electric rc airplanes

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Flying light aircraft have been around in one form or another for quite some time! I saw my first one in the 1980s in Tokyo.

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Undoubtedly, RC light aircraft were responsible for the explosive growth and helped to revive and regain the popularity of radio controlled flight.

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With the introduction of lithium batteries and brushless motors and advances in microelectronics, the development of battery-powered RC airplanes will continue to grow.

The power of an electric RC airplane is amazing, not to mention it is very easy to own and operate. With smooth running engines, it is difficult to maintain them and make sure they are working.

As an RC airplane pilot, I've noticed that both beginners and advanced pilots prefer light RC airplanes, so it's a great idea to get one like your first one.

Simple RC airplanes are great because they are so easy to fly and you really only need to operate two controllers. One control is the speed and the other is the direction you want to import.

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One of the best things about simple airplanes is that they can be ready to fly within 15 minutes of opening the box! Basically, it's hassle-free flying RC airplanes, which is what most beginners want and need.

Electric RC simulators are also available for people who want to really train in electric airplanes because that's all they're going to fly.

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Electric RC airplanes are powered by an electric motor and powered by a battery pack. Electric machines are not sophisticated and are cheaper than electronic machines. So my experience with electric motors has been great. I don't think you'll have any problems either, as long as you keep your EV and try not to crash.

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Offering simple inexpensive power, they are quite inefficient and low on speed/torque. You need an electronic cruise control. Simple 2-wire connection. Change directions to change the direction of rotation.

High performance, high speed and high power to weight. You need an electronic cruise control. Use a 3 wire connector, if you go the wrong way simply swap 2 of the 3 wires.

Lithium Polymer or Lipo batteries use a different chemistry to operate, resulting in lighter weight and higher capacity than NiMh batteries. A lipo also needs and MUST be charged with a charger specifically designed for lithium batteries. See Li-po for more information.

ESC (Electronic Speed ​​Controller) – Think of it as an electronic version of the throttle that opens and closes the carburetor on a gas engine, changing power by changing the amount of fuel/air entering the engine.

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An ESC simply changes the amount of current delivered to the motor, thus changing the power output of the motor.

It has two functions, it directs power to the receiver and servos, and monitors the battery charge level, and when the batteries are nearing discharge, reduces or stops power to the motor while maintaining current to the receiver and servos. which may arrive still under control.

Most electric RC airplanes already have a BEC integrated into the ESC, but some may not, so you will need a separate battery to power the radio system.

Hardware - Transceivers are devices that have both a transmitter and a receiver that are connected and have a common part. You only need to build an interface circuit to have a complete RF remote control system with Ming transmitter and receiver modules. A relay is an electrical switch that opens and closes under the control of another electrical circuit.

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I think every RC airplane pilot should have a space box. They are perfect for solving some of the problems that may arise during the flight. If you want to have a longer flight time with electric jets, you may want to purchase an additional battery.

For even longer life, you can buy a car charger for your RC airplane battery. One thing every beginner should consider is a good book or subscription to an RC airplane magazine.

All of the above component combinations have been successful, although you will find that the brushless motor and lithium battery airplane is the most efficient. This combination gives you more power and longer flight time!

Flying Electric RC Airplanes - or RC park flyers are fun, easy to learn to fly, incredibly high-tech fun and a great way to experience the challenge of flying - safely!

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It is also a great step for boys and girls of any age who dream of becoming future pilots. They can have fun and build confidence while learning about aerodynamics and what makes an airplane fly while improving their flying skills.

Basically, if you're looking for a fast small plane every now and then, then light r/c planes are perfect for you. If you want to get into advanced airplanes faster, I suggest you check out gas and RC jets.

If you've read Electric Airplane Basics, you may need more information on how to measure motors speed/thrust etc. when designing and building a model airplane. So here are some more great things to help people with a hobby that I learned or decided on myself.

It is simply based on multiplying the pitch of the propeller by approximately a certain number of revolutions per unit of time.

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For example, let's say we have a 7×5 prop that we know runs at 10,000 rpm, then the pitch speed for this model is 50,000 inches per second (5 of the prop pitch multiplied by 10,000 rpm .). Once you have this number, converting to more useful units (such as km/h or mph) is simply a matter of multiplying by the correct constant value.

So in the above example, with the engine running at 10,000 rpm, the pitch speed would be 76 km/h or 47 mph.

How to find RPM? Most engine manufacturers will publish this information with their machine. Some don't. If you don't have published information, you can usually make a reasonable guess by looking at the recommended voltage ranges of the car and assuming that the lowest published rating will switch the car at about 85% kV * volts (so for a 2000 sq motor at 11.1V you can expect about 19,000 rpm ./min With a spacer you can expect about 70% sq * volts (so 15,500 rpm based on the example above) and with a higher warranty maybe 50-55% (so 12,000 rpm for example).

The best way to find out the RPM if it is not published is to measure it with a tachometer.

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Finally, if the gearbox is reduced before turning the propeller, of course you have to factor that into your calculations. For example, a 3000kv motor is reduced by a 3:1 gearbox when the effective kv is 1000.

Thrust is a measure of the force produced by an engine/ratio combination. It's usually expressed in ounces or grams (and those of you who know your SI units know of course that grams are mass, not energy, and that it should be properly described as grams based on earth's gravity).

Generally, a larger diameter propeller will create more thrust to the point. You may have already noticed the business going on here. You generally get less high pitch speed, but you get more impact with a larger propeller.

