AgEagle ventures into military equipment, advanced robotics fields
By DRONELIFE Features Editor Jim Magill
AgEagle (NYSE:UAVS), a company that started its commercial life producing drones and software for the agricultural market, has evolved into a company that produces “flying robots,” across a broad spectrum of applications, both civilian and military.
Continue reading below or listen:
Recently, the company announced that sales of its NDAA-compliant eBee TAC Unmanned Aerial System have increased substantially with shipments to both U.S. and NATO forces in the United States and Europe. The news follows the March announcement by the Department of Defense’s Defense Innovation Unit that it was adding the eBee TAC to its list of drones approved for DOD use, the first drone to be added as part of the Blue sUAS 2.0 project.
In another recent announcement, AgEagle said it was adding enhanced technological features and capabilities to its Measure Ground Control software package, designed to automate flight management systems and manage drone programs regardless of the manufacturer or model of drone used.
“AgEagle has a long history in the drone space … particularly in the agricultural drone space,” said Barrett Mooney, AgEagle’s CEO. “It has really grown into something that’s much, much bigger than that. It’s grown into an actual robotics play.”
Mooney said that in recent months, AgEagle has assembled a team of 70- plus engineers, about half its employee base, to develop a wide variety of software products, both drone-based and non-drone based, that provide solutions across a wide area of potential applications.
“We’ve made these things into flying robots,” he said. “And a lot of the skills we’ve learned translate to ground robots, and translate to fixed-position robots.”
In the case of its eBee TAC system, Mooney said the military version, developed by AgEagle subsidiary senseFly, sprang from design ideas originally developed for the commercial market.
“We optimized a drone for price sensitivity, for commercial functionality and for resilience so that it was robust,” he said. This experience proved invaluable in designing a system that fit within the parameter set by the Defense Department for its drone system needs.
“We actually worked backwards into the government offering and said, ‘Oh, well actually what you need is something that is robust, that can be rebuilt on site, and that has a closed-loop drone-guidance and control system,’” Mooney said,
The eBee TAC system, which is currently being tested and deployed by U.S. and NATO forces, could ultimately play a part in the conflict between Russia and Ukraine, although Mooney was quick to establish some ambiguity on that point.
“To my knowledge, I can’t speak and say yes or no for security reasons,” he said. The software that enables the eBee TAC drones to function is designed to be less penetrable to potential adversaries than that of standard commercial drones.
“I don’t want to expose the information that I do have. That would put in jeopardy the forces that are using the tools,” Mooney said. “But the idea behind it is, those NATO forces are deploying in the forward areas and conflict zones where they can be the most useful.”
Mooney said the development of AgEagle’s Measure Ground Control system represents another example of the strides the company has made in developing advanced robotics systems. The software system is built to provide drones with the mapping parameters under which they fly, regardless of the make or model of drone.
“The Measure Ground Control platform is AgEagle’s answer to that market need for commercial enterprises that have a variety of drone hardware; whether you’re flying a senseFly eBee, or whether you’re flying a Parrot Anafi, or whether you’re flying a DJI Matrice 300,” he said. “We want to have a control platform that handles all of those drone flight hardware components and their associated payloads.”
Regardless of what drone hardware they’re employing, users of the Measure Ground Control system are able to use the platform to set the parameters for how they want to capture their data.
For example, Mooney said, the Measure Ground Control system can be used in conjunction with hardware developed by AgEagle’s subsidiaries, such as MicaSense multispectral sensors, to capture and interpret data. The sensors can capture images registering in several bands across the light spectrum, including thermal and near-infrared.
“We’re actually getting a feed that is telling us information that we can’t see with the naked eye by varying these wavelengths of light,” he said. “The Measure Ground Control software actually interprets that data and creates vegetation indices, creates different metrics that can be used on the software processing platform, stitches it all together, and then presents that information back to the user.”
With forays into the military space and into the software development and advanced robotics arenas, AgEagle may seem to be straying far from its agricultural roots, but Moony said the company’s journey parallels that of the greater drone industry as it matures and becomes more vertically integrated.
“These things may seem a bit divergent, but really they all stem from the same multifunctional core,” he said.
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Read more about AgEagle:
Jim Magill is a Houston-based writer with almost a quarter-century of experience covering technical and economic developments in the oil and gas industry. After retiring in December 2019 as a senior editor with S&P Global Platts, Jim began writing about emerging technologies, such as artificial intelligence, robots and drones, and the ways in which they’re contributing to our society. In addition to DroneLife, Jim is a contributor to Forbes.com and his work has appeared in the Houston Chronicle, U.S. News & World Report, and Unmanned Systems, a publication of the Association for Unmanned Vehicle Systems International.
Miriam McNabb is the Editor-in-Chief of DRONELIFE and CEO of JobForDrones, a professional drone services marketplace, and a fascinated observer of the emerging drone industry and the regulatory environment for drones. Miriam has penned over 3,000 articles focused on the commercial drone space and is an international speaker and recognized figure in the industry. Miriam has a degree from the University of Chicago and over 20 years of experience in high tech sales and marketing for new technologies.
For drone industry consulting or writing, Email Miriam.
Subscribe to DroneLife here.


Mid-Atlantic Aviation Partnership.
Virginia, Maryland, and New Jersey’s UAS Test Site
Welcome to the Mid-Atlantic Aviation Partnership.
The FAA Modernization and Reform Act of 2012 required the FAA to establish a program to integrate Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) at 6 Test Sites. Virginia Tech is awarded to lead one of the six Test Sites, and the team includes Maryland and New Jersey. Test Range selection is based on
- Ground infrastructure
- Research needs
- Maintain Safety and Efficiency of the NAS
- Safely designate Airspace for integrated manned and unmanned flight operations
- Develop Certification Standards and ATC procedures
- Address Civil and Private UAS
- Coordinate with the NextGen Program
- Verify Safety and Navigation Procedures


Featured in this newsletter, we are pleased to introduce you to our helicopter partner in French Polynesia.
Discover in these few lines, an immersion in unique and authentic landscapes while gaining height.
Treat yourself to a panoramic flight over the main islands of Polynesia. Tahiti, Moorea or Bora Bora. Your pilot & guide will accompany you on this journey to discover the most beautiful lagoons in the world.
Share a romantic or family moment by flying over the unusual island of Tupai, the heart-shaped island. Take off from Bora Bora and enjoy an exclusive panoramic flight.
One of the alternatives to the private inter-island transfer is of course the helicopter. Save time while enjoying a moment of privilege flying over the beauty of the islands.
Air Tahiti Nui, a major player in tourism development in French Polynesia, is launching its first helicopter transport subsidiary, 50% shared with HBG, the Franco-Swiss leader in air transport by helicopter.
The Airbus Helicopters H135 (formerly Eurocopter EC135) is a twin-engine light utility helicopter produced by Airbus Helicopters. It’s mainly used for private transfers and helicopter emergency medical services.


UAS Drone Workshop / TIMS
2- day course
When: Apr 26, 2023 - Apr 27, 20238:30 - 5:00 first day - 8:30 - 12:00 second day
Dixie Applied Technical College
610 S Tech Ridge Dr
St George, UT 84770
- 1.5 – 2 day event geared toward TIMs safety and UAS for Survey, Construction, Maintenance.
- Cost per person $200.00 (includes cold lunch)
Day 1 Potential Overview
- 2 hour - TIM overview and briefing/training for the day’s events.
- TIM overview – geared toward survey, construction, maintenance personnel.
- Lane closure techniques
- Vehicle placement / lights
- What to do if you come across a crash
- Basic scene safety on a crash scene
- Rolls / responsibilities of scene responders
- Lights / vehicle placement
- 1.5 hour – Briefing on live demonstrations.
- Safety briefing and basic overview
- Roles / Responsibilities
- Safe areas vs. Active areas
- First responders
- Fire / EMS staging and walkthrough
- Police overview
- Tow truck safety and abilities
- Maintenance/Construction/Survey Personnel
- Roles they play in a major crash scene
- Equipment available
- Clean up assistance / early warner / traffic control help
- Photogrammetry basics
- Scene setup – What’s needed to fly / collect GOOD scene data?
- Drone safety / airspace / initial setup requirements
- Post flight operations
- What to do with the data
- How to know if it is acceptable
- Good data – Now what?
- 4 hours – Live scene demonstration
- staging, approach, initial assessment
- Initial traffic control and scene assessment
- Checking injuries / entrapment / etc.
- Calling in additional resources
- Fire / EMS
- Arrival and assessment of scene
- Triage of patients on scene
- Hazmat assessment
- Assist with cones / traffic control
- Place vehicle with arrow board as early warning vehicle
- Assist with clean up of debris, oil, etc as directed by emergency personnel
- Arrival and setup of trucks to begin rescue / recovery services.
- Utilizing tow trucks for rescue
- Ability to lift vehicles up for emergency personnel to get to trapped victims.
- How to setup a proper scene for UAS documentation
- Photogrammetry – Fly the scene
- What is the pilot looking for?
- Good flight qualities vs. what makes a flight “bad”
- Safety Debrief
- What went right?
- What could be improved on?
- Individual roles breakdown and assessment
- Post flight assessment
- Good data collected, now what?
Day 2 – Potential Overview
- Basic flight safety
- Basic flight controls and flight/aircraft awareness
- Rules / Regs overview for the day
- Flight Training
- Hands on skills / basic flight controls
- NIST Course
- Obstacle course
- Hazmat, culvert, pipe inspection demo
Notification of cancellation must be received prior to registration deadline. Substitutions may be made at any time. Please notify us of any changes.
This course fulfills an elective requirement for the Road Scholar program.


