Intercept Aircraft

Intercept Aircraft - In the 1950s, during the Cold War, a strong interceptor force was crucial for the great powers, as the best means to defend against the threat of the unexpected nuclear strike by strategic bombers. Hence for a brief period of time they faced rapid development.

At the end of the 1960s, the nuclear threat became unstoppable with the addition of various ballistic missiles which could not be intercepted approaching from outside of the atmosphere with speeds as high as 5–7 km/s.

Intercept Aircraft

Thus, the doctrine of mutually assured destruction replaced the trend of defense strengthening, and left interceptors with much less strategic justification. Their utility waned as the role became blurred into the role of the heavy air superiority fighters dominant in military thinking at the time.

Egypt built its own interceptor, the Helwan HA-300, designed by the ex-German scientist Willy Messerschmitt. Under the pressure of the Soviet Union the project was terminated after making just three interceptors. One of them is still shown in a German museum.

Intercept aircraft sacrifice capabilities of the air superiority fighter (i.e., fighting enemy fighter aircraft) by tuning their performance for either fast climbs or high speeds.[citation needed] The result is that interceptors often look very impressive on paper, typically outrunning, outclimbing and

outgunning less specialized fighter designs. Yet they tend to fare poorly in fighter-to-fighter combat against the same "less capable" designs due to limited maneuverability. In the spectrum of various interceptors, one design approach especially shows sacrifices necessary to achieve decisive benefit in a chosen aspect of performance.

Point defense interceptor is[citation needed] the lightweight design, intended to spend most of their time on the ground, located at the defended target, able to launch on demand, climb to altitude, maneuver and then attack the bomber in a very short time

before the bomber can deploy its weapons. The Swedish Saab 35 Draken was specifically designed for intercepting aircraft passing Swedish airspace at high altitudes in the event of a war between the Soviet Union and NATO.

With the advent of low flying cruise-missiles and high-altitude AA-missiles the flight profile was changed, but regained the interceptor profile with the final version J 35J. At the end of Second World War, the Luftwaffe's most critical requirement was for interceptors as the Commonwealth and American air forces pounded German targets night and day.

As the bombing effort grew, notably in early 1944, the Luftwaffe introduced a rocket-powered design, the Messerschmitt Me 163 Komet, in the very-short-range interceptor role. The engine allowed about 7 minutes of powered flight, but offered such tremendous performance that they could fly right by the defending fighters.[2]

The Me 163 required an airbase, however, which were soon under constant attack. Following the Emergency Fighter Program, the Germans developed even odder designs, such as the Bachem Ba 349 Natter, which launched vertically and thus eliminated the need for an airbase.

In general all these initial German designs proved difficult to operate, often becoming death traps for their pilots,[2] and had little effect on the bombing raids. The interceptor mission is, by its nature, a difficult one.

Consider the desire to protect a single target from attack by long-range bombers. The bombers have the advantage of being able to select the parameters of the mission - attack vector, speed and altitude. As the bombers will ideally be detected at long range from the target, there is an enormous area from which an attack can start.

The interceptor must be able to start, launch, climb to altitude, maneuver for attack and then attack the bomber before the bomber can cover the distance between detection and deploying its weapons. An interceptor aircraft (or simply interceptor) is a type of fighter aircraft designed specifically to prevent missions of enemy aircraft, particularly bombers and reconnaissance aircraft, and destroy them, relying usually on great speed and powerful armament.[citation needed] Being used since the

First World War, after the late 1960s, interceptors became less important due to shifting from bombers to intercontinental ballistic missiles (ICBMs) for nuclear warfare. In the 1950s, the United States Navy led an unsuccessful F6D Missileer project.

Later it launched the development of a large F-111B fleet air defense fighter, but this project was canceled too. Finally, the role was assigned to the F-14 Tomcat, carrying AIM-54 Phoenix missiles. This aircraft was well-capable of fighter-to-fighter combat, as well as air interdiction missions, so it does not exactly fit the "pure" interceptor niche.

Both the fighter and the missile were retired in 2006. As capabilities continued to improve, especially through the widespread introduction of the jet engine, the time allowed between detection and interception dropped. Even the most advanced point defense interceptors combined with long-range radars were struggling to keep the reaction time down enough to be effective.

