The United States army initially released the global positioning system (GPS) technology in the 1970s only for armed forces use. In the 1980s, nonetheless, the restriction of use of this technology by military just was removed which was made available for civilian use worldwide. The massive success of GPS in the army field, goaded development of the global positioning system technology in civilian applications with new developments in satellite navigation and GPS tracking unit systems.
How can GPS Tracking Systems Work?
GPS will be utilized anywhere on earth, on land, at sea or in air. A minimum of twenty four active GPS satellites orbit the earth every twelve hours. Radio signals which help in choosing the spot, speed and direction of travel of consumers having GPS receivers are transmitted by each satellite. The full world is insured through the constellation of GPS satellites, a convenient configuration facilitated by four satellites positioned in each of the six orbital planes.
Accuracy of GPS Tracking Device
Recommended–> : Plug in GPS Tracker
Accuracy of GPS technology is dependent upon the strength of signals that journey from GPS satellites on the GPS receiver. Accuracy is better when there’s minimum barrier between the sky and the receiver. In case you’re doing a gizmo that receives a GPS signal, a fantastic practice is turning it on in a wide open area and stay there for a small number of minutes prior to the gadget receives the hang of the satellite signal. It will take more or less 60 80 milliseconds for a signal to travel from a GPS satellite to a GPS receiver.
The numerous applications of GPS
GPS is an extensive leap forward for mankind in regards to technology invention since time the caveman initially relied of footprints to track either animal or human movements. Today GPS technology is packed into as small a gadget as a cellular phone or even is running on an automobile like a small widget. This literally implies scores of individuals are competent to make use of the GPS technology in their day-to-day life.
It is going to be interesting to are aware of the myriad facets of applications whereby GPS Tracking solutions are used.
* Aviation: GPS Tracking Device Systems are definitely the lifeline for aircraft pilots. GPS tracking software helps pilots for en route navigation and for airport approaches.
* Fleet tracking: GPS Fleet Tracking can help with automated vehicle location and in-vehicle navigation systems.
* Environment – GPS is a great help during natural disasters. GPS assists survey disaster areas by mapping the movement of green phenomena as forest fires, storms and oil spills.
* Rail: GPS Tracking Device Systems are a key player in getting trains, protecting against collisions, maintaining smooth rail movements, and in minimizing delays.
* Surveying: In traditional surveying, locating a highly accurate point of reference is incredibly precious time consuming. Almost all that’s history now. GPS Technology has these days made it very easy to not only do simple tasks such as defining property lines but also perform complex tasks like building infrastructures in thickly populated urban areas.
The above comprise only a tiny list of uses of GPS Tracking Device Systems. GPS has today made inroads into agriculture, public safety, marine and recreation. It will not be surprising when several years down the line GPS Tracking Device Systems will be commonplace while among mundane folks in developing countries.


Place holder for future rocketry page...
Well, I'm not a rocket scientist by any means, but I'm definitely a rocket science enthusiast. Building high power rockets, flight and recovery, and rocket videography are aspects I enjoy the most. Rocketry has many peripheral fields of interest that make it a really enjoyable and lasting hobby.
I've been interested in this hobby, to one degree or another, since I was kid. (Yep, back in olden times when men first landed on the moon). I grew up in the Sacramento area near Aerojet. Model rocketry was quite popular in the early 70's.
I guess I didn't fully appreciate how monumental it was that humans reached out with hard work and technology to land the Lunar Module and other equipment on the surface of the moon. That a man took a small step that was a giant leap for Mankind. I just thought model rockets were cool and liked building them. I couldn't wait for the next Estes or Centuri model rocketry catalog to show up in the mailbox.
Nowadays, I still enjoy building and flying rockets. I don't get to indulge in my hobbies as much as I'd like. There always seems to be a time or money issue that slows things down. I still manage to get some part of a project done a little bit at a time.
Organizations like Tripoli Rocketry Association, the National Association of Rocketry, AERO-Pac and others; provide self-regulation, education and the means to organize the safe environment needed to properly conduct launches. I'm thankful for all the folks out there who organize the launches and events. Thanks also to the developers; the real rocket scientists, and the vendors that make it possible to enjoy rocketry to the fullest. And a special thanks to the professional leadership of our organizations that deal with the legal challenges and other issues.
The flight of a rocket is at once the symbolic, and the realized, natural human quest to reach out and expand life's ultimate endeavor: To survive. Space habitation and the means to get us there will ensure that grand endeavor! I think amateur rocketry and private enterprise will play a key part in our emergence into the infinite frontier!


Sunday, September 14, 2008
For the United States Air Force It Is ALL About Air Superiority...Every American Should Take Their Family To An Air Show
IT WAS ALL ABOUT THE USA AND WHAT KEEPS US FREE
ALL EYES WERE FACING THE FLY OVERS AT MT. HOME (IDAHO) AIR FORCE BASE THIS WEEKEND. HERE I AM WITH GRAND-DAUGHTER, SADIE (3).
When the first set of F-15s flew by my eyes teared with pride as the thundering sound of freedom boomed by the stands. It was an awesome experience!
THIS F-22 "RAPTOR" WAS DOWN FROM ELMENDORF A.F.B.(ALASKA) WHERE THE MASTHEAD PHOTO WAS TAKEN. THE RAPTOR IS BASED IN ALASKA BECAUSE THAT IS THE PLACE THAT IS SHORTEST DISTANCE TO ANY OF TODAY'S POTENTIAL AREAS OF CONFLICT
This weekend was the much-anticipated two-day airshow at Mountain Home Air Force Base (Idaho). The base is home to the 366th Fighter Wing and my son, Captain John Roach.
"The 366th flies two types of F-15s, the single-seat C model and the two-seat E model. (The "F" in the name of the airplane model...is for FIGHTER.)
The F-15C "Eagle" has an air superiority mission and is the most lethal airplane in the world excepting only our new F-22 "Raptor" (which is absolutely untouchable).
The F-15E "Strike Eagle" is a multi-role jet that has a weapons systems operator (WSO) in the back seat that handles the targeting of ground targets. The C model is purely air-to-air and is lighter and a bit more maneuverable. The E model has longer range and carries mostly bombs, but it can fight its way in to targets and back out with missiles."
Thank you, John, for this level of detail. You were a great guide at the show.
The air show started with the Air Force Academy parachute team jumping out of a C-17. The National anthem played as a giant flag unfurled from the lead parachutist's leg.
There was a battle demonstration and real firepower laid waste to the desert near the airstrip. A rescue mission with air cover was demonstrated.
There were many displays and all branches of the service were represented: Bradly All Terrain Vehicles, unmanned drone missiles, older planes from previous eras, etc.
For air buffs, we saw:
C-130, F-15 (flying by), P-51, barnstormer, biplane, F-16, F-15s, C-17, C-130, KC-135, KC-10 (KC = refueler), F-22 (didn't fly), T-6, T-38 (T = trainer)Navy: EA-6B, F-18 Hornet, Super Hornet (Blue Angel type)
McCord A.F.B. had a great show this year. Watch your calendars for the next season. Don't miss the opportunity!


Discovery Lands at Kennedy Space Center
“What a great mission. We enjoyed it… We’re glad that the International Space Station is stocked up,”commander Alan Poindexter said.
The Discovery returned from a 15-day mission that included 7-tons of equipment along with it to the International Space Center.
The crew has been set to land on Monday but rain and very cloudy skies hindered them from doing so. Their homecoming was almost spoiled driving them to abort the landing attempt.But then when the clouds broke on a Tuesday morning, Discovery had the chance begin an hour long plunge that dropped its speed from 17,500 mph to 225 mph at touchdown on KSC’s runway 33.
The shuttle left across the America on its trip back to the Cape. It entered the continent near Vancouver, then flew over southeast across northeast Washington, Montana, central Wyoming, northeast Colorado, southwest Kansas and Oklahoma. It passed north of Little Rock, Ark.; over Oxford, Miss; near Montgomery, Ala.; south of Columbus, Ga. and, finally, over Florida east of Gainesville.
The crew,which marked the first time four women have been space in one time included pilot Jim Dutton and mission specialists Rick Mastracchio, Clay Anderson, Dottie Metcalf-Lindenburger, Stephanie Wilson and Naoko Yamazaki.
There are only three remaining shuttle flights before the space shuttle fleet’s retirement.Follow us on Twitter to get free up-to-date news via tweets from the World Correspondents, or you can subscribe to us by entering your e-mail below. You can confirm your free subscription by clicking the confirmation link that will be sent to your e-mail address. Once you've confirmed, then you're good to go.


