The International Civil Aviation Organization (ICAO) - Activities
A. International Standards and Recommended Practices
By joining ICAO—that is, by accepting the Chicago Convention—states undertake to collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures, and organization in all matters in which such uniformity will facilitate and improve air navigation. Hence, one of ICAO's chief tasks is to adopt such international standards and recommendations and to keep them up-to-date through modifications and amendments.
A standard, as defined by the first ICAO Assembly, is "any specification for physical characteristics, configuration, material, performance, personnel, or procedures, the uniform application of which is recognized as necessary for the safety or regularity of international air navigation and to which member states will conform ." Standards may thus include specifications for such matters as the length of runways, the materials to be used in aircraft construction, and the qualifications to be required of a pilot flying an international route. A recommendation is any such specification, the uniform application of which is recognized as " desirable in the interest of safety, regularity, or efficiency of international air navigation and to which member states will endeavor to conform."
Preparing and revising these standards and recommendations is largely the responsibility of ICAO's Air Navigation Commission, which plans, coordinates, and examines all of ICAO's activities in the field of air navigation. The commission consists of 15 persons, appointed by the council from among persons nominated by member states. If the council approves the text, it is submitted to the member states. While recommendations are not binding, standards automatically become binding on all member states, except for those who find it impracticable to comply and file a difference under Article 38 of the Chicago Convention.
Annexes to the Chicago Convention
The various standards and recommendations that have been adopted by ICAO are grouped into 18 annexes to the Chicago Convention. The aim of most of the annexes is to promote progress in flight safety, particularly by guaranteeing satisfactory minimum standards of training and safety procedures and by ensuring uniform international practices. The 18 annexes are the following:
- Personnel Licensing—licensing of flight crews, air traffic controllers, and aircraft maintenance personnel.
- Rules of the Air—rules relating to the conduct of visual and instrument flights.
- Meteorological Services—provision of meteorological services for international air navigation and reporting of meteorological observations from aircraft.
- Aeronautical Charts—specifications for aeronautical charts for use in international aviation.
- Units of Measurement—dimensional systems to be used in air-ground communications.
- Operation of Aircraft. Part I: International Commercial Air Transport; Part II: International General Aviation; Part III: International Operations–Helicopters. These specifications will ensure in similar operations throughout the world a level of safety above a prescribed minimum.
- Aircraft Nationality and Registration Marks—requirements for registration and identification of aircraft.
- Airworthiness of Aircraft—certification and inspection of aircraft according to uniform procedures.
- Facilitation—simplification of customs, immigration, and health inspection regulations at international airports.
- Aeronautical Telecommunications—standardization of communications equipment and systems and of communications procedures.
- Air Traffic Services—establishment and operation of air traffic control, flight information, and alerting services.
- Search and Rescue—organization and operation of facilities and services necessary for search and rescue.
- Aircraft Accident Investigation—uniformity in the notification, investigation, and reporting of aircraft accidents.
- Aerodromes—specifications for the design and equipment of aerodromes.
- Aeronautical Information Services—methods for the collection and dissemination of aeronautical information required for flight operations.
- Environmental Protection. Vol. I: Aircraft Noise—specifications for aircraft noise certification, noise monitoring, and noise exposure units for land-use planning; Vol. II: Aircraft Engine Emissions—standards relating to vented fuel and emissions certification requirements.
- Security—specifications for safeguarding international civil aviation against acts of unlawful interference.
- Safe Transport of Dangerous Goods by Air—specifications for the labeling, packing, and shipping of dangerous cargo.
B. Air Navigation
It is evident that air navigation covers an extremely broad spectrum of activities, ranging from short take-off and landing airplanes to supersonic transports, from security questions to the impact of aviation on the environment, from training and operating practices for pilots to the facilities required at airports.
ICAO's program regarding the environment provides a case in point. Growing air traffic and increased use of jet engines have heightened public awareness of the environmental impact of civil aviation. In 1968, ICAO instituted activities aimed at reducing aircraft noise. The first measures involved development of inter-nationally agreed standards for the noise certification of aircraft (contained in Vol. I of Annex 16 to the Chicago Convention), which resulted in a quieter generation of jet aircraft.
Comparable studies of aviation's share in air pollution have resulted in the development of standards (Vol. II of Annex 16) relating to the control of fuel venting and of smoke and gaseous emissions from newly manufactured turbojet and turbofan engines for subsonic airplanes.
Concern about the continuing threat of violence against international civil aviation and its facilities, including the unlawful seizure and the sabotage of aircraft, led to adoption by the council of Annex 17 to the Chicago Convention, containing standards and recommended practices aimed at safeguarding international civil aviation against acts of unlawful interference. In addition, comprehensive guidance material on the subject has been developed. As part of its continuing effort to improve air safety, ICAO has adopted standards for the safe transport of dangerous goods by air. These form Annex 18 to the Chicago Convention. ICAO studies many other important subjects, such as all-weather operations, supersonic operations, application of space techniques to aviation, automated-data interchange systems, and visual aids.
C. Facilitation of International Air Transport
From the beginning of ICAO's history, the need to facilitate international air transport—to remove obstacles that would impede the free passage of aircraft, passengers, crew, baggage, cargo, and mail across international boundaries—was evident. This need is inherent in the speed of air travel itself; if, for example, customs, immigration, public health, and other formalities require one hour at each end of a transoceanic flight of six hours, the total duration of the trip is increased by 33%.
ICAO has therefore developed, over the years, a comprehensive facilitation program that is reflected in the international standards and recommended practices of Annex 9 to the Chicago Convention, as well as in the recommendations and statements of the ICAO Council and the Facilitation Division. Broadly speaking, the program aims at eliminating all nonessential documentary requirements, simplifying and standardizing the remaining forms, providing certain minimum facilities at international airports, and simplifying handling and clearance procedures. The program is concerned with such measures as liberalization of visa requirements and entry procedures for temporary visitors; the development of machine-readable passports and visas; speedy handling and clearance procedures for cargo, mail, and baggage; and the elimination, as far as possible, of requirements for documentation or examination in regard to transit traffic.
In addition to reducing procedural formalities, ICAO's efforts are aimed at providing adequate airport terminal buildings for passengers and their baggage and for air cargo, with all related facilities and services. Special attention is given to improving the accessibility of air transport to elderly and disabled passengers. The continuous growth in air traffic makes it necessary for airport administrations to review the adequacy of their facilities at regular intervals. When modifications in existing terminals or the building of new ones are contemplated, close coordination and cooperation between planners and users must be established from the earliest moment, even before any design is made. Proper airport traffic flow arrangements, with a sufficient number of clearance channels, baggage delivery positions, and cargo handling facilities, are necessary for the speedy processing of traffic through clearance control.
D. Regional Planning for Air Navigation
While worldwide uniformity is desirable for certain matters pertaining to civil aviation, others are best approached on a regional basis, since operating conditions vary a great deal from region to region. In the North Atlantic region, for example, long-range ocean flying predominates, whereas in Europe many international flights are short overland jumps. To deal with these different conditions and to facilitate detailed planning, ICAO has mapped out the following regions: Asia/Pacific, Middle East, Europe, Africa, Latin America and the Caribbean, South America, North Atlantic, and North America, which all have Planning and Implementation Regional Groups (PIRGs). At meetings held for each of them, detailed plans are drawn up for the facilities, services, and procedures appropriate to that region. The regional plans specify the air navigation facilities and services that are required, and the locations where they are required, for communications, air traffic control, search and rescue, meteorology, and so on. ICAO's plans for the nine regions are regularly revised or amended to meet the needs of increasing traffic and to take into account technical developments in civil aviation.
ICAO's regional offices are its principal agents in advising and assisting states in regard to implementation. The offices direct as much of their resources as possible to giving practical help, among other ways through frequent visits to states by members of the technical staff. In addition, ICAO allots funds for long-duration advisory implementation missions to help member countries overcome local deficiencies.
Shortcomings are taken up by the regional offices and the ICAO secretariat with the governments concerned. More complex cases may require study by the Air Navigation Commission and, if necessary, by the ICAO Council. The problem of eliminating deficiencies in navigational services and facilities is one that ICAO considers critical.
The major difficulties are lack of funds for facilities and services, a shortage of trained personnel, and administrative and organizational difficulties. ICAO has encouraged governments to upgrade their facilities through loans for capital expenditures, technical assistance, and other means. It also produces manuals and other documentation to assist states in setting up aviation training programs for flight and ground personnel and offers advice on maintenance and improvement of technical standards.
E. Jointly Operated or Financed Services
Under the Chicago Convention, every ICAO member state is required to provide air navigation facilities and services on its own territory. Navigational facilities and services must also be provided for air routes traversing the high seas and regions of undetermined sovereignty. The ICAO Council is constitutionally authorized at the request of a member state to "provide, man, maintain, and administer any or all of the airports and other air navigation facilities, including radio and meteorological services, required in its territory for the safe, regular, efficient, and economical operation of the international air services of the other contracting states." The council also may act on its own initiative to resolve a situation that might impair the "safe, regular, efficient, and economical operation" of international air services. Although ICAO has not yet undertaken the actual supervision of any nation's international air navigation facilities and services, two international agreements are in effect to furnish such services and facilities in parts of the North Atlantic region through socalled "joint-support" programs.
Under these joint-support agreements, the nations concerned provide services, facilities, or cash payments based on the use by their own aircraft of the routes involved. The two existing agreements are the Agreement on the Joint Financing of Certain Air Navigation Services in Greenland and the Faroe Islands and the Agreement on the Joint Financing of Certain Air Navigation Services in Iceland.
The vast majority of aircraft that utilize the special traffic-control, navigational, and meteorological services furnished from Iceland and Greenland for transatlantic crossings are neither Icelandic nor Danish. Hence, some 20 countries, including Iceland and Denmark, provide the funds necessary for the operation of these services.
ICAO administers these two agreements, the Secretary General having certain responsibilities and the ICAO Council having others. A special standing body, the Committee on Joint Support of Air Navigation Services, advises the council in these matters. The operation and costs of the services are constantly reviewed, and international conferences are held. In the early 1970s, charges for the use of the aeronautical facilities and services were imposed on all civil aircraft crossing the North Atlantic. These "user charges" covered only 40% of the costs allocable to civil aviation but were increased to 50% for the years 1975 to 1978, 60% for 1979 and 1980, 80% for 1981, and 100% thereafter.
F. Technical Assistance
In recognition of the importance of the airplane for international and domestic transport in countries where road and railway services are lacking, and as a means of aiding these countries in their social and economic development, ICAO has, from its inception, operated technical assistance programs through UNDP and other UN organs.
Assistance programs executed by ICAO fall into three main categories. UNDP obtains its funds from donor countries and allocates these funds among recipient countries in the form of country, intercountry, and interregional projects. The Funds-in-Trust program provides financial assistance for specific projects in the country receiving the technical assistance. The Associate Experts program provides experts from certain countries to work under ICAO guidance.
Each civil aviation project may include one or more of the following forms of assistance: experts to provide specialist advice to the civil aviation administration or national airline; fellowships to allow nationals to be trained abroad in civil aviation disciplines, often at civil aviation training centers that have been established through ICAO technical assistance; and equipment, such as radio navigational aids or communication facilities, to ensure safe and regular air service.
Fellowships have been awarded in many fields, including training as pilots, aircraft maintenance technicians, air traffic controllers, radio and radar maintenance technicians, communication officers, airport engineers, electronics engineers, air transport
ICAO Contracting States
(as of December 1998)
Antigua and Barbuda
Bosnia and Herzegovina
Central African Republic
Congo, Deomocratic Republic of the
Federated States of Micronesia
Iran, Islamic Republic of
Korea, Democratic People's Republic of
Korea, Republic of
Lao People's Democratic Republic
Libyan Arab Jamahiriya
Moldova, Republic of
Papua New Guinea
St. Kitts and Nevis
St. Vincent and the Grenadines
São Tomé and Príncipe
Syrian Arab Republic
The Former Yugoslav Republic of Macedonia
Trinidad and Tobago
United Arab Emirates
United Republic of Tanzania
economists, aeronautical information officers, aeronautical meteorologists, aviation medicine specialists, accident investigation experts, flight operations officers, airport fire officers, and instructors.
Major types of equipment provided include air traffic control, radar, and flight simulators; training aircraft; radio communication and radar systems; distance-measuring equipment; very high frequency omni radio ranges; instrument landing systems; nondirectional beacons; "navaid" flight-test units; airworthiness data-acquisition systems; language laboratories; audiovisual aids; visual approach slope indicator systems; and firefighting vehicles.
Major training institutions assisted by ICAO include civil aviation training centers in Egypt, Ethiopia, Gabon, Indonesia, Kenya, Mexico, Nigeria, Singapore, Thailand, Trinidad and Tobago, and Tunisia.
G. International Conventions Prepared Under ICAO
The increasing number of incidents of unlawful interference with civil aviation, beginning in the 1960s—aircraft hijacking, the placing of bombs on board aircraft, and attacks on aircraft, passengers, and crew members at airports—led to the adoption of three conventions.
- The Tokyo Convention of 1963. The Convention on Offenses and Certain Other Acts Committed on Board Aircraft does not define specific offenses, but it does have the virtue of ensuring that there will always be a jurisdiction (namely, that of the state of registry of the aircraft) in which a person who has committed an offense on board an aircraft can be tried. The convention also provides for the powers and duties of the aircraft commander and others respecting restraint and disembarkation of the suspected offender. It provides a detailed code of behavior for states in whose territory the suspected offender has disembarked and also stipulates the steps to be taken in the event of the hijacking of an aircraft.
- The Hague Convention of 1970. The Convention for the Suppression of the Unlawful Seizure of Aircraft defines the offense of unlawful seizure and provides for universal jurisdiction over, and arrest and custody of, the suspected offender. It also stipulates that prosecution or extradition of the suspected offender should take place without many restrictions.
- The Montreal Convention of 1971. The Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation defines a number of acts of unlawful interference directed against international civil aviation. It provides for universal jurisdiction over the offender and, in general, contains rules for custody, extradition, and prosecution similar to those in the Hague Convention.
All three conventions are concerned with the preservation of the means of international communication and provide specifically that in the case of the unlawful seizure of an aircraft, any contracting state in which the aircraft or its passengers or crew are present shall facilitate the continuation of the journey of the passengers and crew as soon as practicable and shall return the aircraft and its cargo to the person lawfully entitled to possession.
The cooperative international action contemplated by the Tokyo, Hague, and Montreal conventions is intended to eliminate safe havens for hijackers and saboteurs.
Two additional international instruments in the field of aviation security have been developed under the auspices of ICAO.
- The Protocol for the Suppression of Unlawful Acts of Violence at Airports Serving International Civil Aviation, Supplementary to the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation . The protocol was signed at Montreal on 24 February 1988 and came into force as of 6 August 1989. This protocol adds to the definition of "offence" given in the Montreal Convention of 1971, including actions that are likely to endanger airport safety. It establishes universal jurisdiction over the offender and applies the Montreal Convention's rules of custody, extradition, and prosecution.
- The Convention on the Marking of Plastic Explosives for the Purposes of Detection , opened for signature at Montreal in 1991 and came into force on 21 June 1998. This convention requires that each state party prohibit and prevent the manufacture of unmarked plastic explosives. Four detection agents are defined in the convention's technical annex. The convention also requires each state party to prevent the movement of unmarked explosives out of its territory. It also provides for the destruction of certain kinds of existing stocks of plastic explosives.
Regime and Liability of Air Carriers
Much of ICAO's work has been devoted to keeping up-to-date the regime and limits of liability of air carriers in the case of death of, or injury to, passengers and in the carriage of cargo and postal items by air.
- The Warsaw Convention of 1929. The Convention on the Unification of Certain Rules Relating to International Carriage by Air, adopted during the early days of aviation, dominated the field of aviation passenger liability for almost half a century. It limits the liability, except in cases of gross negligence on the part of the carrier, to a maximum of 125,000 Poincaré gold francs (about US$ 10,000). The Hague Protocol of 1955 doubled the existing limits of liability. In 1971, by the Guatemala City Protocol, the rule of the Warsaw Convention based on presumption of fault yielded to strict liability, irrespective of fault. However, it will be some time before the 1971 protocol comes into force because at least 30 states, including five with major air traffic, must ratify it. (As of May 2002, only 7 states had ratified the protocol). An interesting feature of the Guatemala City Protocol is that although it provides for a limit of about US$ 100,000 per passenger, there is also provision for a domestic supplement if a state that is party to the protocol wishes to have a higher limit.
- In 1975, an International Conference on Air Law, convened under the auspices of ICAO, adopted new amendments to the Warsaw Convention, as amended by the Hague Protocol. Under the new provisions, the carrier is responsible for cargo damage, irrespective of fault. Another major change concerns the method of calculating the liability limits by turning from a solely gold monetary basis to a dual system, allowing countries that are members of the IMF to base passenger, baggage, and cargo liability on Special Drawing Rights, whereas countries not members of the IMF would declare liability limits in monetary units based on gold.
- The Guadalajara Convention of 1961. The Guadalajara Convention, supplementary to the Warsaw Convention, contains rules with regard to carriage performed by other than the contracting carrier, that is to say, by a carrier that had not issued the ticket to the passenger, or the air waybill to the consignor. In this case, both the contracting carrier and the actual carrier would be held jointly and severally liable under the Warsaw Convention or that convention as amended by the Hague Protocol.
- The Rome Convention of 1952. The Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface includes the principle of absolute liability of the aircraft operator for damage caused to third parties on the surface but places a limitation on the amount of compensation, expressed in Poincaré gold francs and calculated in relation to the aircraft concerned. However, a diplomatic conference convened in 1978 under ICAO auspices adopted a protocol for the amendment of the Rome Convention. The basic feature of the protocol is a substantial increase in the limits of liability and the expression of the limits in the Special Drawing Rights of the IMF.
- The Geneva Convention of 1948. The Convention on the International Recognition of Rights in Aircraft was prepared in order to promote the use of loans in financing the sale of aircraft by providing protection of the lender's rights in an aircraft whenever the aircraft is in the territory of another state that is party to the Geneva Convention.
Other legal subjects on ICAO's work program include the establishment of a legal framework for global navigation of satellite systems; expediting the ratification of Montreal protocols Nos. 3 and 4 of the "Warsaw System"; study of the instruments of the "Warsaw System"; liability rules that might be applicable to air traffic services providers; and the implication of the UN Convention on the Law of the Sea for the application of ICAO's Chicago Convention.


