The International Air Transport Association (IATA) is known for its efforts to improve and standardize the aviation industry. One important way it does so is through the creation of standardized agreements, including the Standard Ground Handling Agreement (SGHA).
The SGHA is a contract used between airlines and ground handling companies to establish a standardized set of terms, conditions, and procedures for ground handling services. The agreement covers everything from the handling of passenger baggage and cargo to aircraft maintenance and catering.
One of the key benefits of the SGHA is its ability to improve efficiency and safety in ground operations. By standardizing procedures and ensuring that all parties follow the same rules, the SGHA reduces the risk of accidents or delays caused by misunderstandings or miscommunications.
The SGHA is also flexible and adaptable, allowing airlines and ground handlers to customize the agreement to meet their specific needs. This can include adding clauses for specific services or adjusting prices and timelines.
To ensure that the SGHA remains up-to-date and relevant, IATA regularly reviews and updates the agreement. The most recent version, SGHA 2018, includes changes to reflect the evolving aviation industry, including new technology and safety requirements.
For airlines and ground handling companies, adopting the SGHA can bring numerous benefits, including improved safety and efficiency, reduced costs, and increased transparency and accountability. Additionally, the adoption of a standardized agreement can simplify negotiations and streamline the contracting process.
Overall, the SGHA is an important tool in the aviation industry, used to facilitate safe, efficient, and standardized ground handling operations. With its flexibility and adaptability, it is likely to remain a critical component of the industry for years to come.


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Welcome to South Coast Helicopters, the film industry’s premier aircraft and aerial support provider. Since 1990, South Coast Helicopters has been responsible for the most dramatic and memorable images for film, IMAX, television and commercials, as seen in the US and around the world.
As a fully-licensed, commercial helicopter operator, South Coast Helicopters also provides Helicopter Support to the US Forestry; aerial R&D services to NASA and aerospace companies; certified Charter and Construction Services, under Federal Aviation Regulations. South Coast Helicopters is proud to be partners with some of the most accomplished pilots in the film industry, and our achievements and successes have led to the opening of our newest operation in New Orleans, LA.


