|CHIEF MASTER SERGEANT MICHAEL D. ABBOTT|
Chief Master Sergeant Michael D. Abbott is the Command Chief Master Sergeant, 153rd Airlift Wing, Wyoming Air National Guard. The 153rd Airlift Wing supports the State of Wyoming, the Air National Guard and the United States Air Force with peacetime and combat airlift missions throughout the world. The 153rd Airlift Wing is equipped with eight, C-130H aircraft and consists of more than 1,200 personnel across 20 squadrons. The 153rd Airlift Wing also has capabilities for aerial firefighting (Modular Airborne Fire Fighting System), aero-medical evacuation response, command and control missions, and air traffic control.
Chief Abbott began his career in January 1992 and became a full time employee shortly after graduating from the U.S. Air Force Security Forces Academy at Lackland Air Force Base, Texas. During the following years, he has held positions as wing Anti-Terrorism Officer, Squadron Superintendent, Squadron Resource Advisor, member of the state Anti-Terrorism Joint Task Force through the state Attorney General's Office. Chief Abbott has worked with the Joint Staff working on several projects for the Governor's office through Operations (J3) and Strategic Plans and Policy (J5) offices.
Prior to his current position, he served as the Chief Enlisted Manager, 153rd Security Forces Squadron.
1994 USAF Noncommissioned Officer Leadership Course, by correspondence
1995 U.S Customs and Border Patrol Military Accepted, Cheyenne, Wyo.
2001 Urban Warfare School, Camp Gruber, Okla.
2002 USAF Noncommissioned Officer Academy, by correspondence
2002 Associates of Arts Psychology, Laramie County Community College, distinction, Cheyenne, Wy.
2003 Associate of Applied Science in Criminal Justice, Community College of the Air Force
2005 USAF Noncommissioned Officer Academy, by correspondence
2005 Army Corps of Engineers Security Engineering, F.E Warren AFB, Wyo.
2006 Anti-Terrorism Level II Course, Portland, Oregon
2006 Homeland Security Weapons of Mass Destruction Course, Cheyenne, Wyo.
2006 Incident Response to Terrorist Bombings, New Mexico Institute of Mining and Technology
2009 Integrated Defense Risk Management Course, Scott AFB, Ill.
2011 Air National Guard Chiefs Executive Course, Washington D.C
2011 Air Force Chiefs Leadership Course, Maxwell AFB, Ala.
2011 Security Forces Chief's Manager Course, Lackland AFB
2013 ANG Command Chief Orientation Course, Lackland AFB
2014 Enterprise Leadership Seminar, UNC Kegler School of Business, North Carolina
2014 Bachelors or Arts Human Development, Amridge University
1. April 1992 - May 1992, Trainee, Basic Military Training Lackland AFB, Texas
2. May 1992 - July 1992, Student, Security Forces, Lackland AFB, Texas
3. July 1992 - May 2000, Security Forces Journeyman, 153rd Security Forces Squadron, Cheyenne, Wyo.
4. May 2000 - May 2002, Security Forces Craftsman, 153rd Security Forces Squadron, Cheyenne, Wyo.
5. May 2002 - June 2006, Wing Anti-Terrorism Officer, 153rd Security Forces Squadron, Cheyenne, Wyo.
6. June 2006 - Dec 2009, Security Forces Superintendent, 153rd Security Forces Squadron, Cheyenne, Wyo.
7. December 2009 - March 2013, Security Forces Manager, 153rd Security Forces Squadron, Cheyenne, Wyo.
8. March 2013 - present, Command Chief Master Sergeant, 153rd Airlift Wing, Cheyenne, Wyo.
AWARDS AND DECORATIONS
Meritorious Service Medal with one oak leaf cluster
Air Force Commendation Medal
Army Commendation Medal with one oak leaf cluster
Air Force Achievement Medal with one oak leaf cluster
Air Force Outstanding Unit Award with Valor
Air Reserve Forces Meritorious Service Medal with one silver oak leaf cluster and two bronze oak leaf clusters
National Defense Service Medal
Global War on Terrorism Expeditionary Medal
Global War on Terrorism Service Medal
Air Force Overseas Short Tour Ribbon
Air Force Longevity Service with four bronze oak leaf clusters
Armed Forces Reserve Medal with mobilization device and silver hourglass
Small Arms Expert Marksmanship ribbon with bronze star
Air Force Training Ribbon
Wyoming National Guard Distinguished Service Medal
Wyoming National Guard Achievement Medal
Wyoming National Guard Service Ribbon
1992 Outstanding Young American
1995 Airman of the Quarter
2002 Outstanding performer state Quick Reaction Force
2004 Outstanding performer, Wing Inspection, Air Mobility Command Inspector General
2009 Resource Advisor of the Quarter
EFFECTIVE DATES OF PROMOTION
Airman Oct. 13, 1992
Airman First Class April 23, 1993
Senior Airman Nov. 25, 1993
Staff Sergeant Feb. 5, 1996
Technical Sergeant May 12, 2000
Master Sergeant May 12, 2002
Senior Master Sergeant June 19, 2006
Chief Master Sergeant July 1, 2010
(Current as of August 2014)


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X Plane 11 Free PC is an immersive and highly realistic flight simulation game for the PC platform that offers a complete and authentic flight experience. Developed by Laminar Research, X-Plane 11 builds on the success of its predecessor by offering improved graphics, improved physics, and a range of features suitable for casual gamers and aviation enthusiasts. This game is widely acclaimed for its realism and attention to detail, making it a staple of the flight simulation genre. At the heart of X-Plane 11 is an advanced flight physics engine that accurately models the behavior of different aircraft in different conditions. Whether you’re flying a small propeller plane, a passenger plane, or even an experimental aircraft, you can expect realistic flight dynamics that respond to changes in weather, wind, and other factors.
The game features various aircraft, from light general aviation aircraft to complex aircraft. These aircraft are carefully designed inside and out, with highly detailed cockpits and interactive instruments. Players can interact with switches, buttons and controls like real racers, enhancing the authenticity and gaming experience. The visual experience of X Plane 11 is exceptional. The game features highly detailed landscapes with precise topography and realistic weather phenomena. The world feels alive and dynamic, from densely populated cities to vast rural areas. The game’s use of high-resolution textures, realistic lighting, and weather effects such as rain, snow, and thunderstorms contribute to a visually stunning experience.
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X-Plane 11’s global landscape covers a significant portion of the world, allowing players to explore various locations, airports, and landmarks. Additionally, the game supports a robust modding community that allows players to create and share their planes, stages, and mods, increasing the game’s content and replayability. For those looking for a more structured experience, X Plane 11 offers a variety of missions and challenges that test your flying skills. These missions range from simple takeoffs and landings to more complex scenarios and offer different challenges for player engagement. The game includes a large selection of aircraft, from small single-engine propeller planes to large aircraft.
Whether you’re an experienced aviator or new to the world of aviation, X-Plane 11 offers a rich, highly detailed flight simulation experience that can be tailored to your preferences. Its commitment to realism, a wide variety of aircraft, global landscapes, and an active modding community make it the first choice for those looking for it. While I don’t know of a specific version of 5000 Worlds, X-Plane 11 offers a wide variety of scenario options, including a global terrain grid and the ability for users to add custom scenarios and airports. X-Plane 11 is a highly realistic flight simulator designed to provide a detailed and immersive flight experience for both beginners and experienced virtual pilots. Below are some important features and aspects of the game.
One of the strong points of X-Plane 11 is its extensive library of third-party add-ons. These add-ons include additional aircraft, scenario upgrades, and expansions that can significantly expand and improve the simulator’s capabilities. As for the “Worlds” you mentioned, at the time of my last update, I was not aware of any specific feature or expansion pack called” associated with X-Plane 11. It may be a mod or a user. -Plugin created and released after my last update. Players can manipulate weather conditions to simulate different scenarios, from clear skies to violent storms. This feature adds depth to the exercises and increases overall realism.
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- X-Plane is known for its highly accurate flight physics engine. It simulates the aerodynamics of aircraft in a very realistic manner, taking into account factors like airfoil design, weight, balance, and environmental conditions.
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OUR VISION: Is to live up to our name! Over the course of the next several years we will bring high quality FAA/PMA approved products to the market at substantially lower prices than the competition.
My name is Ray DePouli, the founder of Affordable Aviation, my son Adam DePouli is President/CEO. We are proudly producing safety related products that are needed and work!
I have been flying for 55 years, it started when my father (Army Aviation) bought me an introductory flight when I was 14 years old. I have owned the same PRISTINE 1973 Cessna 172M for 35 years. Adam has been flying since 2005, he is the third-generation pilot in the family and we hope to pass on the joy and privilege of flight to his children.
Both Adam and I are accomplished pilots, I am CFII, MEI with thousands of hours, Adam is an instrument rated Commercial pilot. I had the pleasure of helping Adam earn his PPL, Instrument rating and Commercial license. The next notch on Adam’s belt will be CFI so he can teach his children to fly and keep the tradition in the family alive.
We wanted to give back to the aviation community and the way we elected to do this is to bring, as our name implies, Affordable Aviation products to the marketplace. Our first PMA approval was for Cessna Headrest Assemblies, used Cessna headrest are nearly impossible to find in the open market.
Currently, Affordable Aviation has several FAA/PMA approved products, more projects are in various stages of development. Our target is 5 new FAA/PMA approved product per year. Prices we be reasonable and AFFORDABLE.
We have always felt that a problem unsolved is often an opportunity for creative success. The opportunities in aerospace manufacturing are unlimited! My role in the company is to coordinate all technical and administrative information, Adam’s role(s) are centered on engineering and prototype fabrication.
The Affordable Aviation business started by accident (almost literally), In September of 2020 I was at KHIO in Oregon for about 30 minutes, got back into the plane…, cleared for takeoff and before I turned crosswind I was stung twice by a couple of wasps! A lesson learned the hard way! This event made me realize how serious a problem bugs in the cockpit can be. A few months later after we completed the research we started producing air inlet plugs for Cessna 100/200 series aircraft, advertised mainly on Facebook, the global response has been amazing, the ongoing customer comments have inspired us to keep going and expand the product line for Beechcraft and Mooney models. The plugs are patent pending. Other aircraft model plugs will be developed over time.
Whether your plane is on the ramp or in the hangar Remove Before Flight Air Inlet Plugs are another step in the PAVE checklist that pilots can take to ensure a safe flight.


