Premier Aircraft Sales

Premier Aircraft Sales - Premier Aircraft Sales is a global leader in the sale of new and preowned piston and turbine aircraft as well as turbine helicopters. In addition to Premier's industry-leading Diamond aircraft sales, Premier is also one of the largest sellers and brokers of Piper, Beechcraft, Cessna, Cirrus, Mooney, and other aircraft.

Click to request more information about an aircraft in our inventory or to schedule a flight demo. If you are currently in the market to purchase, trade, upgrade, or looking for broker services, we'd be honored to assist you.

Premier Aircraft Sales

Our goal is to provide the absolute best customer service for all your aircraft acquisition needs. “We are a high-integrity company, devoted to our customers, our partners and our employees. Our mission is to be the national leader in sales of high-quality, personally flown aircraft.

We intend to achieve our sales goal, in part, by being the best customer service company in the industry.”– Premier Aircraft Sales. With over 180 years of combined experience and over 2,000 airplanes sold, Premier is one of the nation's most respected aircraft sales organizations.

While our depth of experience is truly impressive, what really sets Premier apart is our team of sales professionals.

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Parts Of Aircraft Carrier

Parts Of Aircraft Carrier - Advises the CAG on loading, handling, and expenditure of the weapons employed by the air wing. This individual will assist the squadrons in all matters relating to weapons handling and employment. An aircraft carrier is a naval vessel from which airplanes may take off and land.

Basically, an aircraft carrier is an airfield at sea. Special features include catapults on the flight deck to assist in launching aircraft; for braking while landing, aircraft are fitted with retractable hooks that engage wires on the deck.

Parts Of Aircraft Carrier

"Examples of parts include HMI screens for stores elevators as well as motor controllers, power supplies, small pumps, limit switches and valve actuators for various systems throughout the ship," Doss said. "This is not unusual early in a program and will occur less often as supply support matures."

The enlisted navigation Quarter Masters (QMs) and the ship's navigator brief the Commanding Officer and the Officer-of-the Deck (OOD) on the position of the ship, the direction of travel and the safest sea lanes to traverse.

Computations are made using celestial navigation, electronic machinery and visual reports. The Navigation Department is also responsible for executing all military traditions, customs and honors onboard ship. During World War I the British navy developed the first true aircraft carrier with an unobstructed flight deck, the HMS Argus, which was built on a converted merchant-ship hull.

A Japanese carrier, the Hosyo, which entered service in December 1922, was the first carrier designed as such from the keel up. The Deck Department is charged with the most traditional of nautical responsibilities. Enlisted Boatswain's Mates (BM)

maintain the exterior of the ship's surfaces, anchor and moor the ship, man the rescue and assistance lifeboats, and monitor ongoing replenishment. The BMs' most prevalent (and audible) duty is the "piping away" of different events over the

ship's intercom. This department is headed by the ship's First Lieutenant (a job title, not to be confused with the Army, Air Force or Marine Corps rank of O-2). The Commanding Officer of an aircraft carrier must satisfy two requirements: He must be an unrestricted line officer

(which enables him to command at sea) and he must be a naval aviator. He is always the rank of Captain (O-6). Through his XO (who in most cases is also a Captain), the CO runs the ship via its various

departments. The Maintenance Management Department is responsible for the scheduling and coordination for all off-ship maintenance (i.e., repairs at shipyards or dry docks) and planned organic maintenance ship-wide. The British navy also experimented with the carrier;

during World War I it developed the first true carrier with an unobstructed flight deck, the HMS Argus, built on a converted merchant-ship hull. The war ended before the Argus could be put into action, but the U.S.

and Japanese navies quickly followed the British example. The first U.S. carrier, a converted collier renamed the USS Langley, joined the fleet in March 1922. A Japanese carrier, the Hosyo, which entered service in December 1922, was the first carrier designed as such from the keel up.

Onboard the carrier, the Chaplain Department is dedicated to promoting the spiritual, religious and personal morale of embarked military personnel. The Chaplain Corps extends this mission to all military personnel and their dependents. The Chaplain Department also coordinates all personnel

emergency communications from the American Red Cross, provides pastoral care and counseling, and directs operation of the ship's library. Smaller vessels may not have their own chaplain, especially if they are deployed with a CVBG. In these cases, a

chaplain will fly from the carrier via helicopter to conduct services. The Medical Department is responsible for maintaining the health of the crew, the treatment of sick and injured ship's personnel, disease prevention and the promotion of good health ship-wide.

The head of this department must be an officer of the Navy Medical Corps (MC). Additionally, the Medical Officer also advises the ship's CO on ship's hygiene and sanitation conditions. Smaller ships may not have an embarked Medical Officer in which case Hospital Corps

personnel run the department under the administrative auspices of the Operations Department (see below). The CAG is directly responsible for the operational readiness and tactical performance of the air wing. He is responsible for the coordination

and supervision of all activities of the embarked squadrons and detachments, and for the material readiness, communications, and intelligence functions of the air wing. The CAG does not fall directly under the carrier's commanding officer. Rather, he is a co-commanding officer.

Both the carrier CO and CAG report to the composite warfare commander under the CWC concept discussed earlier. The Air wing Intelligence Officer is responsible for the collection, preparation, and dissemination of intelligence material needed by the CAG to plan and execute operations with air assets.

He also directs and supervises the Mission Planning (MP) work center of CVIC. "In accordance with the Navy's Joint Fleet Maintenance Manual, cannibalizations are being used as part of the process to augment readiness of CVN 78, and are only initiated after non-availability of materials has been established in the supply system or verification that alternate sources are

not available,” Naval Sea Systems Command spokesman Alan Baribeau told USNI News in a statement. The primary duty of the Deputy CAG is to assist the CAG, acting in effect as his executive officer. The Chief of Staff will

ensure the activities and functions of the CAG staff adhere to the desires of the CAG. "A common shipbuilding practice for the first ship in class is to share parts between ships in order to maximize readiness until a class-wide supply system is established," Duane Bourne told USNI News.

"A relatively small volume of materials from the aircraft carrier John F. Kennedy (CVN 79) has been used on first-of-class U.S.S. Gerald R. Ford (CVN 78) without impacting schedules. We are working with our Navy customer to build a supply system to include spare parts for the Ford class.”

The Air Department gives direct support to the embarked air wing. The Air Department is in charge of launching and landing aircraft, fueling, moving, and controlling fixed and variable wing aircraft. It is also responsible for the routine handling of aircraft on the flight deck and in the hangar

bays. Note: Smaller vessels with embarked helicopter detachments should have some flavor of an Air Department, although it may be very small. The Flight Surgeon provides medical care for the officers and men of the air wing.

He is tasked with keeping the CAG informed of particular medical problems affecting the air wing. Subsequent design modifications produced such variations as the light carrier, equipped with large amounts of electronic gear for the detection of submarines, and the helicopter carrier, intended for conducting amphibious assault.

Another development was the substitution of missile armament for much of the former antiaircraft firepower. Carriers with combined capabilities are classified as multipurpose carriers. When fully manned, an aircraft carrier is home to as many as 5,000 personnel—the size of a small city.

