The breitling aerospace evo is a versatile, reliable, and high-performance timepiece perfect for aviation and outdoors enthusiasts. With a sleek titanium case, analog-digital display, and impressive array of features, including a chronograph, countdown timer, and alarm, it’s the ultimate tool for pilots and adventurers alike.
The aerospace evo has been designed with precision and practicality in mind. The titanium case not only adds durability but also makes it lightweight and comfortable to wear. The watch’s analog-digital display combines the best of both worlds, allowing for easy reading of the time, date, and other functions, while the backlit display ensures visibility in any lighting condition.
The chronograph, countdown timer, and alarm functions are all easily accessible and provide accurate and reliable data. The aerospace evo is a watch that seamlessly blends style, functionality, and practicality, making it the perfect choice for those who demand the best in a timepiece.
Design And Build Quality
The breitling aerospace evo is a timepiece designed for pilots. The watch’s brushed titanium case and its black and blue dial provide a sleek and sporty look. The strap is made of a rubber-like material that gives it durability and flexibility.
Moreover, the watch features a quartz movement that ensures accurate timekeeping, and the digital display is backlit for easy reading. The watch’s construction makes it a reliable tool for any pilot as it can withstand the rigors of daily use.
Its features include a useful alarm, a stopwatch, a countdown timer, and an electronic tachometer. Pilots can trust the breitling aerospace evo to deliver what they need in any condition or situation. With its superb design, durable construction, and aviation-specific features, the breitling aerospace evo is the perfect timepiece for pilots and aviation enthusiasts alike.
Features And Functions
The breitling aerospace evo is an ultimate pilot watch that boasts a plethora of features and functions to cater to a pilot’s needs. Its key features include a superquartz movement, analog and digital displays, a timer, a calendar, an alarm, and a second time zone.
The watch’s functionality is further enhanced by its ability to handle multiple time zones, perform time zone conversion, and manage day and date changes. Pilots can easily switch between various functions by just rotating or pressing the crown. Furthermore, the watch is designed using lightweight titanium, making it comfortable to wear during long flights.
With its impressive range of features, the breitling aerospace evo is an excellent choice for pilots who require a reliable and functional timepiece.
Accuracy And Precision
The breitling aerospace evo is a highly accurate and precise pilot watch that is packed with features and functions to ensure accurate timekeeping. Its superquartz movement offers accuracy to within seconds per year, while its analog-digital display allows for easy readability and usability.
The watch’s chronograph function also provides precise timing down to 1/100th of a second, and its countdown timer can be set to several different settings for maximum precision. The watch’s durable case and scratch-resistant sapphire crystal ensure that it can withstand the rigors of flight, making it the ultimate pilot watch for accuracy and precision.
Pros And Cons
The breitling aerospace evo is undeniably one of the best pilot watches available today. Its multifunctional capabilities and sleek design make it a popular choice in the aviation industry. However, it does come with a few drawbacks. It may not be the most intuitive watch to operate, and its price tag may be a bit hefty for some.
Nevertheless, the aerospace evo’s durability, accuracy, and impressive array of functions make it well worth the investment for any pilot seeking the ultimate companion. Its ability to switch between digital and analog displays and its reliable chronograph function set it apart from other watches on the market, making it a favorite amongst professional pilots.
Comparison To Other Pilot Watches
Breitling aerospace evo is a popular pilot watch that stands out in the market, especially when compared to some of its competitors. The watch boasts an exceptional range of features including an electronic chronograph, a countdown timer, and a second timezone display.
Despite being feature-packed, the watch is still lightweight and comfortable to wear. It is also highly durable and offers excellent water resistance. When compared to other popular pilot watches, the breitling aerospace evo truly stands out with its exceptional style, functionality, and accuracy.
It is an excellent choice for pilots and watch enthusiasts alike, and its combination of features and aesthetics make it a truly remarkable timepiece.
Frequently Asked Questions For Breitling Aerospace Evo Review
What Are The Features Of Breitling Aerospace Evo?
Breitling aerospace evo comes with various features like superquartz movement, scratch-resistant sapphire crystal, day and date display, countdown timer, alarm, dual timezone display, backlighting system, and more.
Is Breitling Aerospace Evo Worth The Money?
Breitling aerospace evo is a great watch with exceptional features and design, making it worth the money spent.
How Accurate Is The Breitling Aerospace Evo?
Breitling aerospace evo is an incredibly accurate watch with a superquartz movement that is ten times more accurate than traditional quartz watches, losing or gaining only a few seconds per year.
Is The Breitling Aerospace Evo Durable?
Yes, the breitling aerospace evo is incredibly durable, with its titanium and steel construction making it impact-resistant, waterproof, and suitable for extreme temperatures.
What Is The Price Range Of Breitling Aerospace Evo?
Breitling aerospace evo is priced in the range of $3,000-$5,000, making it an investment rather than a mere purchase. However, its features and durability make it worth the price.
The breitling aerospace evo is a remarkable example of the brand’s dedication to creating versatile and innovative watches that cater to the needs of a modern lifestyle. From its advanced technology and sleek design to its exceptional functionality and durability, this timepiece has all the features that a pilot and a watch enthusiast would appreciate.
The watch’s multifunctionality helps it stand out in the market, offering an unparalleled level of convenience. Additionally, the watch’s accuracy and reliability make it a perfect companion for any kind of adventure. The aerospace evo is an investment worth making as it embodies everything that breitling stands for – precision, performance, and style.
Overall, it is safe to say that the breitling aerospace evo is a top-tier watch that holds its own in the competitive world of luxury wristwatches – a must-have for anyone who values quality, functionality, and style.
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As an answer to the growing sector of e-commerce in the mega cities of the future we tried to find a solution for the upcoming traffic issues on the streets. The idea was to exploit a new controlled airspace within the cities where autonomous UAVs (Unmanned Aerial Vehicles), or drones, undertake daily delivery tasks to relieve the situation on the streets. The system includes the UAV, so called PID and the landing platform (PIDPad) which are scattered all over the city as well as a control center. One of the most important topics was the safety system. We interviewed a lot of people, especially aviation experts to get as much input as possible. The project was conducted in cooperation with my fellow student Robin Ritter.


Mr. Shapira is one of TeleMessage’s co-founders. Between 1999 and 2005, he held various sales, marketing, operational positions in the company, as well as ran the company’s European office. Mr. Shapira served in the Israeli Air Force from 1993 – 1999 as a computer programmer, project manager and team leader of the IAF’s special R&D software development unit. Mr. Shapira holds a B.Sc. in Aerospace Engineering from the Technion, Israel’s Institute of Technology and a M.Sc. in Industrial Engineering from Tel Aviv University.


22 Nov 2017 On this website there is also detailed information regarding the flying of drones in Ireland. The drone operator may also be breaking data
Morbi tristique mauris nec arcu rutrum, vel egestas sapien fermentum. Vestibulum a dui in nunc 1 sep. 2020 — A number of larger and smaller events are organised at Halmstad University each year, everything from the Academic Ceremony and Väska – Picture Sunny 18L A Drone ForestRyggsäck från Picture Organic Clothing med hållare för antingen skidor eller snowboard. Flera praktiskt placerade el itinerario a San José del Guaviare debe incluir un paseo a la Sierra de Chiribiquete, que es una de las formaciones montañosas más notables. 16 maj 2019 — Learn how to fly a drone and what to do when it comes to security and permissions. Contents of the workshop. Introduction; Different kinds of Influence and Adopt.
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Drone prices range from under $50 to several thousand dollars. A good place to start your search is by determining the performance specs you want in the camera and which drone features and capabilities are important to you. A drone with GPS is better-equipped to hold a solid hover, and return-to-home is a useful, GPS-enabled feature.
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Drone racing is growing fast, and even shows up on ESPN—it's an awesome spectator sport, because you get to watch from a first person perspective, as if you're flying yourself.
Thanks to the ever-increasing pace of technology, drones are more affordable and easy to use than ever before. This has allowed artists and entrepreneurs to use drone technology in new, innovative and fascinating ways. One such innovation i If you're buying a drone there's a lot of great choices out there. We're here to help you make the smart decision and get what's right for you. iPad Air deal at Amazon: Grab the 256GB model at $69 off We may earn a commission for purchases Looking to get a reliable, feature-rich drone without breaking the bank? Check out this tightly-curated list of the best drones you can get for $500 or less!
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The light under the drone was melted, and sensors were damaged from the extreme heat. Drones and their services are decidedly dependent on GPS signals. Even though the drone may be equipped with back-up methods (INS/OPS), GPS references are still required for positioning Drone is a Continuous Delivery system built on container technology. Drone uses a simple YAML configuration file, a superset of docker-compose, to define and execute Pipelines inside Docker containers. How to buy a drone.
2020 — A number of larger and smaller events are organised at Halmstad University each year, everything from the Academic Ceremony and
Väska – Picture Sunny 18L A Drone ForestRyggsäck från Picture Organic Clothing med hållare för antingen skidor eller snowboard. Flera praktiskt placerade
el itinerario a San José del Guaviare debe incluir un paseo a la Sierra de Chiribiquete, que es una de las formaciones montañosas más notables. 16 maj 2019 — Learn how to fly a drone and what to do when it comes to security and permissions.
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2020 — For the first time, the robotics group at Luleå University of Technology showed field trials with autonomous drone flying in a mine-like 2019-apr-29 - Everyone who travel with a drone knows that there are a lot of rules, regulations and laws when it comes to traveling with a drone. Here is what I av A Choudhary · 2018 — Title, Autonomous Exploration and Data Gathering with a Drone Unmanned Aerial Vehicles (UAV) are agile and are able to fly in and out of areas that are HIRE A PROFESSIONAL DRONE PHOTOGRAPHER.
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2021-03-16 · Drones have become a hot trend in both photography and videography. In fact, they’ve practically become standard production equipment for professional photographers and filmmakers. Still, there are many drone users who invest in these expensive gadgets just for recreational purposes. And if you
Examensarbete för masterexamen. Använd denna länk för att citera eller länka till detta dokument: As a result of a graduate level class that Dr. Tom Iseley is teaching at LA Tech on entrepreneurship in construction, the class was introduced to the state of Our fluorosensor, weighing only 1.5 kg, and carried by a commercial drone, illustrates how airborne remote sensing based on fluorescence can be made cost- Om oss. Our mission is to combat the emerging drone threat.