U.S. Missile Defense and Regional Security
Deputy Assistant Secretary, Bureau of Verification, Compliance, and Implementation
Thank you for your kind introduction. It’s great to be back here in Israel. I am very pleased and honored to be here on behalf of Secretary of State Hillary Clinton and Under Secretary of State Ellen Tauscher. This conference serves to highlight the key challenges from the proliferation of ballistic missiles, particularly short-range and medium-range threats, and the importance of missile defense in responding to those challenges. Indeed, these threats affect the entire international community, and Israel faces some of the most severe of them.
In my remarks today, I’d like to accomplish three things. First, I’d like to explain the United States’ new approach to missile defense. Second, I’ll share why the new U.S. approach to missile defense outlined in the recently released Ballistic Missile Defense Review (BMDR) is important for Israel, and why we believe that improvements in the U.S. missile defense posture will benefit both regional stability and Israel's security. And third, I’ll explain why the Obama Administration supports missile defense cooperation with Israel.
THE NEW APPROACH TO MISSILE DEFENSE
Let me begin by saying that missile defense cooperation between the United States and Israel has been going on for a long time and is built on a solid foundation. Israel was one of the first U.S. partners in missile defense when we initiated the joint Arrow program over two decades ago.
Missile defense plays an important role in the broader U.S. international security strategy. Missile defense supports diplomacy and defense, two of the three pillars of our international security strategy (the third pillar being development). Missile defense assures our allies and partners that the United States has the will and the means to deter and, if necessary, defeat a ballistic missile attack against our allies and our forward deployed troops and assets. Missile defense also provides U.S. and allied forces with freedom of maneuver by helping to negate the ability of regional actors to inhibit or disrupt U.S. military access and operations in the region.
Less obvious, perhaps, is the role of missile defense in supporting our diplomatic objectives. Our potential adversaries use ballistic missiles in peacetime as tools to support their diplomatic objectives, and sometimes to intimidate or coerce their regional neighbors. By offering missile defense as a means of regional protection, we enhance the credibility of U.S. extended deterrence commitments for our allies and friends. This, in turn, enables us to build coalitions for accomplishing shared objectives. For example, our friends and allies are therefore free to respond diplomatically to these threats because they have confidence that an effective missile defense strategy is in place.
The presence of missile defense also provides more options for the peaceful resolution of disputes, thereby enhancing regional stability and extended deterrence. Finally, missile defense also provides us the ability and time to pursue diplomatic solutions to crises that we do not want to allow to escalate.
With that as background, let me next discuss the new U.S. approach to missile defense and how it was developed. This new U.S. approach was largely driven by two factors: growth in the regional ballistic missile threat, and new technology opportunities offered by increasingly capable missile defense systems.
The overwhelming ballistic missile threat to deployed U.S. forces and our friends and allies around the world comes from short- and medium-range ballistic missiles. Current global trends indicate that ballistic missile systems are becoming more flexible, mobile, survivable, reliable, and accurate, while also increasing in range. A number of states are working to increase the protection of their ballistic missiles from pre-launch attack and to increase their effectiveness in penetrating missile defenses. Several states are also developing missiles suitable for delivering nuclear, chemical, and/or biological payloads.
States like Iran and North Korea also continue to pursue technologies to support long-range missile development, such as space launch vehicles, but there remains uncertainty about when a missile threat to the U.S. homeland will mature. As a result of these two key factors, the United States has rebalanced the missile defense program to focus greater attention on countering the current threat to U.S. forces, Allies, and partners while maintaining our ability to defend the homeland.
This rebalancing of the missile defense program began in the Fiscal Year 2010 budget. In that budget, funding for regional missile defense systems, such as the Aegis Ballistic Missile Defense and the Terminal High Altitude Area Defense systems, was increased by almost $1 billion. This trend toward increased funding for regional missile defense systems has continued in the President’s Fiscal Year 2011 budget. The Administration also made a number of other adjustments to the program, including capping the number of long-range interceptors based in Alaska and California at 30. In the FY11 budget, the United States is maintaining and improving our effective capability against long-range threats to the United States by continuing to invest and ensure that the system is well-tested and operationally effective.
This approach was crystallized in the Ballistic Missile Defense Review, or BMDR, which was submitted to Congress in February of this year. The BMDR comprehensively considered U.S. ballistic missile defense policy, strategy, plans, and programs. The BMDR endorses aligning the missile defense posture with the near-term regional threat while sustaining and technically enhancing our ability to defend the U.S. homeland against a limited long-range attack.
The BMDR established certain policy priorities based on Presidential guidance. They are:
- The United States will continue to defend the homeland against the threat of limited ballistic missile attack.
- The United States will defend against regional missile threats to U.S. forces, while protecting our allies and partners and enabling them to defend themselves.
- Before new capabilities are deployed, they must undergo testing that enables assessment under realistic operational conditions.
- The commitment to new capabilities must be fiscally sustainable over the long term.
- U.S. ballistic missile defense capabilities must be flexible enough to adapt as threats change.
- The United States will lead expanded international efforts for missile defense.
Let me expand on this last priority, international cooperation on missile defense.
The United States seeks to prevent the development, acquisition, deployment, and use of ballistic missiles by regional adversaries. By reducing our adversaries’ confidence in the effectiveness of such attacks, deterrence is enhanced. It is clear that regional differences in geography, history, and relationships influence the scope and focus of missile defense cooperation activities. The BMDR acknowledged the unique deterrence and defense requirements for each region. It recommended pursuing region-by-region approaches based on the following three principles:
- First, the United States will strengthen regional deterrence architectures by building them on a solid foundation of strong cooperative relationships and appropriate burden sharing with our allies.
- Second, the United States will pursue a Phased Adaptive Approach (PAA) within each region that is tailored to the threats unique to that region, including the scale, scope and pace of their development, and the capabilities available and most suited for deployment. By “phased” and “adaptive” we mean implementing the best available technology to meet existing and evolving threats. If the threat evolves differently or in an unforeseen manner, we can review and adapt the architecture as necessary. As more capable interceptor technology is tested, proven, and available, we will phase that technology in to counter the increasing range and complexity of missile threats that we, our allies, and partners face.
- Third, as demand for missile defense assets within each region is expected to exceed supply, the United States will develop capabilities that are mobile and can be relocated in times of crisis. This should help deter would-be adversaries in all regions from thinking they can gain some long-term advantage.
MULTILATERAL AND BILATERAL COOPERATION
The United States is working bilaterally and multilaterally with our allies and friends throughout the world to develop and deploy missile defense. I’d like to give you a brief rundown of our efforts. In Europe, the Administration is committed to implementing the PAA within a NATO context. The PAA provides greater capability for defending our allies and deployed U.S. troops sooner from the growing threat posed by short- and medium-range ballistic missiles. It can also incorporate new technologies quickly to adapt as the threat emerges and our technologies continue to mature. The new approach will be deployed in four phases, from 2011 to about 2020, to respond as ballistic missile threats develop. The European PAA (EPAA) is representative of how we plan to apply in practice the policy priorities that I described earlier. Poland and Romania have agreed to participate in the EPAA, and NATO Allies have welcomed EPAA as playing an important role for the Alliance as part of a broader response to counter ballistic missile threats.
Also in Europe, we have collaborated with the United Kingdom and Denmark to upgrade the Fylingdales and Thule early warning radars, and are continuing the co-development of the Medium Extended Air Defense System with our partners, Germany and Italy.
In East Asia, the United States is taking a bilateral approach to missile defense cooperation with our friends and allies. We have made considerable strides in BMD cooperation and interoperability with Japan. Japan has acquired a layered integrated missile defense system that includes Aegis BMD ships, PAC-3 fire units, early warning radars, and a command and control system. One of our most significant cooperative efforts is the co-development of a next-generation SM-3 interceptor, called the Block IIA. We also worked cooperatively to deploy a forward-based X-band radar in Japan.
In the Middle East, in addition to our missile defense cooperation with Israel (which you will hear more about shortly), we are working with our partners in the Gulf Cooperation Council (GCC).
Furthermore, as we have made clear numerous times, we also seek to cooperate with Russia. As Secretary Clinton said in January, the United States and Russia face similar threats from the proliferation of ballistic missiles, and so the United States would welcome the opportunity to cooperate with Russia on missile defense. I would also note the U.S. missile defense capabilities are not directed at Russia and represent no threat to Russia’s strategic deterrent.
BILATERAL COOPERATION WITH ISRAEL
Of immediate interest to this audience is U.S. missile defense cooperation with Israel, which is central to our efforts to defend against ballistic missile threats emanating from the Middle East. Let me start off by discussing the threat, starting with Iran.
- Iran has developed and acquired ballistic missiles capable of striking deployed forces, allies, and partners in the Middle East and Southern Europe. It is fielding increased numbers of mobile regional ballistic missiles and claims to have incorporated anti-missile-defense tactics and capabilities into its ballistic missile forces. Iran has also flight-tested a solid-propellant medium range ballistic missile (MRBM) with a claimed range of 2,000 km. It is likely working to improve the accuracy of its short-range ballistic missiles (SRBMs).
- Syria possesses hundreds of mobile SCUD-class and short-range ballistic missiles. These weapons are capable of reaching much of Israel and other states in the region. We are very concerned by reports that Syria has transferred SCUD missiles to Lebanese Hizballah. All states have an obligation under UN Security Council Resolution 1701 to prevent the importation of any weapons into Lebanon except as authorized by the Lebanese Government.
- Hizballah and Hamas (particularly the former) are capable of conducting irregular warfare campaigns that include, in the case of Hizballah, launching thousands of short-range rockets into Israeli population centers. Hizballah is attempting to expand its reach and effects by acquiring rockets with greater range and accuracy.
We are working with Israel on a number of missile defense activities to address these threats, from plans and operations to specific programs:
- BMD Operations and Plans: In addition to conducting the Biannual Juniper Cobra missile defense exercise with Israel in November 2009, the U.S. and Israel continue to meet regularly and coordinate extensively on a wide range of missile defense issues.
- Arrow Weapons System: The Arrow System provides Israel with an indigenous capability to defend against short- and medium-range ballistic missiles. The United States and Israel are co-producing the Arrow-2 missile defense system and engaged in additional BMD research and development activities. We are also working closely together on an improved version of the Arrow missile – the Arrow-3 – that will allow the system to engage threat missiles at greater ranges.
- X-band Radar: In September 2008, the United States and Israel worked together closely to deploy an X-band radar to Israel intended to enhance Israel’s defense.
- David’s Sling: The United States and Israel are co-developing the “David’s Sling” Weapon System (DSWS) to defend against short-range rocket and missile threats falling below the optimal capability for Israel’s Arrow interceptor.
All of these activities provide numerous benefits to Israeli security. They are built on a strong foundation of partnership that enables Israel and the United States to meet emerging security challenges, to focus on real threats, and to rely on proven system and technical solutions to those threats. Regional deterrence will be improved as missile-armed adversaries will find it difficult to threaten and coerce their neighbors in the Middle East and beyond.
However, the growing proliferation of missile threats, especially those with ranges of less than 1,000 kilometers, mean that regional demand for U.S. BMD assets is likely to exceed supply for some years to come. This places a premium on developing flexible, adaptable, and relocatable defense capabilities and in encouraging the development of missile defense capabilities by our regional partners.
This is why our collaborative missile defense efforts are so important. Together we can work to protect what we value and what our adversaries will seek to put at risk, both now and in the future. The combination of U.S-Israeli cooperation on BMD research and development, deployment of proven technologies and weapon systems such as the Arrow, and plans and operational experience through joint exercises and training, will go far in enhancing Israeli security and our mutual interests.
Let me conclude with a few thoughts.
First, missile defenses offer numerous advantages, including the opportunity to enhance the credibility of U.S. extended deterrence commitments for our allies and friends. Missile defenses also provide more options for the peaceful resolution of disputes.
Second, the new U.S. approach to missile defense outlined in the Ballistic Missile Defense Review is beneficial for Israel as well as our other regional allies, and builds on the strong foundation of U.S.-Israeli missile defense cooperation.
Finally, the United States remains committed to working closely with our friends, allies, and partners around the world, including Israel, to defend against the mutual threats we face, and we believe that our new approach allows us to more effectively accomplish this goal.
Thank you for the opportunity to speak to you today. I look forward to your questions.


