Steins Aircraft

Steins Aircraft - Founded in 2000 by Michael and Laurie Stein, Stein's Aircraft Services has been exceeding expectations since its inception. The Steins have grown their company from a small aircraft management business into southeastern Wisconsin's largest full-service private aviation company.

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Steins Aircraft

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Sts Aircraft Maintenance

Sts Aircraft Maintenance - To learn more about STS Aviation Services and what makes it the company with ???Solutions to Keep You Flying,??? please visit [Link removed] - Click here to apply to Aircraft Maintenance Training Managers or call STS Aviation Services International is only one of a handful of approved Airbus A330 MRTT maintenance organizations in the world!

This approval has allowed our teams to successfully perform "Enter Into Service" line maintenance as well as major base maintenance at various customer facilities. These activities are solely carried out for Airbus Defense and Space. Our teams have also performed everything from inspections to AD/SB implementation at the preferred customer destinations.

Sts Aircraft Maintenance

The P3 Orion has undergone many life extension programs and one such program was the wing modification upgrade AFB356 Rev B. This heavy structural maintenance program was successfully carried out across the fleet. The whole program was executed "in country" by STS Aviation International Technicians and Management.

Lockheed Martin-P Orion

STS Aviation Services International has carried out Planned Depot Level Maintenance (PDLMs) or C checks at various customer sites, and our teams can successfully run "enter into service" line support post heavy maintenance. Contact our teams today to learn more!

[ Link removed ] - Click here to apply to Aircraft Maintenance Training Managers is hiring Aircraft Maintenance Training Managers in [ Link removed ] - Click here to apply to Aircraft Maintenance Training Managers. Deploying specialist teams all around the world, STS Aviation International leverages its "satellite" networks throughout North America and Europe to offer rapid and effective solutions that reduce the impact on aircraft down time.

These services can be replicated across all platforms. Contact us today to learn more! At STS Aviation Services International, it's our business to know everything we can about aircraft fuel tanks. In fact, our Rapid Response teams are engineers and technicians who possess the experience and knowledge needed to support aircraft types such as:

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Rapid-Response Fuel Tank Teams

Terms and Conditions and both meet and comply with their provisions. For many years, STS Aviation Services International has deployed mobile, rapid response teams all over the world to carry out aircraft repairs and modifications for the commercial and military sectors.

STS Aviation Services International offers fully bespoke packages "in the field", and we deploy our AOG teams all over the world. Click the button below now to learn more and / or request support! The ideal candidate will be detail oriented, driven, and passionate about the aerospace industry.

Additionally, they must be comfortable and capable of communicating effectively with personnel at all levels of the STS organization. Finally, due to the nature of the work, the ability to diffuse confrontational situations and maintain a professional demeanor in all environments is required

To complement our capabilities, STS Aviation Group, our parent company, has an FAA/EASA approved fuel cell repair shop in the United States. Capabilities at this shop include most fixed and rotary wing aircraft. Our enhanced turn-times and competitive pricing enable us to win business globally, and we are Airbus North America approved for its ACT range of auxiliary fuel tanks.

Mobile Rapid-Response Teams

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It is mandatory to obtain user consent prior to running these cookies on your website. The Training manager is directly responsible to the Director of Quality and Compliance for the overall management of the STS MLB training facility and is the responsible FAA training manager accountable in the organization.

The training manager will be crucial in the implementation, oversight, and continuous improvement of the STS Training, Quality and Safety Management Systems responsible or customer coordination, exterior and interior training, curriculum design development and implementation. This position will also be an instructor/developer to teach technical and non-technical courses

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Fuel Cell Repair

As world leaders in wing tank refurbishment, STS Aviation Services International uses state-of-the-art water jetting equipment to remove old and ineffective sealants and bring the aero structure within the wing tank to a clean and "ready to reseal" finish.

With the wing tanks fully clean and sealant free, STS Aviation International's personnel apply base primers and reapply the latest technology sealants to offer aged aircraft a factory new fuel seal. 56% of job seekers rate their interview experience at STS Aviation as positive.

Candidates give an average difficulty score of 2.1 out of 5 (where 5 is the highest level of difficulty) for their job interview at STS Aviation. Glassdoor gives you an inside look at what it's like to work at STS Aviation, including salaries, reviews, office photos, and more.

This is the STS Aviation company profile. All content is posted anonymously by employees working at STS Aviation. At STS Aviation Services International, we pride ourselves on having the expertise and the ability that's needed to react to your business requirements either in an AOG setting or as a partner at your base maintenance facility.

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To get a job at STS Aviation, browse currently open positions and apply for a job near you. Once you get a positive response, make sure to find out about the interview process at STS Aviation and prepare for tough questions.

STS Aviation Services operates four state-of-the-art aircraft hangars, three interior modification facilities and more than 40 line maintenance stations both stateside and aboard. These facilities, and the expert personnel that call each home, fuel the company???s drive to seamlessly blend a growing portfolio of MRO services to deliver all-encompassing aircraft maintenance, engineering and modification solutions to the global aviation industry.

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Strela Anti Aircraft

Strela Anti Aircraft - For operators, the drone also offers another tool: Militaries have chosen to selectively release footage recorded by the TB-2. This imagery, in part, can exaggerate the influence of drones on battlefield outcomes, building the mythology of the weapon outside of its actual importance.

The Swedish-made Carl Gustaf, which Canada says it plans to send 100 of to Ukraine, is an 84mm recoilless rifle, variants of which have been in service around the world since the 1940s. The system has been continuously improved over that time, especially with regard to weight reduction and improved sighting systems.

Strela Anti Aircraft

The SA-7 GRAIL (Strela-2) man-portable, shoulder-fired, low-altitude SAM system is similar to the US Army REDEYE, with a high explosive warhead and passive infrared homing guidance. The SA-7 was the first generation of Soviet man portable surface-to-air missiles.

