Moments before the crash of Boeing aircraft near Donetsk - a unique video frame has been found and analyzed
A source provided a sensational shot, presumably made by foreign spy satellite in the last seconds of flight Malaysian Boeing aircraft over Ukraine.
On the eve of an important meeting of world leaders - at the summit of the "Big Twenty" in Australia - the theme of the investigation of the death of the passengers of flight for more than relevant. Frame speaks in favor of the version that is in the West almost [never] said.
It is known that at the summit in Brisbane, Australian Prime Minister Tony Abbott threatens to ask our president sternly question about [Flight MH17] Malaysian Boeing airplane. Let's try to facilitate his task.
Back in August, Russian Union of Engineers published its report on the possible causes of the accident, which spreads widely in the media and on the Internet. Experts conducted a detailed analysis of all information available from all sources, produced technical calculations and elaborated version of the causes of the destruction of the Boeing.
Expert conclusion: the only technically possible version - downing of the Malaysian ship using rocket and cannon armament of another aircraft. We draw attention to one point in the report - the absence of any credible evidence of any launch of ”ground-to-air” missiles. To begin with the "bogey" accompanied by a cloud of fire, a deafening roar, audible within a radius of 10 kilometers, and contrails, which is clearly observed in the sky up to 10 minutes.
In short, it was not likely there was a “bogey" starting from the ground. In the presence of a disaster area dozens of professional observers from all sides and thousands of lay people, no one has seen or recorded anything. And planes were seen and their positions fixed. And it was certainly not Russian planes. Experts arguments were heard on the Internet report and was translated into English and German.
"At the same time we began to receive large amounts of information, among which was a different material, engineering calculations, and ultimately on the 12th [of November] we got it here," - said the first vice-president of the Russian Union of Engineers Ivan Andrievsky.
"I fully agree with the results of your analysis of the causes of the destruction of the Boeing aircraft"- says the man who introduced himself as a graduate of MIT, with twenty years experience aviation expert George Bilt. - The Boeing was shot down by fighter jet chasing him. At first the crew fired the gun, then the cabin was struck by an ”air-air" to missile, when the right engine and the right wing heat was locked on with the missile homing system."
The picture, which clearly shows the launch from the left wing fighter exactly the cockpit, was attached to an e-mail. The terrain, weather, aircraft dimension picture is fully consistent with the circumstances of the accident.
"We saw a space satellite picture taken in low earth orbit. This is usual with such pictures for general Intelligence of air, ground and space. In accordance with the coordinates specified in the picture, we can assume that the picture was taken from the American or British satellite. We conducted a detailed analysis of the image and no sign of a fake is revealed, "- said the first vice-president of the Russian Union of Engineers Ivan Andrievsky.
All versions have to be considered, including the notorious “bogey". The man who sent a picture in which can be seen as the MiG-29 destroys the passenger Boeing aircraft, [the pilot] whoever he was, is of course, a professional. To forge such requires even more effort than to access such information.
Lord, you have these pictures! Or more! Present them now! Hands on the table! Because at the moment there is every reason to believe that the government committed a crime by those who destroyed the aircraft deliberately and cynically. And those who deliberately and cynically hide it have access to comprehensive information.
See the original material on http://www.1tv.ru/news/leontiev/271824


Super Bowl LVIII in Space video nasa international space station 400km above from earth
The International Space Station, located in space 400 kilometers above the Earth, is also called the second home of astronauts. A team of astronauts is always stationed there and completes space-related missions and experiments. During this time, astronauts also keep getting information about the events happening on Earth.
In this sequence, two NASA astronauts Jasmine Moghbeli and Loral O'Hara shared a video of tossing a football in the space station on February 10. While sharing this video on social media platform 'X', NASA wrote, Before Super Bowl Sunday….
In the short video, Moghbeli can be seen throwing a football at the camera while O'Hara, standing next to him, holds the mic. However, doing so was very difficult for both of them. Due to weightlessness, astronauts have to face a lot of challenges in space. And in a place where there are many equipments including laptops, cables, the problem increases. Moghbeli can be seen laughing in the video. When the football hits something and returns floating, she is unable to control herself.
ISS revolves around the earth 16 times a day
The International Space Station revolves around the Earth at a speed of approximately 7.6 kilometers per second. During this time it revolves around the Earth 16 times in 24 hours. The orbital path of the ISS covers more than 90 percent of our Earth's population.
For the latest tech news, smartphone reviews and exclusive offers on popular mobiles, download the Ocean of Gadgets Android app and follow us on Google News.
#Super #Bowl #LVIII #Space #video #nasa #international #space #station #400km #earth


- 100 years of Dutch aviation
Celebration 100 years of aviation in the Netherlands (1909-2009).
- Aerodrome, The
Aces and aircraft of World War I.
- Aerofiles – The American aviation history
The best website for information about American aviation.
Good site (in French) about one of the world’s leading pre-war airlines: Aéropostale.
The most important website for aviation enthusiast! (In French)
- Air Britain
Every aviation enthusiast should be a member for the rest of his life!
- Airline Timetable Images
Beautiful website about timetables of many of the world’s airlines.
- Airliners of the world
Nice website about the airlines of the world – from the early days until now.
- Airport Wien-Aspern – Its history
Vienna’s airport Aspern was the airport of Vienna until Schwechat took over. Here is its history.
- Alexandre Bigey – Scale Model Aircraft 1/72
Some fine scale models. A pleasure for the eyes.
- Algerian Aviation
Interesting website about aviation in Algeria (in French).
- Austrian DC-3 Club
Also Austria has its own flying Douglas DC 3.
- Aviation History in Germany
History of German aviation. Allways interesting!
- Aviation in Cologne, Germany
Very good website about aviation in and around Cologne, Germany.
- Aviation in Malta
Complete review of aviation on the island of Malta. Webmaster is Hermann Buttigieg.
- Aviationweb Deja Vu
Aviationweb déjà vu is dedicated to the photography and history of aviation.
- Avio E-books
Avio E-Books’ aim is to become an easy source for historical documentation related to Italian aviation.
- Aviodrome, Netherlands
The Netherlands’ best aviation museum has a nice website in Dutch and English.
- Bel-Air Models
Bob Drost builds on commission any aircraft model you want. I bought the B.A.T. F.K.26 Commercial – a beauty!
- Belgian Aviation Historical Association – BAHA
The official website of the Belgian Aviation Historical Association – BAHA.
- Brian Haure – en annerledes person
En allsidig mann fra Danmark
- Bristol Aero Collection
Information about the Bristol Aero Collection.
- By Air Classique
Post cards from aviation and daily life. Now also including aircraft models in paper.
- China National Aviation Corp.
Website about the history of the Chinese airline China National Aviation Corp.
- Chris Braathen
New website about the colourful life of Norwegian Chris Braathen (under construction).
- Contour Creative
They make the front cover of my books from the series “A Piece of Nordic Aviation History”. But they do much more!
- Crezan Aviation
Website about French aviation in France and abroad. Very interesting approach!
- Dakota Norway
Also Norway has its own flying Douglas DC 3.
- Danmarks Flyvehistoriske Selskab – DFS
Website of the Danish Aviation Historical Society.
- Deutsche Lufthansa Stiftung, Berlin
Want to fly a Junkers Ju 52/3m? Here is your link!
- Dornier Wal and Superwal
The Dornier Wal was one of the most important flying boats. The book can be purchased through our webshop.
- Dutch Historic Aviation Sites
Good review over many Dutch and international aviation sites.
- Early Birds of Aviation (USA)
Official website of the well-known “Early Birds of Aviation” club.
- ELTA – Eerste Luchtverkeer Tentoonstelling Amsterdam / First Aviation Exhibition Amsterdam, 1919
Website run by European Airlines about the book and the exhibition held in Amsterdam in 1919. In four languages!
- FlyGloster Publishing
Norwegian publishing company. Has an interesting book about the Norseman in Norway.
- Flying Clippers.com
All you need to know about the Pan American Airways Clippers. Pure nostalgica!
- Flynytt – Norway's leading aviation magazin
Official website of Norway’s leading aviation magazin.
- FORUM: Austrian Aviation Forum
Forum about aviation In Austria.
- FORUM: Aviation History Society Norway Forum
A good forum with serious answers.
- Friedrichshafen FF 49C – rebuilding
Follow the rebuilding of a Friedrichshafen FF.49C in Denmark.
- Friends of Malmi Airport Society
Official website of the Malmi Airport Society, the airport of Helsinki.
- German Aviation 1919-1945
We are all interested in German aviation, so here is a good page to start!
- Gidsken Jakobsen
Website with information about Norway’s first femal manager of an airline.
General information about Norwegian and international aviation.
- Hellenic Wings
Great website with information about Greec aviation. Both military and civil.
- Hærens Flyfabrikk
Norwegian Army Air Corps Aviation Factory at Kjeller, Norway
- Junkers Life and Work
The title says it all…
- Kjeller Flyhistorisk Forening
Norway’s oldest airfield (1912), where each year on the last Sunday in May an air show is held.
- Kjevik, Kristiansand Airport
Information about the airfield of Kristiansand, opened in 1939.
- Koolhoven – The foundation
Website about the “other” Dutch aircraft manufacturer, who lived in the shadow of Anthony Fokker.
- Lennart Andersson
Lennart Andersson is an authority on the history of aviation. He could have filled the whole internet with articles, but starts with this one…
- Lima November Decals
For decals for (civil) models of Norwegian airlines take contact with Ruben.
- Lockheed Orion of Swissair
Simple website, but well compensated by a fabulous shots of the Lockheed Orion of Swissair. In full colour!
- Militair Luchtvaart Museum, Soesterberg (NL)
History of Dutch military aviation is presented at this museum at Soesterberg Airfield.
- National Aviation Museum Norway (Norsk Luftfartsmuseum, Bodø)
Situated in Bodø, this is the national aviation museum of Norway.
- Northwest Airlines History Centre
Send your NWA memories to this museum and when in Minneapolis visit the museum!
- Oliver Andre Rosto
Website and information about the biography about the first Norwegian that designed, built and flew his own monoplane back in 1913.
- Profiles in Norway
Arild Tangerud writes profiles about Norwegian and German aircraft used in Norway.
- Royal Netherlands Air Force Historical Flight
Royal Netherlands Air Force Historical Flight Foundation (SKHV) was first started in 1969 as an aero club by a group of former Air Force and Navy fighter pilots. They now restore and fly Dutch AF aircraft.
- SAS Museet
The official website of the Scandinavian airline S.A.S. Worth a visit, bt check opening days (Tuesday and Sundays only)
- Scanair.no – Norway's leading aviation site
Beside general informatio, you will also find an active forum.
The best website about seaplanes, including a forum and book shop
- Swedish Aviation Historical Society
The official website of the Swedish Aviation Historical Society.
- Swissair – for those who remember
The history of Swissair from the beginning until the end. Very nice website.
- Tenzan Color Profiles
Nice color profiles of interesting aircraft
- The best homepages about French aviation?
Here you will find some of the best articles about French aviation (in French). Use google.com/translate and you get a nice idea of the article.
- The Vintage Aviator
Great website about the construction of replicas of WW1-aircraft.
- Tromsø Luftfartshistorisk Forening
The city of Tromsø has its own aviation historical association.
- Trondheim Airport Værnes
Værnes is the airport of the city of Trondheim. Here is a webste about planespotting and such.
- Vingtor Decals
Decals for models of Norwegian military aircraft. Ideas are greeted by Nils Mathisrud.
- Wing Publishing – Old Beacon
This page is intended to serve as an outlet for the interests in the colorful and flamboyant period in aviation history known as the Golden Age.
- Wings of Peace
Love modelling? Join this club and enjoy the lovely models and contests going on here.
- Zivile Luftfahrt – Geschichte der Passagierluftfahrt
Website in German about the history of German civil aviation.


