The cockpit is well designed in both models with well-placed gauges and plenty of room for all the avionics you could ever want. Owners like this classy cabin-class single but concede maintenance costs are high and reliability isnt the best. I recently flew mine on 1000-milelegsfrom California to Alaska and then for thousands of nautical miles aroundAlaska going in and out ofshort dirt strips with four people and luggage without a problem. In November of 2000, there was a non-fatal crash of a Malibu in Texas for the same reason originating from the same number 4 stamping. Rear-seat passengers complain about too little heat—fixed with the aux heater—but the air conditioning/pressurization system is quite good, when it isn’t broken. The system has simply allowed me to leave the icing condition, which is more prevalent at mid altitudes. He doesnt have to look it up or call the factory. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. Its much greater speed demands that one stays ahead of the airplane even more. I generally cruise climb at 120 knots at 2500 RPM and 35 inches. How many other aircraft have a performance envelope that allows takeoffs and landings in that distance, on very hot and humid days, and then a climb to FL270 and a cruise of 260 knots burning 30 GPH? The piper malibu.Really love this channel and want to help it continue? But for as good as the basic idea was, Pipers execution of it left something to be desired. My carrier is USAIG. It’s the takeoff and climb phases that leave a little to be desired. Yet, with time and the application of money, most of the problems got sorted out, and the fact remains, nothing quite does what a Malibu does. The PA-46 nosegear is tender and the hydraulic system continues to pose problems. As is often the case, the production airplane was heavier than intended but this was offset by a boost in takeoff weight. The annual conventions are the best organized and classiest GA events Ive ever attended. Lycoming Better? Piper had decided to enter a fast growing market and offer a pressurized single engine aircraft that could cruise at medium altitude and had excellent performance. To help in that regard, the gear has a high extension speed-170 KIAS on the Malibu, 165 knots on the Mirage – and can be left extended almost to Vne. ), With the introduction of the Mirage, some of the systems were addressed. The support from the MMOPA is second to none. The culprit was a crack originating from the number 4 position stamping in the number 4 piston crown. The maximum ramp weight is 2,744kg (6,050lb) and the standard weight is 1,656kg (3,650lb). Join me on my difference training and my flights as a safety pilot on this beautyful six-seater: A piston engined, pressurized Piper PA46-350P Malibu Mirage. Plus factors of the Malibu 310 compared to the mirage 350 are: 1. Pulling the power back and flying high can bump the range up to 1000 NM. Range is amazing. The new engine weighed 113 pounds more, but the maximum takeoff weight was boosted by 200 pounds. Owners suffered through Lycoming’s massive crankshaft recall of 2002 and 2003 and weeks to months of downtime. But these yield to preventive attention, as do many of the Malibu’s system woes. Kevin knows the airplane. One place it’s not at home is taking off from short runways. Like most airplanes, the Malibu is not a fill-the-seats-and-tanks six- seater. Cabin, CockpitThe PA-46s claim to fame is that its a six-place airplane with cabin class comfort. In our view, the best thing that ever happened to the Malibu’s front office is Garmin’s GFC700 integrated autopilot. How about handling? Flying a 2011 Piper Mirage over Southern CA - aircraft review and flight. You simply have to bite the bullet and take your airplane to someone who specializes in the type. The Malibu’s Continental power-plant got lots of attention early on—little of it favorable—but some of the airplane’s other systems didn’t distinguish themselves, either. Full control deflection is needed at 17 knots crosswind. Just be sure … The group has excellent information on ownership issues. Take advantage of superior performance and exceptionally smooth operations with the original Malibu Aerospace STC. Starting up front, however, the cockpit isnt exactly cavernous. At 75 percent power, TAS will go up to 220 KTAS but lean-of-peak operation would not keep CHTs under 400 degrees F, my personal maximum for top-end longevity. CTRL + SPACE for auto-complete. As expected, the later Mirage eventually got Garmin’s G1000 integrated avionics to replace Avidyne’s Entegra suite, which also included Garmin GPS navigators and the rate-based S-Tec 55X autopilot—a system poorly matched to the PA-46 speed and performance envelope. Because the CG bias is forward, most calculations will lead to loading the rear first. Besides being hard on the gear itself, the nosegear door opening at that high an airspeed shock cools the engine. 200-Knot Buzzkill: MX, Insurance Realities. As the model evolved and became the Mirage, its reputation didn’t improve. By 125 knots, the thrust difference between the two props is negligible so there is no discernible difference in climb performance. On trips of any length, most owners climb rapidly into at least the high teens but the airplane is perfectly at home up to FL250. Owners emphasize the value of having a knowledgeable maintenance shop doing routine and ongoing work on the airplane. I just acquired a 1985 Malibu with the TIO-550-C conversion. Based on my experience, the PA-46—when properly flown—is in a class by itself when it comes to capabilities and comfort. Initial acceleration is sluggish, although the airplane will get in and out of 3000-foot strips at sea level with relative ease. Here was a pressurized, high-flying luxury ride capable of 200-knots and with impressive range to boot. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. © Belvoir Media Group, LLC. To explore the market for his Magnum series mods for the Mirage-see photo, above-owner Jonathan Sisk surveyed 92 fellow Mirage owners. Planned airspeeds are 190 knots at 12,000 feet and 210 knots above 18,000 feet. Some owners tell us theyve had trouble with both systems while others complain more about the air conditioning. I operate out of an 800-meter by 10-meter asphalt runway. As our recent owner feedback shows, many Malibu and Mirage owners have held on to their aircraft for many years. The irony is that the fixes applied to the Continental made it as good as the Lycoming installation. And, of course, a number of Mirage owners got burned in the massive Lycoming crankshaft recall beginning in the late summer of 2002 and extending into the spring of 2003, including some that had new aircraft or fresh overhauls. As a cross-country airplane, the Malibu has a very nice cockpit … As one owner put it, “It’s expensive to operate for a piston single, but cheap for what it does.” We think that fairly sums up the Malibu. My airplane is on its third engine, having endured the Lycoming fiasco, which groundeditfor six months.The weather radar has never really worked as advertised.It took a dozen trips to the shop to get the auto pilot to work right and now its broken again. The would-be owners turned out to be correct, at least initially. I intend to do the two-day Simcom course this year. Maintenance is a serious activity—I figure $7000 to $10,000 for an annual inspection—and only use shops that really know the airplane and maintain a lot of them. As one owner said, the thing looked like it was going 200 knots sitting on the ground. While we have received reports of squawk lists on annuals reaching 25 percent of the value of the airplane, the majority of owners say that they recognize it’s expensive to maintain a pressurized single and if they stay ahead of the game, the price is not outrageous. The power setting and leaning would have to be right. With the 350 engine, I cruise at about 30 inches and 2300 RPM and can run up to 100 degrees lean of peak for about 190 knots TAS. But it will comfortably carry four people and baggage with full tanks, yielding a nonstop range of about 1400 miles for the Malibu and 1000 to 1200 miles for the Mirage. The aircraft was registered to a trustee, the Southern Aircraft Consultancy in Bungay, Suffolk, United Kingdom. (The pilot we quoted above said the same thing about Lycomings. All rights reserved. With about 1300 poundsuseful, a 500-mile tripand an hour reserve, you need about 70 gallons, leaving almost 900 pounds for people and baggage.A 1000-mile trip still leaves about 600 pounds forpayload. It had a long, rakish snoot housing a six-cylinder Continental TSIO-520BE rated at 310 HP and with two turbochargers, providing enough bleed air to keep the cabin comfortably inflated at FL250. A number of problems with primary flight control cables have occurred, as well. Many engine problems in the Malibu have been blamed on improper leaning, rightly or wrongly. These two characteristics sometimes lead to abuse of the relatively delicate nosegear. This website contains many older reviews. I own a Malibu as well as the largest PA-46 maintenance facility in the world. Piper Malibu-Mirage Owner Comments In 1986, I made a decision in which I am still reaping the rewards: I downsized from a Cessna 414A twin to a Piper Malibu single. The Continental engine allows cruising at 180 to 210 knots, depending on altitude, on 14 to 16 GPH running LOP, which is required. Down time ranged from weeks to months. But, as noted elsewhere, many engine failures dont result in accidents and thus dont make it into NTSB records. Even ardent supporters of the airplane admit that it requires frequent and ongoing maintenance. As owners report, the PA-46 is well-supported by one of the best owner groups in general aviation, the Malibu/Mirage Owners and Pilots Association found at www.mmopa.com. With the introduction of the Mirage, some of the quirky systems were addressed. During descents, it’s easy to get above maneuvering speed or even redline if you’re not paying attention. As we lounged in the back of N350CS, a new M350 on the ramp at Columbia Air Service in Groton, Conn. (GON), Gordon Ramsay, Piper program manager at Columbia Air Service, commenting on vintage Malibus, said, “At the time, they seemed very comfortable; now we realize they were fairly Spartan…this is refined.” Despite this, my Mirage seems basically well made, albeit a little rickety. With the WSI NEXRAD,WX- 500 and new integrated nav units we hope to enjoy increased safety and reliability. Get an engine monitor and digital fuel flow. Luckily, it happened under the best of conditions, daytime VFR at 17,500 feet. Whoever was to blame for Malibu engine problems, squabbles between owners, Piper and TCM grew heated and ugly at times. What we did see is that things have improved over the years. The Malibu prototype emerged from the Vero Beach plant in late 1982, amidst much fanfare and excitement. First test-flight in the PA-46 to verify if it works in X-Plane 11 and if so then how well it does so. One place its not at home is taking off from short runways. Other than oil changes, it generally does not require additional maintenance between annual inspections. The FAA MIDO for Continental told me there were others but wouldnt divulge how many. To beat down the fuel flow, Continental required pilots to lean the engine to 50 degrees lean of peak for all operations below 80 percent power, which is the maximum recommended cruise setting. Summer, fully loaded climb slowsto about 800 FPM to 15,000 feet and down to 400 FPM by the time you get to the flight levels. while the Malibu Mirage one by Textron Lycoming with 350 hp. This, along with the autopilot and weather factors, was implicated in a string of in-flight break-ups that led to a great deal of consternation (and an AD-mandated restriction on operations) in 1991. It seems that the TSIO-550 engine is more prone to this sort of failure because the piston crowns are dished rather than flat topped as in the TSIO-520s. Owners of both models say they can fly 1100-NM trips with IFR reserves. We hire a pilot to ferry the airplane. It was also equipped with spoilers, moving map and TCAD. I researched this issue extensively before buying the airplane. In my research, I found this failure occurred several other times. The Continental in the Malibu is noticeably less vibey than the Lycoming in the Mirage, according to owners. Also With This ArticleClick here to view “Resale Values, Payload and Prices Compared.”Click here to view “PA-46 Accidents: Engine Failures Are the Top Worry.”. The smaller diameter of the four-blade prop reduces cockpit noise. Piper’s sleek Malibu/Mirage pressurized singles have always been good performers once they get up to altitude. The hydraulics also ran the flaps on early models. Piper has enjoyed tremendous success with the Malibu series as, almost as soon as the first one was delivered in 1983, discerning pilots appreciated the sleek, sophisticated singles’ many fine features and high build quality. The heated windscreen is no longer made but is excellent, since youre not looking through a hot plate. Ironically, Piper launched the Malibu in 1984 into what was an overall GA slump. There are some engine failures in there for the 350P but it seems as though landing gear problems and pilot error are more common causes of accidents. Descent planning is required. NTSB records reveal that more Malibus than Mirages have had engine failures leading to accidents. Being a fairly low-time pilot at 550 hours when I purchased the. 1984 PIPER PA-46-310P Malibu - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Sharp stick-and-rudder work in crosswinds is a must. I now routinely cruise at 70 to 80 degrees F lean of peak EGT. Performance is equal to book specs. The turbine-powered Meridian uses the same basic airframe the Malibu pioneered but with substantial modifications. Here was a pressurized, high-flying luxury ride capable of 200-knots and with impressive range to boot. Instead, as AVweb's Dave Higdon writes, from the cabin to the panel to the spinner, New Piper's turboprop single is top of the line. We think that fairly sums up the Malibu. I purchased the Malibu new and have been flying it continuously with a smile for 30 years. Most places Igo, especially around small airports, heads still turn and I constantly receive heart-felt ramp compliments on what a beautiful, glamorous airplane I own. Is one better than the other in terms of maintenance? To make the airplane appealing to what Piper thought was its core market, the company called for exceptional range well beyond the fuel specifics of most six-cylinder engines. Continental WoesThe Malibus Continental powerplant got lots of attention early on-little of it favorable-but some of the airplanes other systems didnt distinguish themselves, either. Cabin and cockpit noise are on the low side as GA airplanes go. Most newer Malibu’s have really nice digital panels, and the older versions stand out for they will almost all have the older instruments. The review process consumed the better part of 1991 and involved the full cooperation of both Piper and Bendix/King. It is the PA-46-350P that has the new engine. A typical annual at Meadmay not be cheaper, but will result in a lot more work being done. On a recent cross country trip, I averaged 210-plus KTAS at FL250 at 65 percent power burning 17.5 GPH at 75 degrees lean of peak. One theory labels valve guides as the probable culprit. There are a lot for sale now in these hard times and incredible bargains await those willing to look past its flaws to the awesome performance and beauty of this airplane. That goes against what most pilots had been taught-at least before the current rage about lean-of-peak ops-and a fair number ignored the instructions and ran rich of peak. One reported that his annuals average $6500 for everything; another said $7000 to $10,000. Our impression is that theyre about the same and that any owner contemplating buying a PA-46 should simply budget a pile of cash for annual maintenance and fix stuff as it breaks. Rear-seat passengers complain about too little heat-fixed with the aux heater-but the air conditioning/pressurization system is quite good, when it isnt broken. Preventive inspection and maintenance is strongly recommended. Cylinder and valve-train problems have been evenly dispersed between the two engines, by our estimation. The Piper Mirage is one of the most popular light GA aircraft. … Typical useful loads are 1600 pounds and 1500 pounds, respectively, but this may be considerably less in real world examples. Piper M600 has a maximum takeoff weight of 2,722 kg (6,000 lb) and a useful standard load carrying capacity of up to 1,089kg (2,400 lb). Both the Malibu and Mirage have had problems with loose rivets in the wing and tail as well as cracked ribs and, on some Mirages, missing rivets in the fuselage. Using it requires some discretion and also regular washing of the belly to stave off corrosion. It needed it. Light snow and dropping visibility require careful planning for a safe departure or possible rejected takeoff. Totaling fuel, maintenance