Thinking of a carrier as a city is a useful way to understand its organization. At the top and comparable to a city's mayor is the ship's Commanding Officer (CO), who is ultimately responsible for the entire ship and the accomplishment of its assigned mission.

Next in line and acting as city manager is the Executive Officer (XO). From the XO on down, the ship's individual functions are handled by the ship's company via different departments. These departments are in turn divided into divisions, each specialized in an area of ​​the ship's operation and

mission. The hull portion below the water line is rounded and relatively narrow, while the section above water flares out to form the wide flight-deck space. The lower section of the ship has a double bottom, which is pretty much what it sounds like -- there are two layers of steel plating: the bottom plating of the ship and another layer above it, separated by a gap.

The double bottom provides extra protection from torpedos or accidents at sea. If the enemy hits the bottom of the ship, smashing a hole in the outer steel layer, the second layer will prevent a massive leak.

Responsible for supervising the training, operations, and readiness of all air wing squadrons. The Operations Officer standardizes operational procedures between squadrons, coordinates and develops operational contingency plans, and supervises the execution of those plans. Carriers were first used in combat during the early stages of World War II.

The Japanese attack on Pearl Harbor by carrier-based planes on December 7, 1941, dramatically demonstrated the potential of the aircraft carrier, which thereafter was the dominant combat vessel of the war. The carrier played leading roles in the sea battles of the Pacific theater, such as Midway Island, Coral Sea, and Leyte Gulf.

Aircraft carriers were used from the early stages of World War II. They became the dominant combat vessel after the Japanese attack on Pearl Harbor on December 7, 1941, demonstrated their potential. They also played a leading role in the battles of Midway Island, Coral Sea, and Leyte Gulf.

Responsible for USW operations conducted by air wing assets. The USW Operations officer provides advice on the operational employment and training of the air wing USW squadrons. The Administrative Department is responsible for maintaining all administrative data and paperwork necessary for the ship

to function properly. These functions include data processing, as well as recreational, police, and postal services. This department is also responsible for operation of the ship's Public Affairs Office as well as the onboard television and radio stations.

This department typically handles personnel records, including visiting Naval Reserve personnel (see Module 1). This individual is responsible for monitoring and coordinating the maintenance of air wing assets, and ensuring all necessary equipment and spare parts required by the squadrons is available.

The Maintenance Officer also reports to the CAG regarding the impact on operational readiness by maintenance and material conditions in the squadrons. If assigned to a carrier or other vessel with embarked aircraft, it is important to familiarize yourself with their

organization. It mirrors to a large extent, the ship's organizational structure. The embarked aircraft squadrons retain their corporate identity and basic organization, but each squadron also supplies specific personnel, such as ship mess cooks, stewards, and

laundry, to various departments listed above. Fundamentally, the carrier is an airfield at sea with many special features necessitated by limitations in size and the medium in which it operates. To facilitate short takeoffs and landings, airspeeds over the deck are increased by turning the ship into the wind.

Catapults flush with the flight deck assist in launching aircraft; for landing, aircraft are fitted with retractable hooks that engage transverse wires on the deck, braking them to a quick stop. The carrier battlegroup's primary mission is power projection to

targets ashore and at sea. The central element of the carrier's offensive punch is its embarked air wing (CVW). The typical carrier air wing normally consists of nine squadrons, each with individual missions, which join the carrier while it is deployed.

While the Navy previously planned to take delivery of Kennedy in two different phases as a cost-saving measure, last year the service shifted to a single-phase delivery approach. Under the new plan, the Navy will accept Kennedy with all of the modifications necessary to accommodate the F-35C Lighting II Joint Strike Fighter.

The shift came after lawmakers included a provision in the Fiscal Year 2020 defense policy bill requiring that Kennedy be able to deploy with F-35Cs prior to finishing its post-shakedown availability phase. The parts are coming from the future USS John F. Kennedy (CVN-79), the second ship in the Ford class of aircraft carriers that is currently under construction at Huntington Ingalls Industries' Newport News Shipbuilding in Newport News, Va.

Two LSOs are normally assigned to the air wing They coordinate with pilots to improve recovery (i.e., landing) operations and safety awareness. The Safety Department is responsible for ongoing training and education programs, equipment dangers, procedural hazards, and

accident prevention. It is found only on aircraft carriers. As mentioned earlier, a ship can be an extremely dangerous place to work (see Module 1). While onboard, constantly be aware of maintaining posted safety regulations and procedures.

The Training Department is responsible for the continued coordination of enlisted advancement exams, reenlistments and coordination of special schools. Training also handles general damage control and 3M training.

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Porpoising Aircraft

Porpoising Aircraft - Corey is an Embraer 175 First Officer for a regional airline. He graduated as an aviation major from the University of North Dakota, and he's been flying since he was 16. You can reach him at corey@boldmethod.com.

This usually results from not transitioning your eyes down the runway during the flare. If you stare at the runway directly in front of the nose of your plane, you won't be able to use your peripheral vision as much as to judge the last few feet of your flare.

Porpoising Aircraft

Transition your eyes about 4 centerline stripes down the runway to judge your touchdown more easily. You've probably heard an instructor say "pitch for airspeed, power for altitude." If you're slow on final, you should lower the nose slightly to regain airspeed.

Corey Komarec

However, if you don't also add power, you could end up low on the final. In most GA aircraft, you need to start reducing power before you get within a wingspan distance from the ground. Why?

Ground effect. If you come into the flare too fast, the airplane won't settle onto the runway, because induced drag decreases in ground effect. This is one of the negative effects of floating. If you start flaring when the airplane doesn't want to land, well...the airplane will start climbing out again.

What you need to do is to again, hold it off the runway in a nose-high attitude until it's ready to settle back down. And if the balloon is excessive, go around! A porpoise landing is a bounced landing that, if not recovered, results in your plane touching down nose-first.

If you let it continue, it will set your plane off into a series of "jumps" and "dives", like a real porpoise. Porpoise landings can happen when you're flying too fast during touchdown, or if your descent rate is too high at touchdown.

Late Flare

This is caused by the complete opposite reason - looking too far down the runway. If you do this, you won't have a good perception of how close you really are to the runway. Don't look so far, instead, transition your eyes about 4 centerline stripes down the runway.

This is caused by inadequate or excessive rudder usage during a crosswind landing. If you end up landing in a drift, don't jam the opposite rudder in to correct for the drift. Instead, straighten the nose wheel first, and then gradually bring the airplane back to the centerline.

Excessive rudder deflection at high speed could cause you to skid, strike a wingtip, or go off the runway. Being high on final is often caused from using too much power. As mentioned before, "pitch for airspeed, power for altitude".

All you have to do is reduce some power and allow the plane to pitch down to maintain your approach speed. Once you're back on the glide path, return the power to your "home" setting. Bouncing can be caused by a firm landing.

Slow Final Approach

Bump up the power a little bit to stop the bounce, and hold the airplane off the runway in a nose-high attitude. Let your plane settle back to the runway when it's ready, and if the bounce is excessive, go around.