Sa- Grail Km Strela-

Although classified as "fire and forget" types, the missiles were easily overcome by solar heat and, when used in hilly terrain, by heat from the ground. Ukrainian forces are now in the process of receiving a massive influx of additional stocks of MANPADS and infantry anti-armor systems of various types from more than a dozen different countries.

Many of the anti-tank weapons can be used against unarmored vehicles, structures, personnel, as well as armor. All told, these new shipments will be added to the thousands of similar weapons already delivered to the embattled country.

While some of these weapons, particularly the U.S.-made Javelin guided anti-tank missile and Stinger surface-to-air missile, have practically become household names, many more are much less well known. These are first and second-generation MANPADS that entered service in the 1960s and 1970s and there are reports that they may not even be functional at this point.

Matt Schroeder, a Senior Researcher at Small Arms Survey, an independent organization that investigates the supply and use of small arms and light weapons in international conflicts, has raised the possibility various reports may be confusing Strelas with Igla-series types that would be at least

What Has It Meant For The War So Far?

somewhat newer. LEGAL WARNING: BIST name and logo are protected under the "Protection Trademark Certificate" and cannot be used, quoted or changed without permission. The copyrights of all information disclosed under the name of BIST belong entirely to BIST and cannot be republished.

Market data DirectFN Finansal Veri ve Teknoloji Hizmetleri Ltd. Know provided by. BIST stock data is delayed by 15 minutes. Egyptian technicians have reverse engineered and modified two Soviet SAMs -- the Ayn as Saqr (a version of the SA-7) and the Tayir as Sabah (a version of the SA-2).

The Ayn as Saqr [Falcon Eye] anti-Aircraft missile system is designed to counter air-ground attack by all types of aircraft flying at low and very low altitudes due to its simplicity of operation, accuracy, light weight, mobility & versatility (either

by one man or to be integrated into other overall A/D systems). Also it can be mounted on any combat vehicle, light or armored. Moreover the basic equipment can be fitted with IFF & night vision units.

The Nlaw Anti-Tank Weapon

There have been reports that Finland's shipments of anti-armor weapons to Ukraine could include the French-made APILAS. This is a single-shot disposable weapon that is only available preloaded with a 112mm high-explosive anti-tank rocket. It has a maximum effective range of just over 1,640 feet against static targets and just under 985 feet against moving ones.

The TB-2, in use by Azerbaijan, contributed to that country's success in the 2020 Nagorno-Karabakh war against Armenia. Part of that is from the utility of the drone: the TB-2 can fly for up to 27 hours, at a range of over 90 miles from where it was launched.

In addition to optical and infrared cameras, the TB-2 can carry up to 330 lbs of laser-guided missiles and rockets, including anti-tank rockets. The first versions of the M72 LAW, which is a single-shot disposable rocket launcher, were developed in the United States in the late 1950s and early 1960s.

Well before the end of the Cold War, it had become clear they had limited effectiveness against even contemporary tanks and had begun to be gradually withdrawn from service with the U.S. military and other armed forces around the world.

The missile is fitted with a passive infrared homing system and a contact fuse and it is guided to contrast heat sources, usually the outlet pipe of an aircraft engine. It is powered by a two-stage solid fuel engine.

The target is detected visually by the operator; an additional IFF system can be used to identify its nationality. Activation of the homing system and electronic circuits takes 4 to 6 seconds, the engine is ignited 0.8 second after that.

For stabilization reasons, the missile rotates about its longitudinal axis (20 rps). The target is destroyed by a pressure wave and splinters upon the initiation of the HE warhead. After launching, the operator can reload the device up to 5 times.

The system includes a 9M32M missile in a 9P54M container, 9P58 launcher, 9B17 electric battery, 9V810M mobile testing and support assets, 9F620, 9F622 and 9F626 training and simulation installations. The weapon system, which Ukraine had already begun acquiring stocks of years ago, has top-attack and direct-fire modes of operation, making it very flexible when engaging armored vehicles and other targets, especially in dense urban environments.

It has a significant range, with the latest shoulder-fired versions being able to hit targets up to two and a half miles away. The Command Launch Unit's (CLU) targeting system, which includes a thermal imaging sight, also has a secondary surveillance capability that can be used in a pinch.

These weapons are even capable of being used against low and slow flying helicopters, especially during their terminal operations in and out of landing zones. The age of these weapons means that the batteries used to power the missile launcher may have drained and degraded since they were built.

In 2014, The New York Times reported that rebels using Strelas had resorted to recharging the batteries themselves. While Ukraine used the TB-2 drones as part of its long-running war against the separatists in the eastern part of the country, the drones have risen to new prominence in the invasion, in no small part because of the spectacular drone-recorded footage.

One such video, apparently recorded from the ground control station of a TB-2, shows the drone releasing weapons on a Russian Buk anti-air missile truck. For now, broad estimates of deaths and injuries offer a first assessment of the human cost of the war.

As of March 2, the United Nations reported 752 confirmed civilian deaths in Ukraine, and noted that this was likely an undercount. The Russian defense ministry confirmed that at least 498 of its soldiers had died so far in the war, while Ukraine claimed to have killed at least 5,300 Russian soldiers by March 1. The US government has estimated deaths in the war up to this point at 2,000

Russian soldiers and around 1,500 on the Ukrainian side. Since the invasion, Ukrainian forces have destroyed many of these tanks, helicopters, and artillery pieces. Accurate numbers of destroyed equipment are hard to come by. Governments in a war have a vested interest in exaggerating the accomplishments of their own forces, and downplaying their own losses.

This is compounded by the "fog of war," a military term for the uncertainty of information in conflict. This uncertainty can cover the location of enemies, whether militias are friendly or not, and even if an abandoned tank was destroyed in a fight or simply left on the road because it ran out of fuel.

The standard sights on the AT4 are very rudimentary and it has an effective range of just under 985 feet. The launcher can be fitted with an adapter to allow the mounting of more robust sighting systems, including night vision optics, but this is a complicated and potentially costly proposition given that the core weapon is meant to be discarded after use.

