P12 Aircraft

P12 Aircraft - The fighter was developed by Boeing to replace the Boeing F3B and F2B of the US Navy. Although it used the same engine as the F3B, it was faster and more manoeuvrable because of less weight and a smaller size.

The P-12 was first flown on 25th June 1928. P-12s were flown by the 17th Pursuit Group (34th, 73rd, and 95th Pursuit Squadrons) at March Field, California, and the 20th Pursuit Group (55th, 77th and 79th Pursuit Squadrons) at Barksdale Field, Louisiana.

P12 Aircraft

Older P-12s were used by groups overseas: the 4th Composite Group (3rd Pursuit Squadron) in the Philippines, the 16th Pursuit Group (24th, 29th, 74th, and 79th Pursuit Squadrons) in the Canal Zone, and the 18th Pursuit Group (

6th and 19th Pursuit Squadrons) in Hawaii. The pilot, a flight nurse, a flight paramedic, a patient and a patient's family member all died in the crash, according to Care Flight, a service of the plane's operator, Guardian Flight.

(National Transportation Safety Board) There was not that much difference from earlier Boeing models—it used the same Pratt & Whitney R-1340 Wasp engine as the F3B, but was an culmination of various refinements Boeing had developed in the previous seven years of fighter design.

Although biplane designs were disappearing in civil aviation, they were still in demand by the military, still following World War I fighter requirements. Experimental monoplane fighters began appearing in the USAAC in 1930 and for the US Navy in 1933, but it would be another four to six years before production monoplanes would be delivered for service use.

The P-12 was delivered from the year 1929 to 1932 to the United States Army Air Corps (USAAC) and a carrier-based variant, under the specification F4B-1 was delivered to the US Navy, of which it became the flag-ship.

plane between the two World Wars. And because of high numbers of built aircraft it was a commercial success for Boeing, as well. The National Weather Service had issued a winter storm warning issued in Reno for large swaths of Nevada, including parts of Lyon County.

It was snowing steadily with winds around 20 mph and gusts up to 30 mph. Boeing developed the aircraft as a private venture to replace the Boeing F3B and Boeing F2B with the United States Navy.

The new aircraft was smaller, lighter and more agile than the ones it replaced but still used the Wasp engine of the F3B. This resulted in a higher top speed and overall better performance. As a result of Navy evaluation 27 were ordered as the F4B-1, later evaluation by the United States Army Air Corps resulted in orders with the designation P-12.

Boeing supplied the USAAC with 366 P-12s between 1929 and 1932. Production of all variants totaled 586. This material may not be published, broadcast, rewritten, or redistributed. ©2023 FOX News Network, LLC. All rights reserved. Quotes displayed in real-time or delayed by at least 15 minutes.

Market data provided by Factset. Powered and implemented by FactSet Digital Solutions. Legal Statement. Mutual Fund and ETF data provided by Refinitiv Lipper. The single-engine Pilatus PC-12 aircraft is believed to have broken up before crashing into the ground in a mountainous area near Stagecoach, Nevada, after investigators found debris from the plane nearly a mile away from the crash site, the National Transportation Safety Board

(NTSB) said. This material may not be published, broadcast, rewritten, or redistributed. ©2023 FOX News Network, LLC. All rights reserved. Quotes displayed in real-time or delayed by at least 15 minutes. Market data provided by Factset.

Powered and implemented by FactSet Digital Solutions. Legal Statement. Mutual Fund and ETF data provided by Refinitiv Lipper.

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Original Aircraft Skin A380

Original Aircraft Skin A380 - The A380 uses sheets of a material manufactured by bonding glass fiber to thin sheets of aluminum, known as 'GLARE' (GLAss-REinforced fiber metal laminate). This is much lighter than The thicker aluminum sheets are normally used, but more resistant to

impact damage. they tested it by fiering a chickin gun at it to see if it would mamage it at take off speed. Remember me Lost your password?