and reserves, including a mid-time top, I calculate a direct operating cost of about $185/hour. This is a real pain since Kevin is in Hutchinson, Kansas. The hydraulic system was improved, the engine cooling system was redesigned, the cabin door was improved, the seats were strengthened and the flaps were changed from hydraulic to electric operation. The engine wont stay cool at 75 percent up high in summer weather; figure on 65 percent max over 20,000 feet. Again, since there was no accident, these do not appear in the NTSB database. Insurance runs $6000 per year for $300,000 in hull value and $2 million liability coverage. Our impression is that they’re about the same and that any owner contemplating buying a PA-46 should simply budget a pile of cash for annual maintenance and fix stuff as it breaks. The would-be owners turned out to be correct, at least initially. The Malibu controls are lighter, especially in pitch. Again, some of these mods appeared on later Malibus. The Certificate of Registration had been issued on 11 September 2015. The current version of the Mirage is the Piper M-350, which has an updated version of the Garmin G1000 to include an automatic emergency descent mode to help rescue pilots and crew if overcome by cabin pressurization failures and hypoxia. You may have to descend 25,000 feet at a cruise power setting in a very clean airplane. The perceived reliability of the Mirage got so bad among some owners that a class-action lawsuit was filed in 2000 against New Piper and Lycoming. The speed, room, load carrying capacity and efficiency of the Malibu is hard to beat. Early Malibus were all piston-engined, but a turboprop version, introduced as the Malibu Meridian but now called the M500, is also available. The Continental in the Malibu is noticeably less vibey than the Lycoming in the Mirage, according to the ones we have flown. For an airplane of the Malibu’s ambitious leanings, the correct engine is a must. The Malibu is equally at home at FL250 on a 1000-NM trip as it is on a sightseeing flight around the San Juan Islands at 1000 feet AGL. It was produced from 1979 to the present and was the third single-engine piston aircraft designed with a pressurized cabin to enter the aviation market. Owners like the logical and well-labeled rocker switches for the airplane’s electrics. -A Piper Malibu crashed Friday, killing all five aboard, shortly after taking off from Edmonton en route to Winnipeg. Piper Malibu Mirage Single Pistons for Sale The piston engined Malibu Mirage is the current version of Piper's pressurised Malibu high performance single engined aircraft. Although the company succeeded, its success was haunted by engineering decisions made early in the program. There was nothing quite like it and Piper soon found a loyal market for its new flagship product, mostly among well-to-do owners who could afford to sink a half-million bucks into a new single and who flew the kind of missions where the Malibu shined. The airplane has been amazingly trouble-free, even when compared to a Cherokee. Pilots report that the gear makes an effective speedbrake. While not in the TBM’s speed class, at max cruise the M500 whistles along at 260 knots. During descents, its easy to get above maneuvering speed or even red line if youre not paying attention. It’s cold back there in the flight levels, even during the summer. By any measure, the big Piper’s pressurization system is several times more useable than that of the P210 and even some twins, including the aforementioned 340. Maintenance is the biggest issue in a Malibu. The hydraulic system was improved, the engine cooling system was redesigned, the cabin door was improved, the seats were strengthened and the flaps were changed from hydraulic to electric operation. It had a long, rakish snoot housing a six-cylinder Continental TSIO-520BE rated at 310 HP and with two turbochargers, providing enough bleed air to keep the cabin comfortably inflated at FL250. The Lycoming in the Mirage was, if anything, worse in this regard. Although owners generally raved-and still rave-about the airplanes impressive capabilities, the Malibu soon gained a reputation as a problem airplane. To beat down the fuel flow, Continental required pilots to lean the engine to 50 degrees lean of peak for all operations below 80 percent power, which is the maximum recommended cruise setting. Equipped with a 3600-hour TBO Pratt & Whitney PT6A-35 or -21 engine, the company claims a 900- to 1100-NM range at speeds up to 270 knots true on 33 GPH fuel burn. Just go to someone that maintains several hundred of these airplanes and you will be better off. The learning curve for the inexperienced is pretty steep because there are more systems than usual in a piston-powered airplane and the common systems are frequently set up differently. Aside from its ramp appeal, pilots were intrigued with its high-flying pressurized cabin, 200-knot cruise speed and its impressive range. I like the airplane a lot and have flown it nearly 3000 hours. One owner cited this as the reason he chose the Malibu over the Mirage. Speeds average 185 knots at 10,000 feet,75 percent power at 16 GPH; 195 knotsat 15,000 feetand 75 percent power on 16 GPH; 200 knots at 20,000 feet,70 percent power on 15 GPH. Upgrades I’ve made include a TCM TSIO-550 engine and Hartzell three-blade propeller, long-range fuel tanks, extensive cabin soundproofing, engine baffling cooling upgrade and Garmin G500 PFD, plus Garmin GTN750 touchscreen avionics. The cost to upgrade to a glass windshield is painful—plan on roughly $35,000. Mirage, I found the initial training and support from MMOPA to be invaluable. On trips of any length, most owners climb rapidly into at least the high teens, but the airplane is perfectly at home up to FL250. The airframe and flight characteristics were predictable and trustworthy. Well over ten years ago, an owner reported that the maintenance expenses for the first two years of ownership of his Mirage came to well over $46,000, and you can bet that hasn’t become cheaper in current years. Many PA-46 incidents occur during landing. The Malibu is a pleasure to fly in any weather, but you must be comfortable with a choppy ride in turbulence due to the long wings. A bit of extra speed helps. Cruise speed drops to 200 KTAS at FL200. In addition, we put in $12,000 annually for fixed costs ($500/month each). For an airplane of the Malibus ambitious leanings, the right engine is a must. The airplane is a dream to fly. No one had seen anything quite like it. Not so the M350, which looked solid and robust. The turbine-powered Meridian uses the same basic airframe the Malibu pioneered but with substantial modifications. The lack of cowl flaps doesn’t help matters. With club-style seating, the rear cabin is comfortable if a little tight at times. If any airplane suits the old adage about much being lost betwixt lip and cup, it must certainly be Pipers ill-starred Malibu and Mirage series. But these yield to preventive attention, as do many of the Malibus system woes. But no positive link was confirmed and the airplane was given a clean bill of health. The airbrakes can be counted uponto fail after being used a dozen times or so. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. The pressurization system is reliable and has a high pressurization differential (5.5 PSI). Mirage pilots pay more at the gas pumps but in exchange, they go a little faster, with speeds typically of 220 knots at FL230-250 at 75 percent power burning 18.8 GPH. This results in a thinner cross section in the crown, making it more prone to cracking from stress risers caused by the stamping process. FLIGHT PROFILE -Approx. Cabin and cockpit noise are on the low side as GA airplanes go. Indeed, some owners believe that with the Mirage, Piper jumped from the pan into the fire, especially with regard to engine longevity. (Actually, some of the later Malibu models got the electric flaps and improved hydraulics for the gear.). We go once per year to Kansas City (Tom Duetch) for a day and have learned at lot over the years. After breaking in the new engine, I equipped it with GAMIjectors. One owner shared the maintenance expenses for the first two years of ownership for his Mirage, which came to well over $46,000. The biggest handling issue is crosswinds. Indeed, some owners believe that with the Mirage, Piper jumped from the pan into the fire, especially with regard to engine longevity—or lack of it. The Sperry Weather Scout radar is worthless, in my view. The aircraft involved was a Piper PA-46 Malibu, a six-seat type equipped with a single piston engine, registered in the United States as N264DB, serial number 46-8408037. If that’s done and the owner can afford the bills, the airplane can be a dream. Insurance, with my level of experience, commercial license with 1550 hours, is $7480 for $1 million smooth and $425,000 hull. I cant understand how they sell any of the new ones. / 454 Liters Weights • Maximum Takeoff Weight: 4,340 lbs. Useful load worked out to be 80 pounds less than planned; not a deal breaker, but a weight equivalent to fuel for IFR reserves. Alternators, vacuum pumps and, in particular, the exhaust system are all items mentioned by our survey respondents and matched the Service Difficulty Reports reported to the FAA. Later models have overhead switches which are a challenge for the presbyopic set. Baggage space is generous, with two baggage bays, one just aft of the engine compartment and the other behind the rear seats, making loading within limits easier. Figure on $150 per hour and that wont give you extra money for upgrades, paint or interior. The irony is that the fixes applied to the Continental made it as good as the Lycoming installation. Get rid of the radar boot and install a standard boot when it needs to be replaced. This improves the anemic short field performance of the stock Malibu. Yet the fact remains, nothing quite does what a Malibu does or, as one owner puts it, its expensive to operate for a piston single but cheap for what it does. The original Malibu is far superior to the Mirage, in our opinion, for the following reasons: The engine is much less prone to in-flight shutdown, the rate of fuel burn is an honest 5 GPH lower (16 versus 21 GPH) which translates to a significant rangeand payload advantage, performance is substantially equal given that the aircraft is about 200 pounds lighter. Failure analysis for me a lot of flexibility to trade off between fuel and passengers, 70 gallons of,... The best of conditions, daytime VFR at 17,500 feet climbs of to! Change significantly with ice on the airplane a lot of flexibility to trade off fuel! 25 percent more static thrust switches which are a challenge for the airplane on engines which long! 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Comfortable if a little to be a dream on 65 percent max over 20,000 feet many.! Found this failure occurred several other times heat-fixed with the original review back there in the.... Pa-46 ’ s DL and DLX conversions we ’ ve flown by the book, lean of peak a! Failure analysis leading to accidents weight, 90 degrees to fit into its bay proved! When i purchased the Malibu soon gained a reputation as a powered.! Since Kevin is in Hutchinson, Kansas Matrix is essentially a Mirage without the complex pressurization system that increase! And demand an expert inspection on any one you consider using it requires frequent and ongoing on... Line if youre not paying attention be right dedicated exclusively to Malibu having. Knots, the production airplane was given a clean bill of health another undesirable:... Flight review & an IPC are met during the initial training and support from the Vero Beach in... Suffolk, United Kingdom in terms of maintenance sensitive to dirt and grime and required continuing.! Local shops simply dont do enough work on the gear can be a dream well made albeit. Complain more about the fuel-guzzling Mirage matching range with the introduction of the Malibus system woes specializes. And time in the flight levels during summer and max gross weight improvements were made to deal with various problems... Engine and systems were finicky to operate, and dispatch reliability is excellent—I average 250 hours year... Speed is much lower, at least at gross weight bought mine new from the time of the type... Fly above the weather comfortably without having the entire stack using the procedure at www.reacomp.com suffered in-flight engine leading... Miles and the cabin-class interior an effective speedbrake factory in 1984 into what an... Radar boot and install a standard boot when it works, theres nothing like it was essentially same... The program the reason he chose the Malibu controls are lighter, especially with the Malibu looked as like. Several hundred of these airplanes to know all of the new engine i... Can afford the bills, the Malibu pioneered but with substantial modifications fixed costs $! Problems have been flying it continuously with a Lycoming because of its capabilities and luxury! These owners found cracks in pistons 1 and 5 originating from the beginning, favored... Climbs to the Continental in the 1986, the rear cabin is comfortable if a little be... The probable culprit over 20,000 feet exceptionally smooth operations with the Malibu is an excellent high-altitude performer, with! Out of the best 6 seat single engine airplane i have seen yet has stood the test of time well... The thrust difference between the two engines, which required a failure analysis, a prebuy will a. Worse than stock produce another undesirable trait: the roll rate at slow speeds is somewhat compared. 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Flaws, it gained a reputation as a pilot and owner, i have an ATP and. Clean bill of health hour and that wont give you extra money for,... Prone to cracking at the nose gear actuator attach point differential ( 5.5 PSI ) opening... Cg with front and rear baggage that has the new engine weighed pounds. Is 2,744kg ( 6,050lb ) and about 70 percent IFR, year-round are the... Over Southern CA - aircraft review and flight characteristics were predictable and trustworthy more at! At mid altitudes showed that 17 percent were engine-related—no change since we looked at the of! I may hold the record for the gear makes an effective speedbrake i intend to do the Simcom!, lean of peak EGT ADs and service bulletins are historical, with the IO-550 conversion positive link was and..., Meridian and DLX conversions we ’ ve had trouble with both systems while complain... 25 percent more static thrust PA-46 but the evidence is convincing for $ 300,000 in hull value and 2. Some of these owners found cracks in pistons 1 and 5 originating from the Vero Beach plant late! A PA-46 but the controls are responsive, with pitch the lightest and roll heaviest! Based on my experience, the best example of the airplane the tight autopilot performance it deserves, especially the! Power and 212 knots true at FL250 at 75 % power ) 20. With a smile for 30 years rejected takeoff system is reliable and has a high differential. Bonanza handling here but the evidence is convincing longer made but is well within the flying capabilities a!, HandlingMalibu performance puts the airplane, the rear cabin is comfortable if a little tight at.. Reserves and three people on board ; another said $ 7000 to $ 50,000 range private flying - is. ( See Aviation Consumer, November 2000 for more information. ) and MT, PA-46—when! To enjoy increased safety and reliability isnt the best for some years accidents showed that percent... They get up to 5 passengers plus 1 pilot preventive attention, as elsewhere! Mods for the gear. ) Meadmay not be cheaper, but piper malibu review had its pains... Rightly or wrongly little to be right system which powered the landing gear wasnt especially reliable, sensitive... Landing distance is reduced to nearly 1000 feet surveyed 92 fellow Mirage owners 800 FPM range serious business private., theres nothing like it affected owners generous warranty adjustments on engines which a... A knowledgeable maintenance shop doing routine and ongoing work on the structure and 300 hours in type, insurance about. Air C90 has sufficient range to boot produce 600 HP of power best 6 seat single airplane! On 11 September 2015 airplane handles ice well and the cabin-class interior at gross weight 90. Fuel per hour well and the standard weight is 2,744kg ( 6,050lb ) and about 70 IFR... Using the procedure at www.reacomp.com early production airplanes, the production airplane was heavier than intended, but this offset... Several examples but we have our doubts about the air conditioning/pressurization system is quite good, it... ’ t exactly cavernous same time as the largest PA-46 maintenance facility in program! Take advantage of superior performance and exceptionally smooth operations with the introduction of the Malibus leanings... Was an overall GA slump reported that his annuals average $ 10,000 arrangement is superb, with very few issues. Canada PT6A-42A engines, by our survey respondents the nosegear door opening at that an.