Tuesday, July 20, 2010
Forty-One Years Ago Today
Today is the 41st Anniversary of the Apollo 11 Moon Landing, when humans walked on another astronomical world for the very first time in history.
For me, this represents the most significant achievement of our often-troubled species; an extraordinarily courageous journey toward a peaceful, scientific exploration of our universe. I've always felt that this is our ultimate destiny.
If we can put aside our petty differences, and manage to avoid destroying ourselves, the planet Mars, the giant moon Titan, and more than a billion other solar systems are continuing to beckon to us.
I hope we are wise enough to answer that call.


Want to get to London in less than four hours? Virgin mogul Sir Richard Branson is one step to closer to bringing the next generation of Concorde-style jet engines to the masses — or at least travelers who can afford a $5,000 ticket. Branson and Denver-based Boom Technology has recently unveiled a new prototype for a supersonic passenger jet that can take passengers from New York to London in just 3.5 hours according to reports. Through Virgin Galactic’s manufacturing arm, the Spaceship Company, we will provide engineering and manufacturing services, along with test support and operations as part of the agreement. Black Scholl, Boom’s founder and CEO (who happens to be a former pilot and Amazon.com executive) is ready to bring supersonic jet travel back into the mainstream. Test flights will begin next year in southern California with plans to launch the first commercial departures in 2023. He also said he’s confident that these flights will be different than the Concorde due to advances in technology and lighter materials. The company plans on fabricating the planes with lightweight carbon fiber composites — which it says makes it a quieter and more fuel-efficient jet. The XB-1, nicknamed the “Baby Boom”, has a cruising speed of Mach 2.2 — 1,451 miles per hour — which is 10% faster than the Concorde’s previous speed of Mach 2. It’s also 2.6 times faster than the average commercial airliner. At $5,000, tickets on the Baby Boom jet would cost about the same as tickets in business class. So, maybe you won’t get free champagne, but you will get there in half the time. Understand, supersonic flight has already been done. Remember the Concorde? The spectacular failure that lasted nearly three decades flew travelers across the Atlantic in three hours and 30 minutes for about $20,000 a ticket. But after years of losing money due to low production and high fuel costs, plus the industry downturn post 9/11, the Concord was mothballed in 2003. That was then, but Boom is now. With 50 years of advancements since the Concorde, Boom benefited from engine advances and other technology improvements, including fuel improvements. The Baby Boom is expected to have around 50 seats, whereas the Concorde had 92 to 128. boom says it plans to initially fly from London to New York, San Francisco to Tokyo and Los Angeles to Sydney. As far as how much investment Boom has received, Scholl won’t say. But partners include Virgin Galactic, which has already reserved the first 10 airplanes produced — at $200 million each. (Source: DenverPost)
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Official flight to 14th ESCFE Festival Amsterdam, Holland
EthioFin Sport Club today announced that FinnAir Flight AY841 is selected as official EthioFin flight to 14th ESCFE Festival in Holland. This flight departure on Tuesday 26 july 2016 at 8:10 from Helsinki and will arrive at Amsterdam at 9:45 same day.
The return flight is on Sunday July 31 2016 departure from Amsterdam at 18:50 and arriving in Helsinki at 22:10 same day.
It is a trend in our sport club to make a group travel to ESCFE festival.The sport club players and fans are encouraged to join this flight to reach to host city on time and with no hassle and more fun.


Flightline offers a variety of aerial survey services, and with that the opportunity to work with expert pilots with years of experience. Flightline's pilots are highly trained in low altitude flying, flying as slow as 60 knots, use of a variety of survey equipment and capability to fly any and all terrain. Flightline strives to accomplish all jobs and to exceed expectations of the client, and will always put safety above all else to ensure the safety of passengers.
Pilots will fly the line while inspecting for not only leaks and damages on pipeline but will also search for possible threats to the line.
Pilots are experts in searching for known leks and new, along with providing the best view possible for counting population.
Pilots provide the best visibility for finding nest and counting raptor populations, Whether its eagles or any bird of prey.
Pilots have the capability to circle over one position Indefinitely until full population has been recorded.
Not only are pilots skilled in flight, but are capable of using many different forms of survey equipment on board the aircraft.
Flightline has many capabilities with its aircraft. Contact us today with your job and let us help you accomplish it and exceed all expectations.
Cessna 172N (N41AP) $220.00/HR
This aircraft is perfect for slow flying to give you the perfect view of anything on the ground, and with great maneuve


Farmingdale High School Students Compete in International Space Station Tournament
Five Farmingdale High School students had the amazing opportunity to collaborate with astronauts on the International Space Station (ISS) during the Zero Robotics High School Tournament ISS Finals—held January 28, 2019 at Massachusetts Institute of Technology (MIT). The Farmingdale team was one of only fifteen teams to make it to the finals, and competed against schools from across the United States, Europe, Russia, and Australia.
It was the first year that FHS participated in the tournament, now in its 10th year. The idea to enter the competition came from the students themselves, who convinced teacher Lynn DiAndrea to come aboard as their mentor. Their road to the finals began last September, with a series of pre-qualifying coding projects.
This year's game was called ECO-SPHERES, and focused on the removal of space debris. Students were tasked with programming small robots to fly aboard the ISS. The robots, called SPHERES, are roughly the size and shape of a basketball — run on compressed gas, and can be programmed to spin, revolve, hover, and navigate through the air. Students were challenged with the unprecedented task of successfully hooking two satellites together in microgravity. They had to command their satellite to navigate to a disabled satellite, hook onto it, and tow it safety. The goal was to complete the tasks in the shortest amount of time—without colliding with space debris.
The finals took place on the ISS, where astronauts uploaded the code from each team, and provided a live stream for the students to watch the robots perform their programming. In addition to MIT, teams also assembled to watch the live event at the University of Alicante in Spain and the University of Sydney in Australia.
“I didn’t know what to expect at the finals,” said Ms. DiAndrea. “It was so impressive seeing all the teams get their code run on the SPHERES hardware aboard the ISS. I am really proud that our team got "swings" and "hits" to earn points. Although we didn't win, the experience was worth it. The students are already preparing for next year!


I’ve been NASA Apollo 13 Ex Luna Scientia Mission Badge Shirt speaking about doing a Philadelphia Cheesesteak Style Check for years. I did not notice that proper subsequent to him was this reporter from the Philadelphia Inquirer who was listening to all this. On Saturday, Might 03, 2003 we did a reconnaissance of Philadelphia at this NASA Apollo 13 Ex Luna Scientia Mission Badge Shirts time. Whereas filming right here in 1975, Sly could have additionally sampled considered one of Pat’s Philly cheesesteaks.
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Johnson County Science Cafe’
NASA’s Mars Science Laboratory – Curiosity Rover Overview
Speakers: Aaron Sengstacken, Aerospace Engineer
Date: October 8, 2013
Time: 6:30 pm
Location: Coaches Bar and Grill, 9089 W. 135th Street, one block west of 135th and Antioch, south side of 135th St.
The Curiosity Rover has been successfully operating on the surface of Mars since landing on August 5th, 2012. A little over half way through it’s prime mission, the surface mission has been both successful and surprising. Tonight’s talk intends to be a conversation. The first half will provide a quick overview of the Curiosity Rover mission, from assembly to surface operation. The remaining time will be allocated for questions about the mission, and more generally an open discussion on the future of robotic interplanetary exploration.
Aaron Sengstacken is an Aerospace Engineer who was responsible for the integration, testing, and operation of the color science cameras on NASA’s Curiosity Rover. He received his BS in Mechanical and Aerospace Engineering from the University of Missouri – Columbia, and a Masters Degree in Aerospace Engineering from Purdue University. Aaron worked at NASA’s Jet Propulsion Laboratory (JPL) for the past 5 years but recently relocated back to Kansas City after accepting a position at Garmin. Aaron lives in Fairway, KS with his wife Allison and two dogs, Buckley and June.
For more information: firstname.lastname@example.org


Bas Lansdorp wants to colonize Mars and he’s looking for volunteers to ripcord out of their lives on Earth and go. He is building his company, Mars One, that will send the first 4 people to Mars in 14 years to build a new society but it’s a one-way ticket.
The biggest challenge of the Mars One mission will be psychological.
If you want to go to Mars, no problem you’re just never coming back. You’re going to live there for the rest of your life.
So he’s been looking for future Mars settlers to date over 200,000 people have volunteered.
In this episode we discuss…
What drove Bas Lansdorp to found Mars One taking people on a one-way mission to Mars.
How he has built non-profit and for-profit companies to provide revenue and a return back to investors.
How much money does it take to get a spaceship to Mars?
Receiving over 200,000 volunteers to go on the first mission.
Why each mission will consist of a 4 person team?
What are the top 3 challenges? Oxygen, food, gravity or something else.
The physiological challenges that each individual team member will need to overcome.
How much ‘sense of humor’ plays into determining the best crew.
What if the crew has sex and one of them gets pregnant?
When will the second manned mission for Mars One will get to Mars?
This is the biggest ‘ripcord’ stories that has ever been told on the Go Hunt Life podcast. Bas is asking people to leave everything they’ve ever known, family, friends and Earth, to build a new society on Mars.
Website: Mars One
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DHL Express, Inc. Maintenance Planning/Tech Records in United Kingdom
DHL Air is the largest all-cargo air carrier in the UK, operating a fleet of B757-200 and B767-300 aircraft on worldwide operations. Part of the DHL Express team with our headquarters at East Midlands Airport, we wish to enhance the team to deliver our customer promise of; Excellence, Simply Delivered.
We are looking to appoint a self-motivated individual that is people and service focused. Someone who gets it right first time shows passion in their work and has the "Can Do" spirit that made DHL world leading in Logistics.
DHL Air is looking to develop/expand its Continuing Airworthiness Team that is responsible for the oversight of the fleet of Boeing Aircraft. We are looking for someone with a proven background in Maintenance Planning and Tech Records.
The role is to assist the Airworthiness Manager with the creation of workpacks, the recording reporting of all tasks and for the maintenance and upkeep of the records for the Boeing Fleet.
The primary function is to maintain the Continued Airworthiness standards of the DHL Air Operation.
The applicant must have proven experience in a Continued Airworthiness Management Organisation. They must have a good understanding of EASA and CAA Regulations.
TRAX experience would be an advantage.
The candidate would preferably have at least previous experience in a Technical Services environment with specific knowledge of Maintenance Planning and or Tech Records.
Closing date: Monday 14th October 2019