The Grom family of missiles, the first versions of which entered service in the 1990s, are improved derivatives of the Soviet-designed 9K38 Igla. Like Stinger, Grom and Piorun are short-range, heat-seeking missiles, but which still have appreciable engagement envelopes that make them very capable weapons against a variety of aerial threats.

It is hard to know what weapons have resulted in what deaths in the war. While drone-recorded video footage offers some clear evidence, a comprehensive understanding of the impact of bombs and missiles on people, vehicles, and buildings will come later.

First developed by the Soviet Union, the Strela weapons are a kind of MANPADS, or man-portable air defense system. They are fired from a shoulder-mounted tube. The first Strela missiles were fielded in 1968, and the weapons were fielded by many of the Soviet-aligned militaries, including East Germany, a different nation than the rest of Germany from 1949 to 1990. The weapons Germany is giving to Ukraine date back to

this East German arsenal, which makes them at least 31 years old. There have been reports that Germany is or has at least explored the possibility of sending 2,700 Soviet-era heat-seeking Strela-series MANPADS to Ukraine from stocks that had belonged to the now-defunct East German military.

It's unclear whether the weapons in question are 9K32 Strela-2s or 9K34 Strela-3s, which are also known to NATO as SA-7s and SA-14s respectively. The APILAS is understood to be pretty punishing on the user to fire in terms of both the shock of firing and the noise produced when the rocket is launched.

At least in the past, the French military has categorized it as a "traumatic weapon" and prohibited personnel from firing more than two or three of them in peacetime throughout their entire service careers. The SA-7 seeker is fitted with a filter to reduce the effectiveness of decoy flares and to block IR emissions.

The system consists of the missile (9K32 & 9K32M), a reloadable gripstock (9P54 & 9P54M), and a thermal battery (9B17). An identification friend or foe (IFF) system can be fitted to the operators helmet. Furthermore, a supplementary early warning system consisting of a passive RF antenna and headphones can be used to provide an early cue about the approach and rough direction of an enemy aircraft.

Although the SA-7 is limited in range, speed, and altitude, it forces enemy pilots to fly above minimum radar limitations which results in detection and vulnerability to regimental and divisional air defense systems. Unlike the reloadable Javelin, NLAW is a single-shot, self-contained system.

It can be fired in top-attack or direct fire modes out to an effective range of around 2,625 feet, according to the manufacturer Saab. It uses its own onboard guidance to hit the target it was aimed at, acting in a fire-and-forget mode after launch.

This is done by the system measuring the angular speed of the target for a number of seconds prior to launch. It is autonomous once it leaves the launcher and its soft launch system allows for the ability to launch from more confined spaces.

Interestingly, despite being a single-use system, the latest versions of this weapon are equipped with a computerized sighting system with day and night vision modes that can be used by itself for surveillance and reconnaissance purposes.

Russian war machines, from tanks to helicopters to artillery, have featured prominently in the war in Ukraine since it began a week ago. In fact, starting in October 2021, it was the assembly of these weapons along the border with Ukraine that first suggested to the outside world that Russia was planning a larger invasion than just its ongoing support for the separatist republics in the east of the country.

It has been reported that the 5,000 anti-armor weapons that Sweden is sending to Ukraine are likely to be AT4s. This Swedish-designed weapon, which the U.S. military was first to adopt in 1987, is in many ways a single-shot, disposable derivative of the Carl Gustaf.

As the most sophisticated version, the Strela 3 can hit aircraft at altitudes as low as 33 feet to as high as 9,800 feet, and from a distance of as close as 1,600 feet to 2.6 miles.

This makes the weapon most useful against helicopter or low-flying jet attacks, and also possibly of some use against drones, although when the Strela was developed, modern military combat drones were still decades in the future.

Before Russia's invasion kicked off, Poland had announced plans to send either Grom or Grom-M MAPANDS, the latter of which is also known as Piorun, to Ukraine. It was subsequently reported that these deliveries would most likely include Grom-M/Piorun and that they would be sent first to the United States as part of the transfer process.

The NLAW is but one of many anti-tank weapons used in the conflict. The US-produced Javelin shoulder-fired missiles are popular among militaries with access to them, including Ukraine. These missiles have already been turned into a meme for their use in destroying tanks, and the people inside.

Stinger is a short-range weapon optimized for point defense, but even early types still had significant engagement envelopes. This means that these missiles can be used to target lower and slower-flying threats, like helicopters, as well as various types of higher-flying and faster-moving fixed-wing aircraft, including combat jets and transport planes that get close enough.

The MANPADS envelope is generally 15,000-feet and below, although some can even exceed that ceiling today. Russia's invasion of Ukraine is only just over a week old, but, by every indication, Ukrainian forces have already been able to inflict significant losses on the invaders in terms of personnel and material.

Shoulder-fired surface-to-air missiles, also known as man-portable air defense systems, or MANPADS, have been a key factor in preventing Russian forces from gaining critically important air superiority. Infantry anti-armor weapons, both guided and unguided, have been equally valuable for Ukrainian troops, who are facing a heavily mechanized enemy on the ground.

There are versions of the Alcotán-100 preloaded with high-explosive anti-tank rockets, as well as general high-explosive and high-explosive dual-purpose types, the latter of which is meant to provide a mixture of anti-armor and anti - personnel effects.

All three types have a maximum effective range of around 2,000 feet against a static point target. The German-designed Panzerfaust 3 (PzF 3) is categorized as a semi-disposable single-shot rocket launcher. While it can be reloaded like the Carl Gustaf, it is typically issued preloaded with a single guided round – either an anti-tank or an anti-structure "Bunkerfaust" type.

AT4s come preloaded with one of a number of 84mm rounds. As such, there are anti-tank, anti-structure, and high-explosive variants of the AT4 available, as well as a specialized version that can be fired safely from within a confined space, such as a room in a building with a window

.