If your device doesn't have the release information that comes with it, you have to figure it out by measuring yourself.

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e75l aircraft

E75l Aircraft - The Embraer E-Jet family of jets is a family of four small short-medium-range jets designed and manufactured by Brazilian aerospace manufacturer Embraer.

The E-Jet is designed as an addition to the previous ERJ line, Embraer's first jet-powered regional jet; Designed to carry between 66 and 124 passengers, it is larger than any previous aircraft the company has built. The existence of the project was revealed in early 1997, and was officially presented at the Paris Air Show two years later. On February 19, 2002, the first female E-Jet took flight; At the end of that year, mass production of this type began. In early March 2004, the first E170 delivery was made to LOT Polish Airlines.

E75l Aircraft

The E-Jet series has achieved commercial success primarily due to its ability to provide efficient route service with low demand while offering the same features and characteristics of larger jets. Early development issues, including hydraulic issues and gin-specific issues, have been resolved. quickly, and Embraer quickly expanded its product support to include Better global governance. The E-Jet family is commonly used by major and regional airlines around the world and has become particularly popular with regional airlines in the United States. It also serves as the basis for the Embraer Lineage 1000 business jet. In addition, in the 2010s, Embraer also developed a second regional jet, the E-Jet E2 series, which originated in the 2010s from the original E-Jet line. .

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During the 1990s, Brazilian aerospace manufacturer Embraer introduced the ERJ series, the first powered regional jets.

As demand for the ERJ series proved strong early on, the company decided it could no longer rely on just one line of aircraft and considered its options for producing a single regional jet. . .

In March 1997, Embraer revealed for the first time to the public that it was working on a new 70-seat aircraft, initially called the EMB 170; This disclosure was issued simultaneously with the announcement of the development of the ERJ 135.

According to the original concept, the EMB 170 has new wings and a large diameter fuselage that matches the nose and cockpit of the ERJ 145.

Foto De United E75l (n87318)

While Alia, Aerospatiale and British Aerospace through AI(R) are working on the Airjet 70 based on the ATR 42/72 fuselage with a range of 2,200 km (1,200 nmi), AI(R) and Embraer are working on the development. 70-seat aircraft since their separate project has not been launched.

Originally used two designations ERJ-170 and ERJ-190; These were later changed to Embraer 170 and Embraer 190 respectively. The first customer for this aircraft is the airline Frch Régional, which has placed an order and five options for the E170, and the airline Crossair of Switzerland, which has ordered 30 E170s and 30 E190s.

Difficulties with the special aircraft selected for the aircraft, provided by the American company Honeywell, lead to delays in the development schedule; Initially, the first flight was scheduled for the year 2000.

On February 19, 2002, the first female airplane was built, marking the beginning of experimental flight. Many years with a total of 6 pilot planes.

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In May 2002, the plane was put on public display at the Regional Aviation Association meeting. In the same year, full production of the E-Jet began; This activity is carried out around the finishing plant built directly by Embraer at its São José dos Campos facility.

Following positive feedback from the aviation community, Embraer launched the E175, which extended the E170's fuselage by 1.78 meters (5.8 feet).

In April 2003, jetBlue placed an order for 100 Embraer 190s, with deliveries beginning two years later.

After several delays in the certification process, the E170 received type approval from the Air Force. each house of Brazil, Europe and the United States in February 2004.

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On September 13, 2013, the delivery of the 1,000th E-Jet, the E175 to Republic Airways for American Eagle, was held at the Embraer factory in Sao José dos Campos, marked "E" - 1,000 Special. th "jet. Jet sticker" on the cabin window.

On December 6, 2017, the 1,400th E-Jet was delivered, an E175; It had a backlog of more than 150 company orders as of September 30, 2017.

On December 18, 2018, Embraer delivered its 500th E-Jet, an E175, to Alaska Air subsidiary Horizon Air, as Embraer captured 80% of the 76-seat market share in North America. To date, the Navy has completed 25 million flight hours in 18 million cycles (average 1.4 hours) with 99.9% reliability.

In November 2011, Embraer announced that it will develop an improved version of the E-Jet called the E-Jet E2 series. The new aircraft will have improved engines that are more fuel efficient and take advantage of new technologies.

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In addition to the new engine, the E2 series will also have new wings, improved flight and other improvements to the aircraft. The move comes at a time of high global fuel prices and Embraer is in a better position as rivals introduce new and more fuel-efficient aircraft, including the Mitsubishi Regional Jet.

The new family of aircraft also includes a larger variant, the E195-E2, which can carry more passengers. Between 120 and 146 people. This aircraft positions Embraer ahead of competing Airbus A220s. The PW1000G has previously been selected for use in competitive aircraft.

In January 2013, Embraer selected the Pratt & Whitney PW1000G turbofan engine to power the E2 series.

The Embraer E-Jet family consists of two main lines of commercial and business jets. The smaller E170 and E175 form the basic model aircraft, while the E190 and E195 are elongated versions, powered by different engines and with larger wings, lateral stabilizers and landing gear structures. From the start, the E-Jet was designed to last.

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E170 and E175 share 95% together, as do E190 and E195; 2 families have almost 89% in cooperation, keep the transportation system in the normal order and have assembled the space.