“This is a very exciting time for Garmin. We have experienced tremendous growth in the aviation market due to our wide-ranging and innovative products and our commitment to customers,” said Carl Wolf, Garmin’s senior director, aviation marketing and sales. “The individuals appointed to these positions will offer the necessary leadership to further expand Garmin’s general aviation presence while continuing to provide industry-leading customer support.”
Roger Dykmann has been promoted to the position of director of aviation OEM sales, Americas. In this position, Dykmann will oversee all aviation OEM sales team activities. Dykmann joined Garmin in 2006 as an OEM sales manager and was responsible for key accounts with several fixed wing aircraft and rotorcraft manufacturers. Prior to joining Garmin, he served at Honeywell where he held positions of increasing responsibility within engineering and marketing. He earned a Bachelor of Science degree in Electrical Engineering from Kansas State University and a Master’s in Management from Baker University. Dykmann will report directly to Wolf.
Jim Alpiser has been promoted to the position of director of aviation aftermarket sales, Americas. Alpiser has been with Garmin for nearly a decade and is well versed in Garmin’s aftermarket and OEM aviation product lines and markets. Prior to this promotion, he held positions in Garmin’s consumer and aviation sectors, including serving over 3 years as an aviation regional sales manager and over 4 years as an aviation OEM sales manager for Garmin’s largest aviation customer. Alpiser graduated from the University of Kansas with a Bachelor of Science degree in Business Administration. He is an instrument rated pilot with over 1,100 flight hours. Alpiser will report directly to Wolf.
Tim Casey has accepted the newly created position of sales manager of portables, light sport aircraft and experimental aircraft markets. This position was created in response to the expansion Garmin has experienced in the light sport and experimental aircraft markets. Casey has been with Garmin for over 16 years. His vast knowledge of the aviation market and Garmin’s product line will be invaluable as Garmin develops new products and sales channels to expand these segments. Casey has served on many Aircraft Electronic Association (AEA) committees as well as AEA’s Educational Foundation Board of Directors. Prior to joining Garmin, Casey held senior positions at Northstar Avionics. Casey will report directly to Alpiser.
Dave Brown has accepted the position of sales manager of integrated flight deck retrofit programs. In this newly created position, Brown will focus on leading sales and marketing for Garmin’s King Air C90 and King Air 200 retrofit programs, as well as future unannounced programs. Brown will work directly with Garmin’s authorized G1000 retrofit dealers to educate customers and installation centers about the G1000 retrofit program. In addition, he will coordinate G1000 retrofit activities with Garmin Europe and Garmin Singapore. Brown has been with Garmin for over 13 years as a regional sales manager. He holds a Bachelor of Science degree in Aviation Technology from Central Missouri State University and is a multi-engine and instrument rated pilot with over 5,000 flight hours. Brown will report directly to Alpiser.


