Wednesday, March 1, 2023

E 9 Aircraft

E 9 Aircraft

E 9 Aircraft - One of the most closely-watched hybrid aircraft experiments of recent years was the E-Fan X, a joint project between Airbus, Siemens and Rolls-Royce. The concept for the plane featured a 100-seat BAE 146 aircraft that was to be modified so that one of its four engines would be powered by a 2 megawatt motor – that's enough juice to power roughly 2,000 homes.

The plan was to perform a test flight with the aircraft this year but the project was suddenly canceled in April. The first thing to note is that long-haul flights by large aircraft are not going to become fully electric any time soon.

E 9 Aircraft

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Certainly not within the next 50 years – and the jury's out as to whether that will even happen this century. The reason is energy density. While the technological limitations facing larger aircraft are undoubtedly significant, he praises the recent eCaravan experiment.

For small planes that carry a handful of passengers or some cargo, there is a small market of about 100 vehicles per year. Electric aircraft of this kind do not require big shifts in battery technology to work and flights can be trialled over less built-up areas, which ultimately is safer.

"That is the ideal test market," he says. The emissions from travel it took to report this story were 0kg CO2: the writer interviewed sources remotely. The digital emissions from this story are an estimated 1.2g to 3.6g CO2 per page view.

Find out more about how we calculated this figure here. He adds that his firm has counted more than 200 electrically powered aircraft in development and the number of these projects increased by 30% between 2018 and 2019. Many of these aircraft are hybrid models.

They come in all sorts of "flavours", says Thomson, wherein electricity might provide as little as 10-20% of the plane's propulsion. Still, in principle, these designs might be easier to develop using existing aircraft bodies. Energy density is usually defined in terms of the number of watt-hours (Wh) you get per kilogram (kg).

A current lithium-ion battery's energy density might reach 250 Wh per kg, while the energy density of jet fuel, or kerosene, is roughly 12,000 Wh per kg. Electrical components require additional insulation to ensure they wouldn't catch fire, for example, Armesmith says.

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And at high altitudes, high voltages take a greater toll on that insulation so it needs to be very robust to be flight-worthy. This meant she and her team had to design brand new cables and switchboards.

"You kind of go, 'Ah, actually, this is going to be a lot more challenging than we thought'," she says. The E-9A is a twin turboprop used as a surveillance platform to ensure the Gulf of Mexico waters are clear of civilian boaters and aircraft during live missile launches and other hazardous military activities.

The E-9A provides support for air-to-air weapons system evaluation, development and operational testing at Tyndall Air Force Base, Fla. Flying fully electric 180-seater aircraft commercially by 2030 is "very ambitious", says Robert Thomson, a partner at Roland Berger.

The more sober view is that by 2030 we will more likely see hybrid electric aircraft being rolled out. In these planes, propulsion is provided by batteries and electric motors alongside traditional combustion systems. "A 50-seater aircraft would become viable as a hybrid, maybe 2030, late 2020s - I think that's the sort of timescale which is plausible," says Thomson.

In the meantime, two other technologies for lowering the emissions of aircraft being considered are biofuels and hydrogen propulsion systems. Each has problems of its own. Biofuels made from organic matter could be used by existing planes and may be greener than kerosene, but as yet the market for it is small and many biofuels come with their own environmental drawbacks.

A militarized version of the Bombardier civilian Dash 8 commuter aircraft, the E-9 is a short- to medium-range turboprop that is frequently used in short-haul regional airline operations in its civilian capacity. With its short take off and landing capability, the E-9 is uniquely suited to its Air Force mission.

Its capabilities are airborne ocean surface surveillance, telemetry recording and relay Engineers are currently trying to build a 180-seat fully electric jet that can fly for around 500km. The budget airline EasyJet has partnered with the aviation start-up Wright Electric to design and develop such a prototype plane that, if successful, could enter commercial service as early as 2030. Its travel routes would be limited – Paris to London for instance, not

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much further – but narrow-body aircraft that fly short-haul routes of 1,500km or less make up around a third of aviation emissions, according to management consultants Roland Berger. By gradually introducing electric planes that could replace conventional aircraft on these short-hop trips, the environmental impact of flying could be significantly improved.

Riona Armesmith, chief project engineer for hybrid electric propulsion at Rolls-Royce, says the technology developed for the E-Fan X has not been shelved entirely. "I think we just took a step back and looked at whether we really needed to fly these systems," she says.

"I think we felt that we learned enough." It's a far cry from the 200-300-seater jet that takes you on weekend city breaks or work trips, never mind the huge double-decker planes that cross continents. But the "eCaravan" test flight was a success.

The two companies behind it, AeroTEC and magniX, which supplied the electric motor, are chuffed with the results. Roei Ganzarski, chief executive of magniX, pointed out in a statement that the price of flying the Cessna clocked in at a mere $6 (£4.80).

Had they used conventional engine fuel, the 30-minute flight would have cost $300-400 (£240-320). Rolls-Royce still has other experimental electric aircraft in development, including the fully electric ACCEL plane, which is due to take flight this year, with the aim of setting a record as the fastest electric aircraft.

Although a tiny single-seater, it is designed to reach speeds of nearly 500 kmph and cover a range of more than 320 km. It couldn't come too soon because, as Roland Berger also notes, aviation is the only major industry in the EU in which CO2 emissions are increasing significantly.

While the industry accounts for just 3% of global CO2 emissions today, by 2050 commercial aircraft could be churning out up to 24% of worldwide emissions due to predicted growth in the sector. And hydrogen, while potentially clean if obtained from a renewable source, suffers from some of the same problems as electric batteries.

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"You need something like three times the volume to store hydrogen for an aircraft than you do for kerosene," says Thomson. "In today's architecture for an aircraft, there's nowhere to put it." There's no current plan to fly a different prototype aircraft using technology from the E-Fan X scheme, admits Armesmith, but many lessons were learned nonetheless.

Not least, she says, how components such as electrical generators, cables and switch systems need to be redesigned or built entirely from scratch in order to be reliable and safe enough to fly. It speaks to the fact that hardly anyone has adapted electrical systems to fly planes of this size before.

This won't excite people who dream of going on holiday in an electric jet (or those living near to busy airports hoping for quieter skies). But it might represent some crucial baby steps on the way to that point.

