Geoffrey de Havilland

British aviation pioneer and aircraft engineer Captain Sir Geoffrey de Havilland, OM, CBE, AFC, RDI, FRAeS, sadly died aged 82, of a cerebral haemorrhage, on 21 May 1965 at Watford Peace Memorial Hospital, Hertfordshire. He was born 27 July 1882  at Magdala House, Terriers, High Wycombe, Buckinghamshire, And was educated at Nuneaton Grammar School, St Edward’s School, Oxford and the Crystal Palace School of Engineering (from 1900 to 1903).

Upon graduating from engineering training, de Havilland pursued a career in automotive engineering, building cars and motorcycles. He took an apprenticeship with engine manufacturers Willans & Robinson of Rugby, after which he worked as a draughtsman for The Wolseley Tool and Motor Car Company Limited in Birmingham, a job from which he resigned after a year.[1] He then spent two years working in the design office of Motor Omnibus Construction Company Limited in Walthamstow. While there he designed his first aero engine and had the first prototype made by Iris Motor Company of Willesden. He married in 1909 and almost immediately embarked on the career of designing, building and flying aircraft to which he devoted the rest of his life.

Geoffrey de Havilland’s first aircraft took two years to build before he crashed it during its first very short flight at Seven Barrows near Litchfield, Hampshire in 1910. A memorial marks the event. Subsequent designs were more successful: in 1912 he established a new British altitude record of 10,500 feet (3.2 km) in an aircraft of his design, the B.E.2. De Havilland was the designer and his brother Hereward the test pilot. In December 1910, de Havilland joined HM Balloon Factory at Farnborough, which was to become the Royal Aircraft Factory. He sold his second aeroplane (which he had used to teach himself to fly) to his new employer for £400. It became the F.E.1, the first aircraft to bear an official Royal Aircraft Factory designation. For the next three years de Havilland designed, or participated in the design of, a number of experimental types at the “Factory”.In January 1914, de Havilland was appointed an inspector of aircraft in the Aeronautical Inspection Directorate. Unhappy at leaving design work, in May he was recruited to become the Chief Designer at Airco, in Hendon. He designed many aircraft for Airco, all designated by his initials, DH. Large numbers of de Havilland designed aircraft were used during the First World War, flown by the Royal Flying Corps and later the Royal Air Force.Airco was bought by the BSA Company, but BSA was only interested in using the company factories for car production.

De Havilland Mosquito

Raising £20,000, de Havilland bought the relevant assets he needed and in 1920 formed the de Havilland Aircraft Company at Stag Lane Aerodrome, Edgware, where he and his company designed and built a large number of aircraft, including the Moth family. In 1933 the company moved to Hatfield Aerodrome, in Hertfordshire. One of his roles was as test pilot for the company’s aircraft, in all of which he liked to fly. He was believed to have said “we could have had jets” in reference to the ignoring of jet engine possibilities prior to the start of the 1939-45 world war. The company’s aircraft, particularly the Mosquito, played a formidable role in the Second World War. Until it was bought by the Hawker Siddeley Company in 1960, de Havilland controlled the company.

Geoffrey De Havilland also developed and built the The de Havilland DH 106 Comet which was the first production commercial Jetliner at its Hatfield, Hertfordshire, United Kingdom headquarters, the Comet 1 prototype first flew on 27 July 1949. It featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wings, a pressurised fuselage, and large square windows. For the era, it offered a relatively quiet, comfortable passenger cabin and showed signs of being a commercial success at its 1952 debut. However a year after entering commercial service the Comets began suffering problems, with three of them breaking up during mid-flight in well-publicised accidents. This was later found to be due to dangerous stresses at the corners of the square windows and installation methodology plus catastrophic metal fatigue, not well understood at the time, in the airframes. The Comet was withdrawn from service and extensively tested to discover the cause; the first incident had been incorrectly blamed on adverse weather.

consequently the Comet was extensively redesigned with oval windows, structural reinforcement and other changes. Rival manufacturers meanwhile heeded the lessons learned from the Comet while developing their own aircraft. Although sales never fully recovered, the improved Comet 2 and the prototype Comet 3 culminated in the redesigned Comet 4 series which debuted in 1958 and had a productive career of over 30 years. The Comet was adapted for a variety of military roles such as VIP, medical and passenger transport, as well as surveillance; the most extensive modification resulted in a specialisedmaritime patrol aircraft variant, the Hawker Siddeley Nimrod. Nimrod remained in service with the Royal Air Force (RAF) until June 2011, over 60 years after the Comet’s first flight.