Orville and Wilbur Wright Cycle Shop
Originally built in Dayton Ohio, at 1127 West Third Street, the Wright Cycle Company stood on a commercial street while the Wright Brothers home was situation in a residential neighborhood four blocks from the shop. Today they stand next to each other in Greenfield Village.
Orville and Wilbur Wright were originally in the bicycle business which provided the necessary income to pay for the Brothers experiments regarding flight. Milton Wright, their father, had no problem with the boys spending their money on whatever they liked -- that is, as long as they earned the money themselves.
While living and working in the cycle shop, in 1903 Orville and Wilbur, who were self-trained in the science and art of aviation, constructed the worlds first successful, powered heavier-than-air flying machine capable of free, controlled, and sustained flight in the workroom at the back of this shop. The Wright Brothers continued to perfect their invention during 1904 and 1905 in their hometown of Dayton. Income from the sale and repair of bicycles helped support their aviation experiments between 1900 and 1907.
On December 17, 1903, in Kitty Hawk, North Carolina, they launched the Flyer for the worlds
first manned, heavier-than-air powered flight. Their bicycle shop may truly be called the
birthplace of aviation. Wilbur and Orville made significant contributions to human history.
|| | | | ||


From the Editor
Ajay R. Singh, Advocate
Hope my writing finds you all in good health.
While writing the editorial, I noticed the latest news on Chandrayaan 3 which said that the second orbit raising manoeuvre has been launched successfully. By the time this journal reaches to you, I am sure that the Chandrayaan 3 will be surfing in the advance stage of reaching its destination. A successful mission will lead to India entering into an elite club of nations along with USA, China and Russia.
It will be a great milestone achieved by the scientists involved in the mission. This mission has the potential to attract and retain the talent in our country while boosting India’s private space sector. As Chandrayaan 3 embarks on its mission to explore the lunar surface, it holds the promise of not only contributing to the scientific community but also inspiring future generations to reach for the stars.
Chandrayaan 3 represents India’s continued commitment to space exploration and scientific advancement. The history of space programmes in India will reveal how a vision to harness and develop space technology and national development was founded with minimum resources and today it has successfully become a reality.
This inspires us to keep believing in ourselves and working towards our goals and dreams. As rightly said by Eleanor Roosevelt, “The future belongs to those who believe in the beauty of their dreams.”
This monthly journal ’Companion’ is digest of various judgements. I give my thanks to the compilors and the editorial team for their time and contribution towards bringing out this journal.
Ajay R. Singh


The aopa aircraft valuation service can be used as a good starting point when attempting to determine the general retail value of an airplane. Our consultants are familiar with the issues facing your business today and can give a timely. Iba group limited iba has prepared the enclosed aircraft values book. Iba group is committed to providing the most professional and informed opinions on aircraft values to the industry.
Iba group limited iba has prepared the enclosed aircraft values book aircraft values book. Iba iq trends seamlessly integrates world and economic events with data on aircraft fleets, age analysis, values and lease rates, oem. Aug 09, 2018 iba looks at aviations human resources. For more than 29 years the appraisal team at the aircraft value analysis company avac limited have provided proven, consistent and client led appraisals on commercial jets, turboprops and corporate jets business aircraft as well as providing an easy to use subscription based publication service.
The avitas bluebook of turboprop values provides base, current market and future base values for approximately 35 different types. This is a nice pocket sized book organized for quick identification of a variety of civil aircraft. Iba has approached aircraft grounding and accident issues in the past from the perspective of investors and considered how residual values could be impacted. Published twice a year, it presents the market, current base and future base values for each aircraft type as well as market information and aircraft data including order book history, annual delivery rates, fleet size and status, geographical distribution, engine selection and. Search below to see the depth of data type business jet helicopter multi engine piston single engine piston turboprop. Understand the value of your current and prospective aviation. The aircraft values book contains information on 66 of the most commonly traded commercial passenger aircraft. Widebody valuations takeaways from our b777 investor day. Published twice a year, it presents the market, current base and future base values for each aircraft type as well as market information and aircraft data including order book history, annual delivery rates.
Furthermore, iba can also package its intelligence expertise to meet adhoc and bespoke data needs. Impartial, accurate and reliable aircraft finance publications. Iba forecasts strong headwinds for aviation in 2020 ads advance. Base value is the appraisers opinion of the underlying economic value of an aircraft in an open, unrestricted, stable market environment with a reasonable balance of supply and demand, and assumes full consideration of its highest and best use. Sep 03, 2019 understand the value of your current and prospective aviation assets iba. Report on enforcement and enforceability considerations for aircraft leasing and financing this conference report outlines the speakers, topics and points raised at the session which took place on monday 23 september at the iba 2019 annual conference in seoul.
The introduction of new regional aircraft such as the embraer e2. Values shift in dynamic engine leasing market air transport. Midvintage 737800 market values continue to see heightened demand, with market values upwards of 2. Iba queries if engine values are artificially high eva vip. Mission aircraft values news was created in 1992 to provide independent and informed advice regarding current and future aircraft values, and the factors that affect them, to the air transport community. An accountant will think of it in terms of book value, or the value recorded in the ledger. Published twice a year, it presents the market, current base and future base values for each aircraft type as well as market information and aircraft data including order book history, annual delivery rates, fleet size and status, geographical distribution, engine selection. More info on international bureau of aviation iba group the international bureau of aviation iba was established in 1988 to provide independent expert business analysis to. Updated quarterly, each edition includes more than 3,000 model years of identification and values for all types of business and general aviation aircraft. Richard kohn, executive director, national aircraft appraisers association. This is done using simple text files called cookies which sit on your computer. Iba is uniquely placed to provide expert commercial aircraft data to the industrys stakeholders to substantiate their business decisions.
Vref online offers subscribers access to a complete database of over 450 aircraft models, including piston fixedwing, turbine, and turboprop fixedwing, turbine, and piston helicopters, commercial narrowbody, warbirds, experimental, lightsport, regional transport, as well asstandalonee engines. Avns core activity is the provision of expert commentary on current and future market values and lease rates. Anyone looking to buy, sell, insure, or loan on an. Whether you require specific and customizable values with serialregistration number lookup or a generic value by aircraftengine type, avitas online offers the most granular view of asset values. An aircraft trader will consider it as the fair market value. Iba forecasts that the aircraft will start to return to service in the first half of 2020, building a capacity glut that will reverse narrowbody values. The e2190, a319neo, 737 max 9 and 78710 have been added to redbook with deliveries commencing in 2018 for all four types. He explains why, over time, base value has proven to be a reliable longterm benchmark for narrowbody aircraft. Aircraft value update and insights for q1 2018 morten beyer. Around the clock live data provision is assured via ibas online valuation system, jet values 2, and its online commercial aircraft database, jetdata. Iba looks at aviations human resources business aviation. Aerotask, uae, expert valuation of aircraft and engine assets.
However, the impact of maintenance status is rarely constant. Iba takes a longterm view on base value and has not made any reactionary changes to its boeing 737 max base value. Our powerful combination of data and intelligence guides industry stakeholders on market and investment performance, risk, marketing opportunities and transactions. Established over twentyfive years, iba group has gained a wealth of independent experience on the true evolution of the market having witnessed a number of industry cycles in this time.
As before, the below list contains estimated current market value in usd based on the oldest to newest airframes, along with sample monthly lease rates also based on oldest to newest airframes for many common models. Just a few months on, there is a new trend of cautious optimism around helicopter values. We deliver market analysis, data and lease management. Iba has no present interest in the aircraft being appraised for the purpose of the aircraft values book aircraft. In practice, this means a lot of modern small jets and private planes are included as well as the commercial jets. The aircraft bluebook online database provides valuable industry information that has been available in our print editions for over 50 years. International bureau of aviation iba group aviation pros. Considered the industrys most respected source of commercial aircraft values, the avitas bluebook of jet aircraft values contains the base, current market and future values forecasts for all major westernbuilt jet types, including regional jets. Oct 12, 2016 back by multiple request, here is a fall 2016 update on commercial aircraft valuations and market lease rates.
Jul 08, 20 however, the ukbased consultancys 20 engines value book, published last week, shows significant variations in engine values and shifts in demand for leased powerplants. The introduction of new regional aircraft such as the embraer e2, mrj and mc21 will also impact values. Maintenance status is also determined by the manner in which an aircraft operates. Published annually, it provides up to date information on market characteristics and operator distribution of the most commonly used families of aero engines. May 29, 2018 and iba suggests keeping a close eye on embraer 190195 aircraft and the respective cf3410e engine as lease ends come up and aircraft enter the secondary market. The aircraft values book is subject to the disclaimer below. Iba, officially the municipality of iba, is a 2nd class municipality in the province of zambales, philippines. Understand the value of your current and prospective aviation assets iba. Aviation consultancy at iba international bureau of aviation.
Leading aviation consultancy, the international bureau of aviation iba group announce the release of engine values book 20. Avitas the leading advisor to the aviation industry. To get a better understanding, helicopter investor reached out to a number of helicopter appraisers to give their perspectives. Strong headwinds for aviation in 2020 aircraft interiors. Avitas online is the premier service for obtaining industry renowned values for your aircraft and engines. The grounding of the max has tightened supply of narrowbody aircraft, resulting in lease extensions and value increases in not only next.
Remarketing of aircraft coming off lease iba group limited. However, the true value of an aircraft can only be ascertained on a casebycase basis resulting from a mutual agreement among the. The new international bureau of aviations engine values book 20 provides the most comprehensive resource for current global engine data. However, the ukbased consultancys 20 engines value book, published last week, shows significant variations in engine values and shifts in demand for leased powerplants. The 1st half 2020 avitas bluebook of jet aircraft values is now available to order. Aircraft market values are influenced by a host of determinants, and key among them is its maintenance status. For the iba ibas should refer to the current standards for fire and fire aviation and discuss the decision analysis document with the incident agency. Iba group limited, iba house, 7 the crescent, leatherhead, surrey kt22 8dy, uk. Below youll find the highlights from the update and a look into the most highly traded aircraft of the year. Avn seeks to interpret and analyze current events, enabling. This years engine values book provides ibas opinion and insight on nearly all modern and popular engine types including for all modern airbus and boeing aircraft.
Iba reports on aircraft finance by terry spruce october 23, 2011 10. It identifies and prices more than 3,000 used general aviation aircraft and helicopter make and modelyears available in the united states. An aircrafts base value is founded in the historical trend of values and in the projection of value trends and presumes an armslength, cash transaction between willing, able and knowledgeable parties, acting prudently, with an absence of duress and. For over 65 years, aircraft bluebook has been the industry choice for complete and reliable aircraft valuation data. Iba reports on aircraft finance corporate jet investor. Its a quick way to find out the range of listed prices for. Get your aircraft data for over 65 years, aircraft bluebook has been the industry choice for complete and reliable aircraft valuation data. Aircraft values an aircrafts value means different things to different people. Avitas online offers you immediate access to aircraft and engine values. According to the 2015 census, it has a population of 50,506 people. As the capital of the province, it is second largest provincial capital in terms of land area in central luzon region after tarlac city. This in turn is forecast to loosen capacity as previously extended leases for passenger aircraft are concluded, driving a surge of narrowbody freighter conversions from 2021 onwards.
Back by multiple request, here is a fall 2016 update on commercial aircraft valuations and market lease rates. Light sport aircraft in an effort to better explain how the aircraft bluebook works, we have included a few more faqs this month that are relevant to all aircraft large and small. More info on international bureau of aviation iba group the international bureau of aviation iba was established in 1988 to provide independent expert business analysis to the aviation industry. Similar to aircraft values, maintenance status values are highly influenced by market conditions.
The aircraft bluebook price digest is a quarterly print publication also available on cdrom that was established in the 1950s. However, the true value of an aircraft can only be ascertained on a casebycase basis resulting from a mutual agreement among the buyer, seller, and lender. If you have any questions about the aircraft bluebookprice digest, please feel free to give the editorial staff a call at 18006546776. It is 100% on target and should be a prerequisite for everyone buying or selling an aircraft. The standard aircraft value terms used by the vast majority of aircraft appraisers are defined by the. Back by request, here is an update on commercial aircraft valuations and market lease rates. In order to deliver a personalized, responsive service and to improve the site, we remember and store information about how you use it. Aircraft bluebook is the premier resource for general aviation aircraft values. As before, the below list contains estimated current market value in usd based on the oldest to newest airframes, along with sample monthly lease rates based also based on oldest to newest airframes for some common models. With more than 6,000 model years of identification and values for all types of business and general aviation aircraft, our online database is a valuable resource to do appraisals and valuations quickly and thoroughly. Aviation data aviation consultation for aircraft values. Iba group airlinesaviation leatherhead, surrey 3,452 followers iba, appraiser of the year, is a trusted aviation consultancy. Avitas online aircraft and engine value services avitas, inc.1498 833 1129 663 1437 1128 1303 894 1334 1011 1355 968 201 702 1101 1363 913 576 855 6 837 456 782 1343 1601 1408 301 611 857 506 778 925 769 341 596 1427 923 1422 1427 6 200