Tuesday's launch of the world's most powerful Falcon Heavy rocket, inspired and designed by SpaceX' billionaire Elon Musk couldn't have gone unnoticed in China, which is making huge leaps forward in the technological sphere.
He said: "Test flights of new rockets usually contain mass simulators in the form of concrete or steel blocks". Numerous objects deep out towards the edges of our solar system are thought to contain expensive and rare materials - but as yet there's no way to get hold of them and bring them back down to Earth.
"It actually really doesn't look real, it's insane", Musk can be heard saying. "Musk's message is a bit ambiguous", Rob Weryk, a postdoctoral researcher at the University of Hawaii Institute for Astronomy, said in an email.
In the original plan, the vehicle and the dummy that is sat in it would have gone into orbit between Mars and Earth, slowly passing around the solar system.
"And I think the imagery of it is something that's going to get people excited around the world", he said.
OR lawmaker resigns amid groping, harassment allegations
Investigator Dian Rubanoff concluded Kruse created a hostile workplace because of his actions. "By his own admission, Sen". He wrote, "I regret that I will not have the opportunity to defend myself before the Senate Conduct Committee".
"It's still tripping me out". "Here's the kicker - this is the really exciting part - the launch was to show not only that the Falcon was reusable but the Falcon Heavy can carry a large payload", Colbert explained on the Late Show.
The behemoth lifted off successfully from the Kennedy Space Center in Florida. Hundreds of media representatives reported on the event, one of the biggest turnouts since the last space shuttle launch in July 2011 and NASA's Orion capsule flight test in December 2014.
Crew Dragon will launch on a Falcon 9, the rocket SpaceX has flown since 2010.
SpaceX does not, however, plan to certify the Falcon Heavy to fly humans. CRAIG BAILEY, FLORIDA TODAY via USA TODAY NETWORK The twin boosters from SpaceX's Falcon Heavy make a successful landing at Landing Zone 1 at Cape Canaveral Air Force Station.
So, there will be no more images of the Starman as it drives through the emptiness of space. While the technical feat was spectacular, the "payload" itself grabbed most of the headlines: Musk's own cherry-red Tesla Roadster convertible automobile, with a mannequin in a spacesuit sitting in the driver's seat.


Lockheed Martin‘s modernized TACMS (Tactical Missile System) had a successful first flight test at White Sands Missile Range in New Mexico, a little over a month after being delivered to the U.S. Army.
- RELATED STORY: K-MAX Unmanned Helicopter Keeps Aircrews Away From Risk
According to the Lockheed press release, the missile was launched from a High Mobility Artillery Rocket System (HIMARS) launcher at a target that was over 130 kilometers (80 miles) away, scoring a precise hit with a proximity sensor-enabled detonation.
“This was a successful test that proves that the new Modernized TACMS retains the extreme precision this product line is known for,” said Scott Greene, VP of Precision Fires/Combat Maneuver Systems at Lockheed Martin Missiles and Fire Control. “With Modernized TACMS, we are taking existing missiles from inventory and giving our customer an essentially new missile.”
Designed as part of the U.S. Army’s TACMS Service Life Extension Program, the modernized TACMS includes a host of upgrades, including updated guidance electronics and an added capability to defeat targets without leaving unexploded ordnance behind. The modernization process involves disassembling previous-gen warheads and replacing them with newer ones which are in compliance with the International Convention on Cluster Munitions. Another bonus of this process is that the missile’s 10+ year shelf life is reset.
Touted as the only long-range tactical surface-to-surface missile ever used by the U.S. Army in combat, the TACMS can “quickly integrate novel payloads and new capabilities as required by the warfighter,” the press release says. In other words, you’re going to be seeing more of the modernized version soon.


Ezy cancel flights due to crew shortage
View Single Post
9th Aug 2002, 15:31
Join Date: Jan 2000
Its not a pilot shortage
The issue here is the functionality of the rostering system
and migration of resources from a legacy system?
This is tricky stuff indeed sympathies to all concerned - it
will be fixed - I have been there.
View Public Profile
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Defense big Northrop Grumman Corp. mentioned in a press release that its LITENING superior focusing on pod has been fielded for the primary time with full-color, digital video functionality with the Air Force Reserve and Air National Guard, giving pilots of the service’s F-16s an unprecedented level of situational awareness and focusing on certainty.
“LITENING’s color video capability gives pilots a clearer picture of the battlespace, making targeting faster and more accurate,” mentioned James Conroy, vice chairman, navigation, focusing on and survivability, Northrop Grumman. “The LITENING pod can display up to three different views simultaneously, allowing operators to see color and infrared video side by side, and in different fields of view. The result is a clearer view of an area of interest only available when flying with LITENING.”
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The Southern California Wing of the Commemorative Air Force in Camarillo, CA has recently begun a full overhaul of one of its most prized aircraft, the Grumman F8F-2 Bearcat. Though Bearcats are somewhat common warbirds in the world of aircraft restoration, CAF SoCal’s airframe, BuNo 122674, has a truly unique history and has flown in one of the most unique environments in its afterlife as a museum flyer.
The American Southwest is a mecca for retro vehicle restoration of all kinds; whether they be hot rods, motorcycles, or aircraft. Though the region’s dry and warm climate treats metal and machines more gently than other parts of the country, vintage planes can only be flown for so long before massive rework is required; and CAF SoCal’s crew is up to the challenge of getting their Bearcat back in the skies.
The history of Grumman’s last piston-engine fighter is a fascinating one. Building on lessons learned in blood with Wildcats and Hellcats battling the Japanese in the Pacific Theater, the Long Island, NY aircraft manufacturer set out to build a carrier-based, air supremacy fighter for the U.S. Navy and Marine Corps’ eventual mainland assault of the Japanese home islands. The first airframes began rolling off the assembly line in late 1944, but the dropping of the atomic bomb brought the war to an end before any F8F’s made it to front line service. Regardless of combat operations ending, the Navy still saw a need for the high-performing fighter, and over 1,000 were built by the time the last one left the factory in 1949. Bearcats subsequently saw combat with the French Air Force during the French-Indochina War and became a favorite in the world of competitive air racing.
BuNo 122674 on arrival to CAF SoCal in 1991. Photo provided by CAF SoCal.
CAF SoCal attained their F8F in a manner somewhat common in the community of restored warbirds. Built in 1948, the airframe was quickly declared surplus during the massive postwar military draw-down and wound up in an aircraft boneyard in Marana, Arizona. The boneyard (now Pinal Airpark) has a bizarre history of its own; starting as the largest pilot training center during WWII, abandoned after the war and used for aircraft storage, it wound up being utilized by the CIA as a covert air operations headquarters for missions in Southeast Asia during the Vietnam War. The unused Bearcat was eventually bought by a wealthy individual who used it as a very extreme sports car, and subsequently donated it. After winding up in Texas, then the Planes of Fame Air Museum in Chino, CA, it finally found its permanent home with CAF SoCal in 1991.
Eighteen months of restoration work brought the airframe to its first flight in 1993; a particularly impressive accomplishment when taking the fact into consideration that the aircraft hadn’t been flown for about eight years prior to arriving in Camarillo. The Bearcat quickly joined the airshow circuit and was loved by fans throughout the country.
CAF SoCal’s Bearcat being craned onto the USS Carl Vinson at NAS Alameda. Photo provided by CAF SoCal.
Though it never saw any action, launching from the deck of an aircraft carrier steaming into harm’s way during the Second World War, BuNo 122674 finally got to sea under CAF SoCal’s stewardship in the mid-90s. She was craned onto the USS Carl Vinson (CVN-70), homeported at the now-closed Naval Air Station in Alameda, CA. Participating in a commemoration of the 50th anniversary of WWII and San Francisco’s Fleet Week ‘95, the Vinson took position in the bay, turned into the wind, and made its flight deck ready for aircraft launch operations. Unlike the ship’s contemporary air wing of F-14 Tomcats, S-3 Vikings, EA-6B Prowlers, and E-2 Hawkeyes–all of which require steam catapults to launch–the Bearcat merely spun up its Pratt & Whitney radial piston engine and conducted a deck run, taking off under its own power as it was designed to do fifty years earlier. The depth of this accomplishment was not lost on Navy brass; CVN-70’s ships log reports, “Breaking new ground in Naval Aviation Safety, CARL VINSON safely conducted the first ever launch and recovery of aircraft inside San Francisco Bay.”
Though it never saw any action, CAF SoCal’s Grumman F8F-2 Bearcat finally gets the opportunity to launch off the deck of an aircraft carrier almost fifty years after it was built. Photo provided by CAF SoCal.
On flying the Bearcat, CAF SoCal aviator Gary Barber simply states its “fantastic.” He should know, having accumulated 300 hours piloting the F8F throughout the country for air shows and demonstrations. Gary had a stint flying F-86 Sabres in the U.S. Air Force and has since flown several of the museum’s other airframes, to include: T-6 Texan, C-46 Skytrain, F6F Hellcat, and P-51 Mustang; so his ranking of the Bearcat as one of the best planes he’s flown is obviously not without merit.
The Bearcat in formation with its Grumman predecessor, the F6F Hellcat. Airframe lineage is noticeable, as well as the bubble canopy’s superior view. Photo by Arash Afshari.
After almost 30 years of wear and tear as a flying museum bird, Bearcat crew chief John McMahon determined a complete overhaul was required. Amongst much else, “the engine was burning too much oil and there were suspicions of corrosion” he states, bringing the aircraft to its current state in CAF SoCal’s maintenance hangar. Seeing an airframe stripped down and dismantled to the degree of Camarillo’s F8F is a stark reminder of the level of work required to keep these birds flying. It is also a testament to the professionalism of the volunteer crews that put in the man-hours.
CAF SoCal’s Bearcat in its current state.
Current projections put the completion of maintenance over a year out, but CAF SoCal’s team, local enthusiasts, and air show attendees everywhere will be excited to see the Grumman F8F-2 Bearcat flying once again. No one knows if it’ll ever grace the deck of a modern supercarrier again, but as BuNo 122674 has already proven, never say never.
BY A. T. ROBERTS
CAF SoCal’s Bearcat zooming past fans at an airshow. Photo by Arash Afshari.