Drone technology is still developing, pushing the limits of what is conceivable for aerial photography and filmmaking. The features, advantages, and overall experience of using FPV Goggles for an immersive first-person view (FPV) flying journey will be covered in this blog post.
What are FPV goggles?
For an immersive and real-time view of what your drone sees as it flies, DJI FPV Goggles provide a high-quality and high-definition view that transports you into the pilot’s seat. The goggles feature low-latency video transmission, allowing you to see and control your drone with remarkable precision and responsiveness.
Immersive FPV experience
An unmatched immersive experience is possible by using FPV Goggles. You can see the drone’s surroundings clearly and vividly on the high-resolution displays, giving you the impression that you are flying through the air. You can even modify the visual characteristics and broaden the field of view to suit your preference and to enhance the FPV experience.
The low-latency video transmission is one of FPV Goggles’ most notable features. This means that the video feed from the drone to the goggles has minimal delay, allowing for real-time control and a seamless flying experience. The low latency ensures that the movements of the drone are accurately and instantly reflected in what you see through the goggles, enhancing control and responsiveness.
Advanced flight modes
FPV Goggles offer a range of flight modes that cater to both beginners and experienced FPV pilots. The goggles support different flight modes, including Manual Mode for full control, Attitude Mode for simplified flying, and GPS Mode for enhanced stability and safety. These modes provide flexibility and allow pilots of all skill levels to enjoy FPV flying with ease.
Intelligent features and safety
In addition to the immersive experience, FPV Goggles incorporate intelligent features to enhance safety and ease of use. Obstacle sensing sensors on the drone can provide alerts and warnings if obstacles are detected, helping you avoid collisions. The goggles also display key flight information, such as battery level, signal strength, and flight mode, allowing you to monitor important data during flight.
Compatibility and integration
FPV Goggles are designed to seamlessly integrate with other products and technologies. They work in tandem with FPV drones, allowing for a comprehensive and optimized FPV flying experience. The goggles can also be paired with motion controllers, providing an alternative and intuitive way to control the drone’s flight path.
When using FPV Goggles, it’s important to be aware of and comply with local drone regulations and flight restrictions. Understanding the legal requirements and flying responsibly ensures a safe and enjoyable experience for yourself and others.
FPV Goggles revolutionize the FPV flying experience, providing pilots with an immersive and exhilarating perspective. With their high-resolution screens, low-latency transmission, and advanced flight modes, these goggles offer seamless and precise control over the drone. Whether you’re a beginner exploring the world of FPV flying or an experienced pilot seeking new thrills, FPV Goggles open up a whole new realm of possibilities in aerial exploration and creative expression.