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Piper Aircraft Logo

Piper Aircraft Logo - The content of this website (graphics, text and any and all other elements) is © Copyright 2023 by Piper Aircraft, Inc., and may not be reprinted or retransmitted in whole or in part without the express written consent of Piper Aircraft, Inc.

Greg Spadaro joined Piper Aircraft as Director of Materials in April 2010, responsible for Scheduling/Planning, Production Control, Purchasing, and Sourcing. He was appointed Senior Director of Materials in 2011 expanding his responsibilities to include the implementation of a new ERP platform (Infor LN).

Piper Aircraft Logo

He brings over 24 years of Supply Chain management with a background in Lean Manufacturing and Six Sigma experience to Piper's senior leadership team. Before joining Piper Aircraft, Greg was a Materials Director for fourteen years in the marine industry working for Pursuit Boats.

Factory Tours

Prior to that, he worked in an electronics manufacturing company with responsibilities in both scheduling and procurement. Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies.

It is mandatory to obtain user consent prior to running these cookies on your website. Kathleen Pagani joined Piper Aircraft in May of 2022. She is responsible for leading the human resources department, with a focus on developing and executing recruiting, talent acquisition and employee relations strategies that represent the organization's culture and values.

Kathleen is a seasoned HR Leader with extensive background in human resources. She joined Piper Aircraft from Garnet Health, where she was the Administrator of Employee & Labor Relations. Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies.

It is mandatory to obtain user consent prior to running these cookies on your website. You can’t see legendary aircraft being built just anywhere. But at Piper Aircraft's Vero Beach campus, you can experience the culmination of over 80 years of aircraft manufacturing and engineering expertise, innovation, technological advancement and vision.

William T Piper Established The Piper Aircraft Corporation And The Piper Cub Is Born

The content of this website (graphics, text and any and all other elements) is © Copyright 2023 by Piper Aircraft, Inc., and may not be reprinted or retransmitted in whole or in part without the express written consent of Piper Aircraft, Inc.

Danny joined Piper Aircraft in 1998, and has held positions of increasing responsibility within Finance during his tenure. He was most recently appointed Vice President and Chief Financial Officer in 2022. Danny is responsible for leading the Finance, Information Technology, and Project Management departments.

In his position, he supervises all financial reporting, treasury, budgeting, payroll, and cost accounting functions. He is extensively involved in product pricing, contractual activities, employee benefit matters, and other administrative functions. Ron brings 30 years of General Aviation Marketing experience to Piper Aircraft.

Prior to joining the Piper team, Ron served as the Vice President of Marketing at Textron Aviation where he was responsible for strategic brand development, product positioning and tactical execution for all global marketing efforts. Ron also previously served as Vice President of Marketing for Beechcraft Corp.

Community Outreach

and Vice President of Marketing and Communications for Hawker Beechcraft Corp. John Calcagno was named Chief Executive Officer of Piper Aircraft, Inc in 2021. Calcagno is a seasoned and successful executive with extensive experience in the finance, operations, distribution, and sales areas.

He has served as the long-tenured Chief Financial Officer of Piper, having been on the Piper team for the past 11 years. He has also had roles of increasing responsibility throughout his career at The Acerra Consortium, Alltel (Supply) Communications Products, Coca-Cola, and C.R.

Bard. Calcagno began his career in the audit practice of PriceWaterhouseCoopers. Calcagno holds a Bachelor of Science in Accountancy, with minor emphasis in Political Science from Southern Illinois University, and is a Certified Public Accountant. Additionally, he is an honorably discharged veteran of the United States Air Force.

Ron Gunnarson is the Vice President of Sales, Marketing, and Customer Support at Piper Aircraft. Appointed to this position in January 2017, Gunnarson is responsible for developing and executing global sales and marketing strategies to continue Piper Aircraft's growth, as well as contributing to Piper's overall product and business strategic development.

Ron also leads Piper's global customer support team. Spadaro holds a Bachelor's degree in International Management with a Minor in Computer Science from Central Connecticut State University in Bridgeport, CT. He also attended a training program in Trust Administration and Estate Planning at Williams College in Williamstown, MA.

He has also taken numerous courses in Lean manufacturing, visited best practices companies in lean manufacturing for benchmarking, has completed his Green Belt in Six Sigma, and has certifications in APICS. Danny entered public accounting in 1996, where he worked with O'Haire, Kmetz and Company (currently Kmetz, Elwell, Graham & Associates).

During his time in public accounting, he worked in both tax and insurance services within a variety of industries, including manufacturers, governments, and nonprofits. The History of Piper Aircraft has been the subject of numerous books and research projects—with over 80 years of aviation industry leadership, the Piper Aircraft family and aircraft are legendary.

Come with us on a trip through the generations of Piper Aircraft… Ouellet brings over 30 years of General Aviation Engineering experience and has been with Piper since 1998. Ouellet started at Piper as a Systems Engineer working on the Meridian Fuel System design and has gradually increased his level of responsibility in Engineering up to his current role of Vice

President. Kathleen is a certified HR professional holding a SHRM-CP from the Society in Human Resource Management and PHR from the HR Certification Institute. Kathleen brings a wealth of knowledge and experience in human resource management, including employee relations, employee talent development and strategic planning.

We're not just passionate about building great aircraft, the Piper Aircraft team is passionate about building a great community too. We are committed to the active support of programs that serve humanitarian, environmental and educational purposes across the Space and Treasure Coasts.

We're always looking for ways to give back, provide positive and immediate local impact, as well as long-term and sustainable efforts. Ron is a former demonstration captain with over 2800 hours of flight time and type ratings in the Hawker 400XP and the Beechcraft King Air 350. Ron holds a bachelor's degree in Aeronautical Studies as well as a bachelor's degree in Communications/Public Relations from the University of

North Dakota. Buddy joined Piper Aircraft in 1998 and has held product development positions of increasing responsibility in design, flight sciences, test operations, and certification. As Senior Director and Chief Engineer he was responsible for leading the conceptual design, flight sciences, and test operations for the M600.

He is currently responsible for our NTSB and FAA relationship as well as the product development strategy and innovation throughout Piper's business. The application of technology in a manner that improves safety, manufacturability, ease of operation, and customer centered product development is his highest goal.

In addition, he continues to provide guidance throughout the engineering process and is an active pilot of Piper's complete product line. Marc Ouellet was appointed Vice President of Engineering in September 2022 but he has been part of the executive team since September 2019. In his new role, Ouellet leads the Engineering and the Service Publications Teams.

In addition, Ouellet is responsible for identifying and implementing best practices as well as ensuring that the correct engineering skill sets, processes and tools are in place for designing, integrating, building, testing, certifying, delivering and supporting Piper airplane products.

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Parts Of An Aircraft Carrier

Parts Of An Aircraft Carrier - Sam LaGrone is the editor of USNI News. He has covered legislation, acquisition and operations for the Sea Services since 2009 and spent time along the way with the U.S. Navy, U.S. Marine Corps and the Canadian Navy.

The 2019 proposal to decommission Truman rather than refuel the carrier after 25 years of service was paired with a two-carrier deal to buy the third and fourth Ford-class carriers, Enterprise (CVN-80) and Doris Miller (CVN-81).