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Personnel of the 6147th Tactical Air Control Group, known as the "Mosquitoes," were the first to create a large-scale, comprehensive airborne FAC system. At the outset of airborne FAC, the first plane employed was the L-5, which was already in use by the Army for artillery spotting. It was considered largely unsatisfactory, however, and the T-6 became the FAC aircraft for the duration of the conflict.
The early TACPs FAC radio was a heavy, jeep-mounted device that depended on the jeep for power. By 1951, the Air Force adopted a better jeep (the M-38), a new radio, and a more powerful generator to run both the radio and a homing beacon. The eight-channel (ARC-3) and four-channel (SCR-522) radios gave the FAC increased capability to talk with aircraft.
Air Force TACP personnel of the Tactical Control Squadrons lived as soldiers during their tour at the front, unofficially nicknamed the "Air Force Infantry." Although they received combat pay and took casualties early in the war, the Tactical Control Squadrons were officially considered to be a non-combat unit.
The decline in more traditional methods of COMINT production forced the services into trying new ideas, or, in one case, reverting to an older one.
In late 1951, in conditions reminiscent of France in 1917, ASA personnel inadvertently rediscovered an intercept technique used extensively in World War I. UN forces in Korea commonly planted sound detecting devices forward of their bunkers to give warning of approaching enemy troops; it was found that these devices also picked up telephone calls. This "ground-return intercept," using the principle of induction, enabled collection of some Chinese and Korean telephone traffic.
The bad news was this intercept had to be conducted much closer to enemy positions than normal intercept, sometimes as close as thirty-five yards. This risk was assessed carefully and accepted.
Ground-return intercept (GRI) gave UN forces access to information on Chinese or North Korean patrols, casualty reports, supply problems, and evaluations of UN artillery strikes.
One colonel who participated in the GRI program was heard to remark that the information was so well appreciated by his soldiers that he had little trouble getting volunteers to go out at night and implant the equipment to make intercept possible.
A second innovation in COMINT production became one of the foremost producers of tactical intelligence for the U.S. military. This was low-level intercept (LLI).
"U.S. Air Force Air Rescue Service units would soon be flying similar helicopters, designated as H-5s, from land bases to pick up downed pilots, often behind enemy lines. Within months, Air Force helicopters joined the Marine choppers in rushing badly wounded leathernecks from frontline aid stations to field hospitals and later to a Navy hospital ship offshore, sharply reducing delays in providing lifesaving medical care."
Low-level teams initially consisted of an officer, driver, and one to three opera-tors/translators working out of a jeep; over time the number of operators increased. Although the mobile operations were productive, the jeeps were considered too vulnerable, and operations were "dug in" in bunkers near the main line of resistance, as it was then called. The product was disseminated directly to combat units, usually at regimental level.
The first attempt at front-line LLI in July 1951 proved only partially successful, but, after some changes in equipment, the program began in earnest in August. Seven LLI teams were fielded by November 1951. By the following May, ten LLI teams were in operation, with planning for more. The success of the program is attested by the fact that by October 1952, fifteen LLI teams were at work, and by the end of the war, twenty-two LLI teams were active.
It was estimated that the tactical value of LLI product lasted from twenty minutes to three days at best - but, however perishable, it paid off. In early September, units in the U.S. 1st Cavalry Division area successfully repelled a heavy attack by the PLA. One important element in this victory was the advance warning given by the 1st Cav's LLI team.
Because the LLI teams dealt in perishable and current intelligence, not much long-term analysis was done - or possible. It thus became difficult to keep continuity on opposing units. These problems were eased somewhat with the creation of an LLI "control section" at ASA headquarters in Seoul in late 1951. This section collated reports from the field and service as a reference source on language problems and OB questions.
While United Nations forces struggled to hold onto the Pusan perimeter in the late summer of 1950, the U.S. 1st Provisional Marine Brigade was rushed into action to reinforce U.S. Army and Republic of Korea (ROK) troops defending that precarious pocket in the southeast corner of South Korea. The undermanned 5th U.S. Marine Regiment and its support units had barely arrived at Pusan when they were moved in borrowed Army trucks to stop a North Korean assault near Chindong-ni, on the perimeter's western edge. Brigade commander Brigadier General Edward A. Craig knew little about the terrain his Marines would have to cross, so he climbed into a Sikorsky HO3S-1 helicopter and lifted off to scout the route, give directions to the lead battalion, pick a spot for his command post and meet with his Army superiors. Returning from the meeting with Lieutenant General Walton H. Walker, the Eighth Army commander, Craig stopped three more times to confer with his unit commanders. That crucial trip aboard a chopper from Marine Observation Squadron 6 (VMO-6) on August 3, 1950, was a harbinger of the increasingly vital role rotary wing aircraft would play in three years of tough fighting in Korea.
While the Marines were inaugurating the use of the underpowered Sikorsky helicopters in command-and-control, light resupply and medical evacuation roles, the Navy was flying those same choppers from aircraft carriers and a few large warships operating in the Sea of Japan. The Navy helos were used at first to pluck downed fliers from the sea and undertake short logistical missions between ships. But they quickly took on added duties such as gunfire spotting for the warships. Later in the conflict they became key elements in the prolonged effort to clear coastal waters of mines.
U.S. Air Force Air Rescue Service units would soon be flying similar helicopters, designated as H-5s, from land bases to pick up downed pilots, often behind enemy lines. Within months, Air Force helicopters joined the Marine choppers in rushing badly wounded leathernecks from frontline aid stations to field hospitals and later to a Navy hospital ship offshore, sharply reducing delays in providing lifesaving medical care.
Early in 1951, Army helicopters also began to fly medevac missions, sparing seriously wounded soldiers punishing ambulance trips over Korea's wretched roads. Between their rescues of downed airmen and isolated ground troops and flying ambulance missions, U.S. helicopters were credited with saving tens of thousands of lives during the war. "Few technical innovations were equal in importance to the growing use of the helicopter for medical evacuations," one Army history declared. With the arrival of larger, more capable helicopters later in the conflict, the Marines and Army would demonstrate the usefulness of vertical lift aircraft in the tactical movement of troops and supplies — a role that would become the hallmark of another Asian war a decade later.
When North Korean forces invaded South Korea on June 25, 1950, four HO3S-1 helicopters and 37 Marines were transferred from HMX-1 to VMO-6, which departed for Korea in July aboard the escort carrier Badoeng Strait. The squadron's four helicopters and eight Stinson OY-1 (the U.S. Navy designation for the L-5) fixed-wing spotter planes flew into the Pusan perimeter on August 2, as the Provisional Brigade's ground troops were arriving. The helicopters quickly proved their worth, helping General Craig and his battalion commanders overcome their lack of familiarity with their operating area. "Helicopters were a life saver in this connection, as they provided the means for even commanders of small units to get into the air quickly from almost any point and identify roads, villages and key points prior to moving their troops," Craig recalled.
The helicopters added pilot rescue to their duties on August 3 when an HO3S carrying Craig diverted to pick up a Marine Vought F4U-4 Corsair pilot who had been shot down during a close air support mission. Marine choppers would assume that role scores of times in the coming months. Major Robert J. Keller, a commander of VMF-214, the famous "Black Sheep" fighter squadron, said later, "The helicopters have done a wonderful service in rescuing downed pilots under the very guns of the enemy."
As the choppers' roles diversified, their crews implemented a variety of field modifications. When asked to carry casualties to the rear, the Marines found that a stretcher would not fit inside the HO3S's small cabin. So they removed the rear window on one side and stuffed the wounded man's litter in headfirst, leaving his feet exposed to the weather. On occasion, innovative helicopter crews also supported the infantry by laying field telephone wires between units, putting down lines over rugged terrain within minutes that would have taken men on foot days to cross.
Equipped with only the most basic instruments, the helicopters were not actually certified for night flying. But with so many lives at stake, Marines soon found themselves evacuating casualties after sundown. Pilots from the other services also defied the ban on night flying. In the end, chopper crews would conduct hundreds of dangerous nighttime medevac missions.
To meet the increasing demands for their services, additional Marine helicopters and pilots were sent from Japan in August. General Craig called for larger helicopters that could carry heavier loads, and Marine headquarters responded within a year. VMO-6 helicopters had no immediate role in the 1st Marine Division's daring amphibious landing at Inchon on September 15, but choppers got into the action the next day when one of the squadron's helos flying off an LST (landing ship, tank) rescued a Corsair pilot who had ditched in the harbor. Many of the rescue missions proved dangerous, and VMO-6's helicopter units suffered their own losses. Two choppers were shot down, and one pilot was killed while trying to rescue other fliers during the advance from Inchon to Seoul.
The choppers played key roles during the Marines' advance to the Chosin Reservoir and their fighting withdrawal from the massive Chinese offensive, maintaining contact among the widely separated units. And they also continued flying medical supplies and critical materiel in and carrying casualties out of small landing spots in the narrow valleys of North Korea. Two more choppers were shot up and another pilot killed during that precarious withdrawal.
Late in 1950, as the numbers of HO3Ss were shrinking due to losses, VMO-6 started transitioning to Bell HTL-4s, the helicopters made famous by the M*A*S*H TV show's opening scene. The Bells could carry two casualties in litters strapped on each side, twice the load that could be carried by HO3Ss.
Navy helicopters were in the war zone shortly before the Marines, when U.S. Seventh Fleet units, including the aircraft carriers Valley Forge and Philippine Sea, arrived offshore to support the retreating U.S. and ROK troops. Each carrier had a helicopter detachment from HU-1 serving as plane guard or "angel" to recover pilots from the water. Retired Navy Commander Harold R. Gardiner, then a lieutenant, led the HU-1 detachment on Valley Forge at the end of 1950, with Chief Aviation Pilot Dan Fridley as the other pilot.
During rescues, pilots normally flew with an enlisted crewman who operated the rescue hoist and frequently had to jump into frigid water to assist pilots into the "horse collar" sling. Raymond Swanecamp, who flew with an HU-1 detachment on Valley Forge as a radioman 3rd class, explained that the crewmen were trained in water rescues at the Underwater Demolition Team (UDT) school at Coronado, Calif.
Helicopters also were assigned to some cruisers and battleships, and their pilots soon began experimenting with adjusting fire for the big guns. Retired Lt. Cmdr. Earl Bergsma, who flew off USS St. Paul, recalled a number of missions when he tried to direct the heavy cruiser's 8-inch guns against trains and railroad tunnels along the North Korean coast while being shot at by enemy troops.
Jones, who flew from several cruisers in 1950-51, said chopper crews received a very short course in gun spotting at Coronado before deploying. But mainly, he recalled, "we learned as we went." The results were often remarkable. A 1950 Navy report found that "a ship using its own helo and carrying its own spotting officer possessed one of the best assets to accurate marksmanship that a ship could have."
Navy helicopters debuted as part of the mine-clearing forces during the attempted amphibious landing at Wonsan in September 1950. Their capability was demonstrated unintentionally when the cruiser Helena's helo pilot, Lieutenant Harry W. Swineborne, photographed two moored mines while searching for survivors of a sunken minesweeper in Wonsan Harbor. Flying from the cruiser Worchester, Chief Aviation Pilot B.D. Pennington spotted more mines a few days later, and soon the helicopters were a key part of mine-clearing operations in Wonsan and other Korean ports. Some helicopter crewmen tried to destroy floating mines with rifle fire, but that was discouraged after exploding mines nearly knocked a helicopter out of the sky, Bergsma recalled.
Helicopters saved several mine-sweeping ships by spotting mines in their path or directing them out of a surrounding minefield. "The helicopters had many friends in the minesweeps," said Lt. Cmdr. I.M. Laird, skipper of the minesweeper Dextrous, who was among those guided to safety. While mine-clearing operations at Wosan dragged on, Navy helicopters were based on LSTs that had been fitted with a landing platform. "As time went on, our copters got more and more into the role of rescue," said Lieutenant T.E. Houston, a captain of LST-799. Air Force helicopters also began operating in Korea in July 1950, when the 3rd Air Rescue Squadron deployed a detachment of H-5s from Japan to conduct what an Air Force history referred to as an "ill-defined combat search and rescue mission." One historian wrote, "By using a combination of sheer guts, good luck and learn-as-you-go mentality, the ARS logged hundreds of combat saves and was responsible for the evacuation of 9,898 personnel by the end of the war."
As UN forces advanced out of Pusan following the Inchon landing, Detachment F moved north to Seoul K-16, but had to fall back to K-37 south of Taegu when the Chinese attacks forced the allies to retreat. In February Detachment F helicopters made multiple flights to deliver blankets, blood plasma and medical supplies and to fly out casualties when part of the 2nd Division was surrounded at Chipyong-ni. At times defying 40-knot winds and blinding snow, the chopper crews saved 52 soldiers within two days.