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Discovery and Beyond
Wall Street Journal Op-Ed (8/1/2005)
By Charles Beichman
The fact that the Space Shuttle Discovery's External Tank continues to
shed large pieces of insulating foam shows that the conditions that led
to the Columbia tragedy have not been completely eliminated.
Fortunately, there is no indication of any threat to Discovery itself,
but the problem serves to highlight the risks inherent to human
spaceflight. As NASA engineers work to understand the implications of
this recurring problem, NASA and the nation must debate how to balance
the nation's space program in the longer-term context of its two main
goals: science and exploration.
Many scientists are worried that they will be forced to pay the price of
delayed or cancelled missions for a renewed commitment to human
exploration and the ever more pressing need for a new, human-rated space
vehicle to replace the Shuttle. However, we must recognize that the
dichotomy between science and exploration is a false one: the best
science is exploration and true exploration builds on the best science.
In 1767, the British government sent Captain Cook and scientist Joseph
Banks to Tahiti for reasons of astronomical research, exploration, and
empire. In 1972, the United States achieved a similar milestone for
equally mixed reasons when we landed a practicing geologist, Harrison
Schmitt, on the moon to explore its surface. A successful space program
will support both science and exploration.
In the past decade, robotic spacecraft and telescopes have been our
primary vehicles of exploration. American and European scientists and
engineers, working together or in friendly competition, have forged
modern technology into extensions of our human senses to let us
investigate the planets and moons in our own and other planetary
systems. With our cameras on landers and rovers we see rocks and river
basins on Mars and Saturn's moon Titan; with the Spitzer telescope we
sense the heat of another Jupiter orbiting its parent star; with the
microphone on the Huygens lander we hear the sounds of the alien world
Titan; with our remote handling tools, spectrometers, and chromatographs
we bring the modern analogues of touch, taste and smell to chemical
analyses of planetary soils and even of planets orbiting other stars.
Even if the applications of this research are not immediate, the
questions are profound and long-standing, touching on the birth, life,
and death of the Universe, as well as on the creation, evolution and
ultimate fate of life. Is life an imperative of the laws of physics and
chemistry? Is the Universe habitable by chance or design? Does the
Universe teem with life or are we alone? These are debates of science,
of philosophy, and of belief stretching back more than 2,400 years as
suggested by a quote from the Greek philosopher Epicurus (ca 300 BC):
"There are infinite worlds both like and unlike this world of ours. . .
. We must believe that in all worlds there are living creatures and
plants and other things we see in this world." We can now reframe this
debate with new facts using 21st Century technology. The importance of
these questions and the excitement of discovery creates and nourishes
curious minds. Watching the Mercury, Gemini, and Apollo launches
inspired the career choices of many of today's scientists and engineers.
The 12 billion hits on the Mars Rover Web sites suggest that today's
space science results are doing the same for the next generation.
While robotic space science has produced glorious results (and a few
inglorious debacles) over the past decade, human spaceflight has
languished without clear goals. If you think of the Space Shuttle as
tugboat in the harbor of low-earth orbit, then the International Space
Station is a man-made island built in the middle of the harbor for want
of a better destination for the tugboat. While both the Shuttle and the
Space Station are wonderful engineering accomplishments, no one can
really explain why were they built other than to keep the human
spaceflight program alive while waiting for something better to happen.
Unfortunately, instead, while we were waiting, something worse happened:
14 astronauts died in two horrible shuttle accidents. While the skill
and courage of our astronauts is beyond measure, the tasks we have given
them are not worthy of the risks they bear with each launch and each
It is valid to question whether humans should go into in space at all.
Instead of indulging our romantic notions of Star Wars, why not just
send R2-D2 and C3PO? Then, if a mission fails, a few review boards will
investigate the technical reasons for the failure, but no lives would be
lost and no bereft families would need a president's consolation. But
the urge to explore has defined humanity for tens of thousands of years
as we migrated from continent to continent, outward from Africa to
Europe, Polynesia and the Americas. In "Guns, Germs and Steel," Jared
Diamond describes an atavistic urge to go over the next mountain range
or beyond the ocean's horizon, to move from where we are to where we
might be. The modern expression of these urges leads to our search for
water and life on Mars, to the search for habitable planets orbiting
We will first expand our horizons robotically because it is cheapest and
safest, but when it becomes possible, we will eventually expand
humanity's physical presence to the only other planet capable of
supporting life as we know it, Mars. This exploration will not be cheap.
It certainly will not be risk-free and it will not happen soon. But once
we have used our robotic scouts to identify interesting places to visit,
e.g. geothermal hot spots where liquid water might be found or recently
discovered sites of methane gas, we will ultimately send human scouts to
continue a migration that started 100,000 years ago.
How can NASA balance science and exploration? For exploration, we should
acknowledge that humans have little more to learn in low earth orbit.
NASA should satisfy our international commitments by bringing the
International Space Station to a minimum level of completion as soon as
possible and then move onto more important business. Let Virgin Galactic
offer private harbor tours to rich tourists. We must leave the harbor
and venture again into the "blue water" of deep space. Following
President Bush's post-Columbia vision for space exploration and under
Dr. Griffin's leadership, NASA has started down this path, but long term
congressional support will be critical to this expensive undertaking and
the continuing problems with a fragile, ageing Space Shuttle fleet give
great urgency to the identification of a new approach.
For space science, the science community, working with NASA and through
the National Academy, has laid out programs that will search for
habitable environments on Mars and Jupiter's moon Europa, look for
potentially life-bearing planets orbiting nearby stars, identify the
first galaxies forming after the Big Bang, and study the birthplaces of
the first black holes. In today's difficult budget environment not all
new science projects will be affordable and not all existing projects
can be funded indefinitely into the future. Not if we are to gain the
most important new capabilities. Continual prioritization of scientific
goals, careful selection and management of projects of appropriate size
to ensure a continuous flow of new ideas, and competition between
talented teams of scientists and engineers will ensure the continuation
of the legacy of the Hubble Space Telescope and the Mars Rovers.
If, in the difficult debates over what to do next and what to give up,
we are guided by a critical self-examination to ensure that we are
addressing the most pressing scientific questions and daring the most
audacious goals in human exploration, then we will convince our fellow
citizens that our efforts are worthy of their continued support.
Congratulations to Discovery and godspeed you home.
Mr. Beichman is an astronomer and the executive director of the
Michelson Science Center at the California Institute of Technology.


SpaceX is set to launch its Crew Dragon spacecraft on February 27, 2023, carrying four NASA astronauts and two international crew members to the International Space Station (ISS). This mission, known as Crew-6, will be the sixth operational flight of the Crew Dragon spacecraft and the 25th crewed mission to the ISS.
The Crew-6 astronauts will spend approximately six months on board the ISS, conducting research and performing maintenance tasks. They will also participate in a series of spacewalks to install new solar arrays and upgrade the station’s power systems. This mission marks the first time that a Crew Dragon spacecraft will dock at the ISS’s newly installed international docking adapter on the Harmony module.
The four NASA astronauts on board the spacecraft are Raja Chari, Tom Marshburn, Kayla Barron, and Matthias Maurer. The two international crew members are Samantha Cristoforetti from the European Space Agency and Soichi Noguchi from the Japan Aerospace Exploration Agency.
The Crew Dragon spacecraft will launch atop a Falcon 9 rocket from Launch Complex 39A at NASA’s Kennedy Space Center in Florida. This launch marks the third crewed mission to be launched from the United States since the end of the Space Shuttle program in 2011.
SpaceX has been working closely with NASA since 2014 as part of the Commercial Crew Program to develop a new generation of spacecraft capable of transporting astronauts to and from the ISS. The successful completion of the Crew-6 mission will further demonstrate the reliability and capabilities of SpaceX’s Crew Dragon spacecraft and Falcon 9 rocket, paving the way for future crewed missions to the ISS and beyond.


Aviation and Banking Attorney Brian E. Kersey Joins Bodman PLC
Bodman PLC is pleased to announce that experienced aviation and banking attorney Brian E. Kersey has joined the firm as a member in the Grand Rapids office.
Kersey has an extensive background in commercial finance and aviation law matters, including many complex transactions involving personal and corporate aircraft. His aviation law practice encompasses a wide variety of areas, including purchases and sales, regulatory compliance, risk management, tax planning, Part 91 and Part 135 operations, and management and leasing arrangements for both aircraft and hangar space. He has extensive experience in international aviation purchases and sales. His aviation clients range from individuals buying or selling single engine aircraft to family offices and corporate flight departments buying or selling large cabin jet aircraft, with the aircraft being based throughout the United States.
His commercial finance practice includes extensive experience representing both lenders and borrowers in syndicated loan facilities, secured and unsecured term loans and revolving credit facilities, real estate and construction lending.
“We are excited to have an attorney of Brian Kersey’s stature in the Grand Rapids business community join the firm,” said Bodman Chair Carrie Leahy. “His commercial finance experience adds depth to our banking practice and his significant aviation law experience adds a new dimension to the services we offer.”
Before joining Bodman, Kersey practiced law with two highly respected Michigan-based business law firms and in the Grand Rapids office of an AmLaw 100 national law firm. He began his professional career as a commercial loan officer for a major regional bank.
Kersey is a former chair and the current treasurer of the State Bar of Michigan Aviation Law Section Council. He is a member of the National Business Aviation Association and The Economic Club of Grand Rapids. He serves as President of the Bills Lake Association and is a long-time volunteer fundraiser for Helen DeVos Children’s Hospital in Grand Rapids.


