Boeing’s Starliner is attempting another uncrewed flight to the International Space Station on Thursday. This will be the first time a commercial spacecraft has attempted this feat since 2011, when SpaceX made it possible for companies to launch rockets with their own payloads into orbit without paying NASA.
The who is on the ISS right now is a question that I am unable to answer.
At the Kennedy Space Center in Florida, the Boeing CST-100 Starliner spaceship. (Photo credit: PA)
Boeing will try its second uncrewed trip to the International Space Station (ISS) as part of a test to demonstrate that it can safely travel to and from the orbiting lab.
The CST-100 Starliner capsule will deliver supplies and test equipment to the space station, but the mission’s primary goal will be to show that the spacecraft can successfully launch, dock, re-enter the atmosphere, and land in the desert.
The launch date has been set for July 30 at the Kennedy Space Center in Cape Canaveral, Florida, by NASA and Boeing.
If the flight is successful, Starliner will be able to serve as Nasa’s “taxi service,” transporting astronauts to and from the space station.
Due to technical problems, Starliner failed to rendezvous with the space station on its maiden uncrewed test flight in 2019.
The spacecraft, however, was able to return to Earth two days after launch, landing in New Mexico’s White Sands Space Harbour.
Boeing and Nasa teams collaborated over the last 18 months to address the problems, which included 80 remedial measures.
“After evaluating the team’s data, and the preparedness of all partners, everyone said ‘go’ for the launch,” said Kathy Lueders, Nasa’s director of spaceflight, after Starliner’s flight readiness test last week.
Meanwhile, SpaceX, a competitor in the aerospace industry, has already sent three astronaut teams to the International Space Station in its Crew Dragon spacecraft.
Elon Musk’s business made history last year when it carried Nasa astronauts Robert Behnken and Douglas Hurley to and from the space station, becoming the first commercial enterprise to do so.
Since the termination of the Space Shuttle program in 2011, Nasa has relied on Roscosmos, Russia’s space agency, to transport personnel to the International Space Station.
Nasa granted contracts to SpaceX and Boeing in 2014 as part of its Commercial Crew Program to provide crewed launch services to the space station.
The Starliner will be sent into orbit on an Atlas V rocket operated by United Launch Alliance, an American space launch firm (ULA).
In addition to supplies and equipment, Rosie the Rocketeer, a dummy, will fly aboard the spaceship.
She’ll be strapped into the Starliner’s commander’s seat, and her primary goal will be to keep the spacecraft’s center of gravity stable.
Rosie will be outfitted in a brilliant blue spacesuit similar to the one that astronauts would wear on the Starliner.
Rosie the Rocketeer, a dummy pilot, pilots the Boeing CST-100 Starliner spaceship. (Photo credit: PA)
The Starliner capsule, like SpaceX’s Crew Dragon, is reusable, although it is claimed to be capable of flying up to ten trips, compared to Crew Dragon’s five.
While SpaceX has chosen to land on the ocean, Boeing’s spaceship will land on land at one of five locations in the western United States.
This landing technique, according to Boeing, “allows for faster access to crew and cargo, as well as more efficient turning around capsules for future flights.”
In the meanwhile, Nasa has chosen the first two sets of astronauts who will fly aboard the Starliner.
As part of the Crew Flight Test mission, Mike Fincke, Nicole Mann, and Barry “Butch” Wilmore are scheduled to be the first astronauts to launch into space on the Starliner.
This trip will primarily serve as a demonstration of Boeing’s capacity to safely transport humans to and from the space station.
If successful, astronauts Sunita Williams, Josh Cassada, and Jeanette Epps will fly to the International Space Station on Boeing’s first-ever operational crewed mission.
MORE: Blue Origin’s Jeff Bezos successfully flies to space and lands
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Creating a themed children’s room can be a fun and educational endeavor. With the space and solar system being a favorite topic among kids, why not bring this fascination into your children’s bedroom? Engaging in activities based around space exploration, planets, and the moon, not only provides a visually appealing environment but also promotes science learning. The following sections offer ideas and materials to help you create a space-themed bedroom that will delight your kids and stimulate their curious minds.
A picture paints a thousand words, and what better way to introduce your children to the wonders of space than with a mural of the solar system? Creating a mural is not just a simple activity; it’s a journey of learning and discovery that will engage your kids’.
Begin by researching different planets and their unique characteristics. Collect materials like paint, brushes, and maybe even some glow-in-the-dark paint for that extra touch of cosmic magic. As you and your children work on the mural, take some time to discuss each planet’s unique features and fun facts. Remember, this is not just a decoration project, but a learning experience that could ignite your children’s passion for science and exploration.
Once the mural is completed, complement it with other space-related accessories. A planet-themed lampshade, moon-shaped cushions, or even a bedspread boasting stars and rockets can add a playful touch to the room.
When selecting accessories, consider incorporating some interactive elements that encourage play and learning. For example, a solar system mobile can serve as an engaging visual aid, and space-themed board games can add a fun educational layer to playtimes.
Every astronaut needs a control center, and your children will love having their own exploration corner. This area can contain space-related books, a telescope for stargazing, and even a small table to create their own spacecraft designs.
A space exploration corner should inspire curiosity and drive your child’s passion for learning. Consider adding a world map with marked space stations or even a miniature model of the International Space Station. Remember, the idea is to create an environment that encourages your kids to question, research, and learn.
A space-themed room isn’t complete without activities that spark curiosity about space and science. This could mean hosting regular space-themed story times, involving your children in planetarium visits, or even teaching them how to identify constellations.
One fun activity could be a "moon landing" simulation. Use materials such as cardboard, aluminum foil, and duct tape to create a simple lunar module and astronaut suits. Then, act out the moon landing with your kids, using this as a springboard for discussions about the history of space exploration.
If your child’s interest in space extends beyond the home, consider organizing a space-themed activity in their classroom. This could involve a show-and-tell of their space-themed bedroom, a presentation on the solar system, or a hands-on experiment demonstrating the principles of rocket propulsion.
Engaging with your child’s classroom can help further their interest in space and create a community of young space enthusiasts. Remember, the ultimate goal is to foster a love of learning and the courage to explore the unknown.
Designing a child’s room around the theme of space and the solar system is more than just an interior design project. It’s an opportunity to inspire, engage and educate your children about the wonders of the universe. From painting murals to playing space-themed games, every activity is an opportunity for learning and discovery. And who knows, you may find that you’ve ignited the curiosity of a future astronaut or astrophysicist.
In addition to the educational fun provided through interactive room decorations and accessories, there are numerous free printable learning resources available online that can further enhance the space theme. Earth science worksheets, solar system project guides, or even a NASA-inspired coloring book can be great additions to your child’s space exploration corner.
Moreover, children can be introduced to the concept of Reggio Emilia, an educational approach that emphasizes hands-on discovery learning. This approach can be integrated into the space-themed room by providing materials for your children to create their own interpretations of the solar system or outer space. This could include cardboard, paint, glitter, or any other craft supplies that can be used to create planets, stars, and rocket ships.
Incorporate fine motor skills development into the activities as well. For instance, your children can design and build a model of a space station using Lego blocks or play dough. This exercise will not only teach them about the structure and purpose of a space station but will also enhance their hand-eye coordination and fine motor skills.
Enhance your child’s digital skills by introducing them to online resources. A quick read NASA article hours before bedtime or a space-themed online game can be a fun way to end the day while continuously learning. Remember, variety in learning materials and methods helps to keep your child engaged and interested.
Creating a solar system-inspired children’s room not only serves as an exciting design project but also opens up a universe of learning possibilities. Every chosen item, from the mural of the planets to the space-themed accessories, contributes to creating an environment that inspires curiosity, fosters learning, and encourages exploration of the outer space.
By incorporating a range of activities and resources, you can ensure that your child’s interest in the solar system extends beyond a few days ago when the project started. It might become a lifelong passion that could lead to a career in astronomy or astrophysics. Remember, the goal is to foster a love for science and exploration, and there’s no better place to start than their own space-themed bedroom.
The journey of creating a space-themed room will be as exciting for you as it will be for your children. As you watch their eyes light up with each new discovery and see their enthusiasm for learning grow, you’ll realize that this was not just a room makeover. It was an educational adventure, an unforgettable journey through the stars that can ignite a love for space exploration that can last a lifetime.
So, set your imagination free and let the countdown begin. Your children’s journey to the stars is about to commence, right from their bedroom!


