CaNoRock STEP school has resulted in at least one published journal article led by students. Dr. McWilliams also leads the International Space Mission Training Program, an NSERC-CREATE funded training opportunity for M.Sc. students from Norway and Canada. The ISM was an outstanding success, with students going on to careers in the space sector and to further space related education.
Education & Training
NSERC Postdoctoral Fellow (2002-2004)
Ph.D. (University of Leicester) 2001
Commonwealth Scholar (1998-2001)
M.Sc. (University of Saskatchewan) 1997
B.Sc. (University of Saskatchewan) 1994


You are here
Escort Fighter Pilot
Ghost SRE Syndicate is looking for a full time Escort Fighter Pilot to serve as an officer in our scouting, reconnaissance, and exploration fleet. The Escort Fighter Pilot will be responsible for security of the physical space around the fleet's flagship exploration vessel, Ghost, an Anvil Carrack, as well as securing airspace above the Captain's ground crew when he's conducting planet-side operations.
The Escort Fighter Pilot will report to the fleet's Gunnery Officer. Starting rank is Second Lieutenant and pay is on a per mission basis, commiserate with experience, and includes a healthy bonus structure for successful operations.
Qualified candidates may fly their own vessel OR use the fleet's Mustang Delta. Pilot's choice.
100+ hours of Arena Commander with top rankings
Obsessive interest in zero-g flight combat
Experience piloting a Mustang Delta
Full knowledge of the operation of single seat fighter craft.
Ability to defend a fleet or larger, multi-crew exploration vessels.
Ready to apply?
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Thanks for using Starship Crew Connector. We reserve the right to remove or edit accounts or content for violating the following rules:
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Copyright © 2021,


Engineers are working hard to keep it that way
EVERY DAY a tonne or two of defunct satellites, rocket parts and other man-made orbiting junk hurtles into the atmosphere. Four-fifths of it burns up to become harmless dust, but that still leaves a fair number of fragments large enough to be lethal. It is testament to how much of Earth’s surface is sea, and how sparsely populated the remainder remains, that the only recorded victims of this artificial hailstorm are five sailors aboard a Japanese vessel, who were injured in 1969, and a woman in Oklahoma who was grazed by a piece of falling rocket in 1997. But it is also testament to luck—and the odds of that luck holding are shortening.
Population growth means that the fraction of Earth’s surface which space debris can hit harmlessly is shrinking. At the same time, more spacecraft are going up (111 successful launches in 2018, compared with 66 a decade earlier, and with many launches carrying multiple payloads). And payloads themselves are increasingly designed so that equipment which has fulfilled its purpose falls out of orbit years or decades sooner than it otherwise would, lest it collide with functioning spacecraft.
In light of all this, more attention is being paid to the safe disposal of satellites and other space junk. To do that, space agencies and private companies alike want to steer craft to the least risky impact-destinations possible, and also reduce the number of fragments that will survive re-entry and endanger people and property.
A drop in the ocean
One tried and tested solution is to plunge a re-entering craft into a zone known as the South Pacific Ocean Uninhabited Area. This is the expanse between Chile and New Zealand. It is island-free, little sailed and little overflown. Such controlled re-entries are not a completely precise science. Any ships and planes heading into the vicinity at the time will be advised to steer clear of a potential impact area that may exceed 10,000km2—roughly the size of Lebanon. But if everyone takes these warnings seriously, then controlled re-entries are as safe as it gets, according to Holger Krag, head of the European Space Agency’s Space Debris Office in Darmstadt, Germany.
Job done, you might think. Yet only a few controlled re-entries are carried out each year. The reason is cost. If a spacecraft is to be put into the steep descent needed to aim it reasonably precisely at a particular spot on Earth’s surface, it will need to carry two or three times as much fuel as is required for standard orbital adjustments. It will also require larger thrusters. That fuel and those thrusters add to a mission’s weight, and therefore its launch costs. Ground controllers are also necessary to supervise the re-entry. Ending a mission with a controlled re-entry can thus add more than €20m ($22m) to its cost.
A cheaper alternative is a “semi-controlled” re-entry. Instead of diving towards a pre-arranged target, a satellite is lowered gradually into the atmosphere using either what thruster-fuel remains to it or a specially designed drag-sail. This sail intercepts air molecules that have leaked into space from the atmosphere, slowing down the satellite it is attached to and thus decreasing the craft’s altitude until it reaches a point where air resistance to the body itself pulls it into the atmosphere.
