Super Sonic Radio-Spectrum Airfoils

A combat fighter is tasked, given sufficient combat persistence, to: search, locate, target, interrogate (IFF), coordinate, maneuver and employ weapons - against other aerial objects.

This is a vastly different mission than that of bomber, strike, observation or reconnaissance, which are free to exploit ‘avoidance’ - at all costs.
If the primary targeting/engagement sensor uses the same radio electromagnetic spectrum that a fighter platform is designed to conceal/defeat - could this not incur inherent aerial object (target) detect issue(s) under some/all/specific operational conditions?

The mechanics of ones own radar return signals passing freely (being transmitted then being received) back and forth through the nose of a radio-spectrum-defeating barrier, (stealth) opposed to an aerodynamic defeating barrier, (a traditional conical nose shape) – is an engineering problem that should not be understated?

According to publicly available information, the F-117 did not possess or employ a radar. The B2 uses synthetic-aperture-class radar for ground detail. By the USAF Association own assertions, the AIM-120 engagement ranges seem to fall well within the detect range envelope, of modern (non radio spectrum) infrared search and track (IRST) systems?

Air-to-air missile ranges have historically been ‘extended’ by the launch aircraft accelerating into a supersonic ‘dash’ - to give launch weapons more energy at weapon release - in effect - to push.

Sustained supersonic flight generates aerodynamic airframe heating due to atmospheric friction (like NASA Space Shuttle during reentry). An aircraft must be designed to operate and function under very high temperatures. Lockheed’s SR-71 Blackbird could fly continuously at Mach 3.1 while portions of its airframe radiated temperatures of ~ 315°C (600°F) - at altitude.

Both the Lockheed F-117 and Northrop B2, are subsonic platforms with non-afterburning, (non-reheat) engines.
To date there has been no responses (built in any known quantities similar) to F-117, B2 or F-22? Wind of an F-117 Nighthawk program must have been known by international intelligence agencies by say - the end of the Ronald Reagan’s first term?

Fighter aircraft with internal weapons that cannot expose (articulate its missiles) to the airstream, to provide unobstructed fields-of-view for missile seeker heads – may have disadvantages in the modern-future: IRST/DRFM/helmet-sighting, air-combat arena?
Remember, even if they see you – they still have to hit you.

The use of plasma technologies have been discussed and possibly tested now for several years. The inherent problem here is, by inducing a high-energy plasma to control opponent radar mechanics; the plasma itself creates it own host of electromagnetic (EM) emissions.

Whether other nations can/will actually develop and deploy a F-22 class aircraft, time will tell.


for more about future weapon technology go to : http://www.futurefirepower.com/category/aircraft

CIVIL AVIATION AUTHORITY

Civil aviation is one of two major categories of flying, representing all non-military aviation, both private and commercial. Most of the countries in the world are members of the International Civil Aviation Organization (ICAO) and work together to establish common standards and recommended practices for civil aviation through that agency.

Civil aviation includes two major categories:

Scheduled air transport, including all passenger and cargo flights operating on regularly-scheduled routes; and
General aviation (GA), including all other civil flights, private or commercial
Although scheduled air transport is the larger operation in terms of passenger numbers, GA is larger in the number of flights (and flight hours, in the U.S.[1]) In the U.S., GA carries 166 million passengers each year,[2] more than any individual airline, though less than all the airlines combined.

Most countries also make a regulatory distinction based on whether aircraft are flown for hire:

Commercial aviation includes most or all flying done for hire, from sightseeing in a small plane to charter flights to a hunting lodge to scheduled service on airlines; and
Private aviation includes pilots flying for their own purposes (recreation, business meetings, etc.) without receiving any kind of remuneration.
All scheduled air transport is commercial, but general aviation can be either commercial or private. Normally, the pilot, aircraft, and operator must all be authorized to perform commercial operations through separate commercial licensing, registration, and operation certificates.