Fixed times, like the time needed for the pilot to climb into the cockpit, became an increasing portion of the overall mission time. As there were few ways to reduce this, the need for longer-range designs with extended loiter times became the main design concept.[when?][citation needed]

The British Royal Air Force operated a supersonic day fighter, the English Electric Lightning, alongside the Gloster Javelin in the subsonic night/all-weather role. Efforts to replace the Javelin with a supersonic design under Operational Requirement F.155 came to naught.

The air defense variant (ADV) of the Panavia Tornado was introduced in the 1980s, and continued to serve until replaced with a multirole design, the Eurofighter Typhoon. In the initial stage of Cold War, bombers were expected to attack flying higher and faster, even at transonic speeds.

Initial transonic and supersonic fighters had modest internal fuel tanks in their slim fuselages, but a very high fuel consumption. This led fighter prototypes emphasizing acceleration and operational ceiling, with a sacrifice on the loiter time, essentially limiting them to a point defense role.

Such were the mixed jet/rocket power Convair XF-92 or Saunders Roe SR.53. The Soviet and Western trials with zero length launch were also related. None of these found practical use. Designs that depended solely on jet engines achieved more success with the F-104 Starfighter (initial A version) and the English Electric Lightning.

These area defense interceptors (or area defense fighters) were large designs intended to stay on lengthy patrol and protect a much larger area from attack, depending on great detection capabilities and high speed to reach targets.

The design emphasis was on range, missile carrying capacity and radar quality rather than on acceleration and climb rate. They usually carried long-range or medium-range air-to-air missiles, and often had no bombing capability. They were the first to introduce all-weather avionics, ensuring successful operations during night, rain, snow, or fog.

Countries that were strategically dependent on surface fleet, most notably US and UK, also maintained fleet defense fighters that acted very similarly to their non-naval counterparts.[citation needed] From 1946 to 1980 the United States maintained a dedicated Aerospace Defense Command, consisting primarily of dedicated interceptors.

Many post-war designs were of limited performance, including designs like the F-86D and F-89 Scorpion. In the late 1940s ADC started a project to build a much more advanced interceptor under the 1954 interceptor effort, which eventually delivered the F-106 Delta Dart after a lengthy development process.

Further replacements were studied during the 1960s, but came to nothing as the USSR strengthened their strategic force with ICBMs. Hence, the F-106 ended up serving as the primary USAF interceptor into the 1980s. As it was retired, intercept missions were assigned to the contemporary F-15 and F-16 fighters, among their other roles.

Currently, the F-22 is the USA's latest combat aircraft that serves in part as an interceptor. Prior to the start of the Second World War technology had improved so that it appeared that the interceptor mission would be effectively impossible.

The visual and acoustic detection had a short range and would not give the interceptor enough time to climb to altitude before the bombers were already on their targets. This could be addressed through the use of a standing cover of aircraft, but only at enormous cost.

The conclusion at the time was that "the bomber will always get through". The introduction of radar upset this equation.[1]

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Intercept Aircraft

Intercept Aircraft - In the 1950s, during the Cold War, a strong interceptor force was crucial for the great powers, as the best means to defend against the threat of the unexpected nuclear strike by strategic bombers. Hence for a brief period of time they faced rapid development.

At the end of the 1960s, the nuclear threat became unstoppable with the addition of various ballistic missiles which could not be intercepted approaching from outside of the atmosphere with speeds as high as 5–7 km/s.

Intercept Aircraft

Thus, the doctrine of mutually assured destruction replaced the trend of defense strengthening, and left interceptors with much less strategic justification. Their utility waned as the role became blurred into the role of the heavy air superiority fighters dominant in military thinking at the time.

Egypt built its own interceptor, the Helwan HA-300, designed by the ex-German scientist Willy Messerschmitt. Under the pressure of the Soviet Union the project was terminated after making just three interceptors. One of them is still shown in a German museum.

