Elt Aircraft

Elt Aircraft - The ARTEX ELT 345 transmits on 406 MHz and 121.5 MHz frequencies and can provide position accuracy with an optional GPS input thanks to the built-in GPS navigational interface. GPS data is embedded from the first emergency transmission and provides Search and Rescue

personnel with the aircraft location, within 100 meters, in less than a minute. Even though satellites no longer monitor 121.5 MHz signals, the search and rescue community will still respond when notified through other means. ELTs were originally intended to use 121.5 MHz to inform air traffic control and pilots monitoring the frequency of an emergency.

Elt Aircraft

These ELTs continue to serve in that role, relying on fellow pilots and ground-based radio facilities to monitor the signals. As a best practice, pilots should monitor 121.5 MHz when flying and report to air traffic control any ELT alert heard.

International Requirements

Existing 121.5 MHz ELTs continue to meet the FAA's regulatory requirements, but 406 MHz ELTs also meet the regulatory requirement, are monitored by satellites, and enable a more accurate search and rescue response. Now approved with a 15-inch antenna and a new two-wire slim-line remote switch, the ELT 345 is available in three different retrofit configurations featuring flexible options that allow for easier and less expensive installations on experimental and general aviation aircraft, according to

company officials. Pilots and installers should carefully follow the manufacturer's instructions and perform any tests to verify that the ELT will function as intended, taking care to avoid triggering a false alert. Per the FAA's ELT Advisory Circular, care should be taken to prevent accidentally triggering a search and rescue response.

Accidental activation of an ELT will generate an emergency signal that cannot be distinguished from that of an actual emergency and could lead to expensive and frustrating searches. Moreover, the unwarranted ELT signal could tie up the emergency frequencies such that a genuine emergency signal would not be picked up.

The Artex ELT 1000 is a value-priced upgrade to standard 121.5 MHz transmitters, which are no longer monitored by the Cospas-Sarsat system. The 406 MHz transmitter produces a much more accurate position, typically 3 kilometers as compared with 15 to 20 kilometers for 121.5 MHz

Impact Of False Alerts

transmitters. Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Incorrectly disposed of ELTs have caused numerous false alerts and greatly increased the workload for first responders. In California, one Civil Air Patrol squadron searched through trash for six hours at a local recycling facility to locate an ELT and disconnect its battery.

Pilots and mechanics should take care to dispose of an old ELT in a manner that ensures it will not cause a false alert. The ELT manufacturer will normally include specific disposal guidance, but removing the antenna and battery is the industry standard.

The FAA decided against mandates that it deemed would place an undue burden on aircraft owners and decided not to issue an airworthiness directive or policy prohibiting installation approval of units that use hook-and-loop fasteners. It also decided against withdrawing the TSO authorizations of ELTs utilizing hook-and-loop fasteners for mounting.

Neither a revised policy nor withdrawal of TSO authorizations is needed, the FAA said in a Federal Register Notice, because manufacturers with ELT designs incorporating fasteners "which failed to perform their intended function in accidents either have revised or are in the process of revising their designs

Aopas Position On Mhz Mandate

, minimizing the need for policy in this area.” The agency's choice to instead encourage voluntary action, the FAA noted, “avoids placing an undue burden on aircraft owners while acknowledging the voluntary efforts of ELT manufacturers to improve designs.”

ELTs were originally intended for use on the 121.5 MHz frequency to alert air traffic control and aircraft monitoring the frequency. In 1982, a satellite-based monitoring system was implemented, COSPAS-SARSAT, to provide a better way to detect these distress signals.

In 2009, the international COSPAS-SARSAT satellite system discontinued satellite-based monitoring of the 121.5/243 MHz frequencies, in part because of a high number of false signals attributed with these frequencies. Satellite monitoring today uses the 406 MHz frequency only.

While there's no requirement in the United States to replace the first- and second-generation 121.5 MHz ELTs, since 2009, 121.5 and 243 MHz distress signals transmitted from ELTs operating on the lower frequency have only been able to be detected by ground-based receivers

, such as local airport facilities and air traffic control facilities, or by overflying aircraft. Pilots should be aware that existing 121.5 MHz ELTs, although still legal from the FAA's perspective, will provide extremely limited assistance if an aircraft crashes, especially in a remote location.

In 2019, the manufacture, importation, or sale of 121.5 MHz ELTs became prohibited in the United States per an FCC final rule, but the new rule does not prohibit aircraft operators from continuing to use 121.5-MHz ELTs now installed in aircraft, nor does

it cuts off the availability of batteries or other replacement parts. The regulatory environment for Lithium Batteries has changed. ACR is providing innovative battery system designs assuring a trouble free certification path. ARTEX ELT 4000 is completely exempt from any FAA Lithium Battery compliance issues and ships non-hazmat.

The lithium battery alternative ELT is here now and affordable. The ARTEX ELT 345 transmits on 406 MHz and 121.5 MHz frequencies and can provide position accuracy with an optional GPS input thanks to the built-in GPS navigational interface.

GPS data is embedded from the first emergency transmission and provides Search and Rescue personnel with the aircraft location, within 100 meters, in less than a minute. Small but resilient, the ResQLink View has been professionally engineered and tested to ensure it can withstand even the harshest

elements. This buoyant Personal Locator Beacon requires no subscription for use and includes a digital display providing live status and GPS coordinates. Whether on land, at sea, or in the air, trust that the ResQLink's satellite precision and military durability, puts

rescue in the palm of your hands. The ELT 345 boasts an industry low price for an ELT providing the same quality and performance on which the ARTEX brand was built. GPS data is embedded within the first emergency transmission and provides Search and Rescue personnel with the aircraft location, within 100 meters,

in less than a minute. Small but resilient, the ResQLink 400 has been professionally engineered and tested to ensure it can withstand even the harshest elements. This buoyant Personal Locator Beacon requires no subscription for use and can be used to enhance your safety in a wide range

variety of environments. Whether on land, at sea, or in the air, trust that the ResQLink's satellite precision and military durability, puts rescue in the palm of your hands. Utilizing the three Cospas-Sarsat Satellite systems, the GEOSAR, LEOSAR, and the new MEOSAR constellations, the ARTEX beacon provides search and rescue forces around the world with the user's ELT emergency distress message and location in less than three minutes, officials add.

The benefits of advanced ELTs must be balanced against costs and the needs of the individual aircraft owner. An individual owner may opt to invest in accident prevention technology, such as Non Required Safety Enhancing Equipment (NORSEE) versus spending the same money on a 406 MHz ELT, which is only effective once an accident has occurred.

ACK's E-04 is a 406 MHz direct replacement for their E-01 which will fit the E-01 mounting trays and use the same remote control panel indicator. The E-04 external antenna will utilize a current antenna mounting and wiring installation.

Investigations into several aircraft accidents found that ELTs mounted with hook-and-loop fasteners did not transmit an emergency signal because they were dislodged from their mounting trays on impact, severing the antenna connection. These fasteners may not retain the ELT if insufficient tension is applied to close them, if they stretch or loosen over time, if debris contaminates the hooks and loops, or if the fasteners degrade due to environmental factors.

Whether utilizing a 121.5 MHz or 406 MHz ELT, owners should be familiar with the guidance in the Aeronautical Information Manual and the ELT Advisory Circular as far as preventing false alerts and conducting ELT testing in a responsible way.