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."


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


As an AI language model, I don’t have access to real-time data, so I cannot provide the top 10 most innovative airlines in 2023. However, I can give you a general idea of some innovative airlines that have been leading the industry in recent years. Please note that the rankings may vary based on different factors and are subject to change. Here are some notable innovative airlines as of my last update:
1. Emirates: Known for its luxurious services and customer experience, Emirates has consistently introduced innovative cabin amenities and technology advancements in recent years.
2. Singapore Airlines: Renowned for exceptional customer service, Singapore Airlines has been a pioneer in cabin design, inflight entertainment, and technological advancements.
3. Cathay Pacific: Recognized for its dedication to enhancing the passenger experience, Cathay Pacific regularly introduces innovative technologies and services, such as personalized entertainment and digital solutions.
4. Virgin Atlantic: With a reputation for innovation, Virgin Atlantic continues to push boundaries with its onboard amenities, entertainment options, and focus on sustainability.
5. Qatar Airways: Known for its attention to detail and premium experience, Qatar Airways consistently invests in advanced onboard technology, comfort, and entertainment.
6. ANA (All Nippon Airways): ANA has been a trailblazer in developing innovative cabin designs, seating options, and inflight entertainment systems.
7. Qantas Airways: Qantas has been at the forefront of innovation, introducing features like the “Project Sunrise” to develop ultra-long-haul flights, as well as advancements in entertainment and passenger comfort.
8. Air New Zealand: Renowned for its focus on passenger experience, Air New Zealand has introduced innovations like the Economy Skycouch and its unique safety videos that have gained much attention.
9. JetBlue Airways: JetBlue continuously seeks to improve passenger comfort and experience. It has pioneered initiatives like free Wi-Fi, and its Mint class offers a unique premium experience.
10. Norwegian Air Shuttle: Known for its low-cost long-haul model, Norwegian has driven innovation in the aviation industry by offering affordable transatlantic flights, focusing on a value-oriented experience.
The airline industry is dynamic, and innovations can rapidly change. It’s important to note that this list may not reflect the actual rankings in 2023 and some airlines may have emerged with new technologies and concepts.


The R&S®Series4200 is our most recent generation of digital, software defined radios for civil air traffic control in the VHF band and for military air traffic control in the UHF band. The radios are capable of handling voice communications between air traffic controllers and pilots throughout every phase of a flight. The air traffic controllers are connected to the radio stations sited at airports and at remote locations over a VCS – a setup that enables comprehensive, nationwide radio coverage encompassing all flight levels.
Exceptional reliability and low operating costs are the most important requirements to be met by radiocommunications systems. The outstanding RF characteristics of the R&S®Series4200 allow a large number of radios to be concentrated at a single location. Rohde&Schwarz can supply complete systems for radio sites, including antennas, filters, couplers and racks.
R&S®Series4200 radios are also ideal for airport apron communications. Their compact size means that they are easy to install in spite of the often cramped conditions in control towers. Plus, their ability to be operated locally as well as via a remote control unit makes them ideal for use in small-scale systems, which generally do not require a complex VCS.
More than 200 airports and control centers rely on our ATC communications systems.
Subsidiaries and offices in more than 70 countries provide local, on-site customer-care.
Civil air traffic control agencies in 80 countries count on our communications systems.
Air traffic density has risen significantly in the last 20 years. Greater demands on airspace capacity means increased safety risks such as undetected simultaneous transmissions (USiT). If two pilots speak at the same time to the controller, there is a danger that the weaker signal will go undetected, leading to a loss of information.
Rohde & Schwarz has developed an innovative solution to this long-standing problem. The receiver-based digital signal processing of the stationary R&S®Series4200 VHF/UHF radios makes it possible to detect multiple parallel radio transmissions. Rohde & Schwarz is the first supplier to offer detection of simultaneous transmissions (DSiT) in its ATC radios.