Intercept aircraft sacrifice capabilities of the air superiority fighter (i.e., fighting enemy fighter aircraft) by tuning their performance for either fast climbs or high speeds.[citation needed] The result is that interceptors often look very impressive on paper, typically outrunning, outclimbing and

outgunning less specialized fighter designs. Yet they tend to fare poorly in fighter-to-fighter combat against the same "less capable" designs due to limited maneuverability. In the spectrum of various interceptors, one design approach especially shows sacrifices necessary to achieve decisive benefit in a chosen aspect of performance.

Point defense interceptor is[citation needed] the lightweight design, intended to spend most of their time on the ground, located at the defended target, able to launch on demand, climb to altitude, maneuver and then attack the bomber in a very short time

before the bomber can deploy its weapons. The Swedish Saab 35 Draken was specifically designed for intercepting aircraft passing Swedish airspace at high altitudes in the event of a war between the Soviet Union and NATO.

With the advent of low flying cruise-missiles and high-altitude AA-missiles the flight profile was changed, but regained the interceptor profile with the final version J 35J. At the end of Second World War, the Luftwaffe's most critical requirement was for interceptors as the Commonwealth and American air forces pounded German targets night and day.

As the bombing effort grew, notably in early 1944, the Luftwaffe introduced a rocket-powered design, the Messerschmitt Me 163 Komet, in the very-short-range interceptor role. The engine allowed about 7 minutes of powered flight, but offered such tremendous performance that they could fly right by the defending fighters.[2]

The Me 163 required an airbase, however, which were soon under constant attack. Following the Emergency Fighter Program, the Germans developed even odder designs, such as the Bachem Ba 349 Natter, which launched vertically and thus eliminated the need for an airbase.

In general all these initial German designs proved difficult to operate, often becoming death traps for their pilots,[2] and had little effect on the bombing raids. The interceptor mission is, by its nature, a difficult one.

Consider the desire to protect a single target from attack by long-range bombers. The bombers have the advantage of being able to select the parameters of the mission - attack vector, speed and altitude. As the bombers will ideally be detected at long range from the target, there is an enormous area from which an attack can start.

The interceptor must be able to start, launch, climb to altitude, maneuver for attack and then attack the bomber before the bomber can cover the distance between detection and deploying its weapons. An interceptor aircraft (or simply interceptor) is a type of fighter aircraft designed specifically to prevent missions of enemy aircraft, particularly bombers and reconnaissance aircraft, and destroy them, relying usually on great speed and powerful armament.[citation needed] Being used since the

First World War, after the late 1960s, interceptors became less important due to shifting from bombers to intercontinental ballistic missiles (ICBMs) for nuclear warfare. In the 1950s, the United States Navy led an unsuccessful F6D Missileer project.

Later it launched the development of a large F-111B fleet air defense fighter, but this project was canceled too. Finally, the role was assigned to the F-14 Tomcat, carrying AIM-54 Phoenix missiles. This aircraft was well-capable of fighter-to-fighter combat, as well as air interdiction missions, so it does not exactly fit the "pure" interceptor niche.

Both the fighter and the missile were retired in 2006. As capabilities continued to improve, especially through the widespread introduction of the jet engine, the time allowed between detection and interception dropped. Even the most advanced point defense interceptors combined with long-range radars were struggling to keep the reaction time down enough to be effective.

Fixed times, like the time needed for the pilot to climb into the cockpit, became an increasing portion of the overall mission time. As there were few ways to reduce this, the need for longer-range designs with extended loiter times became the main design concept.[when?][citation needed]

The British Royal Air Force operated a supersonic day fighter, the English Electric Lightning, alongside the Gloster Javelin in the subsonic night/all-weather role. Efforts to replace the Javelin with a supersonic design under Operational Requirement F.155 came to naught.

The air defense variant (ADV) of the Panavia Tornado was introduced in the 1980s, and continued to serve until replaced with a multirole design, the Eurofighter Typhoon. In the initial stage of Cold War, bombers were expected to attack flying higher and faster, even at transonic speeds.

Initial transonic and supersonic fighters had modest internal fuel tanks in their slim fuselages, but a very high fuel consumption. This led fighter prototypes emphasizing acceleration and operational ceiling, with a sacrifice on the loiter time, essentially limiting them to a point defense role.

