Navy Aircraft Mechanic

Navy Aircraft Mechanic - Aviation Machinist's Mate may be assigned to sea or shore duty anywhere in the world, so their working environment varies considerably. They may work in hangars or hangar decks, outside on flight decks or flight lines at air stations.

They may work in clean or dirty areas, but they are almost always working in noisy environments. They work closely with others, do mostly physical work and require little supervision. ADs also serve as flight engineers aboard certain aircraft.

Navy Aircraft Mechanic

A. If you are a foreign applicant located in the U.S., you need to meet the same requirements as a citizen of the U.S. in order to apply for the AMT tests. This also applies if you travel to the U.S.

Qualifications Interests And Working Environment

for the purpose of taking the AMT tests. If you apply based on experience only, you must have verifiable experience in 50 percent of the subject areas listed for the rating sought (refer to 14 CFR part 147 appendices B, C, and D) in order to be eligible.

A. If you fail any part of the knowledge or O&P tests, you may apply for retesting 30 days after the date you failed the test. Or, you may apply before the 30 days have expired, if you present a signed statement from an airman holding the certificate and rating you are seeking.

The statement must certify that you have received additional instruction in each of the subjects you failed, and that the certifier considers you ready for retesting. You may refer to the Aviation Maintenance Technician page of the FAA Airman Knowledge Testing Matrix (PDF) for additional information.

A. If you present evidence, only in the form of documented practical experience in maintaining an airframe and/or a powerplant, you will need to go to an FSDO, and present your completed FAA Form 8610-2, Airman Certificate and/or Rating Application

As A Foreign National What Do I Need To Show To The Faa In Order To Take The Aviation Maintenance Technician Tests?

, to an ASI, to receive authorization to test. If you are a graduate of an AMTS with an FAA-approved curriculum, you may present your graduation certificate as eligibility to take the AMT knowledge tests. People in the AD rate should be able to express themselves clearly in speaking and writing.

They should have no speech impediment, and they must pass hearing and color perception tests. Vision must correct to 20/20. Must have full field of vision. Must have normal depth perception and color perception. Members of this rate are not required to be citizens of the United States.

A. No, 14 CFR part 65, Certification: Airmen Other Than Flight Crewmembers, Subpart D - Mechanics, does not provide for anything less than 18 months of practical experience for issuance of an Aviation Mechanic certificate, with a single rating.

Likewise, part 65 does not provide for anything less than 30 months of practical experience, concurrently performing the duties appropriate to both the Airframe and Powerplant ratings, for an A&P certificate. A. An FTN is an FAA Tracking Number.

If I Fail Any Part Of The Written Or Oral And Practical Tests How Soon Can I Apply For A Retest?

If you do not already have an FTN, you will need to register for one via the Integrated Airman Certificate and Rating Application (IACRA). Once you have registered for an FTN, this number will stay with you throughout the entire knowledge, oral, and practical testing processes.

Once you have your FTN, you can register for and schedule your knowledge test(s) with PSI. Note: Even though you will use IACRA to register for your FTN, IACRA is not yet programmed to accept Aviation Mechanic certificate applications.

You will need to use the paper application forms. ADs field-test and adjust engine and fuel system components, including fuel controls, pumps, valves and regulators, and they troubleshoot, repair, remove and replace engine, fuel and secondary power system and components.

They preserve and de-preserve engines, engine accessories and components, and supervise and provide training to power plant work centers. The estimated total pay for an Aircraft Mechanic at the US Navy is $59,309 per year. This number represents the median, which is the midpoint of the ranges from our proprietary Total Pay Estimate model and based on salaries collected from our users.

How Do I Obtain Permission To Take The Amt Knowledge Test?

The estimated base salary is $59,309 per year. The "Most Likely Range" represents values ​​that exist within the 25th and 75th percentile of all pay data available for this role. The American Council on Education recommends that 3 semester hour credits be awarded in the lower division baccalaureate's/associates degree category in turbine engine theory.

Credits may also be earned for other follow-on training ("C" school) throughout your career. A. The terms "certificate" and "license" tend to be used interchangeably - the FAA Aviation Mechanic certificate is frequently referred to as a license.

If you are issued an FAA certificate, it means you have been found to possess a particular skill level, with certain authority, privileges, and limitations. Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you've safely connected to the .gov website.

Share sensitive information only on official, secure websites. Are you interested in a career that provides well-paid opportunities and ensures the safety of the flying public? FAA-certified Aviation Maintenance Technicians (AMT) work in highly-technical specialty occupations involving the continued operational safety of products and articles, keeping U.S.-registered aircraft operating safely and efficiently.

I Worked Hours A Day Days A Week For A Total Of Hours As An Ap Mechanic Apprentice During The Past Year Since This Time Is Equal To The Number Of Hours Accumulated By Working Hours A Week For Months Does This Comparable Mechanic Experience Time Qualify Me To Take The Amt Knowledge Tests?

Aviation Machinist's Mate "A" school is approximately 6 weeks long. The core school, which all ADs attend in Pensacola, Florida, is four weeks in duration. Once the core school is completed, an additional two week school will be attended depending on which strand (Helo, Turbojet, or Turboprop) assigned.

The schools are located in either Lemore, California; Virginia Beach/Norfolk, Virginia; San Diego, California; Whidbey Island, Washington; Jacksonville, Florida; Tinker, Oklahoma; or Pensacola, Florida. A. No, even if you are issued a similar certificate or license by a country other than the U.S., you must still meet the FAA eligibility requirements and pass the required tests to be issued an FAA Aviation Mechanic certificate.

Averages based on self-reported salaries. There may be multiple reasons for pay differences - one of which is a small number of salaries submitted per job. Help make it more accurate by adding yours. Learn how this feature works.

A. Aviation Mechanic certificate privileges allow AMTs to perform maintenance, and perform return-to-service approvals, in many areas. If you are the holder of an Aviation Mechanic certificate, you are relatively unrestricted when working on a particular type of aircraft or specialized maintenance function, as long as you have the knowledge and skill required to properly perform the work.

What Is An Ftn?

This is why FAA-certified Aviation Mechanics are required to obtain basic knowledge and skills to support a wide range of areas. A. No, unless your disability affects the eligibility requirements. If your disability has such an impact, contact your local FAA Flight Standards District Office (FSDO) for more information.

(Note: Some employers have established physical or medical requirements for employment as an Aviation Mechanic with their organization.) content/uploads/2019/08/AM.png" alt="" width="707" height="198" class="alignnone wp-image-8534 size-full no-lazyload" />

A. This list of required steps applies to you, whether or not you are a U.S. citizen. citizen. If you are issued a similar certificate or license by a country other than the U.S., you must still meet the FAA eligibility requirements, and pass the required tests, to be issued an FAA Aviation Mechanic certificate:

Credit Recommendations

A. No, possession of an Aviation Mechanic certificate, for employment by an air carrier, is not an FAA regulatory requirement. However, air carriers often call for an Aviation Mechanic certificate as a hiring requirement. If you have one, this could lead to enhanced opportunities and higher wages throughout your career.

