Friday, June 20, 2008

J.A. AERO


J.A. AERO


Some companies simply buy and sell airplanes. Some take it higher. Every J.A. Aero aircraft - new or used - is offered with the confidence that comes from more than 35 years of award-winning sales, service and maintenance experience. We take great pride in continuing to raise the bar in quality standards and customer service throughout the aircraft industry. Many of our aircraft include cutting-edge technology and are customized with luxurious interior details. Others are simple, versatile corporate or family aircraft that make a perfect start for any aviation aficionado. At J.A. Aero, we are never satisfied with anything less than the best purchasing experience imaginable, which is why every step of the process is clear and complete before the next one begins. So, whether you're a first-time buyer or dedicated customer, our in-house sales staff will ensure the perfect match of form and function for you. You can be certain every J.A. Aero aircraft will perform to the highest industry standards, without compromise. The result is integrity reinforced by every satisfied customer. You'll recognize J.A. Aero by the satisfaction you feel.

Wednesday, June 18, 2008

OTR - 21 "Tochka

OTR - 21 "Tochka

The 9M79 "Tochka" short range ballistic missile complex was developed in 1972 and in 1973 it entered service in the Soviet armed forces with infantry and armored regiments. This complex is intended to defeat the most important enemy objects: nuclear strike means, missile launch positions, airfields, command posts, anti-aircraft units, artillery batteries, and other small size targets with a precision fire. This missile complex was designated by NATO as SS-21 "Scarab-A".
Complex carries one solid fuel, single stage missile with inertial guidance system. Missile is completed with a three type of warheads: nuclear with an adjustable power in 5 - 150 ktons, 480 kilograms weight high-explosive fragmentation, and cluster warhead.
Short range ballistic missile has a range of fire in 120 kilometers. Possible radial deflection from the target is only 10 meters. Recently "Tochka" missile complex has a greatest range of fire among all field artillery and infantry missile systems used in the Russian army.
The "Scarab" is based on a mobile ZIL-375 6-wheeled launching vehicle. This vehicle has a road speed in 60 km/h and fords water obstacles with the speed in 10 km/h.
Improved variant of "Tochka" is designated as 9M79M1 "Tochka-U" (SS-21 "Scarab-B").

Thursday, June 12, 2008

Club One Air



The Fractional Ownership Program of Club One Air, is India's first. It aims to give corporate India its very own premier airline for the exclusive use of its owners.
Promoted by a group of pioneering entrepreneurs, Club One Air is managed by professionals with extensive aviation experience. In its three year projections and planning, Club One Air plans to have a fleet of 10 aircraft in each metro and a jet/helicopter in the smaller industrial towns. Our fleet does and will comprise of aircrafts and helicopters especially suited for Indian weather conditions and smaller airports with short runways and limited facilities.Our vision is to network the length and breadth of the country with business jets and helicopters.Club One Air invites corporate India and the elite of our country to take to the blue skies in their very own flying machines.