It is also a legal requirement for owners of a 406 MHz ELT to register their ELT to allow a faster response to an ELT activation. Additional information can be found in a July 2, 2018, Information for Operators notice from the FAA.

Good practice for all pilots is to monitor 121.5 MHz when flying and prior to shutting down the aircraft as any activation of a 121.5 MHz ELT, such as due to a hard landing, will be immediately evident.

In 2017, there were 8,898 406 MHz ELT activations in the AFRCC area of ​​responsibility and about 98% of those alerts were false alarms. Just 122 of the alerts in 2017 were actual distress cases. For each false alert, AFRCC specialists put in considerable research and manhours to track down the ELT and owner.

Each activation is treated as an emergency, so each false alert is a distraction and negatively affects other search and rescue missions. About 90% of false alerts occur because of beacon mishandling during the testing and maintenance of these systems.

The International Civil Aviation Organization (ICAO) standard is the 406 MHz ELT, which is mandatory in many countries for general and commercial aviation. Pilots should check the ELT requirement for any country they will be flying to or over.

At this time, Canada requires an ELT that can transmit a signal on 121.5 MHz, and they highly recommend an ELT that can transmit over 121.5 MHz and 406 MHz. Mexico's deadline for 406 Mhz ELTs on piston-powered private aircraft with a maximum takeoff weight of less than 12,566 lbs is June 30, 2018.

ELTs are emergency transmitters that are carried aboard most general aviation aircraft in the U.S. In the event of an aircraft accident, these devices are designed to transmit a distress signal on 121.5 and 243.0 MHz frequencies, and for newer ELTs, on 406 MHz.

ELTs are required to be installed in almost all U.S.-registered civil aircraft, including general aviation aircraft, as a result of a congressional mandate. The mandate resulted from the 1972 loss of U.S. Representative Hale Boggs and Nick Begich in Alaska after their aircraft crashed and was never found.

The ARTEX ELT 345 transmits on 406 MHz and 121.5 MHz frequencies and can provide position accuracy with an optional GPS input thanks to the built-in GPS navigational interface. GPS data is embedded from the first emergency transmission and provides Search and Rescue personnel with the aircraft location, within 100 meters, in less than a minute.

Comprised of the Bivy Stick and Bivy App, the Bivy Platform pairs feature rich hardware and software to create the perfect blend of safety and convenience. Ideal for adventures and off grid activities of all shapes and sizes, utilize the Bivy Platform to plan your experience, stay on track for the duration of that experience, and remain in contact with everyone that matters throughout, all while knowing that help is always available

at the simple push of a button. ACK's E-04 is a 406 MHz direct replacement for their E-01 which will fit the E-01 mounting trays and use the same remote control panel indicator. The E-04 external antenna will utilize a current antenna mounting and wiring installation.

The 406 Survival is designed to be installed in the aircraft cabin. Through the three frequency transmitter - 406, 243 and 121.5 MHz, the ELT provides a direct connection to global Search And Rescue (SAR) services when an emergency situation occurs.

The Kannad 406 Survival ELT can be installed inside an aircraft on a mounting bracket or in a carry off bag. A 1994 regulation change, 14 CFR Part 91.207(d), requires a separate sign-off or annual inspection for the ELT.

The mechanic actually makes a separate log entry about the ELT. This will usually occur at the same time as the aircraft's annual inspection, but it doesn't have to. The unwary pilot in command could miss the timing on this inspection and find himself in the same trouble as if he had flown with an airworthiness directive compliance time missed.

As we know, the mechanic's signature at an annual is a statement of condition at that time and does not guarantee that everything will remain airworthy until the next annual. Lastly, the new slim-line remote switch works best for ACK and Ameri-King ELT replacements as it requires no modification to the switch panel cut-out when replacing a legacy phone cord style switch.

As an added benefit, the slim-line switch requires no batteries and operates using two-wire connectivity for reliable cockpit panel operation, company officials said. ELTs are mounted aft in the airplane, and designed to be triggered upon impact or may be manually activated using the remote switch and control panel indicator in the cockpit.

Activation of the ELT triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and rescue. The Air Force Rescue Coordination Center (AFRCC) is responsible for coordinating search and rescue activities in the 48 contiguous United States and will support search and rescue operations for American citizens in Mexico and Canada.

This agency is alerted to an ELT activation and determines an appropriate response, sometimes resulting in Civil Air Patrol, United States Coast Guard, and other first responders initiating a search. The AFRCC can be reached at 1-800-851-3051.

The Aeronautical Information Manual includes guidance on proper testing procedures. Regardless of where the ELT is, or the duration of activation, a 406 MHz ELT broadcast will be detected and a response initiated unless proper coordination is conducted in advance.

Any testing of a 406 MHz ELT should be done in accordance with manufacturer instructions, and some include a “self-test” function. As required by law, pilots with a 406 MHz ELT must also register their ELT, which will allow an expeditious identification of a false alert.

For 121.5 MHz ELTs, testing is approved during the first 5 minutes after any hour for a maximum of three audible sweeps. AOPA supports the installation of these more advanced ELTs on a voluntary basis. General aviation is an industry already struggling under the weight of increased regulation and mandated equipment, and the decisions to replace an existing ELT should be left to the discretion of the aircraft owner.

Therefore, AOPA does not support any attempt to mandate or otherwise require the replacement of existing 121.5/243 MHz ELTs with 406 MHz units. However, the association does support the education of pilots and aircraft owners as to the limits of 121.5/243 MHz ELTs and the benefits of 406 MHz units.

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Flightstar Aircraft Services

Flightstar Aircraft Services - Ms. Benedetti leads all legal matters for the MRO Holdings group of companies. Ana Carol brings more than 20 years of experience in the airline and related industries. Prior to joining MRO Holdings, Ana Carol served as General Counsel for LifeMiles, Avianca's loyalty program.

Many of our customers are currently engaged in a variety of cabin-refresh initiatives and the deployment of enhanced IFE solutions. The combination of our Planning, Production, Supply Chain and Customer teams partner with our customers to ensure schedules are met.

Flightstar Aircraft Services

The extended process from provisioning of material & kits to onsite engineering support during the modification help meet demanding modification schedules. We performed our first passenger to freighter conversion on a B727 in 2000. Since then, Flightstar has expanded this offering to B737 and B757 and through its deep foundation in airframe structures, heavy maintenance services, and full paint capabilities, Flightstar has become a comprehensive passenger

to freighter conversion provider. Founded in 2000, we are a global aviation services provider offering best-in-class airframe maintenance, modification, and conversion capabilities, serving some of the world's most successful airlines. Our culture of excellence combined with the expertise of our employees help us not only consistently meet expectations, but aim to deliver more.

Mr. Lasala leads all Customer Experience activities of the Operational Companies of MRO Holdings with the main objective of providing best in class customer experience to foster long term partnerships. Eduardo brings over 20 years of experience in the aviation/airline industry.

Prior to MRO Holdings, he served in multiple leadership roles at Taca Airlines, Avianca Airlines, Volaris Airlines and Airline MRO Parts. We allow our customers to take advantage of aircraft downtime by providing full aircraft paint capabilities across all supported fleet types.