Petty Officer 1st Class Elizabeth NuNez-Orona is an aviation ordnanceman with the Kestrels of VFA 137, which operates out of Naval Air Station Lemoore. A Navy aviation ordnanceman is responsible for maintaining the weapons systems on the aircraft and uploading and downloading ordnance on the aircraft.
“Growing up I was taught that you have to hustle,” NuNez-Orona said. “You have to work for what you want, and nothing is free. It’s the same in the Navy.”
Members of VFA 137 work with the F/A 18 Super Hornet, one of the most advanced aircraft in the world. The Super Hornet takes off from and lands on Navy aircraft carriers at sea and is capable of conducting air-to-air combat as well as striking targets on land. It is approximately 61 feet long, has a loaded weight of 51,000 lbs., and a max speed of 1,190 miles per hour.
Operating from sea aboard aircraft carriers, the Super Hornet gives the Navy the power to protect America’s interests anywhere, at any time. The versatile jet has the ability to destroy targets located hundreds of miles inland, without the need to get another country’s permission to operate within its borders.
“Strike Fighter Wing, U. S. Pacific Fleet, based at Naval Air Station Lemoore, California, is the heart of Naval Aviation,” said Capt. James S. Bates, Deputy Commodore, Strike Fighter Wing, U.S. Pacific. “The sailors assigned to SFWP always exceed expectations and produce amazing results through team work and dedication to their department, squadron, the U.S. Navy and their family. Naval Aviation is a challenging occupation, but our sailors work day in and day out to provide fully mission capable aircraft and fully qualified aircrew to ensure leadership is able to answer national level tasking. I am humbled to be able to lead the sailors of SFWP and I am proud to call Lemoore my home.”
As a member of one of the U.S. Navy’s most relied-upon assets, NuNez-Orona and other sailors know they are part of a legacy that will last beyond their lifetimes providing the Navy the nation needs.
“I am looking forward to mentoring the sailors within this command,” said NuNez-Orona. “I retire in a year, so I want to make sure I leave something good behind.”
NuNez-Orona is proud of receiving a Volunteer Service Medal for cleaning up Kings County and helping youth ministries in the Lemoore area.
“Serving in the Navy means preserving our rights and freedoms,” NuNez-Orona said. “It means giving back to a country that gave my parents a good opportunity when they came here from Mexico.”


When NASA sent men to the moon it spent 20-25 billion dollars on the Apollo missions. Thousands of scientists and engineers poured their entire intellects into building a very expensive machine that was ultimately totally destroyed in the using.
There was no sorrow in the destruction of all their inventions though because that was a part of the plan. The Saturn V rocket contained over 3 million parts that all served one purpose, to get three men to the moon and back safely. When the rocket left the ground the launch pad was incinerated. Each stage of the rocket was eventually lost to either burning up in our atmosphere or remaining in orbit as the rest of the rocket fought against the earth’s gravity to lift those three men to the heavens.
One part of the capsule landed on the moon, but to conserve weight it left its landing gear on the moon when it headed back to earth. That very capsule was jettisoned to also burn up after the three astronauts readied the last surviving part of the Saturn V, a small capsule, for reentry into the earth’s atmosphere.
After billions of dollars, thousands of man-hours and the incineration of the great majority of the 3-million part spacecraft NASA had successfully sent three men to the moon – only two of the crew actually landed – and safely back with the addition of some very valuable moon rocks. The vehicle was expendable, but the people were not. There was no grief for the lost rocket but only jubilation in achieving a monumental goal.
The church is a lot like NASA. One of its missions is to send people to heaven, and it is a forgone theological conclusion that no earthly device, organization, building, fame of man, etc. will make it to heaven, only people who have trusted in Jesus for salvation.
The church should have no grief in the expenditure of massive resources to get people to heaven, but it should have considerable grief when its mission to reach the nations is not accomplished. Unfortunately, some of the church could be likened to a NASA that built all those rockets only to never fly them. They would go directly to museums. Or like a NASA that used all those rockets as very expensive fireworks. However, the taxpayers would never stand for such a thing, and neither should the church stand for investing in anything that does not serve the expressed desires and purposes of God, to seek and save that which was lost.
In comparing a healthy church to NASA I would also compare a church with misplaced priorities to science fiction. So called miracles (there are still real miracles!) just become special effects that serve no other purpose other than shock and awe. I had better get back on the main topic before I say too much…
I can’t but help feeling nostalgic for the bygone days of great visionaries like JFK who rallied a nation to go to the moon, and I also miss the days when I was a young believer and there was a mighty call going forth to fulfill the call of God. We can have those days again. We must have those days.
Do not store up for yourselves treasures on earth, where moth and rust destroy, and where thieves break in and steal. But store up for yourselves treasures in heaven, where neither moth nor rust destroys, and where thieves do not break in or steal; for where your treasure is, there your heart will be also. Matt 6:19-21


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Our solar system consists of eight planets which all orbit around our home star, the Sun.
Our planetary system was formed 4.6 billion years ago!
For most of history it was thought that everything in space moved around the Sun, however around the 17th century the idea, that the earth is just one of the planets in the system, started gaining popularity.
In fact, the Sun is only one of more than 200 billion stars moving about in the Milky Way!
Our solar system consists of eight planets which all orbit around our home star: the Sun.
These eight planets are:
Here more facts about the planets in details:
The closest planet to the Sun is only about as wide as the Atlantic Ocean! 18 Mercuries would fit into the Earth. The planet does not have an atmosphere, just like it is on all the other planets. There is no water present on this dangerous planet either! There temperatures vary between -180°C and 430°C/-290°F and 842°F.
This is also the fastest planet! It speeds through space with 50km per second/31 miles per second.
The BepiColombo mission was launched in October 2018 and now travels in space towards Mercury which it will reach by 2025. It will orbit the planet to solve mysteries about Mercury. It also will hopefully reveal questions like how planetary systems form.
Venus - named after the Roman goddess of beauty - is also known as the evening or morning star. Yellow clouds made of sulfur and sulfuric acid cover the entire planet causing light to reflect off the surface.
This makes Venus the second brightest object in the night sky after the Moon.
Venus is very similar to Earth in terms of size and material.
However, it is the hottest planet in the Solar system with temperatures reaching 460°C/480°F. The surface of Venus hosts thousands of volcanoes, craters and super-high mountain ranges.
Many missions have been conducted about Venus but many questions remain. The Soviet Union successfully landed eight space probes on Venus during the 1970s and 1980s.
If the International Space Station is in the sky, it will be brighter and easier to see than Venus! The space station looks like a very bright star! Find out how, where and when you can spot the space station.
Earth is the fifth largest planet of our solar system and has one large natural satellite, the Moon.
Did you know that all planets were named after Roman and Greek gods and goddesses, except the Earth. The name 'Earth' nevertheless is more than 1,000 years old and means just 'ground'.
Everything one ever knows is here. This is the only place where life is known to currently exist. Most of the Earth's surface (about 70%) is covered with water.
Mars, the most likely candidate for a future human habitat, is affected by huge dust storms that occur every now and then and cover the entire planet!
Mars is very cold and dry but water exists in form of ice at the North and South poles. The surface of Mars has many craters, deep valleys and volcanoes.
The largest peak on the red planet is a volcano called Olympus Mons, which is three times higher than Mount Everest, the highest mountain on Earth. 'Mons' is the Latin word for mountain.
Mars has two moons called Phobos and Deimos, both are probably asteroids which were caught up by Mars’ gravitational field.
There are two rovers on the surface of Mars and six spacecraft orbiting Mars that are tasked with discovering the presence of water and searching for evidence of previous ancient life, amongst other things.
Jupiter is the largest planet in the solar system. The most famous feature on the surface of the planet is the 'Great Red Spot' which is actually a storm that has been blowing for about 350 years, if not longer.
Jupiter has some of the largest moons in the solar system and one in particular, Europa might be able to sustain life in an ocean below its icy surface.
There is one spacecraft currently orbiting Jupiter called Juno. Juno is trying to solve how the planet formed and finding out more about the winds that occur.
Saturn is a gas giant just like Jupiter, Neptune and Uranus. This means that it doesn’t really have a proper solid surface as it is mainly made up of gases with a small rocky core.
Saturn is the second largest planet and is known for its rings, although the other gas giants also have these kinds of rings, only Saturn’s rings can be seen the clearest.
Saturn’s moon, Titan is the second largest in the solar system.
In 2005, NASA and ESA (European Space Agency) landed a space-probe called 'Huygens' on Titan revealing the composition and the landscape of this moon. This spacecraft was part of the Cassini-Huygens that recently ended when the orbiting spacecraft Cassini was intentionally crashed into Saturn. Cassini showed us that another moon of Saturn, Enceladus is also potentially habitable.
Uranus is the second furthest planet from the Sun and therefore also has to travel a pretty long time to go once around out home star. It takes Uranus roughly 84 years to orbit once around the Sun.
Uranus is a blue planet, not because of water, but because of gases that make it appear blue.
Uranus orbits on its side, which means that its seasons are completely different to ours. Summer and winter each take 21 years at the north and south poles!
Neptune is closely related to Uranus, the atmosphere is composed of almost the same gases and just like Uranus, Neptune also appears blue. Neptune inherits its name from the Roman god of the sea as reference to its deep blue color.
Neptune is the furthest planet from the Sun and it takes 165 years for Neptune to go once around the Sun.
No space probes have ever visited Neptune or its partner Uranus but a fly-by was made by the space probe Voyager 2 in 1989.
Click on the image below to go to our new solar system quiz page.
Do not forget to read our geography intro and some basic geography facts on our page: 'What is Geography'. There are some pretty awesome facts and another fun quiz about geography for kids.
Browse our sections for specific topics or scroll down to our geography quiz section.
Images on this Solar System Facts page: NASA and shutterstock.com