The modified civilian Dash-8 came into service in 1988 to the 53rd Weapons Evaluation Group and has supported the Weapon System Evaluation Program at nearby Eglin AFB, Fla., with sea surveillance radar and telemetry data collection since that time.

Like many in the industry, Armesmith says that the biggest developments may come when aircraft bodies themselves are redesigned to distribute more engines than usual across a plane. Theoretical studies have suggested that using more, smaller engines could reduce drag and can improve overall efficiency – making such designs potentially better options for electric aircraft.

This is one of the principles of the Wright Electric work being coordinated with EasyJet. Plus, a further hitch is that the weight of a battery stays the same even when it's dead. As a traditional aircraft flies, kerosene gets used up, making the aircraft lighter.

That in turn reduces the amount of fuel it needs to stay in the air. The 82nd Aerial Targets Squadron located at Tyndall AFB, has the only E-9A aircraft in the Department of Defense inventory. The squadron is a subordinate unit of the 53rd Weapons Evaluation Group at Tyndall AFB.

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The 53rd WEG reports to the 53rd Wing at Eglin AFB, Fla. At a large airfield surrounded by farmland in central Washington State, an electric airplane recently made history. It is the biggest commercial plane ever to take off and fly powered by electricity alone.

For 30 minutes on May 28, it soared above Grant County International Airport as crowds of onlookers clapped and cheered. All of our products are printed using world-class digital printing technology on demand. This means that we do not order them from a third party in bulk, but we print them one by one using the highest quality settings for all standard orders.

This takes longer to produce and requires more work on our side, but also results in increased quality and sharpness over other mass produced prints you can find on the market. In other words, all three of these hopeful technologies – batteries, biofuels and hydrogen – require some major breakthroughs before they can revolutionize aviation.

And the Covid-19 pandemic, which has hit the airline industry very hard, may hold developments back even further. The vast range of projects and experiments in electric aircraft remains encouraging, says Liscouët-Hanke. It means there are more chances for one of these aircraft to succeed.

But it's important not to get sucked into all the hype, adds Richard Aboulafia, vice president of analysis at the aerospace market research firm Teal Group. We are 100% sure that you will be fully satisfied with the products you are buying from us, this is why we are offering satisfaction guarantee regardless of the volume and value of your order.

If you are not satisfied with our prints just send them back in 14 days and we'll pay your money back (excluding shipping) Among those who have calculated what this means for actually getting electric planes into the air is Duncan Walker at Loughborough University.

He worked out that the world's largest passenger plane, the Airbus A380, could only fly 1,000km with batteries versus its standard range of 15,000km. "To keep its current range, the plane would need batteries weighing 30 times more than its current fuel intake, meaning it would never get off the ground," he writes.

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The aircraft has a fixed antenna array that receives and records telemetry from test and drone vehicles flying over the Gulf of Mexico. It has the capability to relay two airborne UHF frequencies over the horizon to ground sites.

It builds on previous experiments with smaller aircraft also fitted with an electric motor built by magniX. And is raises the question: when will you and I be able to fly on a larger passenger plane powered by electricity rather than fossil fuels?

Modified with AN/APS-143(V)-1 Airborne Sea Surveillance Radar to detect objects in the Gulf of Mexico, the aircraft can detect a person in a life raft up to 25 miles away in the water. It downlinks this telemetry data to the range safety officer who determines the shoot area for live-fire activity.

Put like that, it might seem like electric planes stand little hope of catching up. However, the difference isn't quite as stark as it seems because electrical propulsion systems can be designed to be more efficient, meaning that they can cover more miles on less energy.

But, at present, this still leaves fossil fuel systems about 14 times more energy-rich than battery-powered alternatives. Batteries, not being fluids that merrily slosh around, are also awkward in terms of their shape and bulk. "Right now the fuel fits nicely into the wing," says Susan Liscouët-Hanke, an aerospace engineer at Concordia University in Montreal.

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Ec135 Aircraft

Ec135 Aircraft

Ec135 Aircraft - The standard version carries the pilot and six or seven passengers. The VIP / executive version is fitted for four or five VIP passengers. The cabin is fitted with large sliding doors for easy boarding and exit.

61-0327's “Snoopy Nose” was removed in the mid-1980s, but the aircraft retained an extensive communications system. In 1987, 61-0327 came to the 19th Air Refueling Wing (later Group) at Robins AFB, Georgia, where it joined an EC-135Y Stratotanker, 55-3125, as a special mission support aircraft. The two aircraft were dedicated airborne command posts for the Commander-in-Chief (CINC), United States Central Command (USCENTCOM). In 1997, the aircraft were

Ec135 Aircraft

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transferred to Headquarters USCENTCOM at MacDill AFB, Florida. 55-3125 was retired in 1999 but 61-0327 continued serving CINCs until 2003 when it was retired for display at the Museum of Aviation. Eurocopter offers a choice of two engine types for the EC 135, both types equipped with full authority digital engine control (FADEC). The FADEC system provides enhanced performance, engine protection and power plant monitoring. The engines available are the Turbomeca Arriusd at 2B2

Passenger And Vip Helicopter

426kW continuous power and the Pratt and Whitney Canada PW206B2 rated at 419kW continuous power. The German Army Air Corps has been operating 14 EC 135 helicopters for training since 2000. Other customers include: Czech Police Aviation Department (eight), Ministry of Interior of Romania (five police and EMS), Air Methods (ten), CJ Systems Aviation

Group (ten), Irish Air Corps (two), OAMTC Air Ambulance (25), PHI Air Medical Division (20), Era Helicopters. The helicopter is equipped with a Thales SMD45 dual screen vehicle and engine management system, Honeywell Gold Crown and Thales Avionique Nouvelle avionics, an air data computer, a SFIM automatic flight control system, a global positioning system and a Honeywell vo combined flight data and cockpit

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recorder. A color weather radar can be fitted. The MOA Foundation, Inc is a 501 (c)(3) nonprofit organization (EIN: 58-1451656) which serves to support the Museum of Aviation at Robins Air Force Base. The Foundation is not part of the Department of Defense nor any of

its components and has no government status. Any acknowledgment of Foundation supporters and donations represents a partnership with the Foundation and our efforts. Nothing implied nor stated on this website represents a relationship between Foundation supporters and the Department of Defense, the Air United, States

Engine Choice

nor Robins Air Force Base. The four-bladed, bearingless, main rotor system is made of fiber-reinforced composite. The built-in anti-resonance isolation system also contributes to low vibration and noise level. The external noise level is 6dB lower than the regulatory specification and allows the

operation of the helicopter in highly populated areas and in close approach to hospitals. The Emergency Medical Service helicopter can be flown by one or two pilots. The helicopter can carry one or two stretcher patients and up to three doctors and medical attendants. Different medical installations are tailored to the operating organization’s need.