Our paint services are complete with graphics production, drawing support, state of the art equipment aimed at reducing product waste and optimizing coverage, and climate controlled paint hangers to minimize downtime due to weather. We understand the value of your brand and work hard to protect it through our paint services.

Mr. Echeverria leads one of the biggest MROs in the America's to provide the highest results in Safety, Quality and Performance. More than 30 years of wide experience, in ENAER, LATAM Airlines and Airman MRO, have allowed him to be deeply involved in all Strategic, Maintenance and Engineering activities in the aviation industry.

His leadership and knowledge enables the organization to provide world class services, creating added value and high satisfaction levels to our customers. We strive to move customers away from the traditional MRO transactional relationship to a longer-term partnership approach in which we provide a trusted, cost effective, comprehensive technical solution built upon by a unique combination of hands on experience, industry knowledge and technology.

Mr. Platero is responsible for developing the people and processes at TechOps MX, one of the largest MRO's in Mexico, with the vision to position it as a premier MRO provider in the Americas. Marco leads all front-line technicians and the operation teams at TechOps MX.

He brings more than 27 years of experience at TACA, Aeroman and MRO Services Mr. Hojnacki is responsible for the Flightstar and North State businesses. He will be building a close working relationship with our front-line operations leadership and working teams.

Mr. Hojnacki is also in charge of improving our overall level of service and performance at both US locations. He brings more than 35 years of experience in aviation maintenance. Prior to MRO Holdings, he served as Senior Vice President at Strom Aviation/Aeroteams where he was responsible for maintenance operations, commercial activity, financial performance, and FAA 145 Repair Station compliance as the Accountable Manager.

Mr. Creech was one of five founding employees that brought North State to life in 2010. As President, he has overall responsibility for the company's culture, operations, facilities, operating budget and administration. Mr. Creech has more than 45 years of aviation experience having launched his career with Piedmont Airlines in 1973. He also worked for Braniff Airlines, US Airways, American Trans Air and was President of Pace Airlines.

Under his leadership, North State has received the President's Award from the North Carolina Aviation Authority, was named the Small Business of the Year for the State of North Carolina and was the recipient of Patriotic Employee Participation from the Office of the Secretary of Defense.

Mr. Hill leads all Programs, Sales & Marketing of MRO Holdings with the main objective of managing revenue generating activities while fostering long term partnerships. Jimmy brings more than 20 years of experience in the aviation/airline industry.

Prior to MRO Holdings, he held leadership roles with CFM Material, General Electric, Pratt & Whitney and AAR. Mr. Lee leads the Transformation and Technology team with a focus on MRO Holdings process and IT system transformation, security and reliability.

He brings over 40 years of aviation experience that includes aircraft maintenance, engineering, quality, and airport operations. Prior to MRO Holdings, Dec served as Vice President of Charlotte Airport Operations and prior to that Vice President, Engineering, Quality and Training for American Airlines.

Aeroman expanded capacity at El Salvador International Airport by adding Hangar 6 with twelve maintenance bays and extending Hangar 2 and 3, adding two additional maintenance bays. TechOps MX expanded capacity at Querétaro Intercontinental Airport by extending the interiors workshop.

Aeroman performed first A320 NEO check and TechOps MX performed first B757 check. mrs. Guirola leads the People Strategy for MRO Holdings by establishing a true partnership with the business in advancing and driving goals. With over 20 years of experience in leadership roles of Human Capital and Cultural Transformation, she ensures that our people continue to be our competitive advantage.

She is responsible for enhancing our values ​​of respect, trust and collaboration as a member of our senior management team and a leader of the human capital function. Our philosophy at Flightstar is simple: to recruit, train and invest in the best people in the industry to align our services and solutions with the long-term needs of our clients.

If you have what it takes and are interested in joining our team, please explore our current opportunities. Mr. Lee leads the MRO Solutions business, leveraging the team's deep industry experience and broad technical skillsets to meet the needs of the rapidly evolving aviation maintenance industry.

Jon has more than 15 years of aviation experience. Prior to joining MRO Solutions, Mr. Lee held leadership roles with MRO Holdings and Oliver Wyman CAVOK where he worked with major airlines and MROs. Ms. Pozo is focused on ensuring the company's corporate governance and internal controls are in place and effective.

Elsy also serves as the Office Head for our System Operations Center (SOC) in San Salvador. Elsy brings 19 years of airline industry experience, including 13 years in areas of Internal Controls and Internal Audit, building world-class audit teams from inception in SOX Compliance Programs and incorporating innovative audit techniques in Data Analytics, leveraging long term continuous auditing and monitoring programs

. Mr. Hojnacki is responsible for the Flightstar and North State businesses. He will be building a close working relationship with our front-line operations leadership and working teams. Mr. Hojnacki is also in charge of improving our overall level of service and performance at both US locations.

He brings more than 35 years of experience in aviation maintenance. Prior to MRO Holdings, he served as Senior Vice President at Strom Aviation/Aeroteams where he was responsible for maintenance operations, commercial activity, financial performance, and FAA 145 Repair Station compliance as the Accountable Manager.

This site is operated by a business or businesses owned by Informa PLC and all copyright resides with them. Informa PLC's registered office is 5 Howick Place, London SW1P 1WG. Registered in England and Wales. Number 8860726.

Mr. Tiffany is responsible for all revenue generation processes while driving better integration and alignment between all revenue-related functions consistent with the high standards of MRO Holdings. Mr. Tiffany also leads all corporate strategy and development efforts and oversees strategic investments for the enterprise.

He has held executive roles in a range of large organizations. Prior to joining MRO Holdings he was a Vice President with a major US-based commercial airline. We are committed to helping our customers maximize aircraft utilization and reliability through industry-leading span times and proven quality that adds value to their operations.

Added value is provided through a complete array of timely and customized engineering solutions. When unexpected maintenance issues arise, we partner with our customers by providing on-demand AOG and Service Recovery services. This helps mitigate the risk an airline faces in their flight and maintenance schedule, and most importantly ensures the safety of their passengers when unscheduled maintenance is needed.

Whether it's a quick repair, component replacement, or field team support, we are committed to working side by side until service has been restored. Our commitment is to provide the best maintenance solutions for our customers, always exceeding their expectations.

At Flightstar, our dedicated customer teams work at the highest standards, serving as an extension of the airlines' own maintenance organizations. We strive to move customers away from the traditional MRO transactional relationship to a longer-term partnership approach in which we provide a trusted, cost effective, comprehensive technical solution built upon by a unique combination of hands on experience, industry knowledge and technology.

Aeroman expanded capacity at El Salvador International Airport by adding Hangar 5 with ten maintenance bays and extending Hangar 2 and 3, adding two additional maintenance bays. Aeroman performed first A330 heavy maintenance check and opened Airbus Competence Training Center (ACT)

For over 19 years, safety has been our number one priority. Flightstar holds a wide number of international certifications including EASA and FAA. To guarantee these safety standards, all employees undergo hours of constant and rigorous training which allows them to develop the technical skills necessary to ensure excellence in all services offered.

At Flightstar we are an FAA Part 145 Repair Station with Class IV Unlimited Rating Certified Facilities. Our campus comprises of over 515,000 ft2 hangar and material warehousing space with the ability to concurrently support a wide variety of Airbus and Boeing, Narrow and Wide body fleet combinations.