Somewhere deep in the cold vacuum of space last week, a small man-made object settled into a perfect orbit around our nearest celestial neighbor, the famed red planet of Mars. For the next five years it will continue on its journey in search of water and life, sending possibly ground-breaking data back to its home planet of Earth. "This will rewrite the textbooks on Mars," said Jim Graf, project manager for the National Aeronautics and Space Administration.
As always, waiting for the craft to send a transmission was a tense moment for the good folks at NASA. It is not very often that our nation’s great space program has a project go off without a hitch. "I am very relieved it was perfect", said Mr. Graf "We couldn't have planned it better."
The Mars Reconnaissance Orbiter, as it is affectionately called by the people at NASA, is the most advanced mission ever to be sent to another planet. It traveled nearly 500 million kilometers to reach its destination and will eventually orbit the planet in a loop at altitudes ranging from 320 to 255 kilometers above the planets surface. Its instruments will examine the planet for the first time from these low altitudes, mapping water related minerals, probing for underground layers of rock and water, and sending high resolution pictures of the landscape to the people back on Earth.
If the mission finds what it is looking for it will be well worth its 720 million dollar price tag. It could be argued that the images alone will justify the high cost of the project. We must also take into account the fact that this is a very important milestone on the road to extra-terrestrial exploration.
For now we can only speculate what might be found. The only thing we can be sure of is that it will be something.


Packet Digital LLC, a power management company, and Aerobotic Innovations LLC, a drone control software company, have together formed Botlink LLC to raise $15 million to launch the first software and hardware platform for extended drone flight control and data processing.
“Bringing Botlink’s drone control and safety software together with Packet Digital’s efficient drone hardware creates the most robust and powerful cloud-based operations platform in the industry,” Packet Digital CEO Terri Gunn Zimmerman said. “Botlink’s goal is to help users stay in the air much longer ﹘ up to four times current flight times ﹘ while collecting and distributing data in real time and keeping the drone out of dangerous airspace.”
Botlink LLC will first combine efforts and technologies on its cellular drone communications device that allows real-time collection of data from the drone back to the user’s mobile device or computer, as well as facilitating beyond-line-of-site drone control, all through existing cellular networks.
Shawn Meuhler, CEO of Aerobotic Innovations, said the newly formed Botlink LLC will accelerate time to market by leveraging the experience and expertise of both companies.
“Terri’s business experience and her team’s hardware knowledge are the perfect compliments to our strong aviation and software background,” Meuhler said.
Zimmerman will serve as Botlink’s CEO and Meuhler as COO.
Aerobotic Innovations is an experienced team of military and professional pilots, software developers, electrical engineers and communicators on a mission to create the world’s safest and most secure drone operations platform. Botlink’s cloud-based platform features fully-automated drone control with manual drag-and-drop hand flying from your smartphone or tablet. Control is coupled with real-world safety features to include real-time and near real-time manned and unmanned aircraft overlays with aircraft avoidance alerts and traffic advisories, as well as airspace advisory warnings on controlled airspace. Airspace within the application features 100% regulation compliance and includes temporary flight restrictions, active military operation areas and restricted airspace.


Deutsche Telekom AG
Total Airport Management System makes more efficient use of airplanes
T-Systems’ Total Airport Management System is a single IT platform that integrates the silo systems of all airport stakeholders. The IT platform centrally collects all the required information. Airport service providers can access data on the move, enabling them to coordinate joint tasks more closely, and complete them more quickly. The IT solution is fully integrated into the airport operator’s core process.
Delays cost airlines between €1.5 - 2 billion per year. T-Systems’ solution reduces the time planes spend on the ground – time in which they are not earning money. Each aircraft is required to pay fees for take-off, landing, and use of air bridges. If our solution cuts the time planes spend on the ground, then airport operators can turn around more aircraft in a shorter period of time. More efficient use of airplanes, leads in the long-term to less airplanes needed, hence resources are saved.
To learn more:


From the longer Wikipedia page
The Royal Air Force Centre for Air Power Studies (RAF CAPS) is a Royal Air Force sponsored think tank which engages in the study of air power.
The centre was launched on 23 August 2007 by Air Chief Marshal Sir Glenn Torpy, Chief of the Air Staff. Based at the Royal Air Force College, this think tank and research centre claims to bring together academia with serving members of the RAF to analyse how air power has been used in the past and how best it might be used in a modern, complex world of increasing ambiguity. It aspires to act as the RAF’s centre for strategic and conceptual thinking about air power, to "encourage and promote the study of air power, particularly within the Service and academia, but also throughout the broader intellectual community (including the media and think-tanks)".
The website is


Hi, Adrian and ccampers
I propose that we handle control plane resilience in our CCAMP charter.
I think that the CCAMP WG is focussing on the data and control planes for GMPLS.
Until now we have handled the data plane part for resilience, but we have no results of control plane resilience.
I had presented my contribution for requirements of control plane resilience through draft-kim-ccamp-cpr-reqts-00.txt last year.
On the November meeting this year, I will present an updated document of requirements for control plane resilience , and a new or extended protocol specification document for control plane resilience.
Of course, I think it's possible under the condition that the topic of control plane resilience could be handled in the CCAMP charter.
From: "Adrian Farrel" <firstname.lastname@example.org>
From Date: 2005-08-16 오후 8:28:11
To: "email@example.com" <firstname.lastname@example.org>
Cc: "email@example.com" <firstname.lastname@example.org>, "'Kireeti Kompella'" <email@example.com>
Subject: Moving forward with the CCAMP charter


Scientific discoveries often come from surprising places. Lonnie Shekhtman of NASA:
Look up to the night sky just before dawn, or after dusk, and you might see a faint column of light extending up from the horizon. That luminous glow is the zodiacal light, or sunlight reflected toward Earth by a cloud of tiny dust particles orbiting the Sun. Astronomers have long thought that the dust is brought into the inner solar system by a few of the asteroid and comet families that venture in from afar.
But now, a team of Juno scientists argues that Mars may be the culprit.
It’s an amazing story that involves a mission to Jupiter getting pelted by high-speed dust particles and an instrument meant to be measuring one thing that ended up measuring something quite different. The result, it seems, is that Mars dust pollutes our part of the solar system, so much so that at the right time of day you can see it.
—Linked by Jason Snell


Written in EnglishRead online
|Series||Modern aircraft series|
|LC Classifications||UG632 .O45 1970|
|The Physical Object|
|Pagination||112 p. :|
|Number of Pages||112|
|LC Control Number||79129095|
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Surprise! Here's a brand-new piece of music inspired by the conclusion of NASA's Space Telescope, "Kepler"...
"October 30, 2018: Kepler - Goodnight" is the 8th piece of music in my "Astronomy" series: music inspired by astronomical discoveries and events in the observable Universe.
This is a tribute to NASA's Space Telescope, "Kepler", which after nine years of space exploration and data collecting on planets and stars, ran out of fuel, completing its mission. (Read all about the beautiful journey this spacecraft has been on here.) Kepler was NASA's first ever planet-hunting mission and with more than 2,600 planet discoveries from outside of our Solar System, it blew away all expectations. On October 30th, Kepler was retired. "Goodnight" commands will soon be sent and Kepler will become part of the infinite Space it set out to explore. This piece of music was inspired by the hope and adventure that was embodied in Kepler and the team of human beings that made it possible.
The song's out NOW, everywhere music is (Spotify, Apple Music, the usual suspects)! Hope you enjoy.
love, ryan - sleeping at last