In response to calls for more capable aircraft, an Air Proving Ground team brought two Sikorsky H-19s to Korea in March 1951. The day after they arrived, one was used to help the smaller H-5s evacuate paratroopers from the Mussan-ni drop zone.
While UN forces stalled the Chinese offensive in late spring of 1951, the detachment's missions changed. With the fighting settling into trench warfare, the Eighth Army was suffering fewer casualties and Army helicopters were taking over a larger share of the medevac duties. But enemy flak was downing more allied aircraft over hostile territory, so the Air Force helicopters soon went back to rescue missions.
In June the Air Force renamed the unit Detachment 1, 3rd ARS, and opened a search-and-rescue coordination facility at the Fifth Air Force's tactical air control center in Seoul. In February 1952, Detachment 1 began replacing its H-5s with H-19s. The larger helicopters had a flight radius of 120 miles, compared to 85 miles for the H-5s, and could carry nine litters instead of only one. As part of worldwide reorganizations in 1952-53, the 3rd Air Rescue Squadron became a group and Detachment 1 became the 2157th Air Rescue Squadron.
Despite its early work with helicopters, the Army was the last of the U.S. services to bring rotary wing units into Korea. The first Army unit, the 2nd Helicopter Detachment, arrived there on November 22, 1950, with four Bell H-13Bs (the same aircraft as the Marine HTLs). After additional training, the unit became operational on January 1, 1951. It was joined later that month by the 3rd and 4th Helicopter detachments, with four of the Bells. Using procedures developed by the Air Force, the H-13s began to assume much of the medevac burden.
In May the detachments were redesignated as the 8191st, 8192nd and 8193rd Army units. Similar to the learning process the Marines and the Air Force had gone through, a postwar report said, the Army pilots and the ground troops they served had to learn by trial and error what their choppers could or could not do during medevac missions. For example, ground units calling for medevacs had to be taught the importance of providing accurate coordinates for pickup and how to mark landing spots with panels or colored smoke. Ground commanders were told to request helicopter evacuation only for troops with head, chest or abdominal wounds, multiple fractures and great loss of blood, or if no ambulance were available or ground transport would likely exacerbate patients' serious injuries.
By the end of 1951, historian Lynn Montross observed, "evacuations of casualties by helicopter was no longer a Marine Corps specialty. It had become the American way." During their first 12 months of operation in 1951, Army helicopters carried 5,040 wounded. By mid-1953, despite the shortcomings of the early helicopters, Army choppers evacuated 1,273 casualties in a single month. "Costly, experimental and cranky, the helicopter could be justified only on the grounds that those it carried, almost to a man, would have died without it," an Army historian concluded.
Army commanders quickly found, as the Marines had, that given the mountainous terrain and poor communications that plagued allied forces, helicopters were valuable command-and-control aids. An Army report said the helos "have been established as an extremely useful tactical tool of command in combat and their use has permitted commanders to have a more intimate knowledge of conditions with their command than ever before possible."
Although the first extensive use of helicopters in combat was handicapped by the limited capabilities of the early aircraft and the need to develop procedures under wartime pressure, they were widely hailed as tools that would be vital in future conflicts. On the basis of his experiences in Korea, Eighth Army commander Lt. Gen. Maxwell Taylor said: "The cargo helicopter, employed in mass, can extend the tactical mobility of the Army far beyond its normal capability. I hope that the United States Army will make ample provisions for the full exploitation of the helicopter in the future."
By the time the United States went to war again in Vietnam, a decade later, helicopters had made the transition from useful novelty to a symbol of the American way of fighting.
In the peaceful years just after World War II, while the United States was deactivating combat units, releasing servicemen and servicewomen from duty, and dismantling arsenals, Air Force leaders were developing aircraft for an air war yet to come--the jet war. The Air Force, under Gen. Hoyt S. Vandenberg, was building a solid nucleus of modern aircraft, even as it shrank in size.
The events of June 25, 1950 shattered the brief postwar peace and sparked the militarization of the cold war. Communist North Korean troops stormed across the 38th parallel. Attacking at dawn, the North's spearhead of Soviet-built T-34 tanks and following infantry swept aside the first defenses and flooded south into the Republic of Korea. South Korean forces, taken by surprise, wavered and broke. Communist infantry and marines poured ashore on South Korea's east coast near Kangnung. Kaesong fell at 9:00 a.m., and the seaborne Communist columns pushed their way inland.
The attack set off immediate alarms far south and east of the Korean battlegrounds, in Japan. There, the bases of the US Fifth Air Force were spread out in a defensive arc from Kyushu in the south to Honshu in the north. Fifth Air Force combat squadrons formed the backbone of US air defenses in the Far East.
The Fifth was largest of the Far East Air Forces (FEAF), recognized as the major air element of Gen. Douglas MacArthur's Southwest Pacific Area Theater. FEAF's primary mission was to maintain active air defense of the Far East Command and theater of operations. Fifth Air Force provided the "appropriate mobile air striking force" prescribed in FEAF's mission statement.
The mainstay of the Fifth's defensive capability was the first jet fighter that the United States ever produced in quantity: the Lockheed F-80C Shooting Star. This new aircraft was deployed with the 35th Fighter-Interceptor Wing at Yokota, near Tokyo; with the 68th Fighter-Bomber Wing at Itazuke Air Base on Kyushu; and with the 49th Fighter-Bomber Wing at Misawa on northern Honshu.
The United States knew it required more than the F-80 jet fighter for the war effort. The F-80 squadrons were backed by two all-weather fighter units operating prop-driven North American F-82 Twin Mustangs. In fact, FEAF's planners also saw a need for Fifth Air Force to use every prop-driven F-5l North American Mustang that could be found. They understood and valued the F-5l 's longer range and ability to operate from short, rough airfields.
Also deployed at Yokota were RF-80A reconnaissance planes of the 8th Tactical Reconnaissance Squadron. Two light tactical bomber squadrons of the 3d Bombardment Wing, equipped with Douglas B-26 Invaders, were deployed at Johnson AB, north of Tokyo. Rounding out Fifth Air Force's lineup of units was the 374th Troop Carrier Wing, which operated out of Tachikawa AB with two squadrons of Douglas C-54 transport aircraft.
"A Shoestring Air Force"
In the first days of the war, Lt. Gen. George E. Stratemeyer, FEAF Commander, sent a message to USAF Headquarters asking for personnel to bring all units up to war strength. He also requested 164 F-80s, twenty-one F-82s, sixty-four F-51s, twenty-two B-26s, twenty-three Boeing B-29s, twenty-one C-54s, and fifteen Douglas C-47s. Most of these planes were needed to round out squadrons to war strength and provide a ten percent reserve for combat attrition. Unfortunately, the Air Force in 1950 was what General Vandenberg would later describe as "a shoestring Air Force." Deep reductions in personnel in 1949 and early 1950 brought its strength down to 411,277--less than one fifth the size of the 2,000,000-strong World War II flying force. USAF had to support the first year of operations with World War II equipment stocks.
Even so, there was no shortage of USAF action. By June 26, only hours after the North Korean invasion began, airmen from the Fifth Air Force were flying over the peninsula in every available plane, evacuating Americans via Seoul's Kimpo Airfield and carrying other noncombatants out of the beleaguered country.
The enemy, however, continued to press hard and fast as the droning USAF transports--C-54s, C-47s, and Curtiss C-46s--undertook their life-saving sorties under protective cover of F-80 jets, prop-driven F-51 Mustangs, and F-82 Twin Mustang night fighters.
On June 27, under orders from Washington, Fifth Air Force fighters went to war in earnest, aided by carrier-based Navy and Marine fighter and attack planes, Royal Australian Air Force Meteor jets, South Korean and South African fighter-bombers, and Greek and Thai transport units.
The First Jet Victories
On the same day, Air Force 1st Lt. Robert H. Dewald, flying an F-80 jet, downed a Soviet-made Ilyushin Il-1 attack plane. Lieutenant Dewald's achievement is recorded as the first-ever American aerial victory attributed to a pilot flying a jet aircraft. Flying a cover mission earlier that day, 1st Lt. William G. Hudson and Maj. James W. Little, both flying in prop-driven F-82 fighters, were attacked by two North Korean fighters, and the US pilots fought back. With guns blazing, they flamed two enemy planes. Lieutenant Hudson is credited with downing a Yak-II fighter. Major Little is credited with destroying an La-7. The Air Force scored three other aerial victories on its first complete day of offensive fighter operations. Lt. Charles Moran, Capt. Raymond Schillereff, and Lt. Robert E. Wayne, flying in an F-82 and F-80s, respectively, brought down a Soviet-made La-7 and two Soviet-made Il-1s.
The following day, June 28, saw another Air Force "first." On the morning of that day, the southward-drifting polar front stood over the airfields on Kyushu, but the Fifth Air Force had to fly. Lt. Bryce Poe II took off alone into the murky overcast from Itazuke in his RF- 80A. His task was to reconnoiter and photograph the vanguard of the North Korean force. Weather at Itazuke was foul, but Lieutenant Poe found clear weather in Korea, and he successfully carried out his mission. Lieutenant Poe's flight marked the first reconnaissance sortie of the Korean War and, of greater historical significance, the Air Force's first combat jet reconnaissance sortie.
While the ground war raged up and down the Korean peninsula, FEAF pilots waged unceasing air war against the North Korean enemy-- destroying aircraft; attacking supply and troop depots; shattering critical transportation facilities and routes; burning vehicles, locomotives, and railcars; and relentlessly pounding front-line, dug-in positions. American pilots went into this fresh combat bolstered by their battle-tested experience of World War II. For the most part, the Americans who carried the brunt of early fighting were veteran aviators.
Early in the war, it was North Korea's Yakovlev fighters that tangled most frequently with the American Mustangs and Shooting Stars. However, as the Chinese Communists moved into the battle along the Yalu River in the war's first winter, the sweptwing, Soviet-made MiG-15 fighter entered the Korean air war. So, too, did an American aircraft that soon would become known as the "MiG Killer": the North American F-86 Sabre.
To be sure, the Air Force's slower F-80 jets already had gone up against the MiGs before the F-86 appeared on the scene in Korea. The first "jet-to-jet" victory in military history, in fact, saw a Soviet-made MiG-15 going down in flames at the hands of an American F-80 pilot. Lt. Russell J. Brown of FEAF's 16th Fighter Squadron sparred with and then brought down the Soviet jet on November 8, 1950. It was in encounters with the F-86, however, that the Soviet-made MiGs met their true nemesis.
The critical role of the F-86 is made plain in the final tally of Korean War victories. The Air Force's official victory publication lists page after page of Sabre pilot victories over the MiG-15. Of 839 MiG-15s shot down in air-to-air combat during the Korean War, fully 800 were brought down by Sabre pilots. The enemy managed to drop only fifty-eight of the F-86s.
Ace is a title of honor given to an airman officially credited with downing five or more enemy aircraft. Of the forty Americans of all services who became aces in the Korean War, thirty-nine made their mark in F-86s. (The only non-Sabre ace, Navy Lt. Guy P. Bordelon, had five night kills in his F4U-5N.) Though they didn't become aces, many other American pilots scored victories. These individuals are credited with a total of 114 air-to-air victories in Korea. Of these, nearly two-thirds--seventy-two--were racked up by pilots flying the F-86.
Making Aviation History
By May 20, 1951, Capt. James Jabara, an F-86 pilot, had destroyed four enemy MiGs and needed but one more to become the first "jet-to-jet ace" in history. Late that afternoon, two Sabre flights closed into "MiG Alley" and found that the adversary was willing to come up and fight. Hearing the news by radio, two other Sabre flights, one of which included Captain Jabara, sped to the area, arrived in fifteen minutes, and took part in the combat. In the battle, thirty-six USAF Sabre pilots battled some fifty MiGs. Jabara plunged into the fight and downed not one but two MiGs, establishing his place in aviation history.
In the pages of this magazine's June 1951 issue, Captain Jabara described the mission: "I tacked on to three MiGs at 35,000 feet, picked out the last one, and bored straight in. My first two bursts ripped up his fuselage and left wing. At about 10,000 feet, the pilot bailed out. It was a good thing he did, because the MiG disintegrated. Then I climbed back to 20,000 feet to get back into the battle. I bounced six more MiGs. I closed in and got off two bursts into one of them, scoring heavily both times. He began to smoke. Then, when my second burst caught him square in the middle, he burst into flames and fell into an uncontrollable spin. All I could see was a whirl of fire. I had to break off then because there was another MiG on my tail."
At war's end, Captain Jabara could claim fifteen MiG kills. In terms of Korean War victories, Captain Jabara was surpassed only by Capt. Joseph H. McConnell, Jr. In the first five months of 1953, the F-86 pilot from 39th Fighter Squadron bagged sixteen MiG-15s. On one particularly auspicious day--May 18--Captain McConnell dropped three MiGs, thus becoming the first "triple jet ace" in USAF history.
The Korean War was a watershed in military aviation. As the pilots knew only too well, times were changing. The machines were unlike any ever seen, and the era of free-lance air warriors was rapidly passing. Captain McConnell, discussing his status as an ace, made a portentous statement: "It's the teamwork out here that counts. The lone wolf stuff is out. Your life always depends on your wingman and his life on you. I may get credit for a MiG, but it's the team that does it, not myself alone."


