NATCA Deal Guaranteed

A collective agreement covering the FAA's air traffic controllers could be in place in early June. The National Association of Air Traffic Controllers announced Tuesday that formal mediated talks between the union and the agency began Monday. Former FAA Administrator Jane Garvey will lead the mediation panel, which also includes Richard Bloch and George Cohen, both experienced mediators. "One of my highest priorities, since coming to DOT, has been to resolve this issue," Transportation Secretary Ray LaHood said when he announced Garvey's appointment. An agreement will be reached one way or another because the mediation panel has been directed by both sides to make binding recommendations on any issues not settled in negotiations. A media blackout has been imposed for the duration of the talks.

First Solar-Powered Aircraft to Fly Around the World

The Swiss psychiatrist and balloonist, Bertrand Piccard, is currently working on the development of his latest invention - world's first airplane that will be able to fly around the globe using only solar power.

His grandfather was Auguste Piccard and his father was Jacques Piccard. Both were famous balloonists and inventors. Auguste Piccard was the one to create the pressurized cabin and the stratospheric balloon, which was able to fly up to 16,201 meters, when launched back in 1932. He was also the one to invent the Bathyscaphe, a submarine that in 1952 managed to dive to 3150 meters.

Jacques Piccard, Bertrand's father, broke the world record with deepest-ever dive. He went down 7 miles to the bottom of the Marianas Trench. In addition, he was the one to create the first passenger submarine in the world.

As for Bertrand, than it is worth mentioning that the balloonist managed to make the first non-stop trip around the globe in a balloon, registering the longest flight in the history of aviation. Now the inventor works on Solar Impulse project, a solar-powered aircraft. Together with his team Bertrand wants to promote renewable energies. The inventor hopes Solar Impulse will succeed in making a tour around the world without fuel.

At the moment engineers are working on the first prototype of the plane at Dubendorf, Switzerland. One of the main goals is to create a new-generation aircraft that will boast a low weight, smart energy management systems as well as high performance storage elements.

Its wingspan will be 80 metres, which is wider than that of an Airbus A380. This will minimize drag and provide more space for solar cells. Engineers will install a layer of ultra-thin solar cells, which will be flexible enough to resist deformations and vibrations.

It is hoped that the aircraft will be tested later this year and the second prototype will be built in 2010. The Solar Impulse team hopes to real flight around the world will take place in 2011. The main funding for the project comes from Solvay, Omega, and Deutsche Bank.

Technical help comes from the Ecole Polytechnique Federale de Lausanne (EPFL), a Swiss Federal Institute of Technology in Lausanne, Switzerland, the European Space Agency (ESA) and Dassault, a French group of firms under the management of Serge Dassault.

C-5 Galaxy

The Lockheed C-5 Galaxy is a large, military transport aircraft built by Lockheed. It was designed to provide strategic heavy airlift over intercontinental distances and to carry outsize and oversize cargo. The C-5 Galaxy has been operated by the United States Air Force since 1969 and is one of the largest military aircraft in the world.

In 1961, several aircraft companies began studying heavy jet transport designs that would replace the C-133 transport and complement C-141 Starlifters. In addition to higher overall performance, the US Army wanted a transport with a larger cargo bay than the C-141, whose interior was too small to carry a variety of their outsized equipment. These studies led to the "CX-4" design concept, but in 1962 the proposed six-engine design was rejected, because it was not viewed as a significant advance over the C-141.^[2]

By late 1963, the next conceptual design was named CX-X. It was equipped with four engines, instead of six engines in the earlier CX-4 concept. The CX-X had a gross weight of 550,000 pounds (249,000 kg), a maximum payload of 180,000 pounds (81,600 kg) and a speed of Mach 0.75 (500 mph/805 km/h). The cargo compartment was 17.2 feet (5.24 m) wide by 13.5 feet (4.11 m) high and 100 feet (30.5 m) long with front and rear access doors.^[2] In order to provide the required power and range with only four engines, a new engine with dramatically improved fuel efficiency would be needed.

The criteria were finalized and an official Request for Proposal was sent out in April 1964 for the "Heavy Logistics System" (CX-HLS) (previously CX-X). In May 1964, proposals for aircraft were received from Boeing, Douglas, General Dynamics, Lockheed, and Martin Marietta. Proposals for engines were received from General Electric, Curtiss-Wright Corporation, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt and Whitney for the engines.