Original Aircraft Skin A380

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Oriskany Aircraft Carrier

Oriskany Aircraft Carrier - In addition to routine training the following spring, Oriskany also received a new aircraft landing system called the Pilot Landing Aid Television (PLAT), which filmed landings for review as a way to improve technique. In May 1963 the aircraft carrier also embarked new rescue helicopters, when a detachment of Kaman UH-2A Sea Sprites came onboard.

The highlight of the summer, however, was on June 6, when President John F. Kennedy visited the warship for an operational readiness demonstration. Oriskany, with CVG-16 embarked, stood out of San Diego on 1 August for her sixth Far East cruise, steaming to Subic Bay and then to Iwakuni, Japan, by mid-month.

Oriskany Aircraft Carrier

The wreck got its name when it sank about two miles from its original location all on its own on October 2, 1995. It was originally slated as an artificial reef. The 65ft steel barge now rests in 75ft of water with about 5ft of relief.

What's left of this barge still... In combat operations that brought Oriskany and embarked CVW-16 the Navy Unit Commendation for exceptionally meritorious service between 10 May and 6 December 1965, the aircraft carrier conducted over 12,000 combat sorties, a record never achieved before by any carrier during a single combat deployment,

and delivered nearly 10,000 tons of ordnance against enemy forces. The air wing also racked up some impressive pilot statistics, with Cdr. Knutson from VA-152 flying 116 combat missions during his tour. The cost was heavy, with 22 planes lost in combat or accident and six pilots killed and another six taken prisoner.

After a short stop for a badly needed rest and minor repairs, Oriskany departed Subic Bay on November 30 and returned to San Diego on December 6. The Pete Tide II is a 180′ former oil field supply boat that was sunk as an artificial reef in 1993. This fully intact wreck is one of the most popular sites in the area and always has a plethora of marine life surrounding it.

The pilot house at the top of the... Oriskany departed the shipyard September 9 for underway training out of San Diego until June 7, 1962 when she again deployed to the Far East with Carrier Air Group 16 embarked.

She returned to San Diego 17 December 1962 for operational readiness raining off the west coast. Listed below are the current, approximate depths of the USS Oriskany. There is a slight list, which causes one side to be a bit shallower than the other.

Please note that these depths are subject to change due to storm activity, and should not be relied upon for dive planning purposes without personal verification. One of the men killed was Photographer Airman Thomas L. McGraw, killed while filming landing operations, while the other was Aviation Electrician Airman Thomas M. Yeager, who died working on a tied down Panther.

The explosion riddled the hangar deck below with shrapnel, piercing many of the parked aircraft and flooding the hangar bay with gasoline. Firefighting teams quickly extinguished the fire and isolated the hangar deck, preventing the fire from spreading into the ship.

At the same time, Airman Richard D. Donovan, then serving as "hotsuit man," ran through the flames, cut the unconscious pilot from his harness and pulled him to safety. Damage repair crews put the aircraft carrier back in business within hours and Oriskany began launching airstrikes again on March 8, targeting railroad tracks, bridges and facilities.

After five minutes, the pressure built up by the blaze finally blew open the doors in a tremendous fireball, spreading flames across the hangar. This in turn caused a liquid-oxygen tank near the elevator to ignite, setting a UH-2 helicopter on fire and triggering the ejection seat on a Skyhawk jet, causing the canopy to ricochet across the hangar.

[Note: The above USS ORISKANY (CV-34) history may or may not contain text provided by crew members of the USS ORISKANY (CV-34) or by other non-crew members and text from the Dictionary of American Naval Fighting Ships]

Two deadly collisions involving U.S. Navy destroyers in June and August 2017 may have cost the lives of up to sixteen sailors, leading the Navy to declare a day-long operational pause to reflect upon its safety culture.

That such similar accidents took place in such close proximity reflects stresses and failings common to the maritime fighting branch. Oriskany (CVA-34) an attack aircraft carrier was laid down 1 May 1944 by the New York Naval Shipyard

launched 13 October 1945; and sponsored by Mrs. Clarence Cannon. While still incomplete her construction was suspended 12 August 1947. Sh remained in a state of preservation until after the outbreak of hostilities in Korea in June 1950

then it was rushed to completion. She commissioned in the New York Naval Shipyard 25 September 1950 Capt. Percy H. Lyon in command. After her usual fast-paced refit and training cycle, Oriskany got underway for the Far East on October 18.