Step into our 35,000 ft2 climate controlled coating bay where some of the most prominent players in the business bring their best to look their best. Flightstar exists to deliver exceptional customer experiences along with results.

Top Airlines don't come to us on a whim. They test us to see if we're all people say we are. We invite you to do the same. Mr. Colgan leads the company's efforts to build and deliver a world class collection of capabilities and services to the aviation market.

With 20+ years of aviation experience across the airline, MRO and technology verticals, his efforts are focused on aligning the company's strategy with the aviation market needs to better deliver long-term value creation for MRO Holdings customers.

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Extra Aircraft

Extra Aircraft - Block fuel is the total fuel required for the flight and is the sum of the Taxi fuel, the Trip fuel, the Contingency fuel, the Alternate fuel, the Final Reserve fuel, the Additional fuel and any Extra fuel carried.

Powered by a Lycoming AEIO-580 B1A 315 hp, 6-cylinder engine, the new design makes leaps forward not only in the balance between controllability and stability, but also in cockpit ergonomics. Says Extra, “It makes the pilot feel good,” with additional elbow room and comfortable positioning.

Extra Aircraft

As in many facets of aviation, Fuel Planning has a list of specific terms and definitions of its own. The following list identifies the most critical of these terms. Different terms or names for the same concept are often used interchangeably by different regulatory authorities or flight planning organizations. The most common of these variants preface the definitions that follow.

Block Fuel / Ramp Fuel / Total Fuel On Board

We use your personal data only for the purposes described in this Privacy Policy, unless otherwise communicated at the time of collection of the same. If you are our customer, your personal data may be used by EXTRA AIRCRAFT to fulfill the contractual obligations towards you, respond to requests for assistance and / or assistance and / or provide you with our services. It will be our legitimate interest - pursuant to Recital 47 and art. 6.1, letter f) of the GDPR - use the data you have provided for direct marketing purposes, without affecting your fundamental rights and freedoms. This includes, by way of example:

In our web forms, you will be asked to provide the following identification data: name, surname, e-mail, telephone, subject and request. Registration through the www.extraaircraft.com website will allow us to manage the information in order to respond to your requests. This data will be used for statistical purposes and will allow us to invite you to events / courses organized near you.

I take flying personally. Every time I climb into the cockpit, I want to know that the aircraft I'm flying is the product of the best design and the most innovative engineering available. That's why I've poured my heart, mind and soul into ensuring that each aircraft carrying my name is the very best that it can be. Whether you choose to fly the EA-200, EA-300L, EA-300LP, EA-330LT, EA-330LC, EA-330LX and EA-330SC, you have my personal guarantee that EXTRA aircraft will carry you Above and Beyond, to find the true joy of flying. Sincerely,

Building on the Extra Aircraft philosophy that the pilots should only need to put fuel in, check the oil, and stick to a 50-hour inspection program, the company intends to continue the high-end customer support that it has provided through the years, via dealers such as Southeast Aero, based in St. Augustine, Florida.

Fuel Taxi

Taxi fuel is the fuel used prior to takeoff and will normally include pre-start APU consumption, engine start and taxi fuel. Taxi fuel is usually a fixed quantity for an average taxi duration. However, local conditions at the departure aerodrome such as average taxi time, normal ground delays and any anticipated deicing delays should be taken into consideration and the taxi fuel adjusted accordingly.

EXTRA FLUGZEUGPRODUKTIONS - UND VERTRIEBS GmbH is the data controller and is responsible for the acquisition, use, transmission, storage and protection of personal data in accordance with this Privacy Policy and current legislation (EU Regulation No. 679 dated 27 April 2016, Regulation Data Protection General, "GDPR").

Additional fuel is fuel which is added to comply with a specific regulatory or company requirement. Examples include ETOPS fuel, fuel required for a remote or island destination where no alternate is available and fuel required to satisfy an Minimum Equipment List (MEL) or Configuration Deviation List performance penalty.

Minimum brake release fuel is that quantity of fuel which, at the commencement of the takeoff roll, complies with all regulatory requirements for the flight in question. This is the minimum legal fuel required for departure.

Additional Fuel

If you have consented to the receipt of the newsletter and / or expressed your interest in staying up to date on the new events organized by us, we will use your references to inform you, via email, of news concerning EXTRA AIRCRAFT products and services, sending you the our newsletter.

Contingency fuel is carried to account for additional enroute fuel consumption caused by wind, routing changes or ATM: ATM/CNS restrictions. According to ICAO Annex 6, the recommended minimum contingency fuel is the greater of 5% of the trip fuel or 5 minutes holding consumption at 1500' above destination airfield elevation computed based on calculated arrival weight. However, some regulators have eliminated the minimum time requirement and some have increased the recommended time interval in their National Regulations. As well, some regulators allow contingency fuel reduction to 3% of trip fuel, or to specific time increments, with use of enroute alternates and conditional upon demonstrated performance criteria from the Operator. At least one authority allows, under very specific circumstances, for contingency fuel to be reduced to 0. In all cases, an Operator can direct that its crews carry contingency fuel in excess of that required by their National Aviation Authority (NAA).

Final reserve fuel is the minimum fuel required to fly for 30 minutes at 1,500 feet above the alternate aerodrome or, if an alternate is not required, at the destination aerodrome at holding speed in ISA conditions. Some Regulating Authorities require sufficient fuel to hold for 45 minutes.

Ballast fuel is sometimes carried to maintain the aircraft centre of gravity within limits. In certain aeroplanes, a zero fuel weight above a defined threshold requires that a minimum amount of fuel be carried in the wings through all phases of flight to prevent excessive wing bending. In both cases, this fuel is considered ballast and, under anything other than emergency circumstances, is not to be burned during the flight.

Minimum Brake Release Fuel

With lines from Modena, Italy-based industrial design firm Aircraft Studio Design, the airplane hits high notes from an aesthetic perspective as well. Certification under EASA will come first, and is expected in the coming weeks. Following that milestone, Extra will import the NG for flight under Experimental/Exhibition status until FAA certification in the Aerobatic category is achieved. Price during AirVenture 2019 is $420,000; price reverts to $450,000 after the show.

For a long time, Walter Extra steered clear of developing an aerobatic aircraft made from carbon fiber, understanding its limitations in terms of residual strength following extreme loads—such as those from impact. But when a concept came to him that would allow the design to capitalize on the material’s strengths, he dove into development of the aircraft unveiled on Monday, July 22, at AirVenture, the Extra NG.

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Georgia Nuclear Aircraft Laboratory

Georgia Nuclear Aircraft Laboratory - On paper, it seemed feasible as an incredible amount of power could be housed in a very small space, however the findings from the Dawsonville laboratory proved that nuclear aircraft would take more than what was originally thought.

The development of a nuclear powered aircraft was never realized. It is conjectured that a firewall and containment system needed to protect the flight crew failed to be successfully developed. Some claimed that the containment and firewall systems were too heavy for the aircraft.

Georgia Nuclear Aircraft Laboratory

Lockheed also used the reactor to test the effects of radiation on military equipment. In the late 1950s, the United States Air Force purchased property in Dawson Forest to build the GNAL which was then operated by Lockheed Martin.