All three of the designs shared a number of features. In particular, all three placed the cockpit well above the cargo area so that in a crash the cargo would not crush the crew as it moved forward. The Boeing and Douglas designs used a "pod" on the top of the fuselage containing the cockpit, while the Lockheed design extended the cockpit line the length of the fuselage, giving it an egg-shaped cross section. All of the designs featured swept wings and front and rear cargo doors allowing simultaneous loading and unloading. Lockheed's design featured a T-tail, while the designs by Boeing and Douglas had conventional tails.^[3]

In 1965, Lockheed's aircraft design and General Electric's engine design were selected for the new transport.

C-141 Starlifter

The Lockheed C-141 Starlifter was a military strategic airlifter in service with the Air Mobility Command (AMC) of the United States Air Force. The aircraft also served with AMC-gained airlift wings and air mobility wings of the Air Force Reserve Command (AFRC) and the Air National Guard (ANG) and, in later years, one air mobility wing of the Air Education and Training Command (AETC) dedicated to C-141, C-5, C-17 and KC-135 training.

Introduced to replace slower piston-engined cargo planes such as the C-124 Globemaster II, the C-141 was designed to requirements set in 1960 and first flew in 1963. Production deliveries of an eventual 285 planes began in 1965: 284 for the Air Force, and one for the National Aeronautics and Space Administration (NASA} for use as an airborne observatory. The aircraft remained in service for almost 40 years until the USAF withdrew the C-141 from service on 5 May 2006, replacing the aircraft with the C-17 Globemaster III.

A-10 Thunderbolt II

The A-10 Thunderbolt II is an American single-seat, twin-engine, straight-wing jet aircraft developed by Fairchild-Republic for the United States Air Force to provide close air support (CAS) of ground forces by attacking tanks, armored vehicles, and other ground targets, with a limited air interdiction capability. It is the first U.S. Air Force aircraft designed exclusively for close air support.

The A-10's official name comes from the Republic P-47 Thunderbolt of World War II, a fighter that was particularly effective at close air support. However, the A-10 is more commonly known by its nickname "Warthog" or simply "Hog".^[3] As a secondary mission, it provides airborne forward air control, guiding other aircraft against ground targets. A-10s used primarily in this role are designated OA-10.

Criticism that the U.S. Air Force did not take close air support seriously prompted a few service members to seek a specialized attack aircraft.^[5] In the Vietnam War, large numbers of ground-attack aircraft were shot down by small arms, surface-to-air missiles, and low-level anti-aircraft gunfire, prompting the development of an aircraft better able to survive such weapons. In addition, the UH-1 Iroquois and AH-1 Cobra helicopters of the day, which USAF commanders had said should handle close air support, were ill-suited for use against armor, carrying only anti-personnel machine guns and unguided rockets meant for soft targets. The F-4 Phantom II was pressed into close air support, but usually in emergencies, as its high cruising speed and fuel consumption hindered its ability to loiter. The lack of a gun on most F-4 variants, coupled with the relative ineffectiveness of the standard 20 mm round on M61 Vulcan-equipped F-4Es against hard targets, made strafing runs either impossible or ineffective.

KC-135 Stratotanker

The Boeing KC-135 Stratotanker is a United States aerial refueling tanker aircraft. It has been in service with the United States Air Force since 1957.

The KC-135 is derived from the original Boeing jet transport "proof of concept" demonstrator, the Boeing 367-80 (commonly called the "Dash-80"). As such, it has a narrower fuselage and is shorter than the Boeing 707 jetliner. Boeing gave the tanker the designation of Model 717.^[1] The 367-80 was the basic design for the commercial Boeing 707 passenger aircraft as well as the KC-135A Stratotanker.

In 1954 the USAF's Strategic Air Command ordered the first 29 of its future fleet of 732. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.

Developed in the late 1950s, the basic airframe is characterized by swept wings and tail, four underwing mounted engine pods, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with positive dihedral on the two horizontal planes and a hi-frequency radio antenna which protrudes forward from the top of the vertical fin or stabilizer. These basic features make it strongly resemble the commercial Boeing 707 and 720 aircraft, although it is actually a different aircraft.

The Strategic Air Command (SAC) had the KC-135 Stratotanker in service with Regular Air Force SAC units from 1957 through 1992 and with SAC-gained Air National Guard (ANG) and Air Force Reserve (AFRES) units from 1975 through 1992. In 1992, most KC-135s were re-assigned to the newly-created Air Mobility Command (AMC). As AMC gained the preponderance of the aerial refueling mission, a small number of KC-135s were also assigned to directly United States Air Forces in Europe (USAFE), Pacific Air Forces (PACAF) and the Air Education and Training Command (AETC). Reconnaissance and command post variants, including the RC-135 Rivet Joint and EC-135 Looking Glass Post Attack Command & Control Systems were operated by SAC from 1963 through 1992, when they were re-assigned to the Air Combat Command (ACC).