After arrival at Subic Bay on November 5, the aircraft carrier began preparations for operations in the Indian Ocean, a change of pace from her last seven tours off Vietnam. The aircraft carrier sailed south, transited the Straits of Malacca and rendezvoused with Hancock (CV-19) in the Indian Ocean.

The two carriers conducted training operations there, and Oriskany visited Mombasa, Kenya, 22-27 December, before returning to the South China Sea in January 1974. The carrier then conducted various type training exercises out of Subic Bay in February and March, primarily concentrating

on day and night flight operations in conjunction with other 7th fleet units. Following a series of three Fleet exercises in April, the warship visited Manila in May before sailing for home, arriving at Alameda on June 5.

Originally built in 1942, the YDT-14 is one of two U.S. Navy dive tenders sank as artificial reefs in the year 2000. YDT-14 is mostly intact. In order to make the wreck safer for recreational divers, decking has been removed fore and aft of the bridge.

The YDT-14 sits... Weeks later, on October 26, 1966, two apprentice airmen were stowing an unexpended magnesium flare into locker A-107-M when something went wrong. The roughly three-foot-long Mark 24 Mod 3 cylindrical flares were usually dropped by parachute during night operations to illuminate targets with their two-million-candlepower glow.

A wire lanyard taped to the airplane was used to trigger the flare—but after being carried on a combat mission without being used, the lanyard's safety had not been reset. Oriskany recommissioned at the San Francisco Naval Shipyard

7 March 1959 Capt. James Mahan Wright in command. Four days later she departed for shakedown out of San Diego with Carrier Air Group 14 embarked. Operations along the west coast cont entered until 14 May 1960

when she again deployed to Westpac returning to San Diego December 15. She entered San Francisco Naval Shipyard 30 March 1961 for a five-month overhaul that included the first aircraft carrier installation of the Naval Tactical

Data System (NTDS). The ship sits in 212 feet of water, with some parts suitable for fairly inexperienced divers, and others only suitable for seasoned pros. The top of the Oriskany's island, or tower, lies at a depth of 80 feet, and is therefore accessible by recreational divers.

Exploring further, however, is no simple task. Even the flight deck lies at a depth of 145 feet, and requires adequate training and equipment. Thick clouds of smoke were sucked into the ventilation system, smothering the forward third of the Oriskany, fatally searing the lungs of many crew members and suffocating others.

The officers' quarters were especially hard hit. Lt. Cdr. Dan Strong, resting in his state room, was the first to fall victim. The carrier again stood out of San Diego on August 1, 1963 for Far Eastern waters

with Carrier Air Group 16 embarked. She arrived Subic Bay August 31, 1963; thence to Japan. She stood out of Iwakuni Japan the morning of October 31 enroute the coast of Sou th Vietnam. There she stood by for any eventuality as word was received of the coup d'etat taking place in Saigon.

When the crisis abated the carrier resumed operations from Japanese ports. Towed to Bremerton, Wash., the old carrier remained in reserve until struck from the Navy list on July 25, 1989 for use as a museum ship or scrapping.

Initially intended for possible sale to Japan as a museum ship, the hulk was eventually ordered scrapped, the hulk was towed to the Gulf Coast, but three subsequent dismantling contracts were canceled owing to cost and environmental concerns.

Ultimately, after many years of planning and hazardous material clean up, the aircraft carrier was sunk as an artificial reef off Pensacola, Florida, 17 May 2006. Locker A-107-M, located on the hangar deck just next to the carrier's forward elevator, held more than 250 flares and numerous 2.75-inch folding-fin FFAR rockets.

The burning magnesium caused one of the rockets to explode, starting a fire—which in turn caused the chain combustion of all of the remaining flares. When a firefighting crew raced below deck to drown the flames in fire-retardant foam, they discovered the 5,400°F blaze had warped and melted the door closed.