The E190 and E195 are similar to the early versions of the McDonnell Douglas DC-9 and Boeing 737. All members of the E-Jet family are available in basic, long-range (LR) and long-range (LR) high altitude (AR) models, the latter being intended for long-haul routes with a limited number of passengers.

The smaller member of the E-Jet family is powered by Geral Electric's Gine CF34-8E turbofan engines, each capable of generating up to 14,200 lbf (63 kN) thrust as the aircraft expands. Along with the Geral Electric engine that is more powerful than the engine. CF34-10E, capable of generating a maximum thrust of 20,000 lbf (89 kN).

These tools are designed to reduce noise and emissions, exceeding the requirements set by the International Civil Aviation Organization;

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The relatively low sonic signature allows the E-Jet to operate from airports that have imposed strict noise restrictions, such as London City Airport.

The flight deck is equipped with the Honeywell Primus Epic Electronic Flight System (EFIS) and is designed to facilitate common classification, allowing crew members to easily move between crew members. .

Early operations of the E-Jet were often plagued with flight problems; Through September 2008, Honeywell released a software update that sought to address unsupported issues.

The main cabin is configured with four equal seats (2+2) as standard and has a "double bubble" design that Embraer has deliberately developed for its passenger jets to provide standing space.

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The size of the cabin is significant compared to the narrow airliners from Airbus and Boeing to provide a higher level of comfort than most aircraft in the region.

Many operators have chosen to equip their aircraft with amenities such as Wi-Fi and in-seat power outlets. The window of the E-Jet series is relatively large at 185 square feet (0.119 m).

At the beginning of March 2004, the first E170 delivery was made to LOT Polish Airlines, other customers who received early deliveries were Alitalia and US Airways, a subsidiary of MidAtlantic Airways.

On March 17, 2004, LOT operated the first commercial flight of E-Jet, flying from Warsaw to Vina.

Embraer Emb 175

Customers who launched Crossair at this time ceased to exist after the takeover of Swissair, resulting in the cancellation of these orders.

In July 2005, the first E175 was delivered to Air Canada, ending rotational service with the airline that same month.

In April 2013, Air Canada began transferring 15 of its E175 fleet to its subsidiary Sky Regional Airlines, the reorganization was completed in September 2013.

As of July 2020, approximately 25 million passengers have flown on Canada's fleet for 650,000 flight hours, while a total of 25 E175 aircraft on both domestic and international flights to the United States are flown by air. Canadian Express brand.

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In March 2021, Air Canada announced its intention to consolidate all regional flights under the Jazz brand, thus defining the airline relationship between Sky Regional Airlines and Air Canada; Accordingly, all E175s were converted to Jazz.

The initial operation of the E-Jet was not without incident, with US operator JetBlue reporting alcohol problems with its fleet, while cold start hydraulic problems were experienced by Air Canada.

Embraer must rapidly expand its product support network

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e-11 aircraft

E-11 Aircraft - The US Air Force operates the E-11A, a highly modified Bombardier Global 6000 aircraft, as a "Wi-Fi in the Sky" link to enhance battlefield communications. (Photo: David McIntosh)

One of the rarest visitors to the Dubai Airshow 2021 is the US Air Force E-11A, a highly modified Bombardier Global 6000 business jet operating in the role of Battlefield Airborne Communications Node (BACN). The plane acts as a link that can overcome line-of-sight communication problems caused by mountainous terrain and other obstacles.

E-11 Aircraft

Described as a "Wi-Fi in the sky" system and developed as an urgent solution to the problems facing Afghanistan, BACN's payload first flew aboard the WB-57 high-altitude test of the NASA. Later, tested, and then in the field, in a Global 6000, the business jet was selected for a maximum altitude of 51,000 feet and an endurance of 12 hours. Three other Globals are provided with the system. The BACN payload is also installed on five Northrop Grumman EQ-4B Heavy Duty Long Endurance Unmanned Aerial Vehicles. The drones were recently deployed during Operation Inherent Resolve in Iraq and Syria.

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BACN provides a bridge between many users using different types of communication systems that are sometimes incompatible. A typical application involved connecting ground forces with close support aircraft in difficult terrain, allowing voice and critical data to pass between the two without relying on satellite communications.

Originally designated the RC-700 in its testing phase, the BACN-equipped Global 6000 was redesignated as the E-11A. The Air Force assigned four aircraft to the 451st Airborne Tactical Gateway, which was later renamed the 430th Expeditionary Electronic Combat Squadron and operated from Kandahar, Afghanistan from 2010 until the withdrawal of the United States, after which it moved its base of theater operations in Al Dhafra. Abu Dhabi. Abu Dhabi. Engine failure resulted in the loss of an aircraft over Afghanistan in January 2020, and an EQ-4B was also lost.

In June, the USAF awarded a contract to Bombardier for another 6,000 Global as a wear and tear replacement, with up to five more to be purchased as part of an indefinite delivery contract, in unspecified quantities for joins the existing fleet of three aircraft. The aircraft will be fitted out in Wichita, Kansas, with an interior installed in Tucson, Arizona, where it will also be painted. Days before announcing the order, the Air Force said it would have a squadron of E-11As at Robins AFB in Georgia as that base begins to phase out its current fleet of E-8 J-STARS, and this article needs additional citations for verification. . Please help improve this article by adding citations to trusted sources. Material that is not purchased may be challenged and removed. Find sources: "Battlefield Airborne Communications Node" - journal articles, JSTOR book search (July 2011) (Learn how to delete this template message)

The Battlefield Airborne Communications Node (BACN) is a United States Air Force (USAF) airborne communications relay system carried by the unmanned EQ-4B and Bombardier E-11A. BACN can flow real-time information across the battlefield between similar and dissimilar tactical data links and voice systems through relay, bridging, and data translation in line-of-sight and offline situations.