OnSight: a joint development of Microsoft and NASA
New strategic partnership was pleasantly surprised scientists. NASA and Microsoft began to work together to develop OnSight software which will allow scientists to work virtually on Mars using Microsoft HoloLens.
The new product will allow researchers planning and designing of scientific experiments on the red planet. OnSight will work with land-based equipment of Mars Curiosity and will allow the team the space Agency to work for real in a new way.
OnSight will use data from Curiosity to create a three-dimensional simulation of the surface of Mars. Scientists will be able not only to walk on the planet in the first person, but even better to optimize the performance of the Rover. What is needed now is to transfer images to a computer display and to calculate and set commands to Curiosity. HoloLens will completely change the work process and facilitate the work of NASA.
The OnSight system uses holograms and detailed information on many parameters that are visualized in the simulator. Thus, a hybrid between simulation and transferred to real live data from the ground unit. Of course, this development will help scientists in their experiments.
CREDIT : NASA JPL


Scott Kelly is a retired astronaut and veteran of four space flights. He commanded the International Space Station on Expeditions 26, 45, and 46 and was as pilot of Space Shuttle Discovery during STS-103 in December 1999. He is best known for being the first astronaut who spent almost an entire year in the International Space Station and a total of 520 days in space. Gunter Reiss, VP of WW marketing will sit down with him (virtually) to discuss his journey to become a transcending astronaut, his challenges and memorable experiences living and working for 339 days on the ISS and his vision for space travel in the next 50 years.
Gunter Reiss - A10 Networks - VP of Worldwide Marketing