C-130 Hercules

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft built by Lockheed. It is the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 50 nations. In December 2006 the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tupolev Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case the United States Air Force. The C-130 remains in production as the updated C-130J Super Hercules.

Capable of takeoffs and landings from unprepared runways, the C-130 was originally designed as a troop, medical evacuation, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship, for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling and aerial firefighting. The Hercules family has the longest continuous production run of any military aircraft in history. During more than 50 years of service the family has participated in countless military, civilian and humanitarian aid operations.

Tupolev Tu-144

The Tupolev Tu-144 (NATO name: Charger) was the world's first supersonic transport aircraft (SST, first flight preceded the Concorde), constructed under the direction of the Soviet Tupolev design bureau headed by Alexei Tupolev.

A prototype first flew on 31 December 1968 near Moscow, two months before the similar Aérospatiale/British Aircraft Corporation Concorde. The Tu-144 first broke the sound barrier on 5 June 1969, and on 15 July 1969 it became the first commercial transport to exceed Mach 2, and was at the time the fastest commercial airliner.

The Tu-144 was Tupolev's only supersonic commercial airliner venture; Tupolev's other large supersonic aircraft were designed and built to military specifications. All these aircraft benefitted from technical and scientific input from TsAGI, the Soviet equivalent of NASA.

he Soviets published the concept of the Tu-144 in an article in the January 1962 issue of the magazine Technology of the Air Transport. The air ministry started development of the Tu-144 on 26 July 1963, following approval by the Council of Ministers 10 days earlier. The plan called for five flying prototypes to be built in four years. The first aircraft was to be ready in 1966.

Despite the similarity of the Tu-144 to the Franco-British supersonic aircraft, there were significant differences in the control, navigation and engine systems. The Tu-144 was in some ways a more technologically advanced aircraft, but in areas such as range, aerodynamic sophistication, braking and engine control, it lagged behind Concorde. While Concorde utilized an electronic engine control package from Lucas, Tupolev was not permitted to purchase it for the Tu-144 as it could also be used on military planes. Concorde's designers used the aircraft's fuel as a coolant for air conditioning the cabin and hydraulics (see Concorde#Heating issues for details); Tupolev installed additional equipment on the Tu-144 to accomplish this, which increased the airliner's weight. One important consequence was that, while Concorde could supercruise, that is, maintain supersonic flight without using afterburners, the Tu-144 could not. Later work on the Tu-144S, however, resolved this shortcoming.^[1]

Tupolev continued to work on the airplane. Many substantial upgrades and changes were made on the Tu-144 prototype (serial number 68001). While both Concorde and the Tu-144 prototype had ogival delta wings, the Tu-144's wing lacked Concorde's conical camber. Production Tu-144s replaced this wing with a double-delta wing including conical camber^{[citation needed]}, and added an extra simple but practical device: a small retractable canard surface on either side of the aircraft, close to the nose, to increase lift at low speed.

Moving the elevons downward on a delta-wing aircraft increases lift, but also pitches the nose down. The canard cancels this nose-down moment, thus reducing the production Tu-144's landing speed down to 170-180 knots - though still faster than Concorde's.

P-3 Orion

The Lockheed P-3 Orion is a maritime patrol aircraft used by numerous navies and air forces around the world, primarily for maritime patrol, reconnaissance, anti-surface warfare and anti-submarine warfare.

The P-3 Orion, originally designated P3V, is based on the same design philosophy as the Lockheed L-188 Electra. It is not the same plane structurally; it has had seven feet of fuselage removed fore of the wings, as well as myriad internal, external, and airframe production technique enhancements. The prototype YP3V-1/YP-3A BuNo 148276 was in fact modified from the third Electra airframe c/n 1003. The P-3 Orion served as the replacement for the postwar era P-2 Neptune and P-5 Marlin. The Orion is powered by four Allison T56 turboprops which give it a speed comparable to fast propeller powered fighters, or even slow turbofan jets such as the A-10. Many other countries have seen the value of this platform design and have developed similar patrol aircraft based on this model, with the Soviets adapting their own counterpart to the Orion, the Ilyushin Il-38. The P-3 also competes with the British Hawker Siddeley Nimrod adaptation of the de Havilland Comet and the French Breguet Atlantique.