Strangest Aircraft

Strangest Aircraft - Aerospace engineers have come up with some revolutionary forward-thinking amazing straight-up insane designs. Sometimes these dreams never make it off the drawing board, but sometimes—some wonderful times—they become real. And when these alien bodies lift off into the firmament, it's like watching a spaceship transporting the human race directly into the future.

Check these amazing planes out: If someone asks you what material aircraft are usually made of, “metal” seems like a safe generic answer, right? Usually yes, but in the case of the Hughes H4 Hercules, more commonly known as the “Spruce Goose,” you would be wrong.

Strangest Aircraft

Unlike the V-1 rockets, which were launched from the ground, Fi-103R piloted missiles were meant to be carried into the air and launched from He-111 bombers. Once the missile was launched, the pilot would need to visually acquire his target, aim his aircraft at the ship, and then bail out.

The early days of aviation were like the wild west, and designers could basically do whatever they wanted. There were no computer simulations to help test the feasibility of a design. You simply dreamed it up, built it and went for it.

This all-out style of hands-on learning yielded some true gems as far as weird airplanes go. Case in point – the Caproni CA 60 built in Italy in 1921. Wocke's design was originally intended as an aerodynamic test bed, with many of the components taken from other airplanes, including captured Allied bombers.

During test flights, the Ju-287 performed excellently, meeting all the proposed performance characteristics. Unfortunately for Wocke, interest in a fast jet bomber waned and his design was shelved until March 1945. By that point, desperate Luftwaffe commanders were searching for any new design that could damage the Allies, and production was quickly started on the Ju-287,

only for the war to end two months later after only a few prototypes had been built. It would take another 40 years for forward-swept wings to begin seeing renewed popularity with American and Russian aerospace engineers.

As Allied bombing missions undermined the German war effort, Luftwaffe commanders realized that their reluctance to develop any multi-engined heavy bombers had been a huge mistake. As the brass began issuing orders for heavy bombers, most German aircraft manufacturers jumped at the opportunity.

This included the Horten Brothers (as mentioned above) and Junkers, who already had experience in creating bombers. Junkers engineer Hans Wocke led the design on arguably the most forward-thinking German aircraft of World War II: the Ju-287.

The Goodyear Inflatoplane, or GA-33 as the Army called it, seems to be an example of a plan that wasn't thought out clearly prior to execution. Goodyear pitched an idea for a compact, portable aircraft that could be dropped to downed airmen trapped behind enemy lines.

The entire airplane could be carried in the back of a Jeep or truck. How is this possible? That's the problem – as you can guess from its name, the Goodyear Inflatoplane is indeed inflatable. The Beluga definitely deserves a place on any list of odd airplanes, yet it is a highly functional and reliable plane.

It is more than 56 feet high and roughly 184 feet long, and it has an impressive maximum take-off weight of more than 340,000 lbs. Despite lofty expectations, testing revealed major problems. The engines were prone to overheating and did not deliver enough thrust.

Because of this, the Airacuda actually had a slower top speed than the bombers it was supposed to intercept or defend. The unusual gun positions caused more problems, since they tended to fill up with smoke during firing, rendering the job of the gunners impossible.

To make matters worse, gunners would be unable to bail out in an emergency, since the propellers right behind them escaped a death sentence. As a result of these problems, the USAAF only purchased 13 of the aircraft, none of which saw combat service.

The remaining airframes were distributed around the country to allow pilots to add the unusual aircraft to their logbooks, and Bell went on to more successful attempts at combat aircraft design. The Tacit Blue had several nicknames, including the Alien School Bus and the Whale, and it had a gross weight of 30,000 lbs.

Its maximum flying speed reached 290 MPH and it was over 50 feet long. It is currently housed at the National Museum of the U.S. Air Force near Dayton, Ohio. Considered one of the many odd airplanes mostly because of its current sleek, modern design, the Boeing X-48 plane has a gross weight of 500 lbs.

and can fly at roughly 135 MPH, and since its very first flight it has proven to be perfect for studying varying aspects of flying an airplane, including engine yaw control and much more. So far, the plane's capabilities have proven very promising.

The holy grail was to have the tank crew fly the tank to the ground and be in fighting condition within a few minutes. To this end, Soviet planners turned to the ideas of American engineer John Walter Christie, who had originally developed the flying tank concept in the 1930s.

With a tank attached to a set of biplane wings, Christie believed that any war would be over quickly, since nobody could defend against a flying tank. Of all the aircraft on this list, the Boulton Paul Defiant saw the most active service.

Unfortunately, that resulted in the deaths of many young airmen. The plane was designed due to a 1930s misunderstanding about how air warfare would develop. British commanders believed that bombers attacking Britain would be largely unescorted and undefended.

In theory, a fighter with all of his weapons concentrated in a powered turret would be able to work his way into bomber formations and wreak havoc from the inside. The turret would give a large range of fire while freeing the pilot from the task of gunnery, allowing him to concentrate on putting the aircraft in the optimal firing position.

Luke may have had his x-wing fighter a long time ago in a galaxy far, far away, but we humans didn't venture into X-wings until the late 1980's. The Sikorsky X-wing is an airplane-meets-helicopter mashup intended to combine the best of both worlds with the speed of a jet paired with the vertical takeoff capabilities of a helicopter.

Deck space is limited on Navy ships, so there has long been an interest in developing vertical takeoff and landing (VTOL) fighters to protect convoys. The XFV, another Skunkworks production, was designed to fill that need.

The theory was that this craft could be a low-cost reconnaissance vehicle that would be steered by the pilot shifting his body weight, much like today's Segue or hover board. Unfortunately, the reality was that the maneuverability was horrible, and soldiers were understandably reluctant to be assigned to pilot this death-trap of a contraption.