|One of the simplest power kites which you can make yourself is the Nasa ParaWing, which is based on a brake chute design evaluated by Nasa in the 1950s. There are several sites on the net which have plans for this kite, and it can be made in any size you like, from less than one sq. meter, up to 10 sq. meters. My first attempt at power kite making was this 2.5 sq. meter wing which wasn't too far beyond my mediocre sewing skills, and flies pretty well in medium strength winds.|
|In search of decent winds and big empty beaches I set off for Bude in Cornwall armed with the Nasa Wing, A Flexifoil Stacker 6 and an Airea 1.5 parafoil. The first couple of flights with the Nasa Wing were used to get the setup completed. These things can take a while to get trimmed to fly properly, with 36 bridle lines. Each of these lines has the potential to completely ruin the flight characteristics of the kite.
None of the kites I took were particularly large, the NasaWing being the largest. I wished I'd made a bigger one although even my little(ish) wing was pulling me all over the beach.
Still, it was nothing I couldn't handle (or so I thought) so when a very strong wind started blowing in from the sea I set off to see how much pull the wing could actually generate.
|Great plan, but the wing does have one minor (?) drawback. As it is a single skin of nylon, with no spars or airfoil sections to hold it in shape, when it collapses it does so in spectacular style, often going into a spin that leads to a lovely tangle as modeled here. The collapsability does mean that it can do some impressive spins though, with the wing collapsing then spinning to the ground before re-inflating and pulling really strongly as it climbs.|
|Still, once the birds nest was sorted out, the performance of the wing in a really strong wing was amazing. It easily dragged me for yards along the beach, and it took an unceremonious emergency landing into some bushes to stop me ending up taking an unplanned trip into the car park.
The wing can be set up as either a 4 line or a 2 line kite. The 2 line has fewer lines (duh) so there is less to get tangled if things go wrong, but there is no way to de-power the kite if it get's out of hand. The excellent aerodynamics of the wing mean that even if it is flown nose first into the ground, it'll re-inflate and reverse itself, turn the right way up and take off again. Makes solo flying an interesting experience to say the least.
Setting the kite up with 4 lines would make it more controllable. For a wing any bigger than about 2.5 sq. meters a 4 line set up looks like being a necessity.
The Nasa Wing proves to be an excellent kite for getting dragged about. It's easy to make and fly, really cheap and can drag you up and down the wide open space of your choice.
Now to make one twice the size, and hold on tight.


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While recent developments in engineering have contributed greatly to bringing flying cars closer to reality, there are other technical hurdles to overcome, and more still in order to develop flying vehicles that are autonomous.
In addition to sorting out the technology, there is also a need for ground infrastructure that would allow flying vehicles to operate unobstructed, with enough space for take-off and landing zones.
According to MIT professor John Hansman, the big challenge is whether people can build a vehicle that would be allowed to operate in the places where people want to use it.
It seems possible, though. In fact, Uber already has infrastructure plans for a flying taxi service that relies on vertical take-off and landing (VTOL) vehicles. But they are not the only company thinking about the new era in travel. European aircraft manufacturer Airbus is keen on delivering a prototype of its A3 Vahana this year, with plans to have it ready for production by 2020.
Israeli tech firm Urban Aeronautics has already created prototypes of its Cormorant, a people-carrying drone that’s intended for military use and that can attain speeds of up to 185 kph, hover for an hour, and carry up to 1,100 pounds.


Commander Orion Starhunter
How it all began…
Since I was a child, Astronomy has been my first love. The beauty of the stars and planets all floating out in the vastness of space has always been a deep fascination of mine.
While born much later into the space race between the United States and Russia, as a kid I can remember the first space shuttle launch in 1981. I remember being glued to the TV screen watching the Space Shuttle Columbia lift off at Cape Canaveral and climb towards the stars.
The immense power of the Solid Rocket Boosters as they hurled the seven man crew into orbit was something that science fiction writers dreamed of, and young kids my age wished they could be a part of.
As time pressed on, early in my teenage years I began studying the different aspects of space exploration ranging from reality to science fiction. Star Trek, Star Wars, and all other science fiction shows became part of my life, as I still felt as though watching those shows and films, I was somehow exploring the galaxy.
At the age of 13, I got a chance to see Halley’s Comet through the view of a telescope. I remember seeing the trailing tail of the comet, thinking about how this miracle was just out in space, devoid of human contact, and was being observed. It was something that had been around long before my existence on this blue marble, and would be around far after my departure. Provided we didn’t annihilate one another from a nuclear war (this is the late 80’s here), it would be around for thousands of years to come, and for millions to observe.
Saturn was officially my favorite planet, and well into the late 90’s I followed the Cassini-Huygens mission from lift off to it’s Grand Finale with great anticipation. The pictures that were sent back to Earth from one of mankind’s most advanced probes were simply breathtaking. The landing of the Huygens probe on Titan and the pictures it sent back of a never before seen surface was key to mankind evolving into space exploration.
From there an old friend introduced me to Elite: Dangerous, in which all the childhood dreams came back ten fold. I had the means to travel a real charted galaxy, and do whatever I wanted, when I wanted.
The Exploration Bug finally won me over, and since then I have been flying various starships through the vast reaches of the universe, searching for the answer to the age old question, “Are we alone”. I gladly share this journey with all of you to enjoy, and to bring back that childhood wonder and fascination we all experienced.


Dr. Packard, a retired Brigadier General, joins the University of Arizona from the Air Force Academy Foundation, where he serves as Program Manager for the Institute for Future Conflict. In this capacity, he has been responsible for working with the President/Superintendent’s leadership teams to define the challenges graduates are facing in the 21st Century National Defense, which entailed a $100 million campaign goal. Dr. Packard has developed partnerships to support cutting edge academic, research, and training opportunities.
At the United States Air Force Academy, Dr. Packard has served as Vice Dean for Curriculum and Strategy, leading the academic strategic plan, facilitating diversity and inclusion programming, serving as donor liaison to launch the Institute for Future Conflict, and overseeing the research centers and research portfolio. Previously, he served as Vice Dean of the Faculty and managed daily operations for 24 academic and student support departments at the USAF Academy. He has also served as Chair of the Social Sciences Division, which championed programs and curriculum for five academic departments.
With a career spanning more than 37 years as an Air Force Officer, Dr. Packard has also served as a pilot, instructor pilot, evaluator, Deployed Director of Staff, Operations Officer and Commander, accumulating 3,900-plus hours flying hours. As Commander, Dr. Packard was responsible for aircraft and training resources and annually graduating over 200 new pilots. In his role as Deployed Director of Staff, he oversaw the operations of a base of 11,000 assigned and transient multi-national personnel.
Noteworthy among his many accomplishments, Dr. Packard was awarded the Charles S. Gersoni Military Psychology Award for outstanding contributions to military psychology and the Fellowship by the Swedish Foundation for International Cooperation in Research and Higher Education, which allows students in the United States and other countries to study in Sweden to encourage bilateral cooperation in research. He also was recognized with the Master’s Degree Award for Academic Excellence at Michigan State University and as the Squadron Instructor Pilot of the Year at Seymour Johnson Air Force Base in North Carolina.
Dr. Packard earned a doctorate in Developmental Psychology with a focus on social network influences on leadership and professional military development for cadets at the U.S. Air Force Academy, a master’s degree in Counseling from Michigan State University, a masters in Aeronautical Science from Embry Riddle Aeronautical University, and a bachelor’s degree in Behavioral Science from the United States Air Force Academy.


Aerojet Rocketdyne Holdings Inc.
said Friday its board has approved a share buyback program of up to $100 million. The El Segundo, Calif.-based company. which makes technology for aerospace and defense systems., said it will use the program to buy shares over time for 18 months. Shares rose 2.7% premarket and are up 11% in the last 12 months, while the s&P 500
has fallen 12%.


I departed Minneapolis at 6am for Haiti with my wife Alyn and 3 guests from St. Patrick's Church from Oak Grove, Minnesota. This was Carol's and her sons Michael and John's first trip to Haiti. This trip has become routine for Alyn and I and has always been uneventful. After landing in Miami and a 4 hour layover, we finally bordered our DC10 for Port-au-Prince. These flights are always full with both missionaries and Haitian's returning home or visiting from the US. Our boarding had been delayed because of a mechanical problem but we were now seated and buckled in. After another half hour we were told the problem had not been fixed and we were returning to the gate and were deplaning. This can always be part of travel, and Alyn, Carol, Mike and John just took it in stride. We had warned them that when it comes to Haiti, the schedule is always in flux and could change at anytime. This was one of those times.
After another two hours we finally switched gates and boarded a different plane with an uneventful departure. Because of the time delay, we realize that this would be our first landing at night. Port-au-Prince airport is fairly short, with no taxiways. To taxi to the terminal, the pilot must turn the plane around at the end of the runway and back taxi down the runway. Port-au-Prince airport is in a valley with mountains to the north, mountains to the south, mountains to the east and the ocean to the west.
Our 90 minute flight was short but we we're all tired when the captain called for the flight crew to prepare for landing. It had been a long day starting with getting up at 3am. This is when the fun began. As we descended towards the airport, everyone became abruptly aware that this was not a normal approach. The plane bounced, banked, banged and bumped violently as we heard the landing gear deploy. I've been on many flights and I have to say, this was the roughest. As the wings bank wildly from left to right, I was hoping for a straight in approach. It was then that I heard the reduction of the engines and felt the beginning of the landing flair. I knew it would be just a couple minutes more and we'd be on the ground... I was looking out the window when we dropped below the cloud deck and it was still pitch black with no airport in site. That's when I heard the roar of the engines and felt the plane change attitude as it began to climb back through the turbulence we had just experienced. The pilot was aborting the landing and "going around".
We heard many gasps and groans as we tumbled through the turbulence and bounced in our seats as we climbed out. After a few minutes the captain came on the overhead and said that had to abort the landing because of a major thunderstorm that was directly over the airport. He informed us that we would be circling for a while and if it didn't clear up that we might head to Dominican Republic and wait it out. A few minutes later we were informed that we were going back to Miami... we were all disappointed, but it was the right thing to do.
So our first night it Haiti was spent in Miami and Tuesday morning we got up to do it again.


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Many experts saw the 2016 rollout of Part 107 from the FAA as a watershed moment for the commercial drone industry as a whole. For a long time, organizations of all sizes stayed awayfrom fully exploring UAV technology because of the hurdles and uncertainty associated with securing a Section 333 Exemption. Under Part 107 though, operators and organizations have a clear idea around how they can legally operate a drone for commercial purposes, and the threshold to do so has been considerably reduced. Part 107 might not have given commercial drone operators everything they wanted, but even the FAA’s harshest critics had to admit the rule provides the clear guidance and structure they had long been asking to see delivered.
Because of this development, 2017 is shaping up to be a critically important year. Professionals in oil & gas, construction, precision agriculture, process & utilities, mining & aggregates, law enforcement/emergency response/search & rescue as well as civil infrastructure are all looking at drone technology in a completely different light, but that doesn’t mean adoption is going to be a simple or easy task. There will also be challenges associated with sorting out what it means to secure proper insurance, changing public perception around commercial drone operations and what it means to scale a drone program.
Luckily, experts across the industry have insight around all of these items and plenty more. Their thoughts around what 2017 will mean to drone manufacturers, service providers, stakeholders and everyone else in the commercial UAV ecosystem provide an enlightening look at a year that could enable far-reaching growth and opportunity.