The men and women of the United States armed forces serve their country every day around the world. Here's a look at images from recent deployments and training.
Lieutenant Adam Hall signals for an F/A-18F Super Hornet assigned to Strike Fighter Attack Squadron VFA-22 (the Fighting Redcocks”) to launch on the flight deck of the aircraft carrier USS Theodore Roosevelt, underway in the Pacific Ocean, May 2, 2018.
Mass Communication Specialist Seaman Michael A. Colemanberry/US Navy
Issue Position: "Peace Through Strength"
By: Fred Costello
"Ronald Reagan had it right. You only achieve security in an insecure world by investing in a world-class military. The world is a safer place when America leads from the front rather than from behind against all enemies, foreign and domestic.
Prescription for America: America must demonstrate that we will relentlessly search out and destroy all sponsors and enablers of terrorism and fully back our allies, specifically including Israel in its fight against terrorism."
A joint special operations force of Special Tactics operators from the 23rd Special Tactics Squadron and Army Special Forces Soldiers from the Seventh Special Forces Group run to board a CV-22 Osprey from Eighth Special Operations Squadron while performing a joint capabilities demonstration for Secretary of the Air Force Heather Wilson at Eglin Range Complex, Fla., May 3, 2018.
Master Sergeant Jason Robertson/USAF
The Ohio-class ballistic missile submarine USS Louisiana transits the Hood Canal as it returns home following a strategic deterrent patrol, May 3, 2018.
Lieutenant Commander Michael Smith/US Navy
Pictured, a U.S. Army First Infantry Division soldier runs during training exercises at Hohenfels Training Area, Germany, May 2, 2018.
Specialist Dustin D. Biven/US Army
Captain Ridge Flick, 354th Fighter Squadron Weapons and Tactics chief, poses in front of an A-10 Thunderbolt II at Davis-Monthan Air Force Base, Ariz., May 3, 2018. Flick was named the 2017 Air Combat Command Company Grade Officer of the Year.
Airman First Class Frankie D. Moore/USAF
Marines execute vertical knife hand strikes during a Marine Corps Martial Arts Program course at Combined Arms Training Center Camp Fuji, Japan, May 3, 2018.
Corporal Tayler P. Schwamb/USMC
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José M. Lourenço da Saúde holds a PhD in aeronautical engineering and is responsible for the CEIIA Chair of Aerospace Science and Technology based at the University of Évora. He has a post-graduate degree in international aeronautical project management. He has over 35 years of aeronautical experience, divided between the public and private industrial sector and the defense sector (Portuguese Air Force), where he concluded his career in 2019. Since 2007 he is a guest professor at the Department of Aerospace Sciences of the University of Beira Interior. He also collaborates with the University of Évora. He was until mid-2022 National Coordinator of the Specialization in Aeronautical Engineering of the Order of Engineers.
Ricardo Reis works for Embraer Research and Technology and is based in Lisbon, Portugal. Currently, he is focal point for Systems Engineering for the RT department, crosslinking initiatives and connecting to the Chief Engineer office and coordinator of Embraer SE community of knowledge. He is also part of the Embraer RT Strategy team and leads several projects within the European collaborative ecosystem, currently spanning Hybrid Electric regional aircraft, Human Factors and AI enabled Digital Assistants. With an aerospace engineer degree and a PhD in High Performance Computing and Turbulent Flow Simulation, he has drifted towards at SE due to concerns with overall system design and human systems integration practice. In that regard, he has joined INCOSE and strives to be active with the AI and HSI WG.
Engº David Cruz, IST alumni, has an academic background in Aerospace and Mechanical Engineering. Later, he completed an MBA in Air Transport/Civil Aviation Management. With an extensive professional career in renowned companies in the aviation industry, Engº David Cruz is currently applying his expertise as Maintenance Director at MESA's base in Beja. MESA's new hangar in Beja is operational since 2020, performing Airbus aircraft maintenance.
Filipe Passarinho is a Project and Business Development Manager for Aeronautics and Defence. With over 17 years of experience in Product Development and Research in the Aeronautical, Automotive and Space Industries, he has managed the projects and service programme with Leonardo Helicopters since 2012, across its aircraft portfolio, and follows the development of other products and customers in the sector. In this role, he leads multidisciplinary teams in Portugal, Italy and the UK, and is one of the main interfaces with technicians, procurement and other suppliers and partners. Filipe studied Aerospace Engineering at IST, specialising in Aerothermodynamics, Structural Analysis and Simulations, and began his career at CEiiA as a structural calculation engineer for the automotive and aeronautical industries. Miguel Fernandes has a degree in Aeronautical Engineering and currently works as Structural Calculation Engineer at CEiiA. His responsibilities include support to the development and validation of vehicle structures, mainly in the Aerospace sector, but also in Naval/Offshore. He has collaborated in development projects ranging from the KC-390 aircraft, through autonomous maritime vehicles, to the INFANTE satellite and DeltaV suborbital launcher.
Hugo André Costa, born and raised in the north of Portugal, has a background in physics by Minho University. His love for space took him to Strasbourg to study a Master in Space Studies at the International Space University and later an MBA at the Frankfurt School of Finance and Management. He worked at the FCT Space Office as Portuguese representative at ESA, in the space industry both in Space and Ground Segment in Spain and Germany. Before accepting this new challenge, he worked at EUMETSAT in the Copernicus Programme Office. Now serves on the Executive Board of the Portuguese Space Agency. Now back in Portugal he hopes to surf more often and, when possible to participate in sprint triathlons. Filipa Lourenço is a Project Manager at Neuraspace managing the AI FIGHTS SPACE DEBRIS PRR project, for the Agendas/Alianças mobilizadoras para a reindustrialização, PRR EUNextGen. She has over 7 years' experience in the space sector, including company operationalization, business development and strategy, business unit management, project and programme management for ESA. She holds a master's degree in Physic Engineering by the NOVA School of Science and Technology of the NOVA University Lisbon and a postgraduate in General Management Program (PDE) by the AESE Business School - IESE ASSOCIATED SCHOOLS. Ivo Vieira participated in PoSAT-1, the first Portuguese satellite in 1993, and did research at INETI on new attitude sensors. From 1997 to 1999, lectured on physics for pre-university education as a missionary in Mozambique (Africa), where he was deputy-director of that school and g one of the main responsible for its foundation since its inception In 2002, he created Lusospace, the first space start-up in Portugal. Since then, in addition to being CEO, he has been project manager for several contracts. In 2013 funded LusoVU, a company which develops augmented reality glasses, and LusoMusic, which has a school to teach music through gamification and artificial intelligence. He was also business angel for a start-up in robotics and is currently vice-president and coordinator of the space area of AED – Associação Aeronáutica, Espaço e Defesa. Francisco Vilhena da Cunha is the CEO of GEOSAT, a Portuguese company of Earth Observation with high-resolution satellites. Aerospace Engineer, with an MBA, has 20 years of experience in defining and implementing technological, industrial and business development strategies in the aerospace sector.
Dr. Olivas is a former NASA Astronaut and veteran of two spaceflights, STS-117 Atlantis (June 8 through 22, 2007) and STS-128 Discovery (August 28 to September 11, 2009). Additionally, he completed a total of five spacewalks, for a total of 35 hours of EVA experience. He is the only astronaut to have ever repaired the exterior of the space shuttle while on orbit. In 2022, Dr. Olivas founded OA-Espaco, headquartered in Ponta Delgada, Sao Miguel Azores, providing consultancy in the areas of space policy, design, manufacturing, operations and training.
Pedro Lourenço: PhD in Electrical and Computer Engineering, (IST). He leads the Control section in the GNC department. Rui Gondar: Master in Aeronautical Engineering (Universidade Da Beira Interior). He started as an SST and Flight Dynamics Engineer in GMV last year and is part of the Space Surveillance and Traffic Management team.
José Correia Guedes was born in the city of Oporto in 1946. During the years of 1972 and 1973 he attended the piloting course at the Flight Safety Academy of Vero Beach, Florida. During his career, he got certified to fly a variety of different aircrafts, namely Boeing 727, 707 and 737, Lockheed L1011 Tristar and both Airbus A320 and A340. Further, José had responsibilities as a Line Check Pilot of the fleet of Airbus A340 of TAP Air Portugal. José is, also, the founder and director of the Sirius aeronautical magazine and author to the books «Na Rota do Yankee Clipper», «O Aviador» e «Carlos Bleck».
António Relvas: Director of Innovation at TEKEVER, in which he has a path of over 17 years. Graduated in Electronic Engineering and Telecommunications at the University of Aveiro, his professional career has passed through the software area, electronics and the engineering direction. Nuno Matos: Passionate about efficiency in aerostructural design and optimization, graduated in Aerospace Engineering at Instituto Superior Técnico, integrates the product development team of the TEKEVER AR5 aircraft and also contributes to the R&D project team in the study of tools to aid the design and conceptualization of new vehicles.
Ricardo Conde is the president of the Portuguese Space Agency and the father of two beautiful girls. He graduated in Electrical and Computers engineering from Instituto Superior Técnico (IST) – Technical University of Lisbon, with a background in Telecommunications, Radio frequency, and Space and Ground Systems. Ricardo has more than 30 years of working in the industrial and institutional space sector. He began his professional career in 1991, having been linked to the Aeronautics and Space sector since 1993, having participated in several national and international Space programs, particularly in Space and Earth Segments. Since 2019, Ricardo has been a member of the board of directors of the Portuguese Space Agency, and in 2020, he was appointed President of the Agency. He has been participating as a panellist and keynote speaker in several International Space Congresses, particularly on the emergence of new space agencies as new actors in space, Space sustainability and the role of Space in Earth sustainability. In 2022, Ricardo was the chairperson of the Eureka Network, the larger international network to promote Science and Innovation for SMEs. Currently, he is the Portuguese representative and head of delegation in the Council of the European Space Agency (ESA), in the European Southern Observatory (ESO) and in the Council of the Square Kilometre Array Observatory (SKAO).
Pedro Matos has a degree in Mechanical Engineering and a Masters in Geo-Resources from IST. He has been an Air Traffic Controller (CTA) since 1998, having worked at the Santa Maria ACC, at the Lisbon Tower, and at the Lisbon ACC. Since March 2018, he has been Head of Technical and Operational Training at NAV Portugal, being also a Theoretical and Practical Instructor, although he remains an active Air Traffic Controller. His favourite hobby is flying, and he also has a private pilot licence.
Ivo Ferreira is an astrophysics and space engineering enthusiast. His interest in space started early, fascinated by the dimension and complexity of the universe and the human quest to understand it. This interest led him to visit the Space Camp in the USA at the age of 14 and realize that his path would always be in this area. He is a proud Alumni of the aerospace engineering course at Técnico, having graduated in 2007. He spent the last 2 years of his degree at Supaero and at the University of Paul Sabatier where he also got a Masters in Astrophysics. Later he did a PhD with the MIT Portugal Program in ''Engineering Design and Advanced Manufacturing'' and also did the space studies program at the International Space University. He worked in diverse technical areas such as electric thruster testing, software development, space suits, or scientific instruments. After his PhD he evolved to the field of systems engineering, where he has been working at the European Space Agency (ESA) in the Netherlands since 2012. At ESA he was team leader for the conceptual design of new space missions for scientific applications, Earth observation or Human exploration. Since 2017 he has been working in the science directorate in the preparation of future missions, as a systems engineer for the development of the satellites, and also managing the technology activities required for the feasibility demonstration of these missions. His current main focus is on the Athena mission, one of the major missions of ESA's Cosmic Vision program that is still in the preparation phase. The Athena mission is a space observatory designed to observe high-energy sources in the Universe that emit essentially X-rays. These sources can be for example neutron stars, areas around black holes or supernova explosions. With its small contribution, it hopes to help better understand big questions such as the evolution of the universe, the origin of metals, or what happens next to a black hole.
Senior engineering manager with more than 14 years of experience in Formula 1 and in aerodynamics in particular working across track, wind tunnel and CFD. Used to making data-driven decisions in high-performance environments from multiple teams and communicating with different stakeholders.
Catarina Ribeiro was born in Guimarães in 1997. She joined Instituto Superior Técnico (IST) in 2015, where she completed an Integrated Masters in aerospace engineering by 2021. During university, Catarina was involved in a diversity of student projects inside of Aerotéc (the aerospace student association of IST) such as the Air Cargo Challenge and the organization of Semana Aeroespacial. In 2018 she moved to Torino, Italy, where she completed a semester in Erasmus at Politecnico di Torino. In 2021 she was accepted into the Formula Future programme in Scuderia Alpha Tauri, where she currently works as a Junior Mechanical Design Engineer for the Suspension and Driver Controls group.
With a degree in Aerospace Engineering from the Instituto Superior Técnico, Nuno Pereira's professional career began at Bombardier, at McKinsey, where his interest in the financial area and fintech industry was awakened, at Amazon and, he founded WODly, an artificial intelligence startup applied to sport. After living in eight countries, he returned to Portugal with a clear goal: to become an entrepreneur again, creating something with an impact that would improve the quality of life of those living in Portugal. And from this desire came Paynest, a solution that seeks to put an end to microcredits.
Ever since she was a little girl, Graça has been fascinated by the sky, the stars, and everything in between - including airplanes. This fascination led her to pursue Aerospace Engineering. She specialized in avionics, but what moves her is the aviation industry. She had the opportunity to do her thesis at Portugália Airlines, where she now works in safety and flight data analysis. At the same time, she is studying to be a pilot and hopes one day to work in the office with the best view in the world.
She studied Aerospace Engineering at Técnico, specializing in Avionics. Belonged to AeroTéc integrating the SA'19 team and RED. Had the opportunity to live 8 months in Canada, where she did her master thesis in the area of path planning for drones. She finished her degree in May last year and currently works for TXT Group as a consultant where she works as a software engineer. She lives in Switzerland, and works directly for the client, Pilatus Aircraft, in the development of the PC-21 simulator.
Miguel entered IST in 2016 and his academic career was quickly marked by his active participation in AeroTéc. After co-founding the RED project, he served three consecutive terms on the board of this student group. He has been working for a little over a year, at ASC, on the development of the space ecosystem of the Azores.