But just as the British and Americans were discontinuing their experiments, the Soviet Air Force (VVS) was just starting. In 1931, aviation engineer Vladimir Vakhmistrov proposed using large Tupolev bombers to carry smaller fighters into the air.

This gave the fighters a significantly increased range and allowed them to carry larger bomb loads than usually possible when configured for dive-bombing. Without the bombs, the fighters would also be able to defend the Tupolevs against enemy interceptors.

Throughout the 1930s, Vakhmistrov experimented with various configurations, reaching the point where he was attaching five fighter planes to one bomber aircraft. By the start of World War II, Vakhmistrov had scaled back his ideas to a more practical design with two I-16 fighter-bombers attached to a TB-3 mothership.

Unlike their Japanese counterparts, German pilots would not be sealed into their cockpits and were expected to attempt escaping. However, with a roaring engine directly behind the canopy, bailing out would probably be fatal anyway. These slim chances of pilot survival gave Luftwaffe commanders a bad impression of the program, and no operational missions were ever carried out.

However, 175 V-1 missiles were still converted into Fi-103Rs, most of which fell into Allied hands at the end of the war. Americans weren't the only ones experimenting with an airborne Jeep. The UK toyed with their own version, called the Hafner Rotabuggy.

This version took a Willy's Jeep and added helicopter blades on top to make a cartoon-like vehicle of which only one was ever produced. Initially, the Ho 229 was simply seen as a curiosity. However, when the B-2 stealth bomber entered service with a similar flying wing design, aerospace experts became curious about the Ho 229's stealth characteristics.

In 2008, engineers at Northrop Grumman created a replica Ho 229 based on the surviving prototype, which is housed at the Smithsonian Institute. Using radar frequencies similar to those developed during World War II, it was discovered that the Ho 229 did in fact have stealth characteristics, with a radar signature much smaller than contemporary fighters.

Completely unintentionally, the Horten brothers had created the first stealth fighter. Starting in the 1930s, Vought engineer Charles H. Zimmerman began experimenting with disk-shaped aircraft. The first flying model was the V-173 (pictured above), which took to the air in 1942. It had problems with the engine gearbox, but overall proved to be a strong, highly maneuverable airframe that was virtually stall-proof.

While his company was churning out the famous F4U Corsair, Zimmerman continued to work on a disk-shaped fighter plane, which eventually became known as the XF5U. The Airbus A300-600ST (Super Transporter) or Beluga, is a version of the standard A300-600 wide-body airliner modified to carry aircraft parts and oversized cargo.

It was officially called the Super Transporter at first, but the name Beluga became popular and has now been officially adopted. With its bloated look and fish-like appearance, it is easy to see how this aircraft got its nickname.

Only one Pregnant Guppy was ever built, but it flew for 15 years from 1962 to 1977. It is a very large, wide-bodied cargo plane that was used most frequently by NASA to transport components of the Apollo moon program.

While the plane's asymmetric layout seems like an engineer's fever dream, it did serve a purpose. By clearing up the right side of the aircraft, the Bv 141 offered an unparalleled field of vision for the pilot and observers, especially to the right and to the front, where the pilot was unencumbered by the huge engine and spinning rotors of a conventional single

-engine aircraft. The Defiant did well on its first sorties, since many unsuspecting German fighter pilots misidentified the plane as the similar-looking Hawker Hurricane and attacked from above or from the rear—perfect firing positions for a Defiant gunner.

But Luftwaffe pilots quickly learned to avoid attacking Defiants from behind, instead attacking from below or to the front. With no forward-firing weaponry and poor maneuverability due to the heavy turret, Defiant pilots incurred huge losses during the Battle of Britain.

Whole fighter squadrons were nearly lost, and Defiant gunners found it impossible to escape the turret in an emergency. A brand-new plane currently under construction, the Boeing X-48 airplane has a very unusual wing shape and a wingspan of 21 feet.

There are three versions of the plane – the X-48A, which has already been cancelled, the X-48B, and the X-48C. It is being developed as an unmanned aerial vehicle (UAV) to investigate the many characteristics of blended wing body (BWB) aircraft.

Responding to the requirement, the Horten Brothers began designing a flying wing aircraft (a type of aircraft with no tail or distinct fuselage, like later stealth bombers). During the 1930s, the brothers had experimented with flying wing gliders, which showed superior handling characteristics.

Using this experience, the brothers built an unpowered glider design as proof of concept for their bomber. The design impressed Goering, who transferred the project to the aircraft company Gothaer Waggonfaebrik for mass production. With some tinkering, the brothers' glider was given jet propulsion.

It was also reworked as a fighter to respond to the Luftwaffe's need for emergency fighter aircraft in 1945. Only one prototype was built, which was captured by Allied forces as the war ended. If one pair of wings is good, then three sets of triple wings is even better, right?

Wrong…so very wrong. Still, hats off to the pilot who managed to get this 77-foot-long, 30-foot-high beast 60 feet in the air and who lived to shake his head and tell about it. This plane is another jewel made by Aero Spacelines, and it is a big cargo plane with a large, wide body.

The alien-faced plane is still in operation today and is used mostly to ferry oversized cargo components. Only five of them were ever made, but the plane played a very important role during the Apollo program because it carried a complete S-IVB stage, the third section of the Saturn V rocket.

Fairly new to the aircraft world since its first completed plane in 2006, the Dreamlifter is more than 235 feet long and has a cruising speed of 474 knots, or Mach 0.82. It can hold a crew of two people and has an impressive 211-foot wingspan.

The Airacuda was Bell's first foray into military aircraft design, and it boasted a host of unusual features. In order to give the Airacuda the best chance at destroying enemy aircraft, Bell opted to give it two forward-firing 37-mm M-4 cannons, placed in front of the unusual "pusher" engines and rear-mounted propellers.

Each cannon had a dedicated gunner to manually reload its five-round clips. The original plan was for the gunners to actually fire the cannons, using tracer-firing machine guns to help them aim. This was a disaster, and the design was changed to allow the pilot to fire the cannons instead.