Production-ready 3U VPX SBC qualified through successful environmental testing
CHATSWORTH, CA, UNITED STATES, July 25, 2023/EINPresswire.com/ — Aitech Systems, a leading provider of rugged boards and system level solutions for military, aerospace and space applications, has announced that its SOSA aligned U-C8500 3U VPX SBC has successfully passed environmental qualification testing.
Aligned with The Open Group Sensor Open Systems Architecture (SOSA) Technical Standard, Aitech’s U-C8500 is based on Intel’s ground-breaking SWaP-C optimized Tiger Lake UP3(TGL-UP3) SoC, which combines a high-performing CPU with a strong internal GPU and an advanced Image Processing Unit. The SBC also incorporates highly integrated memory technology (LPDDR4X) for better graphics processing performance as well as high-speed PCIe Gen4 and 10 Gbps Ethernet.
The combination of the U-C8500’s high-performing technologies facilitates artificial intelligence (AI) and machine learning (ML) processing capabilities in a wide range of rugged military and aerospace data-sensitive applications.
Alex Trigoub, Director of Board Level Product Line for Aitech, noted, “AI in military electronics continues to grow in complexity. Developed specifically with faster memory, PCIe and Ethernet connectivity, as well as to optimize SWaP-C and align with DoD MOSA initiatives, the U-C8500 is capable of processing large amounts of data without any loss of performance, while staying within an optimized power envelope. This combination ensures the SBC can meet the demands of military systems today and makes it capable of handling the needs of next-gen military technology tomorrow.”
Designed from the ground up with security in mind, the U-C8500 provides a comprehensive cybersecurity framework – AiSecure, which includes both standard and advanced system protection. The inherent security features enable both firmware and data protection as well as prevent reverse engineering and tampering with system integrity, while allowing secure transmission and storage of sensitive data.
Now that the U-C8500 has completed successful environmental qualification testing, the SBC can be effectively incorporated into several harsh military and aerospace applications that need highly integrated functionality and unique SWaP-C optimization to provide reliable data processing. These environments include unmanned aerial vehicles and unmanned ground vehicles (UAV/UGV), cockpit/display and mission computers, digital signal and image processing as well as signal intelligence (SIGNT) and electronic warfare (EW).
The U-C8500 is part of Aitech’s U-C850X series that combines the three pillars of modern data processing on the same board: CPU, iGPU and optional large FPGA. Potential future enhanced variants include the U-C8501 (with PCIe Switch for enhanced Expansion Plane and XMC connectivity), the U-C8502 (with integrated Xilinx MPSoC FPGA) and the U-C8503 (with integrated TSN Endpoint).
With 40 years of experience, Aitech is a global digital electronics manufacturer with expertise in providing reliable, rugged embedded systems for the harshest, most unforgiving environments in military, aerospace and space applications. We enable the world’s leading companies to expand their most revolutionary explorations and push the boundaries of innovation across sea, land, air, and space.
We provide COTS products based on multiple open standard architectures, including SOSA, FACE, VPX, CompactPCI, etc., such as single board computers, I/O, memory and graphics boards, PMC/XMCs and sub-system enclosures, with over 100,000 boards and custom integrated systems delivered to take on the most challenging projects in the harshest environments and succeed. As a pioneer in space applications, Aitech offers proven space pedigree with trillions of miles flown in a variety of space missions without a single failure.
At Aitech, we stand behind our product and our customer to secure a better tomorrow.


Introducing AeroShip™ RC – your ultimate adventure companion, combining sea, land, and air capabilities in one remarkable package. Embrace the freedom of choice and take flight, your way! Equipped with an intelligent balance gyroscope, this innovative marvel corrects deviations and adjusts power output for impeccable stability, whether in the air, on land, or on water. Unleash the thrill of flight like never before. Its silicone head ensures a safe, shock-absorbing experience, allowing you to command with confidence. The high-rate model airplane lithium battery provides ample power for extended playtime. Crafted from durable EPP material, this versatile wonder is built to withstand drops and collisions, ensuring both exceptional flight performance and resilience. With a 2.4G remote control, enjoy seamless maneuvering from distances of up to 100 meters.


Since the time he could point, Jude has wanted to be a pilot. We would sit outside of our house and he would look for aircraft as they started their approach to the San Antonio airport and point toward the sky every time he spotted one.
He had his first flight suit at 2, which he quickly grew out of, and his second at 5 which he wore today on his first private airplane ride.
A guy I work with is a former Marine Corps Harrier pilot and he offered to take Jude up for a ride. Can you really have your kids in better hands than with a Marine Aviator?
Here is the flight crew: Pilot Mike B., co-pilot Jude, and the crew chief, Indigo:
Mike showed Jude how to do the entire preflight inspection, including the fuel check. He took his job quite seriously. This was at the Fredericksburg airport where we landed after our first leg.
Here is how the rest of the morning went.
Jude checking in with his passengers:
Approach on the way back to Boerne Stage Field north of San Antonio:
The crew chief (Indigo) and I sat in the back. Based on her expression, flight school is not in her future.
Post flight lunch:
I have never seen Jude so excited to do anything in his life. He popped out of bed this morning at zero-dark-thirty and said, "Dad, I'm just so excited to fly today I wanted to get up early. I had a dream that my flight suit was too big!"
He was confident, listened to Mike's instructions to the letter and finally got to realize his dream. I'm proud to be his dad. I love you buddy! Mike, thanks a million. You really can't imagine how special this was for him.


Raytheon High Energy Laser Systems Engineer in McKinney, Texas
This position requires a U.S. person or the ability to obtain an Export Authorization from the appropriate government agency for non-U.S. persons Job Description: Raytheon Space and Airborne Systems (SAS) Systems Development Center (SDC) is seeking a Senior Principled Systems Engineer to help with numerous high energy laser and ladar activities. The Senior Principled Systems Engineer’s responsibilities include being the lead architect of the system design, ensuring the technical performance of the system meets all system level requirements, leading the system engineering team on the program, being the technical interface to the customer, and providing input to the greater engineering team on the program. The Senior Principled Systems Engineer will interact frequently with Program Managers, Product Owners, Program Chief Engineers, and Program IPTLs to ensure that the system shall meet all external technical performance requirements and has adequate subsystem requirements allocation to complete the design. For specific programs the Senior Principled Systems Engineer shall be the Lead Systems Engineer and/or the Systems IPTL. The Senior Principled Systems Engineer will need to be an effective communicator, leader, and decision maker. The Active EO Technologies (AEO) System Engineering group provides laser systems engineering capabilities in support of multiple programs. Responsibilities include developing laser system requirements, laser system performance analysis and modeling, and laser system Concept of Operations development in complex environments. Responsibilities also include domain knowledge of Electrical, Mechanical, Power, Thermal, and Beam Director/Beam Control subsystems in relation to laser/ladar systems. The Electro-Optical System Design Department is an organization of approximately 130 systems engineering leaders, located in El Segundo and San Diego, CA, Arlington, VA and Port Jefferson, NY. The department’s charter is provide system engineering, performance modeling/simulation and project leadership primarily for electro-optical products and technology. Department staff supports three SAS Mission Areas: Space Systems; Intelligence Surveillance and Reconnaissance Systems; and Advanced Concepts and Technology. Required Skills: At least 8+ years of experience in an Aerospace and Defense Company or related industry in an engineering role. Experience with laser system development modeling and simulation including laser radiometry calculations, laser development requirements, and/or atmospheric turbulence modeling Experience in electro-optical sensors/systems in the areas of requirements and architecture development, system design, system trades, requirement allocation, and requirement verification Expe rience with software tools such as Matlab, Simulink, Mathcad, Mathematica or other computer aided engineering tools Experience multi-tasking in a dynamic environment with changing priorities Experience working within a team and as an individual contributor Experience synthesizing and presenting complex technical concepts and information effectively Must have an active DoD Secret Clearance U.S. Citizenship status is required as this position needs an active U.S. Security Clearance as of day one of employment. Desired Skills: Proficiency with scientific computing environments, models, and/or simulations such as the following: MATLAB Experience in Nonlinear Photonics, Fiber Optic System Design, High Energy Laser Systems, Coherent Ladar Systems, EO/IR Sensors, Active EO Sources, Laser Propagation/Atmospheric Turbulence, and/or System of Systems Experience in laser efficacy, platform integration, beam director design, beam control design, weapon control design, laser safety, system safety considerations, control system design, laser system design, and laser weapon system ruggedness; detailed knowledge of detailed weapon systems to understand how changes in one part of a system impact the rest of the laser weapon system; and system and subsystem activation, testing, and troubleshooting experience. Experience with systems architecture and familiar with various industry frameworks (e.g. Zachman, TOGAF, DoDAF, RCAP) Experience writing proposals and authoring technical volumes. Strong leadership presence and influence Experience establishing and maintaining working relationship with all levels of the organization, including customers, users, and other peer groups Domain expertise in military development and procurement programs, capabilities, etc. Excellent written and oral communication skills, including presentation skills and negotiation skills Required Education: Bachelor's of Science (B.S.) degree in Engineering, Physics, Optics, Math or related discipline 108213
Raytheon is an Equal Opportunity/Affirmative Action employer. All qualified applicants will receive consideration for employment without regard to race, color, religion, creed, sex, sexual orientation, gender identity, national origin, disability, or protected Veteran status.