We’d similar to to set more pastries to understand how you use , remember your controls and improve administration expert services. 10: Association of the moon and Saturn The waxing crescent moon will golf swing about 4 certifications Line of the moon and Jupiter The first-quarter moon might swing movement about 4 diplomas to the southwest of Jupiter at the nighttime stones. An Atlas 5 drive carrying a U.S. Living space Drive missile-warning cable and two modest payloads put off Might 18 at 1:37 g.m. Eastern from Area Launch Organic-41 at Cape Canaveral Area Pressure Train station, Fl.
NASA’s rover to the Mars has put lower back an music computer file containing does sound of the Persistence driving a motor vehicle on the White Environment https://orbitaltoday.com/ . Continuing function to tackle the issue observed upon 2 earlier Ariane 5 roll-outs offers held that release vehicle grounded for weeks and can hold off the high-profile release of NASA’s James Webb Room Telescope later on this year.
Ready Once, NASA would send the payIoad to India and it may be completely assembled simply because a satellite tv found at the R Rao Area Centre inside Bengaluru. Each issue contains fascinating and easy-to-read articles on space news flash. Summer 1: Combination of the moon and Jupiter Just 1 day time before getting last-quarter stage, the waning gibbous moon will golf swing about 5 levels to the southern of Jupiter inside the daybreak atmosphere. The senators also called on NASA to use a simiIar approach for future large cargo lunar landers, which may be needed for delivering infrastructure needed for the sustainable phase of lunar exploration.
Business of Place Marketing Representative Kevin ‘Connell and ex- NASA Boss Sean ‘Keefe sign up to SpaceNews March. Queen2: A new SpaceX Falcon Weighty skyrocket may release the USSF-44 objective for the U.S. Air flow Pressure. Earlier 2021: India’s Little Satellite television Launch Vehicle (SSLV) will Iaunch about its very first orbital test flight from the Satish Dhawan Space Center within Sriharikota, India. Artemis Basic Camp out shall turn out to be our primary sustainable foothold on the lunar frontier,” the review areas, promoting tasks long-term one particular for you to only two calendar months gradually.
May possibly 3: Combination of the moon and Saturn The last-quarter moon may swing action about 4 levels to the southern region of Saturn found in the start skies. It will release an experimental objective for the U.S. Air flow Force’s Area Check System known as Monolith, which bears a area climate device. NASA gives that NISAR will end up being the 1st satellite television objective to make use of two different radar frequencies (L-band and S-band) to gauge modifications inside our planet’s surface area less than a new centimeter across. We have not finalized the start time, but it is likely to be around conclusion of 2022 or even earlier 2023, about panel a GSLV Level II skyrocket from Satish Dhawan Area Centre” Dr K Sivan told Zee Mass media.