Such were the mixed jet/rocket power Convair XF-92 or Saunders Roe SR.53. The Soviet and Western trials with zero length launch were also related. None of these found practical use. Designs that depended solely on jet engines achieved more success with the F-104 Starfighter (initial A version) and the English Electric Lightning.

These area defense interceptors (or area defense fighters) were large designs intended to stay on lengthy patrol and protect a much larger area from attack, depending on great detection capabilities and high speed to reach targets.

The design emphasis was on range, missile carrying capacity and radar quality rather than on acceleration and climb rate. They usually carried long-range or medium-range air-to-air missiles, and often had no bombing capability. They were the first to introduce all-weather avionics, ensuring successful operations during night, rain, snow, or fog.

Countries that were strategically dependent on surface fleet, most notably US and UK, also maintained fleet defense fighters that acted very similarly to their non-naval counterparts.[citation needed] From 1946 to 1980 the United States maintained a dedicated Aerospace Defense Command, consisting primarily of dedicated interceptors.

Many post-war designs were of limited performance, including designs like the F-86D and F-89 Scorpion. In the late 1940s ADC started a project to build a much more advanced interceptor under the 1954 interceptor effort, which eventually delivered the F-106 Delta Dart after a lengthy development process.

Further replacements were studied during the 1960s, but came to nothing as the USSR strengthened their strategic force with ICBMs. Hence, the F-106 ended up serving as the primary USAF interceptor into the 1980s. As it was retired, intercept missions were assigned to the contemporary F-15 and F-16 fighters, among their other roles.

Currently, the F-22 is the USA's latest combat aircraft that serves in part as an interceptor. Prior to the start of the Second World War technology had improved so that it appeared that the interceptor mission would be effectively impossible.

The visual and acoustic detection had a short range and would not give the interceptor enough time to climb to altitude before the bombers were already on their targets. This could be addressed through the use of a standing cover of aircraft, but only at enormous cost.

The conclusion at the time was that "the bomber will always get through". The introduction of radar upset this equation.[1]

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F900 Aircraft

F900 Aircraft - You're never out of touch in the Falcon 900LX, which features Dassault's FalconConnect system for high-speed internet and placing voice calls. FalconConnect provides a single point of contact for hardware, network installation, troubleshooting and cost management, including ready access to data consumption information through the FalconConnect portal.

Each of the engines that power the 900LX produces 5,000 pounds (22.25 kN) of thrust at sea level up to ISA +17°C and provides unbeatable efficiency in this power range, along with a reputation for low fuel consumption and quiet operation.

F900 Aircraft

With more than 11,000 engines entered into service and 100 million hours of operation logged, the reliability and fuel-efficient performance of the TFE731 series are well proven. With High-Mach blended winglets extending its range to 4,750 nm (8,800 km), the 900LX crosses any ocean or continent, and sometimes both, traveling routes like London to Seattle with nonstop ease.

Connectivity For Productivity

It will fly you from Chicago Executive to Geneva, or just about anywhere on nearly one-third less fuel than its nearest competitor. Dassault Aviation is exhibiting its ultra-long-range, large-cabin Falcon 8X and super mid-size Falcon 2000LX at this year's Avalon Australian International Airshow, which opens at Avalon Airport near Melbourne, Australia on February 28 and runs through March 5.

While highly efficient at high speeds, the 900LX wing is equally adept and well-mannered at low speeds, which accounts for its impressive short-field performance and safer approaches. Leading-edge slats and double-slotted Fowler flaps deploy on approach.

Air brakes help with precise glide path control and add stopping power on the ground. A sophisticated wing gives the 900LX greater airport access than its competitors, which means more choices for the owner. The Falcon 900LX is backed by an award-winning, worldwide support network.

Comprehensive services include FalconResponse, Dassault's suite of AOG support services committed to doing whatever it takes to get a grounded Falcon back into operation quickly. And when necessary, two FalconResponse aircraft can provide alternative passenger lift—an industry first.

Powerful And Proven

Another exclusive Falcon service, FalconCare, is the most complete OEM maintenance program in the industry, enabling customers to better manage their operating budget through stable, predictable costs. Dassault Aviation is a family company. A family with a heritage of integrity and excellence.