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Under the JP 9000 Phase 7 Helicopter Aircrew Training System (HATS) project, a new joint helicopter training system provided by Boeing Defense Australia for both Army and Navy aircrew will utilize the EC-135 T2+ helicopters, along with flight simulators and a new flight-

deck equipped sea-going training vessel. In February 2006, Eurocopter announced a major upgrade for the EC135. The new helicopter, designated EC135 T2i/P2i, has an increased take-off weight of 2,910kg and a reduced empty weight of 1,445kg, allowing a payload increase of 80kg.

Ec Cockpit

Eurocopter's EC 135 is a very powerful lightweight twin-engine multipurpose helicopter and is operational worldwide. Over 680 have been delivered since the helicopter entered service in 1996 with German Air rescue company Deutsche Rettungsflugwacht and the helicopter is count 2 by01over 7 tomcus

A military version, the EC 635, has also been developed and has entered service with the Royal Jordanian Air Force. Loading and unloading is carried out quickly and easily through the extra large sliding doors and the rear clamshell doors. In winching operations, the patient is readily and safely transferred into the hovering helicopter. A combination of an externally mounted load mirror and a backed-up

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double hook system is installed to ensure safe and secure rescue missions for the patient, flight and medical crew. EC 135 helicopters of the German Federal Border Guard are being fitted with the EADS Dornier Hellas helicopter warning system. Hellas is based on a laser radar and received certification in Germany in October 2003. The first Hellas-equipped helicopter was delivered in March 07.

Police helicopters have been fitted with EADS / Dornier DKG4 moving map system. TITAL is a leading company for titanium and aluminum alloy investment castings, located in Germany. Using the patented HERO Premium Casting® process, TITAL delivers lightweight, high-strength investment castings that can be supplied "ready-for-integration" and enable significant cost

Ec- Law Enforcement Helicopter

savings and many other benefits to the customer. McAlpine Helicopters based in Oxford, UK, outfits the helicopters with police operations equipment and systems to meet the police force mission requirements. A typical equipment fit includes an under-fuselage surveillance pod with night and day channels, forward-looking infrared, a multi

sensor turret, SX-16 searchlights, a loudspeaker address system, secure communications with a microwave voice and data downlink, load hook, a rescue hoist and rapid-change medical evacuation suite. Rappelling systems and wire strike protection are also offered as options.

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The United States Air Force's C-135 family of transport aircraft is descended from the revolutionary Boeing 367-80. The Dash 80, with its swept wings and four jet engines in pods under the wings, was also the prototype of the first American jet airliner

, the Boeing 707. The helicopter is available as the EC 135T2, powered by the Turbomeca ARRIUS 2B2 engine or the EC 135P2, powered by the Pratt & Whitney PW206B2. The EC 135 can be configured for passenger and VIP transport with up to eight seats, law enforcement, emergency

medical service, search and rescue and other roles. TITAL is a leading company for titanium and aluminum alloy investment castings, located in Germany. Using the patented HERO Premium Casting® process, TITAL delivers lightweight, high-strength investment castings that can be supplied "ready-for-integration" and enable significant cost

savings and many other benefits to the customer. Police and federal versions of the EC 135 are operational with the Basque Police Force of Spain, the Federal Border Police of Germany, State (Lander) Police of Bavaria and Saxony in Germany, Travis County Police in USA and police forces in Sweden, Ireland,

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Kuwait, Chile, Kuwait and the UK. The helicopters are used for patrol, airborne surveillance, VIP and dignitary transport and firefighting. In March 2006, the Spanish Ministry of the Interior selected the EC 135 to upgrade the fleets of the Spanish police and security forces. 48 helicopters are required.

in November 2008. SPECIFICATIONS: Span: 130 ft. 10 in. Length: 136 ft. 3 in. Height: 41 ft. 8 in. Weight: 300,000 lbs. loaded Armament: None Engines: Four Pratt & Whitney TF-33-PW-102 turbofans with 21,500 lbs. thrust ea.

Crew: Four (plus 80 troops) Cost: $3,436,000 Serial Number: 61-0327 Recent orders include five for the French Customs Service (ordered in December 2005), two for the Lithuanian Border Guard (delivered in December 2006), two for the Swiss Army for VIP transport (ordered in April 2006) and four for INAER (ordered in

September 2006). The aircraft on display, 61-0327, was delivered to the USAF in November 1961 as a C-135A Stratolifter. In 1966 the aircraft was converted into an EC-135N Apollo/Range Instrumentation Aircraft (A/RIA), complete with a large

“Snoopy Nose” or “Droop Snoot” that contained a steerable seven-foot antenna dish. Eight A/RIA became operational in January 1968 and provided telemetry and communications support to the Apollo space missions. After Apollo ended in 1972, the USAF changed the

name to Advanced Range Instrumentation Aircraft (ARIA). The EC-135 T2+ is a military training helicopter that offers a glass cockpit with high visibility, a multi-axis auto-pilot, plus other advanced technologies to help instructors perform training missions. The EC-135 offers the performance and safety of twin

-engine helicopter that will replace both the Navy Squirrel and Army Kiowa single-engine helicopter types.

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Ecube Aircraft

Ecube Aircraft

Ecube Aircraft - To address the retirements of both narrowbody and widebody aircraft are expected to increase at the tail end of 2022, with growth continuing into 2023, and Steven forecasts an uptick in both aircraft storage and teardown activity across the board, saying:

“At the forefront of our US expansion plans is consistency of service, ensuring we replicate the experience our customers have learned to enjoy and rely on at our UK and EU facilities. We also plan to elevate the importance of our industry’s circular economy within the region, focusing on quality aircraft teardowns delivered with expertise and experience. ”

Ecube Aircraft

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ecube End-Of-Life. Accurate, efficient, and innovative zonal disassembly / part-out, recycling and disposal of your aircraft asset. This service is enhanced by our superior customer service Gear Box team that keeps you informed every step of the way.