Ace Combat 7: Skies Unknown/Missions
Following is the list of missions in Ace Combat 7: Skies Unknown.
Operation Deer Horn
|May 15, 2019
|Fort Grays Island
|In his first sortie, Trigger—joining Clown in the Osean Air Defense Force's Mage Squadron—engages a squadron of Erusean bombers threatening the Fort Grays Island Air Base while learning the basics of combat. The carrier Albatross is sunk by the attack, and radio broadcasts are heard, showcasing Princess Rosa Cossette D'Elise's declaration of war against Osea.
|Charge the Enemy
Operation Eastern Wind
|May 17, 2019
|Golem and Mage Squadrons attack an Erusean forward air base and nearby radar vehicles. While attacking the base, one transport aircraft explodes in a flash of harmful blue light. Erusea launches five MQ-99 UAVs to deter the Osean squadrons, but the Oseans shoot them all down.
Operation Dual Wielder
|May 30, 2019
|As part of a two-pronged retaliatory strike against Erusea, Golem and other Osean squadrons attack Erusean aircraft in the Chopinburg region to secure air superiority in the area while the OFS Kestrel II launches an air assault on the capital region. Clown and Trigger enter the area to provide support to their allies. Erusea deploys the captured Arsenal Bird Liberty and its MQ-101 drones to counter the Oseans, decimating Skeleton Squadron in the process. The IUN orders the remaining aircraft to retreat.
Brownie, having taken damage, escapes the area with Gargoyle 1 while Mage assists the remaining Golem and Gargoyle pilots being chased by UAVs. An unknown pilot enters the area and shoots down both Gargoyle 1 and Brownie. The Kestrel II is revealed to have been sunk afterwards.
Operation Lighthouse Keeper
|June 6, 2019
|The IUN sends Trigger to infiltrate Erusean anti-air radar around the International Space Elevator and secure a route to help former President of Osea Vincent Harling escape. After infiltrating the radar, Trigger destroys the Erusean anti-air defenses around the space elevator. Sea Goblin lands at the space elevator while Mage, Golem, and Gargoyle Squadrons engage MQ-99s launched from Selatapura.
All of Sea Goblin is killed while trying to extract Harling and Colonel Johnson, a military officer accompanying him. Harling and Johnson commandeer an MV-22 Osprey and take off from the space elevator under the callsign Mother Goose One while Mage, Golem, and Gargoyle defend it from a large formation of MQ-101s launched from the incoming Arsenal Bird Liberty. Gargoyle, under secret orders from the IUN, fires multiple missiles at the space elevator that destroy many MQ-101s programmed to sacrifice themselves for its protection. One missile breaks through and causes minimal damage to the elevator.
Mother Goose One's cockpit is hit, killing Colonel Johnson. Harling takes the controls and attempts to return to the space elevator for an unknown reason. A second missile is fired from an unknown source and strikes the Osprey, destroying it and killing Harling. The Liberty enters the airspace afterwards, forcing a retreat. Trigger is blamed for firing the missile and is court-martialed.
Operation High Card
|July 1, 2019
|After being sent to the penal unit Spare Squadron as a prisoner for his supposed actions, Trigger is sent with the rest of the squadron to deceive incoming Erusean forces into believing the 444th Air Base is a regular Osean air base. Erusean bombers in the formation cause more damage to the base than anticipated; Spare Squadron is ordered to shoot down all incoming bombers. Trigger shoots down most of the bombers, earning praise from his wingmen.
Operation One Pair
|July 4, 2019
|The 444th Air Base sends Spare Squadron to investigate the anti-aircraft capabilities of an Erusean air base in Roca Roja. Spare Squadron is cleared to engage to clean out enemy forces and assist regular Osean forces in fully neutralizing the base. Partway through the mission, a large squadron of MQ-99 UAVs engage Spare Squadron, shooting down High Roller and one other pilot and prompting most of the other pilots to retreat.
Operation Two Pairs
|July 12, 2019
|Spare Squadron is tasked with destroying a number of Erusean radar sites to secure a safe route for two friendly recon squadrons. When they arrive, the two squadrons are attempting to escape a thunderstorm while being pursued by UAVs. Spare Squadron is sent to escort them out and shoot down the UAVs. Following their escape, an Su-30SM appears and quickly shoots down Champ after a brief dogfight, proceeding to shoot down Spare 10 and one of the recon planes. Trigger is ordered to engage the Su-30, dubbed "Mister X," to allow the rest of the pilots to escape. The Su-30 and both of its escorts eventually retreat due to the weather.
Operation Three of a Kind
|July 22, 2019
|The 444th Air Base sends Spare Squadron to destroy a large Erusean oil facility before a sandstorm engulfs the area. Erusean trucks carrying fuel and the blue energy weapon attempt to escape in the sandstorm. AWACS Bandog orders Spare to hunt down and destroy the trucks despite incoming UAV reinforcements.
|July 27, 2019
|Spare Squadron is tasked with eliminating radar sites to slow down the enemy's anti-air capabilities. The squadron gets ambushed by a group of drone F/A-18Fs pretending to be friendly, but AWACS Bandog is able to ID the foes. Full Band gets tagged as an enemy by Bandog and is shot down by Count.
Operation Full House
|August 5, 2019
|Trigger and Count must provide escort for 444th Base Commander Col. D. McKinsey, taking down camouflaged SAM sites and enemy fighters. After crossing the border, the duo are engaged by a prototype drone, but Trigger eventually shoots it down. Cyclops Squadron, who had been chasing the drone, arrive too late to assist Trigger in the dogfight. They escort the three planes to New Arrows Air Base.
Operation Siren's Song
|August 10, 2019
|Trigger and Count, now part of the newly-formed LRSSG, head north to engage the Erusean Njord Fleet and destroy their supply lines.
Operation Dragon Breath
|August 19, 2019
|The LRSSG, along with several Osean squadrons, must provide time for Major Deanna McOnie and her team to restore the last remaining Stonehenge railgun to bring down one of the Arsenal Birds. After several failed attempts by bombers, attack aircraft and helicopters, and infiltration units, Arsenal Bird Liberty eventually arrives in the airspace. Several Osean craft, including Fencer, are shot down, Skald and Húxiān take damage and are forced to withdraw, and an Erusean agent kills McOnie's survey team, forcing Trigger and Wiseman to cooperate and disable the Liberty's main propellers while the rest fend off the attacking drones. The railgun successfully fires, bifurcating the Liberty and disabling all of its deployed drones. This victory allows Osean and IUN forces to retake half of the continent.
Operation Magic Spear
|September 2, 2019
|Strider Squadron is tasked with helping bombers destroy Erusean missile silos before they can unleash their payloads on Osean garrisons. However, multiple IRBMs are launched regardless, prompting a high altitude chase to shoot them down.
|Cape Rainy Assault
|September 16, 2019
|Strider Squadron flies through a narrow canyon at night to launch a surprise attack on an Erusean air base, escorting Basilisk Team along the way.
|Battle for Farbanti
Operation Giant's Step
|September 19, 2019
|The LRSSG launches from Cape Rainy to provide air support for the advancing Osean military in a battle to take Farbanti, the capital city. After most of the defending Erusean forces are routed, Sol Squadron arrives. Mister X sinks several Osean warships and engages the LRSSG in an intense dogfight. After Fencer is shot down by Mister X, Wiseman draws the Erusean ace's attention and lures him through the Submerged Area against Count's pleas, getting killed in the process. Trigger then takes command of the LRSSG and engages Mister X in a duel, nearly shooting him down before communications and IFF suddenly break down all over the warzone. In the chaos, Mister X retreats.
|October 1, 2019
|The communication breakdown is revealed to be the result of Kessler syndrome resulting from simultaneous Osean and Erusean ASAT operations. In the midst of the chaos, Strider Squadron is tasked with providing cover for a defecting Erusean general trying to broker peace between the warring nations. Throughout the escape, the general elaborates on how the Erusean radical faction conspired using technology borrowed from Belkan to start the war, frame Trigger for Harling's assassination, and manipulate most of the government and military to further their goals.
After successfully escorting the general to an extraction chopper, AWACS Long Caster detects an EASA liaison plane entering the airspace with four escort aircraft. The transport comes under fire from a squadron of Erusean fighters, and Strider is sent to their defense. After fending them off, however, the escorts suddenly target Strider and the liaison plane; an unknown figure aboard the plane reveals that the escorts are autonomous drones. Strider shoots down the escorts as well as a group of MQ-99s that, unbeknownst to almost everyone, were launched by the escort fighters themselves.
|October 10, 2019
|The LRSSG heads to Tyler Island to check on Osea's progress of recapturing the island, only to find an anarchic brawl between Erusean radical and conservative factions with retreating Osean forces cought in the middle. The LRSSG proceeds to cover the allied retreat, at the same time learning of Erusean war crimes committed on the island against Belkan workers and civilians alike.
After clearing out most of the island, the Scrap Queen contacts the LRSSG about a group of refugees and defectors surrounded by Erusean forces. Rosa Cossette D'Elise, whose transport was shot down over the island, throws a smoke canister to mark their position, allowing the LRSSG to save them in the nick of time. The Scrap Queen learns from one of the defectors and reveals to AWACS Long Caster that a pair of supply ships containing Helios weaponry and fuel for Arsenal Bird Justice are about to launch. Despite their incredible speed, the LRSSG successfully intercept them.
|October 24, 2019
|Out of options and with their base running out of supplies, Strider Squadron heads to the former Grand Duchy of Shilage to capture supplies from Shilage Castle, which has become a stockpiling base for an independence movement. In an ensuing dogfight with the now-rogue Sol Squadron, Sols 4 and 5 are shot down. The fight is interrupted by Mister X entering the airspace with an X-02S Strike Wyvern and ordering the remaining Sol members to retreat. Trigger takes him on in a one-on-one dogfight and eventually shoots him down. Before ejecting, however, Mister X reveals to Trigger his regret of unwittingly playing a part in the Erusean radicals' plans and begs for him to put a stop to their drone production plans, much the puzzlement of Trigger's wingmen. Cyclops Squadron arrives afterwards with the cargo transports.
|October 31, 2019
|With the Erusean radicals gathered around the space elevator in Gunther Bay, a coalition of Osean and conservative Erusean forces (including Sol Squadron and the LRSSG, who, along with the coalition, received a message from the Scrap Queen) link up in an attempt to retake the space elevator, finish off the Radicals, and take down final Arsenal Bird, Justice. When the initial naval-aerial saturation attack fails, the coalition is forced to fight off a massive combined force of drones and radical remnants alike until Rosa Cossette D'Elise deactivates Justice's Active Protection System, allowing the coalition to strike the Arsenal Bird directly.
In their bid to evacuate refugees, Spare Squadron gets bogged down by falling drones and Tabloid sacrifices himself to save a little girl from being crushed by falling rubble, sharing his fate with some other refugees. Shortly after the Arsenal Bird's destruction and the space elevator's recapture, Cossette skydives from the space elevator. Simultaneously, a pair of ADF-11F Raven drones enter the airspace and wipe out most of the coalition forces, damage Count's F-15 with a missile, and nearly kill Cossette in the process. The surviving coalition forces retreat, with the Oseans regrouping at the OFS Admiral Andersen, a grounded Osean carrier.
|November 1, 2019
|It is revealed by the Scrap Queen that the UAVs, codenamed "Hugin" and "Munin," are planning to use the International Space Elevator to transfer their flight data—that of Mister X—to drone factories all across the Usean continent, effectively prolonging the war. To prevent this, the coalition remnants launch one final, desperate assault on the drones. Several fighters are shot down in the dogfight, but Trigger eventually downs both Ravens. However, the last drone detaches a smaller but dramatically more agile UAV similar to the one seen at Bulgurdarest, this time attempting to learn Trigger's flying style, but this drone is also shot down.
Unfortunately, just as victory seems at hand, Rosa Cossette D'Elise warns the coalition forces of a second detached drone. Trigger and Count chase it down through the undersea tunnel that leads to the space elevator's main chamber and destroy it along with the chamber's five data receivers, just seconds away from the transfer. Count, whose engines were damaged by the last drone in a tunnel ambush, makes a belly landing at the chamber while Trigger ascends the elevator's windbreak to escape. As he escapes, the spaceship Pilgrim 1—commanded by former pilot-turned-astronaut Kei Nagase—announces its return to Earth after its seven-year mission. Nagase thanks Trigger and his allies for giving her ship a place to return to as the coalition members celebrate.
|VR Mission 01
|May 28, 2014
|Fort Grays Island
|Mobius 1 and other IUN aircraft intercept a group of Free Erusean aircraft headed for the Fort Grays Island Air Base, ordering them to land. However, the aircraft open fire on them, resulting in the IUN fending off three waves of bombers.
|VR Mission 02
Operation Gator Panic
|June 16, 2014
|Free Erusean aircraft are chasing allied bombers who are attempting to land at the base Mobius 1 is stationed at. After one of the bombers get shot down, Mobius 1 and other IUN aircraft take off immediately to eliminate all Free Erusean forces and protect the base.
|VR Mission 03
Operation Sentry's Brunt
|July 11, 2014
|Mobius 1 and other IUN aircraft intercept a Free Erusean transport, only to discover that it is unmanned and are ambushed by a large Free Erusean fighter group, losing three pilots. After fighting them off, the elite Ghost Squadron enters the airspace and engages the remaining pilots, but the Ghosts are all shot down by Mobius 1. The whole plan is revealed to be a decoy afterwards, and Free Erusea goes underground once more.
|September 4, 2019
|Following up on intelligence gathered by OIA analyst David North and OADF brigadier general Howard Clemens, Strider Squadron—along with a large detachment of Osean fighters and warships—heads to Artiglio to face off against an equally large Erusean force protecting an advanced submarine aircraft carrier known as the Alicorn. However, the other fighters are late, forcing Strider to engage the Eruseans themselves and fend off enemy attack aircraft. Amidst the chaos of battle, two mysterious Su-47s—"Mimic Squadron"—arrive and engage both Osean and Erusean fighters alike, but are driven off by Strider. They furiously vow revenge on the Oseans.
As Osean forces begin surrounding the Alicorn, Erusean HQ orders the submarine's captain, Matias Torres, to scuttle the ship immediately to prevent its capture. Unfortunately, Torres—who has been planning his escape from the start—rebels, claiming ownership of the vessel to himself and his crew before unleashing the Alicorn's arsenal on the Osean fleet, utterly obliterating it. A squadron of Rafale Ms take off from the Alicorn, one of them carrying a cruise missile, suspected by David to be a weapon of mass destruction. Strider breaks off to intercept the payload and succeeds, angering Torres as his ship escapes into the open sea.
|September 10, 2019
|In an attempt to prevent the Alicorn from joining forces with the rest of the Erusean Navy, Strider Squadron is deployed to Anchorhead Bay under the orders of Brigadier General Clemens to neutralize the docked Rán Fleet. Midway into the mission, the OGDF Tucker Team contacts Strider and informs them of the departure of multiple high-ranking Erusean Navy commanders aboard MV-22s, allowing Strider to effectively wipe out the enemy's chain of command. However, Captain Torres begins indiscriminately firing SLUAV-guided artillery shells from the Alicorn at Anchorhead, damaging aircraft both sides and forcing Húxiān to retreat.
Upon the mission success, Mimic Squadron shows up again and cripples Lanza's aircraft with a stealth missile, prompting a two-on-two dogfight between them and the remaining Strider pilots. Suddenly, Clemens contacts Mimic, ordering them to withdraw to no avail. They refuse, however, prioritizing on shooting down Trigger to bolster their reputation, much to Clemens' outrage. Both Mimic pilots are shot down and killed. Clemens is revealed to have hired the Mimic pilots (hinted to be part of a larger conspiracy to assassinate Trigger) and is additionally revealed to be in contact with an agent from the Alicorn by David North and Joint Chiefs of Staff Vice Chairman Edwards. Clemens is assaulted by Húxiān and arrested by military police.
The Alicorn is also revealed to have been using the raid as a smokescreen to resupply itself with tactical nuclear shells amidst the confusion created. Captain Torres's target is determined by David North to be Oured, the capital of Osea.
|Ten Million Relief Plan
|September 14, 2019
|By cross-referencing Osean sound surveillance networks with the Alicorn's maximum operating depth, David determines that the Alicorn must pass through an area of the Spring Sea, PX80443, to get within range of Oured by the time of his planned attack—September 19, the anniversary of the end of the Usean Continental War. The LRSSG is deployed alongside a small fleet of warships and Specter Squadron—a unit of maritime patrol aircraft—in a search-and-destroy operation to intercept the Alicorn before it can reach Peony Trench, where it will be immune to any and all means of attack.
Despite the efforts of the Alicorn's aircraft, the Oseans succeed in finding the Alicorn and use VL-ASROCs to force the submarine to surface. In the ensuing battle, Trigger manages to destroy the Alicorn's ballast tanks, removing its ability to dive. Desperate, Captain Torres fakes his crew's surrender in order to buy himself time, deploys the Alicorn's main rail cannon, and prepares to fire. Trigger manages to damage the cannon and sends the first shell off-target into the Spring Sea. Before Torres can fire again, Trigger destroys the base of the Alicorn's cannon, causing a lethal chain reaction that bifurcates the submarine, killing Torres and ending the threat to Oured. The Oseans return home triumphant, and David writes a report of the Alicorn missions' events favoring Trigger.