However, they still had to keep the gunners in order to actually reload the cannons. The Lockheed XFV-1 never took off properly, from a tail-sitting position. It only took off conventionally—horizontally—sitting atop an odd landing-gear cradle.

The Convair Pogo, its competitor, did take off (and land, which is the far more difficult act) vertically a number of times, in the hands of my late friend Skeets Coleman. Funding was given for an improved version with a target landing speed of 20 mph and a top speed of an impressive 425 mph.

Sadly, the initial re-design proved flawed with excessive engine bay vibration and by the time this was corrected, the war was over and the military was focused on jet aircraft development instead. Although pilots were able to come up with some stopgap tactics, the RAF quickly realized that the turret fighter was not cut out for modern air combat.

The Defiant was relegated to night-fighter squadrons, where it had some success sneaking up and destroying bombers flying night missions. The steady airframe was also used for target practice and to test the first Martin Baker ejection seats.

Don't you just love it when a weird plane has a weird name to go with it? The "Pregnant Guppy" as this modified Boeing 377 is fondly referred to, was born from NASA's need for a way to transport bulky components for the Apollo missions.

They came up with this bloated, ungainly looking plane, but clearly it did its job and is one of the lesser-known aircraft to play a supporting role in the space program.

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Stick Pusher Aircraft

Stick Pusher Aircraft - Takeoff distance over 50-ft obstacle | 2,485 ft Rate of climb, sea level | 1,920 fpm Max cruise speed | 290 KTAS Max range, 4 pax 1,803 nm Max operating altitude | 30,000 ft Landing distance over 50-ft obstacle |

2,170 ft The AC646 accident report contains a discrepancy regarding the angle of attack at which the stickpusher of the accident aircraft (a CRJ100, formally a CL-600-2B19, referred to in the aforelinked AAR as a CL-65) would have activated:

Stick Pusher Aircraft

Another innovation is a low, 1,550-rpm propeller setting. Down on the center pedestal is a push-button for shuttling between the electronic propeller governor's normal, 1,700 propeller rpm and a lower, 1,550-rpm mode for a quieter cabin.

Except for takeoff—when the FADEC will automatically command 1,700 rpm—you can use low-speed mode at any time. In cruise, Pilatus says that the penalty is a paltry one to two knots. On final it was autothrottle off, and on short final our VREF airspeed was a mere 76 knots;

with 30 degrees of flaps (maximum is 40 degrees) and reverse thrust we used just 800 feet or so to stop. Unbelievable. Even better, the airplane is easy to land. Just flare slightly and let it settle on the trailing link main gear for a soft touchdown.

The stick shaker is a component of the aircraft's Stall Protection System, which is composed of wing-mounted angle of attack sensors that are connected to an avionics computer. The computer receives input from the AOA sensors and a variety of other flight systems.

When the data indicates an imminent stall condition, the computer actuates both the stick shaker and an auditory alert. The left-hand and right-hand AOA vane angles as recorded on the FDR were compared with the shaker and pusher boundaries adjusted for the phase advance resulting from the rate of increase of aircraft AOA.

This comparison revealed that both AOA vanes reached the shaker trip point, but only the right-hand vane reached the pusher trip point (...) [emphasis mine] Then we got in, went through the pre-start checklists as presented on the ACE's INAV MFD display, and it was a matter of flipping the overhead panel's start switch to get the engine turning.

From there, the job was to monitor the goings-on. Entering the wind and temperature data, then the flight plan came next, then the mandatory check of the stall warning system's stick shaker-pusher system. You bring up the power, then hold the yoke back for three shakes and a push—which wants to yank the yoke out of your hands.

After taking the runway, it's time to arm the autothrottle, bring the PCL up halfway, and let the automation take over. var gaJsHost = (("https:" == document.location.protocol) ? "https://ssl." : "http://www."); document.write(unescape("%3Cscript src='" + gaJsHost + "google-analytics.com/ga.js' type='text/javascript'%3E%3C/script%3E")); try { var pageTracker = _gat._getTracker("UA-8659897-1"); pageTracker._trackPageview(); } catch(err) {} Stick Pusher vs. Stick Shaker On Aircraft var _gaq = _gaq ||

[]; _gaq.push(['_setAccount', 'UA-8659897-1']); _gaq.push(['_trackPageview']); (function() { var ga = document.createElement('script'); ga.type = 'text/javascript'; ga.async = true; ga.src = ('https:' == document.location.protocol ? 'https://ssl' : 'http://www') + '.google-analytics.com/ga.js'; var s = document.getElementsByTagName('script')[0]; s.parentNode.insertBefore(ga, s); })(); var MenuLinkedBy="AllWebMenus [4]",awmMenuName="avstop1",awmBN="778";awmAltUrl="";

awmBuildMenu(); var MenuLinkedBy="AllWebMenus [4]",awmMenuName="avstop2",awmBN="778";awmAltUrl=""; awmBuildMenu(); In the first of the paragraphs quoted, the stickpusher-activation angle of attack is stated as approximately 13.5 degrees (a value which, according to the report, would not have been altered by the aircraft's rapidly-increasing AoA);

however, the very next paragraph implies that the stickpusher would have activated at an AoA of between 8.7 and 9.4 degrees (the right AoA sensor, reading 9.4 degrees, is stated as having reached the stickpusher point, while the left sensor, reading 8.7 degrees,

had not reached the activation threshold by the time the aircraft stalled, thus implying that the threshold AoA for activating the stickpusher was above 8.7 degrees but below 9.4 degrees1), rather than at about 13.5 degrees.

It seems somehow odd that an airplane weighing as much as 10,450 pounds could have a rotation speed that hovers around 75 knots, but the airplane's massive wings and five-blade propeller make it so. With the three of us aboard, we were light at 8,400 pounds but lifted off at 74 knots and went into a 130-knot climb doing 2,300 fpm on our way to FL270.