The first production version, designated P3V-1, first flew 15 April 1961. Initial squadron deliveries to VP-8 and VP-44 at Naval Air Station Patuxent River, Maryland began in August 1962. On 18 September 1962, the U.S. military transitioned to a unified designation system, making the aircraft the P-3A. Paint schemes have changed from an early 1960s blue and white scheme, to a mid 1960s white and grey, to 1990s low visibility gray. Over the years more than 40 combatant & noncombatant variants of the P-3 have been developed due to the rugged reliability displayed by the platform flying 12 hour plus missions 200 feet (61 m) over salt water while maintaining an excellent safety record. Versions have been developed for the National Oceanic and Atmospheric Administration (NOAA) for research and hurricane hunting/hurricane wall busting, for U.S. Customs for drug interdiction and aerial surveillance mission with a rotodome adapted from the E-2 Hawkeye or an AN/APG-66 radar adapted from the F-16 Fighting Falcon, and for NASA for research and development.

There have also been unconfirmed claims of the CIA operating three P-3As, alternatingly described as having been painted all black or in the markings of the Taiwanese Air Force (RoCAF), for aerial surveillance and agent/leaflet delivery in the vicinity of the People's Republic of China. The veracity of these claims remains suspect.

The United States Navy's P-3s are slated for replacement between 2010–2013 by the Boeing P-8 Poseidon, which is based upon the Boeing 737-800 series airliner.

Fokker 100

The Fokker 100 is a medium size twin-turbofan airliner from the Fokker company.

Low operational costs and almost no competition in the 100-seat short-range class made it a best seller when it was introduced in the late 1980s, but improved models of the Bombardier CRJ200 and Embraer ERJ 145 family affected sales and Fokker became insolvent. Production ended in 1997 with 283 airframes delivered. In August 2006, 229 Fokker 100 aircraft remained in airline service with 47 airlines around the world.^[1]

The Fokker 100 design was announced in 1983 as an updated replacement for Fokker's popular, but superseded F28 Fellowship design. Although the majority of the parts between the two aircraft are different, the Fokker 100 was certificated by the United States Federal Aviation Administration as the Fokker 28-0100. The most noticeable difference was the much longer fuselage, which increased seating by 65% from 65 in the original F28 series to 107 in a three-by-two single-class arrangement. Fokker also introduced a redesigned wing for the 100, which they claimed was 30% more efficient in cruise. The engines were upgraded to the modern Rolls-Royce Tay turbofans, while the cockpit was updated with an all-glass instrumentation package. The Fokker 100 features twin fuselage-mounted engines and a T-tail, similar to that of the Douglas DC-9 family. The Fokker 100 does not have eyebrow windows above the main cockpit windows as on the Fokker F28.

Two prototypes were built - the first, PH-MKH, flew for the first time on November 30, 1986, and the second, PH-MKC, followed on February 25, 1987. The type certificate was awarded in November 1987. The first deliveries of the TAY620-15 powered versions started to Swissair in February 1988. American Airlines (75 planes ordered), TAM Transportes Aéreos Regionais (now TAM Airlines (TAM Linhas Aéreas)) (50 planes) and US Air (40 planes) were major customers of the Fokker 100 and were powered by the more powerful TAY650-15.

By 1991, Fokker had produced 70 units and had orders for more than 230. An extended range version with additional fuel tanks in the wings was introduced in 1993, and a quick-change passenger/freighter version in 1994, the 100QC. A shorter version was introduced in 1993 as a replacement for the earlier F28, known as the Fokker 70, which removed 4.70 m of the fuselage and reduced seating to 80. Studies on the 130 seat Fokker 130 and the Fokker 100QC (freighter) did not reach further stages of development. A Fokker 100EJ (Executive Jet) was introduced in 2003 as a conversion from used Fokker 100 aircraft.

Although the design was a success in the marketplace, Fokker continued to lose money due to mismanagement. Eventually their parent company, Daimler Benz Aerospace, shut them down. Fokker collapsed in 1996 and wound up production in early 1997. There had been some discussion about the company being purchased by Bombardier, but the plans fell through.

An Amsterdam-based group, Rekkof Restart (Rekkof is Fokker spelled backwards) negotiated to re-open the Fokker 70 and 100 lines in 1999, but the deal never completed. Stork B.V. acquired the maintenance business for the aircraft and operated it under the name "Fokker Aviation". ^[2]

Like any number of designs, the 70/100 was being increasingly squeezed from below by stretched versions of the Bombardier and Embraer regional jets, which also killed off plans for the Fairchild 728JET/928JET and an unnamed design from ATR. A proposed stretch version called the Fokker 130 was never built

ATR 72

The ATR 72 is a twin-turboprop short-haul regional airliner built in France and Italy by ATR. It seats up to 74 passengers in a single-class configuration and is operated by a two-pilot crew.

The ATR 72 was developed from the ATR 42 by stretching the fuselage by 4.5 m (14 ft 9 in), increasing the wingspan, adding more powerful engines, and increasing fuel capacity by approximately 10 percent. The 72 was announced in 1986,^[1] and made its maiden flight on 27 October 1988. Exactly one year after that, on October 27, 1989, Finnair became the first company to put the plane into service.^[2]

At least 408 ATR 72s have been delivered worldwide with orders pending on at least 28 more.