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In the pre-dawn hours of Tuesday, 6 June 1944, the Allied invasion of German-occupied France began. The pre-planned Luftwaffe response to the invasion included the transfer of 19 day-fighter Gruppen to airfields near the battle front. II. Gruppe/JG 1 received the coded message: "Einsatz West-Einsatzort Flers" (Operations West-Operational Base Flers), during the morning at their airfield near Störmede, Germany. At 1625 hours thirty-two Focke-Wulf Fw 190A-8s took off under the command of Oblt. Georg-Peter Eder, and headed for an intermediate fueling stopover at Montdidier, France.
II. Gruppe was a combat-proven day-fighter Gruppe and, until D-Day, had been assigned to the defense of Northern Germany. The Gruppe was previously known as I./JG 3 and had been in action since the war's inception, fighting over France, England and Russia. When it was transferred from the Eastern Front in September 1941, its pilots had already achieved 421 victories in the war. Its new assignment was the air defense of Holland which the Gruppe assumed on 13 December 1941 after fully re-equipping with the Messerschmitt Bf 109F-4. On 15 January 1942 I./JG 3 was redesignated as II./JG 1 and for the next two years defended Holland, France and Northern Germany against the incursions of the RAF and USAAF. In the spring of 1942, the Gruppe turned in its Bf 109F-4s and was fully operational with Fw 190A-2 and A-3 fighters by 12 May 1942.
By 1 January 1944, II. Gruppe was based at airfields in Northern Germany as a Reichsverteidigung (Defense of the Reich) unit under Kommandeur Hptm. Walter Höckner who had 62 Abschüsse (kills) as of that date. Its component Staffeln were 4., 5. and 6./JG 1. The first five months of 1944 were a time of great successes and equally great trials for II. Gruppe. This period saw the transfer of three noted Experten into the Gruppe. Major Heinz Bär was assigned to 6./JG 1 on 21 January (179 Abschüsse over all fronts as of that date). Bär had previously served as Staffelkapitän and Gruppenkommandeur, being awarded the Ritterkreuz mit Eichenlaub und Schwertern (Knight's Cross with Oakleaves and Swords), but his outspoken criticisms of the Luftwaffe's failings were not kindly received by Reichsmarschall Göring who transferred him to JG 1 as an ordinary pilot. Hptm. Höckner was transferred to JG 4 on 4 February and Hptm. Hermann Segatz (33 Abschüsse with JG 51, 26, and 5) took over as Kommandeur. Finally, on 15 March, Oblt. Georg-Peter Eder (33 Abschüsse by this date) was assigned as Staffelkapitän of 6./JG 1 after recovering from wounds suffered while serving with JG 2.
During the first five months of 1944 the Gruppe was led into combat by any one of four experienced formation commanders: Hptm. Segatz, Major Bär, Oblt. von Kirchmayr and Oblt. Eder. The unit suffered losses of 48 pilots killed, 23 wounded, and 158 aircraft destroyed in aerial combat while achieving 164 confirmed victories, 119 of which were USAAF four-engined bombers. Notable losses included its Kommandeur, Hptm. Segatz (KIA 8 March, 40 Abschüsse) and seven experienced Rottenführer and Schwarmführer: Uffz. Erich Negraszus (KIA 11 February, 3 Abschüsse), Fw. Heinz Fuchs (KIA 24 February, 11 Abschüsse), Uffz. Hans-Joachim Tünger (KIA 3 March, 4 Abschüsse), Fw. Heinz Kahl (KIA 12 May, 9 Abschüsse), Uffz. Helmut Stiegler (KIA 12 May, 6 Abschüsse), Uffz. Heinrich Weber (KIA 16 May, 3 Abschüsse), and Lt. Gunther Buchholz (KIA 31 May, 5 Abschüsse). The Gruppe's seven-hundreth victory, on 29 April 1944, was Oblt. von Kirchmayr's 15th Abschuss.
In the spring of 1944, the Reichsluftministerium (RLM) decided to reinforce the day-fighters engaged in the Reichsverteidigung with an additional Staffel transferred directly from Eastern Front units. 7./JG 51, a Bf 109G-6 equipped unit, was assigned to II. Gruppe in May from their airfield near Brest-Litovsk in Poland, with pilots arriving at Störmede after 29 May and hurriedly checking out in Focke-Wulfs. It was later renamed 8./JG 1 on 15 August 1944 when the four-Staffeln Gruppe became standard practice. 7./JG 51 was led by Ritterkreuzträger (Knight's Cross winner) Hptm. Karl-Heinz Weber with 136 confirmed Abschüsse in over 500 missions. Two other Experten were Lt. Friedrich Krakowitzer (23 Abschüsse by 1 June) and Ofhr. Günther Heckmann with 12 Abschüsse. Hptm. Weber was transferred to III./JG 1 on 3 June as Gruppenkommandeur, and Lt. Krakowitzer assumed command of the Staffel.
Major Bär had been reassigned as Kommodore of JG 3 on 21 May following 23 victories in his four months as a member of II. Gruppe. Bär had served as acting Kommandeur after the death of Hptm. Segatz and he was replaced by Oblt. Eder. By 1 June, in spite of the losses of Segatz, Bär and the previously listed pilots, II./JG 1's original three Staffeln still contained many combat-proven formation leaders (with their scores as of 1 June):
|Oblt. Georg-Peter Eder||49|
|Oblt. Rüdiger von Kirchmayr||18|
|Lt. Otto Bach||16|
|Lt. Hubert Swoboda||9|
|Lt. Fritz Wegner||4|
|Oblt. Eberhard Burath||5|
|Ofw. Leo Schuhmacher||15|
|Ofw. Reinhard Flecks||13|
|Ofw. Kurt Brodbeck||4|
|Ofw. Kurt Niedereicholz||16|
|Ofw. Georg Hutter||14|
The Gruppe also had many experienced noncom and enlisted pilots serving as small formation leaders (with their scores as of 1 June):
|Uffz. Fritz Wurl||3|
|Fw. Alfred Bindseil||3|
|Uffz. Friz Milde||2|
|Uffz. Josef Gold||2|
|Uffz. Otto Stuckenbrock||2|
|Flieger Georg Blech||5|
|Uffz. Erwin Steeb||1|
|Ofhr. Rudolf Kaltenhäuser||1|
|Uffz. Christian Knoblauch||1|
|Fw. Rudolf Lehmann||1|
|Gefr. Walter Gehr||1|
Up until the Allied landings, 1944 had seen great sacrifices by II. Gruppe's flying personnel that amounted to one hundred percent of their roster strength, but it was still well led and highly motivated. Over half of the unit's pilots had achieved victories while flying in defense of their homeland. The pilots winging their way to France the afternoon of 6 June were a confident lot who well understood the implications of the impending struggle.
By late afternoon of 6 June the unit's thirty-two Focke-Wulfs had all successfully landed, but refuelling took longer than anticipated and they were forced to remain overnight. After a dawn take-off the next morning they were informed that their intended airfield had been bombed and they were diverted to Le Mans, actually landing on the automobile race track there. During this flight the Staffeln flew independently and 7./JG 51 was attacked by Mustangs at 300 meters altitude in the area of Le Mans and was forced to form a defensive circle. Lt. Johann Brünnler left the circle and attacked the Allied formation, quickly being shot down and fatally crashing near Châteaudun. The chaotic landing grounds at Le Mans were milling with German fighters as both I./JG 1 and II./JG 53 had flown in previously, approximately 100 Fw 190s and Bf 109s being based there. II. Gruppe flew three sorties during the day, at 0500, 1300 and 1700 hours, with a total of thirty Focke-Wulfs patrolling the immediate vicinity. No enemy contact was made, but four aircraft were lost due to landing accidents or technical problems without any pilot injuries. 7./JG 51's previous Kapitän, Hptm. Karl-Heinz Weber, the new Kommandeur of III./JG 1, was shot down and killed by Mustangs on the morning of his first sortie in the West.
Le Mans airfield was an important Luftwaffe bomb dump stocked with quantities of 250 kg. bombs. Although neither I. nor II./JG 1 had received any training as fighter-bombers, both Gruppen were assigned the Jabo (Jagd-Bomber) role on June 8th. The pilots of the two air defense units were to read a text on Jabo tactics and were sent off on missions that same day. II. Gruppe started off on its first fighter-bomber mission at 1100 hours with twenty-five Focke-Wulfs against the Allied armada off the Normandy coast. They were not intercepted, and other than the many flak hits received from the defending ships, all aircraft returned safely. No hits were claimed. Bad weather on 9 June kept most German and Allied air units grounded, but II. Gruppe did manage one Jabo mission with twenty aircraft off the coast. Again, they weren't intercepted and suffered no losses. That night, at approximately 0100 hours, Le Mans airfield was attacked by RAF four-engined bombers. II. Gruppe lost seven aircraft and five more damaged, even though they were dispersed 500 meters east of the airfield. These losses plus numerous bomb craters kept it grounded for the next six days. On 12 June, Oblt. von Kirchmayr was released from the hospital in Störmede after a bout of infectious yellow jaundice and allowed to fly back to his unit, but was attacked by Spitfires over Flers. He shot down one of the Spitfires, but the victory was never confirmed due to the lack of a witness. On the 15th, the Gruppe lost two more Focke-Wulfs during a bombing attack on Le Mans.
Operations resumed on 16 June when the Gruppe began transferring to Essay airfield near Alençon. However a few sorties were mustered late on the 15th. The Gruppe's first confirmed victory in Normandy came when Uffz. Günther Henschel of 7./JG 51 destroyed a Mustang at 2142 hours on the 15th north of Caen for his first victory. One Focke-Wulf was destroyed in this combat, but the pilot was uninjured and returned to his unit. During the transfer 7./JG 51, flying independently, was bounced by approximately twenty P-51s, probably from the USAAF's 354th Fighter Group, near Alençon. Three pilots were killed, Uffz. Günther Henschel, Uffz. Franz Zechner, and Fw. Helmuth Heidemann and one mechanic, Uffz. Herbert Redlich who was riding as a passenger. Two of the attackers were shot down, one each by Lt. Friedrich Krakowitzer (his 24th Abschuss) and Ofhr. Günther Heckmann (his 13th Abschuss). Two other aircraft were also lost during the transfer, but their pilots were uninjured. That evening Essay was attacked by USAAF B-24 Liberator bombers that rendered the airfield unusuable although II. Gruppe lost no further aircraft or personnel.
On June 18th, the much diminished Gruppe transferred to Semallé, several kilometers south-west of bomb-cratered Essay. It was a very small landing strip surrounded by tall trees on all sides, creating good camouflage for the aircraft, but landing problems for the less experienced pilots. There were no hangers on the field and no habitable buildings nearby, so the airmen were housed under canvas in the local cemetery. The pilots of 7./JG 51 considered the living conditions to be worse than they had experienced in Russia, but the field had not yet been discovered by the Allied air forces and so for a while escaped the attentions of their fighters and bombers. That night a vicious storm with high winds blew in from the northwest that caused much damage to Allied ships and the Mulberry artificial harbors and restricted operations for several days. On 19 June the Geschwader Kommodore decided to transfer the remaining serviceable aircraft of II. Gruppe to Lonrai to join I./JG 1, allowing the two Gruppen to combine their modest strength and operate together. On this day, Ofhr. Günther Heckmann was credited with a Mustang, his fourteenth victory, in unknown circumstances.
The bad weather continued on Tuesday, 20 June, but the combined Gruppen launched a single freie Jagd (free hunt) mission with 14 aircraft at 0830 hours into the Cotentin Peninsula where they encountered P-38J Lightnings of the 9th Air Force's 370th Fighter Group near Flers a half hour later. A vicious combat ensued with II. Gruppe losing three aircraft and two pilots. Fw. Richard Henner of 7./JG 51 was shot down and captured by Allied troops; Uffz. Hans Hermann of the same unit was also shot down, but was uninjured and managed to return to base; and Ofw. Kurt Brodbeck of 6. Staffel was killed in action. Oberfeldwebel Brodbeck had been one of the more successful pilots with 4 victories. II. Gruppe achieved no victories during the engagement, but I. Gruppe did claim five Lightnings for the loss of two of their own aircraft (both pilots returning to their unit). The Americans claimed three long-nose Fw 190D-9s definitely destroyed, one probable and three damaged, while actually losing three P-38s. It is interesting to note that the first operational sorties with the Fw 190D-9 weren't flown until early December 1944 by I./JG 26. Two other joint missions were flown that day without contact.
On June 21st, a low cloud ceiling hindered operations over Normandy, but Oblt. Eder, acting Kommandeur of II. Gruppe, shot down a P-47 Thunderbolt near Le Mans for his fiftieth Abschuss. II. Gruppe suffered no losses that day and transferred back to Semallé, by now fully operational, in the evening. The weather cleared the next day and II. Gruppe flew several missions against Allied fighter-bombers in the St. Lô area, losing no aircraft while claiming two enemy machines. Uffz. Erich Rahner of 7./JG 51 shot down a Thunderbolt for his first victory and Oblt. von Kirchmayr of 4. Staffel claimed a Spitfire though it wasn't confirmed. One pilot was lost, however, when Fw. Hans Knabben of 6. Staffel was shot down and captured in the St. Lô area while flying the morning mission with I. Gruppe. Fw Knabben, along with three other pilots of 4. and 6. Staffeln, had been ordered to Villacoublay on 18 June to collect four repaired Fw 190A-8s for delivery to II. Gruppe. By 21 June only two of the aircraft were serviceable and it was decided that Knabben and another pilot would fly them to I. Gruppe at Lonrai. The next morning Knabben flew his last mission while on temporary loan to 2. Staffel.
Nothing is known of II. Gruppe's operations on 23 or 24 June, but no victories or losses were reported for those days. Oblt. Eder was awarded the Ritterkreuz on the 24th and sent on leave prior to his transfer to II./JG 26 as Kommandeur. Oblt. von Kirchmayr became acting Kommandeur of II. Gruppe. At 1300 hours on Sunday, 25 June, Semallé was devastated by a low-level attack by Mustangs that destroyed 15 Focke-Wulfs. The few aircraft that were left were assigned to the pilots of 7./JG 51 and some new pilots from the other three Staffeln. That evening twenty pilots of II. Gruppe left by bus for Villacoublay-Süd, from whence they flew by transport to Köln-Ostheim for re-equipment and replenishment. The unit was essentially out of action for the next ten days.
On 26 June the remaining aircraft were transferred to Lonrai to bolster the strength of I. Gruppe. The joint Verband flew several missions out of Lonrai on 27 June, two of which resulted in victories for II. Gruppe pilots. At 0955 hours one Schwarm intercepted some Auster artillery observation aircraft being escorted by Spitfires. Two Austers were shot down, one by Ofhr. Aloysius Kaatz of 5. Staffel for his first Abschuss. At 1653 hours nine Focke-Wulfs flew air cover for the Wehrmacht in the vicinity of Caen that resulted in combat with Mustangs and Typhoons. Ofhr. Heckmann of 7./JG 51 claimed one Typhoon for his fifteenth victory. On June 28th, the remnants of II. Gruppe flew three joint missions with I. Gruppe, the first of which resulted in no enemy contact. The second was flown off at 1652 hours with ten aircraft in the vicinity of Caen and promptly ran into Canadian Spitfires of the 2nd Tactical Air Force. The Germans lost no aircraft and claimed three victories, one by Uffz. Rahner of 7./JG 51 for his second Abschuss. For the final mission of the day, the joint Gruppen put up six aircraft at 2125 and flew to the area of Flers where they met 401 Squadron of the Royal Canadian Air Force. In the ensuing combat, three Spitfires were claimed destroyed by I. Gruppe pilots, but Ofhr. Aloysius Kaatz of 5. Staffel was killed only two days after his first victory. The small Luftwaffe formation also lost two other Focke-Wulfs. The two Gruppen could only muster five serviceable machines on 29 June and these flew one mission at 1315 hours in the vicinity of Flers. The flight lost two aircraft in a combat with twenty Thunderbolts, one of the Fw 190A-8s flown by Uffz. Walter Ruffing of 7./JG 51 who was killed. One victory was claimed by Uffz. Waliczek of the same Staffel, this being his first.