AMTs hold highly-transferable skills that can be used in a broad-range of industries; career opportunities in the aviation sector include employment at airlines, fixed-base operators, manufacturers, repair stations, aviation maintenance schools and in business or general aviation.

Specialty fields include avionics, balloons and airships, rotorcraft, and unmanned aircraft systems. AMTs usually work at Maintenance and Repair Organizations (MROs), airlines, or in commercial/corporate or general aviation (GA), but may pursue careers in other organizations as well.

See the links below to learn more about what AMTs do, their working conditions, and average wages. A. All Aviation Mechanic knowledge test applicants need to provide appropriate proof of identification to the ASI. You should also present documentary evidence from former and current employers indicating your length and type of experience.

What Is The Difference Between An Faa Certificate And A License?

If you graduated from an AMTS, you should present your graduation certificate. If you were an Aviation Mechanic in the U.S. Military, you should present your: DD Form 214, including information on your length of service, the schools you attended, the MOS codes you worked under, and the time worked for each code;

your personal evaluation records; and a letter from either your Executive Officer or Classification Officer. Some related job titles are .css-1c1umss{cursor:pointer;font-size:15px;line-height:24px;color:#1861bf;}.css-1c1umss:hover{color:#0c4085;}Aircraft Maintenance salaries with median salary of $76,632, Aircraft Maintenance Manager salaries with median salary of $77,392, Aircraft Sheetmetal Mechanic salaries with median salary of $60,515, Aviation Maintenance Technician salaries with median salary of $57,153.

Aviation Machinist's Mates maintain aircraft engines and their related systems, including the induction, cooling, fuel, lubrication, compression, combustion, turbine, gas turbine compressor, exhaust, accessory gearbox, aircraft mounted accessory drive, propeller and bleed air systems. They preflight aircraft, and conduct periodic inspections and oil analysis on engines and engine-related systems.

A. Yes, if you are an eligible individual, within one of the following groups, you may take your AMT knowledge tests at no cost: active-duty, guard, and reserve component personnel of all U.S. BOSs; dependents of active-duty, guard, and reserve component personnel of all U.S.

I Hold An Aircraft Maintenance License Issued By A Country Other Than The Us May I Be Granted An Faa Aviation Mechanic Certificate Based On My Aircraft Maintenance License?

BOSs; U.S. military retirees; DoD civilians; and Department of Homeland Security (DHS) civilians. A. Aviation Maintenance Technician Schools (AMTSs) offer FAA-approved curriculum that may be used to establish eligibility to test for an Aviation Mechanic certificate.

If you are already eligible to take the AMT tests, based on previous training or experience, you may choose to take a test preparation course(s). You may do an internet search to find information on companies that offer test preparation courses/materials.

If you are interested in a career as an Avionics Technician, the training and experience requirements are different from those for an AMT. Many Avionics Technician employers highly recommend you also possess an Aviation Mechanic certificate with an Airframe rating.

A. Yes, but, to be successful, you will need practical experience as described in 14 CFR part 65, section 65.77. You may obtain this experience and skill through employment with any facility engaged in the construction, maintenance, and/or alteration of an aircraft, a powerplant, and/or an appliance.

Aircraft Mechanic Salaries By Gender

The experience must meet the full-time requirements specified in part 65, and must be based on a typical, full-time, 40-hour work week. You must have documentation establishing civilian experience. Examples of acceptable documentation are: pay receipts for tasks accomplished;

or records or logs signed by a certified supervisor and detailing the number of hours spent performing the work, the exact task experience and/or type of work, and the registration number of the aircraft on which the work was performed.

A. You will need to make an appointment to visit a FSDO. Bring two completed FAA Form 8610-2 applications, and all documentary evidence of your experience for the ASI to evaluate. If the ASI deems your documentation adequate, you will receive authorization to take the AMT knowledge tests.

After you have passed the knowledge tests (with a score of 70%, or greater), you will need to make an appointment with a DME. Give your knowledge test results to the DME, who will then administer the oral and practical (O&P) portions of the testing process.

I Have Years Of Experience As An Armed Forces Jet Aircraft Mechanic Why Do I Have To Demonstrate Knowledge And Skill In Such Areas As Woodwork Welding Dope And Fabric Weight And Balance Etc For A Civil Mechanic Certificate?

After you have satisfactorily completed the O&P portions of the testing process, you will receive a Temporary Mechanic Certificate.

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New Russian Aircraft Carrier

New Russian Aircraft Carrier - Russia's sole aircraft carrier is finally on the move after spending roughly 10 months squatting at the Sevmorput Naval Shipyard in the country's northwest. Known for its bleak and disastrous history, Admiral Kuznetsov has suffered from a series of unfortunate events since its reintroduction to service in 2017.

On March 1, Jamestown Foundation President Glen Howard was quoted by Newsweek regarding his insights into the possible downing of a Russian spy plane by... MORE The quite radical Varan proposal—a new class of several ships all built on top of a similar hull (including potentially a carrier, landing helicopter dock, hospital ship and/or Arctic support craft), which the Russian designers are calling a "universal sea

New Russian Aircraft Carrier

complex" (UMK)—is clearly a response to that criticism. Still, any aircraft carrier emerging from it—and estimates are that one will not be built sooner than in ten years—will carry fewer planes and thus be less useful than even the Kuznetsov has been.

Author Expertise And Experience

Despite the enthusiasm now surrounding the idea, it is clear that the Russian shipbuilders and their Kremlin backers have not considered how to overcome not only the old problems but also three new and potentially even larger obstacles that Moscow has no obvious answers for.

The widespread enthusiasm, captured in the title of one article, "Russia Is Returning to the Oceans" (Stoletie, March 6), would seem to suggest that President Vladimir Putin's call, at the end of 2019, for a new Russian carrier to replace

the Kuznetsov is on the verge of being realized (Kremlin, December 3, 2019). However—in addition to the obvious fact that the projected new aircraft carrier will be smaller and less capable than its counterparts in other navies—the same problems that have plagued the Kuznetsov remain unresolved.

That strongly suggests Moscow is engaging in yet another propaganda bluff rather than announcing something it can achieve, at least anytime soon. Indeed, the problems that the Kuznetsov has faced have been joined by new ones that make the prospects for success on the Varan project far dimmer.

Russia’s Sole Carrier Has A Bleak History

And third, even if Russia is able to build the ships, it might not have enough sailors to operate them unless they are automated far more than any Russian vessel up to now. Because of Russia's demographic decline, which over the past year was greater than at any time in more than a decade, Moscow is now being forced to use military personnel not for their intended mission but to work on economic projects (Kriziz Kopilka, March 6)

. That makes the impact of sanctions on labor-saving technologies (robotics, sensors, artificial intelligence, etc.) even greater. A floating crane came crashing down on the ship's deck in 2018, killing one worker and injuring several others.