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Because of its flexible deployment options and the ability to operate at high altitudes, BACN is capable of air and surface forces to overcome communication difficulties caused by mountains or other rugged terrain or distance. BACN provides critical information at all operational levels and enhances situational awareness by linking tactical and operational aerial and ground imagery. For example, an Army unit on the ground sees a different image than an aircrew, but with BACN, both can see the same image.

On February 22, 2010, the USAF and the Northrop Grumman BACN team received the 2010 Network Ctric Warfare Award from the Defse Institute and Governmt Advancemt.

Individual tactical data links, such as Link 16 and EPLRS, are part of the larger Tactical Data Link Network, Compass Tactical Data Links, Common Data Links, and Weapons Data Links. Most military platforms or units are equipped with tactical data link capabilities tailored to their individual missions. These tactical data-link capabilities are not necessarily interoperable with each other, which pervades the digital exchange of information between military units. BACN acts as a universal translator or gateway that makes tactical data links work with each other. BACN also serves as an aerial repeater, connecting military units equipped with tactical data that are not within sight of each other.

Interoperability between waveforms for air networks is an ongoing challenge. There are several systems developed to meet the challenge including Air Defse Systems Integrator (ADSI),

E 11a Bacn (9358) Model

The solution was an "objective gateway" that acts as a global translator to make data from one network interoperable with another.

In 2005, the AFC2ISRC and the USAF ESC created BACN as a demonstration of Target Gate technology to provide voice and data interoperability between aircraft in a single battle area. The four main principles

BACN was successfully demonstrated in Joint Expeditionary Force eXperimt (JEFX) 2006 and JEFX 2008 and selected for field deployment.

Having critical air support for the forces in contact with the emu supports ground and air forces.

Battlefield Airborne Communications Node

This project is not limited to combat operations. It provided the leader of the world food caravan with "comms-on-the-move". This ability allows convoys to stay in constant contact with air support and with command channels in complex or adverse terrain, while mitigating vulnerability to attacks as the node is constantly on the move.

The BACN prototype was developed and tested in 2005-2008 aboard NASA's WB-57 High Altitude Test Aircraft during Combined Expeditionary Force trials and other trials. The last two WB-57s were used for this mission in Afghanistan.

BACN was also deployed for testing on the Bombardier Global 6000 and was initially designated RC-700A under the Reconnaissance Classification. The aircraft was later renamed E-11A in the Special Electronics Fitting category.

The Global 6000 was chosen for its high service ceiling (up to 51,000 feet) and long flight time (up to 12 hours). These flight characteristics are critical to providing unified data links and voice networks in the mountainous terrain encountered in a theater of operations.

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Additional E-11As were deployed to increase availability and flexibility. These were used in operations in Afghanistan.

BACN payloads were also developed, installed and operated on a special variant of the EQ-4B Global Hawk aircraft to provide long-duration high-altitude communications coverage. The combination of BACN payloads on the E-11A and EQ-4 gives planners and operators the flexibility to adapt to mission needs and increase battlefield coverage to nearly 24-hour operations /7.

The effectiveness of BACN led to a request for more EQ-4B Global Hawk aircraft to be built and installed with BACN for use in the field.

The BACN system continues to be a high-demand system that the Air Force will likely continue to use for many years.

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BACN has been a controversial program within the Department of Defense. This is due to a number of problems that include personality clashes between the service personnel who conceived the project in late 2004 and the traditional procurement bureaucracy.

This was especially true among the developers of the former Air Command and Control and Intelligence, Surveillance, and Reconnaissance at Langley AFB, Virginia and the acquisition partners at Electronic Systems Cter (ESC) at Hanscom AFB, Massachusetts, part of Air Materiel Command.

BACN divides military planners and procurement bureaucrats into two major fronts. First, how will the Airborne Network evolve beyond the tactical data links found on today's platforms. Second, the BACN effort assumes that the capability will initially be "outsourced" to commercial companies that will provide an "air network" as a service to the Department of Defense for the foreseeable future.

With the potential of a contested electromagnetic spectrum (EMS) growing in an era of great power rivalry, Professor Jahara Matisek proposed the idea of ​​a "BACN Network" (and a former E-11 BACN pilot) to the United States Air Force Academy. , as a way to pursue options to fight new multi-domain wars against their peers. In particular, Professor Maticek proposes that smart node modules (ie, lightweight BACN payloads mounted on hard-end aircraft), can provide layered BACN "bridge" communications and Tactical Data Link (TDL) services to warfighters in a contested EMS battlefield, without implementing a specific BACN plan. For example, in the Pacific - where infrastructure is limited - the concept of a "BACN" can be used to generate images of the battlefield in real time, which prove useful when a nearby adversary attempts local jamming via EMS. The BACN-mesh concept, if used properly with multiple smart aircraft equipped with smart nodes, "will create a complex, waterproof, mutually reinforced communications network with multiple relay nodes." Kandahar Airport (KAF), Afghanistan, Aug. 1, 2017. The E-11 BACN is a vital airborne signal relay, enabling real-time communications between friendly forces in the air and on the ground. There are only four E-11s in the Air Force, operating 24 hours a day in a "no fail" mission. All four E-11s belong to the 430th Combat Electronic Reconnaissance Squadron, of the 451st Air Expeditionary Group, in the KAF.