Frank Corvin, ‘Hawk’ Hawkins, Jerry O’Neill and ‘Tank’ Sullivan were hotdog members of Project Daedalus, the Air Force’s test program for space travel, but their hopes were dashed in 1958 with the formation of NASA and the use of trained chimps. They blackmail their way into orbit when Russia’s mysterious ‘Ikon’ communications satellite’s orbit begins to degrade and threatens to crash to Earth.
Space Cowboys (2000)
Tagline:Space will never be the same.
Pemain:Anne Stedman, Barbara Babcock, Billie Worley, Blair Brown, Chris Wylde, Clint Eastwood, Cooper Huckabee, Courtney B. Vance, Don Michaelson, Donald Sutherland, Eli Craig, Erica Grant, Georgia Emelin, Gerald Emerick, Gordy Owens, Hayden Tank, James Cromwell, James Garner, James MacDonald, Jay Leno, John Asher, John Linton, Jon Hamm, Karen M. Waldron, Kate McNeil, Kristin Quick, Lauren Cohn, Loren Dean, Marcia Gay Harden, Mark Thomason, Matt McColm, Nils Allen Stewart, Paul Pender, Rade Šerbedžija, Renee Olstead, Rick Scarry, Steve Monroe, Steve Stapenhorst, Steven West, Tim Halligan, Toby Stephens, Tommy Lee Jones, William Devane


Drones are the future and can be beneficial to all kinds of sectors (energy, military, advertising and media). Yet they present a great danger when operated without a broad knowledge of flight rules and airspace structures.
Many of these are been bought for private or recreational use by users who have never had any experience of flight operations on aerial systems and no aviation background.
Experts indicate that increase of UAVs is starting to affect airport operations and air traffic management institutions are worried about increasing numbers of reports of near-misses with commercial airplanes.
They report that, as they are observing the increase of number of drones, they also observe a corresponding rise in the number of incidents involving the unsafe and irresponsible use of drones.
There is a huge debate word-wide how to reduce unsafe use of drones and improve public safety without stopping the development of this promising sector.
For instance, the US Federal Aviation Administration (FAA) has required all drone operators to be registered in a governmental register in order to impose some responsibility on this sector. Many countries are following FAA’s example. The objective is to make it easier to identify the wrongdoer in case of a near-miss with any plane or unsafe use in the proximity of group of people.
In Poland, to raise people’s awareness, the former president of ULC, the Polish civil aviation authority Piotr Ołowski, has started the campaign latajzglowa (‘fly with sense’) to promote the current legislation concerning the use of drones and flight operations. And the Polish Air Navigation Services Agency (PANSA) is active in educating operators. At UAV conferences, PANSA’s representatives try to present ways of reporting of operations in the controlled traffic region (CTR) to obtain conditions for flight operation performance. They inform delegates about the tools provided by PANSA necessary for checking the airspace – maps of zones and AUP – Airspace Used Plan, which shows the occupancy of zones, height and time of occupancy.
The size of the drone is irrelevant for the safety of the aircraft. Some drone operators are not aware of that. They are convinced that their operations are not harmful or detrimental to other users of the airspace. Experts point out, however, that even drones weighing less than 2kg can cause a disaster. Pilots compare the danger of drones to bird strikes and civil aviation experienced unfortunately consequences of birds being ingested into aircraft engines.
The authorities are worried about unsafe and unauthorised incursions into CTRs by UAVs. Companies are competing with each other when it comes to inventing and rolling out new technologies and new solutions for drones operations and to improve their safety as well as their integration with commercial aircrafts in aviation structure.
The DroneRadar application – a solution for airspace structure
DroneRadar is the Polish solution that makes flying drones much safer. Recommended by PANSA, it is a three-tier solution aimed at amateur and professional operators, air traffic control and special services. A unique interface to the system has been designed for each of the above user groups, together with a web application for the general public.
Access to DroneRadar for amateurs is realised through a free smartphone application available for Android and iOS devices. The interface is based on a traffic-light concept. At the click of a button, the user can check airspace availability at their current location. There are three possible outcomes of this query:
GREEN – flight allowed up to 150m above ground level (depending on Flight Information Region regulations)
ORANGE – flight restrictions requiring permission
RED – flights are prohibited (except by airspace owners and authorised UAV operators)
In case of loss of control of a UAV, all versions of the application will be equipped with a ‘panic button’ which will raise the alarm across all the relevant authorities.
In the case of airspace restrictions, the user has the possibility of looking up the airspace owner and their contact data. After checking airspace availability, the user can check-in his operation with a set 30-minute duration, which will be automatically collected. To perform such a check-in, the user has to provide their telephone contact data. After the check-in, the operation will appear as a 500m radius zone notification displayed to all other users of DroneRadar DAMS. This notification expires at the end of the set operation time. The method used allows for near real-time UAV operation monitoring. This application is available free of charge to all UAV operators in Poland since the beginning of December 2015.


Business Spotlight - Midwest Flying Service
We would like to thank the businesses and entrepreneurs that are devoted to economic development and growth in O'Brien County. These businesses provide needed services and reinvest daily in their communities. This week we are spotlighting a business in Sheldon.
Midwest Flying Service, Inc
Sector: Transportation - Flying Service
Facebook Page: Midwest Flying Service Inc Facebook Page
Description: Midwest Flying Service provides reliable, safe, charter services. They fly to airports not serviced by the commercial airlines. Midwest Flying Service also offers flight instruction.


China’s youngest-ever crew of astronauts has taken off on a six-month mission to its space station, in a growing space programme that plans to send people to the Moon by 2030.
The crew of the Shenzhou-17 lifted off on a Long March 2F rocket from the Jiuquan Satellite Launch Center in northwest China at 11.14am (03:14 GMT) on Thursday morning.
list of 4 items
China launches world’s first methane-fuelled space rocket
Photos: China launches new crew for space station
China launches Shenzhou-16 mission to space station
China to send its first civilian astronaut into space
end of list
The crew of three is led by 48-year-old former air force pilot Tang Hongbo, who joined the People’s Liberation Army in 1995 and was on the first crewed mission to the space station, known as the Tiangong, in 2021.
The other astronauts, known as taikonauts in China, are Tang Shengjie, 33, and Jiang Xinlin, 35, who are on their first trip to space.
The all-male crew is the youngest ever to man a mission to the space station, with an average age of 38.
After the rocket had been airborne for about 15 minutes, a space programme official proclaimed the launch a “complete success”.
China’s “space dream” has gone into overdrive under President Xi Jinping.
The world’s second-largest economy has pumped billions of dollars into its military-run space programme in an effort to catch up with the United States and Russia.
Tiangong, completed in late 2022, can house a maximum of three astronauts at an orbital altitude of up to 450km (280 miles) with an operational lifespan of more than 15 years.
The Shenzhou 17 astronauts will replace the Shenzhou-16 crew, who arrived at Tiangong at the end of May and will return to Earth on October 31.
Beijing aims to send a crewed mission to the Moon by 2030 and plans to build a base on the lunar surface.
Deputy director Lin reiterated that aim on Wednesday, saying that the “goal of landing Chinese people on the moon by 2030 will be realised as scheduled”.
China’s first astronauts were all former air force pilots, but selection has been widened in recent years and as it begins selection for its fourth group of space travellers China is looking for candidates with doctoral degrees in disciplines from biology, physics and chemistry to biomedical engineering and astronomy. It is also opening the process to applicants from Hong Kong and Macau for the first time.
A senior official on China’s crewed space programme said earlier this year that Beijing would also soon commence the selection and training process for foreign astronauts looking to participate in joint flights to the Tiangong.
Applicants will need to be fluent in Mandarin, which is the working language of the Tiangong.