The trade-off is that the danger zone associated with such a de-orbiting is much larger than that of a properly controlled re-entry. It is still possible to arrange for this zone to have lots of oceans and few big cities. But there is not the certainty of no casualties that the South Pacific Ocean Uninhabited Area brings with it. Also, though more economical than the fully controlled variety, semi-controlled re-entry is not free. Saving fuel for it shortens mission lengths. Adding a drag sail adds to launch weight. In practice, therefore, almost all spacecraft re-enter the atmosphere at random. But this has not prevented experts from working out the probability that the random re-entry of a given mission will cause casualties. And that is useful information, because it can be used to decide whether a mission should go ahead in the first place.
Re-entry-survivability analysis, as it is known, is done using software that crunches data on the size, shape, configuration, composition and thickness of a satellite’s components. That provides an estimate of the number, weight, size and shape—and therefore potential harmfulness—of pieces that atmospheric friction will not reduce to dust. The probability of casualties can then be calculated in light of the population density under the spacecraft’s orbit.
Hyperschall Technologie Göttingen (HTG), a German firm, charges about €50,000 for such an analysis. Its clients include three European satellite manufacturers—OHB System of Germany, Elecnor of Spain and Airbus—as well as several space agencies. For their money, these organisations get a bespoke assessment of the likely fate of a particular spacecraft, based on digital files of its design, and using programs with names like “Spacecraft Entry Survival Analysis Module” and “Debris Risk Assessment and Mitigation Analysis” that have been calibrated by experiments in the plasma wind tunnels owned by Germany’s space agency.
If these calculations come back showing that the risk of a satellite killing or injuring someone during re-entry is greater than one in 10,000—which roughly half do—then permission to launch will probably be denied unless the craft is redesigned or can be rigged for a semi-controlled entry at more favourable odds. The idea of setting the acceptable risk at 10,000 to one, though derided by some as arbitrary, was adopted by America’s space agency, NASA, in 1995, by Japan in 1997, by France in 1998 and by a dozen or so other places in the years since.
Feeling the heat
Having to do such calculations at all, though, is suboptimal. The best solution to the problem of re-entering space debris is to build spacecraft so that nothing will reach the ground in the first place. One way to “design for demise”, says Ettore Perozzi, an expert on debris at Italy’s space agency, is to build a spacecraft “like a chocolate bar”, so that it snaps easily into pieces. The idea is for specially positioned weak parts to fail early during re-entry, ripping the thing apart at an altitude of about 125km, rather than the standard 80km or so. This exposes the spacecraft’s guts to greater destructive heat for additional seconds.
One promising means of getting a spacecraft to rip open early, according to Charlotte Bewick, head engineer for debris at OHB System, is to forge screws, nuts and other parts for couplings out of special “shape memory” alloys. When heated, these alloys return to a “remembered” shape they once held—which, in this case, will facilitate a rapid wiggling apart early in re-entry. Thales Alenia Space, a Franco-Italian firm, sees more promise in another way of accelerating a spacecraft’s break-up. It has patented a “demisable” coupling that, thanks to a special washer, comes apart quickly when heated. Engineers are testing prototypes in a plasma wind tunnel and reckon the winning design will contain a low-melting-point alloy of zinc.
Another way to reduce what reaches the ground is to substitute refractory materials such as titanium and steel, used to make things like fuel tanks and fly wheels, with substances such as aluminium and graphite epoxy that vaporise more easily. According to Lilith Grassi, a debris expert at Thales Alenia, this approach is bearing fruit.
Even these measures, though, will not bring every spacecraft into compliance with the one-in-10,000 rule. So engineers have thought up additional ways to lower the likelihood of a casualty. Those at OHB System, for example, have proposed fastening together with strong cabling any components expected to survive re-entry. That will prevent them from fanning out—meaning, as Dr Bewick puts it, that the surviving debris will hit Earth like a single bullet instead of a shotgun blast, thus reducing the chance that anyone will be struck.