Capa News Briefs

October 5th saw ecube welcome an ACS managed Boeing 737-700, being re-delivered by SAS, who ecube has had a long-standing relationship with on past projects, and its arrival only solidifies the strong relationship between all parties.

“We underwent an extensive exercise over the past 12 months in speaking with and listening to our customers to understand the optimal location for asset owners of EOL aircraft, this inevitably resulted in ecube planting its flag at a new location in Arizona.

How Ecube Became Europe's Biggest Aircraft Dismantler In Just 10 Years

“A key aspect of our strategic US addition is the provision of a seamless global support network for our customers, enabling them to distribute assets and inventory to a global customer base. One aircraft, three locations to choose from based on asset particulars [tax, customs, operator re-delivery, global stockholdings etc]. ”

As a result of the expansion, ecube are now the only Aircraft End-of-Life Solutions company that operates in the two largest regions for aircraft activity, Europe, and North America, supporting around 90% of the global aircraft part-out market.

Ecube looked at several sites before landing on Coolidge. The company told the Coolidge City Council this summer it considered six total sites - four in Arizona and two in New Mexico. The company was looking for sites that accepted all types of aircraft, had dry climates and had "favorable" sales tax for customers.

CAPA publishes more than 1,000 global News Briefs every week, covering all aspects of the aviation and travel industry. It’s the most comprehensive source of market intelligence in the world, with around 50 per cent of content translated from non-English sources.

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The breadth of our coverage means you won’t need any other news sources to monitor competitors and stay informed about the latest developments in the wider aviation sector. “We have appreciated the trust ACS has placed in ecube when supporting multiple projects over the years at our Wales, UK facility.

We are thrilled to finally be in a position to support ACS with assets operating in the Americas and aim to deliver each project with a slightly higher dose of sunshine! ” The strategic decision to expand into the States was driven by customer demand and fully supported by ecube leadership team who see it as a logical and exciting development in the company’s growth.

ecube CEO Lee McConnellogue, said: We are proud to support some of the world’s leading Lessors, Airlines and Asset Trading companies. We are not corporate procedures and spreadsheets. We are approachable, flexible, and respected in the industry, with trusted recommendations supporting our growth across the globe.

Ecube has already brought in an aircraft - a Boeing 737-700 - it will dismantle at the Coolidge site. The company estimates that in its first year it’ll disassemble 15 to 20 aircraft and increase that number every year.

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It’s easy to keep your News Briefs relevant by customizing your email alerts based on topic, region, sector, frequency and more. Once you’ve saved your settings, you can stay up-to-date wherever you are, by quickly scanning our News Briefs online or via the CAPA mobile app.

Coolidge and Ecube signed a 10-year lease on 6.82 acres near the airport over the summer. The company will pay a base rent of $ 3,702.6 per month, plus other fees for fuel and aircraft parking, according to city of Coolidge documents.

Ecube estimates that it’ll have revenue between $ 2 million and $ 3 million during its first year in Coolidge and expects that to grow every year - up to more than $ 7.5 million in 2028.

Parking, Care and Maintenance services including short- and long-term storage programs and aircraft reactivation. Providing you with options for re-activation and end of life services, including part-out, recycling, and disposal. Proud to offer the shortest lead times in the industry.

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Membership also provides full access to our Analysis Reports, in-depth Research Publications and comprehensive Data Center. Premium CAPA Members can also access add-ons such as our exclusive Fleet Database, Airline Cask Data tools and more, to enjoy the full capabilities of our global platform.

“The convergence of aircraft utilization and passenger traffic trends to pre-pandemic levels should elevate demand for Used Serviceable Material (USM), and as a key determinant in aircraft EOL evaluations I anticipate a higher level of global retirements (compared to the previous 2 years.

) to service this need. “We are very excited to be working with ecube at their new location in Coolidge. ecube has a terrific customer focus and we have valued their partnership throughout a longstanding working relationship at the UK St.

Athan location. " ecube’s venture over the Atlantic sees new facility established within Coolidge Municipal Airport, Arizona. The newly founded Americas base located just 50 miles north of the infamous Aircraft Boneyard, Pinal Park, will accompany existing sites in Castellón, Spain and ecube headquarters in St Athan, UK.

Gallery: Inside Part-Out Specialist Ecube's Uk Facility | Aviation Week  Network

"We underwent an extensive exercise over the past 12 months in speaking with and listening to our customers to understand the optimal location for asset owners of EOL aircraft, this inevitably resulted in Ecube planting its flag at a new location in Arizona," Lee McConnellogue,

Ecube's CEO said in a statement. “At the forefront of our U.S. expansion plans is consistency of service, ensuring we replicate the experience our customers have learned to enjoy and rely on at our UK and EU facilities.

We also plan to elevate the importance of our industry’s circular economy within the region, focusing on quality aircraft teardowns delivered with expertise and experience. ”

Electric Tug For Light Aircraft

Electric Tug For Light Aircraft

Electric Tug For Light Aircraft - Move your Jabiru in and out of your hangar with ease! The Jabiru tug ships stock with the powerful 20V Dewalt power source. If you have a smooth concrete, or epoxy painted hangar floor, we recommend buying our Traction Tape or Wheel Weight Hubs option to prevent tire slippage. If purchasing wheel weight hubs, click HERE to purchase 2-25lb.

CAP cast iron weights. NOTE: These are the ONLY weights which fit our weight hubs. Just about any light aircraft weighing 4,000 pounds gross weight or less is a candidate for one of our nose dragger or tail dragger airport tug units.

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Browse by aircraft manufacturer and model using the top-navigation "Aircraft Tugs" menu. Take a look at our videos to see just how easy it is to move these planes around your airport or at your destination.

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Lightweight Aircraft Tugs

Minimax tugs are made in the U.S.A. of all steel and alloy construction and includes an enclosed oil bath transmission with automatic brake for safe aircraft ground movement. If you have questions, feel free to contact us so that we can get you the best tug for your specific needs.