ACES Sophomores Demo at New York Tech Meetup
On May 3rd ACES Sophomores Colin King and Sean Bae demoed their Drone Regulator at the 2016 New York Tech Meetup.
New York Tech Meetup,(link is external) the largest meetup group in the world, brings together technology companies once a month at NYU. During the meetup companies demo new ideas, discuss emerging technology topics and build their professional networks. At the May 2016 NY Tech Meetup there were a variety of demoers, including Devpost, Two Sigma's open source division and the National History Museum.
Prior to NY Tech Meetup Sean and Colin attended HackNY(link is external) at NYU and worked on a project to improve the way that hobby pilots fly drones. In order to prevent incidents like crashing into an airplane(link is external),(link is external) flying dangerously over a baseball game(link is external) (link is external)and crashing onto the White House lawn(link is external),(link is external) the FAA is deciding which regulations will apply to drones. Currently, there are only a handful of strict regulations that drones must follow, such as the 15 mile no-fly zone around the DCA airport.
King said, “It is difficult for hobby pilots to get up to speed with what regulations apply to them. Thus, Sean and I used HackNY as an opportunity to build a proof-of-concept web application aimed at hobby pilots in order to make it easier to go out and fly drones for fun.”
Sean and Colin called their web app the Drone Regulator(link is external). The Drone Regulator connects to your Parrot Bebop Drone and lets the pilot fly their drone with either their computer’s keyboard or PlayStation controller. The drone’s GPS, camera feed and altitude are passed to Colin and Sean’s server, which processes the data. The server then determines if any regulations need to be enforced on the drone (such as violating a restricted airspace or an altitude restriction), and passes the information to the Drone Regulator web app where it is rendered for the pilot to monitor.
The top 3 winners at HackNY traditionally have been given the chance to demo at NY Tech Meetup. This year one of these teams dropped out and Colin and Sean were chosen as the runner-up from a field of more than 50 other projects. Watch Colin and Sean’s presentation at NY Tech Meetup here.(link is external)
King said, “All together, Sean and I were very relieved to have not crashed into anyone with the drone while flying on stage! We would definitely recommend that other UMD students check out the local DC Tech Meetups.”(link is external)
Published May 11, 2016