Parts Of An Aircraft Carrier

At the time, the Navy said it could save $1.5 billion from 2020 and 2023 in planning costs alone for the Truman refueling and complex overhaul. The Mission: Impossible franchise is also well-known for featuring some very nefarious and dangerous villains for Ethan to face off against.

After Henry Cavill's formidable August Walker in the previous entry and whatever is to come from Esai Morales' villain in the upcoming film, it is unclear who Ethan Hunt will face off against for his final adventure.

As the franchise did with Solomon Lane (Sean Harris), however, it is possible that Morales' antagonist will return for Mission: Impossible – Dead Reckoning Part Two, especially since the upcoming installment is expected to end on a cliffhanger.

Davidson responded, "there is no capability that we have that can substitute for an aircraft carrier in my view. You can see by the strain of the deployments over the course of the last year that they are in high demand by all the combatant commanders, and sustaining that capability going forward in my view is critically important.

I'm in support of the law which calls for the number of carriers in the United States.” The Navy and shipyard Huntington Ingalls Industries' Newport News Shipbuilding are still in the early stages in learning the best way to decommission and scrap a nuclear carrier.

The hull of the first atomic carrier, USS Enterprise (CVN-65), has been at the pier at Newport News since 2013. While inactivation was completed in 2018, the service is still working through how it will scrap the hull.

"Now is not the time to cut defense spending. Our defense budget should grow at 3 to 5 percent above inflation to counter an increasingly threatening China," she continued. "One cannot place a value on the unparalleled power projection and deterrence provided by our fleet of nuclear-powered aircraft carriers and their embarked air wings.

I urge the Biden administration to immediately drop this from consideration.” These example sentences are selected automatically from various online news sources to reflect current usage of the word 'aircraft carrier.' Views expressed in the examples do not represent the opinion of Merriam-Webster or its editors.

Send us feedback. Rep. Elaine Luria (D-Va.), a former Navy nuclear-qualified surface warfare officer whose district includes portions of Norfolk, Va., said U.S. defense spending needs to increase and that the Pentagon should not reduce the carrier force in a statement issued after an earlier version of this post.

According to Variety, at least a portion of Mission: Impossible – Dead Reckoning Part Two will take place on a U.S. aircraft carrier in the Adriatic Sea. Details regarding the sequence are being kept under wraps, but Cruise is reported to have boarded the vessel via helicopter off the coast of Italy before the ship traveled to "somewhere between Italy and Croatia."

Cruise is expected to complete filming in the region this week before then traveling to his next filming destination. The head of Apulia Film Commission calls the Italian part of production a "complex shoot." The hull portion below the water line is rounded and relatively narrow, while the section above the water flares out to form the wide flight-deck space.

The lower section of the ship has a double bottom, which is pretty much what it sounds like -- there are two layers of steel plating: the bottom plating of the ship and another layer above it, separated by a gap.

The double bottom provides extra protection from torpedoes or accidents at sea. If the enemy hits the bottom of the ship, smashing a hole in the outer steel layer, the second layer will prevent a massive leak.

The search for cost savings could include revisiting a 2019 Trump administration proposal to take aircraft carrier USS Harry S. Truman (CVN-75) out of the inventory rather than conduct a mid-life refit and refueling, a legislative source told USNI News.

The idea of ​​retiring an active carrier has circulated on Capitol Hill to the point where House Armed Services seapower and projection forces ranking member Rep. Rob Wittman (R-Va.) asked a senior admiral on Wednesday if retiring an aircraft carrier ahead of the overhaul was a good idea.

A new report reveals details regarding a sequence in Mission: Impossible – Dead Reckoning Part Two in which Tom Cruise is aboard an aircraft carrier. The long-running Mission: Impossible franchise is set to conclude with a seventh and eighth installment, the first of which hits theaters this summer.

Much about the upcoming final entry is being kept under wraps, but director Christopher McQuarrie and Cruise have already teased that the film will feature some incredible action sequences. When asked about the exchange between Wittman and Davidson and if cutting carriers was a consideration, Pentagon spokesman John Kirby told USNI News on Wednesday that DoD would not comment on the budget ahead of its rollout.

USNI News understands the Biden budget will be ready by early May. "We are keeping the best carrier in the world in the fight. We are not retiring the Truman," Pence said in 2019. "The USS Harry S. Truman is going to be giving 'em hell for many more years to come."

It's unclear how much money the Pentagon would save if it got rid of Truman instead of refueling the carrier. The cost of the refueling and complex overhaul is about $5.5 billion. But according to a report in Defense Daily from 2014, the cost to decommission a Nimitz-class carrier at the time was about $2.5 billion.

"Due to the limited amount of time available before the Department must submit its FY 2022 President's Budget Request, the process to re-evaluate existing decisions will focus on a very small number of issues with direct impact on FY 2022 and of critical importance to the

President and the Secretary," the memo reads. Although Mission: Impossible – Dead Reckoning Part One is still months away from hitting theaters, some details have emerged about the follow-up. Like its predecessors, the upcoming franchise-capper will seemingly be a globe-trotting affair.

Mission: Impossible – Dead Reckoning Part Two filming has so far taken place in the UK, Norway, Malta, Italy, and South Africa. Of course, it wouldn't be a Mission: Impossible movie without death-defying stunts. McQuarrie and Cruise have the difficult task of topping the motorcycle base jump in the upcoming film, but some behind-the-scenes material has already teased some of what's to come.

The biggest stunt in Mission: Impossible – Dead Reckoning Part Two, by a considerable margin, seems to be a biplane action sequence in South Africa, video of which has already been shared. In the footage, Cruise is shown holding onto the top of the small aircraft as it does various aerial maneuvers.

Late last month, USNI News reviewed a memo that directed the Pentagon's Director of Cost Assessment and Program Evaluation (CAPE) to evaluate the Navy's shipbuilding budget as part of a holistic review of the Trump administration proposal.

The hull of the ship is made up of extremely strong steel plates, measuring several inches thick. This heavy body is highly effective protection against fire and battle damage. The ship's structural support largely comes from three horizontal structures extending across the entire hull: the keel (the iron backbone on the bottom of the ship), the flight deck and the hangar deck.

"These hypothetical concerns are prompted by the previous administration putting a range on aircraft carriers under which we could only reduce assets. Should we face a declining defense budget, that range will require the new administration to make some difficult decisions on force structure, and Congressman Wittman wants to ensure those decisions are made as wisely as possible should the need arise," reads the statement.

"In your best professional military judgment, do you believe - considering the current stress on the aircraft carrier force - that taking out an aircraft carrier from service just before its mid-life refueling would be a smart thing to do?"

Wittman asked U.S. Indo-Pacific Command commander Adm. Phil Davidson on Wednesday. In order to meet a proposed $704 billion to $708 billion topline for the first Biden Defense Department budget – the Trump administration's FY 2022 budget proposed $722 billion – the Office of the Secretary of Defense is weighing how it could build in savings by reducing the carrier force

, the two sources familiar with the ongoing internal discussion told USNI News on Wednesday.

