same runway

The first flight of the first Lockheed L-100, the commercial version of the C-130 Hercules airlifter, was memorable, and also very l-o-n-g. On 20 April 1964, company Chief Production Pilot Joe Garrett took off from the Lockheed facility in Marietta, Georgia, and landed the aircraft (named One World Hercules, civil registered N1130E) on the same runway an incredible 25 hours and 1 minute later. The crew flew all but 36 minutes of the flight with the two outboard engines shut down, as shown here. The milestone flight, which consisted of a racetrack patter over Georgia and Alabama, was made at what the company called a “loitering speed” 130 mph. The L-100 was developed from the C-130E and certified by the FAA as a commercial freighter on 16 February 1965. The L-100 demonstrator was later taken on a world tour and was delivered to Alaska Airlines.


SEHUN, L'Optimum Thailand Magazine | cr. mirandacony


X-37B returns from fourth orbital flight, makes first KSC landing.

Concluding a record-breaking stay in space, the U.S. Air Force’s X-37B spaceplane returned to Earth this morning. The vehicle spent more than 718 in orbit after launching atop an Atlas V rocket on May 20th, 2015. 

Although the X-37′s operations in orbit are classified, at least two of its payloads were confirmed to be an experimental electric propulsion engine and a materials exposure pallet.

The spaceplane performed a completely autonomous landing at Kennedy Space Center’s runway 15 shortly before 8am EDT, the same runway used by the Space Shuttle program. It marked the first time one of the Orbital Test Vehicle spaceplanes landed at Kennedy Space Center.

Following brief servicing on the runway, the vehicle will be towed to one of the former Orbiter Processing Facilities next to the Vehicle Assembly building. The Air Force has converted one of the old shuttle hangars for use by the OTV program to house their spaceplanes.


Air traffic control system desperately needs update, not upheaval.

The air traffic control system is one of the miracles of our infrastructure: an essential and silent cornerstone of modern transportation. Not only is it the largest and most complex air traffic system on earth, but it is the most egalitarian. It integrates little Textron Cessnas into the same airways as Airbus A380s and Boeing 747s. It manages flights to the smallest airports and the largest.

To know how it works and to have been involved with it as a pilot is to love the system, to venerate it and to want to see it survive. The system was celebrated in “Pushing Tin,” the 1999 film with John Cusack and Cate Blanchett.

But it is falling behind the times. Like so much of the infrastructure, it is getting old and has suffered from inadequate sustained funding for years. Attempts to modernize it have been haphazard, underfunded and subject to whims of contractors and Congress.

The first thing about the air traffic control system we have is that it works and it works safely. The second is that it is in real time: You can’t park airplanes in the sky while you fool with new ways of doing things.

The system’s governance has grown too sluggish and bureaucratic, but is the solution to create a corporation? Isn’t that the kind of thinking that gave us Amtrak?

The technical plans for the future of the air traffic control system come under the rubric of “NextGen.” That means using new technologies and changing from the present radar-based system to a GPS-based one. There is no doubt that it will be more efficient and get more airplanes into the sky and onto the ground with the same number of runways. FedEx has already proved that with a privately funded experiment in Memphis.

But NextGen will be a great upheaval. It involves converting from a system that works perfectly with humans at every stage to one that relies on advanced technology for the grunt work of air traffic separation.

It also will affect the air traffic controllers — the heroes of today’s system — who love what they do as much as the pilots who they direct. It is a band of brothers and sisters tied together by tension, excitement and the certainty that they make a difference and that what they do is unforgiving of sloth, stupidity or moodiness.

New systems will affect these extraordinary people bound together by the camaraderie of aviation — which is as strong a bond as I’ve ever found.

They will go, as airline pilots have, from being people who control things to people who manage systems; the art of air traffic control will be subsumed to the technology of air traffic control. No more seat-of-the-pants, just systems management. No more controllers like the one at JFK International Airport who told me in bad weather, “Get in here! I’ve got a hole.”