Passengers are boarded using the rear door (which is rare for a passenger plane) as the front door is used to load cargo. Finnair ordered their ATR 72s with front passenger door so they could use the jet bridges at Helsinki-Vantaa airport.^[3]

A tail stand must be installed when passengers are boarding or disembarking to prevent the nose from coming off the ground.

The ATR aircraft does not have an Auxiliary Power Unit (APU), but it has a propeller brake (referred to as "Hotel Mode") that stops the propeller on the #2 (right) engine, allowing the turbine to run and provide air and power to the aircraft without the propeller spinning. This eliminates the need for the added weight and expense of an APU.^[4] Engines are periodically switched during maintenance to ensure equal wear.

Airbus

Airbus SAS (pronounced /ˈɛərbʌs/ in English, /ɛʁbys/ in French, and /ˈɛːɐbʊs/ in German) is an aircraft manufacturing subsidiary of EADS, a European aerospace company. Based in Toulouse, France, and with significant activity across Europe, the company produces around half of the world's jet airliners.

Airbus began as a consortium of aerospace manufacturers. Consolidation of European defence and aerospace companies around the turn of the century allowed the establishment of a simplified joint stock company in 2001, owned by EADS (80%) and BAE Systems (20%). After a protracted sales process BAE sold its shareholding to EADS on 13 October 2006.^[3]

Airbus employs around 57,000 people at sixteen sites in four European Union countries: Germany, France, the United Kingdom, and Spain. Final assembly production is at Toulouse (France), Hamburg (Germany), Seville (Spain) and, since 1999, Tianjin (China).^[4] Airbus has subsidiaries in the United States, Japan and China.

MBB BO 105

The MBB Bo 105 is a light, twin-engine, multi-purpose utility helicopter developed by Bölkow of Stuttgart, Germany. Production began under Messerschmitt-Bölkow-Blohm (MBB), which became a part of Eurocopter in 1991. Eurocopter continued to produce the Bo 105 until 2001. It was replaced in the product line by the EC 135

The Bo 105A made its maiden flight on the 16th February 1967 at Ottobrunn in Germany with Messerschmitt-Bölkow-Blohm's test pilot, Wilfried von Engelhardt, at the controls.^[1] The German Civil Aviation Authority certified the helicopter on 13th October 1970 and production for German civil and law enforcement organizations began shortly afterwards. Further safety certification by the FAA was granted in April 1972 with United States export orders following.

The Bo 105C was developed in 1972 and the German Ministry of Defence selected this model for its light observation helicopter program, purchasing 100 helicopters in 1977. A specialist anti-tank version armed with Euromissile HOT missiles and designated as the Bo 105PAH-1 was procured by the German Army around the same time, with a total of 212 eventually being delivered.

In 1976, the Bo 105CB was developed with more powerful Allison 250-C20B engines. This was further developed as the Bo 105CBS with the enlargement of the fuselage by 10 inches to meet American market demands for emergency medical service operations, with this version becoming known as the Bo 105 Twin Jet in the United States.

In 1984, the Bo 105LS was developed with the enlarged fuselage of the Bo 105CBS combined with more powerful Allison 250-C28C engines to increase the maximum take-off weight.

Production ended in 2001, due to the Bo 105 being superseded by the more modern Eurocopter EC 135, after 1,406 machines had been built. ^[2]

Being the first light twin-engined helicopter in commercial service, it gained widespread use over rural areas (police and EMS / medevac) as well as offshore.

Falcon 3D Electric RC Helicopters

The Falcon 3D is the ideal mid priced ready to fly model helicopter. Classed as a micro helicopter with collective pitch control which adds a level of complexity usually reserved for the more expensive units on the market.

Collective pitch for 3D flight
Independent gyro system
Reliable gear system
Accurate tail pitch control system
Tail servo mount for accurate rudder control
Reinforced carbon fibre tail rod
High intensity stainless steel shaft
Advanced version with brushless motor and lipoly battery
1300/1200 mAh LiPoly battery
Typical head speed 2070 RPM

Sikorsky Aircraft

Sikorsky was founded in 1925 by Kiev-born Russian American aircraft engineer Igor Sikorsky.^[1] He developed the first stable, single-rotor, fully-controllable helicopter to enter large full-scale production in 1942, upon which the majority of subsequent helicopters were based (though he did not invent the helicopter itself). The company became a part of United Aircraft in 1929, now United Technologies Corporation (UTC), and remains one of the leading helicopter manufacturers, producing such well-known models as the UH-60 Black Hawk and SH-60 Seahawk, as well as experimental types like the Sikorsky X-Wing. It is a leading defense contractor. Until recently, Sikorsky has supplied the helicopter of the President of the United States, Marine One since 1957. In January 2005, the U.S. government selected Lockheed Martin's AgustaWestland AW101-based entry (VH-71 Kestrel) as the replacement to the current Marine One aircraft. Sikorsky's VH-3 (SH-3 Sea King) and VH-60 (UH-60 Black Hawk) currently perform this role.