One year later, 14 employees were sent to the hospital after a welding accident in the ship's engine room broke out. "The UAV is to be used in conjunction with a fighter as part of the 'faithful wingman' concept.

Its functions are either refueling or joint strikes," the source added. The interlocutor specified that the apparatus will also use the developments of the "Scat" unmanned aerial vehicle. The October 2021 issue of Militant Leadership Monitor features a piece on the confirmed death of jihadist Mokhtar Belmokhtar and his legacy of spreading influence of al-Qaeda in the Islamic Maghreb (AQIM) throughout the Sahel;

The Admiral Kuznetsov Has Had Zero “Wins” Since

the leadership of Mullah Muhammad Hassan Akhund as the inaugurated Prime Minister of the... MORE Historically, Russia has been a continental power whose strength is its massive army (as has China). The Soviets built aircraft-carrying ships, but their role was different from that of US Navy carriers.

Russia's challenge now isn't projecting naval airpower into the Mediterranean or the Pacific. It's defeating Ukraine — or at least holding off fierce Ukrainian counterattacks. One of the carrier's main limiting factors is its power source.

Mazut- the extremely thick and tarry substance that appears to engulf the Kuznetsov when it travels is not very efficient. Since a black hue of smoke surrounds the carrier in the water, the ship is detectable from miles away.

Back in December, Russian outlets first reported that the carrier had begun the process of withdrawing from the dry dock. Just a few weeks prior to this, a "minor" fire erupted onboard the vessel, and Ukraine's defense ministry indicated that Admiral Kuznetsov was incapable of moving under its own power.

The Jamestown Foundation cohosted an event with the Hudson Institute on... MORE The Admiral Kuznetsov has never been lucky. Launched in 1985, the 60,000-ton vessel has suffered engine breakdowns, multiple fires, and bizarre shipyard accidents. In 2012, it had to be towed to port by a tugboat after losing propulsion off the French coast.

At the MAKS-2021 air show, MiG presented a scale model of the fifth generation carrier-born fighter was shown. According to the mock-up, the aircraft will be twin-engine with reduced radar visibility. The machine will be made under the aerodynamic scheme "duck".

A mock-up of the UAV was also shown. A characteristic feature of the future UAV is an inverted "V" shape tail fins. Russia's air and naval power has been remarkably unhelpful amid the war in Ukraine.

Its jets have mostly been confined to long-range attacks, and its warships have been less active since the sinking of Moskva, the Black Sea Fleet flagship. Varyag, a sister ship to the Admiral Kuznetsov, was still under construction when the Soviet Union dissolved in 1991. When the ships of the Soviet Black Sea Fleet were split between Russia and Ukraine, the Ukrainians took possession of the Varyag.

Ukraine then sold the unfinished vessel for $20 million to a Chinese buyer who claimed it would be converted into a floating casino. Maya Carlin is a Defense Editor with 19FortyFive. She is also an analyst with the Center for Security Policy and a former Anna Sobol Levy Fellow at IDC Herzliya in Israel.

She has by-lines in many publications, including The National Interest, Jerusalem Post, and Times of Israel. First of all, not only have the problems of corruption and confusion in Russia's shipyards not been overcome, but the yards themselves are facing increasing difficulty in obtaining even basic construction supplies like steel, according to a new report by the East Russia news agency (East

Russia, March 5). Consequently, even if the new class of ships is ordered, the most determined Russian yards may not have the raw materials to begin constructing them. "The company is working on a promising fifth-generation fighter, which will be made using stealth technology.

Now there is a stage of computer modeling, the first prototypes of the machine are planned to be released in the next few years." Initially developed in the early 1990's, Admiral Kuznetsov was the only aircraft carrier to survive the dissolution of the Soviet Union.

A sister ship was constructed alongside the Kuznetsov, however, it was not completed when the USSR and was ultimately repossessed by Ukraine. "The overhaul and upgrade of the Admiral Kuznetsov will be completed in the first half of 2023. The avionics, flight deck with the ski jump, electrical equipment, the power plant will be replaced.

The carrier will receive a new fully domestic takeoff and landing control system. The airpower will remain the same. The carrier will have no attack weapons, it will be armed with Pantsir-M antiaircraft complex." This combination of old problems and new ones is already forcing Russia to postpone other key projects, including another Putin-boosted one, "the Polar Trans-Sib" railway (Ritm Eurasia, March 7) just as it did three years ago with its last

aircraft carrier project (see EDM, May 7, 2018). Observers now being swept up in the hype about a new kind of Russian capital ship that will supposedly transform naval operations need to remember that when Moscow announces a plan, it does not always have the ability to implement it.

A 40-year-old aircraft carrier in the Black Sea won't provide much value. The money would be better spent on new missiles and drones, which have proven effective in bombarding Ukrainian infrastructure. It's a little late for Russia to become a carrier power.

"The ship was supposed to become one of the main ones in the USSR," Karginov said, according to a translation of his remarks. "After the collapse of the country, Ukraine preferred to sell it for a few bottles of vodka, at the price of scrap metal."

The Kuznetsov's lackluster construction is accompanied by constant mistakes on board. In 2016, the carrier deployed to combat in Syria for the first time. Unfortunately, two airframes were lost due to a faulty arresting wire, forcing the rest of the carrier-based platforms to relocate to shore.

A Russian-state-run media outlet revealed footage depicting the large vessel being pulled by a tugboat this week. Although officials with Russia's Shipbuilding Corporation claim that all the underwater work necessary to revive the carrier is complete, a long and fruitful future for Admiral Kuznetsov is not a likely prospect.

"When the diving teams examined the ship's hull, it was found that the metal structures below the third deck were subjected to significant corrosion," RBC-Ukraine said, according to a translation. "The holds are completely filled with muddy water, which makes it impossible to examine the ship from the inside in detail."

The Defense Ministry signed a contract with the USC in April 2018 for a medium overhaul and limited modernization of the Admiral Kuznetsov up to 2022. However, the carrier caught fire on December 12, 2019. Officials said the damage to a space of 500 square meters

was not critical. The decrepit state of Russia's only aircraft carrier has only been magnified amid the Kremlin's ongoing invasion of Ukraine. Strapped monetarily by Western-imposed economic sanctions and facing a great weapons shortage, the current outlook of the Russian military does not look too promising.

The fighter will be created as part of a complex – a carrier-born aircraft plus an unmanned aerial vehicle (UAV) weighing more than ten tons, which will be made according to the "flying wing" aerodynamic scheme.

Second, Western sanctions mean that the yards will not be able to source the specialized equipment they need for a modern ship, because they can no longer import them or find analogues produced by Russian firms.

The most recent hit Russia has taken in this regard comes from a decision by Norway's government not to sell Norwegian naval engines to the Russian fleet (Finanz.ru, March 9). Additionally, new Alexei Navalny-related sanctions now going into effect will impose tight controls on the kind of monitoring technologies that the Russian navy, like any modern military, needs to operate (Fontanka, March 5).