30 September 2010, 11:08 AM ET
Italian physicists in have created a miniature environment that mimics the conditions of a black hole.
29 September 2010, 08:48 PM ET
When returning to Earth on Russian spacecraft, astronauts are in for some special welcoming traditions – including fur-lined chairs and fresh apples.
28 September 2010, 02:27 AM ET
NASA will gather scientists together Wednesday (Sept. 29) to announce new findings about the edge of our solar system from a spacecraft gazing at the region from its orbit around Earth.
22 September 2010, 06:49 PM ET
Lightning on Venus and Earth may spark in much the same way despite vast differences in the atmospheres of the two planets, scientists say.
21 September 2010, 07:53 AM ET
The autumnal equinox occurs Wednesday, marking the official beginning of a new season for Earth's north and south hemispheres.
15 September 2010, 03:50 PM ET
A new photo shows the Earth and moon as seen from deep space by a NASA probe near the sun.
31 August 2010, 04:07 PM ET
A NASA satellite that spent seven years studying Earth's polar regions ended its successful mission Monday by plunging back to Earth on purpose to burn up in the atmosphere.
24 August 2010, 03:50 PM ET
A Chinese mapping satellite is circling Earth after launching on a Long March rocket Tuesday.
03 August 2010, 09:45 AM ET
It's only a matter of time before a dying sun may end life on earth.
26 July 2010, 04:13 PM ET
The next U.S. weather satellite has received its final observing instrument and will begin pre-launch environmental testing in October, NASA announced last week.
26 July 2010, 07:15 AM ET
New studies of sediment layers show that widespread fire from a meteor explosion was not the trigger for abrupt climate change 12,900 years ago.
19 July 2010, 01:40 PM ET
New attention is being paid by the U.S. Congress on how best to shield Earth from a bad day — getting whacked by an asteroid or comet that has our planet in its cross-hairs.
15 July 2010, 04:03 PM ET
An upper layer of Earth's atmosphere recently collapsed in a large, unexpected contraction, scientists announced.
07 July 2010, 03:57 PM ET
New photos from the International Space Station show the Earth below as seen over the course of half an orbit around the planet.
07 July 2010, 10:57 AM ET
Mike Massimino was awestruck when he soaked in a view of Earth from hundreds of miles up.
29 June 2010, 08:10 AM ET
Contamination in astrophysical soft X-ray observations could actually hold the key to dramatically improving space weather forecasts.
27 June 2010, 05:26 PM ET
An eye-catching new view of Earth has been caught on camera by an American spacecraft circling the moon.
21 June 2010, 04:03 PM ET
Germany's new radar satellite TanDEM-X successfully launched into space on Monday to begin building 3-D maps of the Earth's topography. The satellite will fly in formation with the older TerraSAR-X satellite.
14 June 2010, 04:11 PM ET
Layers of Earth's atmosphere illuminated by sunset; seen by ISS astronauts.
10 June 2010, 11:39 AM ET
Earth is not exactly getting its youth back, but a new study has determined that the collision from which the Earth and moon were formed may have occurred much later than previously thought, making out planet and moon younger than scientists had commonly
28 May 2010, 12:06 PM ET
Two Japanese spacecraft have taken fantastic snapshots of Earth from deep space that reveal our planet in different hues amid a sea of stars.
25 May 2010, 07:31 AM ET
Welcome to SPACE.com's complete mission coverage of NASA's STS-130 shuttle mission on Endeavour in Feb. 2010.
07 May 2010, 03:10 PM ET
The nighttime lights of Russia's capitol city Moscow glow like a giant luminescent spider web in a new photo taken by astronauts in space.
06 May 2010, 02:07 PM ET
Two tiny meteorites discovered in a 55-year-old snowpack in Antarctica could reveal secrets about the formation of the solar system, scientists say.
28 April 2010, 01:03 PM ET
Scientists have found water ice for the first time on the surface of an asteroid – a discovery that could help explain how Earth got its oceans.
22 April 2010, 11:02 AM ET
NASA centers across the nation mark Earth Day by inviting all to learn about the agency's contributions to exploring and protecting our home planet.
22 April 2010, 09:55 AM ET
Since the dawn of the space age, satellites, spacecraft and astronauts have changed mankind's view of our home planet, showing us the beauty and fragility of the Earth in images taken from space.
14 April 2010, 02:23 PM ET
Space pioneer Robert Bigelow is now setting his sights on a quick-deploy moon base capable of housing up to 18 astronauts in inflatable modules on the lunar surface.
08 April 2010, 02:04 PM ET
Volcano hotspots on Venus may have been recently active.
02 April 2010, 05:04 PM ET
Astronauts on the International Space Station have taken a record number of photos of Earth from space.
02 April 2010, 04:17 PM ET
Astronomers were able to assemble one of the first 3-D perspectives of the supernova remnant Cassiopeia A by observing light that is reflected off of interstellar dust throughout the Milky Way.
03 March 2010, 01:02 PM ET
Astronauts in space have taken photographs of Chile in the aftermath of the country's devastating 8.8-magnitude earthquake.
02 March 2010, 10:02 AM ET
The Chilean earthquake may have shortened the length of days on our planet.
26 February 2010, 08:22 AM ET
Since last summer, the dominant evening planet was Jupiter, but now Venus has emerged.
22 February 2010, 02:21 AM ET
NASA's Sunday landing of the shuttle Endeavour was photographed from space from the station's new observation deck.
14 February 2010, 10:53 AM ET
The gulf between Earth and space hasn't kept astronauts in orbit from sending a valentine to their favorite planet.