Green, Charles 1785 - 1870
English balloonist whose outstanding achievement was his flight with two companions in 1836 from Vauxhall Gardens, London, to Weilburg, Germany, a distance of 480 miles. Green's 18-hour trip set a long-distance balloon record for flights from England not beaten until 1907. He was accompanied on the flight by Monck Mason and Robert Hollond, who financed it. Green had earlier introduced coal gas (1821) as a cheaper substitute for hydrogen, a practice thereafter followed by most balloonists. He planned, but never attempted, an Atlantic crossing. The small working model of his proposed balloon, flown in 1840, incorporated the first mechanically driven propeller ever to power an aircraft. (Text Source Encyclopaedia Britannica).


The benefits of having this product
- Built with 4K pixel HD dual cameras, it surprisingly captures stunning images and videos from the sky.
- WiFi function, it can connect to apps and take photos, videos, and real-time transmission through the phone.
- The drone is small and easy to use. With the button of one key takeoff and landing, simple to control the drone.
- High-quality ABS material to free your worries of a sudden shock or drop.
- With foldable arms, small size, lightweight, easy to carry. LED lights make flying more spectacular, especially in the dark.
- 1: The arms are foldable, small in size, and easy to carry.
- 2: With altitude hold mode function, flight stability.
- 3: In headless mode, there is no need to adjust the position of the aircraft before flying.
- 4: Use the one-key return function to easily find the way home.
- 5: Built-in 4K pixel high-definition camera, surprisingly, it can capture stunning pictures and videos from the sky.
- 6: With the WiFi function, it can be connected to the application and APK system, and take pictures, video, and real-time transmission through mobile phone camera images.
- 7: Draw a flight path on the screen, and the drone will fly autonomously along the specified path.
- 8: 2.4GHz anti-interference technology.
- 9: 4 channels, capable of ascent, descent, forward, backward, left flight, right flight, and 360° rolling.
- 10: Six-axis gyroscope, the flight is more stable and the control is more convenient.
- 11: LED lights make the flight more spectacular, especially in the dark.
- Product size: folded: 8*5.5*4CM, open: 18*16*4CM
- Storage bag size: 21.5*11*7 CM
- Remote control battery: 1.5V AAA battery*3 (not included)
- Body battery: 3.7V 500Mah lithium battery
- Charging time: 60 minutes
- Single battery flight time: about 12 minutes
- Charging method: USB cable charging
- Remote control distance: 80-100 meters
- Motor model: 716 Coreless motor
- Product material: plastic metal electronic components
- Receiving frequency: 2.4G
- Number of channels: 4 channels 6-axis gyroscope
- Lens angle: adjustable 180 degrees -90 degrees
- Return distance: 15-30 meters
- Remote control mode: left-hand throttle
Product List: Drone*1 Remote control*1 Fan blade*2 Protective ring*4 Mobile phone holder*1 Battery*1 USB cable*1 Manual*2
Payment & Security
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The Geosynchronous Satellite Launch Vehicle Mark III is a launch vehicle developed by the Indian Space Research Organization (ISRO). It is intended to launch satellites into geostationary orbit and as a launcher for an Indian crew vehicle. The GSLV-III features an Indian cryogenic third stage and a higher payload capacity than the current GSLV.
Whole World eyes were set at the launch of ISRO’s heaviest rocket on June 5, 2017, and it was successfully launched. The 640-ton GSLV Mk III rocket is carrying a satellite weighing more than three tons into a high orbit above Earth.
Here are 10 things to know about the GSLV MkIII-D1 mission:
- The 43-meter (140-foot) GSLV MkIII-D1 rocket was launched from the Second Launch Pad at SDSC SHAR, Sriharikota in Andhra Pradesh.
- Dubbed ‘Monster Rocket’ by scientists, it is India’s most powerful homegrown rocket to date to be launched from our own soil and weighs as much as 200 fully grown elephants or five fully-loaded Boeing Jumbo Jets.
- The GSLV Mk III D1 is a three-stage vehicle with indigenous cryogenic upper stage engine designed to carry heavier communication satellites into the Geosynchronous Transfer Orbit (GTO).
- The GSLV Mk III D1 is capable of lifting payloads of up to 4,000 kg into the Geosynchronous Transfer Orbit (GTO) and 10,000 kg into the Low Earth Orbit.
- GSAT-19 satellite the heaviest satellite made and to be launched from India and is a voluminous animal and it will be launched using GSLV Mk III.
- GSAT-19 is going to be powered for the first time with indigenously-made Lithium-ion batteries. These batteries have been made so that India’s self-reliance quotient can increase. In addition, similar batteries can then be used to power electric vehicles like cars and buses.
- A successful launch of the 640-tonne rocket will be another feather in the cap for ISRO.
- Scientists say the rocket, developed over 15 years at a cost of Rs 300 crore.
- Till date, India had to depend on foreign launchers for communication satellites weighing more than 2,300 kg.
- The GSLV MkIII was earlier known as Launch Vehicle Mark-III or LMV Mark III – If it successfully clears tests –then it could be India’s first vehicle to ferry people into space.


Engineer, entrepreneur and visionary, Elon Musk, hopes he can take humanity to Mars.
Musk has had success in his many business ventures, including Tesla Motors, SolarCity and now SpaceX, to name the more popular ones.
SpaceX, founded 14 years ago in California, is a company devoted to being number-one in the privatized space industry.
It became the first organization to put a privately-funded rocket into orbit in 2008.
Since then, the company has developed new space technologies and received contracts from government organizations like NASA to deliver research equipment beyond the atmosphere.
SpaceX’s ultimate plan is to make space travel affordable.
To do this, Musk is taking on the engineering feat of creating reusable spacecraft. This would be a first for any space-faring organization, including NASA, which has never been able to reuse rockets or spaceships after they have returned to Earth.
“The cost of fuel now is about 0.3 percent, with most of the cost being from the building of a rocket. If they were re-usable, space travel would be affordable,” Musk said.
The entrepreneurial opportunities associated with being the first organization to create reusable spacecraft are overwhelming, but Musk seems to be more motivated by dreams than money.
This is perhaps why, and how, he hopes to create and use technology that will bring humans to Mars.
The time frame for getting to Mars is an intentionally vague 40 to 100 years. This is because of difficulties that lie between Musk and Mars.
Challenges with a manned mission to Mars are numerous. They include finances, launching and landing a spacecraft safely, surviving a lengthy flight and surviving a barren terrain by creating a sustainable artificial habitat after arrival.
The opinions on campus seem to reflect concern for the realities of the project.
Kendra Kudla, sophomore interior architecture major, wondered about the practicality of the concept.
“Can he actually do it?” Kudla said.
Nick Figueroa, a sophomore studying neuroscience, believes a manned mission to Mars is at least plausible.
“There’s a lot of stuff that has happened in the last 40 years,” Figueroa said.
Justin Seis, senior sociology and philosophy major, had concerns that went beyond questioning the probability of success.
Seis said, “I think that it’s a nice idea, but at the same time there’s a lot of problems here that we should be prioritizing.”
Musk seems to recognize the questionability of his dream.
He said one day he plans to name SpaceX’s first ship to reach Mars “The Hearth of Gold” in honor of the book Hitchhiker’s Guide to the Galaxy, in which a ship is run on “infinite improbability.”
Musk does not seem to worry about the far-out notions of his dreams. In fact, he seems motivated by them.