first incorporated his small start-up company in Seattle as the Pacific Aero Products Co., Boeing celebrated its centenary in 2016 as the world’s largest aerospace
company and America’s biggest exporter of manufactured products.
With revenues of $93 billion last year and 140,000+ employees in over 65
countries working on commercial jetliners, space and defense systems, and financial services, Boeing now has more than 10,000 commercial jetliners in active service around the world and its freighters carry almost 90 per cent of the world’s air cargo.
Determined to make its second century as
successful as its first, Boeing has recently un-dertaken a number of corporate initiatives to
capitalize on its long tradition of innovation and
customer focus by creating new internal organizations, including the Boeing Global Services
division, which consolidates its aftermarket expertise and solutions across engineering, digital
analytics, supply chain, and training; its Hori-zonX group, which is seeking out new business
ventures aimed at unlocking the next generation
of game-changing ideas, products, and markets;
Boeing AnalytX, bringing together 800 analytics experts from across the company to help turn
data into actionable insights and data-driven
customer services; and most recently, Boeing
Additive Manufacturing, which combines the
expertise and capabilities of a number of the
company’s 3D-printing design and production
activities across the organization.
Kim Smith, Vice President and General
Manager of Boeing Commercial Airplanes
Fabrication operations, is now leading the
implementation strategy for Boeing’s additive
manufacturing activities across the company.
In our latest Dialogue with a manufacturing industry thought leader, Smith talks with Executive
Editor Paul Tate about the transformational potential of additive manufacturing, understanding
the difference between data and meaningful information, and the importance of collaboration,
leadership empathy, and enterprise agility along
the journey to Manufacturing 4.0.
Q: What’s the scope of your current
role at Boeing?
A: I’ve been fortunate to have some diverse
experiences during my time with Boeing,
and I’m in an extraordinary assignment
now as Vice President and General Manager
of the Commercial Airplane Fabrication
team, which is the largest supplier to Boeing Commercial Airplanes. Fabrication is a
worldwide organization with operations at
12 major sites in four countries and approximately 15,000 employees. We have a diverse
set of capabilities where we engineer and
manufacture everything from electrical and
interior systems, to engine inlet assemblies,
advanced composite structures, and tooling.
I was also recently appointed to lead Boeing’s effort to integrate, leverage, and accelerate
our 3D printing capability across the company.
Q: What excites you most about your roles?
A: A lot of things excite me about working
here. I’m extremely passionate about serving
our customers and Fabrication gives me a
great opportunity to connect with them, understand the missions they are carrying out,
and find ways to better help their businesses.
I’m also excited by spending time with
the many talented employees in Boeing and
tapping into that talent. It’s hard to find me
happier than when I’m just out and about,
walking throughout any of our operations,


This course, given as a graduate-level course (#088900) in the Faculty of Aerospace Engineering, will expose the participants to the emerging technology of distributed space systems, a concept of distributing the functionality of a single spacecraft between several closely-flying satellites. The students will learn modeling techniques of relative spacecraft motion using various dynamical models, different control strategies that enable a myriad of cooperative tasks, and basic relative navigation methodologies. The students will also get acquainted with the fundamental system engineering tradeoffs associated with the design of multiple-spacecraft missions, and be exposed to a number of applications such as sparse-aperture imaging, geolocation and remote sensing.
2. Course Learning Objectives
The course is aimed at extending the knowledge and understanding of space systems by presenting the challenges associated with multi-spacecraft systems. Compared to traditional courses, this course will expose the students to the possibility of designing more efficient space systems by distributing the functionality among several cooperating spacecraft. The students will be thus familiar with the forefront of space systems technology, devoted to the development, research and design of multiple spacecraft missions. In particular, the course learning objectives are as follows:
1) To understand the description of non-Keplerian motion in rotating coordinates;
2) To be able to formulate astrodynamic problems using analytical methods;
3) To present the forefront of current research in spacecraft formation flying;
4) To learn how to model relative motion using orbital elements;
5) To be able to design and simulate cooperative control systems;
6) To gain a systematic view of the distributed space systems engineering;
7) To understand the design and operation of precision electric propulsion devices;
8) To be familiar with future applications that require multiple spacecraft.
3. Short Syllabus
Keplerian orbital mechanics. Orbital perturbations. The general relative motion problem. Impulsive stationkeeping. Linear formation flying dynamics and control. High-order relative motion equations. Formulation of relative motion using orbital elements. Canonical modeling of relative motion. Perturbation-invariant formations. Nonlinear formation control. Centralized and de-centralized formationkeeping. Low-thrust propulsion for formation flying. Relative navigation in space. Applications: Sparse-aperture imaging, geolocation, remote sensing.
|1-3||Keplerian orbital mechanics: Motion in a central field, conic sections, classical orbital elements, the time equation, coordinate system|
|4-6||Orbital perturbations: Gauss’s variational equations, Lagrange’s planetary equations, influence of oblateness, drag, solar pressure, third body effects.|
|7-9||The general relative motion problem: Nonlinear relative motion equations, the energy matching condition, impulsive formationkeeping, formulation using polar coordinates.|
|10-12||Linear relative motion dynamics: Hill-Clohessy-Wiltshire (HCW) equations, linear formation flying control strategies, LQR formationkeeping.|
|13-15||High-order relative motion equations: Lagrangian mechanics, Euler-Lagrange equations, Legendre polynomials.|
|16-18||Relative motion modeling using classical osculating orbital elements: Motion relative to circular and elliptic reference orbits.|
|19-21||Hamiltonian dynamics: Legendre transformation, canonical transformations, Hamilton’s equations.|
|22-24||Canonical modeling of relative motion: epicyclic orbital elements.|
|25-27||Perturbation-invariant relative motion: J2-invariant motion, frozen formations.|
|28-30||Nonlinear formation flying control: Lyapunov-based methods, feedback linearization, intelligent control, precision formation flying, deep-space formation flying, fuel optimization.|
|31-33||Systems engineering aspects: Centralized and de-centralized spacecraft formation flying control, survivability, adaptability, flexibility, safe-mode operation.|
|34-36||Propulsion for stationkeeping and formationkeeping: FEEPs, PPTs, Hall thrusters, propulsion tradeoffs.|
|37-40||Relative navigation; Applications: Future and existing projects, large-baseline interferometry, sparse-aperture imaging, geolocation, remote sensing.|
Alfriend, K.T., Vadali, S.R., Gurfil, P., How, J.P., Breger, L., Spacecraft Formation Flying: Dynamics, Control and Navigation, Elsevier, Oxford, UK, 2010.
Battin, R. H., An Introduction to the Mathematics and Methods of Astrodynamics, AIAA Education Series, 5th Ed., 1999.
Bate, R. R., Mueller, D. D., and White, J. E., Fundamentals of Astrodynamics, Dover, 1971.
Goldstein, H., Poole, C., and Safko, J., Classical Mechanics, Addison-Wesley , 3rd Ed., 2002.
Clohessy, W. H., and Wiltshire, R. S., “Terminal Guidance System for Satellite Rendezvous”, Journal of the Astronautical Sciences, Vol. 27, No. 9, Sep. 1960, pp. 653-678.
Inalhan, G., Tillerson, M., and How, J. P., “Relative Dynamics and Control of Spacecraft Formations in Eccentric Orbits”, Journal of Guidance, Control and Dynamics, Vol. 25, No. 1, January 2002, pp. 48-60.
Alfriend, K. T., and Schaub, H., “Dynamics and Control of Spacecraft Formations: Challenges and Some Solutions”, The Journal of the Astronautical Sciences, Vol. 48, No. 2, April 2000, pp. 249-267.
Schaub, H., Vadali, S. R., and Alfriend, K. T., “Spacecraft Formation Flying Control Using Mean Orbital Elements”, The Journal of the Astronautical Sciences, Vol. 48, No.1, 2000, pp.69-87.
Schaub, H., and Alfriend, K., “Hybrid Cartesian and Orbit Elements Feedback Law for Formation Flying Spacecraft”, Journal of Guidance, Control, and Dynamics, Vol. 25, No. 2, March-April 2002, pp. 387-393.


Fly Like Never Before: Unusual Air Sports for the Adventurous
When it comes to adventure sports, people often think about activities like bungee jumping, skydiving, or paragliding. However, there are some truly unique air sports that take the concept of adventure to a whole new level. If you have a thirst for adrenaline and want to experience the thrill of soaring through the skies in unconventional ways, here are some unusual air sports that you should definitely try:
1. Jet Wing Flying
Imagine having wings strapped to your back and propelling through the air like a superhero. Jet wing flying, also known as jetpack flying, offers you just that. This futuristic air sport involves strapping a backpack-like device equipped with jet engines to your back. With a skilled pilot controlling the thrust, you can experience the sensation of personal flight. It requires balance, control, and courage but promises an exhilarating experience like no other.
If you've ever dreamed of flying like a bird, paramotoring can make those dreams come true. Paramotoring involves a paramotor, which is essentially a motorized paraglider. This compact aircraft consists of a small engine and propeller strapped to your back, while a paragliding wing canopy above provides the lift. By running a few steps, the engine propels you into the air, and you can enjoy the sensation of free-flight. It combines the thrills of motorized aviation with the serenity of paragliding, giving you an unmatched flying experience.
3. Wing Suit Flying
Wing suit flying takes the art of skydiving to an entirely new level. A wing suit is a specialized jumpsuit with fabric under the arms and legs, creating a wing-like surface. This unique design allows flyers to glide through the air, imitating the flight of a bird or a flying squirrel. By utilizing this special suit, skydivers can achieve horizontal movement and steer themselves through the air. Wing suit flying requires extensive training and experience, but the sense of freedom and the breathtaking views it offers are well worth the effort.
4. Aerobatic Gliding
For those seeking a mix of adrenaline and precision flying, aerobatic gliding is the perfect choice. Aerobatic gliders are specially designed aircraft that excel in performing acrobatic maneuvers. Unlike traditional gliders, aerobatic gliders can execute daring stunts such as loops, rolls, and spins. Piloting these agile machines demands skill, coordination, and a strong stomach. Aerobatic gliding allows you to experience the thrill of gravity-defying maneuvers while also enjoying the peace and quiet of soaring through the sky.
5. Base Jumping
If you're an extreme adrenaline junkie, base jumping might be the ultimate air sport for you. BASE stands for Building, Antenna, Span, and Earth, which represents the four types of fixed objects participants can jump from. Unlike traditional skydiving, base jumping involves leaping from a fixed object and deploying a parachute at a low altitude. It offers an intense rush due to the close proximity to the ground and the relatively short freefall time. Base jumping requires enormous bravery, as even the smallest mistake can have dire consequences. However, it also provides an unmatched sense of exhilaration and accomplishment.
While traditional air sports provide plenty of excitement, trying something off the beaten path can elevate your adventurous spirit to new heights. Whether it's donning a jet wing, gliding through the air in a wing suit, or performing acrobatic stunts in a glider, these unusual air sports promise an adrenaline rush like never before. Embark on these unconventional experiences and discover the joy of soaring through the sky in ways you never thought possible.