Safety And Crew


Club One Air crew fly aircraft that are the safest, most reliable and advanced in the skies today. Jets and helicopters are constantly being added to the Club One Air fleet depending upon the utility. We buy the finest aircraft from one of the top five aircraft manufacturers in the world. Every aspect of Club One Air operations reflects a devotion to safety. This is evident in the fact that we invest in installing and maintaining the latest world class avionic technology such as Enhanced Ground Proximity Warning System (EGPWS), Traffic Alert and Collision Avoidance System II (TCAS II) and In-flight Safety Monitoring System (ISMS™)Our standards are the highest in private aviation. We enforce rigorous checks and balances in-flight and on ground operations to give maximum safety and reliability to our aircrafts.Club One Air maintains the strictest standards in the industry regarding the qualifications of prospective pilots. Our minimum standards of employment for a pilot are:-
2,500 hours of flying experience-with at least 500 hours at the controls of multi-engine aircraft and 250 hours of time flying on instruments.
Airline Transport Pilot (ATP) license, the highest level of pilot license available.
Our pilots fly schedules that don't leave them fatigued. For each aircraft we employ an average of 2 captains and 1 co-pilot as full time members of the company. This is the highest ratio of anyone in the country and at par with the best in the world.Club One Air operations are structured so that pilots have the final authority to decide whether it is safe to fly or not. The pilot can never be pressurized to take off if it would jeopardize safety.All pilots, however experienced, begin their Club One Air career as a first officer, flying with a seasoned Club One Air Pilot-in-Command. Additionally, the Club One Air rules of operation require that new first officers fly with an experienced captain who has the requisite experience in flying that particular aircraft. Only after the pilots have successfully demonstrated their skills as first officers', they are allowed to undergo an upgrade training and testing that may qualify them as a Club One Air Pilot-in-Command.Club One Air pilots fly only a particular type of aircraft. If a pilot wants to move from the Citation II, for example, to the Citation Excel, he or she will complete type-rating training in the Citation Excel and, after that, fly only the Citation Excel as a first officer again. Our recurrent pilot training program also includes flight instruction and ground training provided by Flight Safety International.Reading about a company's operations can be very informative, but nothing compares with a complete due diligence done on your own. We encourage our Fractional Owners and prospective Owners to tour our Operations.





Wednesday, June 11, 2008

AIR BELGIUM

Air Belgium has known some serious evolutions through the last years. Founded in 1979, it was the airline of the Belgian tour operator Sun International (more famous in Belgium through the name of its main operator, Sunair). The company is still led by a relative (the son probably) of the the CEO of that time.
They flew through the years with two B737 (OO-ILJ see below and OO-???) and even a B757 (OO-ILI, below). They must have been the first or one of the first Belgian Airlines to fly a 757.
When times became harder, changes happened in the holding company, and Airtours came in, having the 737-400 repainted a fist and then a second time (below) and introducing two Airbus A320-200 (see below) in full Airtours livery.
It's been said here and there that major changes are still going to come (full Airtours control probably) but the name might be lost, Sabena, as "(ex-) national carrier", being very interested to have full control on this name.


OO-ILJ, Air Belgium Boeing 737-400 in parking condition at Heraklion (Crete) in the mid nineties. The picture is not fantastic, but it's the only one I have to give a global view of the livery at that time.

OO-ILJ, Boeing 737-400 (the same) still in classic livery at Palma de Mallorca (PMI) in June '89.

OO-ILJ again, wearing an first "intermediate" (and very temporary) livery while things were changing at Sunair. Seen at Berlin Tegel in Jul '98. Excellent photo by Christian Uhrich.

OO-ILJ, the same again and again, turning to get in line for take off at Teneriffe South (TFS) on Dec 19th '99. It wears teh present "second intermediate" livery, showing its affiliation to the Airtours group (WELG division) but there are enough noticable differences. The small sticker on the top of the first windows indicate that the plane is flying for two (!) airlines (also belonging totally or partially to the Airtours group) : FlyFTI and...Air Belgium. Almost no doubt that it will wear an uniform Airtours livery in a near future...

OO-ILI, the only Boeing 757 in the fleet at that time (May 21st '98). Seen at Brussels. The plane is not in the fleet anymore. Photo by Martin Steiner.

OO-AEY, Air Belgium A320-200 landing at Las Palmas on Nov. 13th '99. Full Airtours colors and little sticker above the first windows.

OY- Premiair A320-200, same time, same place. Almost twins !!!... because belonging to two fleets that are subsidiaries of the same big (Airtours) group.