Learn all about rockets and flying while you make your own rocket craft to fly!
- Print out of two pattern sheets
- Crayons or markers
- Bendy straw
What to do:
- Print the patterns (click the link here to open the template page: Rocket Templates).
- Color the rocket (if you’d like), then cut along the solid lines.
- Fold on the dotted lines, then tape the pocket onto the back of the rocket along three sides.
- Place the short end of a bendy straw into the pocket.
You are ready to fly!
How do rockets work?
If you fill a long skinny balloon with air, then let it go without tying it, you will have created a rocket, of sorts. The fuel for the rocket comes from your lungs and creates thrust. This is the power that lifts the balloon off of the ground overcoming the weight and driving it upward. It creates a lift, which carries the rocket into the air. The weight of the balloon and the air that gets in the way as it rises is what carries it back down because the opposite force of lift is drag.
These Laws of Motion were first observed by Sir Isaac Newton in 1666 when he allegedly saw an apple fall from a tree. He wrote a book about it in 1687.
Other Rocketry Sources found at the library:
Maker Lab Outdoors: Smithsonian by Jack Challoner
Rocket Science by Deborah Lock


Boeing 737 Flight Simulator (1.5 hrs)
Imagine flying a State of the Art Boeing 737 simulator with your friends. Take turns at the controls. Up to 3 people can share in this amazing 60 minute ‘multi’ experience. You can split the flying however you like and you can even create some competition to see who can make the best landing at a challenging airport. This is an ideal opportunity for the kids to take on Dad, and see who’s best! Give him 30 mins and the two kids share the other 60.
Reward yourself with this Experience or surprise a loved one and help them realise their fantasy of becoming an Airline Pilot. They’ll love you for it. With this Experience get the chance to be the pilot and discover what it’s really like in the cockpit of this amazing jet airliner. Don’t worry, we’re here to guide and assist you. You will be partnered with an Approved Flight Instructor who doubles as your First Officer.
Your flight plan will be decided after a detailed Pre-Flight briefing. With thousands of cities to choose from, or with guidance from us, you select your departure airport. After watching an informative video presentation to help understand the array of instruments, gauges and controls, you’ll enter the cockpit.
Our diverse range of products caters to those with no aviation experience right through to the professional pilot wishing to train or renew their licences with our CASA (Civil Aviation Safety Authority) approval.


Uzbekistan intends to open regular flights Tashkent-Jeddah-Tashkent
Published: 5 July, 2018
As the press service of the “Uzbekistan Airways” said, Uzbekistan intends to open regular flights Tashkent-Jeddah-Tashkent. One of the goals of the opening of this flight is the development of pilgrimage tourism in Uzbekistan.
Regular flights on the route Tashkent-Jeddah-Tashkent are planned to be carried out at a frequency of once a week during the winter navigation period 2018-2019. Flights on Boeing 767, 787 Dreamliner airliners will be planned, given the convenient connections with Tashkent-Kuala Lumpur-Tashkent flights for transportation of tourists from Southeast Asia to Uzbekistan under the pilgrimage program.
The date of the start of flights and the flight schedule will be announced additionally.


Rolls-Royce has its eye on an electric plane future
Whilst it’s slightly disturbing that Cleantechnica continues to confuse the Rolls-Royce brand used on increasingly vulgar BMW made cars with one of the world’s leading engineering and aerospace firms, we can confirm that it is the latter which is developing the electric plane detailed in this story.
Rolls-Royce is the global leader in jet engines for large civilian airliners but it has its eye on an electric future with this attempt to develop the fastest plane powered entirely by electric. Using increasingly efficient electric motors from Japanese firm YASA, the plane is expected to break the E-plane speed record of 210mph currently held by Siemens and may go as fast as 300mph. The range is reported to be over 200 miles which will allow a very quick way to go for an impromptu lunch in Paris.
There is a local interest as well; this plane is being tested at what the report labels ‘Gloucestershire airport’ although we suspect that it is actually being flown out of Filton near the Rolls-Royce jet engine factory rather than Staverton which is actually in Gloucestershire.
Read the story here...


Bluner Bill Cool Change Festivals Links Ballooning Terms
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When prompted, choose 'Open' and adjust your computer's volume. Enjoy!
|Featured selections: "Cool Change" "Magic Carpet Ride" "Sounds Of Silence" "I Can See Clearly"|
'Bluner Bill' is Wm. G. (Bill) Scarberry, Jr., a Federal Aviation Administration (FAA) Certified, Commercially Rated Hot Air Balloon Pilot and is commercially licensed by the Directorate of Civil Aviation (DCA) in Kenya, Africa to fly passenger balloons up to 310,000 cubic feet and to train in the 400,000 cubic feet balloon (the worlds largest passenger carrying balloon). With more than 830 hours, Bill has been a member of the Balloon Federation of America since 1988. "Bluner Bill" previously did business as "Sky High Balloon Promotions" from Abingdon, Virginia, serving the Tri-Cities Area of Bristol, Johnson City and Kingsport, Tennessee and surrounding areas, and before that in and around Huntington, West Virginia. He now resides in Harrisburg, North Carolina. Bill is a mild mannered adventure loving guy that has been flying safely throughout the Virginias, the Carolinas and Kenya since 1986. (originally from LeSage, West Virginia.) He is repeatedly invited to fly at several festivals throughout the Appalachian Mountains and in the Eastern United States and Canada. Now semi-retired as a full time balloon pilot, he flys only for fun and sport.
Cool Change; AEROSTAT: N31226 Ballooning Terms:
Built: August 1996
Model: 8B-15; Firefly by "The Balloon Works", Statesville, NC
Gross weight limit: 1900 lbs
Total system weight : 630 lbs. (includes 4 full fuel tanks); typical flight is 3 passengers; no more than 600 lbs., besides pilot.
Envelope (balloon): polyester material sewn to a Nylon FlexNet System making the only purpose of the material to hold the air inside the envelope. The FlexNet System is sewn around eighteen, 3/8 inch nylon load ropes which eventually suspend the gondola containing the payload. Maximum heat 300 degrees F; temperatures reach between 150 degrees to 250 degrees F, with a full load of passengers during a typical flight.
Burner: is a single T3-017; fueled by liquified propane gas; can carry 3 or 4, 10 gallon tanks of fuel. (I usually fly with 3 except for long distance flights.)
Rate of ascent and descent: usually a relaxing 200 feet per minute; not to exceed 1000 feet per minute.
"Aeronaut" ... One who flys in an Aerostat.
"Gondola" ... the passenger compartment carried by the balloon, also called a basket.
"Burner" ... the device that burns the fuel that heats the air that lifts the balloon above the ambient air.
"Chase Crew" ... crew of balloon team members who chase the aerostat from the ground and attempt to meet the aeronaut at the landing site, then help recover the balloon and passengers.
"Envelope" ... the balloon itself; the cloth compartment to be filled with hot air.
"Propane" ... a liquified gas used by the burner to heat the air that fills the balloon for proper lift.
"Tether" ... balloon is filled and lifted, but is anchored to the ground.
Thanks for stopping by and don't forget
to sign my guest book before you go!