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Piper Aircraft Co. V. Reyno

Piper Aircraft Co. V. Reyno - Justia Annotations is a forum for attorneys to summarize, comment on, and analyze case law published on our site. Justia makes no guarantees or warranties that the annotations are accurate or reflect the current state of law, and no annotation is intended to be, nor should it be construed as, legal advice.

Contacting Justia or any attorney through this site, via web form, email, or otherwise, does not create an attorney-client relationship. would be provided by the Scottish courts do not fall within this category. Although the relatives of the decedents may not be able to rely on a strict liability theory, and although their potential damages award may be smaller, there is no danger that they will be deprived of any remedy or treated unfairly.

Piper Aircraft Co. V. Reyno

that, under any view of that question, it lay within the discretion of the District Court to decline to assume jurisdiction over the controversy. , , , '[T]he court will not take cognizance of the case if justice would be as well done by remitting the parties to their home forum.'"

"the courts have been less solicitous when the plaintiff is not an American citizen or resident, and particularly when the foreign citizens seek to benefit from the more liberal tort rules provided for the protection of citizens and residents of the United States."

We do not hold that the possibility of an unfavorable change in law should never be a relevant consideration in a forum non conveniens inquiry. Of course, if the remedy provided by the alternative forum is so clearly inadequate or unsatisfactory that it is no remedy at all, the unfavorable change in law may be given substantial weight;

the district court may conclude that dismissal would not be in the interests of justice. [Footnote 22] In these cases, however, the remedies that In analyzing the private interest factors, the District Court stated that the connections with Scotland are "overwhelming."

479 F. Supp. at 732. This characterization may be somewhat exaggerated. Particularly with respect to the question of relative ease of access to sources of evidence, the private interests point in both directions. As respondent emphasizes, records concerning the design, manufacture, and testing of the propeller and plane are located in the United States.

She would have greater access to sources of evidence relevant to her strict liability and negligence theories if the trial were held here. [Footnote 25] However, the District Court did not act. The Court of Appeals based its decision, at least in part, on an analogy between dismissals on grounds of forum non conveniens and transfers between federal courts pursuant to § 1404(a).

In Van Dusen v. Barrack, 376 U.S. 612 (1964), this Court ruled that a § 1404(a) transfer should not result in a change in the applicable law. Relying on dictum in an earlier Third Circuit opinion interpreting Van Dusen, the court below held that that principle is also applicable to a dismissal on forum non conveniens grounds.

630 F.2d at 164, and n. 51 (citing DeMateos v. Texaco, Inc., 562 F.2d at 899). However, § 1404(a) transfers are different than dismissals on the ground of forum non conveniens. The District Court next examined several factors relating to the private interests of the litigants, and determined that these factors pointed strongly towards Scotland as the appropriate forum.

Although evidence concerning the design, manufacture, and testing of the plane and propeller is located in the United States, the connections with Scotland are otherwise "overwhelming." Id. at 732. The real parties in interest are citizens of Scotland, as were all the decedents.

Witnesses who could testify regarding the maintenance of the aircraft, the training of the pilot, and the investigation of the accident -- all essential to the defense -- are in Great Britain. Furthermore, all witnesses to damages are located in Scotland.

Trial would be aided by familiarity with Scottish topography, and by easy access to the wreckage. (a) In analyzing the private interest factors, the District Court did not act unreasonably in concluding that fewer evidentiary problems would be posed if the trial were held in Scotland, a large proportion of the relevant evidence being located there.

The District Court also correctly concluded that the problems posed by the petitioners' inability to implead potential Scottish third-party defendants -- the pilot's estate, the plane's owners, and the charter company -- supported holding the trial in Scotland.

Pp. 454 U.S. 257-259. The District Court reasoned that, because crucial witnesses and evidence were beyond the reach of compulsory process, and because the defendants would not be able to implead potential Scottish third-party defendants, it would be "unfair to make Piper and Hartzell proceed to trial in

this forum. Id. (a) In analyzing the private interest factors, the District Court did not act unreasonably in concluding that fewer evidentiary problems would be posed if the trial were held in Scotland, a large proportion of the relevant evidence being located there.

The District Court also correctly concluded that the problems posed by the petitioners' inability to implead potential Scottish third-party defendants -- the pilot's estate, the plane's owners, and the charter company -- supported holding the trial in Scotland.

Pp. 454 U.S. 257-259. A citizen's forum choice should not be given dispositive weight, however. See Pain v. United Technologies Corp., 205 U.S.App.D.C. 229, 252-253, 637 F.2d 775, 796-797 (1980); Mizokami Bros. of Arizona, Inc. v.

Baychem Corp., 556 F.2d 975 (CA9 1977), cert. denied, 434 U.S. 1035 (1978). Citizens or residents deserve somewhat more deference than foreign plaintiffs, but dismissal should not be automatically barred when a plaintiff has filed suit in his home forum.

As always, if the balance of conveniences suggests that trial in the chosen forum would be unnecessarily burdensome for the defendant or the court, dismissal is proper. The forum non conveniens determination is committed to the sound discretion of the trial court.

It may be reversed only when there has been a clear abuse of discretion; Where the court has considered all relevant public and private interest factors, and where its balancing of these factors is reasonable, its decision deserves substantial deference.

Gilbert, 330 U.S. at 330 U.S. 511-512; Koster, 330 U.S. at 330 U. S. 531. Here, the Court of Appeals expressly acknowledged that the standard of review was one of abuse of discretion. In examining the District Court's analysis of the public and private interests, however, the Court of Appeals seems to have lost sight of this rule, and substituted its own judgment for that of the District Court.

"[w]hether, in an action in federal district court brought by foreign plaintiffs against American defendants, the plaintiffs may defeat a motion to dismiss on the ground of forum non conveniens merely by showing that the substantive law that would be applied if the case

were litigated in the district court is more favorable to them than the law that would be applied by the courts of their own nation." In July, 1977, a California probate court appointed respondent Gaynell Reyno as administratrix of the estates of the five passengers.

Reyno is not related to and does not know any of the decedents or their survivors; she was a legal secretary to the attorney who filed this lawsuit. Several days after her appointment, Reyno commenced separate wrongful

630 F.2d at 163-164 (footnote omitted) (quoting DeMateos v. Texaco, Inc., 562 F.2d 895, 899 (CA3 1977), cert. denied, 435 U.S. 904 (1978)). In other words, the court decided that dismissal is automatically barred if it would lead to a change in the applicable law unfavorable to the plaintiff.

"relative ease of access to sources of proof; availability of compulsory process for attendance of unwilling, and the cost of obtaining attendance of willing, witnesses; possibility of view of premises, if view would be appropriate to the action; and all other practical problems

that make trial of a case easy, expeditious and inexpensive." Id. at 163 (quoting Hoffman v. Goberman, 420 F.2d 423, 427 (CA3 1970)). In any event, it believed that Scottish law need not be applied. After conducting its own choice of law analysis, the Court of Appeals determined that American law would govern the actions against both Piper and Hartzell.