OHB System has yet to find a customer for a satellite fitted with such containment cabling. It would add weight, and thus cost. Moreover, some dislike the notion of increasing the amount of material that will strike Earth, even if that increase reduces the chance of a death. But a related approach is under study at Thales Alenia. This firm may begin encasing in a single package the lenses and other components of optical systems that currently often hit the ground as a spray.
Something no one seems to be asking in all this, is what an appropriate level of safety for satellite re-entries actually is. The original reason for picking 10,000 to one as an acceptable risk level has been lost in the mists of time. To a given individual in Earth’s human population of 7.5bn, it translates into one chance in 75 trillion per re-entry. This is vanishingly small, even in a world where re-entries are numbered in the hundreds per year.
On the other hand, any death delivered from outer space in this way would be headline news, and might result in calls for the rules to be tightened still further. So far, the satellite business has a pretty good safety record. It would like to keep things that way.


Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes
|International Journal of Mechanical Engineering|
|© 2018 by SSRG - IJME Journal|
|Volume 5 Issue 10|
|Year of Publication : 2018|
|Authors : Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R|
Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R, "Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes" SSRG International Journal of Mechanical Engineering 5.10 (2018): 5-9.
Harish.M, Keerthi Varman.N, Muthu Kumar R. Kavin R, Renuga.R,(2018). Numerical Investigation of Flow over a Canard Controlled Missile Configuration in Subsonic and Transonic Flow Regimes. SSRG International Journal of Mechanical Engineering 5(10), 5-9.
The transonic aerodynamics of a missile body is critical, which dictates the structural design aspect and controllability of the vehicle. ANSYS-FLUENT has been used to investigate the aerodynamic characteristics over a Canard controlled missile configuration for subsonic and transonic Mach numbers ranging from 0.6 to 2. The co-efficient of pressure, shock location, flow separation and reattachment regions have been extracted.
 A.B.Blair, Jr., jerry m. Allen, and Gloria Hernandez, “Effect of tail- fin span on stability and control charicteristics of an canard-controlled missile at supersonic mach number”, Langley Research center, June 1983.
 Curtis P.Mracek and D. Brett Ridgely, “Optimal control solution for duel tail and canard control missile”, Raytheon Missile Systems, January 2006.
 Hong Chuan Wee, “Aerodynamic analysis of a canard missile configuration using ANSYS-CFX”, Defence Science & Technology Agency, Singapore, December 2011.
 James Despirito, Milton E. Vaughn Jr. & W. David, “Numerical investigation of aerodynamic of canard-controlled missile using planar and grid tail fins - subsonic and transonic flow”, Weapons and Materials Research, U.S. Army Aviation and Missile Command, March 2004.
 Scott M. Murman, “Cartesian-grid simulations of a canard- controlled missile with a spinning tail”, NASA, Ames Research Centre, June 2003
Missiles, Canard, Fins, Transonic Aerodynamics


Flights from Millau To Alvor
Millau to Alvor DistanceDistance between Millau and Alvor is 1252 KM.
Millau to Alvor Flying TimeThe flying time is approximately 2h 2m.
Current local time in Millau and AlvorCurrent time in Millau is 22:18:00 CEST and date is Monday 20 August 2018
Current time in Alvor is 21:18:00 WEST and date is Monday 20 August 2018


Commercial Aircraft with Accessories
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Age Recommendation: 3 Years +
Dimensions: 39.5cm x 38.5cm x 10cm (Box)
Country of Design: Germany
Country of Manufacture: China
Primary Material: Diecast metal
Assembly Required: No
Gift Wrap: Yes
Brand SKU: SI5402
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How to Design & Build
Web Site Links
About This Site
is an "ornithopter"?
An ornithopter is a mechanical "bird" that flies
by flapping wings.
was the first ornithopter?
About 1870, but the first
was flown in 1942.
your own ornithopter!
Simple school projects to advanced robotics.
New Type of Ornithopter - S1 Robotic Bird
is a device that imitates the flapping-wing flight of birds.
Ornithopters were flown successfully in the 1870s. However,
most ornithopters to date used a simple crank mechanism for
flapping the wings. This doesn't allow much control over how
the wings move. The new system of the S1 Robotic Bird (www.birdkit.com)
mimics the nervous system and muscles of a real bird, allowing
total control over the wing movements.
move indepently for steering, and they can go to a level position
for gliding whenever desired. In fact, you can program the
wing movements any way you can imagine, to try various flight
styles and aerobatic maneuvers.