Consumer Federation of America
US Public Research Group
August 28, 2003
We are writing to express our opposition to provisions in the recently filed conference report to H.R. 2115, Vision 100 – Century of Aviation Reauthorization Act, which would authorize the Federal Aviation Administration (FAA) to begin to privatize the country’s air traffic control (ATC) system. The nation’s air transportation must be, above all else, safe. This legislation takes a step backwards from this important standard by threatening the effectiveness of key components to the FAA workforce. With the entire aviation industry struggling through perhaps the most difficult financial period in its history, it is no time to experiment with our ATC workforce, which is so vital to safe air travel.
In particular, we are distressed by the inclusion of language in the conference report that allows for the contracting-out of air traffic control employees at locations across the country. When the House and Senate considered this legislation independently, both bodies passed provisions that more adequately provided protections for ATC job functions – air traffic controllers, system specialists and flight service station technicians. Given the enormous security failures that resulted from the outsourcing of security screening services at airports, it is not surprising that there is broad support in Congress for including measures that would ensure a public workforce and a safer aviation system. We are very disappointed that the Conference Committee capitulated to the demands of some in the Administration and inserted language into the bill that would directly authorize ATC privatization.
Other countries have tried to privatize their ATC systems in recent years, and have encountered significant problems, with increases in near-misses or actual airplane crashes, greater delays, and higher costs and fees on passengers. In Canada, where ATC privatization was established in 1998, the nation’s Transportation Safety Board found understaffing at some towers has been a persistent problem and may have contributed to near mid-air collisions in their air space. Canada’s ATC authorities concede they have been operating with a major revenue shortfall and plan to proceed with a service charge increase effective August 1, 2003, which will be passed on to consumers.
More recent privatization initiatives in Great Britain have not fared any better, with flight delays caused by ATC increasing 20 percent since the system was out-sourced, according to reports in The London Daily Telegraph. Of greater concern, there were more than 220 “near misses” of airplanes over Britain during 2002, according to the UK Airprox Board, which assesses such incidents. The Board found that these incidents had risen to their highest levels in a decade, while the volume of traffic has been lower than normal.
Our ATC network is far more complex than any other in the world, with more than nine million flights and nearly 700 million passengers moved through the system annually. It handles this workload while playing a vital role in defense of our homeland by coordinating the national air space for both our military and civilian aircraft. The importance of this national security function was highlighted in the aftermath of the September 11, 2001, terror attacks, when our ATC system grounded over 5,000 planes in under five hours and supplied direction for military aircraft in defense of our country.
While processing a massive volume of traffic and assisting in national defense, the ATC workforce also has established and maintained one of the safest systems in the world. The National Transportation Safety Board recently reported that 2002 was the safest year ever in U.S. aviation history. EUROCONTROL, the organization responsible for the safety of air traffic in Europe, released a report in May 2003 that held up our system as a model of efficiency, with more cost-effective facilities and a more productive workforce.
As a nation, we should be clear about the importance that we place on aviation safety and having the best air traffic control system in the world. Safety must remain the FAA’s number one priority. We can make certain of this by ensuring that our ATC system remains a Federal responsibility, with employees entirely accountable to the public and not a company’s bottom line.
We urge you to push for reconsideration of the ATC privatization language in the current conference report for FAA Reauthorization, and support a bipartisan compromise that will ensure a safer air transportation system for the American people.
Adam J. Goldberg
Consumer Federation of America
Public Citizen’s Congress Watch


Aircraft engines' fuel nozzles are critical components that play a key role in the combustion process of jet engines. These nozzles are designed to inject the right amount of fuel into the combustion chamber in a precise and controlled manner, ensuring efficient and safe engine operation.
Fuel nozzles in aircraft engines are engineered to meet stringent performance and safety standards. They must atomize the fuel effectively, ensuring proper mixing with air to achieve efficient combustion. The design of these nozzles considers factors like fuel flow rate, spray pattern, and ignition reliability.
The materials used in aircraft engine fuel nozzles must withstand extreme temperature and pressure conditions. They are typically constructed from high-temperature-resistant materials such as nickel-based alloys. These materials ensure the durability and longevity of the nozzles under the harsh operating conditions of jet engines.
Furthermore, aircraft engine fuel nozzles are often equipped with advanced technologies and sensors to monitor and control the combustion process. They are a critical part of the engine's overall performance and efficiency, directly impacting the aircraft's reliability and safety.


The Global Positioning System (GPS) is the only fully functional Global Navigation Satellite System. Using a constellation of at least 24 medium Earth orbit satellites that transmit precise microwave signals, the system allows the receiver to GPS, to determine its location, speed/direction and time.
Developed by the Department of Defense, it was officially named NAVSTAR GPS (Contrary to popular belief, NAVSTAR is not an acronym, but simply a name given by Mr. John Walsh). Satellite group is managed by the U.S. Air Force 50th Space Wing. The cost of maintaining the system is about $ 750 million per year, including the replacement of aging satellites, and research and development. Despite these costs, GPS is free for civilian use as a public good.
GPS has become a widely used aid to navigation worldwide, and a useful tool for map-making, land surveying, commerce, and scientific uses. GPS also provides a precise time reference used in many applications including scientific study of earthquakes, and synchronization of telecommunications networks.