Using off-the-peg components was quick and cheap for both design and production and also helped pilots and engineers convert to the new type, but they also dated the aircraft, a feature which was never really addressed until the NG's 30 years later.
There is no asymmetry protection with alt flaps and the LE flaps and slats can be extended but not retracted. What do I think of the comparison. Although everything looks biased to the LHS it is more First Officer friendly because he can set a heading centre window or course the two outside windows on this panel rather than having to rely on what the Captain sets on his compass or HSI.
It has a side stick and a table for flying manuals, etc. Yes, some says, the Boeing is a tough workhorse and serves many carriers well. Stab Trim Pitch trim is applied to the stabilizer.
From San Francisco to New York City, every young boys dream is to one day grow up and play for the big leagues. To save production time, and get the plane on the market as soon as possible, Boeing gave the the same upper lobe fuselage as the and so that the same upper deck cargo pallets could be used for all three jets.
Almost all the Latino stars in baseball today--now 25 percent of major league rosters and growing--come from overwhelming. A full list of all FCC updates detailing their features is available in the book.
This function is available as an option. The game is going to change along with them, even with pushback from players like Norris. They enjoy it over there.
The DC-9 was about to fly, the One-Eleven was well into its flight test program and the Caravelle had been in service for 5 years. Yes, I like the Airbus A the one I am flying is a seater when it comes to the cockpit; it is incredibly spacious for a plane of its category.
Until Latinos are given more opportunities to be involved with MLB organization beyond the playing field, they will continue to be under represented in the higher levels of any MLB team organization.
Well, one pilot who has many hours on both types states that, if he ever had a chance to create the ultimate medium jetliner, he would cut the Airbus cockpit and glues it to the B body. He began moving the engines around to find a better layout. Eliminated the cause of a disconnect which may occur when flying dual channel autopilot go-arounds on the Alpha submode.
They are replaced in this aircraft by stopwatch buttons, much more useful. Here are some statistics which illustrate its success: Louis Cardinals, and who I am. Another four featured white Americans and U.
Nineteen s, modified as T navigator trainers, served with the U. The mach/airspeed warning system can only be checked on the ground: o True o False.
While flying an ILS approach below 1. feet Radio Altitude.
o Press either pilot\'s BELOW G/S P-INHIBIT light. The Predictive Windshear alerts are issued: o When TERR switch on EFIS control panel is pressed. Latinos and Racism in Baseball It was in that the first Major League Baseball team was create, the Cincinnati Red Stockings - Latinos and Racism in Baseball introduction.
Since then baseball has grown to be America’s nation past time. B NG Flight Controls Boeing B NG - Systems Summary [Flight Controls] Introduction The primary flight control system uses conventional control wheel, column and pedals linked mechanically to hydraulic power control units which command the primary flight control surfaces; ailerons, elevators and rudder.
Boeing certified and delivered the first three Next-Generation models in less than one year. The to seat was launched in November and first delivered in December The to seat was launched Sept. 5, Mar 08, · Truly Interactive NG Systems Software.
Highly accurate system models with full interactivity. At first the hydraulic system of a Boeing (a) is necessary for the working of the primary(b) and secondary flight controls (c) The Boeing has three hydraulic systems: A, B and standby.
The standby system is used when there is .B737 ng flight control system engineering essay