S1 Robotic Bird grew out of my earlier research in flapping-wing
flight. I built my first "robotic" ornithopter in
2005. Just like the S-1, that earlier project had an onboard
computer or "microcontroller" to control the wing
However the S-1 uses new, commercially available
technology, instead of an elaborate custom-built system. This
makes the S1 Robotic Bird much easier to build and accessible
for many hobbyists. The Robotic Bird is available today from
is a device that flies by flapping wings.
it different from an airplane or helicopter? Those machines
are driven by rotating airfoils. In an ornithopter, the driving
airfoils have back-and-forth motion instead. This imitates
nature, because no animals have any rotating parts.
da Vinci did not invent the ornithopter.
of the ornithopter goes back to ancient times. Ancient Assyrians
depicted God flying in a winged chariot or ornithopter at
least 3,000 years ago. Ornithopter attempts were made before
Leonardo's time, and Leonardo himself never actually built
one -- he only drew sketches. The first successful flight
of a manned ornithopter
took place in 1942.
your own ornithopter!
the challenge of building your own ornithopter, with model
kits from BirdKit.com.
Bird kits range from simple models powered by rubber band,
to advanced robotic birds. They are all great flyers and perfect
for school projects!
Olympiad: Students compete to see who can make the longest
flight time with an ornithopter or "flying bird"of
their own construction. The challenge of building and flying
these models is a great way for kids to learn about science
and also how to work together as a team.
Hobbyists: For many years, hobbyists have enjoyed building
and flying their own ornithopters. The ornithopter provides
enduring satisfaction: Although it's now easy to get started
in this hobby, you can go on and pursue an endless variety
of more advanced projects.
Air Vehicle Ornithopters: Researchers are developing tiny
ornithopters that can pass as a bird or insect. Some of these
MAV ornithopters can hover in place and carry useful payloads
like spy cameras. Typical MAV ornithopters are controlled
Ornithopters: A few manned ornithopters have made successful
flights. Many people are not aware of this work and still
believe that manned flapping-wing flight is impossible. A
more accurate understanding is that it requires more advanced
technology compared with the simple propeller-driven airplane.
Q: What is
A: An ornithopter is a device that imitates the flapping-wing flight
found in nature. The word "ornithopter" (c.1908) combines
the ancient Greek words for "bird" and "wing".
An ornithopter doesn't need to have feathers, though. What makes
it birdlike is the flapping motion! Airplanes have a rotating propeller.
Helicopters have a rotary wing that provides both lift and thrust.
But animals don't have any rotating parts!
Q: Why flapping
A: I build ornithopters because people are blown away when they
see one of these machines, flying high overhead, doing something
they thought was utterly impossible. There are practical benefits
as well: flapping wings potentially offer improved efficiency, better
maneuverability, and reduced noise compared with the rotary-driven
airplanes and helicopters. The resemblance to a real bird can also
be useful, e.g., for spying or for keeping birds away from airport
Q: Have people
ever flown in an ornithopter?
A: Yes. Adalbert Schmid's engine-powered manned ornithopters, flown
in 1942 and 1947, were the most successful to date. Several other
manned ornithopters have made
Q: How does
an ornithopter fly?
A: The ornithopter works on the same principle as the airplane.
The forward motion through the air allows the wings to deflect air
downward, producing lift. The flapping motion of the wings takes
the place of a rotating propeller. more
Q: Why doesn't
the upstroke cancel out the downstroke?
A: The force produced by a wing depends on the angle the wing is
held at, relative to its motion through the air. This is called
the "angle of attack". During the upstroke, the angle
of attack is reduced, keeping air resistance to a minimum. more
Q: Can I
build my own ornithopter?
A: Yes! It is very challenging, but many people build ornithopters
as a hobby or school project. There are free plans on this web site,
but you will have a better chance of success if you start with one
of the flying bird model kits available at BirdKit.com.
can I get funding to build a manned ornithopter?
A: I don't know of any funding sources. I can only suggest that
if you build a working, radio-controlled model of your proposed
design, that will probably make it much easier to get funding.