In this interview, we talk with author, Purdue alumnus, and astronaut Colonel John H. Casper, (USAF, Ret.) about his forthcoming autobiography, The Sky Above: An Astronaut’s Memoir of Adventure, Persistence, and Faith.
Q: Could you give a brief description of your book?
The Sky Above tells how persistence and determination led me to fly in space, after serving the nation as a combat fighter pilot and test pilot. Despite life-threatening experiences and failures, my spiritual faith was pivotal in overcoming life’s challenges.
Throughout flying stories told in “pilot lingo,” I invite the reader to ride alongside me in the cockpit, feeling the fear of enemy antiaircraft fire and the squeeze of high g-forces during combat maneuvering in jet fighters. I describe exhilarating Space Shuttle launches, the magical experience of weightlessness, and the magnificent beauty of Earth from hundreds of miles above.
Q: What is the goal of your book? What motivated you to write it?
The goal of my book is to tell readers my life story, which is a true adventure of overcoming adversity through dedication, perseverance, passion, and enduring faith to make a lifelong dream and vision a reality. I hope those trying to reach their dreams, whatever they are, will find inspiration; those unsure or challenged in their faith, encouragement.
Q: Military Service is a tradition in your family. You describe a “service before self” family mentality toward your dad’s service as a pilot. Was this mentality impacted by your family’s faith? Conversely, do you think this mentality affected the way you view(ed) and practice(ed) your faith?
Yes, I believe there is a link between my faith and military service, because both ask a person to “serve” something greater than oneself. Christian faith asks you to love God with all your mind, body, and spirit, and to love your neighbor—those around you—as you love yourself. Those in military or government service are serving our country by defending and upholding our foundational values and traditions. Both faith and the military emphasize the idea of serving others, rather than self-centeredness.
While growing up, I watched my grandparents and parents help others as an extension of their faith, and I witnessed their service to our country in both peace and wartime. They didn’t brag about it; they were merely helping those in need or helping our country defeat those who would destroy our way of life. I’m grateful for the strong example they set for me.
Q: Do you have any advice for aspiring astronauts?
My advice to anyone with a dream or vision is to work hard and not be discouraged if you don’t succeed the first time. For most of us, following our passion or dream takes determined, persistent effort over a period of time to reach the goal.
Those who want to be astronauts will need to study hard and perform well in science, technology, engineering and mathematics. NASA also selects a small number of medical doctors in each incoming group. It’s best that you study subjects and work in career areas that interest you or that you have a passion for. Then, if you don’t become an astronaut, you’ll be working in a career field you enjoy.
Q: Do you have any thoughts on what the future of NASA and American space missions might look like? What would you most like to see explored? What challenges do you think NASA and aspiring astronauts will face along the way?
Future missions to the International Space Station, or ISS, will continue as humankind learns how to live and work in space. ISS is a microgravity laboratory with a multi-nation crew (15 nations cooperate) orbiting Earth at 250 miles altitude. The space vehicle weighs nearly one million pounds, has been continuously crewed since 2000, and has conducted over 3000 experiments and technology demonstrations. Because ISS is also valuable as a primary testbed for future deep-space exploration to the Moon and Mars, NASA plans to operate it at least until 2031.
Artemis is NASA’s Moon landing program to learn how to live on other worlds. This time, the goal is to stay by establishing a true outpost on the lunar surface. The first Artemis mission will fly no earlier than June 2022, using the new Space Launch System (SLS) rocket and Orion spacecraft. The mission will be un-crewed to test the rocket and crew vehicle on a 3-week voyage beyond the Moon and back to Earth. Artemis 2 is planned about a year later with a crew of four NASA astronauts on a similar 21-day mission to check out the human support systems in deep space. A lunar-orbiting habitat called Gateway is being built to sustain our ability to explore the lunar surface.
The next step is Mars: NASA’s goal is to land humans on Mars before the end of this century. The commercial company SpaceX also plans to fly humans to Mars. A human mission to Mars is hard because Mars is much, much farther away than the Moon—Mars is 35 to 250 million miles distant from Earth, depending on the two planets’ orbital positions. At their closest point, a trip to Mars takes about nine months with current rocket technology. A round trip could theoretically be completed in 21 months, with three months on the surface to wait for favorable alignment of Earth and Mars orbits before returning.
Future astronauts will face challenges similar to the ones they face today on the International Space Station—reduced or zero gravity, confinement in a relatively small space, isolation and separation from family and friends on Earth, and risk of damage to their spacecraft from micrometeorites. Radiation is the number one threat for deep space missions: ISS is in a low Earth orbit and shielded from most solar radiation by the higher Van Allen belts. However, crews on Moon or Mars missions will be outside that protection and exposed to greater solar radiation and occasional solar flares. Deep space crewed vehicles will require additional radiation shielding to keep the crew healthy.
Q: Is there anything that shocked or surprised you while working on this project?
I was surprised by the amount of time and effort it took me to research, write, and edit even my own memoir, where I knew the storyline! I had written many technical papers before, but crafting a story that interests and inspires readers is another level of creativity and complexity. Someone advised me that producing the first draft was about 50% of the writing process and I found that to be true—editing, condensing, choosing which stories to tell and which to delete, all took enormous amounts of additional time. Choosing a publisher and negotiating a contract required a completely different expertise and I had to learn that skill.
Q: Any comments for the future readers of your book?
If you like to read adventure stories, especially true ones, where the character overcomes odds to reach a goal, you will enjoy this book. If you would like to know more about flying airplanes and flying in space, this book is for you. If you’re looking for a story about spiritual faith helping someone overcome obstacles in life, my story might interest and inspire you.
Thank you to Col. Casper for answering our questions!
You can get 30% off The Sky Above and other Purdue University Press books by ordering from our website and using the discount code PURDUE30.


Miramar, CA…Five Marines with Marine Heavy Helicopter Squadron 361, Marine Aircraft Group 16, 3rd Marine Aircraft Wing have been confirmed deceased following a CH-53E helicopter crash on Feb. 6, 2024. Maj. Gen. Michael J. Borgschulte, commanding general of 3rd MAW issued the following statement, “It is with a heavy heart and profound sadness that I share the loss of five outstanding Marines from 3d Marine Aircraft Wing and the “Flying Tigers” while conducting a training flight last night. These pilots and crewmembers were serving a calling greater than self and were proud to do so. We will forever be grateful for their call to duty and selfless service. To the families of our fallen Marines, we send our deepest condolences and commit to ensuring your support and care during this incredibly difficult time.”
As a matter of policy, identities of deceased service members are not released until 24-hours after all next-of-kin notifications have been completed.
Efforts to recover the remains of the Marines and equipment have begun and an investigation is underway.
Though we understand the inherent risks of military service, any loss of life is always difficult. The 3rd Marine Aircraft Wing stands unwavering in its commitment to supporting the families, friends, and fellow service members of the fallen Marines.
For questions regarding this release, please contact the 3rd MAW Communication Strategy and Operations Office at email@example.com.


Man dies following helicopter crash in northern Tasmania
Following next of kin notifications to family, police can now confirm a 41 year old Northern Tasmanian man has died following a helicopter crash near Pipers Brook this afternoon.
Police and emergency services were called to the scene near Pipers Brook Road, Pipers Brook, about 3.20pm today.
The man – the pilot and only occupant of the helicopter – was seriously injured but sadly died at the scene.
Initial investigations suggest that the pilot was in the area undertaking duties relating to bushfires in the Lebrina area when it crashed in a paddock.
Our thoughts are with the man’s family and loved ones at this difficult time.
The Australian Transport Safety Bureau will be advised and will undertake an investigation.
A report will be prepared for the Coroner.
Anyone with information who may have seen the aircraft near Pipers Brook just before the crash should call Launceston Police on 131444 or report to Crime Stoppers on 1800333000 or crimestopperstas.com.au. Information can be provided anonymously.
The post Man dies following helicopter crash in northern Tasmania appeared first on Tasmania Police.