Geoffrey, de Havilland retired from active involvement in his company, in 1955, though remaining as president. He continued flying up to the age of 70. Throughout his life De Havilland garnered many awards. In 1918, de Havilland was made an OBE and CBE in 1934. He received the Air Force Cross in 1919, in recognition of his service in theFirst World War, and was knighted in 1944. He was appointed to the Order of Merit in 1962. He received numerous national and international gold and silver medals and honorary fellowships of learned and engineering societies.A statue of de Havilland was erected in July 1997 near the entrance to the College Lane campus of the University of Hertfordshire inHatfield. He was in effect a benefactor of the university, as in 1951 the de Havilland company had given land adjoining the A1 toHertfordshire County Council for educational use in perpetuity; the Hatfield Technical College then founded was a precursor of today’s university. The statue was unveiled by His Royal Highness, The Duke of Edinburgh.

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R. J. Mitchell

British Aeronautical Engineer and designer of the Supermarine Spitfire Reginald Joseph Mitchell CBE, FRAeS, was born 20 May 1895. In 1917 he joined the Supermarine Aviation Works at Southampton. Advancing quickly within the company, Mitchell was appointed Chief Designer in 1919. He was made Chief Engineer in 1920 and Technical Director in 1927. He was so highly regarded that, when Vickers took over Supermarine in 1928, one of the conditions was that Mitchell stay as a designer for the next five years. Between 1920 and 1936, Mitchell designed 24 aircraft including light aircraft, fighters and bombers. As Supermarine was primarily a seaplane manufacturer, this included a number of flying boats such as the Supermarine Sea Eagle, the Supermarine Sea King, the Supermarine Walrus and Supermarine Stranraer. However, he is best remembered for his work on a series of racing aircraft, which culminated in the Supermarine S.6B, and the famous Supermarine Spitfire short range Interceptor/fighter.

The S.6B was a British racing seaplane developed by Mitchell for the Supermarine company to take part in the Schneider Trophy competition of 1931. The S.6B marked the culmination of Mitchell’s quest to “perfect the design of the racing seaplane” and was the last in the line of racing seaplanes developed by Supermarine that followed the S.4, S.5 and the Supermarine S.6.The S.6B won the Trophy in 1931 and later broke the world air speed record. Mitchell was awarded the CBE in 1932 for his contribution to high-speed flight.

In 1931 the Air Ministry issued specification F7/30 for a fighter aircraft to replace the Gloster Gauntlet. Mitchell’s proposed design, the Type 224 was one of three designs for which the Air Ministry ordered prototypes. The Supermarine Spitfire prototype, K5054, first flew on 19 February 1934, but was eventually rejected by the RAF because of its unsatisfactory performance. While the 224 was being built, Mitchell was authorised by Supermarine in 1933 to proceed with a new design, the Type 300, an all-metal monoplane that would become the Supermarine Spitfire. This was originally a private venture by Supermarine, but the RAF quickly became interested and the Air Ministry financed a prototype. The first prototype Spitfire, serial K5054, flew for the first time on 5 March 1936 at Eastleigh, Hampshire. In later tests, it reached 349 mph, consequently, before the prototype had completed its official trials, the RAF ordered 310 production Spitfires.

The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire’s performance and capabilities improved, sometimes dramatically, over the course of its life.

In August 1933, Mitchell underwent a colostomy to treat rectal cancer. Despite this, he continued to work, not only on the Spitfire, but also on a four-engined bomber, the Type 317. Unusually for an aircraft designer in those days, he took flying lessons and got his pilot’s licence in July 1934. In 1936 cancer was diagnosed again, and subsequently, in early 1937, Mitchell gave up work, although he was often seen watching the Spitfire being tested. Mitchell went to the American Foundation in Vienna for a month but sadly died 11 June 1937 and His ashes were interred at South Stoneham Cemetery, Hampshire four days later. He was succeeded as Chief Designer at Supermarine by Joseph Smith, who took over as chief designer and was responsible for the further development of the Spitfire. Nevertheless, Mitchell’s design was so sound that the Spitfire was continually improved throughout the Second World War. Over 22,000 Spitfires and derivatives were built. Mitchell’s career was depicted in the film The First of the Few and The Spitfire continues to be popular with approximately 53 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

TE Lawrence CB DSO

Thomas Edward Lawrence, CB, DSO tragically died 19 May 1935 six days after being fatally injured in an accident while riding his Brough Superior SS100 motorcycle in Dorset, close to the cottage where he lived, Clouds Hill, near Wareham. The spot is marked by a small memorial at the side of the road.