A Bittersweet Change In Career

The site needed to be developed in order for it to house the nuclear reactors, firehouse, administration building and the reaction effects facility which meant clear cutting thousands of trees, Mahaffey said. The bucolic community of Dawsonville, some 40 miles north of Atlanta, became home to the Georgia Nuclear Aircraft Laboratory (GNAL) from the 1950's until 1971. In 1956, the United States government purchased 10,000 acres of open fields and woods from the Tucker family of

Dawsonville. Lockheed Aircraft Corporation, along with the Air Force and the Atomic Energy Commission, began construction of the GNAL- also known as Air Force Plant # 67. The site is near the intersection of Highway 9 and Dawson Forest Road in Southwest Dawson County.

Following a vague map of the original complex I found online, I drove further down the road to find what remained of the main facility. This is where the reactor once hung suspended in the air, and tunnels run underground.

There's nothing left but cement foundations now. When the lab was decommissioned the laboratory was flooded and the entryways filled in with rubble. "A lot of people said 'Oh, I wouldn't want to work there because you don't know what they're going to do, somebody might come over and bomb it,'" Thompson said.

Matt Park Multi-Use Trail

"A lot of people were scared and didn't want it to be in the county. They were afraid, just like I said 'they'll come over here and bomb us' or 'it'll explode and we'll all be blown to kingdom come' because nobody knew.

There was no way that they could possibly know.” When the lab closed, all of the dangerous materials were removed, either being destroyed or hauled out of Dawson County to be buried. Other materials that could be repurposed were either given away or auctioned off, Thompson recalled, as some of her friends from the lab took pieces of metal home.

There is not much left of the facility today. The only real structure still standing is the hot cell building, an imposing concrete and steel structure protected by barbed wire and three security fences. It's located on state forest land, next to the staging area for a local horse trail.

Although it's easy to access, unless you know its history there's little evidence of what's inside other than the amount of security fencing and NO TRESPASSING signs. She also remembers a day when all the secretaries asked to see the reactor.

No Funding Leads To Eventual Closing Of Plant

Although the women weren't able to see the reactor when it was hot their bosses did let them ride the small train that transported materials to and from the reactor. The GNAL buildings inside Dawson Forest were dismantled and hauled away.

The hot cell building, the only remaining structure still standing, was boarded up with stainless steel to keep intruders from entering the radioactive building. To this day, the building remains radioactive with particulates of Cobalt 60.

I've seen photos from other explorers who managed to dig their way into the top level of the underground facility. This is not an easy task. The tunnels are still flooded, and cannot be accessed by digging into the facility's ceiling.

There are rumors about how deep the tunnels go underground, and exactly what is still down there. I hope one day I'll be able to come back with the right equipment and try to find those answers myself.

Charleston Park

"An enormous amount of work was done to find out how having this reactor affects the environment. I'll give them that," Mahaffey said. "They wanted to find out how groundwater would transport radiation and they dug wells all over the facility, and they would have monitors monitoring what type of radiation, how much radiation and knew how fast radiation could transport in the environment."

By 1960, Thompson was ready to switch gears in her career and enrolled in beauty school in Gainesville where she attended night class twice a week for two years to fulfill her dream of opening her own beauty shop.

Despite the fears that often surrounded the lab, Thompson said she never felt unsafe working at GNAL. She worked as a secretary under John Bell, who oversaw the maintenance department of the facility, in her late 20s and was never really exposed to the nuclear reactor during her time there.

Under Lockheed's umbrella, the Georgia Nuclear Aircraft Laboratory was a small facility that was tasked with testing the effects of radiation on different objects and materials to study its effects. Its main focus was to create an efficient bomber aircraft that could carry atomic weapons while shielding the pilots.

Cartecay Loop

The facility closed permanently and was dismantled in 1971. Since his graduate studies at Georgia Tech in the 1970s, Mahaffey has compiled research on the Georgia Nuclear Aircraft Laboratory (GNAL) which has been published in his 2017 book "Atomic Adventures" where he discusses what happened behind closed doors at the site.

Although the Georgia Nuclear Aircraft Facility has been out of commission for nearly 50 years, local residents can still be heard whispering about two-headed deer and oak leaves the size of elephant ears spotted around the nuclear facility's remains.

The crown also meant that Thompson was able to get a glimpse into some of the nuclear laboratory when she posed in front of a four foot deep glass window that separated scientists from the robotic arms that were tasked with handling radiated materials.

3.3 mi 5.3 km • 208' up 63.36 m up • 207' down 63.05 m down Billions of dollars were poured into the Nuclear Aircraft Project that GNAL was part of during the 1960s, but funding was cut during the John F. Kennedy administration and the GNAL was closed in pieces and eventually closed completely in 1971.

Chicopee Woods

"We'd have to wear it on our outside clothing to measure if there was any radiation at all seeping around," Thompson said. "Then at the end of the day we'd have to go back through that little thing and leave our badge, and they would check it that night to see if there was any radiation."

10.3 mi 16.6 km • 474' up 144.5 m up • 474' down 144.52 m down "I loved working there. I hated to quit, but I wanted to have a baby more and have a beauty shop more," Thompson said.

"I felt like it was more of a career because I felt like eventually, they were just testing stuff, it was just a test site." "It was like being in school when they have a smoke alarm — they would have an alarm for everybody to get ready to leave the plant, line up at the gate and get ready to leave in case of an emergency," Thompson said.

"Most of the time it was just practice runs. We never really had to leave.” "It just gradually shaped into this fantastic facility. It was a singular facility. It wasn't like anything else in the world and it was in Dawsonville," Mahaffey said.

Becoming A Beauty Queen

"It was out in the woods. That's what they wanted. They wanted it where nobody would sneak around and want to know what it was, but that didn't work." "This was all unknown," Mahaffey said. "You have to build a facility that'll test it in real ways, not just computer simulations, and it has to be somewhere where you're not potentially going to wipe out a city."

Scattered nearby are empty concrete foundations that no longer have any clear purpose. If you follow a muddy path into the forest and you'll see traces of the old railway that brought radioactive material from the reactor to the hot cell building.

On the spring day I visited the forest is cold and eerily calm. The only sounds are the drizzle of rain and the echo of rifle shots from hunters somewhere deep in the woods. "Don't forget history.

Do not forget this history. It's important," Mahaffey said. "It's a look into the Cold War when the Cold War was running very hot, and you have to realize the danger of it and what we were doing about it.

Ung Oakwood Mtb Trail

It's definitely not something to be forgotten." The rumors circulating about the former site of the Georgia Nuclear Aircraft Laboratory have become folklore and remain an interesting topic of conversation for Dawson County residents. Tall tales of deer with three eyes or two sets of antlers are common.

Also, some claim seeing an "albino" black bear and other albino animals. Despite these rumors, today Dawson County is anything but remote and unpopulated. The "400 corridor" has been the impetus for increased commercial and residential developments.

Dawson County is home to many mountain, lake, and golf communities. Tens of thousands of families now call the area home. "All these people kept saying... 'I bet it's because you worked around all that radiation.' All these rumors are not true," Thompson said.

"Rumors about radiation harming the people that worked there because it was very carefully checked and there was never any radiation." "You couldn't be on the property unless you had a security clearance and logging truck drivers didn't have security clearances," Mahaffey said.