[Footnote 10] The same choice of law analysis apparently led it to conclude that Pennsylvania and Ohio, rather than Scotland, are the jurisdictions with the greatest policy interests in the dispute, and that all other public interest factors favored trial in the United States.

[Footnote 11] The District Court acknowledged that there is ordinarily a strong presumption in favor of the plaintiff's choice of forum, which may be overcome only when the private and public interest factors clearly point toward trial in the alternative forum.

It is held, however, that the presumption applies with less force when the plaintiff or real parties in interest are foreign. 1. Plaintiffs may not defeat a motion to dismiss on the ground of forum non conveniens merely by showing that the substantive law that would be applied in the alternative forum is less favorable to the plaintiffs than that of the chosen forum.

The possibility of a change in substantive law should ordinarily not be given conclusive or even substantial weight in the forum non conveniens inquiry. Canada Malting Co. v. Paterson Steamships, Ltd., 285 U.S. 413. Pp. 454 U.S. 247-255.

(a) Under Gilbert, supra, dismissal will ordinarily be appropriate where trial in the plaintiff's chosen forum imposes a heavy burden on the defendant or the court, and where the plaintiff is unable to offer any specific reasons of convenience supporting his choice.

If substantial weight were given to the possibility of an unfavorable change in law, however, dismissal might be barred even where trial in the chosen forum was plainly inconvenient, and the forum non conveniens doctrine would become virtually useless.

Such an approach not only would be inconsistent with the purpose of the forum non conveniens doctrine, but also would pose substantial practical problems, requiring that trial courts determine complex problems in conflict of laws and comparative law, and increasing the flow into American courts of litigation.

by foreign plaintiffs against American manufacturers. Pp. 454 U.S. 248-252. MARSHALL, J., delivered the opinion of the Court, in which BURGER, C.J., and BLACKMUN and REHNQUIST, JJ., joined, and in Parts I and II of which WHITE, J., joined.

WHITE J., filed an opinion concurring in part and dissenting in part, post, p. 454 U. S. 261. STEVENS, J., filed a dissenting opinion, in which BRENNAN, J., joined, post, p. 454 U. S. 261. POWELL, J., took no part in the decision of the cases.

O'CONNOR, J., took no part in the consideration or decision of the cases. Scotland has a very strong interest in this litigation. The accident occurred in its airspace. All of the decedents were Scottish. Apart from Piper and Hartzell, all potential plaintiffs and defendants are either Scottish or English.

As we stated in Gilbert, there is "a local interest in having localized disputes decided at home." 330 U.S. at 330 U. S. 509. Respondent argues that American citizens have an interest in ensuring that American manufacturers are deterred from producing defective products, and that additional deterrence might be obtained if Piper and Hartzell were tried in the United States, where they could be sued on the

on the basis of both negligence and strict liability. However, the incremental deterrence that would be gained if this trial were held in an The District Court's distinction between resident or citizen plaintiffs and foreign plaintiffs is fully justified.

In Koster, the Court indicated that a plaintiff's choice of forum is entitled to greater deference when the plaintiff has chosen the home forum. 330 U.S. at 330 U.S. 524. [Footnote 23] When the home forum has

3. The forum non conveniens determination is committed to the trial court's sound discretion, and may be reversed only when there has been a clear abuse of discretion. Here, the District Court did not abuse its discretion in weighing the private and public interests under the Gilbert analysis, and thereby determining that the trial should be held in Scotland.

Pp. 454 U.S. 257-261. Upholding the decision of the Court of Appeals would result in other practical problems. At least where the foreign plaintiff named an American manufacturer as defendant, [Footnote 17] a court could not dismiss the case on grounds of forum non

In previous forum non conveniens decisions, the Court has left unresolved the question whether, under Erie R. Co. v. Tompkins, 304 U.S. 64 (1938), state or federal law of forum non conveniens applies in a diversity case.

Gilbert, 330 U.S. at 330 U.S. 509; Koster, 330 U.S. at 330 U.S. 529; Williams v. Green Bay & Western R. Co., supra, at 326 U.S. 551, 326 U.S. 558-559. The Court did not decide this issue, because the same result would have been reached in each case under federal or state law.

The lower courts in these cases reached the same conclusion: Pennsylvania and California law on forum non conveniens dismissals are virtually identical to federal law. See 630 F.2d at 158. Thus, here also, we need not resolve the Erie question.

The Court of Appeals also erred in rejecting the District Court's Gilbert analysis. The Court of Appeals stated that more weight should have been given to the plaintiff's choice of forum, and criticized the District Court's analysis of the private and public interests.

However, the District Court's decision regarding the deference due plaintiff's choice of forum was appropriate. Furthermore, we do not believe that the District Court abused its discretion in weighing the private and public interests. In other words, Gilbert held that dismissal may be warranted where a plaintiff chooses a particular forum not because it is convenient, but solely in order to harass the defendant or take advantage of favorable law.

This is precisely the situation in which the Court of Appeals' rule would bar dismissal. Held. The Court of Appeals erred in holding that plaintiffs may defeat a motion to dismiss on the ground of forum non conveniens merely by showing that the substantive law that would be applied in the alternate forum is less favorable to the plaintiffs than that of the present forum.

The possibility of change in substantive law should not be given conclusive or even substantial weight in the forum non conveniens inquiry. A plaintiff's choice of forum is given greater weight when the plaintiff has chosen the home forum.

The forum non conveniens determination is committed to the sound discretion of the trial court, and may be overturned only when there has been a clear abuse of discretion. The reasoning employed in Van Dusen v.

Barrack is simply inapplicable to dismissals on grounds of forum non conveniens. That case did not discuss the common law doctrine. Rather, it focused on "the construction and application" of § 1404(a). 376 at 376 U.S. 613. [Footnote 20] Emphasizing the remedial

Respondent argues that since plaintiffs will ordinarily file suit in the jurisdiction that offers the most favorable law, establishing a strong presumption in favor of both home and foreign plaintiffs will ensure that defendants will always be held to the highest possible standard of accountability for their purported wrongdoing.

. However, the deference accorded to a plaintiff's choice of forum has never been intended to guarantee that the plaintiff will be able to choose the law that will govern the case. See supra at 454 U.S. 247-250.

I join Parts I and II of the Court's opinion. However, like JUSTICE BRENNAN and JUSTICE STEVENS, I would not proceed to deal with the issues addressed in 454 U. S. To that extent, I am in dissent.

The doctrine of forum non conveniens has a long history. It originated in Scotland, see Braucher, The Inconvenient Federal Forum, 60 Harv.L.Rev. 908, 909–911 (1947), and became part of the common law of many states, see id.

at 911-912; Blair, The Doctrine of Forum Non Conveniences in Anglo-American Law, 29 Colum.L.Rev. 1 (1929). The doctrine was also frequently applied in federal admiralty actions. See, e.g., Canada Malting Co. v. Paterson Steamships, Ltd.; see also Bickel, The Doctrine of Forum Non Conveniences As Applied in the Federal Courts in Matters of Admiralty, 35 Cornell L.Q.