"The possibility of creating a version of the fighter with vertical takeoff and landing (VTOL) is also considered within the framework of the project. It is expected that the aircraft will be as big as the MiG-35."

Sidelined for overhaul since 2017, the Kuznetsov was damaged in 2018 by a falling dockyard crane that left a 200-square-foot hole in its flight deck. This was followed in December 2019 by a major fire that killed at least one person while the ship was under refit in Murmansk.

Most recently, a fire last month caused what the Russian government called "minor" damage. Following the Kuznetsov's short stint in Syria, the vessel was sent home to undergo repairs meant to extend its lifespan. In October 2018, Russia's largest floating dock- the PD-50- sank, ripping a 200-square-foot hole in the center of the carrier's deck.

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Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database. If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu.

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This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets. For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4) times hourly, and may be slightly inaccurate.

Hourly cards are preferred by travelers who want a consistent rate and like to keep tabs on available flight time. Our Jet Card program is the preferred program for those using multiple aircraft categories, who value flexibility.

Don't spend your funds on a redundant membership fee that provides little benefit. If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

If the aircraft you're searching for is not in this list, use the 'Keywords' field further down in the search menus. We are an aviation organization specializing in charter flights, aircraft sales aircraft management in-flight catering and aircraft delivery services.

As one of the leading aviation organizations, we supply aircraft for all types of clientele ranging from private individuals to Fortune 500 companies. Next, select a Keyword limiter. There are three options from which to choose:- is exactly- starts with- contains Select the appropriate limiter for your search, then enter the keyword(s) you wish to search in the box on the right.

This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.

The 'Keywords' field is perhaps the most useful field included in our search engine. Using this field, you may search for any word, term, or combinations of terms in our database. Every photo field is covered by the Keywords search routine.

Colorado Springs is a city located in the state of Colorado. It is located at the foot of Pikes Peak, one of the most famous mountain peaks in the United States, and is known for its natural beauty and outdoor recreational opportunities.

About Colorado Springs Airport – Colorado Springs, CO (COS) Colorado Springs is home… Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade. The 'All Years' selection is the default selection for this option.

The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paintschemes (i.e. 'Wunala Dreaming'), etc.To use the Keywords field, begin by selecting a Keyworld search field. You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields.

Luxury Aircraft LLC acts on behalf of its clients and serves as their agent. It does not own or operate aircraft; all charter flights are operated by FAA Certified Part 135 or Part 121 air carriers.

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New Us Military Aircraft

New Us Military Aircraft - Little is known about the jet, but the Air Force has just dropped a massive clue: concept art of a fighter jet being built under the NGAD program. The image appears in USAF's recently released biennial report for acquisition.

Read the full report here. Last September, USAF's top acquisition official, Will Roper, told Defense News: “We've already built and flown a full-scale flight demonstrator in the real world, and we broke records in doing it.

New Us Military Aircraft

We are ready to go and build the next-generation aircraft in a way that has never happened before." The B-21 Raider is named in honor of the Doolittle Raid of World War II. Talking about the historic mission, Northrop said that 80 airmen, led by Lieutenant Colonel James "Jimmy" Doolittle, and 16 B-25 Mitchell medium bombers changed the course of the Second World War through their mission.

The report says of the program: "Next Generation Air Dominance is a family of capabilities that enable Air Superiority in the most challenging operational environments by enforcing the development pillars of digital engineering, agile software development, and open architectures.

By executing shorter technology development cycles, the program matures technology and reduces risk through prototyping and operational experimentation. The F-15 Eagle is an exceptional fighter aircraft, having never been shot down in air-to-air combat, but the average age of the F-15C/D fleet is almost 40 years old.

About 75% of the fleet is flying past its service life, and 10% of the fighters are grounded because of various structural issues, the Air Force said. The company is promoting the latest iteration of the military aircraft as a "digital bomber", capable of using agile technology and cloud computing for faster and more flexible communication.

Northrop said the six Raiders are in various stages of final assembly and testing. Although the Air Force prefers the fifth-generation F-35 Lightning II Joint Strike Fighters, the Pentagon determined that the fourth-generation F-15EX fighters were a much more cost-effective option for quickly modernizing the F-15 fleet to maintain capacity.

The Air Force is buying both platforms as replacements for older fighters. "With its large weapons capacity, digital backbone, and open architecture, the F-15EX will be a key element of our tactical fighter fleet and complement 5th-generation assets," he said, adding that "it's capable of carrying hypersonic weapons, giving

it a niche role in future near-peer conflicts." It also has an increased payload capacity, with the ability to carry up to 30,000 pounds of air-to-air missiles and air-to-ground munitions. While the F-15 is touted as an air superiority fighter, the military has regularly used this aircraft for ground-attack missions in post-9/11 conflicts.

The Boeing fighter made its first flight on February 2 with a test pilot, Matt Giese, in the cockpit. The aircraft took off from Lambert International Airport in St. Louis and flew for 90 minutes, Boeing said.

"The program uses a non-traditional acquisition approach to avoid traditional monolithic program schedules and exorbitant life-cycle sustainment costs. This strategy, called the Digital Century Series approach, creates a realistic business case for the industry to adopt commercial best practices for key design activities – before a part is even manufactured.”

Update: This post has been updated to clarify that no F-15 Eagle has been shot down in air-to-air combat. "Undefeated in aerial combat, the F-15 Eagle epitomized air superiority," an Air Force general said at Wednesday's rollout.

Two F-15EX fighter aircraft are being delivered this year. The remaining six jets in the first lot are set to be delivered in 2023. Delivery of aircraft in lots two and three are scheduled for fiscal 2024 and 2025.

The Air Force put in its first F-15EX order last July, ordering eight jets. The service says it plans to obtain at least 144 of these fighters to replace the aging fleet of C- and D-variant F-15s.

"Designed to complement the F-35, F-22, joint, and partner forces in the Air Superiority role, Next Generation Air Dominance is an advanced aircraft program for development of penetrating counter air platforms with multi-domain awareness, agile resilient communications,

and an integrated family of capabilities.

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Multi Engine Aircraft

Multi Engine Aircraft - "I fly maybe twice a month—if I’m lucky, three times a month," said Kotwal, "I’m not quite sure I will have the same level of proficiency as a professional pilot would. Plus, many a time it’s a busy day or a busy week, not enough time to plan, so it’s nice to have the comfort that, should something go wrong, there is somebody sitting beside me who knows better."

Kotwal’s analysis was similar, "I think this whole notion of flying a single-engine versus a twin isn’t as big a deal as I thought going in. It turned out not to be as complicated or as challenging."

Multi Engine Aircraft

"Over time, you kind of build an expectation of whether or not people are just giving you a sales pitch or they are being truthful," Kotwal said. "Cost was not a big driver once I knew what the ballpark was. It was all the administration, logistical issues, which swayed me."