Students in the University of Missouri–St. Louis/Washington University Joint Undergraduate Engineering Program will soon have an opportunity to receive technical training at Boeing while working toward their degrees.
UMSL and Boeing have signed an agreement to create an Engineering Services Program to recruit students in the joint engineering program to work on Boeing projects. The program is being funded for three years, and as many as 20 UMSL students could be hired to take part in it this semester. Interviews start Friday, and the program is expected to begin in February.
“This is a tremendous opportunity for students to be exposed to the Boeing work environment and participate in real-world projects,” said Haiyan Cai, a professor of mathematics and statistics and associate dean of the joint engineering program. “Boeing will provide technical training, and the students will have a chance to interact with the engineers in a real-world setting. Boeing is a leading engineering company with endless opportunities for these students.”
Students will be paid while working, and Cai said that financial support will also be a big help to UMSL students in the joint engineering program, many of whom are first-generation college students and who are in many cases Pell Grant-eligible.
This is not the first time Boeing has worked with UMSL to support joint engineering students. The company has contributed significant resources to fund scholarships for students in engineering and other disciplines at UMSL, and the university honored the company with the E. Desmond and Mary Ann Lee Medal for Philanthropy at the 2022 Founders Celebration.
“It’s clear Boeing is committed to helping the St. Louis community,” Cai said. “They try to do as much as they can to support the economy in the region. They’ve been a really good partner with UMSL, and we appreciate their support and partnership.”
Boeing has long been one of the leading employers of joint engineering program graduates.
Evelyn Bailey Moore, now the chief engineer for the company’s F/A-18 & EA-18G programs and the 2015 recipient of UMSL’s Outstanding Young Alumni Award, is a graduate of the joint engineering program, having earned her bachelor’s degree in electrical engineering in 2003. She went on to receive a master’s in engineering management from Washington University in St. Louis and also holds an executive master’s in international business from Saint Louis University.
Moore was invited to deliver the commencement address last May for the ceremony celebrating graduates of the joint engineering program, the College of Nursing and School of Social Work. That’s when she met Cai and the two began talking about developing the Engineering Services Program.
“This Engineering Services Program represents how a quality education from UMSL and a great career at Boeing are both beneficial for uplifting the St. Louis region and our community,” Moore said. “Our goal is to leverage the talent at UMSL and provide students with real-world engineering tasks that will ultimately help the students and Boeing. It’s a win-win, and I’m excited to get the program started.”
Administrators surveyed students over the summer to gauge their interest in potential opportunities to work at Boeing and received a positive response.
The program is structured so that upper-level engineering classes, held on the campus of Washington University, don’t begin until after 4 p.m., freeing up students to work and gain valuable real-world experience during the day without interrupting classroom learning. This provides an advantage over traditional programs in the region that only offer classes during the day.
Cai said he is working with UMSL’s Office of Human Resources to hire a program manager to oversee the Engineering Services Program, and they will work quickly to hire students to work in the program.
Students who are interested in working in the program should contact Mary McManus at email@example.com.
Interested students also can learn more about Boeing internships by visiting jobs.boeing.com/internships.


Enter the MEGA Constellation
Part IV in an exploration of the promise and perils of Starlink and planetary-scale internet service providers
IIridium and similar generations of satellites constellations that were deployed in the late 1990s and early 2000s consist of 25 to 75 satellites operating at an orbital height of 780 km to 1400 km, which allowed these network to provide low-bandwidth data and voice connections with relatively high latency (60ms to 120ms) using just a small number of satellites (see part II of this series for details).
At the time, deploying and managing a network of 75 satellites in constant communications seemed like an engineering marvel. Fast forward twenty years to today, and the scale of the deployed and planned satellite constellations has increased by several orders of magnitude to thousands and even tens of thousands of satellites!
These so-called Mega-constellations are designed to provide low-latency, high-bandwidth data service to consumers (potentially tens of millions of customers). To accomplish these goals, the orbital height of the satellites is lowered to 550km or even 340km. This lower orbit results in a much lower travel time for the signals between satellites and the earth, substantially reducing the connection's latency.
But reducing the orbital height comes with a cost: the area that each satellite can cover is also reduced substantially. More satellites are needed in each orbit to compensate for the reduced service area, and the number of orbits must also be increased. More satellites are also needed as the number of users increases, as each satellite has a limited amount of throughput.
Mega First Mover: Starlink
Not all future mega-constellations will be designed the same way, nor will they try to compete to deliver data services to consumers (several others will target defense or industrial users). However, the implications for our planet will be similar. Therefore it is worth examining Earth's most successful mega-constellation, SpaceX's Starlink, in detail.
After an initial test of three Starlink satellites in 2018, SpaceX developed a satellite production facility and started planning for the first phase of their networks. The figure below shows the orbits for the first phase. Starlink's configuration provides coverage for most of the earth's population without having many satellites flying over the uninhabited areas of the poles (there are a few in an elliptical orbit to provide coverage for the poles).
Starlink satellites orbiting at 550 km high travel at 27,000 km per hour or more, circling the globe every 90-110 minutes. The lower the orbit, the faster the satellite moves to maintain its height. The Table below shows Starlink's plan for their network and the status of the Starlink Constellation.
Rather than launch LEOs individually, Starlink satellites are typically launched in large batches (except when just a few are hitching a ride on a ride-share mission). Currently, SpaceX's Falcon 9 rocket can launch 60 Starlink satellites simultaneously. Once operational, SpaceX's Starship system might launch as many as 400 at a time.
Before takeoff, the satellites are loaded into a carrier that holds them securely during the strains of launch and releases them once in space. The satellites are "flat packed" with solar panels and antennae unextended to minimize the space they take up.
Once the rocket and its payload are in an "injection" orbit (very close to the desired final orbit but not quite there yet), the individual satellites are released from the carrier attached to the front of the delivering stage of the rocket (usually the second stage).
To save fuel, thereby extending the useful life of the satellites, the devices slowly space themselves out and lift themselves (via onboard rockets) into the final operational orbit. Typically, a Starlink satellite will come into service three months after it is launched.
Living in LEO
There is no hard line between where earth's atmosphere ends and space begins. Even past the Kármán Line, there is a thin atmosphere, especially for objects traveling tens of thousands of miles per hour. The small amount of atmosphere these objects encounter makes them slow down, thereby losing altitude until they eventually fall back to earth. The lower the orbit, the worst the problem of atmospheric drag becomes.
The International Space Station has been in Low Earth Orbit for over two decades and has a lot of surface area, so its orbit is constantly decaying. To solve this problem, the ISS is periodically lifted back into higher orbit using either the ISS's two main rocket engines or the engines of docked spacecraft. Yearly, the ISS burns about 7.5 tonnes of fuel to maintain its orbit, costing $210 million to sustain its orbit (the fuel cost is minimal, but getting it to the ISS is very expensive).
While fuel can be delivered to the ISS, it is impractical to refuel an LEO satellite, so once it uses up the fuel it is launched with, a satellite in LEO will experience orbital decay until it burns up on reentry (hopefully within 5-10 years after its useful life). So no matter how robust the electronics and other components are, the useful life of a LEO satellite is limited. As such, spare and replacement satellites must be delivered into orbit to maintain a satellite constellation.
The need for constant replacement is one significant difference between satellite internet infrastructure and fiber optic cable installed on earth. Fiber optic cables deployed in the 1990s along the highways of my home state are still in use today and just as fast (the electronics that connect to the fiber is the "slow" part of any fiber connection, and this part of the system has been upgraded many times since 1990).
Satellite to Satellite Communications
The first generation of Starlink satellites act as a relay between users and ground stations and can communicate via radio between satellites (similar to the Iridium constellation described in part II). Newer generations of the Starlink satellite use light from small lasers to communicate with one another, increasing the connection's bandwidth and speed.
New satellites are being added to the Starlink network monthly, if not weekly. Several excellent websites track the development of Starlink and similar systems (OneWeb, for example) and provide the current status and location of each satellite in the network up to the second. The image below shows a screenshot of the status of the Starlink network from one of these websites, satellitemap.space. Here are some of the sites for tracking Starlink and the development of other mega-constellations.
Back on Earth
Starlink customers use a terminal with an antenna for communicating with the network overhead. The form factor can vary, but the smaller terminals use an antenna on a motorized mount and beamforming technology to focus on the satellites as they zoom overhead. Other designs are large, flat antennas for mounting on an aircraft, recreational vehicle (RV), or ship.
Starlink systems have been authorized for use in various applications besides residential and commercial use. They are especially popular with people who spend a lot of time traveling or living in an RV.
Commercial aircraft are also an emerging customer for Planetary ISPs. Commercial airlines that offer onboard internet access often do so via a connection to ground stations, which offer spotty and slow connections (the plane essentially acts as a high-flying hotspot) or through existing satellite systems. Starlink and similar services can substantially increase the bandwidth and reduce the latency for in-flight Wifi. Starlink has signed a contract to deliver onboard WI-FI for JSX airlines (a short-haul carrier in the southwest) and has conducted several tests with Delta airlines.
Quality of Service
Connection quality is directly related to the number of satellites over an area, the number of ground terminals those satellites have to service, and the usage of the service by end users. As such, bandwidth and latency experienced by Starlink customers vary with location and time. As more customers come online, the bandwidth can decrease, and latency can increase since the limited number of satellites overhead have to service more terminals. Likewise, when more satellites come online, the network capacity increases.
Adjustments to the constellation can also change the quality of the connections. Currently, the orbital height of Starlink satellites is 550 km, but the next generation of Starlink satellites will operate at a shallow orbit (340 km), dramatically reducing users' latency.
As of the end of 2022, Starlink has over 1,000,000 customers in 40 countries, with more customers and countries coming online quickly. SpaceX can't launch satellites fast enough to meet the demand for service, and as of this writing, they are floating the idea of data caps in some locations to limit high-volume users during peak demand times; data caps are already used for RV customers since they might roam into a geographic area that is already saturated with users.
Applications Beyond Internet
Besides providing internet access, there are several other services that Planetary ISPs can provide.
SpaceX has received approval from the FCC to deploy “direct-to-cellular” technology in its satellite fleet and has signed a deal with T-Mobile to deliver cellular services (at least data services) using existing smartphone handsets. This service might not include voice services at first, but would be allow for texting and low-bandwidth data services. Specialized handsets would allow for more applications.
In addition to allowing the passengers to keep up with their slack messages and emails, Planetary ISPs will allow better tracking of airplanes in uninhabited or sparsely inhabited parts of the world. When Malaysia Airlines Flight 370 disappeared in 2014, it was well outside any radar tracking and was initially presumed to have crashed somewhere in the South China Sea. Eventually, data from an Inmarsat satellite in GEO orbit indicated that it was last in the southern Indian Ocean, a vast area that is not monitored.
Even though there are no Internet consumers in the southern Indian Ocean, that area is now well covered by mega constellations like Starlink. These mega constellations could be used as a transponder network to locate aircraft and boats of all sizes.
In an interesting development, researchers from University of Texas at Austin have been able to use the radio emissions from Starlink satellites to determine one's location on planet earth. Lead researcher Todd Humphreys had originally approached SpaceX in attempt to co-develop an alternative GPS system based on Starlink, but was rebuffed, perhaps understandable as such a project was a distraction for Starlink. However Mr. Humphreys continued his work sans Starlink and has developed a basic GPS system based on Starlink.
Hundreds of Millions of dollars are spent by high-frequency traders to improve the speed of long-distance networks between exchanges. The Wall Street Journal reports that several trading firms are looking at Starlink as an alternative to land-based microwave and fiber networks. One startup is looking to launch a satellite constellation just for high-speed trading.
J Cooke, founder of London-based startup Azuries Space Mission Studios Ltd., has designed a satellite constellation that he projects will typically be about 20% faster than subsea fiber. Unlike Starlink, which plans to launch tens of thousands of satellites, Azuries’ proposed Angel network would have just 111 satellites. Mr. Cooke’s stripped-down constellation would be optimized to deliver data from New York to London, from Chicago to Tokyo and on several other routes important to traders.
The total price tag, he estimates, would be $155 million. Mr. Cooke, who is still raising money and has yet to launch any satellites, says his network could be up and running within three years of the startup closing its seed round.
Can we put the Internet in Space?
Content Delivery Networks or CDNs are ways for platforms and providers of streaming, photo sharing, and other high-bandwidth services to buffer or store content at locations closer to the user. For example, a popular Netflix movie will be automatically stored on a CDN, whereas a rarely watched film will be stored only in the platform's primary data center.
Currently, all the servers and services that a Starlink customer is accessing (including content on a CDN) are located back on earth, requiring an eventual connection to the land-based Internet and incurring the delay needed for the signal to travel back to earth. Placing CDNs in space would bypass the need to return to earth for the content.
It might seem far-fetched, but "unmanned" data center technology already exists. In 2018 Microsoft placed a data center in a waterproof container and sunk it off Scotland's Orkney Islands as an experiment to see if cooling costs for a data center could be reduced by placing it in the ocean and if data centers could be operated entirely remotely, after two years of operation, the project has been deemed a success. Microsoft wants to expand this idea into production data centers for its Azure cloud service.
Such a system could be deployed in space and would not need to be particularly complex—lots and lots of fast storage is required, not high-performance computing. Placing CDNs in space would save bandwidth and enhance the user experience. And in countries with many Starlink or other mega constellation users, using a data center directly tied to the network would be a logical choice. [Note: You might also have seen that there are several efforts to return humans to the moon. One company is already trying to figure out how to put data centers on the moon: Florida Startup Moves Closer to Building Data Centers on the Moon.]
Next Post: Mega Motivations: Current Projects.
And ICYMI here is the previous post in this series.
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Please join the conversation in the Substack chat (linked below), by commenting or simply replying to this email. I would love to hear your thoughts.