SpaceX News Launch Manifest Our launch manifest is populated by a diverse customer base, including space station resupply missions, commercial satellite launch missions, and US government science and national security. 2018/06/15 · The seventh Iridium NEXT mission is scheduled for launch from Vandenberg Air Force Base on July 20, the satellite communications company announced Friday.
Live coverage and the most up-to-date schedule of all upcoming SpaceX launches. Launch dates always subject to change. 2018/07/24 · Vandenberg Air Force Base is scheduled to launch a SpaceX Falcon 9 rocket on Wednesday, July 25. Vandenberg Air Force Base is scheduled to launch a SpaceX Falcon 9 rocket on Wednesday, July 25. SpaceX Launch Failure Investigation A SpaceX rocket exploded minutes after launching from Florida on an uncrewed mission to deliver supplies to the International Space Station on Sunday. Boeing SpaceX Winners in spacecraft.
SpaceX has static fired a Falcon 9 at the Vandenberg Air Force Base ahead of a mission to launch the next set of Iridium NEXT satellites. The test sets the stage for the potential of two launches. Live coverage and the most up-to-date schedule of all upcoming SpaceX launches. Under development by Virgin Orbit since 2007, LauncherOne is an air launched rocket for small satellite payloads. Having secured launch contracts for.
2020/02/20 · A SpaceX Falcon 9 rocket will launch a Crew Dragon spacecraft on its first test flight with astronauts on-board to the International Space Station under the auspices of NASA’s commercial crew. brings you the latest images, videos and news from America's space agency. Get the latest updates on NASA missions, watch NASA TV live, and learn about our quest to reveal the unknown and benefit all humankind. Launch statistics Rockets from the Falcon 9 family have been launched 84 times over 10 years, resulting in 82 full mission successes 97.6%, one partial success CRS-1 delivered its cargo to the ISS, but a secondary payload was stranded in a lower-than-planned orbit, and one failure the CRS-7 spacecraft was lost in flight. Space X（スペースX）の超巨大ロケットが、2019年のテスト打ち上げに向けて準備を進めているようです。今回はそのテストを行なう施設に設置され.
Hi Gary—Why do you not think these launches would follow a ‘typical gravity turn’? The ‘gravity turn’ maneuver doesn’t really except in a very few special cases have anything to do with whether land is ‘in the east’, or ‘in the west’. Its last launch, SES-10, was the first commercial launch of a reused orbital-class rocket, which speaks both to SpaceX’s achievement and SES’s trust in the company. - SAOCOM 1A, Vandenberg.
2020/02/14 · A SpaceX Falcon 9 rocket will launch the Sentinel 6A satellite also known as Jason-CS A, a joint mission between the European Space Agency,. Florida's Space Coast has long been our nation's gateway to exploring, discovering & understanding our universe. With more launches happening now than ever before, now is the time to witness a marvel. View our launch schedule. It was the first ever interplanetary launch from the West Coast. On May 11, SpaceX launched an upgraded Falcon 9 rocket from the Kennedy Space Center in Cape Canaveral, Fla. Known as.
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The current Director-General of NRSCC is Dr. Liao Xiaohan. In MOST, the corresponding departments to NRSCC are the Department of High and New Technology Development and Industrialization, Department of International Cooperation. NRSCC is constituted of Division of Global Earth Observation, Division of Navigation and Space Detection, and hosts the China-Europe GNSS Technology Training and Cooperation Center, the Geomantic Software Evaluation Center and the China Secretariat of GEO. NRSCC is also supported by a Development Strategy Expert panel, an Advisory Committee and an Expert Committee, consisting of famous experts in the field of remote sensing and navigation technology, including 8 academicians of the Chinese Academy of Sciences and the Chinese Academy of Engineering.
Based on the “condensed kernel, wide network” mode, NRSCC gathers 46 associated departments, from Ministry of Education, Ministry of Civil Affairs, Ministry of Land and Resources, Ministry of Environmental Protection, Ministry of Water Resources, Ministry of Agriculture, State Forestry Administration, Chinese Academy of Sciences, China Meteorological Administration, State Oceanic Administration, National Administration of Surveying, Mapping and Geoinformation, China Electronics Technology Group Corporation, China National Nuclear Corporation, and from Beijing, Shanghai, Hubei Province, Hunan Province, Fujian Province, Chongqing, Jilin Province, Jiangsu Province, Zhejiang Province, Hebei Province, Anhui Province and Hong Kong Special Administrative Region. These departments possess ground receiving stations for land, meteorological, oceanic satellites, Beijing-1 small satellite and some overseas satellites; about 20 kinds of aerial remote sensors covering spectral bands of visible, infrared and microwave; several remote sensing aircrafts and tens of unmanned aerial vehicles; various ground remote sensing measuring instruments; and remote sensing data processing and analyzing facilities. In addition, they have some satellite navigation ground testing fields, satellite navigation signal processing and system design technologies, navigation terminal products, inertial navigation technology platforms etc.. These departments’ business covers from research of satellite system, payload design and development, remote sensing data receiving, analyzing and system integration, to applications and shared services in agriculture, forestry, weather, ocean, land resource, disaster, water resource, environmental protection, mapping and surveying , and city construction; also covers navigation signal processing and system design, navigation terminal chip design and manufacture, navigation test and applications.
Moreover, some departments have developed digital image processing systems, professional navigation software and geographic information system platforms and application-oriented software with independent copyrights which have been used in various application fields and since boomed up various geo-space information industries. The departments of NRSCC have formed a comprehensive system capacity in research, technical developments, applications in remote sensing, geographic information system and satellite navigation technologies.
In order to improve the core competence of China in geo-spatial information technology industries, NRSCC promoted the establishment of 5 industrial innovation alliances in small satellite remote sensing system, airborne remote sensing data acquisition and services, remote sensing data processing, analyzing and applications, geographic information system, and navigation and positioning chip and terminal. These alliances are composed of 92 acknowledged and important companies, research institutes, colleges, universities, and 18 NSRCC departments in remote sensing, geographic information system and navigation in China. They constitute integrated industrial chains in geo-spatial information acquisition, data processing and production, software development, system integration, and service sharing.


The Precision CNC Power Package is specifically designed with material strength and precise CNC tolerances, to optimize for stability, durability, response and overall performance of the BLADE INFUSION 180 helicopter.
With its stylish look, outstanding features and designs, precision CNC high-performance parts and more, get ready to experience the next level of the BLADE INFUSION 180 Power package by Microheli.
Note: You SAVE MORE THAN 10% OFF ordering this package and only exclusively at Microheli.
1 x Precision CNC Aluminum Main Rotor Hub W/ Button MH-I180101B
1 x Aluminum Main Blade Grip W/ Thrust Bearing MH-I180102
1 x Precision CNC Aluminum Swashplate MH-I180112
Use for BLADE INFUSION 180
Read and follow the Assembly Instruction carefully
Loctite (#242 is recommended) is required to apply to all mechanical screws for safety precaution
Basic hand tools
Manual and Instruction included


From World Wind Wiki
Apollo 11 landing site
|Latest release||0.1 / Nov, 2005|
|License||undefined / free|
This Add-On displays the locations of various NASA related landmarks located on the Moon, with clickable icons which open a related web page from the NASA Goddard Space Flight Center, in your browser.
For more detailed information and installation instructions please visit the Add-On website.
The installer for this Add-On was created using a script created by mazop.


Illustrator: Adam Tooby. — Osprey Publishing, 2019 — 80 p.Half a century before the 'flying wing' B-2 stealth bomber entered service, John K. ‘Jack' Northrop was already developing prototypes of a large 'flying wing' strategic bomber, which would have been the most radical bombers of their age. World War II brought a need for very long-range bombers and Northrop received a contract for a 172-ft span bomber, the B-35. Several of these were built, gradually evolving into the definitive XB-35 configuration. Testing revealed that the aircraft was invisible to radar, but engineers struggled to overcome the design challenges and several pilots were lost in crashes. While the program was cancelled in the 1950s, the concept extended into other highly innovative areas, such as the XP-56 and MX-324 Rocket Wing prototype fighters. But the greatest legacy was the first operational flying wing - the Northrop Grumman B-2 stealth bomber, which used much of the hard-won experience from the pioneering programs of half a century before.Introduction Flying Wing Evolution The XB-35 The YB-49 Disaster and Diminuendo Flying Wing Legacy Bibliography
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Ground Crew or Ground Staff work in the aviation industry where they are engaged in various roles at the airport. Ground Staff ensures the safety and comfort of passengers, including checking in baggage, providing information, assisting disabled passengers, confirming reservations, and selling tickets.
Ground Staff Job Description
We are looking for energetic Ground Staff to be responsible for administrative duties and communication with passengers. Your duties will include welcoming passengers, providing information, assisting passengers who are disabled or are traveling with small children, checking in luggage, taking reservations and selling tickets. You should be able to promptly resolve passenger queries and ensure that all passengers are satisfied.
To be successful as Ground Staff, you should display outstanding interpersonal skills and achieve excellent customer service, which consistently meets the goals and vision of the airline company. Ultimately, outstanding Ground Staff should be able to multi-task and ensure that every passenger is comfortable, safe and well-informed of flight schedules, aircraft delays, weather concerns and other factors that may affect passengers.
Ground Staff Responsibilities:
Greeting and welcoming passengers, and responding to questions.
Checking in baggage.
Selling airline tickets.
Stocking aircraft with refreshments.
Cleaning aircraft after flights.
Assisting disabled passengers and those with small children.
Providing information to passengers.
Ground Staff Requirements:
Diploma in Administration or Travel, or PG Diploma Course.
Experience in customer care.
Excellent interpersonal skills.
Willing to work shifts.
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On July 19, 2013, you, me and everybody photobombed NASA's shot of Saturn's rings. That's us all squished up on that dot of light that the white arrow is pointing to.
(Right-click and open in a new tab to get the full size 1920x1080 version from NASA).
The photo was taken from NASA's Cassini spacecraft looking backward, and it captured our planet Earth and its moon in the same frame as Saturn's rings. It is one panel in a mosaic of 33 that cover the entire Saturn ring system, including Saturn itself.
Source and more details: https://www.nasa.gov/mission_pages/cassini/multimedia/pia17171.html#.V49y1Lh96Hs


From the Past to the Future.
An Experienceable Museum that evokes your longing for the sky
An airplane-themed museum is to be opened in the grounds of Nagoya Airport.
It will have YS11, the first Japan-made passenger plane of post-WWII era, and more displays that shows and tells the history of the airplane industry of Aichi.
Contents and events are being planned that will evoke "longing for the sky" in anyone's mind through learning and feeling what "flying" is.
Also as a new informational center of aircraft industry, we will work on driving forward this area's industrial tourism and the human resource development of aircraft industry of coming generation.
The opening date will be on November 30, 2017.