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Commonly known as the Battlefield Airborne Communications Node, or BACN, the E-11A is a USAF aircraft that provides unparalleled communications capabilities to coalition forces on the ground.

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e170 aircraft

E170 Aircraft - The Embraer E-Jet family is a series of four-row narrow-body short and medium-range twin jet aircraft designed and manufactured by the Brazilian aerospace manufacturer Embraer.

The E-Jet was developed as an addition to the previous ERJ family, Embraer's first jet-powered regional jet; Designed to carry between 66 and 124 passengers, it was larger than previous aircraft produced by the company. The existence of the project was revealed in early 1997, and two years later it was officially introduced at the Paris Air Show. On February 19, 2002, the first E-Jet prototype made its first flight; Mass production of this type began later that year. In early March 2004, the first E170 deliveries were made to LOT Polish Airlines.

E170 Aircraft

The E-Jet series has achieved commercial success, primarily due to its ability to efficiently serve low-demand routes, and offers many of the same features and capabilities as larger aircraft. The initial teething problems inherent to hydraulics and hydraulics were quickly resolved, and Embraer rapidly expanded its product support department to improve global coverage. The E-Jet family is widely used by long-haul and regional airlines around the world and has become particularly popular with regional airlines in the United States. It also served as the basis for the Embraer Lineage 1000 business jet. Furthermore, in the 2010s, Embraer introduced the second generation of regional jets, the E-Jet E2 family, derived from the original E-Jet family.

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In the 1990s, Brazilian aerospace manufacturer Embraer introduced the ERJ family, the first jet-powered regional jet.

With early demand for the ERJ series strong, the company decided it could no longer rely on a single family of aircraft and considered its options to produce additional regional jets, including larger and more advanced designs than its predecessors. .

In March 1997, Embraer first revealed that it was investigating a new 70-seat aircraft, initially called the EMB 170; The discovery was released at the same time as the announcement of the development of the ERJ 135.

As originally conceived, the EMB 170 was to have a new wing and a larger diameter fuselage integrated into the nose and cockpit of the ERJ 145.

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While Alia, Aerospatiale and British Aerospace were exploring a 2,200 km (1,200 nmi) Airjet 70 based on the ATR 42/72 fuselage using AI(R), AI(R) and Embraer were exploring joint development. of the 70-seat jet, as their separate projects have yet to be launched.

Initially using twin designations ERJ-170 and ERJ-190; These were later renamed the Embraer 170 and Embraer 190 respectively. Customers for the launch of the airliner are France Régional, which placed orders and five variants for the E170, and the Swiss airline Crossair, which ordered 30 E170s and 30 E190s.

Difficulties with the advanced avionics chosen for the aircraft, supplied by American company Honeywell, led to delays in the development plan; Initially, the first flight was supposed to be carried out in 2000.

On February 19, 2002, the first prototype made its maiden flight, marking the beginning of a multi-year flight test campaign that included a total of six prototypes.

Embraer E Jet Family

In May 2002, the aircraft was shown to the public at the Regional Airline Association convention. In the same year, full-scale production of the E-Jet was implemented; The work revolved around a factory built directly by Embraer at its San Jose dos Campos base.

After a positive response from the airline community, Embraer launched the E175, which lengthened the fuselage of the E170 by 1.78 meters (5.8 ft).

In April 2003, JetBlue placed an order for 100 Embraer 190s, with deliveries beginning two years later.

After several delays in the certification process, the E170 received type certification in February 2004 from civil aviation authorities in Brazil, Europe and the United States.

E170 And E175 Jets Receive Type Approval For Operation In Russia. Embraer

September 13, 2013 Delivery of the 1,000th E-Jet E175 to Republic Airlines for American Eagle at the Embraer factory in San Jose dos Campos with a special "1000-E-Jet" sticker above the cockpit window.

1400 E-Jet delivered on December 6, 2017, E175; As of September 30, 2017, more than 150 firm orders were in the backlog.

On December 18, 2018, Embraer delivered the 1500-E-Jet, E175, to Alaska Air subsidiary Horizon Air as Embraer claims an 80% market share of 76-seat aircraft in North America. At this point, the fleet has completed 25 million flight hours in 18 million cycles (an average of 1.4 hours) with 99.9% validity.

In November 2011, Embraer announced that it would develop upgraded versions of the E-Jet to be called the E-Jet E2 family. The new jets would have improved fuel economy and advanced jet engines that would utilize the new technologies.

Airnorth Embraer 170

In addition to new fuselages, the E2 family would include new wings, improved avionics and other improvements to the aircraft. The move comes at a time when global fuel prices are high and Embraer is in a better position as rivals introduce new and more fuel-efficient jets, including the Mitsubishi Regional Jet.

The new aircraft family also includes a much larger variant, the E195-E2, which can carry between 120 and 146 passengers. The jet puts Embraer in a better position against rival Airbus A220. The PW1000G was previously selected for use in competing aircraft.

In January 2013, Embraer selected the Pratt & Whitney PW1000G turbofan to power the E2 family.