Mars Two (USA | 2016, 3 min)
Directed by: Robin Deary
An animated short film of a 90's television infomercial parody about a one way trip to Mars gone horribly wrong. Mars Two features a colorful cast of pioneers who share their testimonials with aspiring voyageurs, highlighting the many wonders of the Red Rock Planet; however, Mars doesn't seem to be all that it's cracked up to be. From apocalyptic weather to hostile vegetation, this 'land of enchantment, wonder and serenity' turns out to be quite contrary to what's being promoted. Enduring through disaster after disaster, the cast tries their best to maintain their optimistic composure as the Martian planet quickly descends into catastrophic annihilation.


REFORM demonstrates the joys of engineering at RAF Scampton
23 September 2014
REFORM was invited to the RAF Scampton to celebrate the 50th display season of the Red Arrows. The Red Arrows held a science, technology, engineering and maths (STEM) event to encourage the next generation of engineers. REFORM brought along results from the project to demonstrate its benefits and held a racing competition, where teams learnt about design, material choice and the impact of different power sources.
The event featured on the BBC news program, Look North. Sharp-eyed viewers could spot the REFORM banner at ~18:44.


Arthur Barriault graduated from Embry-Riddle Aeronautical University in Prescott, AZ with a BS in Space Physics in 2016. He is in his second year as a PhD student in Aerospace Engineering Sciences, focusing in Bioastronautics at the University of Colorado - Boulder. In his current research, he hopes to develop and validate new methods of non-invasive monitoring of Intracranial Pressure (ICP) to help NASA determine the cause of Spaceflight Associated Neuro-ocular Syndrome (SANS) in astronauts. He currently works as a research assistant at BioServe Space Technologies, helping design, build, test, and integrate scientific payloads for research aboard the International Space Station (ISS). His primary focus is the development of "Kidney on a Chip", a project launching in February 2019 to study the effects of microgravity on kidney cells.
While an undergraduate, he focused on electromagnetism and its use in space propulsion. Before moving to Colorado, he spent a year at NASA's Jet Propulsion Laboratory (JPL) working on various projects supporting the development of a next generation Hall Effect Thruster, including: determination of Hall thruster erosion rates, vacuum facility testing, and the development of in-situ diagnostic tools.


ElevonX is a manufacturer of professional-grade UAV platforms. Our modular UAV platform SkyEye can be configured in four different variants to meet customer-specific demands. The main focus of our development is aimed at VTOL type of fixed-wing UAVs as this combination gives the ease-of-use of multi-copters with vertical takeoff and landing capabilities and performance of fixed-wing UAVs during horizontal flight.
The company offers its clients support in configuring and integrating the customized UAV into their workflow. Their modular UAV design in combination with knowledge of their team and rapid prototyping tools (CNC machining, 3D printing etc.) allows them to meet the specific demands of customers.


Born in 1953 in Warsaw. MSc. of Aviation Faculty of Warsaw Institute of Technology and PhD candidate in Thermodynamics. Graduated as film director form Lodz Film School in 1986, traveled to China to become assistant of Bernardo Bertolucci during production of The Last Emperor on location in The Forbidden City in Beijing.
In 1989 set up one of the first independent film production companies in Poland. In 1990/91 produced and directed a 50 min. documentary for popular BBC2 series Bookmark about Polish Science Fiction writer Stanislaw Lem. The film was awarded the first prize on the International Festival of the Films on Art, Montreal 1994.
Series of educational programs about Space „Ad Astra” was presented to the Pope Paul II during the seminar on philosophical and religious aspects of contemporary science in Castel Gandolfo, August 97.
From 1994 to date a film director and independent producer, author of more than 200 films and programs, mostly about exploration of Space, history of aviation and philosophical and ethical aspects of modern science.
Author of the pioneer in the World Series of programs converting Internet and television broadcasted by Polish Television in 1995.
Producer of live coverage of landing of space robots on Mars and Titan.
In February 2010 produced a Chopin concert in space on board of STS-130 Endeavour during the mission to the International Space Station. Producer and director of documentary film Chopin 2010 – The Space Concert on the occasion of 200th. anniversary of Chopin birth.
Author and producer of popular educational awareness campaigns promoting protection of natural environment, responsibility and ethics in science, healthy style of life and popularization of sport and Olympic values among young generation.
Passionate about aviation and Space exploration. In the years 2003-2005 vice president of CASI – International Air Sport Commission of FAI, member of Polish Aviation Council.


Ever wondered what it might look like chasing after someone riding downhill on their mountain bike from a drone’s perspective?
Well, you don’t have to wonder anymore as someone has done it.
Having an extreme sport such as downhill mountain biking where there is a lot of weaving between tree’s, jumps and constant crash hazards seemed like the last place for a drone. But thanks to a few crazy souls who were happy to brave the potential destruction of their drone we now have proof that it is possible.
And let's just say, the angle is amazing. Click To Tweet
Using a small Lux v2 racing quadcopter drone you get the first person view of chasing after a mountain biker at high speed. The biker performs some jumps which with the addition of slow motion makes the video really outstanding.
At one point the drone does hit the dirt but doesn’t seemed fazed at all from the bump and continues the chase.
All credit definitely goes to the drone pilot in this one as just the thought of having to keep up with the biker makes me quite nervous. Especially considering that I have already lost a drone and crashed it multiple times.
So I guess the question is, if people are now able to fly drone’s in such confined spaces, what will the future of drone footage look like taking into account future technology advancements.
All I can think of is that we are definitely coming into an age where everyone will be able to take breathtaking footage no matter where they are. That actually has me pumped.
If you are a drone pilot and have similar footage we would be super excited to check it out. You can leave a message in the comments below and while you’re there don’t forget to like mendooutdoors on facebook and share this article.


Nasa’s NEOWISE spacecraft spots “potentially hazardous” never before seen asteroid
Nasa’s newly reactivated asteroid hunting space telescope has spotted its first potentially hazardous space rock.
The new asteroid is the first discovery by the Near-Earth Object Wide-field Infrared Survey Explorer (NEOWISE) since the spacecraft came out of hibernation last year.
The rock, named 2013 YP139, is approximately 27 million miles away from Earth and is estimated to be 0.4 miles in diameter. It’s infrared signature suggests the asteroid is extremely dark, like a piece of coal.
It has also been classified as a potentially hazardous near Earth object as its orbit suggests it could pose a risk. Nasa believes that the impact of an asteroid any larger than half a mile in diameter could have “worldwide effects”.
The Chelyabinsk meteor which entered Earth’s atmosphere over Russia last year and injured 1,500 people was only 55-65 feet in size.
The 2013 YP139 circles the sun in an elliptical orbit that is tilted to the plane of our solar system.
It is possible that its orbit will bring it as close as 300,000 miles from Earth, slightly more than the distance to the moon.
NEOWISE’s role is to assist NASA’s efforts to identify potentially hazardous near-Earth objects (NEOs).
The spacecraft will also help in characterising previously detected asteroids that may now be considered potential targets for future exploration missions.
During its primary mission, which was to scan the entire sky in infrared light, the spacecraft discovered more than 34,000 asteroids in 2010 and early 2011.
It was then placed into hibernation for 31 months after it had completed its primary mission.
Last year it was reactivated to search specifically for near Earth objects.
Some of the objects about which NEOWISE will be collecting data could become candidates for Nasa’s asteroid initiative, which will be the first mission to identify, capture and relocate an asteroid for astronauts to explore.
Nasa hopes that it will help protect Earth and help achieve their goal of sending humans to an asteroid by 2025.
The observations made by NEOWISE will be sent to the clearing house for solar system bodies to determine the orbit of each asteroid and comet if the object is not known.
Amy Mainzer, the mission’s principal investigator said: “We are delighted to get back to finding and characterising asteroids and comets, especially those that come into Earth’s neighbourhood,”
Learn more here


Volunters wanted to help Kingston aviation festival fly
Volunteers are needed to help the upcoming aviation festival take off.
The Kingston Aviation Festival, which runs in the Market Place between June 2 and 5, will celebrate 100 years since Tommy Sopwith set up his first factory in the borough in 1912.
Displays, models, original paintings, photographs and exciting visual displays will be on offer, as well as the star attraction, a Sopwith Camel WW1 fighter aircraft.
If you can spare a half day or more over the event weekend, volunteers are needed in various roles including stewards in the exhibitions.
For more information e-mail email@example.com or call 020 8546 2715.