Big Creek Park

"What they did was they just piled up all these dead trees, thousands of dead trees in the exact center of the thing and set fire to it." Spam? Being a jerk/offensive? This is about an injury or accident

Something else? Please explain. "Everything we knew started out as a rumor, and some of them were right and some of them were wrong," Mahaffey said. "Not so much anymore, but back then everything nuclear was, by its nature, a secret."

Nuclear scientists began to understand that different materials took on new qualities once irradiated. This new series of testing led to the formation of Lockheed Nuclear Products. Various products were transported on rail cars to the reactor site, irradiated, then sent to the cooling site.

One such product was wood. Ordinary pine was injected with a resin, then irradiated. The resulting product was marketed under the name "Lockwood." It is said that this wood was used as flooring in the Atomic Energy Commission facility in Maryland.

"If you could cause fission in that uranium it makes a great deal of power in a very small space," Mahaffey said. "I mean you could have a thing that's the size of basketball that gives you a billion watts of power."

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Ga Nuclear Aircraft Laboratory

Ga Nuclear Aircraft Laboratory - 12.3 miles 19.8km • 1,035' Up 315.5 m Up • 1,041' Down 317.19 m Down © Georgia Institute of Technology Many people do not realize that just by visiting the forest, they are on the grounds of an abandoned nuclear lab. Lots of curious explorers have visited abandoned remnants of the site, and you can too. Please note that there are certain parts of the site

that are EXTREMELY dangerous to enter, so please do your research and explore at your own risk. It is highly advised to stay out of the tunnels and bunkers, as there is raditation trapped in these areas.

Ga Nuclear Aircraft Laboratory

10.3 miles 16.6km • 474' Up 144.5 m Up • 474' Down 144.52 m Down Built in the wilds of Georgia's Dawson Forest in the early 1950s, the sprawling testing center was a joint effort between the Air Force, and weapons manufacturer Lockheed. During its years in active use the center would fire up its small nuclear reactor and irradiates varied irradiates

Blankets Creek Full Tour

of military equipment and the forest itself and observe how they held up, all in an effort to see whether a nuclear-powered aircraft was a feasible invention. According to reports, the reactor was unshielded and the personnel would have to retreat to underground bunkers whenever

It was turned on and the residual radiation pollution caused the forest to lose all of its leaves. 7.7 mi 12.5km • 549' Up 167.43 m Up • 549' Down 167.35 m Down The first step in creating an nuclear powered vehicle is to see if it can even withstand the likely exposure to radiation it, and the surrounding environment, will receive. Of course the best way to test this in the 1950s was to simply head out somewhere remote

and start blasting stuff with radiation, and thus the Georgia Nuclear Aircraft Laboratory was born. 1.3 miles 2.1km • 63' Up 19.35 m Up • 63' Down 19.24 m Down The exact goings on at the center are still Top Secret, but the facility was closed down and largely dismantled in 1971 leaving behind nothing but concrete piles and husks. Today the flat building foundations can still be found in addition to a single remaining building from the

complex, all hidden away in the Dawson Forest, some even fenced off. The entrance to the underground tunnels was buried, but that has not stopped curious explorers from trying to find it. No radiation is still detectable around the ruins.

Charleston Park

The radiation also caused the forest trees to lose their leaves. Most of what happened at the site remains top-secret, which makes it even more exciting to visit. Speaking of strange and exciting, the Atlanta adventures don't end at the nuclear testing

site. You can also visit all the set locations from this season of Stranger Things if you're really ready to give yourself a thrill. Some of the remnants include a reactor, trainhouse, railroad, seepage pit, radiation effects laboratory, hot cell building and nuclear support laboratory. There have also been underground bunkers spotted, where workers would hide to protect themselves when the nuclear testing How ever, occurred

It is extremely important to stay out of these bunkers, as the radioactive chemicals in them are dangerous. Georgia Institute of Technology North Avenue, Atlanta, GA 30332 404.894.2000 Attention all thrill-seekers - why wait until Halloween to take a spooky adventure, when you can do it this summer? Thrills and chills are fun all year round, so take a day trip to one of Georgia's creepiest, top-secret hidden spots at

this nuclear testing site. This massive area of ​​land throughout Dawson Forest takes up nearly 10,000 acres. The remains of the Georgia Nuclear Aircraft Laboratory, once named Air Force Plant #67, are still standing and they will give you the heebie jeebies.

Big Creek Park

20.2 miles 32.5km • 2,635' Up 803.09 m Up • 2,628' Down 800.95 m Down The Naval Nuclear Laboratory comprises the U.S. Department of Energy locations and personnel responsible for developing advanced naval nuclear propulsion technology, providing technical support to ensure the safety and reliability of our nation's naval nuclear reactors.

submarines and aircraft carrier Fleets. The Naval Nuclear Laboratory includes the Bettis and Knolls Atomic Power Laboratories, the Kenneth A. Kesselring Site, and the Naval Reactors Facility which have proudly supported the nation since 1946. primary locations in Pennsylvania, New York, South Carolina, and Idaho.

The lab was shut down in 1971 and acquired by the Ciy of Atlanta to build an airport, but the area was not suitable for it (most likely because of high radiation levels). The radiation levels in the area are still being monitored today, almost

50 years later. Some of the buildings have been seen with their openings covered with bolted iron plates to keep the radiation from seeing out. 10.7 miles 17.2km • 806' Up 245.66 m Up • 806' Down

Mt Adams Mtb Trail

245.54 m Down The lab, owned by Lockheed, was opened in the 1950s to check if the nuclear aircraft actually did its job. The testing site was used to irradiate military equipment and to determine nuclear effects on the forest and wildlife. There are rumors that Dawsonville locals in

the 60s reported seeing mutated wildlife in the area, such as a 3-eyed deer. *shivers* Spam? Being a jerk / offensive? This is about an injury or accident Something else? Please explain.

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Gi Joe Aircraft Carrier 1985

Gi Joe Aircraft Carrier 1985 - The Tomahawk is a rare find for G.I. Joe collectors. Part of Hasbro's series five releases, it was available from 1986 to 1988. If in mint condition, it fetches $350. Even out-of-the-box Tomahawk models cost between $100 to $250 due to their rarity.

G.I. Joe is one of the greatest toy lines in history, with a legacy going back to the 1960s. The 12" dolls of that decade are as equally iconic as the smaller Star Wars-sized figures of the 1980s and beyond. Many of them are incredibly valuable. Some of them are among the most expensive toys ever.

Gi Joe Aircraft Carrier 1985

Updated on August 26th, 2021 by Rich Keller: G.I. Joe is synonymous with 1980s culture. The series, G.I. Joe: The Movie, the action figures, and their vehicles all bring back memories of childhood. Those who saved their Joe-related toys might have a fortune under their noses.

Particularly if what they own is a rarity. Despite some of his ineptitude, Cobra Commander is one of the best leaders of the organization. Thus, it makes sense that his action figure is the most prized in any form.

Several variants of the original action figure exist, including with and without the swivel Battle Arm Grip. There are some silly G.I. Joe vehicles out there, but the Defiant isn't one of them. The Defiant Space Vehicle Launch Complex is a massive and unique toy that retailed for about $100 when it debuted in 1987. A boxed set of this toy—if it can be found—goes for serious money.