This boeing 777 passenger aircraft boeing air france air wallpaper background was added to Wallm.com at Thursday, February 28th, 2013 04:33:00 AM by . This HD wallpaper background is a jpg image with 8:5 ratio. This wallpaper background has 368.14 KB filesize and filled under boeing images category. You can browse another HD boeing images wallpaper background by click category archive in the sidebar, or search with the search form above.
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By Gladys Bates
Final week, DJI announced its latest quadcopter for business: the Phantom 4 RTK. This product marks a significant investment by DJI in the future of aerial mapping, and we couldn’t be more excited concerning the impact it can have on our community of drone operators.
While DJI ceaselessly releases new drone fashions each year, the Phantom 4 RTK isn’t your average drone. It’s a huge leap forward and will undoubtedly have a significant impact on aerial mapping for years to come. Why? The advent of a quadcopter with built-in RTK capabilities means highly accurate drone information is now accessible to anyone. And we’re happy to announce that Phantom 4 RTK data can be processed with DroneDeploy.
Till now, gathering highly accurate RTK drone data required a large hardware funding on your part. You both had to shell out upwards of $25,000 for a fixed-wing drone with built-in RTK, add an additional PPK kit to an current drone in your fleet, or create a customized RTK quadcopter.
Now you can buy a drone that comes ready to produce survey-grade maps off the shelf at a 3X discount to previous RTK systems. And it is suitable with the batteries and other equipment you already personal along with your Phantom four or Phantom 4 Pro.
The Phantom 4 RTK produces high-resolution drone maps (hi there, 20MP sensor!) and 3D measurements which are accurate within just a few centimeters — all without using ground control factors (GCPs). We had been able to test the Phantom four RTK in advance of its release, and our preliminary testing produced accurate measurements within 1–three centimeters in X&Y, and 5 centimeters in Z.
Not only will you gather more exact information, but your map exports from DroneDeploy will align perfectly to BIM fashions and different software. And while you evaluate maps over time, or side-by-side, every map will line up for more efficient comparisons. Why? Because each photograph location taken with the Phantom 4 RTK is successfully an aerial GCP. That’s an enormous win for professionals comparing job site progress, crops, and even measuring mixture stockpile volumes.
Earlier than the Phantom 4 RTK, if you happen to needed to make use of an entire RTK mapping system out of the box, it required a fixed-wing aircraft. While these are nice for some industrial uses, they are difficult to maneuver and fly in city and residential areas. If you want to inspect a building or take a quick survey of your site, you’d have been hard-pressed to take action safely with fixed-wing craft. With the Phantom 4 RTK you possibly can take off, hover, and land on a busy development site with ease, or inspect a roof in a residential neighborhood while avoiding timber and structures.
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The exploration of outer space has been a remarkable journey for humanity, marked by groundbreaking achievements and historic milestones. Among the pioneers of space exploration, one notable chapter involves the journey of Laika, a brave and pioneering canine who became the first living being to orbit the Earth. In this comprehensive article, we delve into the captivating story of Laika, shedding light on the circumstances, preparations, and legacy of the first animal to go to space.
The Space Race and the Birth of Cosmonauts:
The mid-20th century witnessed a fervent competition between the United States and the Soviet Union known as the Space Race. Both nations sought to demonstrate technological and scientific superiority, and space exploration became a symbol of national prestige. The era saw the launch of artificial satellites, humans into space, and even living beings, laying the foundation for future space endeavors.
The Soviet Union’s Bold Step:
In the midst of the Space Race, the Soviet Union embarked on an audacious mission to send a living being into space. The decision to launch an animal into orbit was driven by the need to understand the physiological and psychological effects of space travel on living organisms before risking human lives. It was a daring venture that marked a significant milestone in the history of space exploration.
Laika: The Canine Cosmonaut:
Chosen for her small size, calm demeanor, and adaptability, Laika, a stray dog from the streets of Moscow, was selected as the occupant of the spacecraft. The decision to send a dog into space was met with mixed emotions, sparking both admiration for the courage of the mission and concerns for the well-being of the animal. Laika was trained rigorously to acclimate to the conditions she would face during the space journey.
Sputnik 2: The Historic Mission:
On November 3, 1957, the Soviet Union launched Sputnik 2, a spacecraft designed to carry Laika into orbit. The mission aimed to gather valuable data on the effects of space travel, including the impact of weightlessness and cosmic radiation on a living organism. While Sputnik 1, launched a month earlier, was the first artificial satellite, Sputnik 2 marked the first instance of a living being venturing beyond Earth’s atmosphere.
The Journey into Space:
As Sputnik 2 soared into space, Laika experienced conditions that no living being had encountered before. She was equipped with sensors to monitor her vital signs, providing valuable insights into the physiological responses to space travel. However, the spacecraft lacked technology for a safe return to Earth, as the primary objective was to study the effects of space on a living organism.
The mission, although historic, was not without controversy and ethical concerns. At the time, technology for safely returning a living being from orbit had not been developed, and it was known that Laika’s journey would be one-way. The Soviet authorities initially claimed that Laika survived in orbit for several days, but later disclosures revealed that she perished a few hours after the launch due to overheating and stress.
The fate of Laika stirred public outcry and sparked discussions about the ethical treatment of animals in scientific experiments. Despite the controversy, Laika’s mission paved the way for future advancements in space exploration, leading to the development of life support systems and technologies that would eventually enable human space travel.
Legacy and Contributions to Space Exploration:
Laika’s sacrifice had a profound impact on the course of space exploration. The data collected during her mission contributed significantly to the understanding of the challenges posed by space travel on living organisms. The lessons learned from Laika’s journey played a crucial role in developing life support systems, ensuring the safety and well-being of future astronauts.
The pioneering mission of Laika also exemplified the dedication and determination of the Soviet space program. While her journey was a one-way trip, the knowledge gained from her mission laid the groundwork for subsequent space missions that aimed to explore the cosmos with a broader scope.
Commemorating Laika’s Legacy:
In recognition of her historic mission, Laika became an enduring symbol of courage and exploration. Her contribution to space science was commemorated through various tributes and memorials. In 2008, a monument featuring Laika was unveiled at Star City, the Russian cosmonaut training center, honoring her role as the first living being to journey into space.
Ethical Considerations and Modern Space Exploration:
The legacy of Laika’s mission prompted a reevaluation of ethical standards in animal experimentation. Subsequent space missions, particularly those involving animals, incorporated ethical guidelines and considerations for the well-being of the subjects. Advances in technology and a growing understanding of animal welfare have led to more humane practices in scientific research.
In modern space exploration, the focus has shifted to robotic missions and experiments that minimize the use of animals. The development of sophisticated robotic probes and artificial intelligence has allowed scientists to gather valuable data without subjecting living beings to the harsh conditions of space.
Laika’s journey into space remains a poignant chapter in the history of space exploration. Her mission, while controversial, contributed valuable insights that paved the way for future advancements in human space travel.


Lead the Kerbal alien race space program at the Kerbal Space Program. Use a wide variety of pieces to build functional spaceships that fly (or not) based on the laws of aerodynamics and orbital physics. Put your Kerbal crew into orbit (and keep her alive) to explore satellites and planets of the Kerbol solar system. Build bases and space stations to expand the scope of your expedition. Kerbal Space Program includes three game modes. In Science mode, conducts space experiments to discover new technology and expand knowledge of the Kerbals. In career mode, controls all aspects of the space program, like construction, the strategy, the foundership, improvements and more. In Sandbox mode you can create any spaceship you want, with all the pieces and the game technology. Main features: • Build spaceships, rockets and vehicles using the combinations of pieces you want. Each one has its own function and will influence the behavior of your spaceship. • Control your ship's settings to execute complex flight maneuvers. • Hire your Kerbal crew, train them and send them into space to make them heroes. • Discover a new solar system with unique satellites and planet, and explore detailed terrain created on a large scale. • Send your Kerbal crew outside their ships to carry out activities ""extravehiculares"". • Dock ships to build space stations, amazing ships and land bases on new planets. • Use satellites to scan terrain and find biomes and other anomalies. • Establish communication networks for your spaceships and the Kerbal Space Center. • Research and develop new technologies to extract valuable information and resources from the entire solar system, and much more! Kerbal Space Program Enhanced Edition is console optimized with a completely revamped user interface and new controls.
Kerbal Space Program Enhanced Edition


I. An Innovative Leap into the Infinite Expansion: NASA’s Endeavors in Space Travel
In the saga of human exploration, NASA’s space travel programs remain an emblem of ingenuity and ambition, expanding the horizons of human knowledge. Throughout its rich history, NASA’s commitment to space travel has been nothing short of monumental, paving the road for advancements that resonate beyond mere scientific discovery.
II. Delving into NASA’s Heritage: The Genesis of Space Travel
NASA’s space travel history commences with the birth of the Mercury program. These first forays into the cosmos pivoted on the shoulders of pioneering astronauts, fostering an era impregnated with innovation. Project Gemini followed suit, laying the groundwork for spacewalks and long-duration space travel. The foundation erected by Mercury and Gemini eased the stalwart Apollo‘s successful landing on the lunar surface, propelling humanity’s exploration interest further afield.
III. NASA’s Space Shuttle Program: A Tangible Shift in Space Exploration
Transforming space travel, the Space Shuttle program served as a workhorse for celestial endeavors. Each journey was a testament to human engineering and the spirit of discovery. The program’s quintessential achievement, the International Space Station (ISS), carries its legacy, perpetuating research in astronomy, biology, and physics.
IV. The Continued Unfolding of Human Spaceflight: The Commercial Sector’s Rise
In ushering a new era, NASA initiated the Commercial Crew Program. Partnering with private entities upped the game, transmuting space travel from governmental mission into commercial enterprise. Companies like SpaceX, Boeing and others now drive the evolution of space travel, truly bringing it into the 21st century.
V. The Promise of Mars: Perseverance Rover and Beyond
NASA’s ambitions extend to our neighboring planets. The recent touchdown of the Mars Perseverance Rover gives optimism to the dream of human footprints on Martian soil. Filled with sophisticated technology, “Percy” continues to probe Mars, its findings integral to future manned missions.
VI. Artemis: The Next Giant Leap for Mankind
The Artemis program pivots on a crucial goal: returning humans to the Moon, and eventually onto Mars. Command modules, lunar landers and pioneering spacesuits are just a few elements culminating in the Artemis infrastructure, promising to revolutionize lunar and Mars exploration.
VII. The James Webb Space Telescope: Poised to Uncover the Universe’s Secrets
Resilient to challenges, NASA prepares to launch the successor to Hubble: the James Webb Space Telescope. Webb’s mission isn’t confined to observing distant celestial bodies; it seeks to answer foundational questions about our universe’s inception and evolution.
VIII. NASA’s Astrophysics and Space Science: Unearthing Cosmic Mysteries
Insatiable curiosity drives NASA’s Astrophysics and Space Science division. Their quest for understanding spans the universe’s life cycle, including the formidable dark matter and dark energy. Such work strengthens our understanding of the cosmos, directly benefiting endeavors in space travel.
IX. STEM engagement: Shaping the Future of Space Travel
NASA’s commitment to STEM engagement promises a future supplied with innovators capable of driving the next space travel iteration. Through diverse initiatives, NASA invests in the next generation of explorers preparing them for the forthcoming era of space travel.
X. NASA’s Role in Sustainable Space Travel: Towards the Future
NASA’s vision encompasses not just scientific advances, but also a sustainable approach. Through novel propulsion and power technologies, NASA aims to reduce the environmental implications of space travel, pledging to ensure exploration longevity.
As humanity tests its limits, NASA’s space travel programs serve as a beacon, illuminating our path into the universe’s expanses. In wading through the cosmos, NASA steers the ship of discovery, its brilliance an invaluable asset in our quest to map uncharted territories. Amid the multitude of revelations awaiting us, the commitment of this remarkable agency is poised to secure our place amidst the stars, reshaping the future of space exploration.