Back in March at 0800 hours saw us assemble in the library for distribution of five space credits by Commander Turner and his crew. Half an hour later we were off, heading south for the National Space Centre in Leicester. Cosmonaut Segal led the mission into the space centre, weaving our way past crocodiles of schoolchildren who had not yet broken up for Easter. The cosmonaut negotiated free entry into a film heading across the cosmos at 13.50 hours, but before that, we were free to wander and learn. First of all, though, came the distribution of crisps and other space rations for the space cadets. We discovered that weightlessness had its drawbacks and was not necessarily good for us before entering a simulator which bumped us on a journey to one of Saturn's moons Astronaut Squires had a rough ride at times as she led the mission from the front.
We found ourselves next to American, Russian, European and even British rockets as we pushed further into the centre. Displays from the early days of space exploration were everywhere with pictures of Yuri Gagarin, Valentina Tereshkova, Neil Armstrong and Buzz Aldrin looking down at us.
Some of us are old enough to remember the space race in the Sixties, but space cadets were introduced to a timeline showing events like the birth of J.K. Rowling which were happening on Earth at the same time. Several members of the mission used the space centre's facilities to record a weather forecast for the nation using satellite technology. The cadets were introduced to the first Doctor Who, a spin-off of time and space.
From time to time the astronauts would meet for a pit stop in the Soyuz Lounge for more space rations eaten under the watchful eye of Cosmonaut Segal. We witnessed the death of stars and wondered at the size of our own star the sun before visiting a variety of planets and even saw some moon rock before gathering outside the Sir Patrick Moore Planetarium for an out of this world film experience where we rose and fell as we travelled across the universe to ever further destinations in deep space.
1700 hours found us landing in Stainforth and docking in the library with extra-terrestrial travel firmly under our belts, and our horizons widened immensely. Speculation was rife on the voyage home as to which cadet would be first on the next journey into space.


Date of release: Tuesday, April 11, 2017
Research by the University of Greenwich has explained for the first time why 55 people lost their lives when fire swept through British Airtours flight 28M.
Professor Ed Galea, Group Director, says: "Our analysis has significant implications for aviation safety today. We found the number of fatalities could have been reduced by 87 per cent had the forward right exit not malfunctioned, and by 36 per cent had the right over-wing exit been opened without delay."
The group coupled fire and evacuation computer simulations to reconstruct what happened from the moment engine failure damaged fuel lines and a fuel tank, resulting in a large external fire. Pilots aborted take-off and came off the runway at Manchester Airport, unfortunately turning the aircraft into the wind which allowed smoke and flames to engulf it.
Professor Galea, who began his career in fire safety engineering in 1985 researching the same incident, has developed world-leading modelling software in both fire dynamics and human behaviour in evacuation scenarios with his team at FSEG. Thirty years on, he has been able to couple the two and solve the mysteries surrounding the fire.
He says: "This was a pivotal incident that changed the course of aviation safety around the world. It was instrumental in improving aircraft evacuation procedures, cabin layout, cabin interior materials and aircraft operations. But no-one knew how significant the delays in opening the doors were, how wind speed and direction affected the fire, or what the potential benefit offered by modern cabin materials would have been."
A key finding of the report is that a cabin crew member must be available at each floor-level exit who can open it within seconds. In the Manchester Airport incident, there was effectively only one crew member available to open both front doors, one of which had malfunctioned. A second crew member, also located in the forward position beside the exits, was engaged in holding back the passengers allowing her colleague to eventually open both exits.
In the event it took 25 seconds to open one and 70 seconds to open the second, much longer than the normal time in aviation industry evacuation certification trials of under ten seconds.
The peer-reviewed journal paper also says it is essential that passengers seated by the manually-operated overwing exits know how to open them. In the Manchester incident the passenger next to the wing door struggled to get it open; eventually another passenger leaned over and opened it after 45 seconds. In industry standard certification trials, these exits are normally opened by passengers within 12 seconds.
The FSEG simulations demonstrated that these few seconds' delay in opening the three viable exits directly resulted in the large loss of life. Had the exits opened in the time achieved in certification trials it is likely that all the passengers would have been able to safely evacuate.
Professor Galea says: "The Manchester incident demonstrates that during an aircraft fire, literally every second can make the difference between life and death. This is why it is essential to have well trained cabin crew at each exit, why passengers seated beside overwing exits must be capable of opening them in seconds, and why passengers should not waste time retrieving luggage from overhead bins during an emergency evacuation."
The FSEG simulations also demonstrated that it would only take a relatively light wind of 1.5 m/s (metres per second) to cause the external ﬁre plume to lean onto the fuselage as it did that day, with the capability to burn through the fuselages.
On the day of the incident, the wind speed, while low at around 3.0 m/s, was much greater than the critical wind speed. The report says the position of the aircraft in relation to wind direction is critically important: "Aircrew should be advised to position the aircraft most beneﬁcially against the wind in the event of a ground ﬁre."
In the Manchester incident, fire burned through the fuselage in about 75 seconds. Simulations show that a delay of only a further 50 seconds could, potentially, have allowed all the passengers to escape. In 1985, the insulation materials typically used inside the cabin's aluminium skin had a "burn-through resistance" of around 52-96 seconds.
New generation insulation materials have a signiﬁcantly improved resistance with burn-through times of between four and eight minutes. The research shows that the use of such insulation would have saved the Manchester victims.
The paper describes how FSEG has developed two key pieces of software: SMARTFIRE, which uses advanced CFD (Computational Fluid Dynamics) fire simulation with pool fire and combustion models, and airEXODUS, an advanced evacuation simulation tool. It was the coupling of these two programmes which enabled the analysis of the Manchester Airport fire.
The full citation for the paper is: Galea E.R., Wang Z., and Jia F., NUMERICAL INVESTIGATION OF THE FATAL 1985 MANCHESTER AIRPORT B737 FIRE, Aeronautical Journal, Vol 121, Number 1237, pp 287-319, 2017.
Picture: Professor Ed Galea.


Technical Conditions/ Requirements Pertaining to Air Safety and Standards Regulating Air Operation
4-a. Compliance with provisions, requirements and instructions stated in the Saudi Aeronautical Information Publication (AIP) and the relevant amendments and periodical updates particularly Parts GEN 1.2. In addition to the filing of the operation specification in accordance to PCA/FAR Part 129 and adhering to other relevant agreements.
4-b. Filing of Form PCA-ASSD 110-1 including all documents listed on the back of this form. In addition to these documents a copy of the aircraft noise certificate, the radio license and the operation specifications issued to the operator by his state CAA, should also be submitted. The form and the related documents will be assessed and processed for approval as part of the operation clearance requirements. This form can be obtained from the Air Transport Department, Aviation Standards and Safety Department (ASSD) or by visiting PCA website. The form and related documents have to be submitted for each aircraft. A copy of the approved form must be carried on board the aircraft.
4-c. Form PCA-ASSD 110-1 and the documents listed on the back must be submitted to PCA ASSD no later than the first of Sha'aban 1426H (5 September 2005). The package will be reviewed by ASSD and the applicant will be informed of any missing documents within two weeks of receiving the complete package. The applicant must submit the missing documents within two weeks to ASSD to maintain his priority in processing the application.
4-d. The aircraft must satisfy the airworthiness requirements of PCA/FAR Part 129 and all the requirements of the International Civil Aviation Organization Annex 6, Volume 1. As a minimum the aircraft must have the following equipment:
- Flight data and cockpit voice recorders.
- Airborne Collision Avoidance System (ACAS/TCAS).
- Wind shear warning.
- Reinforced cockpit door.
- Enhanced Ground Proximity Warning System (EGPWS/TAWS).
4-e. The operator, after obtaining the approval for operations, shall coordinate with ASSD to determine a suitable time and location for aircraft inspection by PCA-ASSD staff based on the availability of the aircraft. The operator shall be responsible for the transportation and daily allowance costs associated with this inspection in accordance to the AIP Paragraph GEN 4.3-2.4.2.b.
4-f. In addition to the above-mentioned inspections prior to arrival to the Kingdom, a randomly selected aircraft shall be subject to further safety inspection upon arrival. Further to the obligations mentioned in Article 33 of the Chicago Convention, the purpose of these inspections is to verify the validity of the relevant aircraft documentation, licensing of its flight crew, aircraft equipment and that the condition of the aircraft conforms to the current standards and all previous inspection findings have been rectified. When an urgent action is essential for the safety of the aircraft operation, PCA will immediately suspend the operating authorization of the aircraft until a corrective action is taken. Violation of the airworthiness or operating requirements will be subject to fines according to the PCA approved table of sanctions.
4-g. Each pilot must be familiar with applicable rules, navigational and communication facilities, air traffic control and the Kingdom's AIP. The pilot should be able to communicate in the English language.
- Application Requirements
- Flight Scheduling and Slot Allocation Procedures
- Technical Measures and Conditions Governing Air Operations Applied on all Flights
- Important PCA Requirements
- Additional Technical Conditions Applicable to Air Carriers Operating Only Hajj Charter Flights
- General Terms and Conditions
- Penalties for Violation
Main reference point:


Working with the Wisconsin Department of Transportation, Bureau of Aeronautics, SEWRPC has been engaged in regional airport system planning since the mid-1970s. The first generation regional airport system plan was adopted by SEWRPC in 1976. A second generation plan was initially adopted in 1987 and comprehensively amended in 1996. That plan is found in SEWRPC Planning Report No. 38, A Regional Airport System Plan for Southeastern Wisconsin: 2010, 2nd Edition, November 1996.
The plan recommends that a system of 11 public-use airports be maintained to meet the commercial, business, personal, and military aviation needs of the Region. These 11 airports are General Mitchell International Airport, John H. Batten Field, Kenosha Regional Airport, Waukesha County-Crites Field, West Bend Municipal Airport, East Troy Municipal Airport, Hartford Municipal Airport, Lawrence, J. Timmerman Airport, Burlington Municipal Airport, Capitol Airport, and Sylvania Airport. All 11 of these airports are well established, are currently open for use by the general public, and accommodate significant numbers of aircraft operations. Eight of these 11 airports are publicly owned. The remaining three airports in the system, Capitol Airport, John H. Batten Field, and Sylvania Airport, are privately owned. The plan recommends that public action be taken to acquire these three privately owned airports only if and when their operation as public-use airports is proposed to be discontinued. The plan recognizes that other privately owned public-use airports in addition to these 11 essential airports may continue to operate within the Region, and thus serve portions of the regional aviation demand. The plan neither recommends the closure of any of these additional airports nor relies upon their continued existence. Forecast trends in airport activity within southeastern Wisconsin were updated to the year 2030 and are documented in SEWRPC Memorandum Report 133, Review and Update of Regional Airport System Plan Forecasts, August 2004.
SEWRPC activities in aviation planning are limited at the present time to monitoring trends in the level of aviation activity in the Region.