Beechcraft A History

"Once I had kind of zeroed in on what the costs would be, I was much more concerned about being a new pilot. I wanted to have comfort that there is a reputable person and institution that I could reach out to that would guide me through lots of logistical issues that come into play," Kotwal said. "It was not only my first twin-engine, it was my first plane."

While the added space is nice, Deubler’s bigger interest was the speed. The single-engine DA40 he owned before his Beechcraft® Baron® aircraft got him to one of his favorite places in about two hours, but he thought he could do better.

Since earning his multi-engine rating, Don Deubler has continued to improve his skills as a pilot. More than two years after taking delivery of his Beechcraft Baron G58 plane, he traded up to a Beechcraft King Air C90GTx, a turboprop with increased performance.

"I've got a cabin in the north woods, and instead of driving six and a half hours, I could be there in an hour and a half. That just gave me more time to fish for muskies."

Ensuring Insurability

"It was quite a gusty day, and I still passed. The examiner said I passed with flying colors, but I thought I was just OK. I try to hold my flying skills to a higher level than most."

Pilots often insist on redundancy when their flights take them over mountains or large bodies of water. Having an additional engine gives aviators the option to get to an airport or the most suitable landing place available. Some models include added engineering that keeps some or all systems—avionics, de-icing and even cabin comforts—running off the remaining single engine.

Just one look at the tail of Deubler’s Beechcraft Baron G58 aircraft shows how much fun he’s having in the air: a graphic inspired by the movie Eragon, a mythical story about a dragon flyer. Under it, a line from another movie, Flyboys—Je Vois Tout—French for “I see all.”

When Deubler began looking for a strong flight school, he was lucky to have a good one close to home. The staff included a master instructor, and the owner is an FAA examiner. Deubler said he was quite prepared when, after two years of intermittent training, his instructor surprised him with the check ride.

Operational Costs

Manufactured in the aviation hub of Wichita, Kan., and with maintenance and support locations worldwide, the Beechcraft brand of aircraft traces its roots to the pioneers of aviation. Throughout its history, this brand of products has been known for quality, reliability and value that established benchmarks for the industry.

That plan often includes benchmarks that will help lower costs, including annual insurance premiums and mentor pilot fees when it’s time to take delivery of the aircraft. Some of those requirements may include a certain level of single-engine complex time and earning an instrument ticket. Hiser said it’s also a good idea for pilots to add commercial tickets to their licenses.

Pilots who move up to a multi-engine aircraft often pay more in the beginning, but after a year or two the costs decrease. The reason: insurance. Greg Hiser, president of Air Capital Insurance in Wichita, Kansas, explained the initial cost increase, which depends on a pilot’s experience.

Before Deubler and Kotwal bought their twin-engine aircraft, they researched the operating costs and requirements. Kotwal’s research was more extensive because he’d never bought an aircraft before. He started talking to people, reading blogs and studying online manufacturer information.

More Speed More Space

That's how two pilots ended up each owning their twin-engine aircraft. Don Deubler, an Illinois business owner, and Shailesh Kotwal, a Toronto banker, both wanted airplanes that were big enough for their families and fast enough to get them where they wanted to be when they wanted to be there.

Wanting even more in-depth training, both Deubler and Kotwal flew with mentor pilots after their checkrides to hone their experience as new multi-engine flyers. Even after Kotwal logged about 100 hours with his mentor pilot, he still planned to log some more since the twin was his first aircraft.

Both Kotwal and Deubler are often in the air these days. Deubler even graduated to a multi-engine turboprop, a Beechcraft King Air® C90GTx aircraft. Looking back on their multi-engine training, both said it was relatively easy.

While added confidence is an important reason to move to a multi-engine aircraft, other features often propel pilots in search of change, chief among them: speed and space. While Kotwal enjoyed the feeling of flying, his rental didn’t have room for his wife, two kids and all their luggage.

Quick Easy Certification

Adding a multi-engine certification can be a relatively quick task—about a month for comprehensive training. It takes most pilots about ten to 15 flight hours to learn the skills necessary to pass a multi-engine check ride and oral exam, but many spend more time than that in class and in flight to learn skills that aren’t part of the test. They want to be prepared in case of any emergency.

Another factor transitioning pilots should consider is the new aircraft’s value. Hiser says premiums are largely based on the value of the aircraft so knowing which model a pilot wants to purchase is important for financial planning. The most important piece of advice Hiser offered: plan for at least 100 hours of flight time the first year in a twin-engine aircraft.

"Fly your aircraft for goodness sakes. A lot of them will buy the airplane, and then they don’t fly it a great deal. That doesn’t help," he said. "Buy the airplane. Fly it a fair amount so year number two, when we go to renew your policy, we can get your premiums down closer to where a comparable value for a single-engine airplane would be."

In most cases, underwriters will require new twin-engine piston pilots, even ones with experience with a complex single-engine aircraft, to log a minimum amount of time with mentor pilots—usually about 25 flight hours. Pilots who want to move directly from a non-complex, single-engine piston aircraft to a turboprop twin-engine airplane will likely need more than that.

"Being an active pilot myself, we look at where he’s been, what he’s flying now, what his experience level is, what he’s transitioning to. We will help him with a transitional plan that’s acceptable to an insurance company."

"It’s not required, but it shows another level of professionalism, and it’s an easy ticket to get,” said Hiser. “We want to do anything we can to make you look better in the eyes of an underwriter. If you’ve got a year or two to plan for that, all the better."

Deubler enjoyed the process of earning his multi-engine certification, including taking delivery of his Beechcraft Baron G58 aircraft. Though he could have passed the check ride months before he finally did, he wanted more comprehensive training, explaining, “I think time and hours make you a better pilot.”

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New Piper Aircraft

New Piper Aircraft - Unfortunately, this seems to be just the result of aging airplanes. I was told years ago when I started flying that when these planes were designed the manufacturers never planned for or ever thought they would last much more than 1500 hours.

Of course the severe use or abuse from training flights doesn't help. Even the strut braced Cessnas have been issued structural AD's, along with some Beechcraft models. Correct me if I am wrong but I believe the Piper Tomahawk has a 10,000 hour airframe life limit, a plane designed in the late 70's.

New Piper Aircraft

Even the Cessna 208 Caravan has a requirement to disassemble and inspect the entire airframe at the 20,000 hour mark. One of the most notorious Piper aircraft crashes occurred on January 21, 2019. A Piper PA-46 Malibu was in transit from France to Wales and crashed in the English Channel.

Crashes Involving Piper Aircraft

Football player Emiliano Sala was on the flight and was killed. An investigation was opened into the crash to determine the cause of the crash, as well as whether or not the pilot had the appropriate license to fly.

The Korean War stimulated more production at Piper, who was contracted for large orders of the Cub. During the 1970s, there was discussion of a merger, but the deal with Swearingen was never completed. Around 100 aircraft were destroyed in the Lock Haven facility due to flooding from Hurricane Agnes.