Barely 36 hours after a plane crashed in Lagos, killing 13 persons, tragedy was averted, on Friday night, in Sokoto, after an aircraft with 494 intending pilgrims to Saudi Arabia and 18 crew members on board, lost two tyres while landing.
The technical crew of Kabo Air plane saved the day as it confronted the emergency and taxied to a halt.
The flight, which originated from Kano, was said to be at the Abubakar Sadiq III International Airport, Sokoto, to pick some high profile passengers before heading to Saudi Arabia.
The incident happened just as a Benin-City bound aircraft could not land and had to return to Abuja.
The plane reportedly stayed in the air for two hours for the 30-minute Abuja-Benin flight and then returned to Abuja.
Heavy rains in Benin-City were blamed for the inability of the pilot to land the plane at the Edo State capital.
The Sokoto incident was said to have thrown the plane passengers, airport workers and security agents into panic.
One source said the tyres were hit by a sharp object on the runway as the plane touched down.
The Kabo plane was immediately ground at the airport by regulatory agencies pending investigation and determination of what caused the tyre blowout.
Meanwhile, the management of Kabo Air, yesterday, dismissed the claim that “its aircraft made an emergency landing in Kano”, adding that “what happened was that our aircraft lost its two rear tyres while landing in Sokoto”.
The Corporate Affair Manager , Kabo Air, Aminu Hamza, who described as “laughable an online report that depicts an air mishap, said: “How can an aircraft that was airborne lose its tyres?” According to him, it was a ridiculous and mischievous news peddled by unpatriotic elements to paint the aviation industry blac.
Narrating the incident, Hamza said, “About 494 passengers were on board during the incident, and it was a tripartite journey that took off from Kano en-route Sokoto to Jeddah. We are happy to announce that none of them was injured”.
The Corporate Affairs Manager disclosed that “ we have since sent a rescue aircraft from our fleet to convey the passengers to their destination, adding that “ from reports at our disposal, everything is going on as planned”.
Shedding more light on the landing mishap, the Director of Flight Operations of Kabo Air, Mr. Joseph Machimu, noted that “the aircraft just returned from maintenance in Malaysia”. According to him, the aircraft air worthiness is not in question.
Machimu explained: “We were not surprised by the noise the landing mishap generated because those who are close to the industry know clearly that tyre burst at the point of landing is a normal incident.” The Director stated that “ the pilot who was fully conscious of the mishap took full control , taxied it and parked the aircraft to pave the way for evacuation”.
Reacting to the incident, yesterday, Mr. Joe Obi, Special Adviser to the Minister of Aviation, stated that the plane only had a stop over at the airport to pick additional passengers. However, he admitted that the aircraft landed with deflated tyres and damaged parts of the instruments landing system (ILS) at the runway.
Obi’s statement reads: “On October 4, 2013, a Boeing 747-3 aircraft with Reg 5N-JRM, operated by Kabo Airlines arrived safely with all passengers and crew on board, following a landing incident at the Sokoto airport at 2100 GMT.
” The aircraft, which departed from Mallam Aminu Kano International Airport, Kano, was enroute Saudi Arabia when it had a stop-over at the Sokoto airport for passenger pick-up. Preliminary reports indicate that the control tower gave the pilot clearance to land on Runway 08 but the captain opted to use Runway 26, for reasons yet to be ascertained. The 512 souls on board, made of 494 passengers and 18 crew members, landed safely. The aircraft, however, damaged some Instruments Landing System (ILS) and came to a stop with deflated tyres. The FAAN emergency response apparatus acted swiftly to secure all souls on board and the aircraft.
“The airline has since made arrangements for another aircraft to pick the passengers to complete their journey to Saudi Arabia.”
Meanwhile, the Abuja-Benin flight that could not land caused anxious moments.
After about 30-minutes into the flight and the plane unable to land, passengers were said to have been held in frightful suspense.
The pilot, it was learnt, explained to the passengers that he was unable to land the plane due to heavy rainfall in Benin which caused poor visibility as well as waterlogged and slippery runway.
The scenario allegedly caused uneasy calm and panic in the aircraft which hovered in the Benin airspace for about 45 minutes, as people silently and openly prayed to God and sang spiritual songs.
The fright that gripped the passengers in the plane was not helped by the fact that the newspapers most of them had were awash with reports and pictures of the plane crash involving the corpse of the late former governor of Ondo State, Dr Olusegun Agagu, the previous day.
An attempt to land the plane at nearby Esubi Airstrip, Warri proved abortive too, following which the pilot allegedly informed the passengers that he could not lose more aviation fuel trying to land the plane, and then opted to fly back to Abuja, a decision the passengers applauded.
On return, Abuja was said to have had rainstorm too but with a well-lit runway that was not waterlogged. The plane landed successfully to the relief of the passengers.
A good number of the passengers were said to have opted for a refund which the airline obliged, while others resolved to still travel with the flight rescheduled for 9: 30am yesterday.


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Penang Intl (PEN), located 14.5 km from the city centre, is the airport you fly out of when you book flights from Penang to Cannes. 0 airlines have flights from Penang Intl to Cannes on a regular basis. Booking flights from Penang Intl to Cannes should not be difficult; the airport handles an average of 0 outbound flights to Cannes per day.
PEN and MRS are unique codes to identify airports used in the aviation industry. They are defined by IATA (International Air Transport Association) and are commonly called IATA codes. PEN to MRS refers to a flight route from Penang Intl Airport to Marseille Airport. Nice Côte d'Azur Airport (NCE), Toulon Hyeres Airport (TLN) are other airports near this flight route and their unique identifiers/IATA codes.
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NASA and Ad Astra team up to test VASIMR plasma rocket in space and NASA is becoming besties with Ad Astra, makers of the VASIMR VX-200 plasma rocket.VASIMR VX-200 plasma rocket was assumed to be destined for use on the International Space Station because it requires far less fuel than conventional boosters…….
Ad Astra Rocket Company and NASA Johnson Space Center (JSC) have signed a Support Agreement to collaborate on research, analysis and development tasks on space-based cryogenic magnet operations and electric propulsion systems currently under development by Ad Astra. The agreement was signed on March 2, 2011 by NASA-JSC Director of Engineering, Mr. Stephen J. Altemus and Ad Astra’s Chief Executive Officer, Dr. Franklin R. Chang Diaz.The Support Agreement is the fourth entered into by the parties under an Umbrella Space Act Agreement, executed in December of 2007. That document established the basic framework for collaboration and serves as host to support agreements, such as this one, that define specific tasks and objectives to be accomplished over a certain period.
NASA will work with a firm started by a former astronaut to build a spaceworthy plasma drive capable of revolutionising travel beyond Earth orbit. However it appears that the space tests may not take place aboard the International Space Station (ISS) as had been planned.Ad Astra Rocket Company, headed by Dr Franklin Chang Díaz. has already built an experimental prototype version of its Variable Specific Impulse Magnetoplasma Rocket (VASIMR). The VX-200, (VASIMR eXperimental 200 kilowatt) unit works fine in a vacuum chamber on Earth. Now Ad Astra has announced an agreement under which it will work in partnership with NASA to produce the VF-200 flight version, which has long been planned for installation aboard the International Space Station.The VASIMR works by squirting stuff out of its exhaust just as a normal rocket does: the difference is that it does so much more violently, hurling its argon reaction mass out as a plasma hot as the interior of the Sun and moving at better than 50 kilometres per second. This means that VASIMR gets a lot more poke out of a given mass of propellant than ordinary chemical rockets possibly can: though unlike them it needs electrical power to work.
The VASIMR isn’t any use for getting into space in the first place as its power-to-weight ratio is small: the VX-200, the size of a small car, can only produce enough thrust to lift half a kilogramme or so off the ground.A normal rocket will burn up any practical amount of fuel very quickly: thus it can be used only in brief bursts. A spacecraft driven by such means must spend almost all its time coasting along unpowered. Thus a journey to Mars for instance, would take 6 months for a conventional spacecraft.A VASIMR, however, can keep on exerting its relatively tiny push for weeks on end without using any more juice, gradually boosting a ship up to terrific speeds that would never be possible with a chemical rocket. VASIMR ships could get to Mars in just 39 days.
Short for Variable Specific Impulse Magnetoplasma Rocket, VASIMR works with plasma, an electrically charged gas that can be heated to extreme temperatures by radio waves and controlled and guided by strong magnetic fields. The magnetic field also insulates any nearby structure, so temperatures well beyond the melting point of materials can be achieved. The plasma can be harnessed to produce propulsion. In rocket propulsion, the higher the temperature of the exhaust gases, the higher their velocity and hence the higher their fuel efficiency. Plasma rockets feature exhaust velocities far above those achievable by their chemical cousins, so their fuel consumption is extremely low.
The station is a good fit for VASIMR as it has vast solar-panel arrays the largest ever placed in space and thus there is considerable electrical power available on board, up to 250 kW. The station could muster enough juice at times to run the VF-200 at full bore and really try it out properly.But now we learn that the VF-200 may not in fact go to the station, but instead fly in some other flight platform. This could be bad news for a really comprehensive test programme, as today’s spacecraft don’t have enough juice to really put a 200 kW machine through its paces. Even powerful communications satellites don’t generally dispose of more than 15 kW or so. A large, costly (and correspondingly heavy, thus expensive to launch) solar array would probably be required for any free-flyer non-ISS option.
The other option for long-term power generation in space is nuclear, but this too is so far quite limited in output. Soviet radar-ocean-reconnaissance satellites carried Topaz reactors which could generate several kilowatts of electricity: they were the most powerful nuclear units so far flown. US nuke boffins have developed a space reactor, the SAFE-400, that could produce 100kW of electricity (two of these and the VF-200 could easily be lifted right up to geosynchronous transfer orbit by a SpaceX Falcon 9) but it has never been used.The fact is that even the launch of comparatively simple and low powered radioisotope-decay power units (as opposed to reactors proper) often draws a lot of technofear protest, and the bureaucracy and expense associated with spaceflight-rated nuclear technology is immense. Chang Díaz has always suggested – in common with most serious analysts – that flight beyond Earth orbit, or anyway beyond the Earth-Moon system, can’t ever become a serious activity without the use of nuclear power. Even so, his chances of getting a nuclear powerplant for the inaugural VF-200 trial flight would seem slim.
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American Airlines hubs in Chicago O'Hare, Dallas/Fort Worth, LA, and Miami will test the new tech this fall.
LAX has been getting a major tech overhaul in recent years; PCMag got a sneak peek.
Except for its electrical parts, everything on this drone came out of a printer.
The higher-speed Wi-Fi service will be installed on planes joining AA's fleet next year.
Don't name your private hotspot "Mobile Detonation Device" while on an airplane.
By 2021, all commercial planes will be required to have onboard "autonomous distress tracking devices."
Similar incidents in the U.S. and UK have regulators seeking ways to crack down on illegal drone flying.
The airline says it has kept its planes unconnected because many passengers weren't interested.
About 4 percent of the airline's annual fuel consumption is used during taxiing. Hydrogen could help change that.
Back on the ground, BMW partnered with the SCHERM Group to provide 100 percent electric transport trucks.
You can imagine the Internet's collective horror at news of a new plane layout that would move seats closer together.
The percentage of people using devices at cruising altitude barely budged in the last year.
The European Space Agency heads an ongoing project to develop additive manufacturing processes to build metal parts for airplanes, spacecraft, and even a fusion reactor.