Most nations' typically use tail codes and serial numbers. Article 20 of the Chicago Convention on International Civil Aviation requires that all signatory countries register aircraft over a certain weight with a national aviation authority. British Civil Aircraft Registers 1919-1978. The registration often denotes the aircraft type and maker. Due to the large numbers of aircraft registered in the United States an alpha-numeric system is used. All aircraft registered there have a number starting with N.
The next time when you leave Johannesburg after your visit to South Africa, just take a moment to think about the fuel on-board the plane you are taking. Archived from on 2 January 2011. The first batch of this new type of fuel which contains up to 50% of synthetic fuel mixed with conventional crude oil was approved on 22 February 1999 and is in use at Oliver Tambo Airport from that time. Others like the Airbus A300 and Concord followed. The world had change a lot politically around 1991 with the downfall of communism. An alphanumeric system is used because of the large numbers of aircraft registered in the United States. These registration numbers are painted on the back of aircraft near the tail in the same area where you will usually found the manufacturer's name and model if it is a large commercial jet and therefore this code is sometimes referred to in the aviation industry as a tail number.
But what if it belongs to one of the many private airlines or is owned privately? Therefore, it is registered in South-Africa. On 19 April 1952 this golden runway greeted a very special guest to South Africa when a prototype of the world's first commercial passenger jet aircraft, the de Havilland Comet touched down on it. So there you have it! This flight was a result of 14 years of research by South African-based company Sasol and the main ingredient of this fuel was coal. In this article, we will go… Have you ever wondered how different countries handle flights, aircraft re-registration, and other regulations? This additional letter is not actually part of the aircraft identification e. Smaller countries had to share a single letter prefix, but were allocated exclusive use of the first letter of the suffix.
Therefore, I have also listed this index the other way around. Leicester, England: Midland Counties Publications. Tail or n-numbers form part of an interesting international aircraft registration system. The city has a long history of gold mining since the 1880's. Depending on the country of registration, this suffix is a numeric or alphanumeric code and consists of one to five digits or characters respectively. In some instances, it may be sufficient to simply display the suffix letters, with the country prefix omitted. When this happens it is usually the case that aircraft will be re-registered into the new series retaining as much of the suffix as is possible.
Actions like aircraft reregistration or plane change of address are taxed, but there are several distinct qualities for all types of aviation taxes. The agreement stipulated that the nationality marks were to be followed by a hyphen then a group of four letters that must include a vowel and for the convention Y was considered to be a vowel. This yields a total of 915,399 possible registration numbers in the , though certain combinations are reserved either for government use or for other special purposes. Also, after initial contact is made with an aircraft control site, only the last two or three characters are typically used. Sasol has a 60-year history in the development of synthetic fuels. This is because these aircraft are taxed more then locally produced ones, when it is registered in the Russian Federation. Depending on the country of registration, this suffix is a numeric or alphanumeric code, and consists of one to five characters.
In the United States, the prefix and suffix are painted without a dash. It was also visited a few years back by a prototype Airbus A380. You need to register free to use the database. Each alphabetic character in the suffix can have one of 24 discrete values, while each numeric digit can be one of 10, except the first, which can take on only nine values. Aircraft are also a form of property, so they fall under the property tax. Did you ever stand on an airport and wonder from which countries all the planes came? Article 20 of the Convention on International Civil Aviation Chicago Convention , signed in 1944, requires that all aircraft engaged in international air navigation bears its appropriate nationality and registration marks.
Earl Shilton: Midland Counties Publications. The comp number or the trigraph is usually the most visible marking on a British glider. I am busy to investigate this claim, and will update this website about aircraft registration codes if it seems to be true. This yields a total of 915,399 possible registration numbers in the name-space, though certain combinations are reserved either for government use or for other special purposes. This yields a total of 915,399 possible registration numbers in the name-space, though certain combinations are reserved either for government use or for other special purposes. The principle of registering and externally marking aircraft had been agreed upon in 1910 at an international convention in Paris and a draft Air Navigation Order had been prepared in 1911, but was not put into force before the. You might say that you have some money in your piggy-bank and that you want to buy an aircraft.
Aircraft which were build before this time and which are still in service in the areas of the world that had gone though these changes received differed registration numbers which now begin with the prefix of the new country. Annex 7 to the Convention on International Civil Aviation describes the definitions, location, and measurement of nationality and registration marks. The Isle of Man is not a entity in international law. This can be because the aircraft changes ownership, of registration, or in some cases for vanity reasons. This additional letter is not actually part of the aircraft identification e. New countries were born while others were no more.


Home / Copter Drones
This drone is a reusable hexacopter with an attack range of 6 km (total range of 12 km) that can kill tanks, because it has the ability to carry and drop cargo. The carrying capacity of the drone is 2-3 kg. The drones are "modular" and use updated controls and GPS that are better able to withstand radio-electronic interference. If communication is lost, the drone can "return home" without GPS. The drone is upgradeable, and future features are planned for better targeting and improved radio communications. A cheap thermal imaging camera is currently being tested.
This drone was developed according to a special technical task from the military to carry a large load. Its carrying capacity is 10-20 kg. It is possible to drop the cargo. This UAV uses the most advanced radio and video communication systems for the most reliable flight. You can also attach a thermal camera to it.
an adaptation for commercial drones which gives them ability to carry and drop projectiles or other cargo
a wing UAV used for reconnaissance with up to 40 km range
Night Vision System
an inexpensive adaptation that mounts on a vehicle and allows you to drive with the lights off to reduce the risk of being spotted at night


The aerospace industry is a highly dynamic field requiring an ability to adapt and change quickly in response to shifts in demand from consumers. And ever since the start of the pandemic, the industry has seen an even greater need for quick adaptations.
From changes in consumer habits to fluctuating fuel prices, the aerospace industry faces many challenges on a regular basis.
In this blog post, we’ll explore the exciting world of aerospace manufacturing, and how this industry is keeping pace with changing times by having and pushing for innovation, and rising with the demand of creativity and resiliency.
The Fast-Paced and Ever-Changing Aerospace Industry
For those interested in a fast-paced and always challenging career, aerospace manufacturing is an excellent choice. This industry prides itself on the development of highly advanced technologies made to withstand the demands of space travel.
An aerospace manufacturer might design and build anything from fighter jets to spacecraft, using advanced materials and cutting-edge manufacturing processes. With the growing interest in space tourism, we are already seeing how the aerospace industry is expanding and adapting to a new market.
The challenge with the aerospace industry, though, is that it is highly cyclical, with boom and bust periods presenting unique challenges in terms of demand. That said, it is a rewarding field to be in, as the ever-changing and high stakes environment keeps many people engaged and motivated.
As the Reuters article cited earlier explains, airlines in the US have already been forced to change the way they think about consumer habits to keep up with demand post-pandemic. “We had a lot of stability pre-pandemic,” Delta President Glen Hauenstein said. “We’re adjusting here into what I would call a new normal.”
In conclusion, the aerospace industry has always been an exciting and dynamic field. It requires innovation, creativity, and resiliency, given the ever-changing nature of the field.
With increasing interest in sustainable aviation, robotics, and space tourism on the horizon, this is an excellent time to explore a career in aerospace manufacturing. It’s a challenging yet rewarding career path.
If you’re looking for a great, local place to start your career in aerospace manufacturing, be sure to check out the open positions here at Auto-Valve, Inc. in Dayton, OH. We will more than likely have a position that is perfect (and exciting) for you!


Mr. Fisher has been a student of commercial drone piloting since 2019. The FAA requires Unmanned Aircraft System (UAS) pilots to maintain a Part 107 license to fly these aircraft for any reason other than recreation. Need to inspect your roof? That's not recreation. An aerial photograph of your home to help sell it? That's not recreation, either.
While flying an aircraft takes a particular set of skills, those skills have little to do with photography. The view is great from up there, but that doesn't mean the pilot knows how to best frame the shot or work the aircraft's camera professionally. We have three different aircraft to cover a variety of different jobs.
Here is a sampling of both artistic and commercial photography shots by Mr. Fisher's UAS.


+44 (1223) 979580     firstname.lastname@example.org
Charger ETFE Cable Tail
£15.00 ex VAT
ETFE unterminated tail for fixed installation, 1m long.
ETFE cable tail for fixed installation, consisting of 20AWG aircraft grade ETFE. One end is installed with a crimped connector for the charger, and the other end is unterminated, 1m long.
Cable spec: Dual wall Airframe construction of type 55® wire as used on numerous aircraft programmes.