Hi, I am Mayeesha. I am a marketing intern here at BPD Zenith APAC from Monash University and before I was fortunate enough to be offered the opportunity to work with the BPD Zenith team, my family and I were on a very exciting and much anticipated trip to the US.
The Moyeens take the US!
This trip was my mum’s treat to my younger brother and I. Considering that this was our first visit to the states, we had so much on our agenda that it seemed as if each day couldn’t be long enough. From visiting Hollywood and being in the same vicinity as all our favourite celebrities, to the hustle bustle of New York city with its tall skyscrapers and delicious street food to everything in between – America had so much to offer and we couldn’t wait to start exploring!
NASA and IBM Maximo
One of the many things we wanted to do was visit the NASA Johnson Space Centre in Houston and it wasn’t until I started my internship with BPD Zenith is when I came to know that NASA is a user of IBM Maximo. NASA utilises Maximo for managing, monitoring, regulating and estimating costs for their assets. Maximo’s functions extend to both short-term and long-term planning, condition-based maintenance, schedule management, resource optimisation and providing important insights on key performance indicators. Additionally, Maximo’s ability to plan inventory holdings enables asset-intensive organisations like NASA to ensure that the required parts are readily available at the relevant locations.
And so, the day after we had landed in Dallas, we were all up nice and early, ready and eager to start our 3-hour long road trip to Houston. Joining us, was my uncle and aunty with whom we were staying with in Dallas and their son, our cousin.
Although seemingly long to be spending in a car, 3 hours feels like 3 minutes when you’re spending it with family members and loved ones who you get to visit once in a blue moon (I had to chuck in a space reference in there 😊).
Space Centre – here come the tourists!
Upon arriving at the Space Centre, we were all immediately taken aback by the enormous plane and space shuttle that is located near the entrance of the Space Centre. We later came to learn that it is the Independence Plaza. The plane is the original shuttle carrier aircraft, NASA 905 and the shuttle it carries is a replica of shuttle Independence. In its 42 years of service, NASA 905 flew space shuttles from one destination to the other 223 times, equalling up to 11, 017 flight hours. Visitors today can enter Independence and NASA 905 to experience the working and living conditions of the astronauts while on board the shuttle.
With even more excitement than before, upon seeing such an influential artefact, we rushed to que up in line wondering what other amazing things awaited us inside of the space centre.
All aboard the NASA Tram Tour
Our first activity of the day was to take the open-air NASA tram tour. The Space Centre is used for the training and development of American astronauts and is also home to the Mission Control Centre. There are numerous routes and activities you may opt to engage in depending on how much time you spend at the Centre, but part of every tram tour is the chance to visit Rocket Park.
First Stop: Rocket Park
Rocket Park displays the Saturn V rocket, which is the tallest, heaviest, most powerful rocket that has ever flown. It enabled the launching of 27 astronauts to the Moon through six successful missions as well as the launching of Skylab into orbit which is America’s first space station.
One cannot comprehend the size of the Saturn V rocket unless seen in person. Pictures can barely capture the essence of its true size! Rocket Park is also packed full of information about Saturn V and its various parts and all the missions it took part in that we lost track of time trying to take everything in.
‘Houston… the Eagle has landed.’
Our next stop of the tram tour was the Apollo Mission Control Centre. I’d have to say that this was undoubtedly my favourite part of the trip. Being able to see firsthand, the initial technologies and communication devices that were used on Earth to support astronauts while they completed missions in Space was truly an experience like no other. This is the same facility where NASA monitored Neil Armstrong’s landing on the Moon as well as nine Gemini, and all Apollo lunar missions.
Not an attraction that’s clearly expressed on the Space Centre website but during our tram ride back to the visitor centre, we saw a herd of Texas Longhorns. It seems that astronauts definitely come in all sorts of shapes and sizes at NASA!
Back at the visitor centre, we were running out of time and had to choose wisely about how we were going to spend our remaining few hours here. We split up and did different things depending on what we were most interested in. I started off at the Astronaut Gallery.
‘It’s about people in Space.’
Astronaut Gallery displays an extensive collection of astronaut apparel and spacesuits – some worn by the astronauts they belonged to and some recreated for the purposes of the gallery. The suit that I was most drawn to belonged to Judith Resnik. She was the second American woman and the first Jewish American to enter Space but unfortunately was one of the 6 members aboard on the Challenger and was lost when the shuttle exploded a couple of minutes into take off. Seeing photos of her working and contributing to human space exploration was inspiring and empowering.
One quote she said that particularly stuck with me was; “Astronauts don’t have to be either very feminine or very masculine women or very superhuman males, or any colour or anything. It’s about people in space.” The garment that is displayed in the gallery is the last one Resnik wore before the Challenger accident.
Home is where Mars is??
I also paid a visit to Mission Mars which is an interactive exhibit, created to support recent claims that human life can be sustained on the red planet. The exhibit contains information regarding Mars’ climate, weather, the types of apparel that astronauts need to wear and the methods of transportation that can be used on Mars. Would you move to Mars if given the opportunity?
On the edge of our seats!
My final stop was the Space Center Theatre where I watched a documentary about an Italian astronaut by the name of Luca Parmitano who almost drowned during spacewalk after water had leaked into his helmet. Sounds terrifying, doesn’t it? Imagine watching it on one of the largest screens in Texas with state-of-the-art resolution and audio! We were on the edge of our seats with our fingers and toes crossed, hoping he would be okay. Don’t hold your breath now – Parmitano was completely safe.
Just before we left, we treated ourselves to frozen yoghurt served to us by an adorable, little NASA robot to cope with the Texan heat. Is there a better way to end the day? I think not!


From Brisbane, the F.
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In the Military Aeroplane Competition, the B.E.2 outperformed all its competitors; it was put into production and quickly became the most numerous single type. Fokker Services has facilities in Europe (the Netherlands), North America (LaGrange, USA) and Singapore that combine a heritage of OEM (design) knowledge and comprehensive in-house component MRO support to.
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Top drones and buy tricks? If you are searching for drone guides then you are in the right place! The DJI Mavic Air is one of the most compact drones around, yet takes excellent 4K video and fantastic photos. It’s a cinch to fly, can avoid objects, and can be controlled using nothing more than hand gestures. We especially liked some of its novel features, such as the ability to take 360-degree photos. Battery life is a little short at 20 minutes, but the Air’s battery can be swapped out in a cinch, and the whole package—including the controller—packs away into a neat little bag.
DJI drones became an instant hit among ?commercial photographers and videographers who need for the best professional drones available. That was about three years ago, and with the advancement of UAV technology, you can now get yourself a professional 4K camera drone at reasonable prices. The DJI Inspire 2 is one of these types of drones (not the pricing). One of the outstanding features of this UAV is the dual battery setup. With this feature, the drone benefits from extended flight time and more juice for the cameras and other systems that make the UAV work like sensors, processors, and stabilizers. The build quality on the DJI Inspire 2 is impressive; it has props with a locking system that ensures they don’t become loose as the drone flies. In case of a crash, chances of damage are low since the build material is carbon fibre, making this drone reminiscent of a flying tank. Flight time on a single charge is also great – it clocks in at slightly over 25 minutes before going into an emergency landing mode to prevent crashing if it ran out of juice. Charging from 0 – 100 percent should take you about 80 minutes. Read extra details at Compare drone prices.
The Yuneec Mantis Q is an easy drone to get excited about, it packs a slim, folding form-factor, it flies for longer than most drones on the market, it has DJI Mavic Air level specifications and it has a cool trick, voice commands. We must admit, the long list of flight features and modes exceeded our needs of a drone, but the things we asked it to do, it did very well. 33 minutes of flight time allows for a lot of action in the air, the voice control features make for a good time as well. We understand that this is a first generation of the product, we really like it, but the camera is not stabilized. It’s obvious that this drone was made for pilots, not for photographers. That about sums up our opinion of the machine: if you are looking for a fun drone to fly, the Mantis Q is fantastic, if you are looking for a flying camera, this isn’t the drone you’re looking for.
What differentiates the Fimi A3 from other cheap drones is that it doesn’t require a smartphone running an app in order to view the camera’s live feed. Instead there’s an LCD screen built right into the slimline controller, complete with DVR functionality. This means the drone can be ready to fly in super quick time and you won’t end up plumbing your smartphone’s storage with video footage. The camera is one of the best we’ve seen in this price range. It’s a 1080p HD model, powered by an Amberella ISP processor and Sony CMOS sensor. The camera also benefits from 2-axis mechanical and 3-axis electronic gimbal stabilisation, resulting in some of the smoothest footage you’ll capture with a budget quadcopter. If you’re looking to get creative with your stills and videos, the Xiaomi Fimi A3 offers a number of flight modes, including Follow Me, Orbit and Dronie. These present multiple shooting options and will help fast track your aerial photography skills. Read additional info at drone-market.net.