Enterprise aviation software provider Ramco Systems Corporation, USA announced that its U.S. based, wholly owned subsidiary, Ramco Systems Defense and Security Incorporated (RSDSI), has been selected by General Atomics Aeronautical Systems, Inc. (GA-ASI), the world leader in unmanned aerial systems, to implement Ramco’s Aviation M&E MRO Suite V5.9 for GA-ASI’s SkyGuardian Global Support Solutions (SGSS) program.
Ramco’s Aviation Software will offer GA-ASI modules covering Maintenance Planning & Execution, Engineering & Fleet Airworthiness Management, Supply Chain Management, Technical Publication and Digital Task Cards, Safety, Quality & Compliance, and Employee Certifications & Qualification, thereby providing them with an aviation-specific ERP. With deep functional and technical capabilities, the solution will integrate GA-ASI’s operations globally, and enable the SGSS program to support its customers for parts management, aircraft fleet management, and supply chain, in support of their MQ-9B SkyGuardian remotely piloted aircraft (RPA) operations.
In addition, with Ramco’s digital enablers like state-of-the-art mobile apps, dashboards, and an integrated customer portal, GA-ASI will be able to manage its global warehouses and depots and enable its customers to order parts and get real-time status updates on the progress of maintenance and repair tasks.
Sam Richardson, vice president of GA-ASI Sustainment, said, “As SkyGuardian prepares to commence worldwide flight operations, GA-ASI has the unique opportunity to deploy Ramco’s out-of-the-box and industry-leading aviation sustainment solutions to help meet our end goal of having the right part, at the right location, at the right time, and at the right price point.”
Manoj Kumar Singh, President – Ramco Systems Corporation, USA and Chief Customer Officer – Aviation, Aerospace & Defense, Ramco Systems, said, “Securing the trust of a world leader in unmanned aerial systems is a landmark achievement for Ramco, and reflects the flexibility of Ramco software in catering to this unique segment, while leveraging the deep aviation functionality built over the last 25 years. By harnessing Ramco’s innovative features, we will work with GA-ASI to improve the operational efficiency of its SGSS program. We look forward to playing a pivotal role in the SGSS program and enabling GA-ASI to remain at the heart of many major global operations.”


In 2016, the Australian Defence Force (ADF) Defence Aviation Safety Regulations (DASR) came into being, in part to harmonise with the Australian Work Health and Safety Act 2011 (WHSA). Defence aviation is too complex to be regulated completely by Work Health Safety (WHS) legislation; therefore, amplification is required to ensure safe and legal outcomes. The DASR provides the necessary amplification, managing aviation safety through technical and operational airworthiness. ADF technical airworthiness is based on the European Military Airworthiness Requirements (EMAR), with an overlaid Aviation Safety Management System (ASMS) modelled by the International Civil Aviation Organization. Australian WHS legislation directly influences Safety Risk Management (SRM), mandating how hazards and risks must be controlled by duty holders in all industries. For ADF aviation, this means a shift from a standards-based SRM to a legislative-based SRM, culminating in implementing a seven-step process integrated into all risk management activities. This paper examines how WHS legislation can directly influence the safety regulation of a high-risk industry such as military aviation. Further, safety management from a military perspective is a novel area of research, as military and civil safety management have historically been non-aligned and disparate. This research helps close the knowledge gap and offers an opportunity to disseminate and explore military safety management processes resulting from changes to the overarching WHS legislation. The authors believe such insights may prove useful to other states transitioning to an EMAR-based regulatory structure.
Download PDF for full publication.


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As a good neighbor, Tyndall Air Force Base is committed to developing, promoting and maintaining positive and productive relationships with key community leaders in the surrounding area.
This program's objective is to provide these community leaders with greater exposure to the Checkertail missions and a closer look at the Air Force role in supporting national defense.
By joining us in this capacity, Honorary Commanders will not only gain unique insights into the important work we do, but will also have the chance to become an unofficial spokesperson for the Department of the Air Force, advocating for our dedicated Air and Space professionals and their families on local, regional, and national levels.
The program is designed to engage, educate, and empower community leaders to:
For more information about the Tyndall Honorary Commander Program, read our Program Guide here or call (850)-253-3295.


WASHINGTON — A new law passed by Congress last week finally gives NASA some badly needed direction, but the future of the space agency remains bleak — at least in the near term.
The bill cements a new philosophy for the agency that largely bypasses its previous moon mission and instead opts for an approach that relies on commercial spacecraft to ferry cargo and astronauts to the space station so that NASA engineers can concentrate on designing futuristic spacecraft.
Gone is the agency's troubled Constellation moon rocket, effectively replaced by a new heavy-lift rocket that Congress said must be ready for flights to the International Space Station by Dec. 31, 2016, with the capability to someday attempt ground-breaking missions to nearby asteroids.
But even as backers celebrated the 304-118 vote in the House late Wednesday night, a number of fault lines were already apparent.
To build a new heavy-lift rocket and its companion crew capsule, Congress recommended that NASA receive about $11 billion during the next three years — less money than what the Constellation program (which already has cost at least $9 billion) would have received during the same time period.
Engineers at Kennedy Space Center are looking to build a rocket for a test flight in 2014, using the space shuttle's giant orange fuel tank, main engines and solid rocket boosters as mandated by the pending law. But program managers in NASA headquarters are looking at flying the Orion crew capsule as early as 2013 aboard a commercial Delta IV heavy rocket, the kind used successfully by the military to put spy satellites into orbit.
'There are challenges'
The bill does little to stem the brain drain within NASA, though its addition of a third shuttle flight next year extends the life of perhaps 1,500 jobs at Kennedy Space Center. Still, a total of at least 7,000 jobs will be gone within a year. Also facing pink slips are as many as 200 employees at Marshall Space Flight Center in Alabama and 426 Ares rocket workers at Utah rocket-maker ATK, while other NASA centers also fear that they too could be looking at layoffs.
NASA Deputy Administrator Lori Garver acknowledged the short-term issues that confront the agency.
"There is no question there are challenges … with the resources provided and the time line goals," Garver said. "However, we do difficult things, and we will absolutely work with the folks who put this legislation together and who are clearly committed to doing things differently."
President Barack Obama is expected to sign the bill within the next 10 days. The next step comes later this year, when congressional appropriators actually dole out the dollars to support the new space policy. Though most appropriators have indicated their support, it is unlikely that NASA would get much more in 2011 than its proposed $19 billion budget.
And that's likely to pose real problems for the future of the new heavy-lift rocket, problems that critics highlighted even before the measure passed.
"The Senate bill forces NASA to build a rocket that doesn't meet its needs with a budget that's not adequate to do the job and on a schedule that NASA's own analysis says is unrealistic," said Rep. Gabrielle Giffords, an Arizona Democrat who unsuccessfully fought to derail the bill in favor of continuing Constellation.
To be sure, Constellation presented its own set of problems. Even if NASA got a significant budget increase, a presidential task force concluded last year that the program's Ares rockets and Orion capsule would have no chance of meeting its goal of a lunar landing by 2020.
Concerns about rocket
Yet, thanks to language inserted in a 2010 spending bill, NASA will be forced to spend about $280 million a month on Constellation until Congress passes its 2011 budget, which won't happen for at least two months, if then.
NASA officials say some Constellation components could be folded into the new heavy-lift rocket, but the design remains very much a work in progress. Even NASA supporters worry that — like previous designs — the rocket will balloon over budget and ultimately wind up canceled.
"I am afraid that … it will be (another) failure … and that would be terrible," said former astronaut John Grunsfeld in August, after the bill cleared the Senate.
Criticism of the plan's viability was echoed Thursday by the Planetary Society, a major space-advocacy organization. Though the group praised Congress for passing a bill that increases funding for NASA, it called the measure "too prescriptive, as it specifies rocket performance and design approaches."
"Let the contractors do their jobs, instead," it said. "We hope the administration and Congress will address these issues in the very near future."
Then there's the proposal within NASA headquarters to test-fly Orion aboard the Delta IV heavy rocket, an existing rocket made by United Launch Alliance, a company jointly owned by Lockheed Martin Corp. and the Boeing Co. A successful flight could then prompt the agency to bypass designing a new rocket.
Unlike the shuttle-based rocket, the Delta IV would not need an army of engineers at Kennedy Space Center and Marshall Space Flight Center to design and operate it. It also would not require NASA to roll over its Constellation contracts as the new law requires.