We have and always will invest in innovation and technology to an extraordinary level. And we will always be the best in everything we offer our customers. Strong yet light, agile yet smooth, powerful yet efficient.

Many of the 900LX's finer attributes result from technology developed for Dassault's military programs. Like any good fighter jet, its design assures pilots precise and responsive aerodynamic feedback and large safety margins. The 900LX flight deck can be configured with FalconEye, the world's first Combined Vision System created for a business jet.

It provides flight crews with unprecedented situational awareness in all weather conditions, day or night. FalconEye adds a significant margin of safety for all airport operations, but especially at challenging airfields with difficult surroundings. The net effect is more mission flexibility.

The World Is Your Headquarters

The typical approach speed of the 900LX is 110 knots (204 kph), more than 10 knots slower than the nearest competitor, providing access to shorter runways and higher margins of safety on landing. At the other end of the envelope, top speed is a brisk Mach 0.84, with a typical cruise speed of Mach 0.80.

Like all Falcons, the 900LX has no speed limitations in turbulence — a testament to efficient design and robust construction. An innovative "mood" light system allows passengers to create the perfect environment for work, rest or dining.

An LED lighting system produces both high-quality white light and a selection of programmable mood lighting for any desired ambiance. All 24 cabin windows are located within the passenger seating area for a bright daylight cabin.

Dassault Aviation is a family company. A family with a heritage of integrity and excellence. We have and always will invest in innovation and technology to an extraordinary level. And we will always be the best in everything we offer our customers.

A Wing That Goes Even Farther

The latest iteration of the successful Falcon 900 series, the Falcon 900LX, sets the standard in its class for reliability, versatility, and fuel economy. The 900LX features a refreshed, sleek new fashion-forward interior, which is equal parts beauty, comfort, and functionality.

With more than 500 Falcon 900LX's built, this aircraft is serious business. A considerable portion of the production (the fuselage and wings, i.e. 65% of the total) was handled in-house, with the remaining tasks entrusted to different industrial partner firms.

Final assembly and flying take place in Mérignac, where the Falcon 900 took off for the first time on 21 September 1984, with Hervé Leprince-Ringuet and Jérôme Résal in the cockpit. Dassault Aviation is exhibiting its ultra-long-range, large-cabin Falcon 8X and super mid-size Falcon 2000LX at this year's Avalon Australian International Airshow, which opens at Avalon Airport near Melbourne, Australia on February 28 and runs through March 5.

The trijet design largely accounts for the distinctive ramp appeal of the Falcon 900LX. But the beauty of this proven performer runs through every aspect of its rugged airframe, advanced aerodynamics, cutting-edge avionics and time-tested systems updated for today's environment.

Always At The Ready

Its Falcon-50 lineage is obvious, yet conceals numerous developments. The fuselage is longer and wider, making the interior substantially more comfortable, and enabling this plane to carry 12 to 14 passengers (against the Falcon 50's eight passengers).

The avionics are digital. Computer-aided design and manufacturing processes using Dassault Systems' CATIA system empowered engineers to design, fine-tune and produce this aircraft's structure and aerodynamic features with outstanding accuracy. Using composite materials for every application possible cut weight substantially.

Our highly efficient cabin air management systems are designed to far exceed the required minimums in air quality by 10X. Cabin air is fully refreshed up to 10X faster than in modern office buildings. This adds greatly to overall in-flight comfort.

When you arrive at your destination, you will feel rested, energetic and ready to meet the challenges of the day. The 900LX has a maximum range of 4,750 nm (8,800 km) and a maximum speed of Mach .84.

Leading-Edge Fighter Spirit

It can take you from Geneva to Chicago, Mumbai to London City or Hong Kong to Sydney, non-stop, while consuming far less fuel than its competitors. In addition to airfield agility, the hallmark of trijet design, the 900LX allows more direct, over-water routing, an advantage that saves both time and fuel, while also enhancing safety.

Fueled for a 3,000 nm (5,556 km) trip, the Falcon 900LX can depart runways of less than 4,000 feet (1,219 m) at sea level and less than 6,000 feet (1829 m) in Denver-like settings a mile above sea level.