The Embraer E-Jet family consists of two main business families and a business jet variant. The smaller E170 and E175 form the base model of the aircraft, while the E190 and E195 are stretched versions powered by different engines and equipped with a larger wing, horizontal stabilizer and landing gear structures. The E-Jet is designed to last from the ground up.

Embraer E170 175 Regional Pack

The E170 and E175 share 95% of the same common as the E190 and E195; The two families share about 89% commonality, retaining the same fuselage cross-sections and avionics.

The E190 and E195 have similar capacities to the original versions of the McDonnell Douglas DC-9 and Boeing 737. All members of the E-Jet family are available in base, long-range (LR) and advanced-range (AR) models, Designed for long-haul flights with limited passenger numbers.

Smaller members of the E-Jet family are powered by Geral Electric CF34-8E turbofan engines, capable of up to 14,200 lb (63 kN) of thrust each, while larger jets are equipped with more powerful Geral Electrics. The CF34-10E is capable of a maximum thrust of 20,000 lbf (89 kN).

The copper machines are designed to reduce noise and emissions beyond the requirements set by the International Civil Aviation Organization;

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The relatively low acoustic signature allows the E-Jet to operate from airports with strict noise restrictions, such as London City Airport.

The flight deck is equipped with the Honeywell Primus Epic Electronic Flight Instrument System (EFIS) and is designed to facilitate a common type rating, allowing easy movement of aircrew between different family members without requiring any retraining/recertification. and provide more flexibility to operators.

Early operations of the E-Jet were plagued by avionics issues; Since September 2008, Honeywell has released software updates that attempt to fix the reported problems.

The main cabin is configured with four rows of seats (2+2) as standard and features a "double bubble" design that Embraer developed specifically for its business passenger jets.

Embraer E170 (dani)

Cabin areas are comparable to tight shoulders from Airbus and Boeing to provide more comfort than most regional jets.

Many operators have chosen to equip their aircraft with amenities such as Wi-Fi and in-seat power outlets. The windows of the E-Jet family are relatively large, with an area of ​​185 sq m (0.119 m).

In early March 2004, the first E170 deliveries were made to LOT Polish Airlines, with other customers being Alitalia and US Airways. it. Airways subsidiary Midatlantic Airways.

On March 17, 2004, Lott operated the first commercial flight of the I-Jet from Warsaw to Vienna.

Geminijets Alaska Airlines E170 200lr 1/400 Reg# N186sy

Customer launch Crossair went out of business at the same time after taking over Swissair, which led to the cancellation of the orders.

In July 2005, the first E175 was delivered to Air Canada and entered review service with the airline that same month.

In April 2013, Air Canada began transferring its E175 fleet of 15 to subsidiary Sky Regional Airlines, a reorganization that was completed in September 2013.

As of July 2020, the Canadian fleet has flown approximately 25 million passengers and logged a total of 650,000 flight hours, with a total of 25 E175s in service on domestic and cross-border flights to and from the United States. Canada Express branding.

E170 3d Model $67

In March 2021, Air Canada announced its intention to unify all regional flights under the Jazz brand, thereby establishing a relationship between Sky Regional Airlines and Air Canada; Accordingly, all E175s were transferred to Jazz.

Early operations of the E-Jet were not without problems, with American operator JetBlue experiencing hydraulic problems in its fleet, Air Canada reporting hydraulic problems during cold starts.

Embraer needed to rapidly expand its product support network

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el cajon airplane crash

El Cajon Airplane Crash - EL CAJON (CNS) - A pilot was seriously injured but managed to walk away from the wreckage of a light plane that crashed into a city street in eastern San Diego County on Thursday.

The Cessna 195 engine collapsed shortly after 10:30 a.m. between two bridges that separate the eastbound and westbound lanes of Interstate 8 over Greenfield Drive in El Cajon, Heartland Fire & Rescue spokesman Andy McKellar said.

El Cajon Airplane Crash

When the plane hit the street, it collided with an eastbound Hyundai Santa Fe, causing "moderate serious" damage to the small SUV, according to the California Highway Patrol.

El Cajon Plane Crash Probe Continues; Victims Identified

However, the plane "rolled pretty well" and the nose pitched to the point where the propeller was essentially facing backwards, McKellar said.

The 65-year-old pilot, a resident of San Diego and the sole occupant of the Cessna, was awake and conscious after the crash. Paramedics took him to Sharp Memorial Hospital in San Diego for serious but non-life-threatening injuries, CHP Public Affairs Director Travis Garrow said.

The cause of the crash that closed the 1700 block of Greenfield Drive is not yet known.

"We know (the pilot) was in contact with Gillespie Field (Airport) prior to the incident," McKellar said.

Unknown Injuries' After Fiery Plane Crash In El Cajon Area Neighborhood: Sheriff

According to the FAA statement, the Federal Aviation Administration and the National Transportation Safety Board are working to determine the cause of the crash.

UPDATE: 1700 Greenfield Dr. is closing. There are currently no road closures. The CHP is handling the incident and the El Cajon Police Department is assisting with traffic control. Stay away from the area. — El Cajon Police (@elcajonpolice) August 18, 2022 A pilot was able to walk away from the wreckage after the light plane he was flying crashed into a city street in El Cajon on Thursday. Image via OnScene..TV.

A pilot made it out of the wreckage of the small plane he was flying after it crashed into a city street in eastern San Diego County on Thursday.