Tuesday, June 10, 2008

Aircrafts


Learjet 35



Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DVD Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 2400nm / Max. cruise speed: 470kt (872 km/h)


Learjet 25


Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DVD Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 1400nm / Max. cruise speed: 450kt (830 km/h)


Hawker 125-600




Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DVD Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 1100nm / Max. cruise speed: 420kt (810 km/h)


Monday, June 9, 2008

$185 wet 21ZE SR20

                                                                                                                       
$185 wet 21ZE SR20

The Cirrus SR20 is an advanced composite aircraft. It is fixed gear, single engine and seats up to four people. The plane has a maximum range of approximatly 882 nautical miles at 10.5 gallons per hour. The SR20 has great visibility due to a lower panel, higher airspeeds, and a surprisingly large / comfortable cabin


PFD
MFD
Dual 430s
55x autopilot
Xm weather
Skywatch



Friday, June 6, 2008

Gripen Demo makes its maiden flight

Gripen Demo makes its maiden flight

Today Saab conducted the maiden flight with the Gripen Demo, the test platform for the further development of Gripen. The flight lasted for 30 minutes and went totally according to plan. "We're flying what in many aspects is a completely new aircraft a month after Roll-Out. This is quite unique and it shows Gripen´s opportunities for further development. It also shows our own ability to develop new, more efficient working methods." says Lars-Erik Svedlund, Saab's project manager for the Gripen demonstrator programme. Since the Gripen Demo was presented, the programme has proceeded with ground trials and continual evaluations in order to guarantee flight safety. Tuesday´s flight took place in good weather from Saab´s airfield in Linköping. Maximum altitude for the first flight was 6,400 meters and maximum speed was 320 knots. "Everything went according to plan. The Gripen Demo is more powerful compared to earlier versions of Gripen but is just as easily flown. We look forward to continuing the test programme at the same high pace as up to now." says test pilot Mikael Seidl, who together with his colleague Magnus Ljungdahl crewed the first flight.
The Gripen Demo aircraft is a flying test platform for the next generation of Gripen and for the further development of present versions. The aircraft will test and develop many of the essential systems and capabilities that will be applied to the Gripen NG (Next Generation) design, such as:
a more powerful engine
an active electronically scanned (AESA) radar
communication systems
electronic warfare and
weapons development Driving the development of new technology The Gripen Demo is not just the first step towards a new Gripen – it is driving the development of new technology for existing Gripen customers and for other applications. The Demo aircraft is a platform for technology insertion for the whole Gripen family. It reassures any customer buying Gripen today that they will be able to upgrade and enhance their aircraft when needed. Partnership with world leading companies The Gripen test platform has been achieved in partnership with several of the world’s leading companies within the aviation industry: General Electric, Thales, Rockwell Collins, Honeywell, APPH, Terma, Martin-Baker and Meggitt.