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3000kg. Tragbar mit Schnellladeakkus, für Transport zerlegbar. Hocheffizienter Antriebsstrang mit Einfingerbedienung zum precisen Vorwärts- und Rückwärtsfahren mit Geschwindigkeitsregelung. As you can see from the extensive listing of aircraft types listed here Minimax aircraft tugs cater to a wide range of different GA flyers as well as fixed base operators and certified flight instructor operations.

A Minimax tug makes your flight experience better, saving you time and more importantly saving you from sore leg and back muscles when re-positioning or hangaring your plane. Our airplane tugs are designed to fit your specific type of aircraft and we believe there is no better portable aircraft tug for the money found anywhere.

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Aircraft Tugs

A quality plane tug driven by a powerful hand drill with multi-speed transmission with automatic brake removes much of the hassle encountered with ground towing and makes it easier to fly more often. Minimax lightweight aircraft tugs handle aircraft weighing 4000 lbs.

gross or less. Electric driven tow bar for moving light aircraft up to 3000kg. Portable with quick charge batteries, easy disassembly. Energy efficient drive with precise one finger control for easy forward and backward movement with electrical break and speed control.

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If you're tired of busting your back moving your bird in and out of your hangar by hand, take notice of our fantastic lineup of light weight aircraft tugs and power tows that make moving planes simple.

Small aircraft tugs attach to the nose gear or tail wheel and allow aviation enthusiasts to move the aircraft simply. Our popular drill-powered aircraft tug uses the power of a Dewalt 60-volt or DeWalt 20-volt brush-less power system, depending on which aircraft tug you choose.

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Elite Aircraft Services

Elite Aircraft Services

Elite Aircraft Services - "We are very pleased to offer our new Flexible Phased Maintenance Program to our growing base of customers," said Amod Kelkar, Head of the Commercial Business Unit and Vice President of Customer Service at Honda Aircraft Company.

"High utilization customers require a higher degree of flexibility in maintenance planning, and this evolution of HondaJet's scheduled maintenance program demonstrates our commitment to continually enhancing the HondaJet ownership experience." The new program has been accepted by the Federal Aviation Administration (FAA) and will be available to customers as early as April this year at all HondaJet Authorized Service Centers in the U.S.

Elite Aircraft Services

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It is applicable to all HondaJet HA-420 models, including the HondaJet, HondaJet Elite, HondaJet Elite S, and HondaJet Elite II. Private aircraft ownership provides unparalleled flexibility, privacy and efficiency. Instead of spending countless hours in ticketing and security lines waiting for flights to airports selected by commercial airlines, travel according to your schedule.

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Elite Air Charter Flights Offer Safety Consistency And Luxury All On Your Schedule

Elite Air can find the right aircraft, provide full crew and maintenance and develop a charter operations plan to generate revenue during idle time. When you charter an Elite Air aircraft, you have the service of a world-class fleet management company working for you.

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You fly on the aircraft of your choice, when you want to fly, where you want to fly. Whether you're looking for single-trip business travel, multi-leg tours or corporate shuttles, Elite Air understands why you opt to charter aircraft and works to ensure your expectations are not just met, but exceeded. Contact an Elite Air charter sales representative

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The Flexible Phased Maintenance Program divides the 600 hours and 1,200 hours major inspection event tasks as defined in the Airworthiness Limitation and Inspection Manual (ALIM) into four phases at 150-hour intervals while still covering all of the service tasks in Honda Aircraft Company's regularly scheduled

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maintenance program. Compared to traditional maintenance programs, the new HondaJet program aims to reduce downtime for aircraft per service event and provide customers with a more efficient cadence of maintenance events. Honda Aircraft Company is a wholly owned subsidiary of American Honda Motor Co., Inc.

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Founded in 2006; Honda Aircraft's world headquarters is located in North Carolina, USA, the birthplace of aviation. The challenging spirit upon which Mr. Soichiro Honda founded Honda Motor Co., Ltd. is alive today as Honda Aircraft fulfills one of Honda's longstanding dreams to advance human mobility skyward.

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Douglas A 20 Aircraft

Douglas A 20 Aircraft

Douglas A 20 Aircraft - “A-20 Havoc” does justice to an important yet largely forgotten warplane that became a masterpiece of aeronautical versatility. Lavishly illustrated with photos and detailed drawings, it covers the A-20's development from its inception until the delivery of the final production aircraft in September 1944. A curious but glaring omission, however, is any mention of the innumerable modifications made by the British and

Russians to adapt the A-20 to suit their own specialized operational requirements. The story from the Soviet Union alone could fill its own book. Nevertheless, this new volume provides a highly detailed examination of one of the most effective aircraft of WWII.

Douglas A 20 Aircraft

File:422d Night Fighter Squadron Douglas A-20 Havoc.jpg - Wikimedia Commons

The A-20A was the first major production version for the USAAC. They were powered by 1,600 hp Wright R-2600-11 engines and were not turbocharged. Turbochargers were not included because of cooling difficulties and since the Havoc was intended to perform low and medium altitude missions, turbocharging was not required.

A-Havoc History

Weight was increased to 3,750 lbs (1,700 kg), self-sealing fuel tanks were installed and fuel capacity was 394 US gallons (1,500 liters). The planned armament consisted of four 0.30 caliber machine guns in side-mounted fuselage blisters instead of in the nose, twin 30s in an open dorsal position, and one 0.30 in the ventral position.

Provisions were made to mount aft-firing 30s in the engine nacelles triggered by a foot pedal by the pilot, but these were rarely installed.9 En 1937, l'Aviation Légère de l'armée de Terre américaine (United States Army Air Corps) souhaite se doter d'une puissance de feu accrue, à la fois en matière de bombardement au sol et d'appui.

Elle recherche également un appareil capable d'évoluer à haute altitude. Malgré les propositions de plusieurs entreprises et en particulier de la part de la Douglas Aircraft Company, dirigée à l'époque par Heinemann, who proposed a prototype named Model 7B.

Visibility for the Havoc was good from the cockpit and stall characteristics were considered docile and it handled very well during low flying operations. During evaluations, it was found that the Spitfire V could only keep up with it for only a few minutes before overheating, but the Bristol Beaufighter was said to be slightly faster.

Production ended on September 20, 1944 with a total of 7,098 Havocs built by Douglas and an additional 380 built by Boeing. By the time of V-E Day, all USAAF A-20 Havocs were replaced with A-26 Invaders and the British Bostons were replaced with de Havilland Mosquitoes.