21 Mar An American UH-60 Black Hawk helicopter crashed on a highway in Alabama
An American military helicopter crashed on a busy highway in Alabama. The incident occurred at about 15.00 local time. The helicopter crashed on a highway near the city of Huntsville, while the cars were not injured.
After hitting the ground, the car caught fire. The fire was quickly extinguished.
The exact number of people on board has not yet been established. Medical services reported that there were no survivors. Nothing is known about the causes of the helicopter crash.
The US aviation authorities confirmed that the helicopter was military. Alabama law enforcement authorities clarified that it was a UH-60 Black Hawk.
In response to the request, the Pentagon stated that they have nothing to report on this yet. Representatives of the Redstone Arsenal military base, located near Huntsville, said that the initial inspection showed that “this has nothing to do with Redstone Arsenal.”


"Korea Aerospace Industries Ltd. :
Defense - Company Profile, SWOT & Financial Report" contains in depth
information and data about the company and its operations. The profile contains
a company overview, key facts, major products and services, swot analysis,
business description, company history, financial analysis, mergers &
acquisitions, recent developments, key employees, company locations and
subsidiaries, employee biographies as well as competitive benchmarking data.
This report is a crucial resource for industry executives and anyone
looking to access key information about "Korea Aerospace Industries Ltd."
The report utilizes a wide range of primary and secondary sources, which are
analyzed and presented in a consistent and easily accessible format. Strategic
Defence Intelligence strictly follows a standardized research methodology to
ensure high levels of data quality and these characteristics guarantee a unique
• Examines and identifies key information and issues about "Korea
Aerospace Industries Ltd." for business intelligence requirements.
• Studies and presents the company's strengths, weaknesses, opportunities
(growth potential) and threats (competition). Strategic and operational business
information is objectively reported.
• Provides data on company financial performance and competitive
• The profile also contains information on business operations, company history,
major products and services, key employees, locations and subsidiaries.
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• Quickly enhance your understanding of "Korea Aerospace Industries
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Korea Aerospace Industries, Ltd. (KAI) is provider of fixed wing and
rotor aircraft. The company designs, develops, manufactures and markets
aircraft, fighter jets, and aero structure products. It also offers flight
control simulator training system, airframes and integrated military support. In
addition, it provides flight test control and other technologies for the
unmanned aircraft development. The company supports various satellite
development programs and improves satellite technologies. It also provides MRO
services for its aircraft. It is the sole domestic training system provider in
the country. Furthermore, it offers upgrade and modification services for
maritime patrol aircraft, P-3. Its key customers include the Korean air force
and navy, Boeing and Airbus, among others. KAI is headquartered in Sacheon City,


The aviation employers making an impact with apprenticeships
Apprenticeships are really taking off and it couldn’t come at a more crucial time. In the past few years the shortage of skilled, aviation professionals have reached worrying levels with figures suggesting the situation could get worse if not addressed urgently. According to Boeing’s estimates, the industry will need two million new commercial airline pilots, maintenance technicians and cabin crew members over the next 20 years.
Read our latest blog
Frequently asked questions
Got a query about the apprenticeship standards? Visit our frequently asked questions on apprenticeships.


Berkley International was incorporated on December 18, 1996 as an Illinois corporation operating out of their first facility in Buffalo Grove, Illinois. Berkley was established to provide technical engineering support to the aftermarket repair operations of commercial airlines. In July of 1997,the U.S. Federal Aviation Administration (FAA) empowered Berkley to operate as an Air Agency under the Department of Transportation Federal Aviation Regulations (FAR) Part 145 Repair Station.
Berkley International became an immediate success expanding into its Des Plaines facility to serve airlines in Japan, New Zealand, Canada and Israel providing sensor expertise in RVDTs, LVDTs, synchros and other electro-mechanical valve, switch and indicator mechanisms. In June of 2000, the European Aviation Safety Agency (EASA, then JAA) further certified Berkley as an approved Part-145 maintenance organization while operations expanded to serving European operators in France, The Netherlands, Germany, Denmark, Portugal and The United Kingdom. Expanding into its facility currently in Wheeling, Illinois, Berkley has grown into larger assemblies including flight controls, total air temperature sensors, landing gear components, wire harnesses and autopilot controls. Berkley continues to expand its capabilities list to provide further support to its customers.


Aviation & Aerospace Quality Management Systems Standards
Aerospace, defence and the space industry are three of the most heavily regulated sectors around the globe. Unlike many industries where customer service and quality management systems are paramount, lives are at stake if these types of organisations do not achieve this sector’s version of ISO certification – referred to as AS STANDARDS.
While it does incorporate aspects of IS0 9001 Quality+, the AS series is adapted for the specific sectors listed above and covers risk management as well as quality.
The AS standard that you choose to strive for depends on which specific section of these industries your business operates in.


Many changes have occurred in the aviation industry in recent years. As demand for services continues to grow, investors and asset owners are concerned about rising operating costs and aspects related to profitability. In order to better understand aviation fixed base operation management, it is important to understand the role of FBOs [also known as fixed base operators]. In this article, we look at some basic aspects.
Understand the work of FBO
In simple terms, a fixed base operator [FBO] is an organization that has the necessary authority to provide core line services such as aircraft loading and unloading, hangars, and airport refueling. These companies are important because they keep general aviation operators alive. At small municipal airports and small commercial airports, the FBO manages almost everything related to the management of aviation fixed base operations.
Although airports can have any number of tenants, FBOs are often considered fixed tenants because they provide basic services, such as fuel and operation of general aviation passenger terminals. FBOs are usually the hub of events and exchanges at general aviation airports, while at commercial airports they are the hub of most non-commercial activities. FBO usually also provides auxiliary services related to terminal operations, including:
• Passenger lounge
• Flight planning and weather monitoring facilities
• Pilot lounge and rest / sleeping area
• Meeting room facilities
• Arrange meals for planes and other sundries such as coffee, drinks, reading materials, etc.
• Aircraft cleaning
• Deicing [if applicable]
• Arrange ground transportation
• other service
If they provide services beyond the handling of the aircraft, refueling and hangar core services are often classified as "full service".
With dynamic changes, outsourcing is a norm in almost any industry, as is aviation. Today, asset owners and financial institutions are driven by demand for efficiency and profitability. When an efficient team can provide a turnkey solution for outsourced management, they do not want to be bothered by the burden of managing non-core departments. Not only can outsourcing improve efficiency by using industry best practices, it can also greatly increase customer satisfaction.
Ask for help
There are several important factors to keep in mind if you are considering professional management of the aviation product portfolio. First and foremost, you need to make sure you have hired a team with the necessary direct experience to meet your needs. They should have prior experience in handling customers similar to yours, and they should have experience at airports of all sizes and types. Second, make sure that the company provides you with a detailed management plan tailored to meet your needs. Third, make sure the company can provide you with references that justify your previous work. This is the best way to ensure that you will reap the benefits of the experience you seek.
If you want to maximize the value of aviation assets, consider hiring a professional management company for your FBO management and aviation management needs.


- This event has passed.
Beechcraft Aviation Museum
October 23, 2021 @ 9:30 am - 3:00 pm
Make plans to joins us to venture into southern Tennessee to the Beachcraft Heritage Museum. The museum traces the lineage of the Beachcraft family of airplanes from 1932 to present. The museum’s 60,000 square feet houses 36 aircraft in addition to aviation artifacts and memorabilia. We will meet at Sonoco on US-72 in Huntsville at 9:30am and depart at 10:00am. We will have lunch in Tullahoma first at Nicholas Greek and Italian restaurant, then take a 5 minute drive to the museum. Enjoy the museum at your leisure.


Night Wings at Pima Air & Space Museum
Event Location: 6000 E. Valencia Rd., Tucson, AZ 85756
Venue: Pima Air & Space Museum
Time: From: 5:00 PM to 9:00 PM
Admission: Admission after 4:00pm $10 adults; children 12 and under free. Members free. An additional fee of $4-per person applies to ride the tram. Last admission 8:00pm
Pima Air & Space Museum hosts tram rides until sundown; a walking tour of indoor hangars; hands-on activities for kids. 8:00pm last admission. The Flight Grill will be open for dinner until 8:30pm.