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The year is 1991, and researchers have discovered the wreck of a Mitsubishi Zero A6M deep within the Indonesian jungle. It’s been 50 years since this aircraft – a legendary Japanese dogfighter – was gunned down over New Guinea, and soon the plane will be shipped to the United States before making its way to veteran Steve Barber. Yet the story is only just beginning. After years of studying the once-great Zero, the ex-Marine will uncover some startling facts about its past.
For all its ability to turn like a top, the Zero was something of a deathtrap. As Barber told Air & Space/Smithsonian magazine in 2007, “The Japanese government didn’t care if the pilot survived. They were looking for climbability and maneuverability.” The airman has a deep understanding of the Zero, too, and this knowledge has yielded a rather shocking secret.
The Zero that Barber has flown, though, was originally shot out of the sky in 1941 during World War II. Having crashed into the Indonesian jungle, the plane was then pulled out of its resting place 50 years on. Apparently, whoever had recovered the craft had intended to fix it back up, but the job was not complete. Now, however, the Zero is the only plane of its type that can still fly.
In fact, the Zero had only needed a handful of changes – the addition of GPS navigation, for instance – to bring it in line with modern aviation standards. Barber explained to Stuff, “The airplane is as it was. The cockpit is original.” Indeed, as a whole, he said, the retrieved dogfighter looked as though it had just come out of the factory.
And once the plane’s restoration was finished, the craft was in good enough condition to become a movie star. In a July 2011 video interview, Barber explained to AVWeb of the Zero, “This particular aircraft was just completed in time to fly in the… movie Pearl Harbor.
Yes, similar planes had taken off from aircraft carriers on that fateful day in December 1941 when the U.S. war with Japan began. And back then, the Zeros had been a deadly secret that it seemed the Americans had no good answer to. But as Barber would reveal, these powerful machines actually had close connections to the United States.
Barber is no stranger to war, either, having served as a Marine in Vietnam for four years from 1966. Nowadays, though, he’s a member of the Commemorative Air Force (CAF), operating as wing leader for its Southern California branch in Camarillo.
Based in Texas, the CAF is a non-profit organization whose aim is to get the viewing public up close and personal with aircraft from history. Members demonstrate World War II planes in action, in fact, and close to ten million people in the U.S. watch the CAF’s restored craft every year.
All in all, then, the CAF has come a long way since Lloyd Nolen and four buddies bought a P-51 Mustang to restore. The $1,500 purchase marked the beginning of the organization, although before long it had also acquired two Grumman F8F Bearcats. And when the CAF realized that no one seemed to care about maintaining the aerial heritage of World War II, its members duly stepped into the breach.
Nowadays, hundreds of the CAF’s volunteers actually fly the planes or work as ground crew. The mission to rescue combat planes, meanwhile, has spread to more than 12,000 people across the States and overseas. And from 1981, the CAF has maintained a wing in southern California that has attracted hundreds of members.
In 2015, then, the CAF as a whole had 166 planes, with 131 of these being able to fly. Most of this “Ghost Squadron” consists of American aircraft of many varying types, although the CAF does also operate some foreign planes from the Axis powers and the Soviet Union. And included among this number is the Mitsubishi Zero A6M that was discovered in the Indonesian jungle.
Known as the “Terror of the Pacific,” the Japanese warplane would prove itself more than worthy of that nickname. Yes, the Zero defied its small size to prove a dangerous enemy. And in the early months of the war, examples of the craft ended up dominating the skies of the Pacific theater.
The Zero model itself had been built by the Mitsubishi Aircraft Company – a division of the huge Tokyo-based industrial group that still exists today – and flown over long ranges by the Imperial Japanese Navy. Zeroes also took off from carriers, allowing them to appear almost anywhere without warning – making these planes the perfect weapon for the surprise attack that opened the war in the Pacific.
The name “Zero,” meanwhile, is derived from the craft’s navy designation, as the Japanese called it the Type 0 carrier fighter. Officially, however, the plane was known as the “A6M,” with “A” designated to fighters that were based on carriers, “6” because the Zero was the sixth model in its line and “M” for Mitsubishi. The Allies, on the other hand, knew this type of plane as “Zeke.”
Whatever name it went by, though, the A6M Zero was highly regarded. Whether the craft launched from a carrier or land, its exceptional range and top-level handling made it formidable. And in 2011 Barber took the opportunity to explain to AVWeb some of the features that made the plane so special.
To begin with, Barber reveals that the Zero he displayed had been the third iteration of the A6M. It turns out that the first prototypes in the series had taken to the air in the spring of 1939, and these had been such a success that by the fall of that year, the Japanese Navy wanted to test them.
In his video interview, Barber also tells AVWeb that the later model has extended wings that were intended to carry fuel tanks. This feature was part of a redesign that aimed to give the updated Zero the extremely long range that an earlier model had enjoyed. Ultimately, then, the plane stored 87 gallons in wing tanks to supplement its interior 150-gallon reservoir.
However, as Barber points out, this initially created a conundrum. Owing to these longer wings, the Zero would no longer be able to fit into the elevators that would bring it up onto the flight deck of carriers. As a result, then, Mitsubishi ultimately fitted the fighter with wingtips that could fold up.
Next, Barber considers the plane’s light weight. At first, the aircraft designers had been presented with a problem: while the engines that they had to work with were not very powerful, they still needed to provide speed and range in any resulting prototype. In addition, the Zero team aimed to make a fighter that weighed half as much as its American equivalent.
So, design boss Jiro Horikoshi went all out to cut the plane’s weight. In the end, then, the aircraft was predominantly constructed from an aluminum alloy called extra super duralumin, which had the advantage of being both less heavy and more durable than other mixtures of metals. And while this material was subject to corrosion, the plane was ultimately treated to prevent this eventuality.
But that drive to cut the Zero’s weight down to the bare minimum had its drawbacks. Barber explains, for example, that the Zero lacked the armor that other planes of the period possessed; all it had for protection was a single plate that lay behind the pilot. This measure stands in marked contrast to the ones taken with American fighters, which each carried about 160 pounds of armoring that shielded the pilot and any parts that could explode.
On top of that, the Zero did not feature the self-sealing fuel tanks that were common on aircraft of the time. In fact, as Barber tells AVWeb, the Zero’s equivalents were very simply constructed. He says, “The tanks were strictly aluminum – no liners in them.” And this fateful decision occasionally proved deadly.
You see, the Zero was liable to be set on fire and explode when caught by bullets. As Barber told Air & Space/Smithsonian magazine in 2007, “If you hit a Zero with a tracer, they’d almost always catch fire.” It’s no wonder, then, that versions of the craft are often seen going down in balls of flames in films.
The danger didn’t end there for the pilot, however. Barber explains another potential peril to AVWeb, remarking, “[American planes] had bulletproof glass [in the windshield], which would stop a .50 caliber bullet. [The Zero] has about 3/8-inch Plexiglas.” And the airman is skeptical, too, about the Zero windshield’s power, adding, “[The glass] wouldn’t stop a BB [gun pellet].”
However, despite this seeming disregard for pilot safety, Horikoshi succeeded in his aim of creating a very light plane. As Barber tells AVWeb, the craft “weighs about what planes with half the horsepower do” – in this case, 4,300 pounds without pilot or fuel.
And, apparently, the Japanese had focused in on the kind of aerial maneuvers that had been seen in World War I, when airplanes needed to be able to turn tightly in close dogfighting. That need to spin then drove the requirement for light loads on the wing – which in turn required scanty, unarmored aircraft.
Yet the Zero’s specialized wing had to be built in one piece, meaning it could not be made in small workshops that were simple to protect. And building the plane needed a lot of labor to boot, with the result being that only 10,000 Zero planes were constructed during the model’s seven-year production life. By contrast, the same number of American fighters could be churned out in only half the time.
But the lightweight construction of the Zero does pay off, with Barber explaining to AVWeb that the plane “goes well.” Having widely spaced landing gear, for instance, allows the craft to move in a straight line down the runway. “I think [the Zero is] a joy to fly,” Barber adds.
Originally, though, the Zero sported an array of weaponry that made it potentially deadly. Barber explains that as well as the 20mm cannon on each wing, each single plane also boasted two .30 caliber guns mounted on its cockpit. Any shells were then ejected through ports at the side of the cockpit.
Barber adds that the Zero’s pilot could select which weapons they wanted to fire by using a switch. In addition, a synchronizer would make sure that the bullets could pass through the propeller that drove the plane.
It should be noted, though, that American planes each carried six .50 caliber guns that had the potential to obliterate the Zero’s light body. Even so, the Japanese believed that U.S. fighters wouldn’t be able to get their guns to bear on the Zero. They saw the craft as a weapon by which to attack rather than one that would need much defending.
Barber shows off the Zero’s maneuverability, however, in mock dogfights with preserved American warplanes. For example, visitors to the air displays in which the ex-Marine participates can see him do battle with a Grumman F6F Hellcat. This carrier aircraft was designed to take on the Zero, and it would become the U.S.’ predominant fighter for the latter part of the war.
What’s more, in one video uploaded to YouTube in 2013, Barber shows off the extremely low speed that the Zero can reach without stalling. And being able to fly at only 69 mph allows the craft to maneuver incredibly, with no Allied fighter being able to match its ability to turn. Apparently, then, British pilots discovered that the tactics that had served them well in Europe could not prevail against the Japanese planes’ aerobatics.
And in his video interview, Barber tells AVWeb that he had demonstrated those aerobatics in a mock fight with a Vought F4U Corsair. On that occasion, too, the pilot of the American plane had begged Barber to slow down as he hadn’t been able to keep up. Barber explains, “I was doing a third-stick deflection; he was doing a full-stick deflection to roll at the same rate.”
To power that flight, the Zero had been been fitted with a Pratt & Whitney R1830 radial engine instead of its original Nakajima Sakae 21 powerplant. And switching one for the other proved no problem – despite the fact that the Pratt & Whitney component was American-built.
Barber explained of the change, “Of course, the first ten Zeros [that] flew had American engines. Since we were nice enough to sell Japan some Pratt & Whitney engines, they turned around and essentially copied them, which is why the parts are nearly interchangeable today.” And this in turn opens up a shocking possibility.
The CAF’s Southern California Wing said, “There is, nevertheless, the fact that Japan had a contract with Pratt & Whitney before WWII in which P&W provided engines for fighter planes and other aircraft. It is therefore conceivable that some of the planes participating in the Pearl Harbor attack could have been powered by American engines.”
And the American influence on the Zero may go even deeper. Some say, for instance, that the design of the plane had been based on the Vought V-143 that Japan had bought in 1937. Indeed, when Vought’s president Eugene Wilson saw a Zero in 1943, he apparently said that it was “the spitting image” of the V-143. But that isn’t all.
You see, the Japanese had allegedly showed a willingness to rip off other American ideas. The way in which the Zero’s wheels stowed away when retracted, for instance, brought to Wilson’s mind a similar feature by Northrop. It’s said, too, that Zero engineers had copied Pratt & Whitney’s parts so closely that they even included a Navy inspection stamp. Nonetheless, no one had broken the law in selling the Japanese weapons.
Perhaps as a result of such similarities, Barber explains to AVWeb that the Zero did compare well to American planes of the time. And while later U.S. craft would eventually be faster than the Mitsubishi plane, the CAF member concludes of the Zero, “If the Japanese could get our American pilots below 175 knots, nothing would touch this airplane.”


sends first A350 XWB into the sky
Airbus test pilots and
managers celebrated Friday after the long-awaited inaugural flight of the
Airbus A350 XWB went off without a hitch.
Aviation enthusiasts around
the world had their eyes on France as the aircraft took off from
Toulouse-Blagnac airport around 10 a.m. local time and landed safely about four
The test crew waved an Airbus
flag from a hatch above the cockpit as the aircraft taxied after its successful
The crew, who emerged to
applause from waiting friends and family, said the aircraft proved easy to
handle and performed well throughout the test program.
The A350 XWB is the first in a
family of super-efficient passenger planes Airbus designed to go head-to-head
with rival Boeing's 787 Dreamliner and 777s.
"extra wide body." There are three members in the A350 family: the
A350-800, the A350-900 and the A350-1000, which seat 270, 314 and 350
passengers, respectively, in three-class seating.
The first test plane,
"MSN1," was unveiled on May 13 at Airbus headquarters in