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Published on Dec 30, 2014
Why are we sending a rocket into the sun? SciShow Space explains the why, what and how of Solar Probe Plus, a mission that’ll give us our closest look yet at our nearest star.
Hosted by: Caitlin Hofmeister
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STELIA Aerospace, in partnership with Constellium, Ecole Centrale de Nantes, and CT Ingénierie, introduced a demonstrator for metallic self-reinforced fuselage panels, with stiffeners directly manufactured on the surface, through additive manufacturing. In the long term, this new technology could eliminate the current added stiffeners, which are attached to the fuselage panels with fixing screws and sometimes welding.
The team of companies developed the fuselage panel demonstrator, which measures 1 sq m in size. It was manufactured using wire arc additive manufacturing (WAAM), in which a robotic tool deposits and welds aluminum wire with electric arc to create complex parts. The demonstrator presents a new disruptive design for panel stiffeners, derived from the fuselage topological optimization studies that have been carried out by STELIA Aerospace and CT Ingénierie for several years.
This new 3D-print technology for large dimension components could allow for the possibility of the manufacturing of concepts such as the fuselage demonstrator in the future, thus freeing production from complex constraints due to the assembly of stiffeners.
With support from Constellium and Ecole Centrale de Nantes, STELIA Aerospace is currently studying additive manufacturing technologies. The development of this demonstrator and other projects are conducted under the Under the scope of the R&T project DEFACTO (DEveloppement de la Fabrication Additive pour Composant TOpologique), which co-financed by the DGAC (French Directorate General for Civil Aviation) and the partners involved. The project, which is planned on a 2.5 year basis, is part of a research strategy launched by STELIA Aerospace in 2014, about topological optimization studies associated with 3D-printed demonstrators for elementary parts (such as fittings), large dimension parts (frames), and large sub-assemblies. The project seeks several benefits, such as new designs, the integration of functions, less ecological impact through the use of less material, lightweighting improvements, and less recurring manufacturing costs.
“With this 3D additive manufacturing demonstrator, STELIA Aerospace aims to provide its customers with innovative designs on very large structural parts derived from new calculation methods (topological optimization),” said Cédric Gautier, CEO of STELIA Aerospace. “Through its R&T department, and thanks to its partners, STELIA Aerospace is therefore preparing the future of aeronautics, with a view to develop technologies that are always more innovative and will directly impact our core business, aerostructures.”


56th Fighter Wing F-35 Lightning II Model
Fly with the 56th Fighter Wing in this handcrafted F-35 Lightning Il model. Each piece is carefully carved from wood and hand-painted to provide a piece you’ll love.
Length 16 inches
The 56th Fighter Wing is a fighter wing in the United States Air Force. It is the Air Force’s only active-duty F-16 training wing and one of two F-35 training wings. The 56th graduates more than 400 General Dynamics F-16 Fighting Falcon pilots and 300 air control professionals annually. The wing is also responsible for three additional squadrons under the 54th Fighter Group located at Holloman Air Force Base, New Mexico, where F-16 training is moving as the wing transitions to become the sole pilot training center for the Lockheed Martin F-35 Lightning II.
Additionally, the 56th Fighter Wing oversees the Gila Bend Air Force Auxiliary Field and the Barry M. Goldwater Range, a military training range spanning more than 1.7 million acres of Sonoran Desert


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Late on June 24th a Soyuz rocket should lift off from the French Guiana launch site containing the first four O3b Network’s satellites. Designed to bring low-cost broadband and 3G-type services to the “other 3 billion” unserved or under-served potential users on the planet.
Google, SES and Liberty are amongst the Jersey-based project’s main investors. The company has already declared contracts worth more than $750 million.
Four additional satellites are then due for launch in September and the 8-satellite constellation is slated to begin transmissions in November. Ground stations have been built to send and receive messages to the fleet.
Launch take-off is scheduled for 15.53 (French Guiana time), or 18.53 UTC/20.53 European time.


Table of Contents
- 1 How was the first flight powered?
- 2 Who made the first flight?
- 3 How long was the first flight?
- 4 Where was Wright Brothers first flight?
- 5 Why do planes not fly over the Pacific Ocean?
- 6 When was first flight Wright Brothers?
- 7 Can a plane fly over Mount Everest?
- 8 Can a helicopter fly across the Atlantic?
- 9 When and where did the first powered flight take place?
- 10 When was the first glider flight?
- 11 When was the first propeller plane made?
How was the first flight powered?
Near Kitty Hawk, North Carolina, Orville and Wilbur Wright make the first successful flight in history of a self-propelled, heavier-than-air aircraft. Orville piloted the gasoline-powered, propeller-driven biplane, which stayed aloft for 12 seconds and covered 120 feet on its inaugural flight.
Who made the first flight?
Alberto Santos-DumontVictor TatinE. Lilian Todd
What happened December 17th 1903?
Orville and Wilbur Wright made the first successful flight of a self-propelled, heavier-than-air aircraft on December 17, 1903. Orville piloted the gasoline-powered, propeller-driven biplane 120 feet in 12 seconds near Kitty Hawk, NC.
How long was the first flight?
After several unsuccessful attempts, on December 17, 1903, at Kill Devil Hills near Kitty Hawk, North Carolina, Orville Wright completed the first powered flight of a heavier-than-air aircraft known as the Wright Flyer. The flight lasted just 12 seconds, traveled 120 feet, and reached a top speed of 6.8 miles per hour.
Where was Wright Brothers first flight?
Kitty Hawk, North Carolina
Wind, sand, and a dream of flight brought Wilbur and Orville Wright to Kitty Hawk, North Carolina where, after four years of scientific experimentation, they achieved the first successful airplane flights on December 17, 1903.
Which human achievement was done in 1903?
First Flight. On the morning of December 17, 1903, Wilbur and Orville Wright took turns piloting and monitoring their flying machine in Kill Devil Hills, North Carolina. Orville piloted the first flight that lasted just 12 seconds and 120 feet.
Why do planes not fly over the Pacific Ocean?
The primary reason airplanes don’t fly over the Pacific Ocean is because curved routes are shorter than straight routes. Flat maps are somewhat confusing because the Earth itself isn’t flat. Rather, it’s spherical. As a result, straight routes don’t offer the shortest distance between two locations.
When was first flight Wright Brothers?
December 17, 1903
Who really flew first?
Most aviation historians believe the Wright Brothers met the criteria to be considered the inventors of the first successful airplane before Santos-Dumont because the Wright Flyer was heavier-than-air, manned and powered, able to take off and land under its own power and controllable along three axes in order to avoid …
Can a plane fly over Mount Everest?
Tim Morgan, a commercial pilot writing for Quora says aircraft can fly above 40,000 feet, and hence it is possible to fly over Mount Everest which stands at 29,031.69 feet. However, typical flight routes do not travel above Mount Everest as the mountains create unforgiving weather.
Can a helicopter fly across the Atlantic?
A helicopter can fly across the Atlantic – and this has been achieved several times. The first transatlantic helicopter flight took place in 1952. The first non-stop transatlantic helicopter flight took place in 1967.
Did anyone fly before the Wright brothers?
Gustave Whitehead, a German immigrant to the United States, built several airplanes before the Wrights took their first flight. His longest flight was less than 200 feet at an altitude of about 10 feet, but it was still motorized flight, months before the Wright Brothers.
When and where did the first powered flight take place?
First Airplane Flight. 1903 would become a year for the history books. That year the Wright brothers, Orville and Wilbur Wright, would fly the first powered, controlled, heavier-than-air airplane at Kitty Hawk, North Carolina on December 17, 1903.
When was the first glider flight?
George Cayley is also credited with the first man-carrying glider flight in 1853, when his coachmen flew his glider across Brompton Dale in England. This event happened 50 years prior to the Wright Brothers and their first powered flight at Kitty Hawk.
What year was the first successful airplane flight?
The modern day Airplane was first invented by two brothers, Orville Wright and Wilbur Wright in 1903. Their first successful flight was on Dec 17th, 1903. The plane flew on its own power for 12 secs and covered a distance of 120 ft.
When was the first propeller plane made?
In 1903, brothers Orville and Wilbur Wright used shaped airplane propellers that they twisted when they went on their first flight at Kitty Hawk, North Carolina, which started air travel as we know… Who invented the first airplane propeller? The first modern airplane propeller was made and used by the Wright brothers in 1903.