Learn more about
ornithopters by subscribing to the newsletter, Flapping


If you’ve ever visited the Kennedy Space Center in Florida, then you’ve undoubtedly been totally awestruck at the size and magnitude of the engineering effort that it took to land man on the moon. (Okay, let’s politely ignore the conspiracy theories.) The iconic image of Neil Armstrong taking his “one small step” from the “Eagle” lunar module will forever be etched in the minds of mankind. The goal of the mission was to land a man on the moon and return – the application that was built to achieve this incredible feat was Apollo 11.
Apollo 11 on the moon. (Source: spaceflightinsider.com)
Apollo 11 transported the astronauts from Earth to Moon and back to Earth, but it was the processes, engineering and infrastructure that were the true catalysts that allowed the journey to be successful. The number 11 is a good indicator that this was not the first Apollo mission. Also remember that Gemini and Mercury came before Apollo, as did many different rockets, before the Saturn V was ready. What the space program was demonstrating for us was the process, engineering and infrastructure required to integrate/improve continuously (CI). Each launch or mission, demonstrated the capability to continuously deliver (CD); as long as the integration was successful, it was “GO for launch”. This was an incredible feat, the height of mankind’s capability at the time, but this was, pardon the pun, astronomically expensive!
In order to build and get the lunar module to the moon, NASA built the Saturn V rocket. The infrastructure that was needed to support and assemble the Saturn V rocket was incredible:
- The Vehicle Assembly building, which at the time of construction was one of the largest buildings in the world
- The crawler to carry the rocket to the launch pad is one of the biggest vehicles ever built in the world
- The Mobile Launch Platform took five years to complete from inception to first launch, but would be used over fifty times in its lifetime, supporting the first five Saturn V flights and over fifty more shuttle missions
Saturn 5 rocket and launch tower on crawler outside the Vehicle Assembly building (Source: NASA)
Believe it or not, creating a cloud native application is similar to the Apollo mission. Of course, it is not life or death, but the tenants for success are similar. When deploying a software application, the success criteria is not as simple as just building, deploying and then running the application. Instead, for a cloud application to be successful, it requires a huge level of investment in resources and time. You will need to observe success, as part of an integration process, before moving forward to deliver the application. To achieve this goal, you must invest, because there is no customer lining up to pay for your infrastructure, but they will pay for a product that provides current/innovative business value, continuously. Also, this investment is not cheap, but neither is obsolescence. This investment is what is known today in the software world as CI/CD.
Continuous Integration (CI) & Continuous Delivery (CD)
A Continuous Integration (CI) process is one, whereby developers are required to integrate their code into a shared repository (git, SVN, etc) several times a day. Each check-in or commit, is then verified by an automated build that will exercise many tests against the code. This practice allows teams to detect problems early and fix them, pre-launch, quickly. While this is an integral piece and highly beneficial to code quality and speed, it’s only the first step of many to deliver value – much more automation is needed.
The next stage of the pipeline is Continuous Delivery (CD). CD is a software development discipline where you build software, in such a way, that software can be released to production, at any time, with low risk. How is this possible? A significant investment in the delivery infrastructure, just like the Apollo’s delivery infrastructure, is necessary to build the tooling, automation and reporting that can verify the readiness of the application, before it is delivered to the customer. Do not confuse Continuous Delivery with Continuous Deployment.
Continuous Integration (CI) & Continuous Delivery (CD) need continuous investment in maintaining unit tests, automated integration tests, automated end-to-end tests, and testing of non-functional aspects of the system. All this need to be automated and may either run on each merge to master or on less frequent intervals.
Test pyramid (Source: Coveros.com)
Continuous Deployment (CD)
The Apollo craft was launched into space by the Saturn V. The Saturn V was a three-stage liquid-fueled super heavy-lift launch vehicle that was developed to support the Apollo.
Saturn V rocket launching (Source: Smithsonian)
You launch your application / service with Continuous Deployment. With Continuous Deployment every change that goes through the pipeline will automatically get placed into production, resulting in many production deployments every day. Keep in mind, these deployments must have successfully passed through all the automated pipeline hurdles and upstream environments (QA, pre-production etc.), before they will be candidates for deployment to production. If, at any point, during the pipeline, a failure is detected – you must go back to the beginning (without collecting your $200/ NO SOUP FOR YOU!). Achieving Continuous Deployment is the holy grail. It is difficult to attain, but immeasurable in terms of its impact to speed, quality and opportunity. Remember, solutions generally don’t deliver business value until they are deployed to production; so, the faster that we deploy, the faster we get to business value. QED.