[edit] Civil aviation authorities
The Convention on International Civil Aviation (the Chicago Convention) was originally established in 1944: it states that signatories should collectively work to harmonize and standardize the use of airspace for safety, efficiency and regularity of air transport.[3] All the States signatory to the Chicago Convention, now 188, are obliged to implement the Standards and Recommended Practices (SARPs) of the Convention.

Each signatory country has a Civil Aviation Authority (CAA) (such as the FAA in the United States) to oversee the following areas of civil aviation:

Personnel Licensing — regulating the basic training and issuance of licenses and certificates.

Flight Operations — carrying out safety oversight of commercial operators.

Airworthiness — issuing certificates of registration and certificates of airworthiness to civil aircraft, and overseeing the safety of maintenance organizations.

Aerodromes — designing and constructing aerodrome facilities.

Air Traffic Services — managing the traffic inside of a country's airspace.

International Air Transport Association

The International Air Transport Association (IATA) is an international industry trade group of airlines headquartered in Montreal, Quebec, Canada, where the International Civil Aviation Organization is also headquartered. IATA's mission is to represent, lead and serve the airline industry. IATA represents some 230 airlines comprising 93% of scheduled international air traffic. The Director General and Chief Executive Officer is Giovanni Bisignani. Currently, IATA is present in over 150 countries covered through 101 offices around the globe.

History
IATA was formed in April 1945, in Havana, Cuba. It is the successor to the International Air Traffic Association, founded in The Hague in 1919, the year of the world's first international scheduled services. At its founding, IATA had 57 members from 31 nations, mostly in Europe and North America. Today it has over 240 members from more than 140 nations in every part of the world.

Activities
For fare calculations IATA has divided the world in three regions:

South, Central and North America.
Europe, Middle East and Africa. IATA Europe includes the geographical Europe and Turkey, Israel, Morocco, Algeria and Tunisia.
Asia, Australia, New Zealand and the islands of the Pacific Ocean.
To this end, airlines have been granted a special exemption by each of the main regulatory authorities in the world to consult prices with each other through this body. However, the organisation has been accused of acting as a cartel, and many low cost carriers are not full IATA members. The European Union's competition authorities are currently investigating the body. In 2005, Neelie Kroes, the European Commissioner for Competition, made a proposal to lift the exception to consult prices. In July 2006, the United States Department of Transportation also proposed to withdraw antitrust immunity. IATA teamed with SITA for an electronic ticketing solution.

IATA assigns 3-letter IATA Airport Codes and 2-letter IATA airline designators, which are commonly used worldwide. ICAO also assigns airport and airline codes. For Rail&Fly systems, IATA also assigns IATA train station codes. For delay codes, IATA assigns IATA Delay Codes.

IATA is pivotal in the worldwide accreditation of travel agents with exception of the U.S., where this is done by the Airlines Reporting Corporation. Permission to sell airline tickets from the participating carriers is achieved through national member organisations. Over 80% of airlines' sales come from IATA accredited agents.

IATA administrates worldwide the Billing and Settlement Plan (BSP) and Cargo Accounts Settlement Systems (CASS) that serve as a facilitator of the sales, reporting and remittance of accredited travel and cargo agencies. Both settlement programmes are ruled by standards and resolutions.

IATA regulates the shipping of dangerous goods and publishes the IATA Dangerous Goods Regulations manual, a globally accepted field source reference for airlines' shipping of hazardous materials.

IATA maintains the Timatic database containing cross border passenger documentation requirements. It is used by airlines to determine whether a passenger can be carried, as well as by airlines and travel agents to provide this information to travellers at the time of booking.

IATA publishes standards for use in the airline industry. The Bar Coded Boarding Pass (BCBP) standard defines the 2-Dimensional (2D) bar code printed on paper boarding passes or sent to mobiles phones for electronic boarding passes.