Many tools were also destroyed at this time, causing Piper to stop producing the PA-24 Comanche. There are multiple support and service centers for Piper Aircraft that are scattered throughout the world. Many are in Europe and the United States, but there are also some in Africa, Asia, Australia, and South America.

Throughout the 1940s, Piper continued operations building 5,941 aircraft that were designed for the US armed forces. They also created aircraft components and training gliders, as well as steel masts designed for use with mounting radar antennas.

History Of Piper Aircraft

As a long time owner of a PA-28 I find this AD to be more about liability. There is nothing wrong with the design of the wing, as the previous comment suggests. There are a few of the 'Hershey' bar 140's/160/180 Cherokees in my neighborhood that have in excess of 20,000 hours on the air frame.

There is a whole lot more to the story that is being told here. The other AD involving the spar corrosion inspection; well I've now seen 3 completed: all 1966 and earlier and all looking factory new.

The Pipers are a reliable and proven design, so what could be better?? During the 1980s and 1990s, Piper continued producing aircraft and opening new divisions. However, the company became unprofitable when Piper cut prices in response to increasing insurance premiums, causing them to file for Chapter 11 bankruptcy.

What's more, they've also ignored the fact that the eddy current inspection requires removal of the wing spar bolts. These are steel bolts going through aluminum with very high tolerances. Do you want to be the first guy to whom the FAA says, "Oops," when your plane falls out of the sky because they "guessed wrong" or ignored the advice of the manufacturer, engineers and countless A&Ps?

Notable Events

This company manufactures general aviation aircraft. It was distinguished in the late 20th century as being one of the top "Big Three" in its field of general aviation manufacturing. This included Piper with other larger companies, Cessna and Beechcraft.

In under 100 years of operation until 2009, Piper produced 160 different certified models of aircraft. They produced 144,000 aircraft and 90,000 of them are still in use and flying to this day. The M600/SLS seats six and is powered by a Pratt & Whitney PT6A-42A 600 shp engine.

It comes factory equipped with the revolutionary HALO Safety System, including Garmin Autoland. The aircraft has a maximum cruise speed of 260 KTAS / 482 km/h, and has a max range of 1,300 nm / 1,852 km with a max payload of 1200 lbs.

This company was originally founded in 1927 as the Taylor Brothers Aircraft Manufacturing Company. It was later renamed in 1928 as the Taylor Brothers Aircraft Corporation. They moved from Rochester, New York to Bradford, Pennsylvania due to the promise of a much larger facility, as well as the promise of investments from local businessmen.

Piper Aircraft In The Modern Era

The company filed for bankruptcy in the late 1930s, allowing William T. Piper to purchase all of the company's assets. Piper took control of the company, but allowed Clarence Gilbert Taylor, one of the founders, to remain the president.

However, Piper and Taylor clashed, and Piper bought him out in late 1935. May 21, 2019, Piper announced that it was going to restructure and expand sales and service for three independent dealers in the United States.

The three dealers affected are Western Aircraft, KCAC Aviation, and Cutter Aviation. The most recent AD calls for inspections of the lower spar caps at the bolted joint to the carry-through structure inside the cabin for aircraft with more than 5,000 hours in service and applies to more than 5,400 aircraft.

The accident Arrow's wing failed due to a fatigue fracture at the "bolted joint" along the lower spar cap, according to investigators. The AD is effective on Feb. 16, 2021, and affects PA-28 and PA-32 aircraft from the PA-28-151 Warrior up to the PA-32RT Saratoga.

It also includes all Arrow models, but not the PA-28-236 Dakota or the lighter non-taper-wing PA-28 series. Owners of Piper PA-28 and PA-32 models have been hit with a series of airworthiness directives over the last year, including one related to main-spar corrosion, but the latest AD stems from a fatal accident in 2018 when a Piper Arrow was conducting

flight training lost a wing and killed the FAA examiner and student. The Arrow was 11 years old but had accumulated more than 7,600 hours, exclusively in the training environment. Piper is still creating aircraft to this day, although they have had to negotiate difficult deals for incentives from the state of Florida and have struggled through multiple layoffs.

In 2015, Piper laid off 15% to 20% of all employees in response to falling demand throughout the world. Piper has also been sued due to problems with their planes. When a 25-year-old was killed on April 4, 2018, due to the plane losing the left wing, the father later sued the company.

The lawsuit claimed that Piper knew about the problems with their planes and allowed them to fly anyway. The Piper Seneca is a powerful twin-engine aircraft, boasting several prominent differences compared to its piston-twin competitors. It rules the highest single-engine service ceiling in its class, displays a standard three-screen G1000 panel, provides a visibly wider cabin.

Carlon explained a bit about how the "Fly for Free for Three" promotion will work in practice. No, you will not need to collect receipts and mail them to Piper for reimbursement. Maintenance, consumables (engine oil, for example), and inspections will all be handled by authorized Piper service centers.

"For the fuel, we estimate the annual hours flown based on past experience and provide the customer with [a] pre-paid fuel card," Carlon added. Factory new 2023 Piper M600/SLS, the peak in engineering, luxury and safety!

We are proud to offer this exquisite turboprop for sale, ready to be customized with your choice of equipment, your own paint scheme and interior! The Piper M350 is the only current production pressurized piston-engine aircraft available today.

It leads the piston pack with an impressive 213 ktas cruising speed, as well as the ability to cruise up to 25,000 ft in pressurized comfort. With standard dual turbochargers, owners can also expect a consistent fuel burn at any altitude keeping operating costs down.

Standard equipped with four top-of-the-art leather seats and the Garmin G1000 Suite, the Piper Archer LX has all you need when it comes to comfort and technology. Later, when you are ready to meet new challenges, the IFR equipment will allow you to obtain an instrument rating.

Aircraft with more than 5,000 factored service hours must have the eddy-current inspection performed within the next 100 hours. The test is said to cost just more than $1,000 per aircraft, although a wing-spar replacement is estimated at more than $12,000 per wing.

What's more, the FAA says it will not issue ferry permits to those aircraft found to have cracks; they will have to be repaired locally or disassembled and taken to an appropriate service facility. Finally, the FAA is calling this AD an "interim" measure, suggesting that data from the field could change the minimum number of service hours.

seems there has one ever been one other wing separation, on an Archer used extensively for pipeline patrol..(constant turbulence), and no reported separation of a "Hershey bar" winged version...the design of the spar web in attach point area raises

questions in my mind though, there are high loads on the lower external bolt connections The Piper factory in Vero Beach, Florida, remains up and running despite the coronavirus pandemic, company spokeswoman Jacqueline Carlon reported in an email exchange July 14. That means Piper is still building aircraft, including the M series models unveiled in 2015.