Remember, for any service, if you want it to be successful, it’s important to invest in the support infrastructure of CI-CD-CD around your service, just like NASA did for the Apollo missions. Itemized estimate of the run-out cost of the Apollo program (the total came to $23.9 billion):
|Saturn I launch vehicles
|Saturn IB launch vehicles
|Saturn V launch vehicles
|Launch vehicle engine development
|Tracking and data acquisition
|Operation of installations
In Kennedy’s speech on the USA’s space effort, he delivered the immortal words “We choose to go to the Moon!”. Do you think at the time he knew that to support the goal, he’d build the biggest earth vehicle ever or the most powerful rocket? So, remember when your boss tells you that “We choose to go to the Cloud” that you will need to make similar levels of investment in your infrastructure for CI/CD. One small step for man, one giant step for software development!


ISRO has successfully launched 104 space satellites in one go & made anew World Record. It is a great proud moment for every Indian. Check out video of this launch here at www.SUNOBAWA.xyz
All the big leaders have congratulated ISRO in this proud moment & for its success. The launch was done from Satish Dhawan Space Centre, Sriharikota ,Andhra Pradesh. Check out what leaders tweeted on this big achievement.
India Breaks Russia’s Record Sends 104 Nano Satellites To Space
— ISRO (@isro) February 15, 2017
One Hundred & three nano satellites were took by Cartosat-2 series satellite, weighing 718 kg. These satellites from different countries including Kazakhstan, United Arab Emirates, Israel, Netherlands were injected within a time span of 28 minutes. Around 96 of these satellites belonged to USA.
This was also India’s Polar Satellite Launch Vehicle, PSLV-C37, 39th mission completed successfully. On this successful mission, ISRO chief AS Kiran Kumar said “All 104 satellites successfully placed in Orbit. My hearty congratulations to the entire ISRO team for the wonderful job they have done.”
PM Narendra Modi & president Pranab Mukherjee applaud the achievement of the Indian Space Research Organziation.
Congratulations to @isro for the successful launch of PSLV-C37 and CARTOSAT satellite together with 103 nano satellites!
— Narendra Modi (@narendramodi) February 15, 2017
President Tweeted This :
This day shall go down as a landmark in the history of our space programme #PresidentMukherjee
— President of India (@RashtrapatiBhvn) February 15, 2017
Congree president Sonia Gandhi & vice president her son Rahul Gandhi too congratulated the scientists.
— Office of RG (@OfficeOfRG) February 15, 2017
To watch video of this launch you may visit to this link : Watch Here
That’s how big leaders reacts on success of Indian Scientists & India. What to do you think about this great Achievement of India ?? Tell Your views below in comment section.


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Air cadet Luke gets some flying practice
MALVERN teenager Luke Branfield got a rare chance to take to the air thanks to a Help For Heroes ball organised by one of the town’s defence technology firm 3SDL.
Luke’s father Paul attended the ball in July and won a flight in a Diamond Aviation DA-42 aircraft as one of the raffle prizes.
As Luke, aged 14, has just joined the local air cadets, and was keen to gain flying experience, Mr Branfield agreed to take him along.
On a sunny day, the two travelled to Gloucester Airport at Staverton, near Cheltenham, and enjoyed an overflight of the Malvern Hills and the town.
The trip took them above the eaves of the family home in St Andrew’s Road, and the family were all spotted down of terra firma waving back at the two lucky passengers.
Luke sat in the front seat next to the pilot and even had an opportunity to fly the aircraft himself. Mr Branfield said: “Thanks go to 3SDL for providing us both with a fantastic experience.
“Luke and I couldn’t have picked a better day to enjoy the exhilaration of the flight on the DA-42 and the pilot gave Luke the memorable opportunity of flying the aircraft which was a dream come true for him.
“All-in-all a wonderful day in support of a very worthwhile charity.”
Comments are closed on this article.


Dyson Changes Focus to Space Ventures
Friday, March 30, 2007 8:30:00 AM PDT | VentureDeal Staff
VIENNA, VA -- Esther Dyson thinks that space is the next frontier for technology and that the Internet may be old hat.