The Cessna 195 engine collapsed shortly after 10:30 a.m. between two bridges that separate the eastbound and westbound lanes of Interstate 8 over Greenfield Drive in El Cajon, Heartland Fire & Rescue spokesman Andy McKellar said.

Four People Die In Burning Plane Crash Near El Cajon

The plane crashed into the SUV when it hit the street and sustained minimal damage, McKellar said. However, the plane "rolled pretty well" and the nose pitched to the point where the propeller was essentially pointing backwards, he said.

The 65-year-old pilot, a resident of San Diego and the sole occupant of the Cessna, was awake and conscious after the crash. Paramedics took him to Sharp Memorial Hospital in San Diego for serious but non-life-threatening injuries, CHP Public Affairs Director Travis Garrow said.

The cause of the crash that closed the 1700 block of Greenfield Drive is unknown at this time.

"We know (the pilot) was in contact with Gillespie Field (Airport) prior to the incident," McKellar said.

San Diego Plane Crash: Aircraft That Took Off From John Wayne Airport In Orange County Crashes In Neighborhood In El Cajon

According to the FAA statement, the Federal Aviation Administration and the National Transportation Safety Board are working to determine the cause of the crash.

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easy paper airplane instructions

Easy Paper Airplane Instructions - To make the best paper airplane, you need to find the best paper airplane and also the best paper airplane model. Don't worry because it's just a cake. You can find a tutorial on YouTube or follow the instructions below.

Creating a paper airplane can be a bit tricky. If it fails, sometimes a manufactured paper plane cannot fly properly. So, here are three things you need to know about the best paper for making a paper airplane.

Easy Paper Airplane Instructions

The size of your paper is very important. Because the paper will affect the size of the plane and the model paper of the plane that will be used. The best sizes you can use are US Letter (measures 215.9 mm x 279.4 mm) and A4 (measures 210 x 297 cm).

How To Make A Paper Airplane That Flies Far: Strike Eagle

They are not too small or too big. You can customize the paper plane freely. Also, both sizes are easy to find.

Paper that is too thick and heavy usually affects the level of the paper plane. Therefore, many people choose paper as thin as possible to make paper airplanes fly easily.

If paper that is too heavy can be difficult to fly, paper that is too thin is also bad. Even if it is light, paper that is too thin will be too fragile. Therefore, it cannot withstand the wind.

Therefore, we recommend using 80-90 GSM. Because this is simple and easy to find, it is also easy to create. One sheet weighs 5 grams. It is the best weight to fly against the wind.

How To Make A Paper Airplane Instruction Vector Image

If both the above points are met, then you can look for the best material available. Plain printing paper is great. However, it is better if the material used is waterproof paper so that it can withstand water.

Paper airplanes are a simple art of origami. With just one paper that can be folded into several parts, we can get a paper airplane that can fly in the sky. If you've never folded a paper plane before, here are six steps to folding a paper plane:

5. Fold the side down until you reach the bottom of the plane, then do the same on the other side.

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electra airplane

Electra Airplane - The Lockheed L-188 Electra is a low-profile, four-engine turboprop commercial airliner designed and built by the Lockheed Corporation of the United States from 1957 to 1961, to meet the demands of American Airlin's demand for a aircraft that could work in the short and long term. domestic medium-haul routes.

The Electra became the first propeller-driven commercial airliner to be manufactured in the United States, and despite very good initial sales, fatal crashes between 1959 and 1960 forced a Costly modifications to the aircraft had to correct a error in the design of the aircraft, which led to the production release of the model this.

Electra Airplane

Many Lockheed L-188 Electras have been converted into cargo planes and some of them are still in service as of early 2016, some firefighting modified copies are also in use, such as tanker planes,

Lockheed L 188 Electra Passenger & Cargo Fsx

This model served as the basis for the Lockheed P-3 Orion maritime patrol aircraft, an aircraft still in service with many air forces around the world.

Development of the Lockheed L-188 Electra began in 1954 in response to a request from the American company Airlin for an aircraft that could perform well on short and medium range routes. The first prototype performed its maiden flight on December 6, 1957. Many other airlines became interested in the aircraft and soon the order list grew to 144 aircraft. Its first commercial flight was on January 12, 1959, as part of Eastern Airlin.

However, Lockheed Corporation's optimism about the aircraft's future sales was marred by a series of accidents between 1959 and 1960 – two of which separated in mid-flight – leading to numerous order cancellations. As a precaution, speed and altitude limits have been applied to the Electra in action.

After a long investigation by Lockheed in collaboration with NASA, it was finally discovered that the cause of the aircraft's structural failure was an error in the design of the engine structure, which created vibrations caused by the airplane. The entire structure was redesigned, received a lot of structural reinforcement, transferring all existing units from the L-188 through a modification program called LEAP (Lockheed Electra Action Program, in English) Spain: "Lockeed Electra Action Program" ), solved the problem, and authorized the suspension of the flight restrictions with which they had to comply until now.

Lockheed Electra L 188 Prop Jet Allisonsolid Kiln Dried Mahogany Wood Handmade Desktop Display Scale Replica

However, the image of this aircraft model was seriously damaged for air transport users in the United States, which was one of the reasons for the early production, of the last aircraft delivered, an L-188C, for the Garuda company. January 15, 1961

Of a total of 170 Electras built, as of June 2011, 58 have been taken out of service due to collisions and other accidents. A smaller version of the Lockheed Model 10 Electra, the Lockheed 12 is not as popular as a passenger aircraft but is widely used as corporate and government transport. Some are also used to test new aircraft technologies.