Practice 7 – Disclosure
DIR: Practice 7
Describe the two super hornet jets as they take off and fly in the video –
Please note – if video is no longer there, email righthemispheric admin of the issue. sometimes the videos get taken down since they are outside of our control.


DroneX Pro the ultraportable drone is perfectly designed for easy flight and recording high-quality action shots on the move.
A camera drone that can fly safely and reliably, capture and record stunning shots, and give absolute control in real-time is essential for any photographer looking to have an epic adventure.
The DroneX Pro is built to go wherever adventure takes you. At the top of an easy to use the remote control, the lightweight quadrocopter drone flies pretty easily on its four rotors, recording stunning shots with its high-quality camera, and giving you live feeds on your own smartphone.
Introducing DroneX Pro:
Described as a marvel of engineering and design, the DroneX Pro stands out as the new leader in the DroneX series. Its foldable design, the sheer range of flying modes, and the precision of the controls enable it to have high-end flight performance and functionalities for limitless exploration.
As a precision-engineered drone, its capabilities have been equally compared with those of the most expensive drone models, and yet its price tag is completely affordable. Finally, you can now capture high-quality videos and clear aerial photos without having to pay as much.
How does the DroneX Pro work?
Portable foldable blades, lightweight drone
The DroneX Pro is designed for usability and portability. The inwards fold design of the blades makes the device easy to transport and guarantees protection in transit. You can even hold it in your palms once the blades are folded.
The drone comes with fast-charging batteries (60 – 70 charging time), and you can have additional lithium batteries to use during flight time. While it is not likely you’re going to need to replace the blades, there are extra propellers in the pack for the worst-case scenario.
Lightweight, ready to go! You do not need heavy equipment to take your desired stunning shots in your next adventure. The DroneX Pro can easily fit into any of your carry-ons.
Stunning image quality
While most professional camera drones are designed to shoot at 30 – 60 frames per second (fps) for quality video and imaging, the DroneX Pro is designed to capture images at an incredible rate of 120 frames per second. With its 12-megapixel 120° Wide-angle lens and 720P HD Camera Resolution, stunning high-quality images and recordings are very much guaranteed.
In addition, there is the Slow-mode feature to replay highlights of your epic adventures in fascinating high-definition motion. The panorama mode, an exclusive built-in feature also captures 360 degrees photos on-air at the click of a button.
Stable hassle-free flight, impressive flight time
Stable, hassle-free flight requires an advanced controller to handle commands intelligently. DroneX Pro has multiple anti-collision features installed. It’s easy to use controls and a built-in gravity sensor will ensure that it doesn’t collide with any obstacle; whether on-air or on the ground. Once it senses any obstruction in its path, it automatically changes its course to avoid a crash.
The drone’s impressive flight time makes it possible to fly and film for up to 10 minutes without having to touch the ground or change batteries.
Real-time Video Transmission
With a simple Wifi connection, the DroneX Pro connects wirelessly to your smartphone through its Wi-Fi real-time transmission FPV system. This feature makes it possible to view live video feeds directly on your mobile phone screen, and effortlessly capture photos and record videos for extraordinary moments.
You are in complete control. The easy to use remote control which has a holder for your phone, one-touch buttons, and two sticks for steering gives you total control of the drone’s HD camera. All you have to do is turn on your phone’s WIFI and connect with the drone before flying.
Incredible Speed, Stable Hover
DroneX Pro is arguably the fastest drone of its size, flying at a speed of up to 12 meters per second with a top transmission distance of 2km. The altitude hold mode, a special feature, locks the height in, allowing for a stable hover to capture photos and videos from multiple angles.
1 Key Take-off, Return, and Landing
With just one click of a button, the drone automatically takes off and lands. There is also an emergency landing feature to help prevent accidents.
Easy to Control. Great device for Pros and Easy to use for beginners
DroneX Pro has all of the features needed to satisfy the pros, but it is extremely simple to fly and control, even for complete beginners. The hi-tech features make it possible for even a novice to easily fly the drone.
Who could benefit from DroneX Pro
Virtually anyone that is enthusiastic about capturing high-quality images with light, compact, and easy to control drones. Essentially, the DroneX Pro would be good for you if any one of the following is applicable to you:
You love epic adventures
The DroneX Pro portability makes it easy to take anywhere. Whether you are going on an adventure trip or relaxing on the beach. Its usability both inside and outside makes it suitable for all occasions.
You want to shoot professional, high-quality footage
DroneX Pro is designed with in-built pre-programmed camera shots, such as the boomerang and the asteroid shot. This makes it possible for even a NOVICE to shoot high-quality footage at the click of a button.
You want a drone you can easily fly and control
DroneX Pro is easy to fly and control for both professionals and complete beginners. It comes with all the additional features needed for easy and safe flight and control.
You want a high performance, affordable drone
The DroneX Pro now makes it possible to acquire a high-end drone for a fraction of the cost of some of the top models. This makes the drone technology now accessible for all.
Perhaps, what makes the DroneX Pro more exciting is that you can instantly begin to share high-quality footage to families and friends the moment you capture them. The live footage sent directly to your smartphone by the drone’s super-efficient transmission system can be shared via emails and social media at the touch of a button.
Is the DroneX Pro Worth Buying?
Absolutely! The quality of the drone is amazing compared to its price. A foldable, compact and easy to fly a drone that delivers high-quality pictures, with additional features for limitless exploration offers great value for money.
“We’re always looking for the best way to document our amazing adventures so that we can share them with our customers and followers. We’ve experimented with drones in the past, but until now we’ve found them over-complicated, underpowered and too fragile to pack. The DroneX Pro has completely changed the way we record our trips and we are now making professional-quality videos in half the time!”. Limited stocks of The DroneX Pro are currently available @ 50% discount. In addition, if you buy two drones you’ll get the third one free and if you buy three drones you’ll get two free. Don’t miss your chance to purchase this remarkable drone at its current low price.


North Korean Ballistic Missile Launch Fails
North Korean Ballistic Missile Launch Fails. North Korea launched a ballistic missile, the Pentagon confirmed Tuesday. CBS News national security correspondent David Martin and CBS News Radio military analyst Mike Lyons joined CBSN with
North Korea TV Shows Ballistic Missile Launch. North Korea's state television has broadcast pictures of the launch of an intercontinental ballistic missile with leader Kim Jong Un personally supervising the midnight launch of the rocket.
North Korean Ballistic Missile Launch FAILS: Kim Jong-unUS Military Detects Failed North Korea Ballistic MissileN Korea Declares Ballistic Missile Test 'success'North Korea Missile Launch Fails, U.S. SaysNorth Korean Ballistic Missile Launch Fails n New Test. SEOUL, South Korea — North Korea defied President Donald Trump and the world again by firing another ballistic test missile on Tuesday. It was the first missile launch since September and came North Korea Launches Missile Over Japan. In a major show of defiance to the international community, North Korea fired a ballistic missile over the northern Japanese island of Hokkaido Friday.
North Korea’s Subamarine-launched Ballistic Missile A
Download ImageSource: defence.pk
North Korean Ballistic Missile Launch Fails is only about image we have reliably detected on the internet creativity. We made one head to discuss this image on this website because of based on conception about Google image, it's one of most slippery withdrawn ask phrase on Bing search engine.
Allies' Missile Drill After N Korea Test - KBCExperts: Unlikely US Interfered In North Korea's Failed25+ Best Memes About North Korea And FAILWhen A North Korean Missile Accidentally Hit A NorthNorth Korea Fires Long-range ICBM Missile: ReportsN.Korea Behavior 'can't Continue', Trump Advisor WarnsNKorea Launches ICBM In Possibly Its Longest-range TestTrump Says Kim Jong-un's Message 'has Been ReceivedReport: North Korean Missile Launches FailSecond Straight North Korea Ballistic Missile Test FailsUS, Allies Push UN To Condemn North Korea Missile TestNorth Korea's Missile ProgrammeNorth Korea Launches Submarine Missile TestsNorth Korean Missile "Blows Up" During Launch; PresidentNorth Korea Rocket Launch FailsNorth Korea Test-fires Ballistic Missile, Appears To HaveNorth Korea Says Intercontinental Ballistic Missile TestCan Ballistic Missile Defense Shield Guam From North KoreaSubmarine Matters: US & Japanese ABMLeery Of North Korea, US Plans First Test Of ICBM InterceptNorth Korea Fires Ballistic Missile As Map Shows Cities AtNorth Korea's Kim Says Missile Test Over Japan Was ToNorth Korea : Military Technology News & Discussion25+ Best Memes About Fail CompilationNew North Korean Ballistic Missile Resembles RussianUS Cyber Attack "Sabotaged Kim's Missile Launch", FormerTheresa May To Keep Japan Travel Plans After North KoreaUS Detects Failed North Korean Ballistic Missile LaunchJapan Puts Military On Alert For Possible NKorea MissileNorth Korea Leader Kim Jong-un Says Successful MusudanS. Korea, US Confirm Failed NK Ballistic Missile Launch


My Journey to the Moon - Phase 2
Installation, Mixed Media
Spirit del Lago, Stresa, Italy
About the failure of an attempt to travel to the moon with everyday materials.
The story of the moon landing is like an improvised composition. The tools were the many successful and failed attempts made over decades. I am in the second phase. The first phase consisted of trying to fold a football-field-sized sheet of paper so many times that it made a tower that reached to the moon. This attempt failed. The second phase consists of the construction of a launch pad and the attempt to penetrate the atmosphere with a weather balloon. Unfortunately, this attempt also failed.