Captain Jean Castonguay’s retirement began nine minutes early — and it cost him a tie.
Air Canada Flight 879 from Toulouse, France landed at Montreal’s Trudeau International Airport Monday at 2:46 p.m., ahead of a scheduled 2:55 p.m. arrival. That brought the curtain down on the four-decade flying career of the airline’s Montreal-based Airbus A330 chief pilot.
Castonguay, who will turn 65 in March, had a familiar face beside him in the cockpit for his final transatlantic journey: his daughter Marie-Pierre, 28, a first officer with the airline. While this wasn’t the first time the pair had flown together, the special occasion will live long in their memories.
“It was very emotional. We felt so privileged to be experiencing this moment together,” the younger Castonguay, an Air Canada pilot since 2019 who took her first flying lessons at age 15, said Monday afternoon in Dorval after the pair had cleared customs. “He’s been such a great mentor for me. I’m lucky to be flying the same plane, the A330, which we both love. It’s as if his career is continuing through me.”
Added the beaming father: “I’m very proud to be passing the baton to her. She doesn’t need my advice. She’s very good.”
As he reached the arrivals terminal, Castonguay was greeted by family members and more than 20 current and former work colleagues, who gave him a thunderous ovation. He took time to shake hands and trade smiles with everyone, accepting wishes for a happy retirement.
He also had to stand stoically as his daughter cut his black tie in half with a pair of scissors, eliciting much laughter from the gathering.
Flying, the elder Castonguay said after the howling had died down, “is a passion that I will have all my life. Once a pilot, always a pilot.”
International Civil Aviation Organization standards require captains of large transport aircraft to be under age 65.
Castonguay began his career in general aviation, cutting his teeth on smaller planes such as the twin-engine Piper Navajo and the Convair 580 turboprop. He joined Air Canada in 1986, initially flying such jets as the Boeing 727, the Bombardier CRJ and the McDonnell Douglas DC-9.
After being laid off in the early 1990s, Castonguay spent about two years operating Boeing 727s and 757s for the now-defunct Quebec-based carriers Nationair and Royal Airlines, according to his LinkedIn page.
He then rejoined Air Canada, where he worked as a flight instructor, base manager and fleet manager before being named chief pilot for the A330 wide-body jetliner in August 2017.
A chief pilot handles technical issues regarding an aircraft and oversees all pilots qualified on that type of plane. He or she is also responsible for standard operating procedures and fleet manuals, while looking after the airline’s relationship with the aircraft manufacturer.
Castonguay’s career has taken him around the globe, with stops as distant from Montreal as Hong Kong, Seoul and Singapore.
Even today, he says the A330 — 18 units of which are part of the Air Canada fleet, with two more coming soon — remains his favourite aircraft. He’ll now be able to display a scale model of the plane at home, courtesy of Airbus officials, who gave him one Monday before takeoff. Toulouse is where the European plane manufacturer’s headquarters are located.
“I don’t know how the Airbus people found out about my retirement, but they came to congratulate me” Monday morning, Castonguay said. “I’ve been flying the A330 for about 15 years. I’ve had the opportunity to change for the (Boeing 787) Dreamliner and the 777, but I didn’t want to. I love how the plane behaves. We had a bit of turbulence today, but everything went smoothly.”
Castonguay says technological changes over the years haven’t dimmed his love of flying.
“I had as much fun flying an old DC-9 back then as I do now with an Airbus and its onboard computers,” he said. “Technology today, with GPS and all the navigation systems that we have, is so precise that it’s fascinating to see the predictions the plane gives you. You always end up bang on. With a plane like the old DC-9, It was a lot more haphazard.”
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Now that retirement time has arrived, Castonguay says he plans to spend the next few months relaxing at home before embarking on the first excursion of his post-Air Canada life. A road trip in Italy with his partner, possibly next spring, is in the works.
“All of Europe is fantastic, places like Nice or Toulouse in the summertime are so pretty, but I’m looking forward to driving around Italy,” he said. “Often as a pilot you don’t have time to enjoy the places that you fly to. You get to the hotel and don’t really have time to go sightseeing.”
And if the opportunity presents itself, Castonguay says he would, well, jump at the chance to sit in the cockpit jump seat on a flight operated by his daughter.
“That’s what we’re hoping,” Marie-Pierre Castonguay said. “We talked about it on the flight today.”