U.S. Fighter Modernization: An Alternative Approach
Buy fewer next-generation planes, upgrade existing ones, and make money available to better prepare for emerging challenges.
During the next few decades, the Air Force, Navy, and Marine Corps plan to buy three new types of fighters, some 3,700 aircraft altogether, at a cost likely to reach nearly $340 billion. These plans are almost certainly unaffordable. Worse yet, even if fully implemented, they may leave the U.S. military ill-prepared to meet the very different and, compared to today, far more serious challenges that are likely to emerge 10 to 20 years from now. Fortunately, there is a more affordable approach that would allow the United States to meet its near-term security requirements as well as to better prepare itself for meeting long-term challenges. It would combine purchases of a smaller number of next-generation fighters with continued purchases of new or upgraded current-generation aircraft and modest cuts in the number of fighter wings. It would also defer production of one of the new fighters for at least five years. Not only would this approach be more affordable, it would be wiser.
The three new fighters the services plan to buy are the F/A-18E/F, the F-22, and the Joint Strike Fighter (JSF). The Navy’s F/A-18E/F, which began to be produced in fiscal year (FY) 1997, is intended to replace earlier F/A-18 models in the fighter/ground attack role and the A-6 in the deep interdiction role. The Navy plans to buy at least 548 of these aircraft. The Air Force plans to buy 333 F-22s to replace the F-15 air superiority fighter. Congress provided funding for the first two F-22s in FY 1999. Prototypes for the JSF are currently being developed in a competition between the Boeing Corporation and the Lockheed Martin Corporation, with plans for a family of 2,852 relatively low-cost aircraft to be used by all three services. Production is scheduled to begin around FY 2005.
The three new fighters would have impressive capabilities. The F/A-18E/F is a substantially upgraded version of the F/A-18C fighter. Both are designed to carry out air-to-air combat and ground attack missions, but the F/A-18E/F has a longer fuselage, larger wings, and a more powerful engine than the C version. It will also have greater range and payload capacity.
Unlike the F/A-18E/F, the F-22 is an entirely new aircraft. Its airframe shape and materials are designed to absorb or deflect radar signals. These “stealth” technologies are intended to make the F-22 substantially less vulnerable to surface-to-air missiles and air defense artillery that depend on radar guidance. The F-22 will also be the first aircraft ever to have a supersonic cruise capability. Existing aircraft can achieve supersonic speeds only through the use of afterburners that greatly increase fuel consumption. In addition, the F-22 will have a range of advanced avionics, including a new radar and displays that will provide the pilot with a much improved picture of the battle space, including the type, location, speed, and direction of enemy aircraft and the type and location of enemy surface-to-air missile threats. Although designed primarily to clear the sky of enemy fighters, the Air Force claims that the F-22 will also have a significant air-to-ground capability.
The JSF would also be an entirely new aircraft. The three planned variants of this fighter would be substantially better in terms of stealthiness, maneuverability, and avionics than the aircraft they are intended to replace. The Air Force and Navy versions of the JSF would be conventional takeoff and landing aircraft, whereas the Marine Corps version–like today’s AV-8B–would have a short takeoff and vertical landing capability.
Are they affordable?
Unfortunately, the performance improvements of the three new fighters will come at a very high price. Altogether, the services plan to buy 3,733 of these aircraft at a cost estimated at $258 billion to $337 billion. (All figures in this article are expressed in FY 2000 dollars.) The lower estimate assumes that the services can meet their cost goals for each new system, whereas the higher estimate assumes that, consistent with historical experience, the new fighters will end up costing substantially more to produce. About $39 billion has already been spent on these programs.
If the military’s unit-cost goals can be achieved, an average of $7.3 billion a year in procurement funding would be required during the next 27 years to pay for these plans. On the other hand, if the higher estimates, generated by the Congressional Budget Office (CBO), turn out to be correct, an average of $10.1 billion annually would be needed. In either case, another $800 million to $900 million a year would be needed for R&D. Altogether, completing these three programs would require average acquisition budgets (procurement plus R&D) of $8.1 billion to $11.1 billion a year during the FY 20002026 period.
By historical standards, these next-generation fighters are very costly. Depending on how successful cost-control efforts are, each F-22 is projected to cost $105 million to $124 million to procure. By comparison, the average F-15 cost only about $48 million. Similarly, each F/A-18E/F is likely to cost $70 million to $74 million, compared to $46 million for earlier F/A-18A-D models and $58 million for the F-14. Finally, the unit procurement cost of the JSF is projected to range from $43 million to $65 million for the Air Force variant, from $52 million to $77 million for the Marine Corps’ version, and from $53 million to $78 million for the Navy’s version. By contrast, the Air Force’s current-generation F-16 fighters cost about $25 million each, the Marine Corps’ AV-8B costs about $35 million, and, as already noted, the Navy’s earlier model F/A-18s (some of which would also be replaced by F/A-E/Fs) cost $46 million each to produce. The R&D costs of these new systems are also much higher. For example, developing the F-22 has cost about three times as much as developing the F-15.
It is extremely doubtful that the military’s modernization plans are affordable. In the past, fighter procurement has accounted for an average of about 4.6 percent of the Air Force’s budget and 3.6 percent of the Navy’s budget. If these shares are maintained in the future and the overall Department of Defense (DOD) budget stays flat in real inflation-adjusted terms at the level currently projected for FY 2005, the two services would have an average of about $7 billion a year available for fighter procurement during the FY 20002026 period. This is $300 million a year less than would be needed to pay for the administration’s procurement plans (even assuming that the military’s unit cost goals can be met) and $3.1 billion a year less than needed (assuming historical rates of cost growth). In addition, the services may find it difficult to fully fund the $800 million to $900 million a year required to complete R&D for the three aircraft.
As a result of the improved budget surplus projections made by CBO in early 2000, there is reason to believe that some additional funding will be provided for defense. However, the prospects for a major sustained increase that would include sufficient funding for the three fighter programs appear dim. The administration and Congress have placed higher priority on other policy goals. Likewise, it seems doubtful that the services would be able to shift sufficient funding from elsewhere in their budgets to pay for the three new fighters, because other major modernization projects are competing for their resources. If history is any guide, it is also likely that operation and support costs–military pay, operations and maintenance, family housing, and military construction–will grow in the future. In that case, the military may be hard pressed to provide even its historical share of funding for fighter modernization.
Reasons for constraint
There are a variety of reasons why the military’s current fighter modernization plans are unnecessary. First, the U.S. fighter force today is far superior to all of its potential adversaries, both in numbers and capabilities. Iran, Iraq, and North Korea have a combined total of only about 1,200 aircraft. Moreover, according to CBO, about three-quarters of these are first- and second-generation aircraft, most of which are based on 1950s designs. Most of China’s existing 2,500 fighters are first- and second-generation fighters. By 2005, China is expected to have only about 400 third-generation fighters and fewer than 100 fourth-generation fighters, which are based on designs from the 1970s or 1980s. By contrast, all current U.S. fighters are fourth-generation aircraft. In addition, the delivery of combat aircraft to developing countries dropped from an average of 578 per year in the 19831985 period to 237 per year in the 19951998 period, which suggests that the average age of Third World fighter fleets is increasing substantially.
Countries may also be modernizing their ground-based air defense forces less rapidly than they did during the Cold War. According to some reports, deliveries of surface-to-air missiles to developing countries fell from an average of about 5,500 per year in the mid-1980s to about 1,900 per year in the mid-1990s. Indeed, the value of all major arms deliveries to the developing world declined by about 50 percent between 1986 and 1998.
Overall, this information does not provide a complete picture of likely future threats to U.S. fighters. It is possible, for instance, that potential adversaries are making or will make significant modifications and upgrades to existing aircraft and surface-to-air missiles. Nevertheless, it appears that DOD could safely take a slower approach to fighter modernization and maintain smaller tactical air forces than are currently planned.
The ability to upgrade existing U.S. aircraft substantially at a reasonable cost also provides a compelling reason for going slower on modernization. Under current plans, the Air Force estimates that the average age of its fighter fleet will increase from about 12.5 years today to about 19.5 years in FY 2011 and then fall to about 18 years in FY 2015. Similarly, the Navy and Marine Corps estimate that the average age of their fighter forces will increase from 11.5 years today to 15 years in FY 2009 and then drop to 12.5 years in FY 2015. As aircraft age, they may develop structural and other problems, resulting in higher operation and support costs. However, it may be possible to avoid much of this cost growth if substantial funding is invested in a timely manner in modifying and upgrading existing aircraft. Indeed, many of the most important strides in fighter technology today involve improvements in avionics, which can often be retrofitted into existing aircraft.
Another factor that could allow DOD to prudently reduce its fighter forces and take a slower modernization approach is the enormous expansion of U.S. precision-guided munitions (PGM) capabilities. About 35 percent of the munitions used by NATO during the war in Kosovo were PGMs, including 90 percent of those used in the initial phase of the air campaign. During the past few decades, DOD has bought about 122,000 air-to-surface PGMs and 4,000 sea-launched Tomahawk cruise missiles. During the next few years, it plans to convert 322 existing nuclear-capable air-launched cruise missiles to conventional versions of the missile, and to convert 624 older Tomahawks to the latest configuration.
The military also plans to buy large quantities of new kinds of PGMs. These include 88,000 Joint Direct Attack Munitions, a relatively inexpensive kit that can be attached to existing “dumb” bombs, and 24,000 Joint Standoff Weapons, a more expensive glide bomb. Both weapons will rely on information from DOD’s Global Positioning System satellite network for guidance and could be delivered from almost any combat aircraft. Finally, DOD plans to buy 2,400 air-launched Joint Air-to-Surface Standoff Missiles, with a 100-mile range, and 1,353 Tactical Tomahawks, a new and less costly version of that missile.
In addition, it is critical to remember that fighters are only one element of U.S. air power, and fighter modernization is only one element affecting the capabilities of fighter forces. Other factors include the superior training received by U.S. personnel, electronic jamming provided by EA-6B electronic warfare aircraft, the refueling capability provided by a large fleet of tanker aircraft, the targeting and intelligence information provided by an unmatched network of communications and intelligence systems, a large airlift fleet, and long-range bombers. The recent war in Kosovo demonstrated that many of these capabilities, especially electronic warfare and other specialized aircraft support assets, are in short supply. Because of the high cost of the three new fighters, pursuing modernization may leave insufficient funding to adequately provide for these capabilities or to maintain high levels of training in the future.
Finally, perhaps the biggest problem with the military’s current fighter modernization plans is that they may reduce the funding necessary to research and experiment with new kinds of forces that might be needed to supplement or displace more traditional forms of tactical air power 10 to 20 years from now. It is widely believed that we are in the midst of a revolution in military affairs that will significantly change the way wars are fought in the future. The driving forces behind this revolution are advances in technology, especially information technology, combined with potential changes in military organization and operational concepts. The services claim that their current fighter plans continue to make sense in light of the changes under way. However, much evidence suggests that a substantially different mix of capabilities will be needed to effectively employ air power in the future. For example, the proliferation of increasingly accurate ballistic and cruise missiles and the growing access of many countries to satellite imagery are likely to dramatically reduce the U.S. military’s access to forward bases and increase the dangers posed to U.S. aircraft carriers operating near coastal waters.
All of the above trends suggest that, rather than focusing almost exclusively on the very costly modernization of an already large and effective fleet of tactical combat aircraft, the United States should devote greater resources to developing a range of other capabilities that might be better able to carry out some missions traditionally performed by tactical air forces. These alternatives include missile-firing ships, such as converted Trident ballistic missile submarines; long-range bombers; extended-range PGMs; and unmanned combat aerial vehicles.
An alternative approach
The most reasonable approach to modernization would involve scaling back and slowing current plans. The United States should rely more heavily on current-generation systems and do so further into the future. This could be done either by buying the latest new production versions of current-generation aircraft or by extending the lives of existing aircraft of these types. The best option would be to rely on a combination of new production aircraft and modifications and upgrades.
As noted earlier, current-generation U.S. fighters are far less expensive than the three proposed next-generation fighters. Assuming historical rates of cost growth, the three new fighters will cost roughly 50 to 150 percent more to produce than the current-generation fighters they are intended to replace, depending on the specific aircraft. Yet current-generation fighters remain highly effective. Moreover, in many cases, the latest production versions are far more effective than earlier versions. For example, according to the Air Force, the latest F-16C/D fighters are as much as five times more effective than the earliest versions of the F-16. Thus, simply replacing existing current-generation fighters with the latest versions of those aircraft would ultimately lead to the fielding of significantly more capable air forces.
It should also be possible to incorporate many, though certainly not all, of the advances planned for next-generation fighters into current-generation aircraft. For example, it may be possible to make a variant of the F-15 that includes advanced, electronically scanned array radar and is modified to incorporate significant stealth characteristics.
An even more cost-effective option would be to extend the life of existing fighter aircraft. Modification and upgrade efforts can vary dramatically in terms of cost and effectiveness. Typically, efforts aimed simply at extending the lives of existing systems are relatively inexpensive whereas those aimed at not only extending their service lives but also significantly improving the system’s capabilities can be quite costly.
A relatively inexpensive modification effort involves the F-16 Mid Life Update program, now being pursued by several NATO countries. At a cost of about $5 million per aircraft, or less than 20 percent as much as a new F-16, existing fleets are being outfitted with new cockpits and avionics systems, including a new mission computer and radar upgrades. The program is expected to add at least 10 years to the life of the aircraft and perhaps as much as double their air-to-air combat capabilities.
An example of a more extensive and costly effort is the Marine Corps’ AV-8B remanufacturing program, in which 72 older AV-8B Harrier IIs are being outfitted with a new fuselage, engine, and avionics, including a new radar and a night-attack capability. The program is expected to add about 6,000 hours, or roughly 20 to 25 years, to the life of the aircraft. The Marine Corps says the upgraded Harriers will cost about 75 percent as much as new-production Harriers.
It should also be possible to extend the lives of F-15s, early model F/A-18s, and other current-generation aircraft. The House Defense Appropriations Subcommittee recently reported that, “service life data from the Air Force indicates that the F-15 can exceed 16,000 flying hours without major structural changes.” This equates to a service life of 50 years or more. Moreover, the subcommittee noted that F-15 combat capabilities could be “improved substantially with upgraded radars, jammers, and helmet-mounted targeting systems.” The subcommittee also concluded that for about $200,000 per aircraft, F-15s could be upgraded with a new datalink, which allows aircraft to share target information and, tests suggest, could lead to a fivefold improvement in air combat kill ratios.
Although current-generation fighters, especially when incorporating the latest advances, are likely to remain highly capable well into the 21st century, it would be prudent to purchase at least some next-generation fighters during the next decade. Buying 100 to 200 F-22s instead of the 333 currently planned would substantially improve the effectiveness of U.S. land-based tactical air forces and still yield significant savings as compared to the current plan. According to the Air Force, the 42 F-117 stealth fighters deployed to the Persian Gulf during the 1991 war proved highly effective in destroying many of the most critical and heavily defended targets in the first few days of the war and played an especially important role in the collapse of the Iraqi air defense system. Similarly, a force of 100 to 200 F-22s, supplemented with a formidable fleet of the latest F-15s, would be adequate to clear the skies of the most dangerous air-to-air threats that are likely to emerge during the next several decades. For similar reasons, the United States should buy about 200 to 300 F/A-18E/Fs instead of the 548 now planned.
For three key reasons, production of the JSF should be delayed for at least another five years. First, the United States would already have highly capable tactical air forces, especially if the military buys some F-22s and F/A-18E/Fs and procures a mix of new-production and remanufactured current-generation fighters. Second, buying any JSFs before F-22 and F/A-18E/F purchases are completed, as currently planned, would almost certainly prove unaffordable. At $153 billion to $223 billion, the JSF is by far the most costly of the planned new fighters. Third, and most important, a five-year delay would give the military time to develop and experiment with new kinds of technologies, such as unmanned combat aerial vehicles and Tomahawk-equipped submarines, as well as new force structures and operational concepts. These investments could prove critical to maintaining U.S. power projection capabilities over the long term, particularly given the increasing access of potential adversaries to ballistic and cruise missiles and satellite imagery.
In the short run, the JSF program should be turned into an extended technology development effort. If in five years or so it appears that this aircraft will be needed to counter future threats, then a decision could be made to proceed with full-scale development and eventual production beginning about 2010. On the other hand, if unmanned combat aerial vehicles and other new kinds of forces have proven themselves, or the threat posed to tactical air forces by ballistic and cruise missile proliferation has seriously eroded the value of such forces, it may make more sense to focus resources on producing and fielding these new kinds of forces.
In addition to scaling back the planned purchases of the F-22 and the F/A-18E/F and deferring the JSF for at least five years, it also makes sense to reduce the size of our tactical air forces. Even relatively modest cuts in the existing force structure of 20 Air Force fighter wings, 11 Navy carrier wings, and 4 Marine Corps air wings could yield significant savings. For example, cutting two Air Force fighter wings and one or two aircraft carriers (the ships plus their air wings) could yield more than $3 billion a year in savings over the long term.
To be sure, in the near term, force structure cuts of this magnitude would reduce the military’s ability to fight and quickly win two major theater wars nearly simultaneously–a current U.S. requirement–and to carry out a broad range of forward presence and contingency operations. However, the reduction in capabilities might be relatively modest. At worst, it would still leave the United States with a force capable of winning a single major regional war quickly and decisively, while assuming a defensive posture in the second theater, and would support a less extensive range of forward presence and contingency operations. Moreover, if these next-generation aircraft are as effective as the military claims they will be, it may eventually be possible to carry out even the current two-theater strategy with smaller air forces.
The major question facing the military’s fighter modernization program today is not whether the services should continue to invest in tactical air power. Even the approach outlined here would require spending $6 billion a year or more on modernization over the long term. Rather, the question is whether the military can develop an approach to modernization that is affordable as well as capable of providing at least a modest hedge against the possibility that warfare in 2010 or 2020 will turn out to look very different from the 1991 Gulf War or the 1999 war in Kosovo.
Steven M. Kosiak ([email protected]) is director of budget studies at the Center for Strategic and Budgetary Assessments in Washington, D.C.