The deck grew dangerously hot, and flames had spread through one of the walls. The firefighters could only desperately attempt to cool off the surrounding deck with their hoses. After fitting out, Oriskany departed New York 6 December 1950 for two weeks of flight deck qualifications for Douglas AD Skyraider attack aircraft in Carrier Air Group (CVG) One, followed by a stop at Newport, R.I., for a Christmas call.

The carrier sailed south in early January for flight operations with jet aircraft off Jacksonville, Fla., and to the West Indies for shakedown evolutions out of Guantanamo Bay, Cuba. After returning north to her new home port at Quonset Point, R.I., she steamed to Brooklyn for post-shakedown modifications at the New York Naval Shipyard between 6 March through 2 April.

Purposefully sunk as an artificial reef on January 24, 1991, the 65-foot Tugboat Born Again is partially intact with twenty-one 19ft sections of metal pipe extending from her decking. She currently rests in 95ft of water with her upper sections settled at about 65ft....

Meanwhile, a frantic damage-control effort took place to shift the numerous aircraft, bombs and cans full of jet fuel away from the expanding flames. Crew members began teaming together to pitch five-hundred-pound bombs over the side of the deck.

Others hosed down bombs already sizzling from the fire's heat to keep them from cooking off. Aircraft were hastily taxied onto the elevator and lifted onto the safety of the flight deck; two burning helicopters were rolled overboard.

The Oriskany's Damage Control Center collected reports and dispatched teams to contain the growing conflagration, even as water from the fire hoses began to drip into their compartment. At 888 ft long, 148ft wide and 129ft tall, it´s difficult to appreciate the size of the USS Oriskany until you actually dive it.

The Island, in its current state, consists of eight decks stretching from the Flight Deck at 146ft to the 011 Tower Deck at 84ft. Recreational scuba divers can do dozens of dives shallower than 130ft, and still make new discoveries on each successive dive.

Within months, plants and shellfish had begun to attach themselves to the hulking vessel. And within a few years, the Oriskany had finished its conversion from a weapon of war to a fantastical underwater behemoth teeming with life.

Two months later, the warship entered Long Beach Naval Shipyard on 15 August for an extended availability that lasted until 9 April 1975. Following refresher operations with CVW-19, Oriskany sailed on her fifteenth and final western Pacific deployment on 16 September.

The carrier conducted war at sea and other exercises out of Subic Bay before returning home on 3 March 1976. Owing to defense budget cuts, as well as wear and tear on the old carrier, Oriskany was tapped for inactivation on 15 April and soon decommissioned on

30 September 1976. Oriskany (CV-34), an attack aircraft carrier, was laid down 1 May 1944 by the New York Naval Shipyard; launched 13 October 1945; and sponsored by Mrs. Ida D. Cannon, wife of the Honorable Clarence Cannon, Congressman of the 9th District of Missouri.

Owing to the end of the war and shrinking budgets, her construction was suspended on August 12, 1947. She remained in a state of preservation until after the outbreak of hostilities in Korea in June 1950, then rushed to completion.

She commissioned in the New York Naval Shipyard 25 September 1950, Capt. Percy H. Lyon in command. Today its hull is frequented by whale sharks, tiger sharks, and hammerheads, while manta rays, octopuses and an occasional Warsaw grouper also drift through the vast sunken shell.

Humans also flock to the artificial reef, which has become one of the United States' bucket-list dive sites. Sank in 1995, The PC Barge is now a deck suspended 6ft from the bottom upon a hollowed-out frame in 81ft of water.

Galvanized radio tower sections rest in the sand on each side of the barge. It makes for a good dive with easy underwater navigation. Lots of marine life... Technical divers can explore the lower tower decks, the flight deck, and the hull, which, on the exterior at least, extends to the sand at 212ft of water.

Technical divers are expected to provide a written dive plan to the Captain, which includes planned travel routes, decompression schedule, and total dive run times. Rebreather divers will need to spend a few minutes with the captain or divemaster explaining their individual rigs.