He was born 16th August 1888. known professionally as T. E. Lawrence, he was a British Army officer renowned especially for his liaison role during the Arab Revolt against Ottoman Turkish rule of 1916–18. The breadth and variety of his activities and associations, and his ability to describe them vividly in writing, earned him international fame as Lawrence of Arabia, a title which was used for the 1962 film based on his World War I activities. From 1907 to 1910 Lawrence studied history at Jesus College, Oxford. He became a practising archaeologist in the Middle East, working at various excavations. In 1908 he joined the OUOTC (Oxford University Officer Training Corps), undergoing a two-year training course. Before the outbreak of World War I, Lawrence was co-opted by the British Army to undertake a military survey of the Negev Desert while doing archaeological research. In the summer of 1909 Lawrence set out alone on a three-month walking tour of crusader castles in Ottoman Syria. Lawrence graduated with First Class Honours after submitting a thesis entitled The influence of the Crusades on European Military Architecture — to the end of the 12th century, based on his field research in France, notably in Châlus, and in the Middle East.

On completing his degree in 1910, Lawrence commenced postgraduate research in mediaeval pottery with a Senior Demy, a scholarship, at Magdalen College, Oxford, which he abandoned after he was offered the opportunity to become a practising archaeologist in the Middle East. In December 1910 he sailed for Beirut, and went to Jbail (Byblos), and then went to work on the excavations at Carchemish, in northern Syria, where he worked for the British Museum. As the site lay near an important crossing on the Baghdad Railway, knowledge gathered there was of considerable importance to the military. From November 1911 he spent a second season at Carchemish and continued making trips to the Middle East as a field archaeologist until the outbreak of the First World War.

In January 1914, he was co-opted by the British military as an archaeological smokescreen for a British military survey of the Negev Desert in order to search for an area referred to in the Bible as the “Wilderness of Zin”; along the way, they undertook an archaeological survey of the Negev Desert. The Negev was of strategic importance, as it would have to be crossed by any Ottoman army attacking Egypt in the event of war, Lawrence also visited Aqaba and Petra. Upon the outbreak of World War One in 1914 Lawrence was working as a university post-graduate researcher and had travelled extensively within the Ottoman Empire provinces of the Levant (Transjordan and Palestine) and Mesopotamia (Syria and Iraq) under his own name. As such he became known to the Turkish Interior Ministry authorities and their German technical advisors. Lawrence came into contact with the Ottoman–German technical advisers, travelling over the German-designed, -built, and -financed railways during the course of his researches. Due to his first-hand knowledge of Syria, the Levant, and Mesopotamia, He was posted to Cairo on the Intelligence Staff of the GOC Middle East. The British government in Egypt sent Lawrence to work with the Hashemite forces in the Hejaz in October 1916

During the war, Lawrence fought with Arab irregular troops under the command of Emir Faisal, a son of Sherif Hussein of Mecca, in extended guerrilla operations against the armed forces of the Ottoman Empire. Lawrence obtained assistance from the Royal Navy to turn back an Ottoman attack on Yenbu in December 1916.Lawrence’s major contribution to the revolt was convincing the Arab leaders (Faisal and Abdullah) to co-ordinate their actions in support of British strategy. He persuaded the Arabs not to make a frontal assault on the Ottoman stronghold in Medina but allowed the Turkish army to tie up troops in the city garrison. The Arabs were then free to direct most of their attention to the Turks’ weak point, the Hejaz railway that supplied the garrison. This vastly expanded the battlefield and tied up even more Ottoman troops, who were then forced to protect the railway and repair the constant damage. Lawrence developed a close relationship with Faisal. In 1917, Lawrence arranged a joint action against the strategically located but lightly defended town of Aqaba. On 6 July, Aqaba fell to Lawrence and the Arab forces. After Aqaba, Lawrence was promoted to major. In January 1918, the battle of Tafileh, an important region southeast of the Dead Sea, was fought using Arab regulars under the command of Jafar Pasha al-Askari which was described as a “brilliant feat of arms” and Lawrence was awarded the Distinguished Service Order for his leadership at Tafileh, and was also promoted to Lieutenant Colonel and described as a very inspiring gentleman adventurer.