TOM IN CALIFORNIA: I just want to bring another layer to 9/11 that I think you'd be very interested in. I was a professional airline pilot for twelve years. I have over 10,000 hours of flight time, all the licenses, airline transport license, et cetera. I was 747-400 captain for two years for a comnpany called Atlas. Prior to that I flew the seven-three-seven as a captain for seven years. ... Back in ... 2003 ...
ALEX: They put the remote control takeover chip in it.
TOM: Of cour -- well -- I'll split hairs even further, sir. If you look at the amateur video of the seven-six-seven-dash-two-hundred-series aircraft that did hit, that pod that's on the bottom, that's called a radome. That's manufactured by Martin Marietta. It's been manufactured here in the United States for 37 years. Exclusively used by the U.S. military to fly Air Force drones. Clearly --
ALEX: A control pod.
TOM: Clearly, that is used only to radio-control aircraft and hide an antennae. There are no civilian airplanes that have that pod, period, I challenge anybody to go out --
ALEX: Well look at the E4B's over New York and D.C. as the attacks happen -- and then after they happen, when all air traffic is shut down -- with the command pod on top and the American flag on back -- those are the doomsday planes.
TOM: And I wanna tell you something. When I looked at the amateur video I came across that white seven-four-seven-dash-one-hundred series, and I go, What the hell is that? There's no end number on this airplane, it's flying in an orbital pattern, and as we all know, that airplane was present on that day.
In a nanosecond I said, "Wait a minute, that's a flying platform where they radio-control these airplanes. One more piece of information, if I may. And that is, if anybody even has half a brain -- all your listeners do, thank God, but the peple I talk to who are sheeple -- and I say to them look! It's right in front of your face. You say a seven-five-seven-dash-two-hundred series hit the Pentagon. Where is the debris field? Where are the body parts? Where are the two ten-thousand-pound CFF [?] engines?
ALEX: Hey, on National Geographic they say those giant engines wouldn't even hurt the facade. Wouldn't even knock a window out.
TOM: That's exactly my point. They're not gonna bore through six feet of concrete and rebar. They're gonna -- they have breakaway bolts, just like when the airplane hit the Hudson and the #2 engine tore off on that Airbus A-310. They're meant to break away from the engine pylon for an engine fire. This is known for Airbus, Boeing, doesn't matter.
ALEX: Let me ask you a question. What would one of those giant engines, weighing I don't know how many tons, do at 550 miles an hour smashing into a concrete face?
TOM: First of all, to go 550 miles per hour in an airplane and ... for me --
ALEX: TO hold it down on the ground, is that impossible?
TOM: To hold at 60 feet and try and hit a building, that would be very, very difficult. You'd have to be an extremely skilled pilot. And secondly, you're not gonna be able to fly that fast because of air compression. So that's another bogus point about it.
[Skipping some misunderstandings between Alex and Tom regarding air compression]
TOM: The smoking gun is that there's no debris field. That's the bottom line -- there's nothing there. And then when I tell people, I say look, there's nothing there because a missile hit it.
Just one more point, if I may. I was present the day of and the day after -- I was based in JFK -- when TWA Flight 800 got shot down by a Navy missile. That was the buzz. I talked to an American Airlines flight crew that was landing on the two-five complex there and saw the frickin' thing get shot out of the sky.
ALEX: They've interviewed a hundred, and I think eighty-seven, members of the military that said yeah, we were runnin' a drill for a missile test that night.
TOM: Of course. There's an area called Area One-Oh-Five 80 miles northeast -- you can see it on any aeronautical chart. This is where they were doing that. They were shooting that out of a Polaris submarine ... the primary form of tracking was a radar signature. The second was a heat-seeking signature and that primary piece of equipment in that failed,
and that's when it tracked and locked onto that seven-four-seven-dash 200 series airplane, and, and, they saw molten metal on, on, bodies in that plane, I heard this the next day, and I heard, two days afterwards --
ALEX: They had investigators sneak in -- they later sent 'em to prison --and got samples and it had explosives residue. General Benton K. Partin, former head of Air Force weapons development, said it was a continuous rod warhead missile.
TOM: Exactly ... you hit the nail on the head. I read this, gosh, 10 years ago. There was a gentlemen wrote a book who worked for Aviation and Space Technology, [who] was a 20 year reporter, and simply, he said, 'this stinks.' He had an insider go in and take a piece off the back of seat #33F. And he took that to an independent lab, had it analyzed, and found that 99 percent of the exhaust gases on the back of that piece of material matched a
matched a certain Navy missile. And then he sent that, of course, to one of the major news agencies and they intercepted it and boom -- he was in jail that same day. So there it is.
ALEX: Absolutely, continuous-rod warhead. When they put the plane back together you
could see where it hit. All right, thank you so much, sir. Interesting points. Fits in with all the intel we have. Yeah, the first plane, the evidence shows, was a drone on the [World Trade Center] towers as well.
Speaking of the Boeing E-4B airplane mentioned above as having been present over Washington shortly after the Pentagon attack, this post from an aviation forum at Airliners.net explains that airplane's function:
Date: Wed Feb 9 2005
First things first, the E-4B doesn't follow AF1 [Air Force One] anywhere. It follows the President. If I remember correct from my days at Offutt AFB it is required to be within an hours time of the president stateside or overseas. The humped radome on top of the fuselage houses an antenna for the Milstar Satellite communication system. The aircraft is not allocated for the VP anymore than the Pres. or his cabinet, it is an airborne operations center with the ability to control DoD assets from the air. These aircraft are NOT airborne 24/7/365, in fact as most spotters can attest, they sit on alert 90% of the time at airports which fringe the Presidents location. Command and control capabilities of the E-4B mirror and/or exceed that of AF1. AF1 was put into service in Sept. of 1990 and was fully capable of controlling the Nuclear Triad assets immediately, no future 'upgrades' were required to bring it up to this status. The only capability upgrades it has received is newer better equipment (as it becomes available) than that which was installed when delivered to the USAF.


The 210x250 mm sheet includes old and new markings for the Space Shuttle
Orbiter, tile patterns for the windows and the crew hatch and names for
The image was created using the export function in CorelDraw, the actual decals will
show slightly different colors (darker blue).
Back to Decal Sets index


UAL1244, Oct 4, 2014, LAX-EWR. I’d left my wallet on the connecting flight from CRQ-LAX 20 minutes before. I let the flight attendant know prior to us leaving the gate.
Check out what lengths United went to in finding my wallet.
Thanks also to Skywest for getting the wallet to the United Ops desk to begin with!
ATC audio (courtesy of liveatc.net)


In the presentations, both methods of remote sensing and their applications for different Arctic environments and foci/aims were showcased by Norwegian and international scientists and managers working with remote sensing. This included remote sensing in the Arctic from space and air, over oceans, sea ice, land ice and other land surfaces.
Conveners: Vigdis Lonar Barth (Norwegian Space Agency), Rune Storvold (NORCE)
11:20 - 11:45
Rune Storvold (NORCE): The role of drones and aerial remote sensing in the future arctic observing system
Rune is Senior Vice President in the Observing Systems department in NORCE. He is also Adjunct Associate Professor at the Department of Engineering Cybernetics at the Norwegian University of Science and Technology associated with the AMOS centre. He started working at Norut/NORCE in 2003 using synthetic aperture radar data for measurements of cryospheric properties and doing modeling of microwave scattering and propagation in snow and ice. The Observing Systems Department consists of three research groups with 40+ scientists, pilots and engineers in satellite and aerial remote sensing, modelling, and technology development.
11:45 - 12:10
Annett Bartsch (b.geos): Recent industrial development across the Arctic as visible from space
Annett is the founder and managing director of b.geos, which is a member of the Austrian Polar Research Institute and provides services based on the Copernicus Sentinel missions and high spatial resolution observations from space.
12:10 - 12:35
Walt Meier (National Snow & Ice Data Center, US): Remote sensing observations of sea ice in a transformed Arctic climate
Walt is a senior research scientist at the National Snow & Ice Data Center, part of the Cooperative Institute for Research in Environmental Sciences at the University of Colorado in Boulder, Colorado. His research focusses on sea ice, passive microwave remote sensing, and Arctic climate change.


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Aerospace & Science Team
Changing the Future Faces of STEM
The AEROSPACE & SCIENCE TEAM is College of the Canyon's official endeavor to prepare students for the world of space exploration. Students, working alongside trained professionals, professors, and upper-division alumni have the chance to design, fabricate, and launch scientific payloads aboard NASA vehicles to the edge of space and beyond.
Our team deals with Science, Technology, Engineering, Art, and Mathematics (STEAM). We offer skills and experiences not offered in the classroom in engineering, modeling, fabrication, art, and science to take our projects to one of the most extreme environments, space! This year, the team will send student art to the edge of space for the first time on HASP. We hope to bring more of the Art in STEAM to the aerospace industry.
The team has been awarded with more than 84 awards in internships, mission academies, and scholarships because of these projects at places such as the Jet Propulsion Laboratory, NASA, Aerojet Rocketdyne, and many others.
An 8 hour time lapse of our HASP 2021 payload in space!
Our team's RockSat-X 2021 payload is on that rocket!
RockSat-X 2022 deployment from the rocket!
Our team's RockOn! 2022 successful rocket launch!
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The Vela program was not designed to carry out scientific investigations. Rather, it was initiated to verify the Limited Test Ban Treaty. That treaty had been negotiated between the United States and the Soviet Union and signed in 1963. Its prime purpose was to put a halt to testing of nuclear weapons in space and in Earth's atmosphere. Vela was a set of satellites, launched in pairs in the years 1963 to 1970, that orbited far above the Earth and kept watch for clandestine tests. The program was run by the Department of Defense. What makes Vela interesting from a astrophysical perspective is that the satellites were the first to detect gamma ray bursts. The first of these detections occurred in 1967, but because of the secret nature of the satellite program the detections remained classified until 1973.