IATA publishes the IATA Rates of Exchange (IROE) four times per year, used with the Neutral Unit of Construction (NUC) fare currency-neutral construction system that superseded the older Fare Construction Unit (FCU) system in 1989.

In 2004, IATA launched Simplifying the Business - a set of five initiatives which it says will save the industry US$6.5 billion every year. These projects are BCBP, IATA e-freight, CUSS (common use self-service), Baggage Improvement Programme (BIP) and the Fast Travel Programme.

In 2003, the IATA Safety Operational Audit (IOSA) was launched with the aim to serve as a standard and worldwide recognized certification of airlines' operational management. The IOSA certification has now become an mandatory requisite for all IATA member airlines

IATA is member of the Air Transport Action Group (ATAG).

JRM Mars

The Martin JRM Mars was the largest flying boat ever to enter production although only 6 were built. The U.S. Navy contracted the development of the XPB2M-1 Mars in 1938 as a flying dreadnought for ocean patrol.

In 1959, the remaining Mars were sold for scrap. Dan McIvor, who represented a consortium of British Columbia lumber companies, recognized their potential value as water bombers and had them converted. A company called Flying Tankers Inc. was formed, and purchased the "Big Four" for aerial firefighting. The Marianas Mars crashed near Northwest Bay, British Columbia on 23 June, 1961 during firefighting operations; all four crewmembers were lost. Just over a year later, on 12 October, 1962, the Caroline Mars was destroyed by Typhoon Freda while parked onshore. The remaining Hawaii Mars and Philippine Mars had their conversions to water bombers accelerated and entered service in 1963.

The two surviving tankers are now operated by the Coulson Group, based at Sproat Lake near Port Alberni, British Columbia. When converted, the original powerplants were replaced with four Wright R-3350-24WA Cyclone engines of 2,500 hp (1,860 kW) each. The aircraft can carry up to 7,200 US gal (27,250 litres) of water, enough to cover an area of 4 acres (16,000 m²).[3] They are used to fight fires along the coast of British Columbia, and even sometimes in the interior. They also make appearances at local airshows, demonstrating their water-dropping ability. Flying Tankers Inc. also flies the water bombers to other hotspots around the world if a need develops, such as in August 2003 when a large forest fire threatened the city of Kelowna, British Columbia. On 10 November 2006, TimberWest Forest Ltd. announced that they are looking for buyers of the Mars. A condition of this sale is that the purchasers will donate one back to Port Alberni when they are retired as a historical attraction.[4] The Maryland Aviation Museum and British Columbia Aviation Council have initiated a joint effort to preserve the aircraft, one in Maryland and the other at their current location in Canada. [5] On 13 April 2007, TimberWest has announced the sale of both Martin Mars aircraft to Coulson Forest Products, a local forestry company in Port Alberni. The Mars will remain in the Alberni Valley operating from their base at Sproat Lake. On 25 October 2007, Hawaii Mars ("Redtail") arrived at Lake Elsinore in Southern California, negotiated through a private contract, to assist with the firefighting efforts containing the California wildfires of October 2007.


Specifications (JRM-3 Mars)

Philippine Mars taking off from Alameda in 1946
Caroline Mars at NAS Jacksonville in 1949Data from Jane’s Fighting Aircraft of World War II[2]

General characteristics

Crew: four (with accommodations for a second relief crew)
Capacity: 133 troops, or 84 litter patients and 25 attendants
Payload: 32,000 lb (15,000 kg) of cargo, including up to seven jeeps
Length: 117 ft 3 in (35.74 m)
Wingspan: 200 ft 0 in (60.96 m)
Height: 38 ft 5 in (11.71 m)
Wing area: 3,686 ft² (342.4 m²)
Empty weight: 75,573 lb (34,279 kg)
Loaded weight: 90,000 lb (40,820 kg)
Max takeoff weight: 165,000 lb (74,800 kg)
Powerplant: 4× Wright R-3350-24WA Duplex Cyclone (JRM-1 aircraft were originally powered with this engine, but modified by the Navy with more powerful Pratt & Whitney R-4360 Wasp Major "corncob" radial engines and designated JRM-3; civilian operators converted them back to Wright R-3350s) 18-cylinder radial engines, 2,500 hp (1,865 kW) each
Performance