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Navy Aircraft Models

Navy Aircraft Models - NEED HELP? Customer Service:  858 - 527 - 1022 (Toll Free) 877 - 669 - 0302 Mon - Fri 11:45 AM to 6:30 PM Pacific Time Mon - Fri 2:45 PM to 9:30 PM Eastern Time

The ANCIENT MARINER at SEAGIFTS.COM San Diego, CA. Click here to see our privacy policy. Images are digitally watermarked. Copyright 2020 Our scale model aircraft for the U.S. Navy feature the most popular planes flown by our Naval forces.

Navy Aircraft Models

Our Navy was the first to patrol the seas with airplanes that can land on aircraft carriers, and using aircraft such as the Hawkeye for intelligence gathering. These leading edge aircraft are all beautifully handcrafted and wonderful desktop airplane decor.

Shipping Info: The majority of these desktop models ship within two to three days of your order. However, in some cases they will be backordered. In the event of a backorder we will notify you via email on the status of your delivery time.

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Nakajima Aircraft Company

Nakajima Aircraft Company - Japan's first aircraft manufacturer, it was founded in 1918 by a naval engineer, Chikuhei Nakajima, and a textile manufacturer, Seibei Kawanishi as Nihon Hikoki (Nippon Aircraft). In 1919, the two founders split and Nakajima bought out Nihon Aircraft's factory with tacit help from the Imperial Japanese Army.

The company was renamed Nakajima Aircraft Company in 1919.[1] Thankfully for the Allies, the scenario described above did not happen. In reality, Japan was running out of raw materials, skilled manpower, and time. Nevertheless, it was developing a host of advanced aircraft in the closing months of the war in hopes of stopping the relentlessly encroaching Allies.

Nakajima Aircraft Company

Faced with the challenge of superb American fighters and bombers, Japanese aircraft manufacturers first looked to modifying existing designs and creating new aircraft that incorporated high-powered, turbo-, and supercharged engines, comparable or superior to America's best.

Rocket-Powered Interceptors

Already the Imperial Japanese Army Air Force was operating the superlative Nakajima Ki-84 (Allied name Frank), a fighter that was a match for the North American P-51D, in China and the Philippines. But better aircraft were necessary if Japan was to counter the growing Allied threat, especially from the B-29s that were striking at the heart of the country.

Potentially even more dangerous to the Allies was the development of rocket-powered interceptors. In late 1943, Japanese officials became concerned about the impending threat from Boeing B-29 Superfortresses. Knowing that Japan did not have an interceptor that could attack the B-29s above 30,000 feet, the Japanese Military Attachés in Berlin acquired the manufacturing rights for the revolutionary Messerschmitt Me 163 rocket-powered interceptor and its Walter HWK 109-509 engine.

The Me 163 could fly 596 miles per hour - almost 200 miles per hour faster than any Allied fighter - and could climb at an astounding rate of 10,000 feet per minute. Although hampered by its short range and 10-minute duration because of its novel engine, the Me 163 appeared to be the ideal solution to the B-29 problem.

The potential capabilities and success of these wonder weapons was frightening; who knows what would have happened if these aircraft had entered service? Nevertheless, the Allies' relentless B-29 bombing and mining campaign and the extraordinarily successful naval blockade cut off Japan's vital fuel and resources while simultaneously destroying Japanese factories and infrastructure, rendering the fate of Japan's wonder weapons moot.

Jet Engine Technology

The company was reborn as Fuji Heavy Industries, maker of Fuji Rabbit scooters & Subaru automobiles, and as Fuji Precision Industries (later renamed as Prince Motor Company which merged with Nissan in August 1966), manufacturer of Prince Skyline and Prince Gloria.

With these feelings in mind, I decided to make this home page hoping to provide footsteps for their predecessors. Please be be sure to visit the Color Illustration Page designed by Shigeo Koike. It would also be appreciated if you were able to take it

the time to answer the attached questionnaires. The Smithsonian's National Air and Space Museum is fortunate to preserve several of these fascinating aircraft. Among the many Japanese artifacts are the sole surviving Kyushu J7W1 Shinden, the last Nakajima Kikka, the only Ohka Model 22, and one of four remaining Nakajima Tsurugis.

Desperate times require desperate measures. While the Japanese aviation industry was working hard to create new, more technologically advanced aircraft and weapons, a shortage of materials and skilled workers forced the industry and the military to attempt more elementary ideas.

After World War Ii

Accordingly, in January 1945, the Japanese Army ordered Nakajima to create a simple, easy-to-build suicide aircraft that could be mass produced in sufficient numbers to stop the coming Allied invasion of Japan. Built of wood and steel, and capable of using a variety of existing radial engines, the Ki 115 Tsurugi prototype was produced in only three months.

It could carry a 1,700-pound bomb and jettison its landing gear for its one-way flight. Poor ground handling and difficult flying characteristics took three months to solve and, although 104 were built, none flew in combat.

To address this problem, the Japanese Navy ordered the design of a longer-ranged jet-powered version, known as the Ohka Model 22. Powered by a Tsu-11 rudimentary turbojet, the Model 22 was designed to fly into battle underneath a Yokosuka P1Y1

bomber, which was much faster than the Betty. It was hoped that the speed of the P1Y1 and the extra range of the Model 22 would allow attacks to be launched outside of patrolling U.S. naval fighters.

After World War Ii

In the end, fifty Ohka Model 22s were built but none were ever launched. An improved version, the Model 33 was to have the more powerful Ne-20 turbojet for extra speed and range and was to be carried by a massive four-engine heavy bomber under development, the Nakajima G8N1 "Rita."

Neither the Model 33 nor the "Rita" were finished in time. Japan's first aircraft manufacturer, it was founded in 1918 by a naval engineer, Chikuhei Nakajima, and a textile manufacturer, Seibei Kawanishi as Nihon Hikoki (Nippon Aircraft).

In 1919, the two founders split and Nakajima bought out Nihon Aircraft's factory with tacit help from the Imperial Japanese Army. The company was renamed Nakajima Aircraft Company in 1919.[1] We rely on the generous support of donors, sponsors, members, and other benefactors to share the history and impact of aviation and spaceflight, educate the public, and inspire future generations.

With your help, we can continue to preserve and safeguard the world's most comprehensive collection of artifacts representing the great achievements of flight and space exploration. After Japan's defeat in World War II the company had to close down since production and research of aircraft was prohibited by the Supreme Commander of the Allied Powers.

Advanced Propeller-Driven Aircraft

This had a severe impact on Nakajima because it was one of the two largest aircraft manufacturers, together with Mitsubishi Heavy Industries (MHI). Unlike MHI though, it was not diversified into shipbuilding and general machinery, and so, had to dissolve into a number of spin-off companies set up by former managers, engineers, and workers.

As a result, leading aeronautical engineers from NAC, such as Ryoichi Nakagawa, helped transform Japan's automobile industry.[1] After Japan's defeat in World War II the company had to close down since production and research of aircraft was prohibited by the Supreme Commander of the Allied Powers.