It also gives you access to challenging airports, such as those at London City, Aspen, St. Moritz, Gstaad and Toluca. Even on warm days, the 900LX delivers ample range from high elevations. The Falcon 2000LXS will offer an advanced filtration system option that improves air quality even further.

HEPA/ULPA filters*, found in most hospital intensive care units and operating rooms, collect 99.97% of all air particles, including 0.06 to 0.2 µm particles** such as: COVID-19, MERS-CoV and SARS-CoV. System certification for deliveries in 2022 is currently pending.

The All-Seeing Falconeye

The 900LX's high maximum landing weight allows short hops followed by transoceanic leaps, without refuelling. Fly from Washington, D.C. to Geneva, for example, with a quick stop in New York. Or fly six passengers from Paris to London, then on to New York, with fuel to spare.

Beyond saving time, you save money, avoiding the need to buy more expensive fuel when you're away from home. The Falcon 900LX's EASy II flight deck dramatically assures optimum crew coordination and situational awareness, presenting pilots with everything from flight planning and automated checklists to the aircraft's precise position, situation and environment through an innovative graphical interface that allows pilots to work together 'heads up'

. Quality interiors are the benchmark of the Falcon brand, and the redesigned Falcon 900LX cabin is replete with delightful design elements. Furnishings are elegant and ergonomic. Our designers have achieved astonishing results using materials such as high-gloss wood varnishes and buttery soft leather.

Cabin management is fingertip simple for every passenger, with controls neatly hidden in armrests within easy reach. Closely spaced windows let in an abundance of natural light. New, advanced acoustical insulation has reduced cabin noise levels to near library-quiet levels.

A Wide Flight Envelope

Owning and flying a Falcon entitles you to the highest levels of safety, reliability, performance and efficiency. Dassault Falcon Customer Service provides industry-leading support wherever and whenever, Whatever it Takes®. The reimagined Falcon 900LX features a highly refined cabin that brilliantly answers the needs of any business traveler.

No detail has been overlooked, from the shape of the credenza to the style of the seats, to create an enhanced difference in comfort, convenience and connectivity. Advanced acoustic technology makes this the quietest cabin in the 900 series.

And with room enough for three separate lounge areas, passengers can work, relax over a fine meal, then retire to sleep as they travel to their next destination.

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G&J Aircraft

G&J Aircraft - One aircraft, many missions ... no aircraft in history or operation today can match the C-130J's 17 certified, diverse, multi-mission capabilities. These capabilities are either built as a production variant or can be provided through a roll-on/roll-off configuration, providing additional resources with a short turn around installation time.

Learn more about our production variants: The C-130J's performance is proven with more than 2 million flight hours supporting tactical airlift, search and rescues, special operations, commercial, and refueling missions around the globe. The global fleet's operating community has access to Lockheed Martin's unique insights to keep the aircraft mission ready, offered through channels including:

G&J Aircraft

The C-130J is faster, goes further and holds more compared to legacy platforms, translating to greater power and enhanced capabilities. The C-130J Super Hercules is the most advanced C-130 ever designed, built, flown and maintained, with a truly integrated digital core that offers:

You'll find Aeromotive at home and out in front in challenging conditions at the track, on the street, and in the water. Our products have been engineered, manufactured, and tested to meet these conditions - your conditions.

We deliver engineering expertise earned in the aerospace industry, plus a proven track record of performance. If you're driven by performance, your system should be fueled by Aeromotive's precision performance products.

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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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Light Sport Aircraft License

Light Sport Aircraft License - According to 14 CFR 65.107, the holder of a repairman certificate (light-sport aircraft) with a maintenance rating may perform maintenance, preventive maintenance, and an alteration on a light-sport aircraft that is in the same class of light-sport aircraft for

which the holder has completed the training required by 61.107(a)(3)(ii). If you have interest in specifically flying a Cessna aircraft, you would be better served to look into earning your private pilot license since these airplanes are typically bigger and more advanced than something a sport pilot would fly.