KA-52 Alligator


KA-52 Alligator


Combat helicopters had to experience harsh times, when their combat role was completely denied, only to be acknowledged as an indispensable weapon for any successful modern operation of ground forces. Today, many countries have developed combat action concepts based on employment of army aviation helicopters. According to published data, combat helicopters in the late 1970s and early 1980s always enjoyed the upper hand in duels with tanks during military exercises at a ratio of 1:10, 1:14 and even 1:20 in their favor. This led to urgent rigging of tank units with air defense artillery and air defense missile systems to protect them from combat helicopter attacks. Then combat helicopters, fitted with antitank guided missiles boasting a range of up to 5 km, became easily vulnerable targets for air defense artillery and air defense missile systems. The development of the Ka-50 Black Shark and AN-64A Apache combat helicopters aimed to redress this disparity and make the helicopters able to defeat tanks armed with air defense weapons. The Ka-50 combat helicopter can be used to defeat targets on the battlefield within wide ranges of launching high-precision supersonic antitank missile systems, including launches from more than a 6-km range within a stand-off zone of air defense artillery and air defense missile systems. The Ka-50 combat helicopter is intended to defeat modern armored and mechanized materiel, air targets and hostile manpower. This co-axial helicopter features a high flight performance and ease of piloting via automated flight devices. It can successfully execute combat missions day/night owing to high survivability under hostile fire, powerful armament and comfortable pilot's cockpit. The helicopter was tested in simulated combat conditions. It met all the requirements for combat helicopters and won a Ministry of Defense tender. The Ka-50 helicopter is unrivalled in the world in terms of the 'cost-efficiency' criteria. In 1995 the Ka-50 combat helicopter entered service and is now series produced at Progress Arsenyevsk-based aviation complex. The success of any combat operation to support ground forces on the battlefield depends to a large extent on the joint combat actions of group combat helicopters. A group commander flying in a combat formation is responsible for control over subordinate helicopters. His helicopter should be fitted with more sophisticated equipment compared to the rest of the group to make him see better targets on the battlefield and be able to ensure target designation and distribution, provide for constant control over group combat helicopters and maintain communications with a ground command post. The scope of tasks assigned to the commander frees him from helicopter piloting. Consequently, he should fly in a two-seat flying combat vehicle. The Ka-52, designated Alligator, multi-role all-weather combat helicopter, is intended for this purpose as a two-seat modification of the Ka-50 combat helicopter. Pilots accommodated side-by-side in one cockpit can fly this helicopter and handle all on-board systems. The Alligator retained all combat capabilities of its predecessor, including the whole array of weaponry. It is outfitted with a multifunctional on-board integrated electronic flight, navigation and weapon control system. Its passive/active observation/search and sighting systems ensure target search and their attack day/night in any weather conditions. The Sextant Avionic of France and Thomson company take part in creation of this helicopter. The Ka-52 Alligator is 85 percent identical to the Ka-50 base helicopter in terms of its airframe and main systems. Pilots escape via an ejection system. The Ka-52 Alligator can also be used as a trainer. Pilot accommodation and the availability of new multifunctional equipment system led to an increase in the weight of the empty helicopter and a certain deterioration in flight performance, compared to the Ka-50. However, it did not affect the integrated quality of this flying machine as a whole. Externally, the Ka-52 combat helicopter differs from its predecessor in the front part of the fuselage, shape of the cockpit and arrangement of round-the-clock observation/search and sighting systems. Pilots are rigged with pressurized helmets fitted with built-in displays to provide for required flight and sighting data. The Ka-50 and Ka-52 helicopters feature interchangeability, thereby reducing costs for series production and joint operation in combat units. Naturally, Alligator is more expensive than Black Shark. However, this is attributable to payments for the capability to perform combat missions on higher and more efficient levels. The advent of Ka-52 does not mean its automatic substitution by the Ka-50. They can be used more effectively in the interests of the ground forces, owing to their optimal joint employment in groupings. A similar approach is also adopted by the U.S. army aviation. The more costly and sophisticated AN-64D and AN-64D LongBoy helicopter versions do not replace, but instead reinforce the AN-64A Apache helicopter groupings, thereby increasing their efficiency. In the near future the Ka-52 will be subjected to tests. The Kamov company and its foreign partners are convinced of the successful results of the tests that will enable the Ka-52 helicopter to occupy a leading position in its class. It is up to foreign buyers to decide whether to choose the Ka-50 or the Ka-52 or a hybrid to meet their requir