Lawrence was also involved in the build up to the capture of Damascus in the final weeks of the war, the newly liberated Damascus had been envisaged by Lawrence as the capital of an Arab state and he was was instrumental in establishing a provisional Arab government under Faisal. Faisal’s rule as king, however, came to an abrupt end in 1920, after the battle of Maysaloun, when the French Forces of General Gouraud, under the command of General Mariano Goybet, entered Damascus, destroying Lawrence’s dream of an independent Arabia. Immediately after the war, Lawrence worked for the Foreign Office, and also as as an advisor to Winston Churchill at the Colonial Office. In 1919 his flight to Egypt crashed at the airport of Roma-Centocelle. The pilot and co-pilot were killed; Lawrence came off with a broken shoulder blade and two broken ribs. He continued serving in the RAF based at Bridlington, specialising in high-speed boats. Lawrence was also a keen motorcyclist, and, at different times, had owned seven Brough Superior motorcycles. His seventh motorcycle is on display at the Imperial War Museum. Sadly In May 1935, At the age of 46, Lawrence was fatally injured in an accident on his Brough Superior SS100 motorcycle in Dorset, close to his cottage, Clouds Hill, near Wareham. A dip in the road obstructed his view of two boys on their bicycles; he swerved to avoid them, lost control and was thrown over the handlebars. He died six days later on 19 May 1935. The spot is marked by a small memorial at the side of the road.

 

 

The Dam Busters

17 May is the anniversary of the Dam Busters raid which took place On 17th May 1943 during World War II When 617 Squadren “The Dambusters began Operation Chastise against German dams during World War II. 617 Squadren was formed at RAF Scrampton specially during World War II to carry out the single special and dangerous task of attacking three major dams on the Ruhr in Germany: the Möhne, Eder and Sorpe. The plan was given the codename Operation Chastise and was carried out on 17 May 1943. The squadron also had to develop the tactics to deploy Barnes Wallis’s “Bouncing bomb” and the squadren included Royal Canadian Air Force, Royal Australian Air Force and Royal New Zealand Air Force personnel.

The mission grew out of a concept for a bomb designed by Barnes Wallis and developed by his team at Vickers. Wallis was Assistant Chief Designer at Vickers and had worked on both the Vickers Wellesley and Vickers Wellington bombers. While working on the Vickers Windsor he had also begun work, with support of the Admiralty, on a bomb designed initially for attacking ships, though dam-destruction was soon considered, and Prior to World War II, the British Air Ministry had identified Germany’s heavily industrialised Ruhr Valley, and especially its dams, as important strategic targets: in addition to providing hydro-electric power for industry and pure water for steel-making, they also supplied drinking water and water for the canal transport system.

Led by 24 year-old Wing Commander Guy Gibson, a veteran of over 170 bombing and night-fighter missions, 21 bomber crews were selected from existing squadrons in 5 Group. These crews included RAF personnel of several different nationalities, as well as members of the Royal Australian Air Force (RAAF), Royal Canadian Air Force (RCAF) and Royal New Zealand Air Force (RNZAF), who were frequently attached to RAF squadrons under the British Commonwealth Air Training Plan. The squadron was based at RAF Scampton, about 5 Miles (8 km) north of Lincoln

The targets selected were the two key dams upstream from the Ruhr industrial area, the Möhne Dam and the Sorpe Dam, with the Eder Dam on the Eder River, which feeds into the Weser, as a secondary target. While the loss of hydroelectric power was important, the loss of water supply to industry, cities, and canals would have greater effect. Also, there was the potential for devastating flooding if the dams broke. The aircraft used for the raid were modified Avro Lancaster Mk IIIs, known as B Mark III Special (Type 464 Provisioning). To reduce weight, much of the internal armour was removed, as was the mid-upper machine gun turret. The size of the bomb with its unusual shape meant that the bomb-bay doors had to be removed, and the bomb itself hung, in part, below the fuselage of the aircraft. It was mounted on two crutches, and before dropping it was spun up to speed by an auxiliary motor.

The men of 617 Squadren have since become legends in the annals of military history and the exploits of the squadron and Chastise in particular, have also been described in many books and the classic 1954 film starring Kenneth More, though the accuracy and completeness of these accounts were compromised by many of the documents relating to the war years, still being secured by the Official Secrets legislation. In 2006, it was also announced that New Zealand film director Peter Jackson and David Frost would co-produce a re-make of the film. It has been scripted by Stephen Fry and will be directed by Christian Rivers. The last living Dam Buster pilot, New Zealander Les Munro, also offered his services as a technical adviser for the film.