Pilots of 7./JG 51 played prominent roles in two of the four joint missions flown the next day from Lonrai. At 1215 hours six Focke-Wulfs flew to Caen and engaged 2 TAF Spitfires and Mustangs, pilots of 7./JG 51 being credited with two victories. Lt. Krakowitzer shot down a Spitfire at 1249 hours, his 25th Abschuss, and Uffz. Maier claimed a Mustang at 1251 hours for his first victory. At 1930 one Schwarm from 7./JG 51 flew a freie Jagd mission to Alençon. They attacked and shot down two P-51s, one to Ofhr. Heckmann at 1945 hours for his sixteenth victory, and the other unconfirmed to Gefr. May. However, by the end of the day II. Gruppe was a spent force with no serviceable aircraft and only eight operational pilots. The paper strength of a four-Staffeln Gruppe was 68 pilots and aircraft (16 aircraft in each Staffel plus 4 more in the Gruppe Stabschwarm).
No operations were flown on 1 July, but that evening brand-new Fw 190A-8s began the trip back to Semallé from Köln (Cologne). The Gruppe had been completely re-equipped and many new pilots fresh from Ergänzungsgruppen (training units) were assigned. July 2nd and 3rd were quiet with no combat missions being flown, although three aircraft were lost in training accidents on the 3rd. The Gruppe had completed its return to Semallé by 4 July. One pilot, Ogefr. Friedel Pallas of 5. Staffel was fatally injured in a landing accident following a training flight from Semallé. The 4th also saw the return to combat of I. Gruppe with attached pilots of II. Gruppe. Eleven Focke-Wulfs took off from Lonrai at 1345 hours to fly a freie Jagd in the Coutances area where they were bounced by Thunderbolts of the 404th Fighter Group. Four pilots and their aircraft were quickly lost, three being from II. Gruppe; Gefr. Karl-Friedrich Ernst of 4. Staffel, Lt. Helmut Weissbrodt of 7./JG 51 and Lt. Friedrich Krakowitzer, the Kapitän of 7./JG 51 were all killed. Ofhr. Günther Heckmann was appointed to lead the remnants of 7./JG 51 as Staffelführer.
The following two weeks saw little combat activity as Oblt. von Kirchmayr and the remaining experienced pilots sought to transform their replacement Nachwuchs (new boys) into competent flyers with at least a chance of survival in the aerial maelstrom of Normandy. Neither Lonrai nor Semallé had an early warning system other than the human ear, and even training flights had be launched quickly when the skies overhead had cleared of Allied fighter-bombers. All the new aircraft were hidden under trees and days passed when flights scheduled for take off at 0800 hours had to wait until 2000 hours for the skies to clear so that the Focke-Wulfs could be quickly hauled out from their camouflaged bowers. July 5th and 6th saw no combat missions, but three Fw 190s were lost on 5 July in training accidents. Limited strength missions resumed on Friday, 7 July, when seven aircraft of II. Gruppe took off with Focke-Wulfs of I. Gruppe from Lonrai at 0905 hours on a freie Jagd mission to the battlefront. The German formation met 16-20 Thunderbolts and attacked, suffering no losses while gaining two victories. Ofhr. Heckmann of 7./JG 51 claimed his 17th Abschuss while Lt. Fritz Wegner of 5. Staffel got his fifth. There were no missions flown the next three days, but one aircraft was lost to a technical malfunction on the 8th. By 10 July, II. Gruppe was completely based at Semallé and engaged in training the new pilots. The commanding officers were:
|II. Gruppe||Gruppenkommandeur||Oblt. von Kirchmayr|
|4. Staffel||Staffelkapitän||Lt. Voight|
|5. Staffel||Staffelkapitän||Lt. Fritz Wegner|
|6. Staffel||Staffelkapitän||Ofw. Reinhard Flecks|
|7./JG 51||Staffelkapitän||Fhjfw. Günther Heckmann|
Little is known of any operations on 11 July, but one aircraft was lost in combat and another two to technical malfunctions on that day. No personnel were lost. The following day saw no enemy contact and no losses. July 13th was a cloudy day and II. Gruppe had only very limited enemy contact although one aircraft was lost with the pilot being uninjured in unknown circumstances. Also on that day the combat-ready elements of I. Gruppe were transferred to Semallé as Gruppenkommandeur Hptm. Hans Ehlers did not yet wish to commit his fledglings to combat.
The combined operational strength of the two Gruppen was low, but on the 14th JG 1's Gefechtsverband (combat formation) flew two freie Jagd missions from Semallé, one consisting of twelve aircraft at 1355 hours and another of six at 2021 hours. One of the experienced NCO pilots of 6. Staffel, Fw. Alfred Bindseil, claimed a victory on each of these missions, a Spitfire at 1440 hours near Caen and a Mustang at 2100 hours near Carentan for his 4th and 5th Abschüsse. II. Gruppe lost one Focke-Wulf although the pilot was uninjured. July 15th saw the combined Gruppen fly two missions with a total strength of only six aircraft without loss. The next day, there were three missions by the combined units from Semallé with a total strength of fourteen aircraft, losing two pilots and four aircraft with no victories claimed. The morning freie Jagd mission took off at 0740, engaged some American fighters and lost one pilot of I. Gruppe. Later in the afternoon, one Schwarm was scrambled at 2000 hours for airfield defense and engaged a formation of P-38s without success. At 2022 hours, another Schwarm flew as escort for a reconnaissance aircraft. This mission wasn't intercepted, but during one of the evening missions, Ofhr. Anton Iller from 6. Staffel crashed into the trees at Semallé while taking off and was killed. Two other Focke-Wulfs of II. Gruppe were lost during these missions, one due to enemy action and one from a technical malfunction, both pilots were uninjured. I. Gruppe stood down on 17 July for re-equipment in Germany, leaving II. Gruppe alone to fly missions from Semallé. The Gruppe flew only one freie Jagd mission on that day and gained one victory south-west of Caen. Ofhr. Kaltenhäuser of 6. Staffel shot down a P-47 at 1525 hours, his 2nd Abschuss. However two pilots were lost; Uffz. Rudolf Hoffmann of 5. Staffel was killed and Uffz. Josef Gold of 6. Staffel was wounded, but managed to parachute safely. Uffz. Gold was now out of the fighting and II. Gruppe had lost another experienced element leader with two confirmed victories.
Nothing is known of any activities on 18 and 19 July except that no victories or losses were recorded. On July 20th, the Gruppe was ordered to fly a full strength mission using all combat-ready aircraft. Approximately 30 Focke-Wulfs took off at 1230 hours led by Oblt. von Kirchmayr and climbed to 6000 meters (approx. 20,000 ft.) to patrol north-east of St. Lô. At 1300 hours the Gruppe was surprised from above by a mixed formation of Spitfires and Thunderbolts and decimated. Eight Fw 190s were shot down with five pilots killed and another captured. Several veteran pilots were among those lost. Lt. Helmut Proff, Uffz. Christian Knoblauch and Gefr. Walter Gehr of 4. Staffel were all killed. Lt. Christian Steven and Obfw. Alfred Bindseil of 6. Staffel were also killed and Uffz. Otto Stuckenbroch, also of 6. Staffel, was captured. When the P-47s attacked Stuckenbroch's "yellow 11" caught fire, but he was able to parachute over Allied lines seven kilometers northeast of St. Lô. Another two Focke-Wulfs were shot down, but their pilots escaped injury and returned to their unit. In exchange II. Gruppe was credited with three victories; Oblt. von Kirchmayr shot down two Spitfires, one at 1307 and another at 1335 for his 19th and 20th victories. Obfw Flecks of 6. Staffel shot down another Spitfire at 1305 for his 14th Abschuss. As the Gruppe flew back they were attacked again by a number of Spitfires. Ofhr. Rudolf Kaltenhäuser of 6. Staffel was shot down and severely injured in an emergency landing north of Alençon. He died of his wounds on 24 July. Finally, that evening, Gefr. Johannes Kamutzki of 7./JG 51 was shot down and killed while in combat with Spitfires during a transfer flight to Le Mans. July 20th was a black day for II. Gruppe with ten aircraft lost, seven pilots killed and another captured.
The following two days were stormy ones and no missions were flown. The stormy weather continued on 23 July, but II. Gruppe flew one evening mission west of St. Lô which resulted in another combat with Spitfires and Thunderbolts. This time no losses were suffered and two victories were gained. 4. Staffel's Lt. Swoboda shot down a P-47 at 2110 hours for his 10th Abschuss and Uffz. Gallbach shot down a Spitfire at 2125 hours for his first victory. On the return flight, Obfw. Schuhmacher observed that the aircraft flown by Uffz. Erich Rahner of 7./JG 51 was out of control at a low altitude. Schuhmacher radioed the the pilot to make a wheels-up emergency landing which resulted in the aircraft overturning. Schuhmacher immediately bellied-in alongside the severely injured Rahner and enlisted the aid of nearby soldiers and civilians to remove the canopy and save his comrade. Rahner was pulled from the Focke-Wulf and recovered after a three day coma in the hospital at Chartres. He had been rendered unconscious by fumes from a fuel leak. The storms abated on 24 July, but nothing is known of any operations on that date other than that no losses or victories were reported.
"Operation Cobra", the Allied break-out from the St. Lô area began on July 25th as the American First and Third Armies attacked towards the south. Elements of II. Gruppe flew one mission over the American assault, losing one pilot in combat with Mustangs. Gefr. Helmut Walter of 5. Staffel was killed near Chandai. There is no information on any operations on 26 July, except, as usual, no losses or victories occured. The 27th of July saw the loss of another experienced Rottenführer as Uffz. Fritz Milde of 5. Staffel fell during combat with Spitfires in the vicinity of Alençon. In the afternoon of the 28th II. Gruppe flew a single mission to the battlefront west of St. Lô, engaging an American fighter group and claimed one victory against no losses. Fw. Zinkl of 6. Staffel shot down a P-47 at 1720 hours for his fourth Abschuss. Bad weather hindered operations on the next day with II. Gruppe only flying one mission, a combined effort with I. Gruppe in the early evening. After taking off from Semallé, they were joined by 17 Fw 190s of I. Gruppe, its total strength, from Lonrai. The mixed Verband flew under the cloud deck in a northwesterly direction toward St. Lô and engaged some Thunderbolts. The Germans suffered no losses while destroying two American fighters, one of which was shot down by Obfw. Flecks of 6. Staffel at 1908 hours for his 15th Abschuss.
On 30 July the American spearheads reached the vicinity of Avranches, while in the air the Allied fighter-bombers flew unceasingly against German defensive positions. JG 1 was again tasked to attack the Allied Jabos and help relieve the pressure against the German 7th Army. At 1441 hours, ten to twelve Focke-Wulfs of II. Gruppe took off from Semallé and were joined by an equal number of aircraft from I. Gruppe at Lonrai. The Verband flew at 1000 meters (3300 ft.) in the direction of the front under the leadership of Lt. Gerhard Hanf of I. Gruppe. On this occasion, the German formation wasn't intercepted before reaching their own lines. They quickly spotted and bounced fifteeen to twenty Thunderbolts which were strafing ground targets. The combat lasted only a few minutes leaving the surviving Thunderbolts scattered and the Germans flying singly back to their own base. Six P-47s were confirmed destroyed, with three going to the pilots of II. Gruppe. Gefr. May of 7./JG 51 was credited with one at 1512 hours for his first Abschuss, while Obfw. Flecks of 6. Staffel shot down two, one at 1513 and another a minute later for his 16th and 17th victories. However the Germans did suffer the loss of two pilots, one being from II. Gruppe. Uffz. Wolfgang Boyé of 7./JG 51 was killed when he was shot down near Avranches. On 31 July a joint mission was again flown with I. Gruppe over the breakout, 16 machines of I. Gruppe taking off at 1217 hours and joining several aircraft of II. Gruppe. The German unit was intercepted almost immediately by a superior force of Thunderbolts. Three pilots were lost, all from I. Gruppe. Two victories were confirmed, one by II. Gruppe when Obfw. Flecks shot down a P-47 at 1235 hours for his 18th Abschuss. After the combat, parts of the German formation continued their mission, flying in a northeasterly direction from Alençon. A group of Spitfires was spotted and successfully attacked. Obfw. Flecks was credited with another victory, a Spitfire going down at 1255 hours for his 19th Abschuss, while Uffz. Fritz Wurl, also from 6. Staffel, claimed a Spitfire for his fourth Abschuss. Also on this date II. Gruppe finally received a new Kommandeur, Hptm. Hermann Staiger (58 Abschüsse to date), who was transferred from I./JG 26. Acting Kommandeur Oblt. von Kirchmayr was transferred to I./JG 11. He had 20 Abschüsse to his credit, all gained in two years operational flying with II./JG 1.
The first two days of August saw diminished activity that resulted in no claims, although the trees around Semallé claimed another pilot in a landing accident. Uffz. Fritz Wurl was killed the day after his fourth victory. By 3 August the Allies were getting dangerously close to Alençon and the Gruppen of JG 1 flew two joint armed reconnaissance missions to determine the extent of the Allied advance. No losses or victories were recorded, and that evening both Gruppen began transferring to Oysonville, just southwest of Paris. II. Gruppe did not mount any operations for the next three days as the ground crews struggled to reach Oysonville by road. During the night of August 6/7, 5. Panzerarmee attacked westward from Mortain with four panzer divisions in an effort to cut off the American Third Army from its supply base. All Jagdgruppen were ordered to fly air cover over the attacking German forces. The remnants of I. and II./JG 1 were to strafe American positions in the vicinity of Mortain while the Bf 109s of III./JG 1 were to provide top cover. Ground fog delayed this first Geschwader strength operation of the Normandy campaign until 1412 hours. After taking-off and forming up, the Geschwader headed towards Avranches. As they neared the French town, they were engaged by numerous Allied fighters and suffered the loss of six pilots killed and one wounded in exchange for no victories. II. Gruppe lost two pilots from 7./JG 51; Uffz. Friedrich Mai and Uffz. Hans Hermann were both shot down and killed in action by Spitfires near Mortain.
7./JG 51 had joined II. Gruppe with 15 pilots on strength at the end of May. During the first two months of the Normandy campaign twelve pilots had been killed, one captured and another severely wounded, leaving only Lt. Günther Heckmann still able to fly. The Staffel had given its all.
During the night of August 7/8th, the British and Canadians began a massive assault southwards from Caen to cut off and trap 5. Panzerarmee west of Falaise. The German high command called off their struggling counter-offensive at Mortain and began a withdrawal to the east. II. Gruppe flew no missions on either August 8th or 9th. The next day, it flew a limited strength mission over the area of Avranches led by the new Kommandeur, Hptm. Staiger. Spitfires were encountered, one of which fell to the guns of the Kommandeur for his 59th victory. Uffz. Wilhelm Wäschle of 4. Staffel was the only casualty. II. Gruppe then redeployed across the Seine some 130 kilometers east to Connantre on 11 August, losing three Focke-Wulfs to accidents in the process. The ground crews followed by road, but took two full days to arrive in the chaotic conditions.
The Staffeln were now at the end of their stength and flew no missions during the week they were at Connantre. On 15 August, the Allies invaded Southern France, and the Staffeln of II./JG were finally renumbered to conform to a four-Staffel Gruppe:
|5. Staffel remained 5./JG 1||Lt. Hubert Swoboda|
|6. Staffel remained 6./JG 1||Lt. Fritz Wegner|
|4. Staffel was renumbered 7./JG 1||Lt. Otto Bach|
|7./JG 51 was renumbered 8./JG 1||Lt. Günther Heckmann|
In summation, the four Staffeln of II./JG 1 spent ten weeks in Normandy and suffered the following losses:
|27 pilots killed (including 3 in accidents)|
|3 pilots captured|
|2 pilots seriously wounded|
The Gruppe also lost 106 aircraft, including:
|41 in aerial combat|
|31 on the ground to Allied attacks|
|34 in accidents or through abandonment|
|Stab II./JG 1||4 Abschüsse||no pilots lost|
|4./JG 1||2 Abschüsse||5 pilots KIA|
|5./JG 1||1 Abschuss||5 pilots KIA|
|6./JG 1||12 Abschüsse||6 pilots KIA, 2 POW, and 1 wounded|
|7./JG 51||13 Abschüsse||11 pilots KIA, 1 POW, and 1 wounded|
An earlier version of this appeared in Luftwaffe Verband Journal 4, Oct. 95
Return to Axis Aerial Orders of Battle.