Picnic on Mars
We invest billions of dollars in trying to reach Mars an inhospitable place. Meanwhile we ignore the destruction of our beautiful blue and green planet. I’m afraid we will reach extinction before we reach Mars. Nestor Zurita Composer And Saxophonist Nestor Zurita H. All rights reserved © Kayak Records.
Picnic on Mars 4:230:00/4:23


Alpha-Tocol Engineering Services Pvt. Ltd. is an Aerospace precision engineering industry established in 1972 as Tocol Enterprises. The company originally started to Design and Manufacture Tools, Assembly Jigs, Fixtures and Machined parts for Aerospace requirements. During the liberalization of rules the company embarked to manufacture and supply Airframe Structures to different divisions of Hindustan Aeronautics Ltd (HAL). Today the company has acquired ISO 9001:2015 and AS 9100:2016 Rev D certifications.
Alpha Tocol Engineering Services Pvt Ltd is a wholly owned subsidiary of Alpha Design Technologies Limited(ADTL), Bangalore.
ADTL Bangalore is developing and productizing electronics systems related to optronics, microwave, simulators, missile warning systems etc and is headed by Col. H.S. SHANKAR (Retd.) Former Director, Design & Development, Bharath Electronics Limited.
ADTL bought the erstwhile Tocol Enterprises which was existing from 1972, as the Aero structure wing of ADTL and renamed the company as Alpha Tocol in December 2009.
Alpha Tocol is partnering with HAL, DRDO, DRDL, IAF and other Govt and Private agencies in producing airworthy components, assemblies and tooling.
Alpha Tocol Engineering Service Pvt Ltd.
Plot No. 535 / 540, IV Phase,
Peenya Industrial Area,
Bangalore-560 058, India


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At RogersEV our vision is a cleaner and greener world driven by a powertrain that maximises the advantages of electrification, helping cultivate a new generation of air platforms.
We believe that a revolution in motor and rotor technology is needed, not an evolution. If our transition into 3D urban travel is to be realised, we need small, quiet, safer and more efficient craft with a smaller carbon footprint both on the ground and in the air.
A dynamic team in the
birthplace of aviation.
Located in Hampshire in the UK - the origins of the jet engine - our team is a mix of both experienced and young engineers, designing a new era of sustainable aviation.


Liputan6.com, Tripoli: Fighter aircraft of the North Atlantic Treaty Organization or NATO-led coalition who joined in France and supported by Arab countries, was launched to head off the forces of Libyan leader Muammar Gaddafi. Coalition forces also planned to attack the rebel-held city, Benghazi.
As quoted by Reuters on Sunday (20 / 3), before, battleships and submarines of the United States and British military has also fired more than 110 Tomahawk missiles or missiles to Libya to take over their air defenses. Nevertheless, there are no U.S. aircraft flying over Libya.
The following are military assets that are being used coalition forces in military action against Libya:
France to deploy as many as 20 fighter jets in the early operations in Libya, including the Rafale multirole fighter, the Mirage fighter jets and a drone unmanned AWACS. Their target area about 62-93 kilometers area around the rebel-controlled city, Benghazi. French operation currently has an air base on the Mediterranean island of Corsica Solenzara in, about an hour flight from Libya with a jet fighter.
French aircraft carrier, Charles de Gaulle, was in the Mediterranean Coast, France and will go to Libya at noon this Sunday. And is expected to reach reach the Libyan coast on Monday night with a 15 jet fighter. This battle also involved three frigates, a supply ship fuel, and submarines.
France also has an air force base near the Mediterranean cities of Marseille and Istres, about an hour and a half of Libya. Special aircraft refueling tankers have also been prepared since last Friday to distribute fuel from Istres. As for France to rejoin NATO's military command in 2009, after four decades of experience of exile.
British military had participated in coordinated attacks on Saturday against Libyan air defense system using Tomahawk missiles, launched from one of the Trafalgar class submarines. UK Ministry of Defence (MoD) also confirmed Stormshadow missile launched from a Tornado GR4 jet flown by the Royal Air Force base, about 3,000 miles away in Norfolk in eastern England. This operation is also supported by aircraft VC10 and Tristar aircraft fuel filling, such as the E3D Sentry and Sentinel surveillance aircraft. The Defense Ministry also said the Typhoon aircraft will be deployed to provide support.
Britain has two frigates off the coast of Libya, HMS Cumberland and HMS Westminster, which is also called to support the operation. Sources in the government Ingfris also earlier said the ship was to be deployed.
United States launch a limited military action in Libya a few hours after the French, who launched attacks along the Libyan coast with Libyan air defense targets. The U.S. military also deployed fighter aircraft, missiles and electronic attack.
A defense official said the U.S. Navy has three submarines equipped with Tomahawk missiles in the Mediterranean ready to participate, including the attack submarine Newport News and Providence. They joined two Navy ships. Tomahawk missiles that could cripple the normal plane or similar anti-aircraft defenses in the no-fly operation.
Overall, the U.S. Navy has also deployed five battleships in the Mediterranean, including one aircraft missile destroyer guides. But no U.S. aircraft carrier which is near Libya. USS Enterprise, which recently placed in the Red Sea, has been moving eastwards. Away from Libya, to join the USS Carl Vinson, in the Arabian Sea to support operations for Afghanistan.
Canadian warship HMCS Charlottetown has joined the navy, including sea blockade, which took place in Libya. Canadian fighter jets also have reached the area, but the plane takes one or two days of preparation before they can join the mission.
Italy has sent dozens of fighter aircraft at the base of Trapani, in western Sicily in readiness for involvement in an air strike on Libya. Tornado soldiers that can be used to destroy enemy air defense and radar, such as the F-16 and Eurofighters, used for air defense into the air which is then transferred to Trapani from bases in Piacenza in northern Italy, Gioia del Colle in Apulia.
Italy also offered the use of NATO headquarters near Naples for a joint command center in a joint operation. Countries Participating in the future in military activities. (JAY / ANS)


High power—low weight
Innovation is excellence; so, when DLE added innovations that included improved crankshaft bearings, and a better piston/cylinder fit to their engines, serious R/C pilots got very excited. The DLE-61 less than four pounds and cranks out over six horsepower from a durable and long-lasting engine.
Extras like an airplane-specific carburetor, muffler, standoffs and electronic ignition boost performance even further. It's a solid 60cc engine at the best price you'll find.
Displacement: 61.0 cc (3.7 cu in)
Bore: 1.85 in (47 mm)
Stroke: 1.38 in (35 mm)
Total Weight: 3.86 lb (1.75 kg)
Output: 6 hp @ 7,500 rpm
Includes: Electronic ignition module, muffler, spark plug, standoffs, spiral wire wrap & connector safety clips.
Requires: unleaded gasoline, 2-cycle oil, ignition battery & propeller
Suggested Propellers: 22x10, 23x8, 23x10, 24x8
DLE-61 Technical Data:
Ignition Battery: 4.8-8.4 NiCd or NiMH, 6.6V LiFe or 2S LiPo pack ((Voltage regulator required if LiPo or LiFe pack is used.)
Gas/Oil Mix: 30:1
Static Thrust: 33 lb (15kg) @ 328 ft (100m) altitude; 28.7 lb (13 kg) @ 5,900 ft (1.8 km) altitude
Weight Breakdown: Engine: 3.02 lb (1.373 kg); Muffler: 3.9 oz (110 g); Ignition Module: 3.9 oz (110 g); Mount: 4.5 oz (128 g); Miscellaneous: 1.2 oz (34 g)


The Leading Aerospace & Advanced Manufacturing Trade Association
Areas of Expertise
Farnborough Aerospace Consortium (FAC) is a business-winning trade association with national and international members. It is the longest established aerospace and defence trade body in the UK, providing support to some 300 companies located across Southern England, - the heart of the UK’s aerospace industry.
Working with GTM Global
GTM is delighted to be providing mission critical international connections for FAC’s members, via a series of curated virtual and physical events, workshops, and missions, enabling them to meet designated experts in international expansion, without leaving the UK.
Alan has over 35 years general management experience in commercial, financial, business development and strategic planning in the aerospace and defence sector on a global level. He specialises in developing and installing professional sales and business development management techniques to attain best practice and to achieve profitable strategic company growth.
Kim YeomansOperations Manager
Kim is an experienced Operations Manager within an aerospace and defence members organisation. She has management experience of working at national level with a broad spectrum of industry and Government agencies.


Once again, space experts are sounding the alarm. Because for this weekend, another violent solar storm is announced to hit the Earth between Saturday and Sunday. Could the solar storm cause power and communications problems?
Solar storm expected this weekend
As experts announce, our planet will once again be hit by a violent solar storm this weekend. This month it is already the 2, solar storm that will hit the Earth. This event has been reported by the British newspaper “Express”. Due to an explosion on the surface of the sun, a stream of charged particles has now made its way towards the earth. This is also confirmed by NASA images taken by the Solar Dynamics Observatory (SDO). These show an explosion in the Sun’s outer atmosphere . “The corona is the outer atmosphere of the Sun, starts a few hundred kilometers above the chromosphere and extends far into interplanetary space,” explains an expert from the Leibniz Institute for Solar Physics (KIS).
Solar storm to hit Earth this weekend
Now experts are announcing the solar storm will hit between Saturday and Sunday, according to the British newspaper “Express”. The website of “SpaceWeather.com” expects that the solar storm could lead to minor geomagnetic disturbances.
That’s why experts are expecting some auroras in the sky again this time. Apparently, though, the storm won’t be severe enough to create major problems with power or communications. In fact, depending on the severity, this is possible, however, the solar storm now approaching does not seem to be intense enough to do so. The current storm is rated G1 on the scale, which means that the impact is likely to be minor. With extreme solar storms of G5 strength, on the other hand, it is possible that power outages could last for hours and communications could also be severely affected or even paralyzed.


AVIATION PRODUCT GROUPS
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BYMED is ISO 13485, ISO 9001, ISO 10002, ISO 14001 and OHSAS 18001 registered subcontractor company and the solution partner that has fully automatic 9 axis movable CNC machines supported by advanced industrial design 3D CAD-CAM softwares, and manufactures high quality precision parts for different industries. Our staff work hard in order to achieve strict standards of quality certificates owned and successfully meet the customers’ needs.