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Air-ground radiotelephone service allows Commercial Mobile Radio Service (CMRS) providers to offer two-way voice, fax and data service for hire to subscribers in aircraft, in-flight or on the ground. The Commission currently licenses these systems by transmitter and site location, so service providers must apply for a license for each and every tower/base site.
Regulation of the service currently resides in Part 1 and Part 22 of the Code of Federal Regulations (CFR), Subtitle 47, on Telecommunications and may be researched or ordered through the Government Printing Office.
For forms and fee information, see Forms & Fees.
This service is not affected by the Paging Second Report and Order and FNPRM, WT Docket 96-18.
General Aviation Air-Ground systems may operate in the 454.675- 454.975 and 459.675- 459.975 MHz bands and provide service to private aircraft, i.e. small single engine craft and corporate jets. Stations operating on these channels must comply with the technical and operational requirements contained in the document, "Technical Reference, Air-ground Radiotelephone Automated Service (AGRAS), System Operation and Equipment Characteristics", dated April 12, 1985. This document is available from the FCC's copy contractor:
Best Copy and Printing, Inc.
445 12th S. S.W., Room CY-B402
Washington, DC 20554
Phone: (202) 488-5300, (800) 378-3160
Fax: (202) 488-3160
Commercial Aviation Air Ground systems may operate on 10 channel blocks in the 849- 851 and 894- 896 MHz bands and provide nationwide service to passengers aboard commercial aircraft, as well as to persons in general aviation or other aircraft, flying over North America. Some systems use analog or digital wireless technologies to connect to a base station on the ground and then to the public telephone system. Some systems have satellite calling capability as well, where the call is sent to an earth station instead of the base station. Currently, there are 3 licensed, operating systems.
Last reviewed/updated on 10/17/2005 .