The Indie Galactic Space Jam was an idea started by a fellow Fiean, Kunal Patel, who is also the founder of the local Orlando Indie community and meet-up Indienomicon. While I haven't been to an Indienomicon meeting I do have many friends who've gone and who use it to promote their personal projects in the O-town dev scene.
The Space Jam was an event to celebrate and promote interest in space exploration and science. Orlando is considered part of the Space Coast scene, having many Sim and space oriented tech companies.
I was so excited to be able to work again with some of my favorite Fieans. One of my producers from Pitch Jumper, Kevin, asked me about a month ago if I wanted to join and I was like "YES I WANT ALL THE SPACE GAMES." Kevin is great to work with, and we have similar interest in promoting education in the sciences (he was once a high school teacher before going into the games industry) so this was a great opportunity to have fun doing what we love while promoting cool topics.


The strongest solar flare in 2013 should impact the Earth’s upper atmosphere this weekend on April 13-14, 2013.
Solar flares are strong bursts of radiation that sling powerful material through space toward Earth (known as a CME or coronal mass ejection), and some can be quite harmful. Most CMEs reach the Earth in one to three days after they have ejected from the Sun’s surface. A powerful CME pointed toward Earth moving over 600 miles per second can disturb the upper atmosphere enough to disrupt radio signals and affect electronic systems in satellites both in space and on the ground.
Although this particular mid-level flare is actually about ten times less powerful than some of the strongest flares that we’ve seen, the solar flare that occurred on April 11, 2013 produced a CME that could potentially create a geomagnetic storm, which occurs when the CME connects with the Earth’s magnetic shield for an extended period of time.
This is not the last solar flare or CME that will impact the Earth this year. Solar activity is likely to increase because the Sun’s normal 11-year cycle is just reaching its peak in late 2013.
This will be a great weekend to watch the auroras in the Northern latitudes, but head’s up – GPS and cell phone signals might undergo some disruption.