Lawn Chair Larry

Larry Walters (Better known as “Lawn Chair Larry”), was born 19th April in 1949. He is best remembered as the American truck driver who took flight on July 2, 1982, in a homemade airship Dubbed Inspiration I, which consisted of an ordinary patio chair with 45 helium-filled weather balloons attached to it. Walters had always dreamed of flying, but was unable to become a pilot in the United States Air Force because of his poor eyesight. Walters had first thought of using weather balloons to fly at age 13 and 14, after seeing them hanging from the ceiling of a military surplus store. Twenty years later he decided to do so. His intention was to attach a few helium-filled weather balloons to his patio chair, cut the anchor, and then float above his backyard at a height of about 30 feet (9.1 m) for several hours. He planned to use a pellet gun to burst balloons to float gently to the ground.

So in mid-1982, Walters and his girlfriend, Carol Van Deusen, purchased 45 eight-foot weather balloons and obtained helium tanks from California Toy Time Balloons, by using a forged requisition from his employer, FilmFair Studios, saying the balloons were for a television commercial. Walters then attached the balloons to his lawn chair, filled them with helium, put on a parachute, and strapped himself into the chair in the backyard of his home in San Pedro. He took his pellet gun, a CB radio, sandwiches, cold beer, and a camera.

However When his friends cut the cord that tied his lawn chair to his Jeep, Walters’ lawn chair rapidly shot up to a height of about 15,000 feet (4,600 m). At first, he did not dare shoot any balloons, fearing that he might unbalance the chair and fall out. So He slowly drifted over Long Beach until he crossed the primary approach corridor of Long Beach Airport, causing widespread chaos. After 45 minutes in the sky, he shot several balloons, and then accidentally dropped his pellet gun overboard.

As He descended slowly, he caused even more chaos when his balloons’ dangling cables got caught in a electricitiy power line, causing a 20-minute blackout in a Long Beach neighborhood. Eventually though, Walters was able to climb to the ground, whereupon He was immediately arrested by waiting members of the Long Beach Police Department; when asked by a reporter why he had done it, Walters replied, “A man can’t just sit around.” Regional safety inspector Neal Savoy was reported to have said, “We know he broke some part of the Federal Aviation Act, and as soon as we decide which part it is, some type of charge will be filed. If he had a pilot’s license, we’d suspend that. But he doesn’t.” Walters received the top prize from the Bonehead Club of Dallas for his adventure, and also gets an honourable mention on the Darwin Awards website His flight was also widely reported in many newspapers.

Wilbur Wright

American Aviation Pioneer and eldest of The Wright brothers, Wilbur Wright was born April 16, 1867. Wilbur, together with his younger brother Orville. is credited with inventing and building the world’s first successful airplane and making the first controlled, powered and sustained heavier-than-air human flight, on December 17, 1903 at Kitty Hawk in North Carolina. The Wright Brothers spent a great deal of time observing birds in flight. They noticed that birds soared into the wind and that the air flowing over the curved surface of their wings created lift. Birds change the shape of their wings to turn and maneuver. They believed that they could use this technique to obtain roll control by warping, or changing the shape, of a portion of the wing. as a resultThe Wright Brothers designed their first aircraft: a small, biplane glider flown as a kite to test their solution for controlling the craft by wing warping. Wing warping is a method of arching the wingtips slightly to control the aircraft’s rolling motion and balance.

During the next three years, Wilbur and his brother Orville designed a series of gliders which would be flown in both unmanned (as kites) and piloted flights. They read about the works of Cayley, and Langley, and the hang-gliding flights of Otto Lilienthal. They corresponded with Octave Chanute concerning some of their ideas. They recognized that control of the flying aircraft would be the most crucial and hardest problem to solve. Following a successful glider test, the Wrights built and tested a full-size glider and They selected Kitty Hawk, North Carolina as their test site because of its wind, sand, hilly terrain and remote location.

In 1900, the Wrights successfully tested their new 50-pound biplane glider with its 17-foot wingspan and wing-warping mechanism at Kitty Hawk, in both unmanned and piloted flights. In fact, it was the first piloted glider. Based upon the results, the Wright Brothers planned to refine the controls and landing gear, and build a bigger glider. So in 1901, at Kill Devil Hills, North Carolina, the Wright Brothers flew the largest glider ever flown, with a 22-foot wingspan, a weight of nearly 100 pounds and skids for landing.