Construction on the San Diego Wind Tunnel started in 1944 and was finished in 1946.
The San Diego Wind Tunnel has been operating since May of 1947 and was built to provide aerodynamic testing for Consolidated Aircraft, the manufacturer of the B-24.
Today, the San Diego Wind Tunnel proudly serves the entire aerodynamics community by providing state-of-the-art facilities and testing services to a wide range of clients.
Our lean but experienced crew has an average of 28 years of wind tunnel experience per person.
We test a wide range of articles, including:
Aviation: UAV's, Space Vehicles, Commercial & Military Aircraft, and Blimps;
Sports: Cycle/Riders, Bobsled, Skiers, Luge, Soap Box Derby, Golf Clubs, Motorcycles, and any sport where reducing drag can win the race;
Wind Qualifications: Wind Turbines, Tents, Outdoor Speakers, Outdoor Cameras, Statues, Signs, Buildings, Mil-Spec Hurricane Force Certifications.
The facility has supported the development of many aircraft and munitions programs.
The San Diego Wind Tunnel has entered a new age, expanding its horizons into the field of research and technology!
In March 2006, the San Diego Air and Space Museum acquired the former General Dynamics Low Speed Wind Tunnel (LSWT) at San Diego's Lindbergh Field. The facility is now known as the San Diego Wind Tunnel, creating another first in the Museum's unique history.
"Not only is this a sound business decision," said Jim Kidrick, SDASM's President & CEO. "It brings a great amount of prestige to the Museum. The San Diego Air & Space Museum now holds the distinction of being the only aviation museum with an operational research wind tunnel. The San Diego County Regional Airport Authority helped facilitate this effort and we're grateful for their assistance with this new venture."
The San Diego Wind Tunnel, located on Pacific Highway, originally began operations under the direction of Consolidated Vultee (Convair) in May 1947. General Dynamics assumed operations in 1961 when the company acquired Convair. General Dynamics' Convair Division (and later Lockheed) operated the facility until a private company took over in 1994. The San Diego Wind Tunnel remains the only privately held low-speed aeronautical wind tunnel in the United States.
"We are thrilled to be a part of the San Diego Air & Space Museum family," stated Stephen Ryle, San Diego Wind Tunnel's Aerotest Engineering Manager. "The historical contribution of this facility to the local and national aviation industry over the past 66 years has been significant."
Led by General Manager Chuck Niskey, the San Diego Wind Tunnel's operation staff holds a combined 163-years experience in wind tunnel testing.
Niskey said, "We have an opportunity to encourage and inspire the young engineers of tomorrow. The wind tunnel has held a critical role in the development of aircraft and I am honored to add to that achievement the chance to expand the operation of the facility to include educational tours, aerospace camps and testing programs for today's students."
To date, the San Diego Wind Tunnel has conducted over 100,000 hours of testing and has been used extensively in numerous military and civil aerospace development programs, including the F-106, B-58, F-111, F-16, Global Hawk UAV, Tomahawk Cruise Missile, Advanced Cruise Missile and the Scorpion Jet. It has recently served the testing needs of Cessna, Boeing, Gulfstream, Northrop Grumman, General Atomics, Raytheon, Lockheed Martin and Textron AirLand.
As the only wind tunnel in the nation capable of performing low-speed flutter testing, Boeing has used the facility extensively to test all its commercial airliners, from the 707 to the new 787 Dreamliner.
The facility has also provided testing for nearly 500 professional and amateur bicyclists including Lance Armstrong and the Discovery Cycling Team. In addition, every member of the 2006 US Olympic Luge Team was tested in the wind tunnel as well as most of the 2014 US Olympic Luge Team including two-time Olympic World Champion, Erin Hamlin and two-time Olympic World Champion, Mark Grimmette.


Slope Bash Pictures
All planes in our slope bash start with the same basic set of materials. No additions are allowed. Creative use of the wing beds and the fuselage block leaves room for unique additions like wing tanks. We've had many incredible designs, a school bus, an a-6 intruder, a flying wing, a german buzz bomb... even a p-51 dual fuse. The bash has unique design and building challenges, can it fly? and will it hold together? The winds are another difficult aspect, while it's generally very strong for the bash, light winds give the advantage to the more agile planes.
These are some pictures of a small group of friends flying off a 10,000' mountain in the High Uinta's east of SLC (Tower Mtn, SE of Heber). This is a huge rounded moutain top with incredible lift which would take the plane up a 1000' in a matter of seconds. It's an incredible site!
These are some crash pictures from many years ago... I'm a much better pilot now ;-) The saturn lost it's wings at about 1200 feet agl. It was my first high performance sailplane and I was having trouble keeping it down on such a booming day! (I hadn't built the flaps to save weight) I was specked for so long I figured a slight dive would bring me back to a more flyable altitude. I should have spun it down in a nice safe stall spin... I was used to slope planes I could dive down from any altitude. The plane was a total loss, including all internal radio components; my homeowners insurance paid for the damage to the home. All in all, it was a nearly $1,500.00 learning experience. I was in such shock (and scared) I didn't fly again for over a year. Besides that, it took some time to get over the financial loss.
This page was updated Monday, June 14, 2004


Cirrus Industries, Inc.
- Company Description
Cirrus, headquartered in Duluth, Minnesota, is the second largest manufacturer of single-engine, piston-powered general aviation aircraft in the world. The Company designs, manufactures and markets technologically advanced aircraft principally for the personal transportation market. Cirrus has a history of product leadership and innovation, having introduced the first composite airframes and aircraft parachute safety system in the industry.
Cirrus had increased its relevant market share from less than 1% in 1999 to over 35% in 2007, demonstrating the superiority of its aircraft relative to competitors' products. In addition to its success in the piston-powered market, the Company had begun the development of a new jet aircraft which represented a significant growth opportunity. The economic downturn in 2008 led to an industry-wide decrease in demand for personal aircraft, thus limiting the amount of capital that Cirrus could invest into new product development. The Company was in need of outside capital to support growth of the core business, as well as the development and commercialization of the new jet aircraft.
- Advisory Role
VRA Partners was engaged by the Company and Arcapita to serve as exclusive financial advisor in the execution of a dual-path process whereby providers of investment capital, as well as potential strategic acquirers, were approached simultaneously. This approach increased the probability of success and also kept all viable options available to the Company. The marketing process generated proposals to provide investment capital to the businesss, as well as interest from prospective acquirers. Due to the time and capital requirement to complete development and commercialization of the proposed jet aircraft, the Company felt the business would be best served by a sale to a strategic buyer with the ability to invest significant capital and a long-term outlook.
Cirrus was acquired by China Aviation Industry General Aircraft Co., Ltd. (“CAIGA”), a subsidiary of Aviation Industry Corporation of China. CAIGA controls four listed companies in China with total revenues of approximately US$3 billion. CAIGA’s primary businesses include the manufacture of piston, jet and amphibious aircraft as well as their parts and components.


The Aviation Management and Career Pilot Technology curriculum prepares individuals for a
variety of aviation and aviation-related careers including the commercial airlines, general aviation, the
aerospace industry, the military, and state and federal aviation organizations.
Course work includes fundamentals of flight, aerodynamics, aircraft performance, meteorology,
navigation, federal regulations, aviation management, and instrument and commercial ground training.
Optional course work includes flight and simulator training or business management training.
Graduates will hold a commercial pilot certificate with an instrument rating or specialize in aviation
Graduates may find employment as commercial, corporate, and military pilots, fixed base operators
and airport managers, flight instructors, and flight dispatchers.
to Embry-Riddle Aeronautical University:
Embry-Riddle Aeronautical University (ERAU) and Lenoir Community College (LCC)
have agreed to provide educational opportunities for students at LCC who wish
to transfer to ERAU. This Articulation Agreement in Professional Aeronautics
between Embry-Riddle Aeronautical University and Lenoir Community College is
designed to facilitate the transfer of students from LCC to ERAU. The Articulation
Agreement should be used by students who are intending to make the transfer under
these programs and by the faculty, advisors, counselors, and others who might
be advising those students.
course transfer table at ERAU web site:
View course & hour requirements for Aviation Mgmt & Career Pilot Tech- A60180


In 1976, four hijackers take over an Air France airplane en route from Tel Aviv to Paris and force it to land in Entebbe, Uganda. With 248 passengers on board, one of the most daring rescue missions ever is set in motion.
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In 1969, Apollo 11 was on its way to an historic first landing on the moon, carrying with it the hopes and aspirations of an entire generation. A year earlier, ‘Science magazine’ observed that “the most valuable spin off [of the space programme] would be human rather than technological…” It proved true, project Apollo was a triumph in human endeavour, drive and ingenuity.
45 years on, and the Bloodhound SSC project team – which includes some of the world’s most revered engineers – are building a car designed to go faster than the speed of sound. Bloodhound has carried out a series of ground-breaking tests and research, including the firing of the largest rocket in Britain in the last 25 years. With the project rapidly gaining momentum, this has now become an iconic global engineering adventure, showcasing innovative technology and manufacturing.


Very fast development of digital high resolution sensors for small and medium format cameras brought a whole new era into vertical aerial photography. Using light and ultra light aircrafts means ECO attitude – professional results with low noise and gas pollution. New GNSS and INS navigation systems enable to register precise location of each photograph what make postprocessing faster and more accurate.
Our fragile ecosystem is changing fast due to aggressive urbane development and due to natural disasters like forest fires, earthquakes, land and snow slides, floods, hurricane winds. For planning and rebuilding purposes we must do aerial monitoring, documenting changes in natural and urbane environment. Geoniss is well suited for small and medium areas of aerial survey and for low budget monitoring projects. Perfect for digital orthophoto map production, suited also for photogrammetric measurements.
GEONISS system consists of on-board navigation computer, camera gimble and software for aerial survey.
System can be completed with Hasselblad H3D or Nikon D3X camera and professional GPS receiver for data collecting and post-processing.