Actually, a complete version sold on eBay for close to $1,800. Destro is one of the best Cobra villains in G.I. Joe's mythology. Additionally, he's one of the coolest figures in the original line. He debuted in the 1983 Series Two of action figures and became an instant hit with his distinctive metal mask.

Perry was a cultural phenomenon after the Bears won the Super Bowl in 1985. This probably led to his G.I. Joe-related figure being released as a giveaway in early 1987. A complete set costs nearly $300.

Scarlett is one of the original G.I. Joe action figures released in 1982. That means she was originally released with the original straight arms, not unlike the best vintage Star Wars action figures. In Series Two, she was re-released with the Swivel-Arm Battle Grip.

A graded carded sample goes for about $1300. The rarest by far is the so-called "Mickey Mouse" variant. This early edition of the mail-away iteration features a misprint on the iconic Cobra symbol on his chest.

As a result, it created a shape that looked like Mickey Mouse's ears. One of the rarest figures in the line, a graded complete set of the mail-away figure costs nearly $5,000. The character would go on to have dozens of other figures over the decades.

Nevertheless, this one remains the goal for many collectors. The main reason is he's one of the greatest G.I. Joe characters of all time. The solider and ninja is a silent, deadly powerhouse that rivals even comic book superheroes.

Hasbro made a habit of odd cross-promotional tie-ins with G.I. Joe. For instance, they did one with their other popular line, the Transformers, for years. One of the oddest is the manufacturer's mail-away promotion for The Fridge, an action figure based on the iconic Chicago Bears defensive player William "Refrigerator" Perry.

The U.S.S. Flagg is the end-all be-all of G.I. Joe toys. It's one of the largest toys of the 1980s with an original retail cost of $90. Once assembled, the aircraft carrier is over seven feet long.

A boxed complete can cost $4,000. Although the first version from 1982 is also sought after and expensive, the second version from 1985 is the iconic Snake Eyes. A carded sample sets people back $2,100. Introduced at the height of the line's popularity, this Snake Eyes is paired with his wolf sidekick Timber.

The reason for the high asking price of $15,000 is the figure's true rarity. It's hard to find one out-of-the-box in mint condition, let alone one in its packaging. The one for sale was awarded a 95 AFA grade.

Unlike a lot of other Joe figures from the 1980s, Baroness didn't see any re-releases. She was available in 1984 and 1985 and did not return until 1997. However, she was dressed in different colors by that time.

A MOC sample of Destro costs upwards of $600. The cost comes down a lot due to variations on the file card. There are two different models: The one from 1983 has the G.I. Joe logo, whereas the more rare 1985 version has the Cobra logo.

It comes with removable seats, spinning blades, and missiles. From 1987-88, the Tomahawk was packaged with a pilot, Lift-Ticket. This was the only place the action figure was sold. Thus, complete boxes from this time period are a solid catch.

There's a reason Hasbro's Series Two release of Joe figures is so popular and features rare complete sets. It introduced the Swivel-Arm Battle Grip. This allowed the toys to bend their arms inward and outward. Thus, the action figures could actually hold the weapons that came in their packaging.

The G.I. Joe VAMP & HAL set combines two regularly sold vehicles into one. The uniqueness of the item— along with its brief window of availability— makes it one of the rarest and most sought-after packaged G.I.

Joe toys from the 1980s. This very rare MIB set costs upwards of $7,500. Although introduced in the comics and the G.I. Joe cartoon in 1984, it took Hasbro another year to adapt Shipwreck into an action figure.

That's okay, as it gave the manufacturer a chance to provide another construction breakthrough for their Series Four toys: The neck ball. This gives Shipwreck the power to move his head up and down as well as back and forth.

Franklin Tailtree, known by the Joe codename Airborne, was not popular when he appeared in the second series of action figures. Although his file card is impressive, the toy itself, which comes with a rifle and parachute, did not enthrall consumers.

Released in 1984, Airborne was discontinued one year later. The Flagg has never been re-released, unlike many other classic G.I. Joe vehicles. The ship came with many accessories and parts that are easily lost, and complete kits are hard to find.

Hence, this makes loose and boxed versions the Holy Grail for many Joe collectors. Much of the vintage G.I. Joe line, particularly the A Real American Hero era, commands a premium on the secondary market. If collectors want to complete a set, it costs them a small fortune.

Prices on some especially rare and iconic pieces continue to skyrocket. Many of the images below are courtesy of the fantastic archive at Yojoe.com! With complete packaging, this figure has been sold for over $700. He's less expensive if part of the Original Adventure Team package Hasbro Direct offered in 1986. Here, the Airborne came via mail with nine other figures in a carrying case.

However, even the figures included with the set, Hardtop & Payload, go for astronomical sums themselves. The main reason is that they came with a lot of small accessories, like a microphone and umbilical cord, that easily became lost.

Loose sets of these figures cost upwards of $800. First released in 1967, the nurse did not perform very well. Boys didn't want a girl doll among their action figures. The lack of heavy production on the figure, combined with a major variation in the color of her medic bag— the white version is the first and most rare— makes G.I.

Nurse Action Doll one of the most prized figures. Baroness played a huge role in the Marvel Comics version of G.I. Joe. Today, she would have been considered one of Marvel's best spies. An instant icon from her Series Three introduction in 1984, Baroness is one of the key figures in Cobra and one of the most sought-after action figures from the 80s.

A graded, carded figure costs about $1,700.

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Georgia Nuclear Aircraft Laboratory

Georgia Nuclear Aircraft Laboratory - On paper, it seemed feasible as an incredible amount of power could be housed in a very small space, however the findings from the Dawsonville laboratory proved that nuclear aircraft would take more than what was originally thought.

The development of a nuclear powered aircraft was never realized. It is conjectured that a firewall and containment system needed to protect the flight crew failed to be successfully developed. Some claimed that the containment and firewall systems were too heavy for the aircraft.

Georgia Nuclear Aircraft Laboratory

Lockheed also used the reactor to test the effects of radiation on military equipment. In the late 1950s, the United States Air Force purchased property in Dawson Forest to build the GNAL which was then operated by Lockheed Martin.

A Bittersweet Change In Career

The site needed to be developed in order for it to house the nuclear reactors, firehouse, administration building and the reaction effects facility which meant clear cutting thousands of trees, Mahaffey said. The bucolic community of Dawsonville, some 40 miles north of Atlanta, became home to the Georgia Nuclear Aircraft Laboratory (GNAL) from the 1950's until 1971. In 1956, the United States government purchased 10,000 acres of open fields and woods from the Tucker family of

Dawsonville. Lockheed Aircraft Corporation, along with the Air Force and the Atomic Energy Commission, began construction of the GNAL- also known as Air Force Plant # 67. The site is near the intersection of Highway 9 and Dawson Forest Road in Southwest Dawson County.

Following a vague map of the original complex I found online, I drove further down the road to find what remained of the main facility. This is where the reactor once hung suspended in the air, and tunnels run underground.

There's nothing left but cement foundations now. When the lab was decommissioned the laboratory was flooded and the entryways filled in with rubble. "A lot of people said 'Oh, I wouldn't want to work there because you don't know what they're going to do, somebody might come over and bomb it,'" Thompson said.