Technically rockets are automobiles, so this belongs here. On September 3rd 2002 an amateur astronomer named Bill Yeung did what amateur astronomer Bill Yeung does best: he found an asteroid orbiting earth that nobody had found yet. Excited to claim the discovery, he named it J002E3 presumably because Spacey McSpace Face was already taken, but something was amiss. For one, nobody had noticed it before, which was odd given its size. Also, it seemed to be painted white.
Following its trajectory, and then back calculating its previous location using something called “math,” astronomers were able to determine that it had been in a heliocentric orbit for about 30 years and just recently entered earth orbit. The last time it was in proximity to the earth was around 1971. In an attempt to determine the composition of the asteroid, the University of Arizona did a spectral analysis by looking at the wavelengths of light reflected off of it from the sun and determined that it was titanium dioxide. Given its past, and the fact that titanium dioxide is used as a pigment in the white paint that NASA uses on its rockets, someone put the pieces together and said “Did we paint a thing and then launch it and then lose it in 1971?”
It was suggested that it may have been the third stage of Apollo 14, but that stage was accounted for when NASA decided to crash it into the moon at 6,000 miles per hour because NASA likes to party.
There was one other possibility.
A couple of years before that, during the 1969 Apollo 12 mission, after the third stage’s useful burn, it separated and was reignited to be propelled into a heliocentric orbit. It burned longer than expected, however, and entered an unstable earth orbit briefly before disappearing. It’s not certain, but it is likely that J002E3 was the third stage from Apollo 12 coming back to say hi. It orbited earth six times over the course of about a year before re-entering a sun-centered orbit. We can get a better look at it, and maybe confirm this mystery, when it returns to orbit earth briefly in the mid-2040s.
Until then, we can all get together and start the J002E3 was an alien spaceship covered up by the government conspiracy theory.
So there you go, 15 years ago we found an unknown spacecraft orbiting earth! Turned out to just be some junk we lost in the 60’s.
OR WAS IT!?
Yes, most likely.
More information: Mystery Object Orbits Earth | NASA.gov


One Giant Leap for MankindBy: Trevor Kennedy
There have been many great achievements by man over the last sixty years in regards to the final frontier, space. First man in space, 12 April 1961, Yuri Gagarin, first man on the moon, 21 July 1969, Neil Armstrong. But mankind is about to take one further step in its conquest of space, sending its technology out of our solar system in to interstellar space.
Voyager 1, launched 5 September 1977 is currently 11 billion miles (18 billion kms) away from Earth, travelling at 38,000 miles per hour (.00005 light speed, 61,000 kms). At that speed it would take less than 40 minutes for Voyager to travel the circumference of the earth and less than four hours to reach the moon.
Some day very soon, Voyager will be the first manmade object to leave our Solar System, all with technology developed in 1977, two years after Bill Gates and Paul Allen formed Microsoft and one year after Steve Wosnik created Apple 1.
Ed Stone, the Voyager project scientist at the California Institute of Technology was quoted as saying, “The latest data indicate that we are clearly in a new region where things are changing more quickly. It is very exciting. We are approaching the Solar System's frontier.”
Voyager is now detecting dense, high-energy particles generated by exploding stars in distant solar systems. In the last month the particle count has increased significantly and is seen as a first indicator of reaching the edge of the Heliosphere and enters the heliopause, which is traditionally considered to be true outer space.
Working out when Voyager actually exits our solar system is not a straight forward task, complicated by the fact it takes over 16 hours, for Voyager to send back a message to earth. The final determination is likely to be when the magnetic field lines, currently running from east to west switch to a north-south direction. But even when that occurs a few weeks of number crunching by the scientist will be needed to confirm the switch.
It is expected that Voyager 1 will continue to explore interstellar space through to 2020, when it is estimated that its batteries will be drained. Still, it will continue to travel at speed away from Earth, until it hits a planet, star, or UFO.
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AURA collects James Webb Space Telescope (JWST) documentation on this site as a service to our community, and provides the material on an “as-is” basis.
JWST is NASA’s infrared flagship observatory. JWST is an international collaboration between NASA, the European Space Agency (ESA), and the Canadian Space Agency (CSA).
The development of the observatory is managed by the NASA Goddard Space Flight Center, and the main industrial partner is Northrop Grumman. The Science and Operations Center for JWST is the Space Telescope Science Institute (STScI) in Baltimore, Maryland. STScI brings together the scientific community to enable and maximize the science of JWST. Its staff is responsible for the development of the ground system for JWST, which includes flight operations, as well as the software the astronomical community needs to plan and execute JWST observations, and to analyze the data it produces. STScI is also responsible for hosting the JWST data in the Mikulski Archive for Space Telescopes (MAST).
Get more details about the James Webb Space Telescope →
Click on the links below for more information:
Latest News and Articles
Loren Grush (08-01-18) Why Nasa is Struggling to Get Its Most Powerful Space Telescope Off the Ground The Verge
Ryan F. Mandelbaum (7-26-18) Congressional Committee Grills NASA and Northrop Grumman on James Webb Space Telescope Delays Gizmodo
Joel Achenbach (7-26-18) Northrop Grumman CEO is grilled about James Webb Space Telescope errors Washington Post
Sarah Kaplan and Joel Achenbach (7-24-18) NASA’s next great space telescope is stuck on Earth after screwy errors Washington Post
Jeff Foust (7-24-18) NASA faces funding challenge for JWST in future years Spacenews
Mike Wall (07-18-18) It’s Inspection Time for the James Webb Space Telescope’s Huge Sun Shield Space.com
David Thornton (07-13-2018) NASA says Webb telescope behind schedule, but ‘worth the wait’ Federal News Radio
Eric Berger (07-10-2018) With further delays, Webb telescope at risk of seeing its rocket retired ARS Technica
Phoebe Braithwaite (07-08-2018) The launch of Nasa’s giant Webb telescope has been delayed, again Wired
Deborah Byrd (06-28-2018) James Webb Space Telescope launch pushed to 2021 EarthSky
Stephen Clark (06-27-2018) Webb’s launch delayed to 2021 at an extra cost of nearly $1 billion Spaceflight Now
Karen Kaplan (06-27-2018) If NASA can overcome human error and other problems, its James Webb Space Telescope may finally launch in 2021 Los Angeles Times
Sarah Kaplan (06-27-2018) The James Webb Space Telescope is — wait for it — delayed again The Washington Post
Marina Koren (06-27-2018) Another Shocking Delay for NASA’s Next Big Telescope The Atlantic
Dennis Overbye (06-27-2018) NASA Again Delays Launch of Troubled Webb Telescope; Cost Estimate Rises to $9.7 Billion The New York Times
(07-26-18) Press Release From: House Committee on Science, Space, and Technology House Science Committee Demands Answers on James Webb Space Telescope Delays
(07-25-18) Statement By Thomas Young At Hearing on James Webb Space Telescope SPACEREF
(07-25-18) Rep. Bera Statement at James Webb Space Telescope Hearing SPACEREF
(07-25-18) Rep. Eddie Bernice Johnson Statement at James Webb Space Telescope Hearing SPACEREF
House Science Committee Chairman Lamar Smith (R-TX)
“The James Webb Space Telescope has tremendous potential to expand our knowledge of our solar system and our universe. Program delays and cost overruns don’t just delay the JWST’s critical work, but they also harm other valuable NASA missions, which may be delayed, defunded, or discarded entirely. The Science, Space, and Technology Committee is looking forward to analyzing today’s report in depth as we work to ensure accountability and efficiency in the JWST project. We’ll be holding a hearing to address this report next month. Our witnesses will include NASA Administrator James Bridenstine, Tom Young of the JWST Independent Review Board, and Northrup Grumman’s CEO Wes Bush – the primary contractor on this project. I expect to see progress on keeping projects on budget and on time.”
Eddie Bernice Johnson (06-28-2018) Ranking Member Johnson Statement on the Assessment of the James Webb Space Telescope
Senate Commerce Committee Ranking Member Nelson (D-FL)
“While I am deeply disappointed by what has come to light over the last several months, I believe the discoveries we will get from the James Webb Space Telescope will be worth the cost of completing the mission – which is what the Independent Review Team recommended. Imagine if we had chosen not to continue the Hubble Space Telescope after its problems were discovered? But we also need to do some soul-searching to find out how to better manage large, complex and ambitious programs in the future.”
Interview with NASA Administrator Bridenstine: (07-13-2018) Roll Call
Q. NASA is relying on contractors to build a new deep space vehicle, the Space Launch System, two commercial crew vehicles to replace the space shuttle to take our astronauts to the International Space Station, and an ambitious new telescope, the James Webb. But these projects are behind schedule and over budget. It worries House Science Committee Chairman Lamar Smith. Is there a contract administration problem at NASA?
A. Lamar Smith is right: There is a challenge here that we have to wrap our arms around and figure out how to fix. What I would tell you, when you think about the Space Launch System, which is the largest rocket ever built, it’s going to give us transformational capabilities that are necessary to get to Mars. No. 2, the James Webb Space Telescope, we’re going to go over $8 billion on that program and that means I have to go back to Congress, in front of Chairman Smith, and I have to ask for a reauthorization. I think that’s the right thing to do. Congress needs to 100 percent buy in on this.
Here’s the important thing: The science we are going to get from James Webb is also transformational. We are going to see for the first time cosmic dawn. We are going to see light from the very formation of the universe. We are going to learn more about the universe in which we reside than we’ve ever known before.
Editorials and Op-Eds
Jeff Foust (07-02-2018) Too big to fail? The Space Review
Robert Zubrin (05-15-18) Advice to the New NASA Administrator The Weekly Standard
Mark Whittington (04-12-18) Why NASA’s James Webb Space Telescope is such a fiscal black hole The Hill
Jeff Foust (04-02-18) A tangled Webb of delays The Space Review
Leonard David (12-29-17) Is the James Webb Space Telescope “Too Big to Fail?” Scientific American
Community Reviews and JWST Reports
Science Papers and Presentations
Jason Kalirai (07-14-18) Scientic Discovery with the James Webb Space Telescope
Science Information and News
James Webb Space Telescope Science JWST.NASA.gov
James Webb Space Telescope Science News webbtelescope.org
JWST Technical Progress
Thaddeus Cesari (08-09-2018) Time saving tooling rods used on NASA’s Webb Telescope sunshield NASA.gov
Thaddeus Cesari (07-20-2018) Technicians Lay NASA’s Webb Sunshield Layers Flat for Inspection NASA.gov