所属学校:Texas Christian University
所属院系:College of Science & Engineering
Patrick Walter graduated in 1965 with a BSME from The Pennsylvania State University and hired into a Component Test (shock, vibration, climatic, … and functional test) organization at Sandia National Laboratories in Albuquerque, NM. Concurrent with his employment, he completed his MSME in 1967 at the University of New Mexico. He subsequently became a Project Leader in a flight telemetry organization and was responsible for transducer calibration as well as both transducer and flight electronics development. Among other early accomplishments, he developed some of the first high shock sensing capabilities for large caliber guns and earth penetrators. In 1976, Sandia sponsored his doctorial studies at Arizona State University (ASU) with now Professor Emeritus Peter K. Stein, founder of ASU’s Laboratory for Measurement System Engineering and Professor Harold D. Nelson, structural dynamics expert and founder of Texas Christian University’s engineering eepartment. Pat’s Ph.D. dissertation involved analyzing structural test data from the Trident I strategic missile system. In 1978, Dr. Walter resumed full time employment at Sandia and was promoted into test management shortly thereafter. Among the many organizations/functions he supervised were Transducer Development and Calibration, Measurement Consulting, Telemetry Component Development, Telemetry System Packaging for Weapon System Stockpile Surveillance, Mass Properties, Test Facilities Development, and Precision Inertial Test System Development. In 1987 he was transferred as Supervisor Test Operations for the Kauai Test Facility, a rocket launch facility on the Pacific Missile Range Facility (PMRF), Kauai, HI. Subsequently he became responsible for developing and launching rocket systems from Sandia and NASA facilities. These rocket focused activities supported President Regan’s Strategic Defense Initiative (SDI). Post Cold War (1991-1995) Dr. Walter established a joint Sandia-Federal Aviation Administration (FAA) program as part of the FAA’s congressionally mandated Aging Aircraft Program. He validated this program with the aircraft and engine OEMs, the Air Transport Association, and other organizations, and it remains contributory today on Albuquerque International Airport. During his entire Sandia tenure (1965-1995), Dr. Walter’s professional focus was on flight, field, and laboratory measurements (e.g., displacement, velocity, strain, accelerations from milli-gs to > 100,000 gs, acoustic level pressures to 10’s of thousands of psi, temperature, flow, and much more) to support test and evaluation activities. His professional interests spanned the entire measurement chain: transducers, signal conditioning, acquisition systems, and end data analysis. In 1995, Pat accepted a position in the engineering department at Texas Christian University (TCU). Professor Walter developed TCU’s Experimental Mechanics and Structural Dynamics Laboratories and established an industry based Senior Design Program focused around test, calibration, and control activities. He transferred the majority of his professional interests and contacts with him to TCU and continues to work in these areas. From 1996-2003, he consulted for Endevco Corporation, a major supplier of dynamic instrumentation. From 2003 through today he consults as Senior Measurement Specialist for PCB Piezotronics, the world’s largest supplier of dynamic instrumentation. He also consults for various aerospace and defense contractors and other organizations on test measurement applications. Through TCU’s Engineering and Extended Education Departments, he has developed a Measurements Systems Engineering short course, which he teaches nationally and internationally.
In 1995, Pat accepted a position in the engineering department at Texas Christian University (TCU).


astronaut 指在外层空间(outer space)驾驶宇宙飞船、航天飞机等飞行装置的宇航员。
- The astronaut can send out a robot which will work on the unknown planet, collecting rocks and minerals, putting up a permanent observation station or traveling far and wide.
- My son's dream is to be an astronaut.
- A rocket manned by trained astronauts will launch soon.
- The rocket boosts the astronaut into space.
- He'll be an astronaut by the time he is thirty.
Assessments of astronaut effectiveness.Astronaut Exposure to Space Radiation: Space Shuttle ExperienceSafe Passage: Astronaut Care for Exploration MissionsBioastronautics: the influence of microgravity on astronaut healthAstronaut families and parachute children: the cycle of migration between Hong Kong and AustraliaIncidence of Epstein-Barr virus in astronaut saliva during spaceflight.Astronaut's organ doses inferred from measurements in a human phantom outside the international space station.Flexible families? 'Astronaut' households and the experiences of lone mothers in Vancouver, British ColumbiaThin filament diversity and physiological properties of fast and slow fiber types in astronaut leg muscles.Analytic design of satellite constellations for zonal earth coverage using inclined circular orbits. J Astronaut Sci


Reasons For Camair-Co’s Malaise: Three Pilots Were Suspended
Limited finances, pilot suspension and technical hitches are blamed for the company’s current demise.
Cameroon’s lone airliner company, Camair-Co, is again sailing in troubled waters. For two weeks now, the company’s aircraft have been grounded, with flights cancelled, sending stranded passengers into fury. The resurgence of turbelence in the company has been blamed on a plethora of insufficiences.
Sources close to the crisis say Camair-Co does not have enough finances to run its operations. It has been forced to cash in for fuel before each plane takes off. “This is not normal for good operations,” Cameroon Tribune was told by a civil aviation expert.
Three Pilots Suspended
The last stroke that broke the camel’s back was the suspension by the Civil Aviation Authority of three Camair-Co pilots. One of the pilots is reported to have flown with licences that were expired, while the two others violated a notification that aircraft were not allowed to land at the Douala International Airport due to rehabilitation work. Camair-Co is said to lack pilots. The suspension of three pilots is “enough for the company to lose.” A discliplinary council is reported to have resolved to reintate the pilots who are presently out of duty station for refresher courses as stipulated by aviation regulations.
Camair-Co’s fleet consists of two Boeing 737-700 and one 767-300 ER. The 767-300 ER (the Dja) however has a malaise as its landing gear is faulty. The company is seeking better ways of replacing it. “The company is taking quick measures to replace the aircraft that will be going in for maintenance,” Cameroon Tribune was told.
Where Are The Two MA 60s?
The registration of the two Chinese-assembled aircraft by the Civil Aviation Authority has been transformed to certification. These are two different things. The first refers to ensuring the flight-worthiness of an aircraft and the second is linked to a more complex process whereby the manufacturer is expected to furnish the airline with more documents that can enable the two aircraft to operate as per international civil aviation standards. The procedure for the registration was already started and the Civil Aviation Authority is still expecting Camair-Co to submit the required documents that are needed to have the aircraft certified.
And The FCFA 25 Billion!
The management of Camair-Co saw in the FCFA 25 billion loan from the State of Cameroon a panacea to the company’s crisis. Far from that. The loan, sources say, has not been disbursed. Instructions have been given for the effective audit of the company’s flight operations and its destination reliability before the loan is disbursed. A convincing business plan is also required of the company. Government is preparing to launch tenders for the recruitment of a consultant to audit the company’s operations.
Webnjoh Abel Bobuin Bisiya, Head of Division, Civil Aviation Department, Ministry of Transport.: «Camair-Co Pilots Were Suspended»
Camair-Co’s aircraft have been grounded for weeks now with flights cancelled, sending stranded passengers into fury. What are the reasons for this malaise?
Information from the field says the 767-300 ER (the Dja) has a fault with its landing gear. The aircraft went through brunscopic visualisation whereby it was revealed that some small parts in the engine were suffering from cracks that must be replaced before the aircraft can resume activity. The company is seeking better ways of replacing it. “The company is taking quick measures to replace the aircraft that will be going in for maintenance. Also, the Civil Aviation Authority suspended some three pilots of the company for the non-respect of regulations in force. This was during a disciplinary council. One of the pilots is reported to have flown with licences that were expired, while the two others violated a notification that aircraft were not allowed to land at the Douala International Airport due to rehabilitation work. The suspension of three pilots is enough for the company to lose. Two months from the pronouncement of sanctions, the pilots are not allowed to fly without undergoing refresher courses as per aviation regulations. They were therefore sent back to a training school for revision. However, information reaching us says the pilots should be back by this week for full activity to begin by next week. We have received assurance from management that measures are underway for nomalcy to reign as soon as possible.
Camair-Co announced the acquisition of new aircraft to beefed its three existing fleet when it signed a FCFA 25 billion loan agreement with banks with government as guarantor. How far have they gone with this project?
This loan was agreed and finalised during the ceremony. However, government later instructed that the company be audited by a competent consultant who at the end will propose a project to relaunch operations, before the funds can be disbursed. The consultant is also called upon to accompany Camair-Co in the drawing up of a convincing business plan. It is pending that the audit be done. Government will launch a tender in the nearest future to this effect.
One of the criteria for Camair-Co to obtain the loan was to come up with a business plan which Camair-Co did. Why are we talking of another business plan?
It might just be a suggestion. Government might not have confidence in the business plan that Camair-Co brought forward. It is not always good to take sides with something from one angle. Government wants to have a second party which will come out with the audit and propose a second business plan. This will permit goverment to have the possibility of choosing between the two. I want to believe that it is on this spectre that government is requesting for audits and a new business plan.
Why are the two MA 60 aircraft handed to Camair-Co in April 2015 still not in activity?
The introduction of new aircraft into an airline is technically based on its partial certification. They have to review the documents of the company, make sure that they are airworthy and that they have registration numbers. This is a process which takes some time. It is an interactive process where Camair-Co has to apply for a registration number, forward documents for the Civil Aviation Authority to examine to be sure that they comply with the regulations. If the evaluation is accepted, the aircraft will be inspected and the individual air worthiness certificate and the matriculation numbers are issued to them. Another area is to document into the company so as to be sure that all is in place for operations to take of. Are pilots as well as technicians trained enough? Is there an organisation to maintain the aircraft? Are saftety measures in place…. This is the process in which Camair-Co, the Civil Aviation Authority and partially the manufacturer (AVIC) are into now.
Why is it taking this long?
It is an interactive excercise. It depends on how fast each partner responds. We have been made to understand that Camair-Co is expecting some documents from the manufacturer to beef up its file at the Civil Aviation Authority for the two MA 60 aircraft to be certified.