The company also acquired Helicopter Support Inc. (H.S.I) in 1998. This company handles all the after-market support for the Sikorsky product. H.S.I is responsible for approximately 40% of the company's EBIT.

UTC acquired Schweizer Aircraft Corp. in 2004,^[2] which now operates as a subsidiary of Sikorsky. The product lines of the two firms are complementary, and have very little overlap, as Sikorsky primarily concentrates on medium and large helicopters, while Schweizer produces small helicopters, UAVs, gliders, and light planes. The Schweizer deal was signed on August 26, 2004, exactly one week to the day after the death of Paul Schweizer, the company's founder and majority owner.

In late 2005, Sikorsky completed the purchase of Keystone Helicopter Corporation, located in Coatesville, Pennsylvania. Keystone had been maintaining and completing Sikorsky S-76 and S-92 helicopters prior to the sale.

In 2007, Sikorsky opened the Hawk Works,^[3] a Rapid Prototyping and Military Derivatives Completion Center (RPMDCC) located west of the Elmira-Corning Regional Airport in Big Flats, New York.

Sikorsky's main plant and administrative offices are located in Stratford, Connecticut. Other Sikorsky facilities are in Shelton, and Bridgeport, Connecticut; Fort Worth, Texas; West Palm Beach, Florida; and Troy, Alabama. Other Sikorsky-owned subsidiaries are in Trumbull, Connecticut; Coatesville, Pennsylvania; and Grand Prairie, Texas; among others around the world.

Eurocopter Dauphin

The Eurocopter SA 365/AS365 Dauphin (Dolphin) is a medium-weight multipurpose twin-engine helicopter manufactured by Eurocopter (originally by Aérospatiale).

Developed from the single-engined Aérospatiale SA 360 Dauphin variant, the SA 365/AS365 Dauphin is one of Eurocopter's most successful designs and is widely used as a corporate transport, airborne law enforcement platform, emergency medical services (EMS) helicopter, electronic news gathering platform, and search & rescue helicopter. One of the distinctive features of the Dauphin is its fenestron tail rotor.

The military version of the Dauphin is the Eurocopter Panther. The Dauphin is also used by the United States Coast Guard under the designation HH/MH-65C Dolphin.

The Dauphin is also manufactured in China under licence as the Z-9 by the Harbin Aircraft Manufacturing Corporation, and subsequently developed as the armed versions WZ-9 and WZ-9A-100.

More than 800 AS365/366/565 versions have been produced or ordered, with the 500th Dauphin (counting all models) having been delivered in 1991. More than 90 EC155s have been delivered.

Bell 407 Jet Ranger Helicopter

This rotorcraft is a helicopter. It is a popular helicopter because pilots like to fly in it. This helicopter is used to quickly fly people from one city to another city. This helicopter can carry 6 passengers. The helicopter can fly very fast at nearly 256 km/h.

More about this rotorcraft
• Fuselage is about 10 meters (32 feet) long.
  
  
• From one rotor tip to the other rotor tip, the blades are about 10 meters (32 feet) long.
  
  
• The helicopter is almost 4 meters (12 feet) tall.

Eurocopter AS350 Ecureuil

The Eurocopter AS350 Ecureuil ("Squirrel") is a single-engined light helicopter originally manufactured by Aérospatiale (now part of Eurocopter Group). The AS350 is marketed in North America as the AStar. The AS355 Ecureuil 2 is a twin-engined variant, while the Eurocopter EC130 is a much-improved version of the AS350 airframe.

Development began in the early 1970s to replace the Alouette II, and the first flight took place on 27 June 1974.^[1] Despite the introduction of the EC130, production of the Eurocopter AS350 remains strong.

Both single and twin-engined versions have been built under licence by Helibras in Brazil.

On May 14, 2005 a standard-configured Ecureuil AS350 B3 piloted by Eurocopter test pilot Didier Delsalle touched down on the top of Mt. Everest, at 8,850 meters (29,035 feet) .^[2] This record has been confirmed by the Fédération Aéronautique Internationale.