Maximum speed: 192 knots (221 mph, 356 km/h)
Range: 4,300 nautical miles (5,000 mi, 8,000 km)
Service ceiling: 14,600 ft (4,450 m)

Blohm & Voss BV 222

The Blohm & Voss BV 222 Wiking (Viking) was a large, six-engined German flying boat of World War II, and the largest flying boat to achieve operational status during the war.

Design and development
Prior to World War II, the German airline Deutsche Lufthansa had carried out many transatlantic mail flights. However, their main interest was passenger transport, and they initiated a program in 1936 that culminated in an order for three BV 222 flying boats designed by Richard Vogt.

Construction of the first prototype, V1, began in January 1938, with construction of the V2 and V3 following within weeks. V1 made its test flight on 7 September 1940, carrying the civil registration D-ANTE. During trials it demonstrated that it could carry up to 92 passengers, or 72 patients on stretchers over short distances at a maximum speed of 239 mph (385 km/h).[1] The flight characteristics were found to be satisfactory, but with some improvements required. Further trials lasted until December 1940, when the V1 passed into Luftwaffe service, receiving a military paint scheme and the registration CC+EQ (later X4+AH).

Specifications (BV 222C)

General characteristics

Crew: 11-14
Capacity: 92 troops [12]
Length: 37 m (121 ft 4⅔ in)
Wingspan: 46 m (150 ft 11 in)
Height: 10.9 m (35 ft 9⅛ in)
Wing area: 255 m² (2,744.8 ft²)
Empty weight: 30,715 kg (67,572 lb)
Loaded weight: 45,683 kg (100,503 lb)
Max takeoff weight: 49,100 kg (108,030 lb)
Powerplant: 6× Jumo 207C inline diesel engine, 745.7 kW (1,000 hp) each

Performance

Maximum speed: 390 km/h (242 mph, 210 knots) at 5,000 m (16,400 ft)
Cruise speed: 304 km/h (189 mph, 164 knots) at sea level
Range: 6,100 km (3,790 mi, 3,296 NM)
Service ceiling: 7,300 m[13] (23,950 ft)
Rate of climb: 2.4 m/s (473 ft/min)

Armament

Guns:

Three 20mm MG 151 cannons (one each in forward turret and two wing turrets).
Five 13mm MG 131 machine guns (One in nose and four in beam positions)

Ilyushin Il-96

The Ilyushin Il-96 (Russian: Ил-96) is a four-engined long-haul widebody airliner designed by Ilyushin in the Russian Federation and manufactured by the Voronezh Aircraft Production Association in Voronezh. It is powered by four Aviadvigatel PS-90 two-shaft turbofan engines

Design and development

The Ilyushin Il-96 is a shortened, long-range, and advanced technology development of Russia's first widebody airliner, the Ilyushin Il-86. It features supercritical wings fitted with winglets, a glass cockpit, and a fly-by-wire control system. It was first flown in 1988 and certified in 1992. The basic IL-96-300 is equipped with modern Russian avionics integrating six multi-function color LCD displays, inertial and satellite navigation systems, and a Traffic Collision Avoidance System (including mode "S"). It allows operating the airplane with two crew members. The avionics correspond to modern requirements on international routes in Europe and North America (RNP-1) and allow navigation and landing under ICAO CAT III/A conditions. The Il-96 is offered in three main variants: the Il-96-300, Il-96M/T and Il-96-400.