Light Sport Aircraft License

I'd ridden in one or two small planes and helicopters during my years at CNN and for other aerial photography work, but I'd never actually piloted one – and I'd certainly not been inside one this … tiny.

Can A Sport Pilot Fly A Helicopter?

No, according to FAA rules a helicopter is not a light-sport aircraft and not included in what a sport pilot is permitted to fly. The regulation on the sport pilot license specifically mentions that this is not allowed.

"You're actually held to the exact same standards as the private pilot," said Valencic. "The test at the end of the day is almost identical, you just have the extra knowledge as a private pilot for nighttime flight."

No, the Cessna 150, 152, and 172 does not meet the definition of light-sport aircraft. All of these airplanes are over the maximum weight allowed for someone with only a sport pilot license to fly. This is a very commonly asked question since these Cessna planes are very popular and widely available.

Becoming a Sport Pilot is one of the most straightforward ways to get into the air. It's cheaper and less complex than obtaining a full-fledged private pilot certificate, but offers more privileges than those available to ultralight pilots.

Can A Sport Pilot Fly A Cessna Cessna Or Cessna

You may receive and/or conduct flight training in an E-LSA that you own. If you're an instructor, you can only provide an E-LSA for flight training up until January 31, 2010, after which you must provide at least an S-LSA.

Rental of the aircraft is not allowed. That's right – only 7 days after I sat in the cockpit for the first time, this crazy guy was going to let me take the controls alone, while he stayed on the ground and – I'm assuming – prayed.

As you can see, the sport pilot license is very specifically designed to allow someone to fly small 2-seat (or less) aircraft for their own enjoyment. It is not intended to be used by someone who wants to transport passengers, earn money as a pilot, or fly to far away destinations.

No. An STC is not required because S-LSA does not have type certificate data sheets (TSDS). Any maintenance that leads to a modification of the original airplane equipment or avionics requires approval by the airplane manufacturer.

What Is The Sport Pilot License?

Yes, you can do this. The FAA has clearly expressed that a student pilot certificate is a student pilot certificate, regardless of which certificate you are pursuing. Keep in mind, however, that a student pilot seeking a sport pilot certificate may not solo in an aircraft or perform the checkride in an aircraft other than a light-sport aircraft.

I'm building an aircraft (experimental amateur-built) that is just outside the definition of an LSA. Can I, as the builder, modify the aircraft so that it meets the performance definition of an LSA and fly it as a sport pilot?

The FAA's light sport category is fairly new. Only approved in 2004, it allows students to learn to fly in half the time, and for half the cost of a traditional private pilot course of study.

Being able to fly a helicopter requires its own very specific training from a qualified instructor. It's not something you can jump into if you've only flown fixed wing airplanes in the past. Regardless of the size/weight of the helicopter, you will not be allowed to fly one with a sport pilot license.

The Sport Pilot License was created by the FAA in order to give hobbyists the opportunity to fly without the large cost and longer training requirement of a private pilot license. This type of pilot license specifically allows someone to fly a class of aircraft known as light-sport aircraft.

This year, as part of my post-CNN career as a commercial drone business owner, I finally had a business reason to do it – and do it as quickly and inexpensively as possible. But a traditional private pilot's license can cost upwards of $12,000, and require months to complete.

A pilot who is exercising sport pilot privileges may share the operating expenses of a flight with a passenger, provided the expenses involve only fuel, oil, airport expenses, or aircraft rental fees. A sport pilot must pay at least half the operating expenses of the flight.

Additionally, the privileges and limitations for the sport pilot certificate, spelled out in FAR 61.315, apply for pilots with higher levels of certificates when exercising solely sport pilot privileges. If you built 51 percent of your aircraft, the aircraft meets the requirements to apply for certification as an experimental amateur-built aircraft.

Keep in mind, however, that once the aircraft is certified as an experimental amateur built it cannot be certified later as an experimental (E-LSA) or special light-sport aircraft (S-LSA). The aircraft remains an experimental amateur-built aircraft.

Additionally, in order for an aircraft to be registered as a light-sport aircraft, it must meet the LSA criteria (i.e., two seats, one engine, 1,320 pounds maximum gross weight, etc.). An experimental amateur-built is not subject to these limitations.