If her recent efforts to lend her tech industry high profile to the space race are any indication, Dyson is changing her focus up to the stars. She has invested in tourism firm Space Adventures as well as Zero Gravity, a firm that offers customers a few minutes of zero gravity flight.
Other investments include rocket engine maker XCOR Aerospace and Constellation Services, both makers of low cost rocket boost solutions. Dyson will give a keynote address this June at the Aspen Institute's 3rd annual Flight School forum, highlighting the challenges that space entrepreneurs face.
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The Civil Aviation sector includes Airports, Scheduled and Non-Scheduled domestic passenger airlines, Helicopter services / Seaplane services, Ground Handling Services, Maintenance and Repair organizations; Flying training institutes; and Technical training institutions.
For the purposes of the Civil Aviation sector:
(i) Airport means a landing and taking off area for aircrafts, usually with runways and aircraft maintenance and passenger facilities and includes aerodrome as defined in clause (2) of section 2 of the Aircraft Act, 1934;
(ii) Aerodrome means any definite or limited ground or water area intended to be used, either wholly or in part, for the landing or departure of aircraft, and includes all buildings, sheds, vessels, piers and other structures thereon or pertaining thereto;
(iii) Air transport service means a service for the transport by air of persons, mails or any other thing, animate or inanimate, for any kind of remuneration whatsoever, whether such service consists of a single flight or series of flights;
(iv) Air Transport Undertaking means an undertaking whose business includes the carriage by air of passengers or cargo for hire or reward;
(v) Aircraft component means any part, the soundness and correct functioning of which, when fitted to an aircraft, is essential to the continued airworthiness or safety of the aircraft and includes any item of equipment;
(vi) Helicopter means a heavier-than -air aircraft supported in flight by the reactions of the air on one or more power driven rotors on substantially vertical axis;
(vii) Scheduled air transport service means an air transport service undertaken between the same two or more places and operated according to a published time table or with flights so regular or frequent that they constitute a recognizably systematic series, each flight being open to use by members of the public;
(viii) Non-Scheduled Air Transport service means any service which is not a scheduled air transport service and will include Cargo airlines;
(ix) Cargo airlines would mean such airlines which meet the conditions as given in the Civil Aviation Requirements issued by the Ministry of Civil Aviation;
(x) Seaplane means an aeroplane capable normally of taking off from and alighting solely on water;
(xi) Ground Handling means (i) ramp handling , (ii) traffic handling both of which shall include the activities as specified by the Ministry of Civil Aviation through the Aeronautical Information Circulars from time to time, and (iii) any other activity specified by the Central Government to be a part of either ramp handling or traffic handling.
FDI in Airports is allowed in the following categories:
(a) Greenfield projects: FDI is allowed up to 100% through automatic route.
(b) Existing projects: FDI is allowed upto 100% where FDI upto 74% is allowed through automatic route and beyond 74% FDI is allowed through government approval route.
Regarding Air Transport Services:
(a) Air Transport Services would include Domestic Scheduled Passenger Airlines; Non-Scheduled Air Transport Services, helicopter and seaplane services.
(b) No foreign airlines would be allowed to participate directly or indirectly in the equity of an Air Transport Undertaking engaged in operating Scheduled and Non-Scheduled Air Transport Services except Cargo airlines.
(c) Foreign airlines are allowed to participate in the equity of companies operating Cargo airlines, helicopter and seaplane services.
FDI in Scheduled Air Transport Service/ Domestic Scheduled Passenger Airline is allowed upto 49% (100% for NRIs) through automatic route. FDI in Non-Scheduled Air Transport Service is allowed upto 74% (100% for NRIs) where upto 49% is allowed through automatic route and beyond 49% and upto 74% through government approval route.
FDI in Helicopter services/seaplane services requiring DGCA approval is allowed upto 100% through automatic route.
Other services under Civil Aviation sector are as follows:
(1) FDI in Ground Handling Services subject to sectoral regulations and security clearance is allowed upto 74% (100% for NRIs) where upto 46% can be through automatic route and beyond 49% but upto 74% can be made through government approval route.
(2) FDI in Maintenance and Repair organizations; flying training institutes; and technical training institutions is allowed upto 100% through automatic approval route.