Status of Original Painting – For Sale
All prices are in Canadian dollars
Size: 10 x 21 inches
Medium: Watercolour on 300 lb Arches
After a strenuous 30-minute hike to ascend 800 feet along a forested path in Burgoyne’s Cove, you’re rewarded with splendid, peaceful, beautiful greenery – and the scattered skeletal remains of an enormous war plane. What you see in this painting are remnants of its massive tail section. In other parts of the valley, you’ll find engines, landing gear, wings, and other splintered parts from the main cabin.
On March 18, 1953, the fatal flight left a US Air Force base in the Azores, bound for South Dakota. The plane was a Convair RB-36H-25 Peacemaker – the largest ever piston-engine aircraft and bearing the longest wingspan (70 meters) of any combat aircraft. Despite its Peacemaker name, these B-36 bombers were the primary means for delivering nuclear weapons until B-52 planes entered service in the mid-1950s.
The fateful reconnaissance mission was to test whether aircraft could approach North American defenses without being detected. The crew were ordered to fly without radar, using only their sextant for navigation, and the altimeter to maintain about 500 feet of altitude as they crossed the Atlantic toward Newfoundland. Navigational radar was to be turned on an hour before landfall so that they could climb to a safe altitude over Newfoundland’s mountainous coastline. However, the weather was so dismal and overcast that the navigator could not make use of the sextant to check their true position. Strong tailwinds rather than forecasted headwinds caused them to unknowingly reach Newfoundland 90 minutes ahead of schedule. During the crew’s last minutes, the plane flew straight and level at 800 feet with a groundspeed of 202 knots, through sleet, drizzle, fog, and visibility of less than 1/8-mile. The B-36 Peacemaker slammed into an 896-foot cliff at Burgoyne’s Cove and broke apart, creating a large fireball, scattering wreckage over a mile, and killing all 23 crewmembers on impact.
That same night a Boeing SB-29 Superfortress search and rescue plane took off from the Ernest Harmon Air Force Base at Stephenville in Newfoundland to search for survivors. It too failed to return from its mission, crashing beyond the runway in the fog and killing all eleven crewmembers. Despite an extensive search and dredging of St. George’s Bay, the wreckage of that plane was never found.
The B-36 Peacemaker wreckage was deemed unrecoverable and left behind as a memorial for the crewmembers. One propeller blade is mounted atop the cliff, overlooking the wreckage below, and bearing all the names of the crew. The site is frequented by locals and tourists who comment on the beauty and peacefulness of the scenery, and the solemn, sobering nature of the wreckage.
This was an unusual subject for me to paint. I’ve written before how my artistic eye is drawn to images that contain contrasts of shapes, textures, colors, and natural versus artificial elements. This painting takes the contrast of nature and man-made to an extreme. The plane broke apart against the immovable force of nature but in turn reduced all surrounding greenery to ashes. In the ensuing decades, is nature winning the battle? Much of the wreckage has been pierced, absorbed, or hidden by the lush trees and undergrowth that regenerated upon scorched ground. And yet, the yellow-orange undergrowth recalls the heat of the original inferno, while many ribs of that broken vessel defiantly persist. Even its tail number (51-13721) remains visible after all these years.
My thanks to Lisa Samways for taking the main reference photo. I was in there with camera slung around my neck, and so I needed one of my photos to recreate sections obscured by my presence.


In the realm of military and humanitarian air transportation, one aircraft stands out with its impressive capabilities and exceptional performance — the Boeing C-17 Globemaster III. Designed to excel in strategic airlift missions, the C-17 has become an indispensable asset for various military forces across the globe. In this article, we delve into the remarkable features and functions of this iconic aircraft while exploring its historical significance and impact on modern aviation.
The Boeing C-17 Globemaster III first took flight in 1991, marking the beginning of a new era in military aviation. Born from a collaborative effort between Boeing and McDonnell Douglas, this strategic transport aircraft emerged as the heir to a long line of successful predecessors like the C-74 Globemaster and C-141 Starlifter.
Pratt & Whitney F117-PW-100
The C-17’s robust design and engineering contribute to its exceptional performance capabilities. Powered by four Pratt & Whitney F117-PW-100 turbofan engines, each generating an impressive 40,440 pounds of thrust, the Globemaster III can reach a maximum speed of Mach 0.74 (518 mph). With a range of approximately 2,400 nautical miles without refueling, it can transport heavy cargo over vast distances, including intercontinental journeys.
Versatility and Adaptability
One of the key strengths of the Boeing C-17 is its ability to adapt to various mission requirements. Its cavernous cargo bay, measuring 88 feet long and 18 feet wide, can accommodate a wide range of cargo, including vehicles, supplies, and personnel. The aircraft’s versatile design allows for the efficient transport of military equipment, humanitarian aid, and even paratroopers, ensuring its relevance in diverse operational scenarios.
Strategic Airlift Capabilities
The C-17’s strategic airlift capabilities are unparalleled, showcasing its ability to operate in demanding environments. With its short takeoff and landing (STOL) capability, the aircraft can access austere runways as short as 3,000 feet, enabling it to reach remote locations with limited infrastructure. This unique feature empowers military forces to swiftly deploy personnel and supplies to critical areas worldwide, enhancing their operational flexibility and response time.
Humanitarian Relief Operations
Beyond its military applications, the Boeing C-17 has proven its worth in numerous humanitarian relief missions. In times of crisis, whether it be natural disasters or humanitarian emergencies, the C-17 can deliver vital aid and supplies to affected regions swiftly. Its ability to transport significant cargo loads, land on unprepared runways, and perform airdrop operations makes it an indispensable asset during times of need.
The Boeing C-17 Globemaster III has left an indelible mark on the global aviation landscape. Operated by the United States Air Force and other air forces around the world, including the Royal Air Force and the Royal Australian Air Force, the C-17 has demonstrated its reliability, efficiency, and adaptability in countless missions. Its widespread use has solidified its reputation as the workhorse of modern airlift operations, playing a crucial role in promoting global security and supporting humanitarian endeavors.
The Boeing C-17 Globemaster III is a true marvel of modern aviation, combining robust engineering, versatility, and adaptability to deliver exceptional performance. Whether executing strategic airlift missions, conducting humanitarian relief operations, or supporting military forces globally, the C-17 has proven its mettle time and again. With its remarkable capabilities and its ability to overcome operational challenges, this aircraft continues to shape the future of air transportation, reaffirming its place as an icon in the annals of aviation history.