Eurocopter Fennec

The Eurocopter AS550 Fennec and AS555 Fennec 2 are lightweight, multipurpose military helicopters manufactured by Eurocopter Group. Based on the AS350 Ecureuil and AS355 Ecureuil 2 series, they are named after the Fennec Fox. The armed versions of the AS550 and AS555 can be fitted with coaxial weapons, rockets, torpedoes and various other munitions.

n February 2007, India selected the AS550 C3 Fennec over the Bell 407 helicopter in a deal for 197 helicopters worth 500 million USD.^[1] This deal was suspended in June 2007 because of concerns of alleged corruption in the bidding process, and cancelled outright on 6 December 2007.^[2] The contract is now being re-competed, and the AS550 C3 is among the helicopters competing for the deal.

Mil Mi-17

The Mil Mi-17 (also known as the Mi-8M series in Russian service, NATO reporting name ("Hip") is a Russian-designed helicopter currently in production at two factories in Kazan and Ulan-Ude.

Developed from the basic Mi-8 airframe, the Mi-17 was fitted with the larger TV3-117MT engines, rotors, and transmission developed for the Mi-14, along with fuselage improvements for heavier loads. Optional engines for 'hot and high' conditions are the 1545kW (2070 shp) Isotov TV3-117VM. Recent exports to China and Venezuela for use in high mountains have the new VK-2500 version of the engine with FADEC control.

The designation Mi-17 is for export; Russian armed forces call it Mi-8MT. The Mi-17 can be recognized because it has the tail rotor on the port side instead of the starboard side, and dust shields in front of the engine intakes. Engine cowls are shorter than on the TV2 powered Mi-8, not extending as far over the cockpit, and an opening for bleed-valve outlet is present forward of the exhaust.

Actual model numbers vary by builder, engine type, and other options. As an example, the sixteen new Ulan Ude built machines delivered to the Czech Air Force in 2005 with –VM model engines were designated as Mi-171Sh, a development of the Mi-8AMTSh. Modifications include a new large door on the right side, improved Czech-built APU, Kevlar armor plates around the cockpit area and engines. Eight have a loading ramp in place of the usual clamshell doors, and will load a vehicle up to the size of an SUV.

The Mi-17 is also used for search and rescue team like Malaysian Fire and Rescue Department in Malaysia.

In October 2007 defense-aerospace.com reported the government of Saudi Arabia had signed a contract for up to 150 Mi-35 and Mi-17 helicopters worth $2.2billion.^[2]

On 28 October 2008. Royal Thai Army is proposes deal to buy 6 Mi-17 to meet its requirement of medium-lift helicopter. This is the first time in history Thai military buys aircraft from Russia. ^[3]

A licensed production of the Mi-17 will start in China with production being led by Mil Moscow Helicopter Plant JSC and the Sichuan Lantian Helicopter Company Limited in Chengdu, Sichuan province^[4].

On 15th December 2008, Defense News reported that India will purchase 80 Mi-17IV helicopters which will be delivered to Indian Air Force between 2010 and 2014. These will replace aging Mi-8s.

Bell Helicopter

Bell Helicopter Textron is an American helicopter and tiltrotor manufacturer headquartered in Fort Worth, Texas. A division of Textron, Bell manufactures military helicopter and tiltrotor products in and around Fort Worth, as well as in Amarillo, Texas, and commercial rotorcraft products in Mirabel, Quebec, Canada.

The company was founded on July 10, 1935 as Bell Aircraft Corporation by Lawrence Dale Bell in Buffalo, New York. The company focused on designing and building of fighter aircraft. Their first fighters were the XFM-1 Airacuda, a twin-engine fighter to attack bombers, and the P-39 Airacobra. The P-59 Airacomet, the first American jet fighter, and the P-63 Kingcobra, the successor to the P-39 and the Bell X-1 were also Bell products.^[1]

In 1941, Bell jump-started his company's foray into helicopters when he hired Arthur M. Young,^[1] a talented inventor, to provide expertise for helicopter research and development. It was the foundation for what Bell hoped would be a broader economic base for his company that wasn't dependent on government contracts. The Bell 30 was their first full-size helicopter and the Bell 47 became the first helicopter rated by a civil aviation authority in the world and would become a civilian and military success.