Monday, June 2, 2008

Chip Off the Old Rock



Chip Off the Old Rock



Some corporations pay millions of dollars for the naming rights to sports stadiums. All it took for Marilyn Lindstrom to have an asteroid and an Antarctic ridge named after her was some tender loving care.
For 14 years, Lindstrom served as the meteorite curator at NASA’s Johnson Space Center, watching closely over a collection of thousands of meteorites -- chunks of rock that have fallen to Earth from outer space -- containing secrets to the origins of our solar system.
It was Lindstrom’s responsibility to ensure delicate care of these mostly stony masses that are collected by scientists in Antarctica and then transported, frozen, to a special “clean room” at Johnson. That’s where they would be stored, classified and split into smaller chips to be sent out to researchers around the world.
In a show of appreciation for her work, the National Science Foundation designated a ridge more than six kilometers (about four miles) long in Antarctica the “Lindstrom Ridge,” and the Smithsonian Institute named an asteroid after her -- asteroid 5281 Lindstrom. Asteroids are the Sun-orbiting celestial bodies from which meteorites originate.
“It was a real validation of the value of my 14 years as curator,” said Lindstrom, who has since moved on to other duties at NASA headquarters. “There are quite a few space scientists that have asteroids named after them, but only a handful that have Antarctic real estate as well.”
Meteorites found in Antarctica are of particular interest to scientists because the icy conditions there help to preserve the rocks -- most of which are 4.5 billion years old -- more so than those found in warmer regions of the Earth. It is believed that some of the minerals found in these relatively pristine specimens were the first to crystallize during the formation of the solar system.
While most meteorites are probably descendants of asteroids, a select few appear to have come from the Moon and Mars. Lunar meteorites are a critical supplement to the Moon rocks collected by Apollo astronauts in the ’60s and ’70s, according to Lindstrom, while those from Mars provide information about a planet humans have yet to set foot on.
“Apollo sampled an anomalous area. The lunar meteorites give us information on much more [of the Moon] and what the more typical surface is like. … Martian meteorites are the only samples of Mars that we have,” said Lindstrom, who notes that NASA is currently preparing to send astronauts back to the Moon and then to Mars.
Moon rocks were in fact what first sparked Lindstrom’s interest in meteorites and other “astromaterials,” materials not of the Earth. As a graduate student at the University of Oregon during the Apollo days, Lindstrom studied lunar samples brought back by Apollo 11. Examining the geochemical characteristics of these rocks from space is what she liked most about her work.
“I was interested in everything. I couldn’t make up my mind whether I was going to major in math or science or foreign languages,” Lindstrom said. “It just all clicked … when I put chemistry and geology together.”
Lindstrom does what she can to encourage more young people to find the joy and enthusiasm for science that she discovered. In addition to her current roles at NASA as program scientist for two Mars research programs, a spacecraft instrument development program, and astromaterials curation, Lindstrom oversees education and public outreach for solar system exploration.
“Education is one of the most important things we can do,” said Lindstrom, who has partnered with educators and other scientists to develop a middle school curriculum on meteorites. “If we’re worried about our country’s technological decline … we’ve got to figure out ways to get people to major in math and science.”
As an effective way to motivate the next generation of explorers, Lindstrom encourages scientists and educators to dispel stereotypes about what it is to be a scientist, and to make students aware of all the possibilities science has to offer.
“When students think of science as something in the textbook and old men looking like Einstein in lab coats, then it doesn’t seem interesting,” Lindstrom said. “One of the best things scientists can do … is to show that they are normal people and that science is fun.”
And if that’s not incentive enough, there’s always the promise that, someday, a student could have an object in space or topographical feature here on Earth named after him or her.
Even a corporate executive can’t buy that kind of fame.

Attack Helicopter


Attack Helicopter AH-64 Apache




The AH-64 Apache attack helicopter was developed by Boeing. It is one of the most advanced attack helicopter in service today. It is a multi-mission attack helicopter and a very advanced and accurate battlefield weapon-delivery platform. It has day or night and all-weather flight capabilities in any climate zone.
Primary mission for the AH-64 Apache is a high-value target destruction. It is armed with a 30-mm M230 chain gun, Hydra 70 rocket pods and Hellfire missiles. It can carry up to 16 Hellfire anti-tank laser-guided missiles. This missile has a range of fire in up to 8 kilometers and can be also used against buildings and other material targets. Hydra rockets are mainly used against soldiers or light armored vehicles. The 30-mm chain gun has a combat load of 1 200 rounds. It can also carry air-to-air missiles for a close-range air defence. These include AIM 92 Stinger, AIM-9 Sidewinder, Mistral or Sidearm.
This helicopter has a number of survivability equipment, while some of it's vital mechanisms can resists hits from 23-mm gun fire. It has a common attack-helicopter arrangement with a co-pilot/gunner seating in front and the pilot behind him.
The AH-64 Apache is powered by two General Electric gas turbine engines. Each of them deliver 1 890 shaft horse power. In case one of the engine is damaged or failed, this helicopter can continue to fly powered by a single unit. The AH-64 has a maximum cruising speed of 230 km/h with a flight endurance of over three hours. Combat radius of this helicopter is approximately 150 kilometers.
There are two main variants of the AH-64. The AH-64A and improved AH-64D Longbow Apache. US Army and NATO countries operate over 800 Apache helicopters of both variants.