Or the controller at New York’s LaGuardia who said at 5 p.m., when a small plane was stuck behind our A380 and some other jets, and the jet wash was causing to the little plane difficulties, “Gentlemen, let me get the single out ahead of you, if you don’t mind.” Machines don’t do kindness, people do.

Now the future of the air traffic controllers and, for that matter, the future of the whole system is in President Donald Trump’s sights. Tighten your seat belts, turbulence ahead.

The case for privatization is that the Federal Aviation Administration is too bureaucratic to manage the changes in the system that are needed. It suggests that the current system is failing. It isn’t. But it is falling behind the technology available: Its computers are old, systems date back to the post-World War II era.

What the FAA’s system needs now is steady funding to facilitate the technological revolution. It doesn’t need a system that will favor the airlines, UPS and FedEx. Can a company be expected to treat the small, rural airport and the small airplane with the same care it does now when money is the rationale?

Surely, there are other ways of streamlining the FAA bureaucracy and guaranteeing multi-year funding without flying into the clear blue yonder of privatization.

Runway Savage Ruview: Sasha Velour’s “Category Is” Challenge Look

★ ★ ★ ★ ★

This look was so perfect for the challenge!  Sasha knew everyone else would wear body-hugging outfits, and Sasha’s look was so refreshing to look at for me during this episode.  Her make-up, although it is the same as her main runway’s, seems to work better for this look than for the main challenge.  I love everything about this - the pops of color on the glove, the flower, and the eyes; the stunning wig; the mismatched gloves; the length of the dress.  

The only things I’m iffy on are the shoe choice (not a fan of the strap) and the earrings.  I don’t think the gold earrings work well with this kind of color-pop theme, as they’re not really “matte.”  And I’m not really trying to throw any shade, but Sasha’s got a whole lotta tassel earrings in different colors!  She wore two different tassel earrings in the The Gayest Ball Ever Runway, and here she is wearing another one in a different color.

Max Malanaphy
This gray-haired Old Hollywood glamour queen has “uniqueness” the house down. Staggeringly tall, with a kooky accent and even quirkier looks, Max will have her competitors gagging from the moment they see her. But will her unique take on drag be met with the same enthusiasm on the runway?

Gathering My Thoughts (a bit tl:dr)

It’s been a funny sort of day.

After spending the last fortnight frantically refreshing news sites and social media, Lord Hall made his announcement while I was in a review meeting at work. It kind of made it easier to deal with in a way, because Jeremy had pretty much got me used to the idea that he would not be staying at the BBC, and being able to check my phone and have the whole story laid out was just a relief in the end.

I’ve not commented until today or reblogged any of the press articles because I didn’t want to do what the press has done, and jump to conclusions based on hearsay, but now the facts are out there and it is what it is. More than anything, I’m disappointed that Jeremy lost control to that extent, because that meant he was absolutely in the wrong and that the BBC really didn’t have any other option but to let him go. However, I am very sad that the show I love will now change irrevocably.

I am one of the many people around the world for whom this show has been a lifeline in my toughest times. It got me through two breakdowns, the collapse of my marriage, the isolation of having to move away from all my family and friends. It got me through the grim everyday reality of living in a grotty bedsit. It got me through serious illness. There were times during the worst of it where wanting to see the next episode literally kept me alive. Although I’ve been a fan of Jeremy since his earliest days on ‘old’ Top Gear, I have big reasons to be attached to all three members of the team that has just reached the end of the road.

Jeremy has inspired me more than anyone to chase my dreams. It’s because of his passion for words that I became a motoring writer, if only in a small way. It’s because of his passion for engineering, and especially Brunel, that inspired me to go back to university as a mature student and to study for an engineering degree. I think of him every time I visit my parents, because he stepped in to campaign to save the Brunel buildings at my parents’ local railway station. And it’s because he and Andy Wilman reinvented Top Gear that I found the closest friends I have today.