Global content marketplace Pond5 has formed a new partnership with DJI to develop a collection of licensable aerial footage.
By applying to join this program, pilots operating with a Part 107 remote pilot certificate issued by the Federal Aviation Administration (FAA) will be eligible to have their footage included in a series of collections shot exclusively with DJI drones.
Pond5, while showcasing these collections to its millions of users, will denote video clips shot by licensed pilots in order for customers to ensure that video assets comply with Part 107. Pilots will also be able to work with Pond5 to identify the most in-demand shots and obtain assistance in preparing their footage for licensing in the Pond5 marketplace. DJI will also be working closely with the team of curators at Pond5.
“Drones have become powerful tools for storytellers, providing a cost-effective alternative for gathering aerial footage. They’re able to capture rapidly unfolding events and reach locations that would be otherwise inaccessible, costly or dangerous,” says Pond5’s CEO, Jason Teichman. “As the world leader in their space, DJI is the ideal partner to bring the best in contemporary aerial footage to our marketplace.”
Select participants will also have access to Pond5’s clipping and tagging services, allowing them to save time by submitting raw footage, rather than having to do the work of editing, formatting, titling and keywording the footage themselves. Footage receiving these services will then be made available exclusively through Pond5 for a limited time.
“Drone imagery creates exciting new possibilities for video creators and producers around the world, and DJI’s collaboration with Pond5’s industry-leading content marketplace helps establish a new standard for professional video that is safe, legal and cleared for use,” adds Michael Perry, managing director of DJI for North America. “We’re excited to elevate the presence of DJI-captured imagery in Pond5’s marketplace, and we can’t wait to see the projects that will incorporate this footage.”
Pilots with a Part 107 certificate who use DJI drones can apply for the program here.


Vyoma's double win comprises awards from the Microlauncher Competition and the Small Satellite Competition, both aimed at providing launch opportunities for satellites under 200 kg. These awards are a testament to Vyoma's technological alignment with Germany's and Europe's space strategies. Dr. Anna Christmann, member of the Bundestag and Federal Government Coordinator of German Aerospace Policy, presented the accolades, underscoring their importance.
Through these awards, Vyoma will enhance its mission to secure space assets, primarily focusing on expanding its in-situ surveillance system. This expansion involves adding two telescopes dedicated to monitoring space objects and debris, down to a few centimeters in size. Vyoma's round-the-clock space traffic monitoring significantly contributes to Europe's Space Domain Awareness (SDA) and geostrategic independence, reducing reliance on non-European data sources. The company's efforts in developing a high-precision catalogue of space debris are crucial for reinforcing Europe's space sovereignty.
As part of the Microlauncher Competition, Vyoma has secured a launch opportunity with the RFA Onelaunch vehicle from Rocket Factory Augsburg. This category also celebrated achievements from other notable entities, including various DLR Institutes, Bremen University of Applied Sciences, Technical University of Munich - WARR e.V., Warsaw University of Technology, EnduroSat, and the Universitat Politecnica de Catalunya.
The launch vehicle for Vyoma's award in the Small Satellite Competition will be announced shortly, with the launches anticipated to occur between 2025 and 2026. These awards are not only a recognition of Vyoma's capabilities but also emphasize the strategic importance of advancing space debris monitoring technologies.
Dr. Luisa Buinhas, co-founder and CPO of Vyoma, expressed her gratitude for this significant recognition by the German government. "The sole fact that Vyoma was the only company winning awards across multiple categories is a testament to the current significance of Space Domain Awareness and the importance of space intelligence to Europe's sovereignty, for the safeguarding of the defense and civilian sectors," she stated.
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May 15, 2023
VILLAROCHE, France — 15 May 2023 — CFM International has appointed Jérôme Morhet as executive vice president, replacing Florence Minisclou, who was recently named executive vice president, Commercial Engines Division, Safran Aircraft Engines.
As part of the CFM Executive Team, Mr. Morhet is responsible for overseeing the CFM56 and LEAP programs, working closely with his counterparts at GE Aerospace, Karl Sheldon for the LEAP engine and Jacey Welsh for the CFM56 product line, to monitor engineering, development, production, and services activities for these programs. M. Morhet also serves as Vice President of CFM programs for Safran Aircraft Engines.
Mr. Morhet brings strong international and customer-focused experience, as well as a comprehensive strategic vision to his role at CFM.
A graduate of the Ecole Polytechnique de Louvain (Belgium), Mr. Morhet began his career in 1997 as a design engineer at Safran Aero Boosters before joining the MRO sales team of Safran Aircraft Engines.
In 2002, he moved to the Safran Aero Boosters Commercial and Programmes Department and became GE program director in 2007. In 2011, he became COO of Safran Oil Systems in Fort Myers, Florida.
He joined Safran Test Cells in 2012 as head of sales, then head of operations. In 2015, he was appointed CEO of the US subsidiary of Safran Test Cells in Minneapolis, Minnesota.
At the end of 2017, he took over the management of strategic development projects for Safran Aero Boosters and initiated the “Safran Blades” compressor blade factory project.
He was then appointed senior vice president in charge of the Safran Test Cells business unit in 2020, where he was given responsibility for developing the activities in Europe, the United States, and China.
ABOUT CFM INTERNATIONAL
A 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, CFM International has redefined international cooperation and helped change the course of commercial aviation since its founding in 1974. Today, CFM is the world's leading supplier of commercial aircraft engines with a product line that sets the industry standard for efficiency, reliability, durability, and optimized cost of ownership. CFM International produces the LEAP family of engines and supports LEAP and CFM56 fleets for operators worldwide. . www.cfmaeroengines.com
Read all of the latest news and press releases from the Paris Air Show 2018 as they are announced.