Between the recent passing of Neil Armstrong and this weekend’s Blue Moon, the Apollo 11 mission has been in the forefront of my thoughts. While considering the enormous distance from the Earth to the Moon, I thought about the loneliness Michael Collins experienced while orbiting the Moon, alone, while his fellow astronauts were together on the surface.
The following videos put that event in a new light for me:
Related post: Michael Collins and the Dark Side of the Moon
English: Transmission antenna (Photo credit: Wikipedia)
NASA’s tracking station on Guam enabled communications between the Apollo spacecraft and Mission Control via a very powerful antenna. On July 23, the night before the Columbia astronauts returned to Earth, a bearing in the antenna failed and as a result the unit was nearly useless.
Charles Force was in charge of the station and realized that to dismantle the antenna, replace the bearing and reassemble the unit would take too much time. The station on Guam was the last point of communication during the re-entry procedure. A working antenna was vital to the lives of the astronauts and the successful splashdown. Continue reading
43 years ago today Apollo 11 Astronauts, Neil Armstrong and Buzz Aldrin, became the first men to walk on the moon. Their crew mate, Michael Collins, orbited the moon as they collected rock samples and set up scientific instruments.
Apollo 11 Mission Patch
Design by Michael Collins
“Not since Adam has any human known such solitude as Mike Collins is experiencing during this 47 minutes of each lunar revolution when he’s behind the Moon with no one to talk to except his tape recorder aboard Columbia.” That is what Mission Control observed as they woke up Collins in the Command/Service Module, Columbia, prior to his reunion with the two Lunar Explorers. Continue reading


Chris Begemann received his award in 2019. He is an Ontario native who has a passion for aviation like no other. Since he was a child he knew this was what he wanted to do, when has was only the age of 12 he took his first flight. Since then he has accomplished a lot, his first solo glider flight was when he was 15. And more recently his goal was to go on a 5-hour glider ride, using hot air to propel him across his journey. This is his writing on the adventure he took part in:
“Life is about exploring your passion. Ryan’s passion happened to be skiing, mine happens to be flying, I have always known that I belong in the sky. Happiness comes from following your passions and making them your life. My passion is gliding- it takes flying to an artform, soaring with eagles and hawks, using the elements to propel you. This past summer I had set myself the goal of flying a 300km cross country flight in a glider- an airplane less the engine. It was a bit ambitious considering when I set the goal I had yet to fly out of gliding range from the airfield. It ended up challenging me to be a better pilot and person.
This past summer was a journey spent exploring my passion and challenging myself. Flying days start long before each flight, I’d arrive at the airport at 9 am to check weather reports and assemble the glider. The glider stays in a trailer- the wings and tail come off to be put alongside the fuselage (body) of the glider so it can be transported and stored easily. It’s a three person job to put the wings on, each side is slid into the fuselage and a pin is inserted into the middle of both wings at the point which they overlap, to make sure they don’t come out while you’re flying. Lots of preflight checks are done to make sure the aircraft is assembled properly, then tape is put on the points where the wings and tail meet the fuselage to make the glider more aerodynamically streamlined. Gliders have performances which range from 1:20 to 1:70, meaning that in air which isn’t rising or sinking, for every foot high you are, you can go 20-70 (respectively) feet far. The Jantar, which is the glider that I fly, is a 1980’s Polish glider with a performance of about 1:35. It’s made for tall people, and the cockpit- where I sit, is akin to a reclined lawn chair. Being 6’5” this was a much appreciated feature when sitting in the glider for five hours. After mapping out my route and bringing a sandwich, I’d hop in the glider and strap it on. The lightweight of just over 1000lbs and the nimble controls made me feel like I was strapping on the glider rather than hopping inside. I’d sit on the runway in a traffic jam of other gliders waiting for the tow plane to come launch me. Just before noon, the sun had just enough time to heat up the dark spots on the earth and kick up thermals; rising pockets of air which gliders use as our fuel. Just as the first thermal kicks off, four towplanes come out and hookup all the gliders, towing each to 2000 feet at the nearest thermal.
As the towplane lines up on the runway ahead of me, a runner would grab the rope and tether the tail of the glider to a releasable ring on the nose of the glider. I’d close up my canopy and signal to the wing runner, someone who will run while holding onto my wing to keep my wings level until I have enough airflow over my control surfaces to keep my wings level, that I’m ready to go. As the towplane goes full power I can feel the glider begin to leap off the ground. Because the gliders are much more aerodynamic than the towplanes, they tend to take off earlier, meaning I need to fly just feet above the ground to keep the glider lined up with the towplane. At risk of the rope breaking as I climb up, I need to prepare which field I would land in at what point in the takeoff, and when I would be high enough to have enough altitude to turn back. I follow the towplane which I’m attached to by a 200ft rope, making sure I’m not too high or too low by aligning the wheels of the towplane on the horizon relative to me. The tow pilot points me at a cumulus cloud- the ones that look like popcorn, and sends me into the thermal underneath it with the other gliders as I detach the tow rope.
I climb up right to the base of the cloud, creating a mental picture of how the thermal is shaped, where it’s strongest and looking ahead on my route for the next thermal- often marked by other gliders, birds, cumulus clouds or by looking for dark spots on the ground ahead of you. As I go along the first leg of the flight, about 40km from the airport, I drift low over the ground after a streak of not being able to find thermals, at about 1400ft feet above the ground. This leaves me only 400 feet to find another thermal before I divert my focus to landing in a field. Last time I got that low, I ended up in a cow field knocking on a farmer’s door after my phone died. As I picked a field to set my glider down, I found a little bubble of lift picking off a dark field below me. I made one turn, planning on shooting for the field if it died out. Doing little more than maintaining my height, I straggled around for about 10 minutes, only gaining about 500 feet, before I decided to leave the safety of the weak thermal, betting that the next one was stronger. Every second you spend ciciling in a thermal, your ground speed is zero, because you aren’t moving forward. Climbing as quickly as possible makes up most of the soaring game, but if you fly to aggressively, passing up weak thermals, you could end up in a farmers field. Luckily, I had climbed away after being low, a gratifying feeling, however it had slowed me down and I had lost valuable hours of sunlight which would help me achieve the distance of 300km. As I reached the top of cloud base, my heart rate slowed and my grip on the controls relaxed. I turned onto the next leg of my flight, hoping I wouldn’t get that low again.
On rare occasions, thermals will align right along your path of flight, and a pilot can bounce along them, gaining height while making forward progress, increasing the average speed. On my first leg, I had to decide whether it was worth deviating off my course to pick up a thermal and climb higher, or to proceed onward and hope for one closer. The second leg I was more fortunate, and a stroke of good luck meant I was able to shoot a straight line to my next turn point. The thermals were stronger, and the top heights of the cloud bases were higher, meaning I could gain more height in the thermal before shooting to the next one.
As I was proceeding along the second leg, I noticed the sun was setting quickly and the thermals appeared to be deteriorating faster than I expected. I decided to cut the corner of my track and head home rather than ending up in a field. As the field came in sight I got one final kick from the sky gods and ended up at 1100 feet just 10km from the field, not high enough to make it back. I spent a while climbing up to the cloud base one last time, the final thermal of the flight. I came over the field which I had taken off from just 4 hours ago, and took the time to admire the beauty of the flight. I planned out how I would approach the runway and after completing the pre landing checks, I entered the pattern. A smooth touchdown marked the end of my final flight for the season, as I was heading up 1600 km to college the next day!
Aviation is the embodiment of pure adventure to me. I still have so much to learn and so many more challenges to face. It’s a constant battle to stay up, finding the rising air to lift me and trying to fly the farthest and fastest. It’s sheer beauty, exploring new clouds and chasing birds. Life is about the journey, and if you don’t stop to appreciate how far you’ve come you might get lost. 230.7km isn’t 300km, but it’s a stop along the way and a whole lot better than 0km. Although I certainly would have much rather come out above 300km, there is a lesson to be learned through failure and it marks a step along the way to reaching my goals.”
We really feel like we’re up there with you Chris, and we’re so proud of you!


win the mission, get home safely
Human-guided autonomous drones serve as human extensions, derisking and empowering any operator with superior situational awareness in complex scenarios. Better tactical decision making, on the fly, away from harm’s way.
Designed to address the four
concerns of special forces:
Securing airspace from hostile drones
A Counter - UAS system that enables any operator to kinetically intercept aerial threats using a resilient ultra-fast drone system. Serving as a human extension, the GRIFFON allows operators to perform vision-assisted, semi-automated interceptions and to control a drone team that automatically launches when detecting aerial threats.
Eliminating threats that employ explosive devices
A tactical aerial drone system that enables any operator to perform surgical precision pick & drop delicate tasks. The WOLVERINE utilizes sensor fusion and machine learning technologies to empower the operator with superior situational awareness and understanding, allowing better tactical decision-making, on the fly, away from harm’s way.
Precision-based missions in densly populated areas
A new micro tactical indoor ISR system that enables any operator to perform accurate remote multi-mission tasks in complex environments. The XTENDER is able to enter a remote target site, perform recon and data collection tasks with extreme precision, and seamlessly exit, agnostic of any indoor-outdoor transition limitations and regardless of any GPS denied locations. Additionally, it enables control of drone teams (mini swarm) and remote control of payloads deployed indoors, and actively affects the operational scenario.
SUB - T
Overcoming hidden challenges and obstacles
cross platform Proprietary Operating system
Patented Mark & Fly technology integrated into the industry-leading drone Operating System, puts human intelligence and machine autonomy together to superpower soldier’s abilities and simultaneously save soldiers’ lives.
Multiple mission applications & drone variations
Autonomy for complex flight dynamics
Human-centric interface for complex decision-making
this is how we do it
HQ ground control system
In the coming years, a mix of virtual reality, fast wireless networks, and machines like drones and rovers will allow people to immerse themselves in actual, far-flung environments—in real-time.
Wall Street Journal
What we saw in XTEND is an opportunity for a compelling hybrid model. XTEND’s underlying technology enables ANY user to fly a drone accurately and seamlessly, with minimal training.
They’ve created an experience in which humans and autonomous machines work hand in hand, collaborating to perform complex tasks that are otherwise impossible for any of them separately.