This post came from my older blog and will be adjusted to meet newer standards
Siting in a tiny glider cabin, you are pulled onto 500 miters height in around 20 seconds. When you are released, you start gliding and head to the thermals. Once you are over it, you make a tight turn and see how the ground becomes further. This lifts prolong your flight.
Searching the web I found glider bases and flight videos from wonderfully beautiful places. That is why I decided to learn how to fly independently and later try these flights in various locations.
About Gliders (sailplanes)
In general, I like the technology that doesn’t disturb nature and doesn’t make much of a noise. You feel much closer to the environment, when moving silently. Air balloons, bicycles, boards, modern trains and now gliders. For me using a glider looks like the most organic way to fly.
Gliders have long wings, landing gear and usually no motor (some models have motor for staying in air longer or for lifting). A glider can be lifted with a help of winch or with a help of other airplane. It is pulled up until required attitude is reached, than released.
When up in the air you start looking for sources of lift, normally for thermals.
Because thermals have form of column, when it is reached, the pilot has to take a very tight turn to get the most of it. Since I was having the flight in spring, there were not so many of those. So overall my flight lasted for around 25-30 minutes, when in summer time it can be around an hour.
About Hyvinkää flying club.
I took glider introduction course and flight in a flying club located in Hyvinkää (Hyvinkään Ilmailukerho). The club has 6 single-person gliders, two two-seaters and winch launching machine.


The 10th RHESSI workshop organizers would like to announce the first informal “Planning a New Flare/CME/SEP Mission – Supplemental Meeting” for a major NASA space mission focused on flares, CMEs, and SEPs for the next solar maximum in the 2020 time frame. We believe that now is the opportune time to plan such a mission given the long lead time necessary and the upcoming heliophysics decadal survey. We will discuss the science that should be addressed and the measurements that will be required.
This supplemental meeting will take place on August 5th and 6th, immediately following the 10th RHESSI workshop (August 1 – 5) at the same location, the Historic Inns of Annapolis in Annapolis, MD.
Even if you are already registered for the 10th RHESSI workshop, please register for this supplemental mission planning meeting below.
Please watch this page as information about this meeting will be posted here as it becomes available.
At the end of the 10th RHESSI workshop (Thursday and Friday), a supplemental meeting will take place to discuss the planning of a future Flare/CME/SEP mission.
Please find below the draft agenda for the special meeting on August 5 and 6 to discuss a space mission for flares/CMEs/SEPS in the 2020 time frame. For flares, we have asked the lead authors for chapters of the Space Science Reviews volume nearing completion to summarize the main science questions, specifically to address the new observations that are needed. We have asked some other researchers attending the meeting to give similar talks to cover other areas – CMEs, SEPs, etc. These talks are scheduled for Thursday afternoon.
We are soliciting contributed talks on science/required measurements for the Thursday evening session that will be combined with dinner at a local restaurant; and instrument concepts talks for Friday morning. We will wrap up Friday with a general discussion of the strategy for developing a plan for a future mission for the Heliophysics Decadal Survey.
Bob Lin & Brian Dennis
(last updated 24-jul-2010)
Anna Maria Massone
Yan Xu Chang
Liu Rui Liu
Georgia de Nolfo


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Hello friends, are you looking for answers to questions on Amazon Today Quiz 24 August 2021? So here we have asked you the first question- “In July 2021, which billionaire traveled to space on VSS Unity?” The correct answer is given. By choosing the correct option of this question, you can win up to Rs.30000.
Amazon Today Quiz Details- 24 August 2021
- Contest Name: Amazon Daily Quiz
- Quiz Duration: 24 August(24-HRS)
- Prize Amount: Rs.30000
- Total Winner(s): 1 Participant
- Available at: Amazon App Only
Question- In July 2021, which billionaire travelled to space on VSS Unity?
- Elon Musk
- Bill Gates
- Richard Branson
- Larry Ellison
Answer: Richard Branson
Explanation: Richard Branson is the founder of Virgin Galactic, a company working to facilitate future space travel. Just as recently, on July 11, 2021, Virgin Galactic’s VSS Unity space plane, Richard Branson along with his 5 crewmembers completed his first space journey. He has become the first person in the world to do so.
Amazon Quiz 24 August 202- All Answers


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Hey space enthusiasts!
Imagine a future where cozy homes dot the lunar landscape, and astronauts sip coffee while gazing at Earth from their Moon-side windows.
It sounds like science fiction, but NASA is dead serious about building houses on the Moon by 2040.
Let’s dive into this cosmic dream and explore the groundbreaking plans that might turn it into reality!
The Lunar Lure: Why Houses on the Moon?
Before we blast off into the details, let’s ponder the question: Why does NASA want to build houses on the Moon?
We’ll unravel the cosmic mysteries and understand the allure of establishing a human presence on our celestial neighbor.
Moon Architecture 101: Designing for the Extraterrestrial
Building on the Moon isn’t as simple as erecting structures on Earth.
We’ll delve into the intricacies of Moon architecture, discussing the challenges and innovations required to create habitable spaces in the lunar environment.
2040 Vision: NASA’s Ambitious Timeline
The clock is ticking, and NASA has set its sights on the ambitious goal of having habitable structures on the Moon by 2040.
We’ll break down the timeline, exploring the planned milestones and the technological leaps needed to meet this cosmic deadline.
Sustainable Living Beyond Earth: The Moon as a Stepping Stone
Building houses on the Moon isn’t just about creating a lunar neighborhood; it’s a stepping stone for sustainable living beyond Earth.
We’ll discuss how Moon habitats could pave the way for future exploration and even human settlement on other celestial bodies.
A Lunar Blueprint: The Architecture of Moon Homes
What will these Moon homes look like?
We’ll explore the architectural blueprints, discussing the materials, designs, and functionalities envisioned for lunar habitats.
From inflatable domes to underground chambers, the possibilities are as vast as the cosmos.
Earth-Moon Commute: Challenges of Lunar Living
Commute to work via a lunar rover?
We’ll discuss the challenges of daily life on the Moon, from transportation to dealing with reduced gravity.
Forget rush hour; think lunar-hour traffic and low-gravity workouts!
The Sustainability Factor: Green Living on the Moon
Believe it or not, sustainability is a key player in lunar living.
We’ll delve into how NASA plans to implement green technologies, recycling systems, and renewable energy sources to ensure a sustainable and eco-friendly lunar lifestyle.
Extraterrestrial Gardening: Growing Food on the Moon
What’s a home without a garden?
We’ll explore the potential for extraterrestrial gardening on the Moon, discussing the challenges and innovative solutions for growing food in the lunar soil.
Moon Real Estate Boom: Will We Own Lunar Homes?
Could you own a piece of the Moon?
We’ll ponder the legal and ethical aspects of lunar real estate, discussing the possibilities of private ownership and the potential for a Moon real estate boom.
Life on the Moon: What Will It Be Like?
Let’s take a moment to daydream about daily life on the Moon.
From breathtaking lunar landscapes to the novelty of low-gravity living, we’ll paint a picture of what life might be like for the intrepid lunar inhabitants.
Beyond NASA: International Collaboration in Lunar Exploration
NASA isn’t alone in its lunar aspirations.
We’ll explore international collaboration in lunar exploration, discussing how various space agencies and countries are coming together to turn the dream of Moon houses into a collective reality.
The Moon Economy: Industries and Jobs Beyond Earth
Moon houses could spark a new lunar economy.
We’ll discuss the potential industries and jobs that could emerge, from lunar tourism to mining operations, shaping the Moon into a bustling hub of activity.
Public Excitement: The Buzz around Lunar Living
The idea of houses on the Moon has captured the public’s imagination.
We’ll explore the excitement and buzz surrounding lunar living, from social media trends to the potential for Moon-based reality shows.
The Final Frontier: What’s Next for Lunar Exploration?
As we approach the conclusion of our cosmic journey, let’s peer into the future.
What’s next for lunar exploration beyond 2040? We’ll discuss the possibilities and potential milestones awaiting us in the final frontier.
Conclusion: Moon Homes on the Horizon
In conclusion, the vision of houses on the Moon is no longer confined to sci-fi novels.
With NASA’s ambitious plans, the dream of lunar living is closer than ever to becoming a reality.
As we gaze toward the night sky, let’s anticipate a future where Earth and Moon are both home.
Can regular people live on the Moon, or is it only for astronauts?
While lunar living is currently focused on astronauts, the long-term vision includes the potential for private individuals to live and work on the Moon.
How will Moon houses be powered?
NASA is exploring various renewable energy sources, including solar power, to sustain Moon habitats and ensure a reliable power supply.
What will be the cost of living on the Moon?
The cost of living on the Moon is yet to be determined, but it’s expected to be significantly higher than on Earth due to the challenges and expenses associated with lunar living.
How will Moon homes protect against radiation?
Lunar habitats will incorporate shielding materials to protect against radiation, and designs will consider the lunar environment’s unique challenges.
Will there be internet on the Moon?
Communication infrastructure, including internet connectivity, is a part of the lunar living plans. However, the specifics are still in development.