This had a severe impact on Nakajima because it was one of the two largest aircraft manufacturers, together with Mitsubishi Heavy Industries (MHI). Unlike MHI though, it was not diversified into shipbuilding and general machinery, and so had to dissolve into a number of spin-off companies set up by former managers, engineers, and workers.

As a result, leading aeronautical engineers from NAC, such as Ryoichi Nakagawa, helped transform Japan's automobile industry.[1] The energy of the engineers who pursued their dreams was taunted by the abnormal historical events of the war, but if we look

back at their activities, "Figures and aspects of frontiers who purely pursue the facts and pioneer new things" come to be recognized. Plans for the Me-163 were shipped on two U-boats, one of which was sunk, leaving the Japanese military with only rudimentary data.

Undeterred, in July 1944 the Japanese Navy ordered Mitsubishi to develop its own version of the aircraft designated the J8M and, in a rare example of interservice cooperation, an Army variant known as the Ki-200. Engineer Mijiro Takahashi led the project, producing a glider version by December.

The glide tests were successful, and the first J8M was completed in June 1945. The aircraft's first flight ended in a fatal crash and modifications to the propulsion system were not completed before the war ended.

Nakajima Aircraft, founded by leader Chikuhei Nakajima and other eight members, grew brilliantly and ended its fateful life along with World War II, resembling that of an image on a shadow-picture lantern. But its spirit has been inherited by many later generations

in various fields. The aircraft as a weapon is debatable, but the keen-edged beauty, portrayed by the aircraft, has the aura of a novel inviting to a new world. This is especially true of the reciprocating engine

plane that slashes the air with its propeller and grabs the air with its own wings. It makes us feel as if we can see the engineer's face upon it. The company was reborn as Fuji Heavy Industries, maker of Fuji Rabbit scooters and Subaru automobiles, and as Fuji Precision Industries (later renamed Prince Motor Company which merged with Nissan in August 1966), manufacturer of Prince Skyline and Prince Gloria automobiles.

Fuji began aircraft production in the mid-1950s and has been producing military training aircraft for the Japanese Self Defense Force. Dr. Koyama, a representing chief engineer of Nakajima Aircraft, said at the end of the war, "We, as Nakajima aircraft engineers,

have been doing our best in engineering and producing aircraft for the survival of the nation, but there is an unmistakable truth that the aircraft bereaved many young precious lives. We should never glorify or romanticize these past aircraft."

This was engrained into each engineer's mind, and because of this, there are very few records or memoirs of Nakajima Aircraft. To face this challenge, the Nakajima Aircraft Company turned its attention to building the Ki-87, a high-altitude, heavily armed fighter powered by a single 2,400 horsepower turbosupercharged engine.

It had a top speed of 440 miles per hour, but engine problems delayed production and only one prototype was produced. Meanwhile, Tachikawa built its own similar looking fighter, the Ki-94-II, that had an estimated top speed of 450 miles per hour.

It seemed promising and an order was placed for 18 service test aircraft. But the first flight was scheduled for August 18, 1945, three days after Japan surrendered.

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Naval Anti Aircraft Gun

Naval Anti Aircraft Gun - The US was a major manufacturer of the weapon, with the Army and Navy needing large numbers of them. To fulfill these orders production was given to Chrysler. The process of manufacturing the weapon on a large scale was difficult, as the drawings were in Swedish and the dimensions were in metric. Chrysler made changes to the gun’s manufacturing methods to make it faster and easier to build, cutting its original projected production time in half. As a result, Chrysler built a staggering 60,000 guns and 120,000 barrels.

The result was an anti-aircraft gun that could fire 900-gram high-explosive shells to a maximum of 23,600 ft. Its real word maximum was around 12,500 ft. The gun operated on a gravity-assisted feeding mechanism that was loaded with four round clips by hand and could achieve a maximum rate of fire of 120 rounds per minute.

Naval Anti Aircraft Gun

By the time it was completed the Swedish Navy was no longer the only ones wanting to use the weapon. The Dutch Navy was one of the first to order in the Bofors 40 mm, placing five twin-gun mounts on the cruiser De Ruyter in the mid-1930s. Soon, many more nations wanted the anti-aircraft gun, especially after Bofors unveiled a towed version in 1935.

In the early 1920s, Sweden’s Navy desired a more capable replacement for their Vickers Pom-Pom anti-aircraft guns. The navy handed this request over to Bofors, who entered into a contract in 1928. Soon into this new weapon’s development, Bofors encountered problems with its cycling. Compared to most fast-firing weapons, this design used a much larger 40 mm round. Any system that was capable of handling the forces involved with such rounds was also too heavy to fire quickly.

Although this gun is often seen in WWII images and films in British and American service, neither of these countries actually designed it. That distinction goes to Sweden, which, ironically, was a neutral country during the conflict.

In 1940 the US Navy was shown a demonstration of the weapon, and they knew such a weapon would be extremely useful. However, during the discussions that sought to give the Navy a license to produce the weapon, Sweden requested that the US give them the manufacturing licenses for aircraft in return. The Navy declined, and supposedly, secretly acquired imperial drawings from the British. With these, they started building guns illegally. An official deal was made with Bofors in 1941.

The British inspected the system in 1937, made a few changes, and began building it themselves under license, where it was called the “QF 40 mm Mark I.” After having difficulty laying the weapon on particularly fast-moving aircraft, the British added the Kerrison Director mechanical analog computer, which electronically aimed the gun. While this system was a remarkable piece of engineering, it proved to be impractical in combat, and it was eventually replaced by a much simpler system.

After a few changes were made to the feed mechanism in 1930 the weapon began to fire at an acceptable rate. Interestingly, around this time Krupp (the major German industrial company that produced tanks, guns, battleships, and U-boats for Nazi Germany during WWII) purchased a one-third share of Bofors. Fortunately, Bofors kept their new anti-aircraft weapon a secret.

The job of an anti-aircraft gun is surprisingly demanding. It must be able to destroy or deter a fast-moving target by aiming not where it is, but where it will eventually be, depending on many factors.  High-speed aircraft, when first introduced, were small targets and were incredibly hard to hit with accurate fire before the introduction of guided missiles. Anti-aircraft guns when first introduced didn’t focus on hitting aircraft with precise accuracy and instead relied on sheer volume to bring down planes. This was the case with the Bofors 40 mm, which was designed in the 1930s and is so effective that it is still in use today.

The British held the gun in extremely high regard and put a massive emphasis on its production during the war. In fact, Commonwealth factories produced over 19,000 Bofors 40 mm guns. The gun could be mounted on any platform it could fit, like tanks and even civilian trucks. Both the British Army and Navy made extensive use of the Bofors. During D-Day, Bofors guns were vital in protecting newly captured areas, with crews from the Light Anti-Aircraft Regiment, Royal Artillery shooting down 17 enemy aircraft over the Orne River in France.

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