National Transport Safety Mother board Aircraft Crash Brief
Accident Summing up
The Hendricks Motorsport plane quit occurred for 24 November 2001. The main airplane damaged in the tremendous mountain regions within Stuart Va killing the crew plus passengers aboard. The plane wreck occurred from a missed landing on the runway 30 belonging to the Martinsville Orange Ridge Air port (NTSB, 2006). The plane secured two crewmembers and eight passengers who have been part of the Hendricks Motorsport Race team. The many people within the aircraft passed away in the automobile accident. The plane damaged and detonated into hearth after consequence. The team ended up being traveling out of Concord airport terminal in North Carolina for a speeding event.
Info from the FAA records of communications together with operations of the flight shows that the plane adopted all the appropriate procedures like altitude together with headings. Nevertheless the problem came about while getting close the Martinsville airport runway (NTSB, 2006). The plane timetabled a attaining on runway thirty however , failed to achieve this task under the advisement of the remote tower. Often the controller recommended the folks that they had been second in accordance for the runway and begun a controlling pattern that extended to 28 minutes. The main flight team received the exact message plus started 5-mile legs to attend.
The team initiated a five-mile holding structure by making a good turn plus ascent in order to 4000 legs http://www.letusdothehomework.com/. The team continued with the running pattern the actual controller approved them regarding landing plus instructed the crooks to announce their particular approach to the very runway (NTSB, 2006). Typically the crew accompanied instructions, well informed the controlled of the inward bound approach, and began their very own descent into the runway. The controller confirmed the called through the broadcast frequency and also the crew proceeded with the procedure by climbing down from 3900ft to 1400ft. The plane preserved this approach for approximately about one minute. At that point the team has announced a missed method was driving the operator to ask for proof. The crewmembers ceased just about all communications just after confirming often the missed process. The Remote further encouraged the trip crew in order to ascend to be able to 4400ft still received certainly no response as well as lost the main radar.
The exact Bull Mountain tops of Stuart Virginia ended up the scene of the impact about 2400ft away from the actual landing webpage. Eyewitness allegations indicated that this aircraft has been operating correctly before the problem. The serps produced the smooth uninterrupted sound that could have suitable idling (NTSB, 2006). More reports proved that the airplane was flying extremely reduced at a slowly velocity. Now there did not are any problems to the aircraft’s performance at that time. However , it is very important note that there was fog from the atmosphere on the date of your crash. Often the fog was a factor restricting visibility while it covered the actual Bull Heaps. Reports reveal the field of vision was up to a quarter mi..
A review of typically the pilot’s attestations presented your ex as qualified. He had around 10, 733 hours involving flight having almost 2100 in the Beech aircraft. He was 51 yrs . old and had a significant amount of working experience as a start. He had at the same time undergone difficult training and also passed his or her previous critical reviews. The first officer had a lesser amount of experience amassing to 2090 hours regarding flight (NTSB, 2006). Nevertheless , she has been qualified confirmed by him / her qualifications in addition to past capabilities. The multiengine plane possessed passed check up a few months afterward with an gathered flight time of 8079 hours. The plane had some GPS system with the old databases. It also was lacking ground proximity detectors that is going to have informed the aviator when traveling by air at small altitudes. Issues the plane was slated for a solutions upgrade afterward in the year. The next wind storm report while in the accident indicated cloudy ambiance with high moisture and patchy fog. A good pilot to the plane killing the Hendricks’s Motorsports plane reported that the issues under the clouds had rather high precense up to a pair of miles. Yet , the weather kept on shifting within the flight.


I have had some of my best flights with Air Canada/Tango/Tango Plus within the Atlantic Region. I travel a lot and I notice who helps passengers, goes out of their way to make their flight the best they can. Well, this Flight Attendant Michele on Tango Plus was outstanding and deserves recognition.
I'll blog more on the interesting taxi ride to the Glennnmill Inn at a later date. Good night.


Delivery Drones: Reality or Publicity Stunt?
on January 13, 2014
The popular shopping website, Amazon, recently announced they intend to use robotic drones to make their deliveries. However, according to Amazon founder Jeff Bezos, obtaining permission from the Federal Aviation Administration may be the biggest obstacle. Bezos optimistically predicts the drones could be in use by 2018, but a thorough examination of the issues reveals that the FAA is not the only obstacle Amazon faces in using the drones. For example:
- How do you prevent packages from being stolen from the drones?
- How do you prevent people from shooting or otherwise incapacitating the drones?
- What happens when drones malfunction and cause injuries or property damage?
- Are customers responsible for returning the drones to Amazon?
- What about the privacy concerns associated with the use of drones?
The possibility of lawsuits associated with the use of unmanned drones is overwhelming. The question of insurance coverage for the use of drones is a whole new field and the risk level is unknown.
Are flying drones a real possibility for the future? Or, was this simply a publicity stunt to over-shadow Amazon’s recent negative publicity for its negative working conditions? Only time will tell, but even if the FAA approved Amazon’s use of flying drones tomorrow, there are still many questions that must be answered before we will see the delivery robots flying to our houses. Regardless, with technology constantly advancing and society’s need for instant gratification, the idea is interesting.
If your company is interested in exploring new business opportunities, the business law attorneys at Slater, Tenaglia, Fritz & Hunt, P.A. can help you understand the legal implications of your new venture.
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DEPARTMENT OF AVIATION /AIRLINE MANAGEMENT
Aviation industry is expected to grow at a compounded annual growth rate of over 24%. Over 350 airports (Public and private partnership) are being constructed in India. This has generated a large demand for thousands of management professionals in the aviation and the airline enterprises. The school of management’s Aviation Management MBA programme is a unique and well structured programme to prepare management for a demanding and exciting career in the aviation industry.
School of management, offers expertise in aviation operations and air transportation backed by four decades of research expertise in airport and aviation industries. The aviation management programme (AMP) also offers opportunities to interact with CEO’s of airport/airline companies on a regular basis. Keeping this in view, ANNA COLLEGE, which is a pioneer and a Leading institution in Aviation training, has started the rare and unique MBA programme in Aviation Management.


Networked sensors (including space-based) and ground- and sea-based radars for target detection and tracking;
Ground- and sea-based interceptor missiles for destroying a ballistic missile using either the force of a direct collision, called “hit-to-kill” technology, or an explosive blast fragmentation warhead; and
A command, control, battle management, and communications network providing the operational commanders with the needed links between the sensors and interceptor missiles
Missile defense technology being developed, tested and deployed by the United States is designed to counter ballistic missiles of all ranges—short, medium, intermediate and long. Since ballistic missiles have different ranges, speeds, size and performance characteristics, the Ballistic Missile Defense System is an integrated, “layered” architecture that provides multiple opportunities to destroy missiles and their warheads before they can reach their targets. The system’s architecture includes:
HMI development using Eclipse Rich Client Platform (RCP)
Enterprise Service implementation using OSGi
Model Driven Architecture (MDA)
Model Driven Development (MDD)
Repository management in support of “Big Data” analysis
Capture, curation, storage, search, sharing, analysis, and visualization
Configuration Management and Tooling support
Data Distribution Service (DDS
Software Architecture developing a composable, extensible, and scalable architecture based on Open Services Gateway Initiative (OSGi).
Primary architecture approach is based on CFI Small Business Innovative Research (SBIR) Unified Modeling Language (UML) Based Programming Support Environment (PSE) project results.


Book Title: Mikoyan Mig-29 'Fulcrum' Manual : 1981 to present
Author: Tony Holmes
Format: Hardback | 160 pages
Publication Date: 08 Jun 2017
An insight into operating, flying and maintaining the Soviet Union's deadly Cold War jet fighter.
The Soviet MiG-29 was probably the finest Cold War military fighter jet on both sides during the 1980s and 90s. When Western military experts later analysed its flight characteristics they were astounded by the MiG's performance and realised the jet was years ahead of its time -no Western fighter came close to the performance of the MiG-29 until 2013! Author David Baker offers readers a unique look under the skin of the MiG-29 and his interviews with MiG pilots and ground engineers give rare insights into this remarkable Cold War warrior. Twenty years ago this book would have caused a major diplomatic incident!