After Lockheed introduced the Model 10 Electra, which carried 10 passengers, the company decided to develop a smaller version to better suit its role as a "tanker aircraft" or company vehicle.

At the same time, the United States Department of Aviation Commerce also assessed demand for a small feeder aircraft and announced a design competition for it. For an applicant to qualify for the competition, a prototype must fly before June 30, 1936.

Lockheed Electra 10a Airplane Stock Photo

Lockheed based its candidate, dubbed Model 12 Electra Junior, around a miniature Electra. It will only carry six passengers and two pilots but will use the same 450 hp (340 kW) Pratt & Whitney R-985 Wasp Junior SB engine as Electra's mainline version, the 10A.

It also had the Electra's twin rudders and tail fins, which became a Lockheed trademark. The landing gear was a conventional tail tractor, with the main wheels moving rearward in spokes; As was often the case with retractable gears of the time, the bottom of the wheel remained open in the event of an emergency landing or the pilot simply forgetting to deploy a new landing gear, mine.

As in the Electra and the Boeing 247, the main wing of the Model 12 pierces the cockpit; Small steps are placed on either side of the crosspiece to facilitate the movement of passengers.

Although the standard cabin layout accommodates six passengers, Lockheed also offers a more spacious and luxurious layout for business or private owners.

Lockheed Electra Cockpit View

Three days before the competition deadline, at 12:12 p.m. local time, the time deliberately chosen for the Model 12 number.

It turned out that two other competing tests, the Beechcraft Model 18 and the Barkley-Grow T8P-1, weren't ready ahead of time, so Lockheed didn't win. The name "Electra Junior" was not as popular as Electra's original name. Most users simply refer to the aircraft by its model number, the Lockheed 12.

Almost all Lockheed 12s built are 12A or derived from 12A. There was also the Model 12B, powered by a 440 hp (330 kW) Wright R-975-E3 Whirlwind radial engine, but only two of these models were built.

Although Lockheed also announced the Model 12F, powered by the Wright R-760 Whirlwind inline-seven, and the Model 12M, powered by a 290 hp (220 kW) Masco six-cylinder engine,

File:1965 The Burnt Out Wreckage Of Teal Lockheed Electra Zk Tec At Whenuapai, Auckland.jpg

Although the Lockheed 12 won the government competition, most airlines rejected it, and very few Lockheed 12s were used as passenger aircraft.

A notable user of the airline was the new Contintal Air Lines, whose fleet of three Lockheed 12s flew between Dver, Colorado, and El Paso, Texas in the late 1930s.

Another, British West Indian Airways Ltd., flew the Lockheed 12 on Caribbean routes in the Lesser Antilles in the mid-1940s.

Some were purchased by the United States Army Air Corps as military personnel carriers, which the force designated the C-40, and by the United States Navy, which used the designation JO, or in one particular case, R3O-2. With the onset of World War II, many civilian Lockheed 12s were requisitioned by the United States Army and Navy, Royal Air Force, and Royal Canadian Air Force.

Lockheed Electra 10a Vintage Airplane Preparing For Flight On Airport Editorial Stock Photo

Sidney Cotton modified these planes for aerial and civilian photography, surreptitiously flying over and photographing many German and Italian military installations in the months leading up to World War II.

The primary military user of the Lockheed 12 was the Royal Dutch East Indies Army Air Force, which purchased 36 aircraft.

Six of these were the Type 212, a version created by Lockheed to train bomber crews, comprising a .303 in (7.696 mm) machine gun in an unpowered retractable turret mounted on a fuselage section, a .303 caliber second . machine gun fixed in the nose and a bomb pylon under the wing that could hold eight 100 lb (45 kg) bombs.

Several Lockheed 12s were used as test sites for the technology. America. The National Advisory Committee for Aeronautics (NACA) purchased two, adding an additional longitudinal fin to each to test stability improvements. One of NACA's Lockheed 12s was used to test "hot wing" de-icing technology, in which hot exhaust gases from the gins are directed over the forward edge of the wing to prevent ice from s 'accumulate.

Model, Static, Lockheed Electra, Amelia Earhart

These had the normal landing gear replaced by a non-retractable version with a large nose wheel and the main wheels moving rearward on spokes.

) The device cannot be retracted because there is no space in the structure to place it in the retracted position.

Simplified parts are placed on the gears to reduce drag. One of the Lockheed 12s wt tricycles returned to the US Navy as XJO-3 and performed landing tests on the aircraft carrier USS Lexington to study the suitability of the biplane tricycle for aircraft carriers operating on aircraft carriers.

Another wt arrived in the US Army as the C-40B, and another was retained by Lockheed for private testing; both were eventually converted back to the normal landing gear configuration.

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Milo Burcham flew a Lockheed 12A in the 1937 Bdix Trophy from Burbank, California to Cleveland, Ohio. This 12A has an extra fuel tank in the cabin, saving it time on a tireless 2,043-mile (3,288 km) journey.

12A came in fifth place with an average speed of 184 mph (296 km/h); It was an impressive performance, as the first and fourth place winners were both Seversky P-35 private fighters.

Another Lockheed 12A, owned by the Republic Oil Company and named The Texan, was modified by pilot Jimmie Mattern for an attempted round-the-world flight. Mattern filled the 12A's cabin with fuel and removed the windows and doors; The crew ter

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