The No. 22 Squadron of the Royal Australian Air Force operated 69 DB-7s and A-20s against Japan. They had a variety of different versions of the Havoc from the SAAF and the Netherlands, but to the Australians, they were all known as Bostons.

Operations began from Ward's Strip in Port Moresby on November 5, 1942. The squadron was reequipped with Bristol Beaufighters after suffering their worst loss of 13 Bostons on the ground after a Japanese raid at Morotai on November 23, 1944.

Flown in combat from Spain to China, the I-16 came to acquire a host of different nicknames. To Spanish Nationalists it was the Mosca (“Fly”) while their Fascist opponents called it the Rata (“Rat”). The Japanese who faced it in China and Mongolia dubbed it Abu ("Gadfly").

Douglas Dc-20 'Sky Sovereign' By Bispro On Deviantart

However, to Soviet pilots it was affectionately known as Ishak ("Little Donkey"). More than 10,000 were produced and although it was obsolete when Germany invaded Russia in June 1941, it was still in frontline service. Design work began in 1936 by Donald Douglas, Jack Northrop and Ed Heinemann as the Model 7A attack-bomber with a crew of two, a top speed of 250 mph, and a gross weight of 9,500 lbs.

It was powered by two 450 hp Pratt & Whitney R-985 Wasp Junior engines, but conditions were changing rapidly in 1937, due to events in the Chinese and Spanish wars. Looking to replace their Curtiss A-12s and Northrop A-17s, the US Army Air Corps (USAAC) issued the following requirements:3

All DB-7 versions were known to the British as the Boston. The British later converted their Bostons to radar equipped night-fighters and these were collectively known as Havoc Is. The USAAF referred to the plane as the A-20 Havoc, and the reconnaissance version as the F-3.

Il est engagé sur tous les théâtres d'opération de la Seconde Guerre mondiale, aussi bien dans le Pacifique qu'en Europe. Pendant la bataille de Normandie, il accueille nomentamente les équipages des forces françaises de l'escadrille 342 "Lorraine" qui dispersent un rideau de fumée entre les îles de Saint-Marcouf et la Pointe de Barfleur visant à masquer les navires alliés se dirigeant vers Utah

Beach. It was also known as the DB-7 (Douglas Bomber 7) and as the Boston or Ranger to the British. It was said to be easy to fly with good handling characteristics during takeoff and landing.

It represented an advance in flight control systems with light handling during high-speed flight, with no overbalance on small control inputs. The tricycle landing gear made takeoff, landing and ground handling very simple and pilots were able to fly it with a minimum of instructions.

It also provided a stable gun platform for night-fighter missions. Handling with one engine out was also said to be very satisfactory, although the prototype crashed while simulating an engine-out procedure.2 It was very durable and was able to withstand extreme battle damage and found a role in every combat theater of the war.

It was a "pilot's airplane". There is no shortage of books about airplanes. We review a lot of them in the pages of Aviation History, but here are a few more you may find of interest, with subject matter that ranges all over the world.

More than 3,600 havoc were sent to Russia under lend-lease, which was almost twice that sent to the British, and substantially more than the 1,962 aircraft delivered to the USAAF. The majority of the aircraft delivered to the Soviets were A-20s, but records indicate that 20 aircraft were DB-7Bs.

The 7A would have been obsolete upon delivery and it was revised. The new design would have a three man crew and power was increased with two 1,100 hp Pratt & Whitney R-1830C Twin Wasp engines.

Pacific Profiles Vol 3 Book | Allied Medium Bombers | Douglas A-20

The observer's compartment was eliminated and the bomb bay enlarged. The fuselage was narrowed and allowed no physical contact between the crew members. The aircraft was unique in that it could be built with two different nose configurations as an attack or bomber version.

The attack version had a solid nose designed to carry six 0.30 caliber machine guns with two 0.50 caliber machine guns in the nose. The bomber version nose was glazed and allowed space for a bombardier and bomb site which replaced the machine guns.

The new design was given the Douglas designation Model 7B.4 (adsbygoogle = window.adsbygoogle || []).push({}); La France se montre discrètement intéréssée et effectue ses propres essais avant de commander 100 unités, puis 270 après la déclaration de guerre contre l’Allemagne (seuls 64 appareils sont finalement livrés jusqu’à la capitulation en 1940).

L'armée française nomme cet appareil "DB-7" : il apparait rapidement comme un bombardier d'attacke maniable, fiable et très rapide, dont le pilotage s'apparente presque à celui d'un chasseur. Polyvalent, il permet de remplir différentes missions comme des bombardements de nuit ou des actions de chasse de jour : son baptême du feu se dévelo pendant la campagne de France en 1940.

Although there are no air-to-air beauty shots here, this compilation offers some close-up images of low-level fly-bys. When not depicting the historic military planes in flight, the book shows them in museum galleries or in pastoral scenes parked on emerald fields and under the orange glow of a rising sun.

The horizontally formatted paperback is a kind of visual catalog of Britain's surviving relics from a special period in aviation history, with a grateful acknowledgment to the preservationists and pilots who keep the machines presentable and, in some cases, flyable.

In the Western Desert and the Mediterranean, Bostons were flown by RAF Squadrons Nos. 13, 18, 55 and 114 and the Nos. 12 and 24 Squadrons of the South African Air Force (SAAF). They engaged in raids dubbed ``Boston Tea Parties'' and flew missions in Tunisia, Sicily and Italy.

Bostons were replaced with de Havilland Mosquitoes in 1946. When the Polikarpov I-16 first appeared in combat during the Spanish Civil War in 1936, many American authorities dismissed it as a copy of their Boeing P-26.

They could not have been more wrong. In fact, the I-16 was the first fighter to incorporate all the features that would define fighter design during World War II. It was a low-wing, cantilever monoplane with retractable landing gear, an enclosed cockpit and multiple machine guns.

In fact, when first flown in 1933, the I-16 was the most advanced fighter aircraft in the world. The Boston III (DB-7B) was the first batch to be ordered directly for the RAF. It was a pleasant surprise to the British crews who had been operating Bristol Blenheims.8 It was twice as powerful and carried twice the load and was a very strong reliable aircraft—it was also 80 mph faster.