Using the autothrottle's FMS speed mode, the climb speed then went to 140, then 180 knots as we neared cruise altitude. Up at 270 we set maximum continuous power and burned 414 pph using the 1,700 rpm propeller setting, then 416 pph with the low speed setting.

The true airspeed—282 knots—was identical for each prop setting, but the noise levels were noticeably quieter in the low-speed, 1,550 rpm mode. Information from the flight recorders indicates the following events occurred during the attempted go-around: the stick shaker activated when the aircraft was at 129 knots as the pitch was being increased through 4 degrees;

and the right roll and stall onset occurred and the warbler tone activated when the aircraft was at 124 knots and with the pitch at 9.7 degrees. At the time the warbler sounded, the left and right AOA vane readings were approximately 8.7 degrees and 9.4 degrees, respectively.

The pusher did not activate because, while the right AOA reached its trip point, the left AOA did not. [TSB Aviation Occurrence Report A97H0011, page 8 (page 18 of the PDF), my emphasis.] Next came lunch at the airport's Lincoln Highway Diner, where breakfast is served all day, plus a stop next door to pay the fuel bill at the friendly Trego-Duncan FBO, and then up to FL200 for the return trip.

This time I checked the airplane's envelope protection by entering a 60-degree bank. At 51 degrees, the yoke fights back. It wants to return the airplane to 31 degrees in a measure to prevent the pilot from entering an unusual attitude.

In a recent video (aopa.org/turbine/enginestart), I explained the basic steps in starting a Pratt & Whitney PT6 turboprop engine—similar to the ones in PC-12s and PC-12 NGs. It featured the sequence familiar to many PT6 drivers: checking the battery for adequate power, spooling up to 13 percent Ng, moving the condition lever to low idle, waiting for the lightoff, switching on the generator at 50 percent Ng, and watching out for

an ITT rise that signals a hot start. Well, the PC-12 NGX does away with all that by automating the start with the single flip of a switch. Soon enough, Rocky Mountain's RNAV GPS Runway 30L activated and we started down, finishing up with a VREF of a whopping 82 knots and a pretty nice landing for someone who hasn't been in a PC-12 for five years.

The shaker itself is composed of an electric motor connected to a deliberately unbalanced flywheel. When actuated, the shaker induces a forceful, noisy and entirely unmistakable shaking of the control yoke. This shaking of the control yoke matches the frequency and

amplitude of the stick shaking that occurs due to airflow separation in conventional aircraft as they approach the stall. The stick shaking is intended to act as a backup to the auditory stall alert, in cases where the flight crew

may be distracted. the flaps had retracted a few degrees from 45 and the g was increasing, both of which would cause a slightly higher pusher activation speed; however, there would be no effect on the pusher activation AOA.

[emphasis mine] The NGX cabin is markedly improved from that of its predecessor. To be sure, it retains the split personality (able to handle cargo and/or passengers) and big aft door that so identify the Pilatus brand.

But the new leather seats are taller and narrower, can fully recline, and all have quick-release attach points for turning seating areas into cargo storage; before, only the last two seats were quick release. Thanks to a redesigned seat base there's one inch more headroom, and gone are the old-style storage drawers that opened into the aisle.

Other nice touches include downwash lighting, USB and AC charging outlets, an air conditioning system that puts out more volume of air at less velocity, optional footrests, and—yes—bigger cup holders. Seems the old ones were a tight fit.

A system for this purpose is known as a stick pusher. The safety requirements applicable to fixed-wing aircraft in the transport category, and also to many military aircraft, are very demanding in the area of ​​pre-stall handling qualities and stall

recovery. Digital engine control offers other benefits in the PC-12 NGX. The PCL is linear in its power application, free of any of the flat spots or lags of the sort that can affect fuel control units managed by traditional, manually controlled pushrod linkages.

And although the NGX's engine has the same 1,200-shaft-horsepower maximum power output as previous PC-12s, its digital torque limiting function is much more precise, which Pilatus says permits up to 10 percent more thrust in climb and cruise.

This gives the airplane a published maximum cruise speed of 290 knots—five knots faster than earlier PC-12 models. In larger aircraft (especially in T-tailed jets that might be vulnerable to deep stall), some Stall Protection Systems also include a stick pusher system to automatically push forward on the

elevator control, thus reducing the aircraft's angle of attack and preventing the stall. The critical parameters include the angle of attack, airspeed, wing flap setting and load factor. Action by the pilot is not required to recognize the problem or react to it.

Aircraft designers who install stick pushers recognize that there is the risk that a stick pusher may activate erroneously when not required to do so. The designer must make provision for the flight crew to deal with unwanted activation of a stick pusher.

In some aircraft equipped with stick pushers, the stick pusher can be overpowered by the pilot. In other aircraft, the stick pusher system can be manually disabled by the pilot. 1: Due, presumably, to the potentially-catastrophic results of a spurious stickpusher activation at low altitude, the CRJ100/200's2 stickpusher does not activate unless both of the aircraft's angle-of-attack vanes measure an AoA at least as high as

the stickpusher-activation threshold; in contrast, all the automatic high-AoA protections that do not alter the aircraft's flightpath (continuous ignition, stickshaker activation, autopilot disengagement [same threshold as for the stickshaker], stall-warbler activation [same threshold as the stickpusher], and stall-

warning-flashing-light activation [also same threshold as stickpusher]) activate even if just one of the two vanes measures an angle of attack equal to or greater than the requisite threshold. 2: Although the accident aircraft was a CRJ100, the CRJ200 is identical to the CRJ100 except for using a slightly-different variant of the CF34 engine;

the two even share the same CL-600-2B19 classification (making it somewhat difficult, when reading AARs discussing first-generation CRJs, to figure out whether the aircraft being referred to is a CRJ100 or a CRJ200). Power plant |

Pratt & Whitney PT6E-67XP, 1,200 shp Propeller | Hartzell 105-in dia, 5-blade composite, feathering and reversible Length | 47 ft 3 in Height | 14 ft Wingspan | 53 ft 6 in Wing loading | 37.6 lb/sq ft

Seats | 1 + 8-10 Cabin length | 16 ft 11 in Cabin width | 5 ft Cabin height | 4 ft 10 in Cabin volume | 330 cu ft Basic empty weight | 6,173 lbs

Max ramp weight | 10,495 lbs Max takeoff weight | 10,450 lbs Max zero fuel weight | 9,039 lbs Max useful load | 4,277 lbs Max landing weight | 9,921 lbs Fuel capacity | 406.8 gal (402 gal usable)

Max cargo weight, baggage area | 400 lb, 40 cu ft Cabin | 3,300 lb, 330 cu ft Total sales of PC-12s have hit the 1,700 mark, and all 80 of 2020's PC-12 NGX production positions have sold out.