12 (1949). In Williams v. Green Bay & Western R. Co., 326 U. S. 549 (1946), the Court first indicated that motions to dismiss on grounds of forum non conveniens could be made in federal diversity actions.

The doctrine became firmly established when Gilbert and Koster were decided one year later. See Affidavit of Ronald C. Scott, App. to Pet. for Cert. of Hartzell Propeller, Inc., A75; Affidavit of Charles J. McKelvey, App.

to Pet. for Cert. of Piper Aircraft Co. 1f. The affidavit provided to the District Court by Piper states that it would call the following witnesses: the relatives of the decedents; the owners and employees of McDonald's;

the persons responsible for the training and licensing of the pilot; the persons responsible for servicing and maintaining the aircraft; and two or three of its own employees involved in the design and manufacture of the aircraft.

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Part 103 Aircraft For Sale

Part 103 Aircraft For Sale - You are correct about the weighing of the Merlin Lite featured in the article. However, whatever resources you found saying Merlin PSA is 715 "unloaded" (empty, I presume) are wrong...even Google. Here are the specifications directly from the developer (then scroll down).

You are certainly free to contest their statements but it is highly improbable that Merlin PSA weighs empty as much as most two-seat, larger-engined Light-Sport Aircraft. For parts CLICK HERE Finally, I feel sure the developer disagrees that "there is a lot of low hanging fruit for weight reduction."

Part 103 Aircraft For Sale

To the contrary, lightening an aircraft is usually a matter of ounces and grams. It is devilishly hard to reduce weight after a certain point without also sacrificing airworthiness. Add it all up and you get a ready-to-fly price of $38,000 in the USA.

Is Merlin Lite Affordable For You?

Paint it and load it with options and the price may be about $42,000. Or choose a kit and save $31,500 base price or $36,000 with BRS parachute. Merlin Lite is available completed and ready to fly away, or can also be built as an Experimental and flown with a Sport Pilot ticket, or even a glider certificate, flying Merlin Lite as a motorglider.

Although Kolb aircraft are easy to fly and have gentle flight characteristics, they are also high performance aircraft. We recommend training or some transition training before attempting flight in our aircraft. HIGH PERFORMANCE The performance of the FireFly is absolutely awesome.

You need to see a FireFly in the air to truly appreciate what it is can do. Seeing how 40 horsepower pushes this 254 pounds aircraft is eye-opening. "We are offering an introductory price of $35,500 for a ready-to-fly Merlin Lite that includes a BRS-500 emergency airframe parachute system.

The order book is now open and current waiting time (depending on configuration and options) is five months. Greetings to all Where can I get one?? I have a 1969 Chevrolet Corvette. It's all original with less than 60k miles..I would be interested in a trade, with someone who has a Merlin Lite.

If anyone is interested in my offer to trade, please contact me via email at. rhhale153@gmail.com Thank you I didn't get your final comment (also, what is "AF"?) but I can tell you that 27 knots stall may be slow, but is not quite slow enough.

Part 103 calls our 24 knots but that can be with any devices deployed and Merlin Lite does have deep, Fowler flaps, so perhaps hitting 24 knots is not such a big challenge. Once again, here is the criteria FAA gave to field officers to determine if a vehicle complies with Part 103.

I clearly said that the Merlin Lite is 274 pounds including emergency parachute and does not require a license. The first Merlin (PSA) is 715 pounds unloaded according to several online sources including Google. Because it is overweight for Part 103 [Merlin PSA] requires a minimum of a Sport Pilot certificate.

Roy: You may be right, but then I suspect Sebastian is using Merlin not Merlin Lite info as I found no speed or weight info presented on the Aeromarine LSA website. Merlin is too fast for Part 103 at 120 mph.

However, Merlin Lite with a less powerful engine and the right prop could stay within Part 103 limits and Chip Erwin definitely knows what the parameters are, stating them on The Merlin Lite page. In addition to the enclosed cockpit with a proper door, air vents, and multiple windows, other "magic" features included in this true Part 103 ultralight are electric trim, an EFIS with artificial horizon and GPS, a dual-ignition, liquid-cooled

, and electric-start engine with an EMS. The 12VDC system also includes a USB charger outlet for a phone or iPad. Options include cabin heat and defroster, Temperfoam seats, and long range fuel tanks (when building an Experimental Amateur Built version).

It's funny that you are saying that because there must be a great deal of misinformation on the PSA's total empty weight. Perhaps you'll have to hash it out with them (including Google) for the fact checking.

Although as I've said before the Merlin Lite is in every way 103 compliant. To find truly affordable aircraft, for one example, search for "vintage ultralights" you will be lead to our April 2020 series on ten super-affordable airplanes, all

of which are available second hand for less than $10,000. You may not know that Search can be more specific. After you use Search, a page shows you whatever is found but you can drill down further — click "Try our advanced search option."

FAA has very specifically and repeatedly said that other safety systems - such a more robust pilot safety harnesses or brakes or fire extinguishers or strobe lights - will not be considered for allowed additional weight, as are parachutes and floats.

Here is FAA official guidance to FAA field officers in implementing the 38-year-old regulation (which has never been changed). The Merlin Lite can be flown as a Part 103 ultralight with virtually no regulations but will require a BRS rescue system to increase the allowable weight.

The Merlin Lite may also be registered in the Experimental class which does not have the weight and speed restrictions of Part 103. "Its cantilevered high wing means no lift strut," explained Chip, "making Merlin Lite quite easy to get in and out, a feature with increasing importance.

Plus, the large baggage area can carry a full-size airline roll-on bag, camping gear, or even your favorite pet.” "This is not your 1980s ultralight," claimed designer Chip. "I know, I was there. Our new Merlin Lite has real aircraft features and appeal: seven windows, a cockpit door, decent baggage capacity and space, an instrument panel with an EFIS and GPS.

And the list goes on.” However, such “alternative aircraft"

may not be what you had in mind. Many are open cockpit and pilots trained in a Cessna or Piper can feel uneasy being out in the open (even if behind a pod and windscreen). Also, weight shift trikes, powered parachutes, or gyroplanes handle differently from stick (or yoke) and rudder.

Other pilots may want an aircraft that can cope with the elements better. Metal can offer better endurance. Aeromarine LSA boss Chip Erwin is offering a full enclosure on his newest and Merlin Lite can make Part 103 numbers, if you use an emergency airframe parachute and make other appropriate equipment choices.

Of course. I was incorrect for maximum speed. I said 74 (that I believed was the limit), however, the maximum airspeed is 55 knots. [Merlin Lite is currently] is a bit faster than 55? but Chip [Erwin, developer] explained that it can be made significantly slower with minimal adjustment of the ground adjustable prop.

It does have a minimum stall speed of 27 knots though. That's slow AF. So, when he sells you the plane, it is legal... However, like one of those neat little Glock chips that have an easily grindable stud on the back which prevents it from sliding into the gun, it would be up to the buyer unbeknownst to

the seller to take that illegal action. I see a couple of errors in your comment, Tim. First Merlin PSA is not 700 pounds empty, which is the essential criteria for a Part 103 ultralight. When Merlin Lite weighs in at less than 278 pounds, that is empty weight, without fuel or payload.