The Douglas A-20 Havoc Lived Up To Its Name In World War Ii | The National  Interest

If an engine was lost on takeoff, control was considered outstanding with one-engine performance, unlike the Lockheed P-38 Lightning and Martin B-26 Marauder which took much experience to maintain control on one engine. The final foreign recipient of the Havoc was the Fora Area Brasileira, which received 30 SAAF A20G to A-20K Havocs in 1944-45.

They saw very little service and one A-20K is on display at the Museu Aerospespacial in Brazil. At the end of the war, most Havocs were scrapped and by the early 1960s, only six complete airframes were known to be in existence.

Recently, more Havocs have been discovered at crash sites in Russia and the jungles of New Guinea and are undergoing restoration. Since the beginning of air warfare, no sustained aerial fight has elicited more historical commentary than the Battle of Britain, the pivotal clash between the Luftwaffe and the Royal Air Force that occurred in the summer and early fall of 1940. The interest is understandable.

The stakes were high, not just for the British homeland but also for Western democracy. In addition, like in a Hollywood script, repelling the intruders hinged on a relatively handful of daring pilots whom Winston Churchill famously labeled the “Few.”

The Douglas DB-7/A-20 Havoc was the most-produced attack bomber during World War II. A total of 7,478 DB-7/A-20s were built, most at Douglas, although 380 were built at the Boeing plant in Seattle, Wash. The Havoc was a mid-wing, twin-engine, three-place medium bomber that earned a reputation for getting its crews home, even when both crew and aircraft suffered crippling blows.

It was called the "Boston" when in service with England's Royal Air Force. Every time someone produces another book on the iconic air battle, the first question is: What more can you say? Photographer and vintage plane enthusiast Lee Chapman answers with his photos of the battle's aircraft types as they are displayed today in Britain.

He devotes chapters to each of the principal RAF fighters, the Supermarine Spitfire and Hawker Hurricane, while he also has chapters about trainers like the de Havilland Tiger Moth, 1930s biplanes like the Gloster Gladiator, liaison aircraft like the Westland Lysander and other fighters like the

Defiant Paul Boulton. Highly informative captions accompany the photos. The DB-7 is finally adopted by the American army and by the Angleterre (which recovers the aircraft devant être livre à la France; these exemplars are called “Boston” Mk I and Mk II).

Les Etats-Unis le surnomment “A-20” Havoc (ce qui signifie “dévastation” en anglais) et la firme Boeing, en plus de Douglas, entreprend également la production de ce bombardier et ce jusqu’en septembre 1944. After the United States entered the war, plans were made to produce an aircraft specifically as a night-fighter.

The Northrop P-61 would eventually fulfill this role, but until then, something else was needed to fill the gap. The Americans followed the British lead and designated the night-fighter version of the Havoc as the P-70, making it perhaps the only bomber to be converted to a fighter.6 The P-70 was equipped with the British AI Mk.IV radar and

Douglas A-20 Boston / Havoc Bomber Article & Drawings, November 1970  American Aircraft Modeler - Airplanes And Rockets

four 20 mm canons mounted in a bathtub located in the bomb bay. Training was conducted in Orlando, Florida and crews used to perform mock low-altitude attacks on nearby Panama City and drop dummy bombs on trains.

The next morning, train crews would be puzzled to find fluorescent dye splattered atop the cars. 7 The first Havocs to perform bombing missions in the Pacific were operated by the 3rd and 89th Bombardment Group and began operations on August 3, 1942 from Port Moresby, New Guinea.

They were later joined by the 312th and 417th Bombardment Groups and by September 1944, the Fifth Air Force had a peak inventory of 370 Havocs. By the war's end, all three groups were operating with A-20Gs.

The majority of aircraft were used in low-level missions and some aircraft were equipped with three-cluster bazooka tubes under each wing. The first planes to go into service with the RAF were Havoc Is with the No.

23 Squadron during the winter of 1940-41 in night fighter roles. They were later joined with the No. 418 Squadron (RCAF) and the No. 605 Squadron with Boston IIIs. Other squadrons included the No. 25, No.

85 and No. 93. Turbinlite versions of the Havoc I, Havoc II and Boston III were operated by the Nos. 530 to 539 Squadrons. Any discussion of the most effective, versatile and widely used American combat aircraft of World War II would probably not include the Douglas A-20 Havoc.

That would be an unfortunate oversight because, while lacking the glamor of single-engine fighters or big multiengine bombers, the A-20 did, indeed, tick all the boxes. The Havoc was already in production before the war began in 1939 and was still in front-line service when it ended.

The U.S. Army Air Forces used it extensively and so did most of the other Allied air arms. Nearly half the Havocs produced went to the Soviet Union. Operated successfully from the Arctic to the equator, the Havoc was adapted to fulfill a multitude of roles, including bombing, ground attack, ground strafing, torpedo-dropping, photoreconnaissance, night interception and night intruder.

Researched from Russian sources, this authoritative new book concentrates mainly upon the innumerable versions of the ubiquitous I-16. However, it also describes the numerous other monoplanes created by Polikarpov prior to his death in 1944. This volume will undoubtedly become the primary source of information on both the legendary I-16 and its creator.

As a light-bomber, it was operated by the No. 88 Squadron in conjunction with Bristol Blenheim IVs. The Nos. 88 and 226 Squadrons were involved in the attempt to stop the "Channel Dash" by the German battlecruisers Scharnhorst and Gneisenau.

A-20 Havoc Spanned The War With Grace And Speed — General Aviation News

The German ships made the passage safely because they were able to jam British radar delaying offensive movement by British aircraft.10 The A-20B was powered the same as the A model and had a modified Plexiglas nose.

Bomb racks were changed from a vertical to horizontal configuration and the bomb bay could house a 200 gallon (750 liters) fuel tank for ferrying purposes. Two 0.50 caliber machine guns were mounted in the forward fuselage, one 0.50 was placed in the open dorsal position and one 0.30 was mounted in the ventral position.

A field modification replaced the plastic nose with a solid nose, which housed four to six 0.50 caliber machine guns. 999 A-20Bs were built at the Douglas plant in Long Beach, California. Six A-20Bs were transferred to the US Navy and designated BD-2s.