As you can see, although the sport pilot license has restrictions on what kind of airplanes you can fly, there are still many great options that you CAN fly. Flying a light sport aircraft is a fun and rewarding hobby.

There are a lot of hobbyists that spend a majority of their pilot career flying these types of aircraft. On the other hand, if an appropriately rated pilot (example: private pilot with an instrument rating) wants to fly S-LSA under IFR or at night, the aircraft's operating limitations must allow it, and the aircraft must be equipped per 91.205 for VFR

flight at night and/or IFR flight. Additionally, 91.327(d) requires all S-LSA to be operated in accordance with the aircraft's operating instructions. Operating instructions differ from operating limitations in that the engine, airframe, and accessory manufacturers issue them;

the FAA issues operating limitations. Yes. For a homebuilt aircraft, you may modify the aircraft so that it meets the definition of an LSA from initial certification on and fly it as a sport pilot. Exercise caution against making any modifications to the structure of the aircraft without the approval of the designer.

The important thing to remember if you hold one of these other ratings or licenses is that it has to be current as well as your medical certificate even though the sport pilot license does not require a medical certificate.

You should first consider getting either an FAA medical certificate or plan on using your current and valid U.S. driver's license. Additionally, you will need to get a student pilot certificate. Please see the information below for more details on the option you can choose:

Yes. If you already hold at least a recreational pilot certificate and have allowed your medical to expire, you might be able to fly without an FAA medical certificate, even if your most recent medical was a special issuance.

Here's what you need to qualify: But in the meantime, I have a long line of friends and family asking me to take them flying, and for the first time, I can actually do that – just as long as it's one at a time.

It's harder than you might think, but the thing I learned in the first 5 minutes was that the airplane – despite its tiny size – wants to keep you in the sky. We took advantage of those physics and learned how to control it.

As the builder of a home-built airplane that has yet to receive its experimental airworthiness certificate, you may decrease or increase the weight as necessary to have the airplane meet the definition of light-sport aircraft, which is defined as having a maximum gross weight

of 1,320 pounds. However, once a weight limit has been set as part of the airplane's experimental amateur-built certification process, the original builder, future owners, and repairmen are prohibited from making any modifications to the weight for the purpose of meeting the definition of light-sport.

aircraft. As the sport pilot license continues to gain popularity, more and more people who love to learn to fly are considering it as an option. One of the things that's most confusing to someone who might be new to flying is what aircraft someone with a sport pilot license is allowed to fly.

This leads to some very common questions like: We started with one hour of oral interview on the ground, questioning me on everything from the Federal Aviation Regulations to the type of oil my plane used, airspace requirements, weight and balance and engine maintenance.

ASTM standards are much easier to augment or amend as opposed to the FAA's rulemaking process and provide a high level of quality control and safety into light-sport aircraft manufacturing. A light-sport aircraft committee, namely F37, was set up to address issues related to design, performance, quality acceptance tests, and safety monitoring for light-sport aircraft (LSA).

For more information on the F37 light-sport aircraft committee, please visit the ASTM Web site. This includes small 2-seat airplanes, balloons, gyroplanes, powered parachutes, and trikes. For most people, the sport pilot license is an opportunity to become a pilot and fly airplanes for their enjoyment as a hobby while spending half (or less) of the money they would on a more advanced pilot license.

For more on the license itself including the cost, requirements, and how to earn it – check out our complete guide to the sport pilot license. As seen above, there are literally dozens of options for the type of aircraft a sport pilot can fly.

If this is something you're interested in, make sure to do your research on which of these planes is the best fit for your needs based on factors like price, availability, and skill level. On June 7, I stepped – well, more like climbed awkwardly – ​​into the cockpit of a small airplane and experienced my very first flying lesson, kicking off a whirlwind training program.

I did nothing but fly airplanes, learn about the weather and Federal Aviation Regulations. Only day/VFR conditions are specifically addressed in the ASTM consensus standards that govern the design, safety, and production of S-LSA. Being that sport pilots and those exercising sport pilot privileges are limited to flying only in day/VFR conditions, this seems appropriate.

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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

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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.

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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

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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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