When looking to fly by private jet there are several options. At first glance, this can seem somewhat overwhelming.
There are six key methods that someone can fly by private jet: seat share, empty legs, charter, jet card, fractional ownership, and whole ownership.
Despite the numerous methods to fly by private jet, selecting the right one for your needs is a relatively simple process. The key is to understand the pros and cons of each method, along with the relative costs.
Additionally, within each method, it is important to understand how you can go about making your mission happen.
Flying Private Overview
With the exception of the seat share method of flying by private jet, prices are quoted for renting the entire aircraft.
Private jets are just that, private. You decide which passengers join you on the flight.
As a result, you have total control over the mission. You choose when the flight leaves, where it takes off from, where it lands, and (in most cases) the aircraft that is used.
Of course, there are limitations within this. For example, flying by private jet using an empty leg does not afford this level of flexibility.
Moreover, there are certain operational limitations that will restrict some of the freedoms. For example, there are some airports that do not have long enough runways for certain aircraft. There are time restrictions for arrivals and departures at some airports. Sometimes an aircraft needs to be switched last minute.
However, generally speaking, one of the great benefits of flying by private jet is absolute freedom, flexibility, and customization.
And, of course, this is before you get to the luxury and comfort aspect of flying by private jet.
Private jets are, for the most part, far more luxurious and comfortable than commercial airliners.
Many private jet cabins are quieter than commercial aircraft. Some have a lower cabin altitude than airliners. Most provide more space per passenger than airliners.
Consequently, most benefits of flying by private jet can be placed into five categories: save time, safety, increased privacy, comfort, and convenient airports. You can learn more here.
As mentioned, there are six key methods to flying by private jet.
In order of least expensive the most expensive, these methods are:
- Seat share
- Empty legs
- Private jet charter
- Jet card
- Fractional ownership
- Whole ownership
All these methods of flying by private jet will enable you to actually travel using a private jet.
However, as you would expect, the more you that you pay the greater the mission customization, service, and reliability.
For example, if you wholly own a private jet you are the person in charge of its movements. Therefore, it is available whenever you need it. There are no peak days. No surcharges. It’s yours to use as you please. Of course, there are scheduled (and sometimes unscheduled) maintenance events, however, for the most part, it will always be available.
On the other hand, empty legs are flights that take place no matter what. Therefore, it is much more similar to flying commercial. Sure, there is some flexibility in origin and destination, but not to the extent that other methods afford you.
With the exception of the initial March 2020 global lockdown, the private aviation market has experienced strong growth in the last two years.
2021 saw greater demand than 2019 (the last “normal” year), and 2022 is currently trending above the already strong 2021 demand.
However, the one area of the private aviation market that hasn’t fared quite so well has been the seat share market.
This has primarily been due to the cause of the surge of private jet popularity, driven mostly by COVID. Private jets have rapidly gained in popularity from passengers wishing to avoid the crowds and risks of commercial aviation.
However, seat sharing does not resolve this issue.
A seat share private jet is when you book just one seat on the aircraft.
Either this is a genuine private jet with just one seat booked out for you, or it’s a hybrid aircraft between a private jet and a commercial airliner.
Flying using a seat share is by far and away the cheapest way to fly private.
For example, you can book a single seat with JSX between Los Angeles and Las Vegas for just $308 return. (See image below).
Of course, this is considerably cheaper than chartering an entire jet. If you were to charter an entire jet for the same dates you would be spending at least $15,000.
Therefore, seat shares allow you to have the private jet experience at a fraction of the cost.
However, arguably, it’s not truly flying private. This is because you are not alone on the aircraft. You do not have control over who the other passengers are.
Moreover, you cannot choose the time of departure or the exact airport within the city of your choice.
And finally, one additional downside of a seat share private jet flight, is space.
This is primarily a concern with light jets or smaller, there isn’t a great amount of space. And yet, you will still be paying thousands for the experience.
Therefore, it is often hard to justify the value of a seat share private flight compared with commercial. It costs more, however, you don’t get the true benefits of flying by private jet.
As a result, seat share private jet flying exists in an awkward middle ground between true private flights and commercial.
Empty legs are private jet flights that have been scheduled to fly with no passengers. This usually occurs when an aircraft is being repositioned for its next paid flight.
Operators will then sell off these flights at a significant discount in order to reduce their costs.
Empty legs are often last minute, not very flexible, and at risk of last-minute cancellations. This is because the flights are scheduled around the customer paying full price.
So why are these flights discounted?
Quite simply, flying by empty leg massively reduces the flexibility and options that you have when arranging a private jet flight. However, empty legs provide the same level of privacy and luxury as regular private jet flights.
Additionally, there are some impressive deals to be had, providing you are flexible and can fly one way at extremely short notice.
Empty leg flights are usually released a day or two before the flight takes place.
Of course, there is some flexibility in terms of changing airport or time, however, most changes will likely cost you. Therefore, it is a fine line between getting an unbelievable deal and paying just a little less than the charter retail price.
Private Jet Charter
Flying by private jet charter is the method that most people will think of when considering their flying options.
This is when you rent a private jet for one specific journey. The result is a high level of luxury, customization, and flexibility.
You choose the airport that you fly from, the airport that you fly to, the time of departure, the passengers on board, and the type of aircraft. However, all of these options are from a pre-determined list.
For example, if you wish to fly a specific route on a specific date at a specific time, there are only a selection of aircraft that will be available. Therefore, you will have the freedom to choose from a provided aircraft list. However, you can’t pick just any jet in the world.
Of course, flying by private jet charter is more expensive than the two above options. This is due to the bespoke nature and privacy.
Additionally, it’s due to the current industry system.
Brokers and Operators
When it comes to renting a private jet there are two key terms to be aware of, brokers and operators.
Operators are the companies that actually handle the flight. They are the ones that have the aircraft on hand, the crew, file the flight plan, etc.
Brokers are the middlemen. They are the ones that are between you and the operators. Brokers have connections with the operators and field all the quotes. Brokers then present the best options to the customer, along with their markup.
The result is a lack of transparency. There is no breakdown of the operator cost and the broker’s margin, it is simply added on.
However, the issue with operators is that they are heavily localized to their region. For example, it is no use contacting an operator with an aircraft in New York when you wish to fly from Los Angeles to Las Vegas. Unless, of course, that aircraft is already in the local area.
In this situation, a broker would know of the aircraft in the area that you wish to fly.
However, with the advancement of technology and transparency, new systems and products are coming to the market that tries to increase the transparency of cost.
For example, Jettly provides an open marketplace for users to instantly compare direct costs from operators. In exchange, you can pay for a monthly membership or a one-off fee.
Additionally, Jet ASAP wants to break into this market by posting flights and receiving bids from operators. In order to use this service, they charge an annual fee.
This isn’t to say that brokers don’t do anything. They make the process much easier. All of the comparisons between operators are done for you and only the most suitable options are provided. There is one point of contact that can arrange catering and ground transportation, for example.
Furthermore, brokers don’t charge upfront fees. Therefore, you don’t have to take the risk with something like Jet ASAP of charging an upfront fee before you know the cost of your flight.
Should You Use a Broker or an Operator?
Ultimately it comes down to price vs effort.
If you are happy to put the effort into researching the market (such as the different safety standards and aircraft), along with fielding multiple quotes from operators, then an operator is the way to go. Additionally, this is a great option if you want to save a few thousand dollars.
However, a broker is a great option if you are new to the market and want some guidance. Additionally, a broker is a great option when you want just one point of contact and ease of use for your whole journey. It is also much easier to build a relationship with a broker if you fly a lot compared with an operator. This is because the broker will remain the same for every flight but the operator will change depending on your mission profile.
Private Jet Card
A private jet card is a next level up from ad-hoc charter flights. Typically, jet cards make sense when flying more than 25 hours per year.
A jet card is a pre-paid membership program that allows you to fly on private jets at a fixed rate.
A key benefit of jet cards over on-demand charters is the consistency of price. Most jet card providers will provide fixed hourly rates for each aircraft.
Additionally, given that you fund the card upfront, you don’t have to complete individual transactions for each flight.
Furthermore, jet cards typically offer greater guarantees of flights – especially around peak days – along with a typically more generous cancellation policy.
Jet cards start to make sense when you are flying by private jet regularly, typically for similar missions. For example, flying once a month from Miami to New York.
Fractional ownership is a great option when you want the freedom of whole jet ownership but without the complex logistics and financial cost.
Compared with the above options, fractional ownership is more expensive. As a result, there are only a handful of companies that offer fractional ownership.
Fractional ownership is when you purchase part of an aircraft, typically from 1/16 to 1/2.
The amount of time that you can fly per hour is determined by the size of your share, with most programs assuming each aircraft can fly for 800 hours per year.
As a result, your ownership stake is in proportion to the 800 hours per year.
For example, if you own 1/16 of an aircraft you would expect to be able to fly for 50 hours per year. 1/2 ownership would result in having 400 hours at your disposal.
A common misconception with fractional ownership is that you will always be flying on “your” aircraft. Generally speaking, fractional ownership companies operate a large fleet of aircraft. This means that if “your” aircraft is down for maintenance or in use by another customer, a different aircraft can be sourced. Moreover, it is far more efficient for the fractional ownership company to provide an aircraft that is close to your point of origin.
Most fractional ownership programs will have ownership terms of 5 years. At the end of the ownership term, the operator will typically buy back the aircraft at a fair market value. However, keep in mind that fractional ownership aircraft are typically flown far more than wholly-owned aircraft, therefore, the market value will likely be lower.
At this point, fractional ownership sounds a lot like buying into a jet card program. Being that you pay a large upfront fee to block book hours on an aircraft.
However, one of the key differences is the asset depreciation benefits. Therefore, companies can benefit significantly from flying through a fractional ownership program over a jet card program as the aircraft depreciation can be written off.
Private Jet Whole Ownership
And finally, the ultimate way to fly by private jet, whole ownership.
Private jet whole ownership is when one individual or entity has complete control over the aircraft.
Whole jet ownership is far more complex than the other options above, is more expensive, and requires greater logistics.
One of the key benefits of owning your own jet is that you can use it whenever you want. There are no hour caps. No peak days. It will be where you last landed.
Additionally, you can customize the aircraft however you want. Depending on your preference and type of mission, you can outfit the interior with the necessary seats and upholstery.
The aircraft is truly yours and a significant amount of status comes along with it. Unfortunately, so does cost.
Generally speaking, the more hours that the aircraft is flown per year, the lower the per hour cost. This is due to the existing annual fixed costs, such as crew and insurance.
Additionally, the hourly variable cost with factors such as fuel and landing fees, are typically lower than an on-demand charter.
Therefore, whole jet ownership can start to make sense when flying more than 200 hours per year. However, to really justify wholly owning a jet flying more than 400 hours per year is typically the norm.
An additional cost that is important to consider when owning a private jet is depreciation. And, as you might expect, not all jets are made equal. That’s to say that some aircraft depreciate much quicker than others.
In many cases, private jets can lose around 50% of their value in the first five years of ownership. For example, if you were to purchase a brand new Bombardier Challenger 650 for $32 million today, in five years it is estimated to be worth around $15 million. So, over a five-year ownership period, it will lose $17 million.
Of course, if you are able to claim tax benefits for aircraft depreciation this loss isn’t quite so bad.
Another drawback of aircraft ownership is maintenance and logistics. With a fractional ownership program, for example, if “your” aircraft is undergoing maintenance you are able to fly using another aircraft.
However, if you wholly own an aircraft when it is undergoing routine maintenance you will either be unable to fly or have to pay in order to get an on-demand charter. Therefore, you will need to ensure that your private jet management company is able to schedule aircraft maintenance around your schedule.
Unfortunately, it can sometimes be tricky to schedule around maintenance, especially when it is unexpected.
Choosing the Right Way to Fly by Private Jet
So, which is the best option for you?
Below is a table that you can use as a quick overview of all the methods of flying by private jet, along with the pros and cons of each one.
When assessing the table there are a few things to consider.
Firstly, how often will you be flying? If it is a one-off then consider an on-demand charter, empty leg, or shared seat flight. If you will be flying regularly consider a jet card, fractional ownership, or whole ownership.
Secondly, how flexible are you? Are you able to fly on short notice with little flexibility on your departure date and exact destination? If you are flexible, a shared seat flight or empty leg is a great option.
Thirdly, what’s your budget? If you are seeking out the best deal then an empty leg is the optimum method of flying. If you have a strict schedule and your time is extremely valuable, then fractional or whole ownership will likely make the most sense.
|Shared Seat||Cheap||Not private, little flexibility|
|Empty Leg||Luxury experience, cheap||Short notice, risk of cancellation, little flexibility|
|On-Demand Charter||Flexible, easy to use, no commitment||Peak surcharges, complex if flying regularly|
|Jet Card||Upfront payment, better guarantees, easy to use||Lots of research required, risk of hidden costs*|
|Fractional Ownership||Guarantee hours, offset depreciation||High upfront cost, long ownership period|
|Whole Ownership||Status, flexibility, customization||High costs, depreciation, complex|
The table above highlights just some of the pros and cons of each method of flying by private jet. Of course, there are more nuanced cases of pros and cons, therefore the above table serves as a general overview.
*Risk of hidden costs with a jet card – this depends on the program that you are on. Some providers will adjust prices depending on rising fuel prices, de-icing, major events at destinations, and more. However, with something like an on-demand charter, all these prices will be factored into the final price as you are paying per flight. Although note on-demand charters can still see price rises, for example, an increase in fuel price or de-icing expense.
In conclusion, there are six methods that you can use to fly by private jet.
Each method has its own set of pros and cons. Therefore, there is no universal best method of how to fly private. Rather it comes down to your individual requirements, flexibility, and budget.