Specifications
Measurement Il-96-300
Length 55.3 m (181 ft 7 in)
Span 60.11 m (197 ft 3 in)
Height 17.5 m (57 ft 7 in)
Zero Fuel Weight 183,000 kg (403,000 lb
Maximum take-off weight 250,000 kg (551,000 lb)
Takeoff Run at MTOW 2,600 m (8,530 ft)
Cruising speed .83 Mach (1,037.5 km/h)
Maximum speed .86 Mach (1075 km/h)
Range fully loaded 11,000 km (5,939 nmi
Max. fuel capacity 150,000 l (39,625 US gal)
Engines (example) Aviadvigatel PS-90A
Cockpit crew Three
3-class Seating 259

Boeing 777

The Boeing 777 is a long-range, wide-body twin-engine airliner manufactured by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the "Triple Seven", the aircraft can carry between 283 and 368 passengers in a three-class configuration, and has a range from 5,235 to 9,380 nautical miles (9,695 to 17,370 km). Distinguishing features of the 777 include the largest diameter turbofan engines of any aircraft, six wheels on each main landing gear, its circular fuselage cross-section,[4] and the blade-like end to the tail cone.

Designed to bridge the capacity difference between the 767 and 747, the Boeing 777 is produced in two fuselage lengths. The original 777-200 model first entered service in 1995, and the stretched 777-300, which is 33.3 ft (10.1 m) longer, was introduced in 1998. The longer-range 777-200LR and 777-300ER variants entered service in 2006 and 2004, respectively, while a freighter version, the 777F, first flew in 2008. Both long range 777 models and the 777F are equipped with General Electric GE90 engines, wingtip extensions of 12.8 ft (3.9 m), and raked wingtips. The 777-200LR is currently the world's longest-range airliner, and holds the record for longest distance flown by an unrefueled commercial airliner.

The Boeing 777 entered commercial airline service with United Airlines in 1995, and Singapore Airlines operates the largest 777 fleet of any airline as of 2008. The most common 777 variant used worldwide is the 777-200ER, an extended range version of the original 777-200, with 408 aircraft delivered as of February 2009. As of February 2009, 56 customers have placed orders for 1,101 777s, with 763 delivered.

Through the 2000s, the Boeing 777 has emerged as one of its manufacturer's best-selling models. Due to rising fuel costs, airlines have acquired the 777 as a comparatively fuel-efficient alternative to other wide-body jets, and have increasingly used the aircraft on long-haul, transoceanic routes. Direct market competitors to the 777 include the Airbus A330-300 and A340, with the upcoming A350 XWB and Boeing 787 programs currently in development

Specifications 777-200
Flightdeck crew 2
Seating capacity typical 305 (3-class) 400 (2-class)440 (maximum)
Length 209 ft 1 in (63.7 m)
Wingspan 199 ft 11 in (60.9 m)
Wing sweepback 31.64°
Tail height 60 ft 9 in (18.5 m)
Cabin width 19 ft 3 in (5.86 m)
Fuselage width 20 ft 4 in (6.19 m)
Cargo capacity 5,655 ft³ (160 m³)14 LD3
Empty weight 307,000 lb (139,225 kg)
Maximum take-off weight (MTOW) 545,000 lb (247,210 kg)
Cruising speed 0.84 Mach (560 mph, 905 km/h, 490 knots) at 35,000 ft (11,000 m) cruise altitude
Maximum cruise speed 0.89 Mach (587 mph, 945 km/h, 510 knots) at 35,000 ft (11,000 m) cruise altitude
Maximum payload range 3,250 nmi(6,020 km)
Maximum range 5,235 nmi (9,695 km)
Takeoff run at MTOW ISA+15 MSL 8,200 ft (2,500 m)
Maximum fuel capacity 31,000 US gal (117,000 L)
Service ceiling 43,100 ft (13,140 m)
Engine (x 2) PW 4077 RR 877 GE90-77B
Thrust (x 2) PW: 77,000 lbf (330 kN) RR: 77,000 lbf (330 kN)GE: 77,000 lbf (330 kN)