However, as with any new invention, they encountered a few problems; the wings did not have enough lifting power; forward elevator was not effective in controlling the pitch; and the wing-warping mechanism occasionally caused the airplane to spin out of control.  Following these problems the Wrights reviewed their test results and decided that the calculations they had used were not reliable. So they  built a wind tunnel to test a variety of wing shapes and their effect on lift. Based upon these tests, the inventors had a greater understanding of how an airfoil (wing) works and could calculate with greater accuracy how well a particular wing design would fly. Following extensive testing in the wind tunnel They planned to design a new glider with a 32-foot wingspan and a tail to help stabilize it.

During 1902, the brothers flew numerous test glides using their new glider. Their studies showed that a movable tail would help balance the craft and the Wright Brothers connected a movable tail to the wing-warping wires to coordinate turns. With successful glides to verify their wind tunnel tests, the inventors planned to build a powered aircraft. After months of studying how propellers work the Wright Brothers designed a motor and a new aircraft sturdy enough to accommodate the motor’s weight and vibrations. The craft weighed 700 pounds and came to be known as the Flyer. The brothers also built a movable track to help launch the Flyer. This downhill track would help the aircraft gain enough airspeed to fly. After two attempts to fly this machine, one of which resulted in a minor crash, Orville Wright took the Flyer for a 12-second, sustained flight on December 17, 1903. This was the first successful, powered, piloted flight in history.

Yuri’s Night

Yuri’s Night takes place annually on 12 April to commemorate the occasion Of April 12 1961, when 27 year old Soviet cosmonaut Yuri Gagarin became the first human to travel into outer space and perform the first manned orbital flight, circling the Earth for 1 hour and 48 minutes in his spacecraft Vostok 3KA-2 (Vostok 1) . To mark the occasion Cosmonautics Day was established in Russia (День Космона́втики, Den Kosmonavtiki) and some other former USSR countries, and Yuri’s Night Is also held internationally every April 12 to commemorate this milestones in space exploration. The launch of STS-1, the first Space Shuttle mission, is also honored, as it was launched exactly 20 years afterwards on April 12, 1981.

Gagarin’s flight was a triumph for the Soviet space program, and ushered in a new era in space exploration. Gagarin became a national hero of the Soviet Union and Eastern Bloc and a famous figure around the world. Major newspapers around the globe published his biography and details of his flight. Moscow and other cities in the USSR held mass parades, the scale of which was second only to WWII Victory Parades. Gagarin was escorted in a long motorcade of high-ranking officials through the streets of Moscow to the Kremlin where, in a lavish ceremony, he was awarded the highest Soviet honour, the title of Hero of the Soviet Union, by the Soviet leader Nikita Khrushchev
However
The commemoration ceremony on Cosmonautics Day usually starts in the city of Korolyov, near Gagarin’s statue. Participants then proceed under police escort to Red Square for a visit to Gagarin’s grave in the Kremlin Wall Necropolis, and continue to Cosmonauts Alley, near the Monument to the Conquerors of Space. Finally, the festivities are concluded with a visit to the Novodevichy Cemetery. In 1968, the 61st conference of the Fédération Aéronautique Internationale resolved to celebrate this day as the World Aviation and Astronautics Day. On April 12, 1981, exactly 20 years after Vostok 1, a Space Shuttle (STS-1, Columbia) was launched for the first orbital flight. On April 7, 2011 United Nations General Assembly adopted a resolution declaring April 12 as the International Day of Human Space Flight.

Yuri’s Night, also known as the “World’s Space party”, is held internationally every April 12 in many locations, including museums, schools and bars, to commemorate this milestones in space exploration, increase public interest in space exploration, inspire a new generation of explorers and create a global community of young people committed to shaping the future of space exploration while developing responsible leaders and innovators with a global perspective. In the past Yuri’s Night events have also been attended by space-related figures including author Ray Bradbury, space tourist Dennis Tito, X-Prize founder Peter Diamandis, *NSYNC’s Lance Bass and Nichelle Nichols (Uhura from the original Star Trek series) and have been held at the NASA Ames Research Center at Moffett Field in Mountain View, CAlifornia.and The launch of STS-1, the first Space Shuttle mission, is also honored, as it was launched 20 years to the day of Vostok 1 on April 12, 1981. In 2013, Yuri’s Night was celebrated at over 350 events in 57 countries and In 2011 the crew aboard the International Space Station also recorded a special Yuri’s Night celebratory greeting.