Matt Park Multi-Use Trail

"A lot of people were scared and didn't want it to be in the county. They were afraid, just like I said 'they'll come over here and bomb us' or 'it'll explode and we'll all be blown to kingdom come' because nobody knew.

There was no way that they could possibly know.” When the lab closed, all of the dangerous materials were removed, either being destroyed or hauled out of Dawson County to be buried. Other materials that could be repurposed were either given away or auctioned off, Thompson recalled, as some of her friends from the lab took pieces of metal home.

There is not much left of the facility today. The only real structure still standing is the hot cell building, an imposing concrete and steel structure protected by barbed wire and three security fences. It's located on state forest land, next to the staging area for a local horse trail.

Although it's easy to access, unless you know its history there's little evidence of what's inside other than the amount of security fencing and NO TRESPASSING signs. She also remembers a day when all the secretaries asked to see the reactor.

No Funding Leads To Eventual Closing Of Plant

Although the women weren't able to see the reactor when it was hot their bosses did let them ride the small train that transported materials to and from the reactor. The GNAL buildings inside Dawson Forest were dismantled and hauled away.

The hot cell building, the only remaining structure still standing, was boarded up with stainless steel to keep intruders from entering the radioactive building. To this day, the building remains radioactive with particulates of Cobalt 60.

I've seen photos from other explorers who managed to dig their way into the top level of the underground facility. This is not an easy task. The tunnels are still flooded, and cannot be accessed by digging into the facility's ceiling.

There are rumors about how deep the tunnels go underground, and exactly what is still down there. I hope one day I'll be able to come back with the right equipment and try to find those answers myself.

Charleston Park

"An enormous amount of work was done to find out how having this reactor affects the environment. I'll give them that," Mahaffey said. "They wanted to find out how groundwater would transport radiation and they dug wells all over the facility, and they would have monitors monitoring what type of radiation, how much radiation and knew how fast radiation could transport in the environment."

By 1960, Thompson was ready to switch gears in her career and enrolled in beauty school in Gainesville where she attended night class twice a week for two years to fulfill her dream of opening her own beauty shop.

Despite the fears that often surrounded the lab, Thompson said she never felt unsafe working at GNAL. She worked as a secretary under John Bell, who oversaw the maintenance department of the facility, in her late 20s and was never really exposed to the nuclear reactor during her time there.

Under Lockheed's umbrella, the Georgia Nuclear Aircraft Laboratory was a small facility that was tasked with testing the effects of radiation on different objects and materials to study its effects. Its main focus was to create an efficient bomber aircraft that could carry atomic weapons while shielding the pilots.

Cartecay Loop

The facility closed permanently and was dismantled in 1971. Since his graduate studies at Georgia Tech in the 1970s, Mahaffey has compiled research on the Georgia Nuclear Aircraft Laboratory (GNAL) which has been published in his 2017 book "Atomic Adventures" where he discusses what happened behind closed doors at the site.

Although the Georgia Nuclear Aircraft Facility has been out of commission for nearly 50 years, local residents can still be heard whispering about two-headed deer and oak leaves the size of elephant ears spotted around the nuclear facility's remains.

The crown also meant that Thompson was able to get a glimpse into some of the nuclear laboratory when she posed in front of a four foot deep glass window that separated scientists from the robotic arms that were tasked with handling radiated materials.

3.3 mi 5.3 km • 208' up 63.36 m up • 207' down 63.05 m down Billions of dollars were poured into the Nuclear Aircraft Project that GNAL was part of during the 1960s, but funding was cut during the John F. Kennedy administration and the GNAL was closed in pieces and eventually closed completely in 1971.

Chicopee Woods

"We'd have to wear it on our outside clothing to measure if there was any radiation at all seeping around," Thompson said. "Then at the end of the day we'd have to go back through that little thing and leave our badge, and they would check it that night to see if there was any radiation."

10.3 mi 16.6 km • 474' up 144.5 m up • 474' down 144.52 m down "I loved working there. I hated to quit, but I wanted to have a baby more and have a beauty shop more," Thompson said.

"I felt like it was more of a career because I felt like eventually, they were just testing stuff, it was just a test site." "It was like being in school when they have a smoke alarm — they would have an alarm for everybody to get ready to leave the plant, line up at the gate and get ready to leave in case of an emergency," Thompson said.

"Most of the time it was just practice runs. We never really had to leave.” "It just gradually shaped into this fantastic facility. It was a singular facility. It wasn't like anything else in the world and it was in Dawsonville," Mahaffey said.

Becoming A Beauty Queen

"It was out in the woods. That's what they wanted. They wanted it where nobody would sneak around and want to know what it was, but that didn't work." "This was all unknown," Mahaffey said. "You have to build a facility that'll test it in real ways, not just computer simulations, and it has to be somewhere where you're not potentially going to wipe out a city."

Scattered nearby are empty concrete foundations that no longer have any clear purpose. If you follow a muddy path into the forest and you'll see traces of the old railway that brought radioactive material from the reactor to the hot cell building.

On the spring day I visited the forest is cold and eerily calm. The only sounds are the drizzle of rain and the echo of rifle shots from hunters somewhere deep in the woods. "Don't forget history.

Do not forget this history. It's important," Mahaffey said. "It's a look into the Cold War when the Cold War was running very hot, and you have to realize the danger of it and what we were doing about it.

Ung Oakwood Mtb Trail

It's definitely not something to be forgotten." The rumors circulating about the former site of the Georgia Nuclear Aircraft Laboratory have become folklore and remain an interesting topic of conversation for Dawson County residents. Tall tales of deer with three eyes or two sets of antlers are common.

Also, some claim seeing an "albino" black bear and other albino animals. Despite these rumors, today Dawson County is anything but remote and unpopulated. The "400 corridor" has been the impetus for increased commercial and residential developments.

Dawson County is home to many mountain, lake, and golf communities. Tens of thousands of families now call the area home. "All these people kept saying... 'I bet it's because you worked around all that radiation.' All these rumors are not true," Thompson said.

"Rumors about radiation harming the people that worked there because it was very carefully checked and there was never any radiation." "You couldn't be on the property unless you had a security clearance and logging truck drivers didn't have security clearances," Mahaffey said.

Big Creek Park

"What they did was they just piled up all these dead trees, thousands of dead trees in the exact center of the thing and set fire to it." Spam? Being a jerk/offensive? This is about an injury or accident

Something else? Please explain. "Everything we knew started out as a rumor, and some of them were right and some of them were wrong," Mahaffey said. "Not so much anymore, but back then everything nuclear was, by its nature, a secret."

Nuclear scientists began to understand that different materials took on new qualities once irradiated. This new series of testing led to the formation of Lockheed Nuclear Products. Various products were transported on rail cars to the reactor site, irradiated, then sent to the cooling site.

One such product was wood. Ordinary pine was injected with a resin, then irradiated. The resulting product was marketed under the name "Lockwood." It is said that this wood was used as flooring in the Atomic Energy Commission facility in Maryland.

"If you could cause fission in that uranium it makes a great deal of power in a very small space," Mahaffey said. "I mean you could have a thing that's the size of basketball that gives you a billion watts of power."

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