The marque has found its niche and its place in turboprop history is secure. Some of its signature elements—the airstair door, its ability to fly off of unimproved strips, the large aft door—have become items to emulate among its competitors.

And now, its digital engine controls join them. Soon, it may well be that every new turboprop comes with FADEC. The new engine also has the latest single-crystal compressor blade metallurgy and improved cooling for the power turbine section.

Together with the other enhancements, this gives the PT6E-67XP a 5,000-hour time between overhauls (it was 3,500 hours in earlier PC-12s), and maintenance intervals every 600 hours—twice that of previous PC-12s. In 2008, the PC-12 NG brought Honeywell's Apex glass cockpit to the airplane, among other performance and system upgrades.

The Apex avionics suite replaced the original PC-12's old-school Bendix/King panel, with its round gauges and KLN90B GPS navigator. But the biggest news came in 2019 with the introduction of the latest model: the PC-12 NGX.

The cabin's nice but we all know that the best seats are up in the front office. That goes double for the PC-12 cockpit, with its transport-category seats, generous dimensions, and attention to ergonomic detail. To get a close-up look I went to Pilatus' American headquarters at the Rocky Mountain Metropolitan Airport in Denver, Colorado, and met with Pilatus' chief pilot Jed Johnson and Tom Aniello, vice president of marketing.

Johnson, who with 4,000-plus hours behind the wheel must be the world's highest-time PC-12 pilot, showed off the engine's new fuel system components and the R2-D2-looking electronic propeller control that sits atop the gearbox, fed by a

wiring harness instead of mechanical connections. Changes to the fuel system yield another advantage: Prist, an anti-icing fuel additive, is not required. New, higher-pressure jet pumps and boost pumps in the wing collector fuel tanks now create higher fuel temperatures, and fuel is delivered through smaller-diameter, insulated fuel lines to a fuel filter attached to an engine-mounted fuel control unit.

Before reaching that fuel filter, fuel is warmed by an oil-to-fuel heat exchanger. A fuel temperature gauge on the cockpit multifunction display indicates fuel temperature as it enters the filter. But wait, as the late-night TV ads say, there's more.

The NGX's PT6E-67XP (the "E" is for electronic) also comes with autothrottle. Press the AT button and set a desired airspeed on the glareshield-mounted flight guidance panel, and the autothrottle responds with the power required, whether in climb, cruise, or descent.

Meanwhile, the power control lever (PCL) moves on its own as power requirements rise or fall—as if a ghostly hand were in charge. Looking for a manual override (MOR) or condition lever? Don't bother. The dual-channel FADEC handles those functions as well.

North Platte, Nebraska's Regional Airport was 242 nautical miles away, and with our average speed of 237 knots we arrived in the pattern in 50 minutes. During the descent the autothrottle dialed back the power to maintain our selected airspeed.

Johnson set up the arrival using the visual approach mode, making waypoints defining the downwind, base, and final with 1.5, 1.5, and two-mile legs, respectively. This mode is great for VFR arrivals at unfamiliar airports. The PC–12 NGX retains the PC–12 NG's Honeywell Epic-based glass cockpit platform, but in view of some added elements Pilatus calls the NGX's panel the Advance Cockpit Environment (ACE)—which is also the name Pilatus gave to the avionics suite

in its jet, the PC-24. Yes, for those pining away for a Pratt & Whitney PT6 with a single-lever power control and full-authority digital engine controls (FADEC), the NGX has answered their prayers. The airplane's PT6E-67XP is the launch platform for Pratt & Whitney's first, and long-awaited, foray into the world of turboprop engine automation.

In addition to push-button start, this means that a digital electronic engine control (EEC) unit applies its logic to control and monitor the -67XP. About to have a hot start? The FADEC will automatically shut down the engine.

And for all the other steps in a start sequence, the FADEC handles them as well. There are still other protections—against overtorques, surges, and flameouts, to name a few. If it's above 26 degrees Celsius during shutdown, the engine will motor itself for a few seconds to help it cool down.

A stick shaker is a mechanical device to rapidly and noisily vibrate the control yoke (the "stick") of an aircraft to warn the pilot of an imminent stall. It is connected to the control column of most business jets, airliners and military aircraft.

A stick pusher is a device installed in some fixed-wing aircraft to prevent the aircraft from entering an aerodynamic stall. Some large fixed-wing aircraft display poor post-stall handling characteristics or are vulnerable to deep stall. To prevent

such an aircraft approaching the stall the aircraft designer may install a hydraulic or electro-mechanical device that pushes forward on the elevator control system whenever the aircrafts angle of attack reaches the pre-determined value, and then stops to push when the angle of attack falls

enough.

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Sts Aircraft

Sts Aircraft - Shannon Technical Services was founded in February 2019 by experienced and trusted aviation professionals. The team has been leading and managing all of the areas we provide for an average of 25 to 30 years per person.

Shannon Technical Services maintains a professional team of experts, who have handled hundreds of commercial aircraft redeliveries, transitions and inspections.

Sts Aircraft

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Steins Aircraft Services

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