James picked me up when I was at a very low ebb after my marriage broke down. Having the opportunity to spend a couple of weeks on the small core team of sculptors for the Plasticine garden was incredibly therapeutic. The very first day I arrived at the studio, I saw James’ old Guards Red Porsche 911 parked outside and my anxiety levels shot through the roof - but he was lovely (as, indeed, was Sim), took the time to talk, did some experimenting with me and presented me with a sugarcraft tool with the instruction to find a way to use it. He came back to the studio two days later to find me working on a whole bunch of rockery plants fabricated using that particular tool and promptly labelled me his 'solutions person’, pretty much making my year. I have never enjoyed working on anything like I enjoyed that build. I’d do it again in a heartbeat.

As for Richard, he is the reason I can drive. I came to driving very late, because I used to ride motorbikes until I had a very serious accident, and after that, being in control of any kind of vehicle scared me half to death. It got to the point where I’d get behind the wheel and that would be enough to trigger a panic attack. And then Richard had his accident, and when I read about his experiences in On The Edge, there was a passage about a particular procedure that changed everything. When you’re immobilised in hospital, you need to have anti-coagulant injections into your abdomen. It was only described in a few brief words, but it triggered a massive series of flashbacks and repressed memories of going through the same thing. Suddenly it made sense of the depth of my fear. When I moved to London, I found an amazing driving instructor who was also trained in certain therapies. She counselled me and got me through the fear, but I’d never have put the pieces together without Richard, and his recovery inspired mine in a big way. And just a few months later, I was at a PR event for Volvo and actually got to drive on the same runways as the boys use for filming before being driven around the famous Top Gear Test Track.

And I have been fortunate enough to see the boys working together on numerous occasions, both at Top Gear Live and at studio tapings - which were incredible experiences, because just watching the way they worked, without autocues and generally without notes (except for The News), but for all their cocking about, still being incredibly professional, was a real privilege. What makes them work so well together is that although they play up aspects of their personalities for the screen, they are essentially true to who they are. Also, James made tea for everyone, which was lovely. I am sad that I’ll never get another opportunity to do that, but I’m very glad that the last time I went
(the last episode of Series 21), it was with the two closest friends I’ve made in the fandom.

I don’t really know why I’m telling you all this - and I apologise for the absence of cut, but I’m on mobile as I’m using a tablet - but I suppose I just wanted to get all this stuff out there. I’ve been a Top Gear fan for about 26 years in its various incarnations and you know what? I’ll probably watch the next version too. But it won’t be the Top Gear I’ve come to love almost to an insane degree, given that in the end it’s just a TV show. But I guess in a way it’s more than that. It’s woven through some of the biggest moments of my life, good and bad. And now it won’t be.

But I know what it is to break under pressure, and the scale of Jeremy’s meltdown was such that it must have played a part. What he did was inexcusable, and the BBC did the only thing they reasonably could, but I really hope that he realises that he needs to take some time out, let the pressure lift and get himself sorted out, with professional help if necessary. He clearly has the support of his friends, and I respect them for that; it’s easy to be around for the good times, but it’s the tough ones that test a friendship. I hope they continue to enjoy each other’s company for many years to come. The boys won’t disappear, and neither will FYJC, but I may be a little less active for a while to let everything calm down.

This fandom is an amazing, wonderful, supportive unit, and we are a unit, just as the boys are. Over the last couple of weeks, we’ve cheered each other up and calmed each other down, and when the dust settles, we’ll still be standing.

So thank you, Jeremy, James, Richard, Andy Wilman, Brian Klein, Iain May, Richard Porter, Phil Churchward, Oisin Tymon, Kiff McManus, all the Stigs, Top Gear Stuntman and all the other names that have scrolled up the screen for the last 13 years. And thanks also to YOU, out there in the Top Gear fandom, being amazing and making this blog worth it. It’s been one hell of a ride. When you’re ready to saddle up, I’ll be along for the next one.