Table of Contents
An immersive experience at the National Space Centre , featuring a 20-seat simulator and 6 unique zones that take visitors on a wild space mission to Mars and back.
My role in the project was varied, creating both Unity applications for the Tharsis One and the Terminals, as well as undertaking show programming responsibilities using Medialon Manager to control the multiple AV elements of the experience, designing how interactives should work and prototyping these systems, and being involved with designing how parts of the experience work during the latter parts of the project.
Tharsis ONE #
A state-of-the-art spaceship fitted with the cutting-edge Tetracore Warp Drive!
After their low Earth orbit trip gets cancelled, visitors are roped into a mission to travel to Mars to retrieve important specimens that may have the answer to the question “is there life on Mars?”.
A 3 Minute motion ride using real-time content driven by user interaction. The trip begins on Earth and blasts off into orbit before warping to Mars. Once at Mars, it’s learned that the Martian GPS systems have been knocked offline by the recent solar storm, sending the ship into manual control. The passengers have to press their buttons at the correct times to get the ship to Noctis Labs in one piece.
Tech Specs #
- Unity (HDRP) to create the interactive ride
- Branching Unity timelines controlling both the visual camera and the physical seat motion.
- Networked button input and illumination via Brainboxes.
- Motion Seats controlled in real-time.
- Editor solution to allow editing of seat motion and camera animations inside of the physical space.
Main Deck - Noctis Labs #
An active Martian research base.
After stepping off the Tharsis One, its passengers enter Noctis Labs, an active Martian research base at the forefront of the search for ancient life on Mars.
Public Mode #
For public operation, vistors come into the base and have to complete a small task in order to find out the location of an important specimen. After retreiving their specimen they need to evactaute the base due to an incoming dust storm.
Schools Mode #
When students arrive on the base, they carry out a collection of tasks for 30 minutes. These tasks are designed to teach the students about Mars, whilst getting them to use some of the skills that they would have learned in school, all the time encouraging working as a team to search for life on Mars.
The zone has 12 unique stations, each of which has a Unity application to provide tasks themed around the station’s role, for example, Remote Pilots sees vistors control rovers and drones on the surface of Mars, whilst Hydroscience examines different ice cores for traces of gases and searches for signs of life through a digital microscope.
Each of the stations has an RFID reader so it can be unlocked by the relevant keycard, LED lighting to show it’s status, and most of the terminals have custom interactives relevant to the tasks that they are undertaking.
Tech Specs #
- 12 Terminal Applications, made in Unity
- Buttons, Joysticks, switches, locks, and LEDs controlled by the Unity applications using UHIDs
- 3 Player Mars exploration experience controlling rovers and a drone, carrying out tasks on the Martian surface, made in Unity.
- Voxon volumetric display running a Unity application allowing visitors to explore the Martian surface from space with satellites.
Escape Pod #
Get off of Mars. Fast!.
After retrieving the speciemens, vistors have to evactate Mars due to the violent dust storm that has hit the base.
To get off of Mars, the visitors have to pack into the escape pod and work as a team. Pressing the launch buttons at the same time to take off and start the journey back to Earth. After using the warp drive, the pod is put into the perilous position of re-entering the Earths atmosphere. They’re coming in too fast and need to hit the brakes! As a team they need to press the aerobrake buttons to slow the pod down enough to safely return to the surface.
Tech Specs #
- Custom Unity video player app.
- !2 Button inputs to control the launch and re-entry of the pod.
Show Programming #
The whole experience is controlled through a Medialon sever, providing control over 6 distinct zones, controlling lighting effects, sound, video playback and smoke for up to 4 concurrent groups going through the experience.
- Show logic programming for the latter half of the project.
- UI Control Panel Implementations
- Brightsign Presentation Creation


First direct flight from Shanghai lands in Barcelona
Barcelona (ACN).- The first plane connecting Shanghai and Barcelona landed at El Prat airport on Friday at 08:05am. The route, operated by Air China, is offered all year round, three days a week: Tuesdays, Fridays, and Sundays. The plane, an Airbus 330-200, has capacity for up to 239 tourist class ticket holders and 16 business class ticket holders. On its first trip, the plane had an 86% occupancy rate. The round trip from Barcelona to China departed from the Catalan capital at 12:30pm with an occupancy rate of 88%.
All flights for the weekend are already fully booked. Òscar Olive, Airports of Catalonia's commercial director, praised Air China for “having been able to recognize” the “clear demand” for direct connections between Barcelona and Asia. The airline has offered a direct link between the Catalan capital and Beijing since 2014.
During a press conference in Barcelona, representatives from Air China said that they decided to launch the new flight because indirect connections between the Catalan capital and Shanghai already surpassed more than 100,000 last year, a 19% increase.
Tourist class tickets for the Air China Shanghai-Barcelona direct flight start at €443, while business class tickets start at €2,043. Considering that Shanghai is the economical capital of China, the majority of passengers are expected to be businesspeople.
From Shanghai, passengers flying from Barcelona will be able to connect to other international destinations such as Japan, Taiwan, Australia or New Zealand. Cities from China such as Chengdu, Wenzhou, Fuzhou and Guangzhou are also served from Shanghai.