The comparable empty weight of Merlin PSA is 415 pounds, not 700. The Merlin Lite 103 is the BEST kit in 103 and microlite I have had the pleasure to feast my eyes on! I have been flying since 1968. Aluminum construction and two week build time... phenomenal!!!

Merlin Lite comes in at around 274 pounds. You MUST install ballistic chute to comply with Part 103 weight limits. This gives you allowance to allow for extra weight of metal construction. Awesome! Nope, I won't be hashing anything out with Google.

They are wrong if they say the empty weight of Merlin PSA is 715 pounds. I'll wager I know a lot more about this subject than any of their fact checkers. In truth I was curious about that myself.

I assumed that they weighed a PSA with several upgrades including motor, landing gear, perhaps with shocks, additional fuel capacity, etc. Although I was wondering how that would balance out across the aircraft. Although if Chip was behind it, one could only assume there was some sort of secret Merlin magic in play, however unorthodox it may sound.

I bet if it was 715 that thing would MOVE. All reviews are stellar for both aircraft. Who knows maybe he will in the future. He made a flying Harley Davidson, now a part 103 flying scooter, maybe the flying Hyabusa is the next move.

You now have the option to order your legal ultralight FireFly with conventional tri-gear configuration... Also, while I remain very enthusiastic about Merlin Lite, initial test flights showed it was a bit too fast. The developer can do something about that without too much effort, but that means it is not "in every way 103 compliant" as of the last report I heard.

The weight of the parachute is limited to an additional 24 pounds granted because FAA estimated that was the most such a system should weigh for a Part 103 ultralight. Usually such systems are less than 24 pounds but FAA does not go by actual weight, (which can vary on every single installation, due to different mount hardware and airframe bridle attach hardware. Therefore, a builder can add the 24 pounds to his aircraft's allowed

empty weight, so if a parachute system comes in at 18 pounds, for example, 6 pounds become "available." This methodology has not changed, nor been challenged, over 38 years of Part 103. The company that manufactured the Kit has a 2-seat;

at least one was built and flew at their local airport flight school. However, it suffered damage to landing gear from student use. Not sure they plan to import in the near term. (This info was not independently verified —Ed.)

My apologies though, I would never propagate false information. Besides, the physical weight of the PSA, whether 715 pounds or 450, or whatever, it still requires a Sport Pilot certificate. Thank you and good day to all.

Happy flying! Optional brakes provide for sure stops and the optional Individual heel pedals allow a tighter turning radius. The flaperons and optional brakes allow the FireFly to be landed, stopped and maneuvered in very tight areas.

The new longer wing brings the Merlin Lite stall speed below 24 knots which is the limit for the FAA Part 103 rule. Have a look at the 3-hinge Fowler flap. This flap is slotted and deflects to 50 degrees which really slows down the aircraft yet when fully retracted is very clean.

Combined with the cantilevered wing our Merlin lite with this high aspect ratio wing will have a L/D ratio suitable for motor-gliding or efficient flight under electric power. Wing span increases to 32 feet. The Merlin Lite 103 is 274 pounds without fuel or fluids.

The FAA allows the extra weight of the emergency BRS system and is still in compliance with part 103. The Merlin PSA however is just over 700 pounds and requires a Sport Pilot certificate. The Merlin Lite was built to be virtually a mirror copy of the popular PSA but with the weight reduction by nearly 450+ pounds and a reduced 2-stroke Polini powerplant.

Technically, it can exceed the FAA maximum speed (with modification) but with the prop dialed in correctly on the ground, you can have all the lift [climb power?] you want but will top out at the maximum Part 103 airspeed (which I

believe is not to exceed 74 knots). Merlin Lite finished and ready-to-fly — $31,000 equipped with electric-starting Polini 250DS two

-stroke engine, carbon propeller, tundra tires, airspeed indicator, electric trim, hydraulic brakes, 12-volt power supply, engine instruments, fuel gauge, air vents, EarthX lightweight battery, and 4.15-gallon wing tank that "still gives 3.5 hours endurance," said Chip.

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Pc9 Aircraft

Pc9 Aircraft - The Pilatus PC-9M is a single engine, advanced military training aircraft designed and built by Pilatus Aircraft Limited, Switzerland. The aircraft is manufactured principally to meet the requirements of the Swiss Air Force (SAF), the Royal Australian Air Force (RAAF), the Royal Saudi Air Force (RSAF) and the Royal Thai Air Force (RTAF). The aircraft was derived from its predecessor Pilatus PC-7 turbo trainer aircraft.

The PC-9M is an advanced version of PC-9. The variant boasts wide dorsal fins to enhance longitudinal stability, stall strips, a new engine and propeller controls. The PC-9 Mk2 is an improved version of PC-9M. The improved variant is developed by Pilatus and Beechcraft for the US. It was re-named as T-6A Texan II.

Pc9 Aircraft

The cockpit of PC-9M is upgraded with primary flight display (PFD) and multi function display (MFD), both of which provide clear visibility and display flight information. Engine monitoring, aircraft configuration, pressurisation, and environmental controls are available in the cockpit.

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The PC-9M can climb at the rate of 19.7m/s. The maximum and cruise speeds of the aircraft are 593km/h and 552km/h respectively. The stall speed is 143km/h. The range of the aircraft is 1,593km and service ceiling is 11,580m. The maximum endurance is 4 hours 30 minutes. The aircraft weighs around 1,781kg and the maximum take-off weight is 2,350kg.

The PC-9M is powered by a single Pratt & Whitney Canada PT6A-62 turboprop engine and a Hartzell four blade propeller made of aluminium. The engine can generate 857kW of power. The propeller rotates at a constant speed of 2,000 rpm.

The PC-9M is equipped with advanced Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) avionics suite for navigation, communication and identification. The avionics suite installed in the cockpit includes electronics flight instrumentation system (EFIS), Head Up Display (HUD), On-board Oxygen Generating System (OBOGS) and anti-G system.

The PC-9M has six under wing hard-points (three on each wing). These hard-points are fitted with two Rocket Pods, FN LAU 7 folding fin aerial rockets and two FN heavy machine guns (HMG). Each gun can fire 250 rounds of ammunitions.

Pilatus Pc-M Orders And Deliveries

The development of PC-9 began in 1982 to replace the ageing PC-7 fleet. Few aerodynamic changes were made to the PC-7 during 1982 and 1983. The maiden flight of PC-9 was completed on 7 May 1984. The aircraft was first certified in September 1985. It entered into service in 2004.

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An epicyclic speed reduction gearbox installed in the engine reduces propeller noise by optimising output speed. The engine is also equipped with multi-stage axial and single-stage centrifugal compressor, reverse flow combustor and a single-stage compressor turbine.

In 1997, Croatia signed a contract with the RAAF for supplying three second-hand PC-9M aircraft. Slovenia ordered nine aircraft in December 1997. Oman procured 12 aircraft in January 1999. Ireland ordered eight aircraft in January 2003. Bulgaria acquired 12 aircraft in 2004. Mexico was the last customer to receive two aircraft in September 2006.

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