Not being perfect, there were some complaints. The takeoff speed was 100 mph, so the airplane required a lot of runway, and the flaps operated too slowly and were not very effective making it difficult to land on grass airfields, leading to accidents caused by skidding.

Dual controls were located in the aft gunner's compartment, but were said to be of little use. The dual controls were eliminated on the A-20G. It entered production when, despite official neutrality in 1938, there was little doubt in the United States that the country should support its allies, Britain and France.

The French saw the secret bomber project at the Douglas Santa Monica, Calif., facility and ordered the first 107 DB-7s; they were to be delivered to the French Purchasing Commission at Santa Monica starting in October, with deliveries made by ship to Casablanca.

The French then ordered another 270 DB-7s. Before the fall of France in June 1940, half had been accepted, but many were still en route. Sixteen had been diverted to Belgium's Aviation Militaire. Jack Northrop and Ed Heinemann of Douglas Aircraft initiated the design of the A-20 in 1936. In 1937, the U.S.

The Army Air Corps issued a specification for a new twin-engine “attack” plane and Heinemann adapted the design to meet those new requirements. First flown on Oct. 26, 1938, the aircraft caught the attention of the Army Air Corps as well as the rapidly expanding French air force, which ordered it in February 1939, three months before the USAAC.

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Electric Aircraft Motor

Electric Aircraft Motor

Electric Aircraft Motor - NASA's High-Efficiency Electrified Aircraft Thermal Research (HEATheR) advanced power system showed the feasibility of a power system with 4x less loss and heat generation than the current state-of-the-art power system model. The power system driving the aircraft's propellers, paired with an efficient cooling system, can result in a fuel-burn reduction of up to 15% depending on the type of aircraft model.

NASA Glenn's research in Electrified Aircraft Propulsion (EAP) offers new possibilities for reducing fuel and energy usage in aviation. Innovative technologies, aircraft concepts, test aircraft, and ground test facilities will turn this vision of efficient flight from science fiction to reality.

Electric Aircraft Motor

Prototype Electric Plane Crash Kills Two Pilots | Engadget

A single-aisle size electric aircraft made with the technologies currently available would ultimately be too heavy to fly, and would require extra weight and energy to cool its components. Simply put, the plane would be inefficient.

What Are Some Exciting Developments In Propulsion Systems?

NASA is developing new technologies including motors, converters, circuit breakers, batteries, and cooling systems to keep components cooled while minimizing weight and heat loss. The ENGINeUSTM product line includes a broad range of electric motors with power outputs from single digit to 500 kW.

First Passenger Electric Aircraft To Take Off Soon - Ieee Spectrum

The ENGINeUSTM 100, which will equip the eDA40, delivers 130 kW maximum at take-off power and features a fully integrated motor controller within the machine. The thermal management is provided by an optimized air-cooling system. The certification of the electric motor is planned for mid-2023.

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Electric Power Systems (EPS) is a leading provider of high-power, scalable powertrains that are certifiable for electrified aviation. It develops energy storage systems, DC fast-charging stations, and electric propulsion products for Aerospace, Defense, Automotive, Marine, and Industrial Traction industries.

Energies | Free Full-Text | Challenges And Opportunities Of Very Light  High-Performance Electric Drives For Aviation

Airplane Concepts

The increase in global air traffic and the surge in new aircraft deliveries are the primary factors driving the growth of the aircraft electric motors market. Furthermore, the demand for advanced aviation electric motors onboard new aircraft is boosting the adoption of aircraft electric motors, which reduces weight and decreases end-user operating and maintenance costs.

This drive concept enables quiet electric takeoff and a considerable reduction in both fuel consumption and emissions of up to 25 percent. The second generation aircraft has proven that this technology is suitable for commercial use.

The next generation in regional aviation is here. In September 2022, Eviation's all-electric aircraft, the Alice, successfully completed its first test flight, powered by 2 magniX magni650 electric propulsion units. The world's first all-electric commuter plane (9-seater plus 2 crew), the Alice is a product of "clean sheet" design – built from the ground up around electric propulsion.

Successful Test Flight Of The New 260 Kw Siemens Electric Aircraft Motor -  Driving - Plugin-Magazine.com

magniX is partnering with Brazil's Desaer to provide propulsion for a hybrid electric regional aircraft. magniX is also developing a hybrid electric system for the Cessna Caravan in partnership with SurfAir magniX electric propulsion units will be powering the Faradair BEHA airplane, a clean sheet-designed hybrid electric airplane that is engineered to be both an 18-seater passenger and cargo airplane.

Our magniX electric propulsion units work perfectly with hydrogen fuel cells to power larger scale, 40+-seat aircraft. We are proud to be the provider of the electric propulsion unit to Universal Hydrogen for the DHC8-Q300 that they are currently converting to be the world's largest hydrogen-electric airplane.

Internet Explorer, Chrome Browser, Firefox Browser, Safari Browser magniX successfully powered the all-electric flight of a modified Robinson R44 helicopter. The battery-electric retrofit was sponsored by United Therapeutics — a biotechnology company on a mission to develop a fleet of zero-emissions rotorcraft to deliver life-saving transplant organs to hospitals.

Electric Jet Engines Could Mean Carbon-Neutral Air Travel

The heavily modified Diamond HK36 motorglider serves as a test bed for technologies that are intended to be developed into use on large-scale aircraft to cut fuel consumption and emissions by 25 percent, compared to today's most efficient aircraft.

NASA and its industry partners have conducted conceptual aircraft design studies to estimate fuel and emissions reductions and to determine the technological requirements for each configuration. Aircraft concepts span a range of sizes, markets, and technology assumption time frames.

The Eviation Alice successfully completed its inaugural flight, marking a historic milestone in aviation — a world first for a "clean sheet design" all-electric commuter plane, built from the ground up around the electric propulsion system.

Electric Skies: Boeing Joins Ge And Nasa's Hybrid Electric Flight Project -  The Ge Aerospace Blog | Aviation & Flight News

Alice is powered by two magniX magni650 Electric Propulsion Units (EPUs) that are the only flight-proven electric propulsion systems at this scale. Creating an eco-conscious and cost effective option for the training market has always been at the core of Diamond Aircraft.

The eDA40, a derivative of the existing and certified DA40 platform, will be the first EASA/FAA Part 23 certified electric airplane with DC fast charging.

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