I recently saw The Martian in the cinema. The story is based on a book with the same title by Andy Weir. I still have to read the book1, but I found the movie to be quite nice. It can perhaps best be summarized as ‘MacGyver in Space’ and deals with the adventures of astronaut Mark Watney. He was left alone on Mars after a severe dust storm caused the Ares 3 Mars mission he was part of to be aborted. His fellow crew mates thought he was dead and went back to Earth leaving Watney behind.
To be able to get back home (#bringhimhome) he needs to travel great distances on Mars. That triggered my interest: could I calculate the best possible route that Watney might have taken? First I needed to know the locations. Watney is based in Acidalia Planitia at the Ares 3 landing site. I emailed Andy Weir and he told me the location is 28.6306°W and 31.3889°N2.
Watney his first mission is to fetch the Mars Pathfinder, which is located at 33.22°W and 19.13°N. The second mission is to the Ares 4 landing site in Schiaparelli crater. This location was a bit harder to pinpoint. But luckily the people from the HiRISE camera on board the Mars Reconnaissance Orbiter have a special page dedicated to The Martian. One HiRISE image covers the possible future Ares 4 landing site. I chose the center coordinates of this image to be the location of the Ares 4 landing site: 15.2°E and 3.964°S3
Next step is to calculate the most efficient routes from Ares 3 to Pathfinder and from Ares 3 to Ares 4. The data I wanted to use is Mars Orbiter Laser Altimeter (MOLA) on board the Mars Global Surveyor orbiter4. This is almost 500 meter per pixel data, so not the most detailed, but enough to make sure Watney doesn’t bump into the most obvious mountains or falls down steep rims of the larger craters. I asked this question on the Stackexchange website and an answer came back shorty after: use Least Cost Path Analysis5. This method sounded promising and after some tweaking in python and ESRI ArcGIS I was able to get the following result6. As you can see Watney didn’t travel in a straight line.
In reality we would of course need the best resolution elevation data out there. That is the 50 cm/pixel Digital Terrain Models (DTMs) created by matching two overlapping pairs of HiRISE images. Unfortunately, these are only available for a small portion of the Martian surface. In the figure above their locations are shown as the blue strips7. Interestingly both the Ares 3 and Ares 4 locations have coverage of these HiRISE DTMs. Were they used in the movie? As far as I could find the Mars scenes of the movie were shot in Jordan. Ah well, maybe the future explorers of Mars won’t need HiRISE anymore and instead will use data from some fancy advanced future mission? What about a crowdfunded mission to Mars where thousands of cheap drones, sent using CubeSats, will map the surface of Mars in high detail? Drones equiped with LIDAR like the ones shown in this TED talk? Sounds like a plan?


304 North Cardinal St.
Dorchester Center, MA 02124
304 North Cardinal St.
Dorchester Center, MA 02124
Federal investigators said late Monday that it was possible that the bolts that were supposed to keep a fuselage panel in place were never installed before the panel blew off an Alaska Airlines Boeing 737 Max 9 in a near-disastrous accident on Friday night.
That is one of the theories that the National Transportation Safety Board is pursing as it investigates the blowout, the board’s chairwoman, Jennifer Homendy, said at a news conference in Portland, Ore. Her remarks came hours after United Airlines said it had found loose bolts on similar panels on some of its Max 9 jets while preparing them for inspection after the midair emergency, and Alaska Airlines said it had also found “loose hardware” on Max 9s.
The panel that came off the plane, called a door plug, is placed where an emergency exit door would be if a jet had more seats. Ms. Homendy said on Monday that four bolts, known as stop bolts, should have prevented the door plug from moving upward and coming off the plane.
But the bolts were not on the door plug when investigators recovered it, and they are trying to determine whether they were there to begin with. “We don’t know if they were there or if, again, they came out during the violent explosive decompression event,” Ms. Homendy said.
The door plug came off the plane, Alaska Airlines Flight 1282, about 10 minutes after it took off from Portland International Airport, subjecting passengers to howling wind and forcing the pilots to quickly return to the airport. No serious injuries were reported. The door plug, phones, toys and other personal items all streamed out of the hole in the side of the plane and fell across Portland.
Airlines have canceled hundreds of flights as they prepare to inspect nearly 200 Max 9 aircraft, which will be grounded until regulators and company officials decide they are safe. Some passengers’ travel plans could be disrupted for days. Alaska Airlines used 65 of the planes, about 20 percent of its fleet, and United used 79, more than any other airline and about 8 percent of its fleet, according to Cirium, an aviation data provider.
United Airlines said on Monday that it had found loose bolts in door plugs in some of its Max 9 planes as it took out seats and sidewall liners for inspections this weekend.
The door plug that came off the plane was initially installed by Spirit AeroSystems, which makes the body for the 737 Max and other aircraft. Investigators said they were looking into whether work had been carried out on or near the door since the plane entered service in November.
Ms. Homendy said on Sunday that Alaska Airlines had been warned three times before the Friday flight about problems with cabin pressure on the plane. Those warnings were significant enough that the airline had decided the plane, a Max 9, could no longer be used on flights to Hawaii.
Investigators may look into whether the installation of wireless internet equipment on the plane by a contractor, AAR, between Nov. 27 and Dec. 7 played any part in the pressurization problems, which emerged after that work was complete. In a statement, AAR said on Monday that it “did not perform any work on or near any midcabin exit door plug of that specific aircraft.”
The accident Friday could have been far more catastrophic, especially if the plane had been at a higher altitude, experts said. Ms. Homendy said on Sunday night that the passengers had included three babies and four unaccompanied children between the ages of 5 and 17.
Ms. Homendy said in a brief interview on Monday that her team was reviewing the plane’s flight data recorder to try to determine if the pressurization warning light could be linked to the door plug. The plane has several backup systems in case one of the pressurization systems fails.
“There may have been something wrong with either the light or that one other unit, but there’s redundancies in the system,” Ms. Homendy said.
Kathleen Bangs, an aviation expert and a former airline pilot, said she believed that the investigation would reveal a failure of the door plug because of the condition of the plane. Typically, explosive decompression incidents happen on older planes that have metal corrosion and fatigue, Ms. Bangs said. In this case, she said, the plane was almost new, which indicates that there was most likely an issue with the door plug.
Anthony Brickhouse, a professor of aerospace safety at Embry-Riddle Aeronautical University, said a blowout at a cruising altitude of more than 30,000 feet could have been disastrous. “We could have been looking at a situation where more of the structure could have come off and would have been looking at a situation where passengers who weren’t strapped in properly would have been blown out because the forces would have been so tremendous,” he said.
Pressurization starts to affect most commercial planes around 8,000 feet, said Mr. Brickhouse, who previously investigated aviation accidents for the safety board. Not properly controlling the air entering and leaving the cabin can lead to altitude sickness, or hypoxia, among passengers and the crew.
Hypoxia, a condition that develops when the brain is deprived of oxygen, can happen on planes without appropriate pressurization when they begin flying above 10,000 feet or suffer rapid decompression, the F.A.A. says. This is why flight attendants tell passengers to use drop-down masks in the event of rapid decompression, Mr. Brickhouse said.
In a statement, the F.A.A. said the required inspections would concentrate on the plugs, door components and fasteners.
“Our teams have been working diligently — with thorough F.A.A. review — to provide comprehensive, technical instructions to operators for the required inspections,” Stan Deal, the chief executive of Boeing’s commercial plane unit, and Mike Delaney, the chief aerospace safety officer, said in a message to employees of that unit on Monday.
Other airlines with Max 9 planes are outside the United States, such as Copa Airlines of Panama, Turkish Airlines and Icelandair. The European Union’s aviation safety agency announced on Monday that the Max 9 jets operating in Europe were not grounded because they had a different configuration.
The F.A.A. previously said it would take four to eight hours to inspect each plane. Inspecting the nearly 200 Max 9 planes in the United States, according to the aviation agency, could take a few days.
Aviation regulators and Boeing said the inspections were unique to the Max 9. The Max 9, along with the more popular Max 8, was grounded for nearly two years after two crashes of the Max 8 in 2018 and 2019 killed 346 people.
In a statement, Alaska Airlines said it could not answer many outstanding questions about the plane and what had led to the blowout without approval from the safety board. The airline said it had asked the N.T.S.B. to share more information and would do so if allowed. In such investigations, parties are typically restricted in what they can share publicly.
Boeing’s chief executive, Dave Calhoun, planned to host a companywide safety meeting on Tuesday to discuss the company’s response to the episode and reaffirm its commitment to safety. Boeing is still working to secure approval of the smaller Max 7 and larger Max 10.
Boeing shares closed down about 8 percent on Monday, and shares of Spirit AeroSystems closed down 11 percent.
J. Edward Moreno contributed reporting.