Fighting for earth’s survival in space with DART
by Georgia Paraskaki
On Monday 26/09/2022, exactly as predicted, humanity wrote some new lines in its history: for the first time ever, a spacecraft intentionally crashed into an asteroid! This doesn’t sound right, does it? Well, let’s see why we even did this and how!
The reason why this was planned in the first place boils down to two words: planetary defense. In practice, planet Earth is in danger due to several different reasons, one of them being natural disasters. One natural disaster would be, for example, if a natural celestial body, such as an asteroid or a comet, hit our planet. This has happened in the history of Earth before and even led to the extinction of dinosaurs 65 millions years ago. We can be quite sure that there is a chance for this to happen again- well that’s if humans will have managed to stay out of trouble until then. So the recent movie “Don’t look up” where a comet was heading straight towards Earth was not just science fiction after all – although we all sincerely hope (spoiler alert) that the outcome is a bit more…optimistic in our case.
Luckily enough, scientists worldwide work on what is called planetary defense and have already come up with several ideas on how we can prevent a celestial object from…crashing on us! While some plans include using nuclear power, another plan, that seems to be the most mature one, is to crash a spacecraft right into the potentially dangerous asteroid, a technique known as kinetic impact. This is exactly what the planetary defense of NASA together with international collaboration planned to do with the mission named Double Asteroid Redirection Test (DART). Although this time there was no real threat to Earth- neither before nor after the collision- this test is rather important to give insightful information on the status of our preparation in such an event.
The spacecraft was launched in November 2021 with a one-way ticket and a very specific target: the binary asteroid system of Didymos (~780m diameter) and Dimorphos (~163m diameter) with the latter orbiting around the former. The spacecraft, roughly 100 times smaller than Dimorphos, crashed with a speed exceeding 22.000 km/h into this asteroid after around 10 months of traveling in space. The collision of the spacecraft with Dimorphos cannot actually destroy the asteroid but it can affect its trajectory instead.
The orbit of Dimorphos around Didymos is expected to be altered by only roughly 1% and such a change would be sufficient to miss a potential collision with Earth! Although there is no potential risk right now, scientists hope that this test will give us enough experience and data to understand better whether this method could really save us from a catastrophe in the future in case a celestial object indeed comes to a collision trajectory with Earth and do what dinosaurs didn’t manage to do to survive in the past!
I hope that on Monday 26th you all “looked up” and enjoyed this ground-breaking and historical event. After all, this method may save our planet one day! In case you missed it, you can check out online the last photos taken by the camera DRACO (Didymos Reconnaissance and Asteroid Camera for Optical navigation) of the spacecraft before losing signal due to the collision. Don’t forget that the fun continues since the data collection has only just started: Our telescopes together with LiciaCUBE, a small satellite that was sent to space together with the spacecraft as an observer, have all their “eyes” on the binary asteroid system to verify the orbit change that we were aiming at. Let the fun begin!
Potterheads, this is for you!
Πώς συνδέονται οι επιταχυντές, το CERN και οι θεραπείες κατά του καρκίνου; Σε αυτό το επεισόδιο η Γεωργία Παρασκάκη, Διδάκτωρ φυσικής και μέλος του Greek Women in Stem, μας τα εξηγεί όλα με τον πιο απλό τρόπο!
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December 13, 2022
HYBRID - Virtual and In-Person in the Living Room on the Main Floor of Cary Library
Registration required for both in-person and virtual attendance. Zoom link will be sent to virtual attendees.
1874 Massachusetts Ave.
Lexington, MA 02420
Free. Registration required
Cary Library: The James Webb Space Telescope: First Results from the First Light Machine
Tuesday, December 13, 2022
The James Webb Space Telescope (JWST) is the largest astrophysics mission in NASA's history, launched on December 25, 2021. JWST was designed to see the first galaxies forming shortly after the Big Bang, and has been nicknamed the "First Light Machine."
Dr. Kathryn Flanagan, astronomer emerita at the Space Telescope Science Institute (STScI), will introduce us to this marvelous facility and its first science discoveries. This talk will give us a first glimpse of how the JWST is performing and whether it will meet its lofty goals.
Find out more and register.


I am working for Jet Airways India Ltd since July 2011.
I started my career working for Jet Airways as a Customer Service Assistant,i had been working in all areas which includes departures,arrivals,boarding gates etc.
After having a good experience i was promoted as a Customer Service Supervisor.
I got an opportunity to work for cabin crew rostering,i picked that opportunity and currently working in Crew Management where my main role is to monitor cabin crew connections by tracking a system known as crew tracker,apart from that i check correct crew compliments have been assigned on each flights,check aircraft rotation sheet,handle flight diversion and cancellation and update crew routes,notify cabin crew about the flight delays,aircraft and bay changes to avoid potential delay.
I have 5 years of experience working as a Customer Service Assistant and Customer Service Supervisor where my mail role was to close flights on time to maintain On Time Performance (OTP), handle Denied Boarding Passengers (DNB), handle misconnections, make allocations for all staffs on duty for each area which includes boarding gates, check-in counters, arrivals, transfer desk, flight clearance etc.
To secure a position where by hard work, dedication and ability to acquire new skills will advantage any company i work for.


How to reach Portorož
The town of Portorož can be reached from 4 international airports.
|Airport||Distance in km to GH Bernardin|
|Trieste Airport||80 km / 45 minutes|
|Ljubljana Airport||140 km / 90 minutes|
|Venice Treviso Airport||186 km / 120 min|
|Venice Marco Polo Airport||188 km / 120 min|
For transfer from the airports we suggest to use the service of the slovenian company GoOpti. Information on the special rates that might apply for the participants of AERC2019 will be available later.


Moog Aspen is a manufacturer of OEM permanent magnet brushless motors/generators and associated controls with value added components.
By integrating motor and control design with OEM customer's products, Aspen is enhancing the features and competitiveness of the OEM's products over a wide variety of applications and markets: medical, data storage, telecom, military, industrial, appliance, transportation, instrumentation and automation. By tailoring motor and control systems, Moog Aspen is bringing new and innovative features to OEM customer's products. Features that were unfeasible either due to technology and/or economic reasons just a few years ago are now possible by fully integrating the motor, control and components of the end assembly together.
Aspen specializes in custom designs of permanent magnet brushless motor systems. Aspen focuses on solving technical problems to meet the OEM customer's needs which, in turn provides customers with enabling solutions.
Customers turn to Aspen when they need cost effective, yet sophisticated, brushless motor and control solutions. Aspen systems fully integrate with the customer's end product to significantly enhance its features. Aspen's goal is to provide value added assemblies to customers that are "more than just a motor," however, if only a motor is needed then Aspen can certainly address that need as well.
Aspen Motion Technologies is owned by Moog Inc. which is a worldwide designer, manufacturer, and integrator of precision control components and systems. Moog’s high-performance systems control military and commercial aircraft, satellites and space vehicles, launch vehicles, missiles, automated industrial machinery, wind energy, marine and medical equipment.


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