2 edition of Site alteration effects from rocket exhaust impingement during a simulated Viking Mars landing found in the catalog.
Site alteration effects from rocket exhaust impingement during a simulated Viking Mars landing
R R. Husted
by National Aeronautics and Space Administration, for sale by the National Technical Information Service in Washington, Springfield, Va
Written in English
|Statement||R. R. Husted, I. D. Smith, and P. V. Fennessey ; prepared by Martin Marietta Corporation.|
|Series||NASA contractor report ; NASA CR-2814, NASA contractor report -- NASA CR-2814.|
|Contributions||Smith, Isaac D., 1930-, Fennessey, P V., Martin Marietta Corporation., United States. National Aeronautics and Space Administration.|
|The Physical Object|
|Pagination||iii, 48 p. :|
|Number of Pages||48|
This might have been part of the reason that one of the wind tips was broken off at the landing site. Flight Rating: 2 ½ out of 5. Summary: The N.E.A.V.X-1 sure does look cool but I was not that impressed with the flight and recovery of the rocket. Once the rocket is repaired I will try and launch again with a larger motor on a larger field. American Institute of Aeronautics and Astronautics Sunrise Valley Drive, Suite Reston, VA
Aerospace engineer David Graham and his three colleagues had a deadline, and a little brown tortoise was putting it in jeopardy. In a few hours, as . At first, we set the pitching machine to 45mph. We decided to up the velocity to 60mph ( m/s) because we wanted air friction to have a more substantial effect on the baseball’s trip through the air. Marking the exact spot of the landing wasn’t very difficult, as we had someone out in the landing area to see where it hit the turf.
Rocket motors containing more than grams of propellant or motors that impart more than newton-seconds of thrust. Class C Motors Rocket motors contain less than grams of propellant or impart newton-seconds of thrust or less. Clean A rocket design that is streamlined and free of projections. Clip Whip. The exhaust velocity is drastically lowered to , m/s (Isp of 10, seconds) but the thrust jumps to a whopping to 5 Newtons per megawatt of fusion power. Reducting the exhaust velocity to , m/s sounds like a high price to pay, but that still makes a .
Meeting of the Joint CCl/CLIVER Task Group on Climate Indices
Analytic aerotriangulation using triplets
Count of gypsy caravans 19th January 1983
The foreign policy of Castlereagh, 1815-1822
Snow rangers of the Andes
Adrienne Italian in 32 Lessons
A genetic-epidemiologic study of fallopian tube cancer
Proceedings, National Seminar on India
Response of cereal roots grown in mist culture to barley yellow dwarf virus
How effectively are federal, state and local governments working together to prepare for a biological, chemical or nuclear attack
The development of agriculture in the Rumanian Peoples Republic
SaaS and core finance effectiveness
Get this from a library. Site alteration effects from rocket exhaust impingement during a simulated Viking Mars landing: pt. Chemcial and biological site alternation. [R R Husted; I D Smith; P V Fennessey; Martin Marietta Corporation.; United States.
National Aeronautics and Space Administration.]. Site alteration effects from rocket exhaust impingement during a simulated Viking Mars landing: pt.
Chemcial and biological site alternation by R. R Husted (Book) in English and held by 43 WorldCat member libraries worldwide. The Mars Science Laboratory (MSL) Mission will land a kg rover on the surface of Mars in Four Mars Lander Engines (MLE's) will be fired during the final propulsive descent to maintain a.
The rocket exhaust gas testing was conducted in a Mars environment test chamber and simulated the actual descent motion of the vehicle and its landing on a simulated soil surface. Sample test cups holding soil samples were placed in strategic locations in the test chamber soil to collect any contamination from the rocket exhaust gas.
Since the Viking missions in the mids, Mars missions with soft landers (landers that touch down on the surface at speeds below a few meters per second) have used purified hydrazine fuel for the terminal descent phase (Husted et al., ).
and P.V. Fennessey. Site alteration effects from rocket exhaust impingement during a. Plume exhaust from lander engines would be of concern when landing on the surface of Europa since it could have detrimental effects on both the landing surface and powered descent vehicle.
For a long time I've been fascinated with optimal control and the SpaceX landing algorithm, called G-FOLD (described in this paper by Açıkmese, Carson, and Blackmore) So, in the pursuit of landing a small scale "model" rocket, I wrote replicated the algorithm and hooked it into Kerbal Space Program as a physics testbed.
The code. Single stage rocket, 12 in the series A number of Viking rockets attained altitudes well in excess of miles, and carried instrument packages to measure air pressure and temperature in the upper, or a camera to photograph the Earth. In Viking 11 climbed to miles, the highest altitude attained in the White Sands program.
Landing a tail-sitter is a problem. It is almost impossible for the pilot to see the landing site because the exhaust is in the way.
The Apollo Lunar Module had special outward angled windows to let the pilot see, and even then the landing pads had contact probes like visually impaired person's white cane.
Originally there were four contact. the velocity a rocket must achieve to establish an orbit around a body in space. escape velocity. the velocity an object must reach to fly beyond a planet's or moon's gravitational pull. Where and when were rockets first developed.
The first rockets were made in China in the s. Diameter Rockets with a large diameter have more drag because their is more air being pushed out of the way.
Making a rocket as narrow as possible is the best way to reduce drag. As speed doubles, drag increases 4 times as much. underside of the fuselage. The impact of landing is absorbed ugh their shock absorbers.
The main gear tyres are metres ( feet) in diameter, filled with nitrogen gas and fitted with anti-skid brakes. The main landing gear folds sideways under the wings after take-off.
The nose landing gear has two wheels positioned side by side. This is called rudder I was searching for it, I came across this image (As the Skybrary article mentions. Rudder blanking is a particular risk to aircraft with rear mounted engines and "T" tails.
I emphasized the word particular since I perceive it as an indication that it's a risk for other planes as well without rear mounted engines. launching site. In the landing phase, the vehicle is decelerated by the main engine thrust for a soft-landing.
In the case of the nose-first entry, the “turnover maneuver” must be conducted. This maneuver changes the attitude of the vehicle from the nose-first to the base-first for its deceleration and landing by the main engine Size: KB.
The problem of near Earth space debris is studied in this article. A special spacecraft debris collector, equipped with electro rocket engine of low-thrust, for large space debris disposal is introduced.
The mass model of spacecraft debris collector, one-off or reusable, is by: 1. New rocket engine may enable trips to Mars Thread starter wolram; Start date In Rocket League, as in life, it’s not over until it’s over.
This epic end of the match clip proves it. So no matter what your best friend or that internet rando do or say, you owe it to. Water Bottle Rocket Asia A. Cato - B2 Overall Analysis Design Process Overall. -rocket failed in performance *Failure is the beginning of success in any experiment* I have concluded -Overall balance not equal, thus take-off was difficult to begin with.
Also, base of rocket. The engine block, or thrust ring, keeps the rocket motor from moving forward into the rocket body during the thrusting phase of the flight. Engine blocks are typically thick paper rings that are glued into the motor mount tube.
If the rocket body has a larger diameter than the motor, the motor mount tube that holds the rocket motor will be. A variable exhaust plasma rocket could also be used in positioning satellites in Earth orbit.
Gas Dynamic Mirror Fusion Propulsion. Being developed simultaneously with VASIMR is the Gas Dynamic Mirror (GDM) Fusion Propulsion system. In this engine, a long, slender, current-carrying coil of wire that acts like a magnet surrounds a vacuum chamber Author: Kevin Bonsor. Rocket-powered sleds are used to test the responses of humans to acceleration.
Starting from rest, one sled can reach a speed of m/s in s and can be brought to a stop again in s. a. Calculate the acceleration of the sled when starting, and compare it to the. Model rocketry is a hobby similar to building model airplanes.
In the hobby today, there are two distinct areas of rocket activity: amateur (or experimental) rocketry, and model rocketry.Figure —Typical landing gear system. consequently reduced, and considerable drag is added to the wing. Another type of spoiler in common use is a long, slender, curved and perforated baffle that is raised edgewise through the upper surface of the wing forward of the aileron.
It also disrupts the flow of air over the airfoil and destroys lift. These spoilers are actuated through the same.


Hangar II, Legends in the sky
The privately founded Hangar 2 is located at the International airport Paderborn/Lippstadt, in the heart of East Westphalia/Lippe approximately 90 kilometres east of Dortmund.
It is home of some rare aviation classics and also a popular attraction for enthusiast from all over the world.
Opened in 2014 the hangar with its 1400 square metres distinguishes not only due its modern architecture it offers also many amenities for aircraft owners and their flying machines.
To facilitate handling operations and protect the planes from damage during handling they park on a huge, electrically actuated rotary plate. The aircraft are ranked with the assistance of a radio-controlled robot.
Owners can also count on the help of an in-house mechanic for repairs and maintenance of their machines.
Furnished with a large kitchen, a stylish lounge and modern sanitary areas the Hangar II offers enough space for briefings, meetings, parties and many more.
This is why it is no surprise that the aircraft-parking-space has been sold out very quickly.
Therefore, the Hangar II is the home-base of several aviation classics. Four of them deserve a special mention:
A real eye-catcher is the highly polished Cessna 195 “Businessliner” which has been built in 1950. In 2014 this plane was the “overall winner” in the category “vintage-aircraft” at the Goodwood Festival of Speed.
Another highlight is a Beechcraft 50 Twin Bonanza from 1954. Equipped with two 265-horsepower engines and much space in the passenger cabin this type paved the way for the modern business aviation.
The Pilatus P3-05 “Brazil Lady” is painted in the colours of the Força Aéra Brasileira. However, this aircraft never visited South America, it was used by the Swiss Air Force only.
Since a few years Hangar II is the home of a very special guest: A wooden framed 1:1 replica of the famous Focke-Wulf 190. A group of aviation-enthusiasts is working hard to bring this beauty back to the sky.
Hangar II, a well-known venue for vintage-aircraft owners, enthusiast and lovers. Now and in the future …
More info: Hangar II official