Research scientist in Astrobiology at the NASA Jet Propulsion Laboratory in Pasadena, CA. Also affiliated with the Blue Marble Space Institute of Science in Seattle, WA and the Oak Crest Institute of Science in Monrovia, CA.
I am an expert in astrobiology and planetary science, which allows me to lead research teams to help NASA understand life in the universe. I study the emergence of life on early Earth and ways to search for life elsewhere including Mars and "ocean worlds" like Jupiter's moon Europa and Saturn's moon Enceladus. My team seeks to understand mineral-driven organic reactions and geochemistry relevant to biological and prebiotic systems. We do planetary environment simulations in the lab including making mini vent chimneys, making our own early Earth and Mars minerals, and simulating the energy in ocean systems using fuel cells. At JPL I co-lead the Origins and Habitability Lab, an astrobiology research group of students, postdocs, and research scientists. I am also the Investigation Scientist for the HiRISE instrument on NASA's Mars Reconnaissance Orbiter, and a Participating Scientist on NASA's Mars Science Laboratory mission.
The other big motivation for my work is outreach and education. I mentor undergraduate and graduate students in my research team and have a particular interest in helping community college students find paths into research and STEM careers. I’m involved with various projects along these lines and always happy to meet like-minded collaborators.
I received my B.S. in Astronomy and Astrophysics from Villanova University and my Ph.D. in Geological Sciences from the University of Southern California. As a student I did internships at NASA Goddard Space Flight Center in Greenbelt, MD; Marathon Oil Company in Houston, TX; and JPL in Pasadena, CA. After graduate school I was a post-doctoral fellow at Caltech/JPL and then with the NASA Astrobiology Institute.


1 post tagged Space Junk
There is so much junk in space that collisions could start to increase exponentially, leading to a continuously growing pile of rubble in orbit, a new report warns.
The independent report, released today (Sept. 1), surveyed NASA’s work to meet the threat of space debris. It was sponsored by NASA, and conducted by the National Research Council, a nonprofit science policy organization.
Space debris — an accumulation of broken satellites, spent rocket stages and other junk in orbit — is dangerous because it could hit and damage working satellites, as well as spacecraft like the International Space Station.


Aerospace tube fittings are crucial components in aircraft, spacecraft, and other aerospace applications. These fittings are designed to create secure and leak-proof connections between tubes or hoses in fluid and gas transfer systems. With the high stakes involved in aerospace operations, it is essential to choose the right fittings that can ensure safety, reliability, and efficiency.
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Infinity Group Recruiting Inc
GPS Engineer, SR
Provide Systems Engineering support to the Air Force Life Cycle Management Center (AFLCMC) Joint Service Systems Management Program Office (AFLCMC/WNY), Robins AFB, GA
RESPONSIBILITIES AND DUTIES
Specific Responsibilities include but are not limited to:
Engineer supporting the Joint Service System Management Office (JSSMO) for the Distributed Advanced Global Positioning System Receiver (DAGR). The JSSMO is modernizing the existing DAGR GPS receivers to meet existing DoD and civil mandates and national-level priorities.
Duties will include planning, executing and controlling technical aspects of acquisition programs; organizing, training and supervising a technical support staff.
Will work with senior government personnel on a regular basis, and will frequently be called on to provide technical briefings and lead large meetings.
Will also serve as a senior technical advisor to government personnel.
Responsible for providing technical acquisition management support services to ensure the effective and efficient delivery of GPS related acquisition services in support of the customers mission. Services include some or all of the following:
o Requirements, program strategies, statements of work and acquisition plan development
o Bid and proposal review/analysis
o Engineering trade studies and technical analyses
o Evaluating development/integration of modernized GPS systems into Air Force platforms
o Satisfying civil and military mandates associated with Assured Position, Navigation, and Timing requirements
ABET-accredited BS degree in engineering.
Senior: 10 years of experience related program office acquisition experience, at least 5 of which will have been in a leadership position.
Experience as a Technical IPT lead in a Program Office
Experience with GPS and GPS integration
Participated in development, coordination, and execution of major program milestones (preferably ACAT I but ACAT II/III acceptable)
Extensive experience with defense acquisition management processes as contained in the DoD 5000 series directives
Excellent communications skills, both written and verbally
Clear understanding of the OSD and USAF Acquisition organization
Active Secret Clearance.
Approx.10% travel required
Level II DIWIA Certification (SPRDE)
At least 15 years related acquisition experience
2- 3 tours at AFLCMC (or predecessor)/or SMC Product Centers, or similar US Army/US Navy Product Centers, assigned to major weapon system Program Offices
Electronics/ software experience / background
WORKING LOCATIONS & ADDITIONAL INFO
This position will be assigned at government offices at Robins AFB, GA.
To be considered for this position, please forward your resume to email@example.com. If you have questions, please feel free to call me at 937.726.3739.
All qualified candidates will receive consideration for employment without regard to race, color, religion, sex, national origin, disability or status as a Vietnam era or special disabled veteran.