Textron purchased Bell Aerospace in 1960. Bell Aerospace was composed of three divisions of Bell Aircraft Corporation, including its helicopter division, which had become its only division still producing complete aircraft. The helicopter division was renamed to Bell Helicopter Company and in a few years, with the success of the UH-1 during the Vietnam War, it had established itself as the largest division of Textron. In January 1976, Textron changed the name of the company again to Bell Helicopter Textron.^[2]

SH-3 Sea King

The Sikorsky SH-3 Sea King (company designation S-61) is a twin-engined anti-submarine warfare (ASW) helicopter. It served with the United States Navy and other forces, and continues to serve in many countries around the world. The Sea King has been built under license in Italy and Japan, and in the United Kingdom as the Westland Sea King. The major civil versions are the S-61L and S-61N.

n 1957, Sikorsky was awarded a contract to develop an all-weather amphibious helicopter. It would combine submarine hunter and killer roles. The prototype flew on 11 March 1959. It became operational with the United States Navy in June 1961 as the HSS-2. The designation for the aircraft was changed with the introduction of the unified aircraft designation system in 1962 to the SH-3A. It was used primarily for anti-submarine warfare, but also served in anti-ship, search and rescue, transport, communications, executive transport and Airborne Early Warning roles.

It was designed for shipboard operations, as the five main rotor blades as well as tail section with its five blades can be folded for easy stowage. Because of its amphibious hull, the Sea King has the ability to land on water. However, this is a risky maneuver and used only in emergencies, as the hull can only remain watertight for a limited period of time.^{[citation needed]} The sponsons were fitted with deployable airbags to enhance floatation.

Armaments and equipment of Sea Kings vary widely with their role. Typical armaments can be four torpedoes, four depth charges or two anti-ship missiles (Sea Eagle or Exocet). A large Chaff Pod was sometimes carried for anti-ship missile defense of the Carrier Battle Group. ASW equipment included a dipping sonar AQS81B with a 500 foot cable and 5000 watts of power, 21 sonobuoys, Magnetic Anomaly Detector (MAD Bird), and Data link to transmit sonar and sonobuoy data to the rest of the Fleet. In the Search and Rescue role the cabin can accommodate 22 survivors or nine stretchers and two medical officers. In the troop transport role 28 soldiers can be accommodated.

Westland Lynx

The Westland Lynx is a British helicopter designed by and built Westland Helicopters at its factory in Yeovil. Originally intended as a utility craft for both civil and naval usage, military interest led to the development of both battlefield and naval variants, which went into operational usage in 1977 and were later adopted by the armed forces of over a dozen nations, where it primarily serves in the battlefield utility, search and rescue and anti-submarine warfare roles. The helicopter is now produced and marketed by AgustaWestland

The initial design (then known as the Westland WG.13) was started in the mid-1960s as a replacement for the Westland Scout and Wasp, and a more advanced alternative to the UH-1 Iroquois.^[1][2]

As part of the Anglo-French helicopter agreement signed in February 1967, the French company Aérospatiale were given a work share in the manufacturing programme, it being intended that France buy Lynxes for its Navy and as an armed reconnaissance helicopter for the French Army, with Britain buying Aérospatiale Gazelles and Pumas for its armed forces. The French Army cancelled its requirement for Lynxes in October 1969.^[3] The Lynx first flew on 21 March 1971.

In 1972, a Lynx broke the world record over 15 and 25 km by flying at 321.74 km/h (199.92 mph). It also set a new 100 km closed circuit record shortly afterwards, flying at 318.504 km/h (197.91 mph).^[4] In 1986, a Lynx specially modified with BERP (British Experimental Rotor Programme) rotor blades, registered G-LYNX and piloted by Trevor Egginton set an absolute speed record for helicopters over a 15 and 25 km course by reaching 400.87 km/h (249.09 mph).^[5] The Lynx is an agile helicopter, capable of performing loops and rolls

Aérospatiale Alouette II

The Alouette II is a light helicopter originally manufactured by Sud Aviation and later Aérospatiale, both of France. The Alouette II was the first production helicopter to use a gas turbine instead of a conventional heavier piston engine.

It was mostly used for military purposes in observation, photography, air/sea rescue, liaison and training but it has also carried anti-tank missiles and homing torpedoes. As a civilian helicopter it was used for casualty evacuation (with two external stretcher panniers), crop-spraying and as a flying crane (with a 500 kg external sling load).

Although Sud-Est's previous helicopter design, the SE 3120 Alouette, broke helicopter speed and distance records in July 1953, it was too complex an aircraft to market successfully. With the records falling, the French government started showing interest but with their financial backing the state gave an ultimatum that within 2 years a helicopter had to be in production otherwise all activities around rotary wings would cease. SNCASE came up with 7 turbo-engine helicopters designs: X.310A - X.310G. Earlier Joseph Szydlowski, the founder of Turboméca had successfully managed to develop the Artouste, a 260 hp (190 kW) single shaft turbine engine derived from his OrédonSE 3130 Alouette II. turbine. The X.310G design was chosen and together with the Artouste engine was fast tracked towards production as the