Divers are required to produce proof of certification for the level they plan to dive (i.e. Advanced Trimix Certification for a dive to the Oriskany screws). The 480ft long S.S. Joseph L. Meek was a WWII Liberty Ship built for the Maritime Commission by the Oregon War Industries Ship Building Company in 1942 and reefed in 1976. She was one of.

the "ugly duckling" ships rapidly constructed in civilian shipyards during... At 7:28 a.m., one of the airmen apparently dropped the flare, either triggering the lanyard or causing the flare to spontaneously combust due to a design flaw.

Either way, the airmen panicked and did precisely the wrong thing—they tossed the burning flare into the ammunition locker and locked it up. Oriskany again stood out of San Diego for the Far East 26 May 1966

arriving Yokosuka 14 June. She steamed for "Dixie Station" off South Vietnam 27 June. Wearisome days and nights of combat shifted to "Yankee Station" in the Gulf of Tonkin 8 Jul y. In the following months there were brief respites for replenishment in Subic Bay.

Then back into the action that saw her launch 7 794 combat sorties. Named for the Revolutionary War battle of the Saratoga campaign, the USS Oriskany was commissioned in 1950. The ship had been originally designed during the later years of World War II.

Her design was radically changed to modernize it for more advanced aircraft. After the ship was finally commissioned, she was sent to the Mediterranean in 1951. Following carrier qualifications for Air Group 102 Oriskany departed San Diego 15 September 1952 to aid UN forces in Korea.

She arrived Yokosuka 17 October and joined Fast Carrier Task Force 77 off the Korean Coast 31 October. Her aircraft stru ck hard with bombing and strafing attacks against enemy supply lines and coordinated bombing missions with surface gunstrikes along the coast.

Her pilots downed two Soviet-built MIG-15 jets and damaged a third 18 November.

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Oryx Aircraft Losses

Oryx Aircraft Losses - A home port for those who are multi-genrelational (sic) in their writing, lifestyles and thinking. Itinerants, hobos and sailors are welcome, but don't expect food, drink or money. And don’t expect many views either — after all, you’re off course, of course.

Tie up here! Standard Digital includes access to a wealth of global news, analysis and expert opinion. Premium Digital includes access to our premier business column, Lex, as well as 15 curated newsletters covering key business themes with original, in-depth reporting.

Oryx Aircraft Losses

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O 2 Aircraft

O 2 Aircraft - During the 1920s and early 1930s, the Douglas observation biplanes were among the most important American military aircraft. During the 1934 airmail emergency, when President Franklin Roosevelt directed the Army Air Corps to take over from private contractors because of suspected improprieties in awarding contracts, Douglas biplanes flew the U.S.

airmail routes for 78 days. Between 1923 and 1936, the company sold 879 in the series, one as a civil aircraft, 108 to foreign air forces and 770 to the U.S. military services. After service in Vietnam, the museum's 0-2B,

O 2 Aircraft

serial number 67-21465, was assigned to the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan Air Force Base, Arizona. In October 1973, 67-21465 was re-called to active duty to fly with the 163rd Tactical Air Support Group of the California Air National Guard.

Cal Fire

In 1975, the 163rd moved to March Air Force Base. By 1982, 0-2B 21465 was fully retired from the United States Air Force with a total of 4,696 flight hours, and a bad case of metal fatigue.

In 2000, 0-2B 67-21465 was brought to the museum. This aircraft is on loan from the NMUSAF The first O-2 flew in January 1967 and the plane went into production shortly thereafter, with the USAF taking delivery in March 1967. A total of 532 O-2s were built in two variants for the USAF by 1970. The O-2A served

as a FAC aircraft with the 20th Tactical Air Support Squadron, while the O-2B was equipped with loudspeakers and a leaflet dispenser for use in the psychological operations (PSYOPS) role. Several USAF O-2 aircraft were later transferred to and operated by the former VNAF South Vietnamese Air Force.[3]

The great advantage of the front and back engine arrangement was in not having to compensate for off-center thrust should one of the engines go out. Originally, Cessna intended this feature as an aid to pilots who were transitioning from single to twin engine aircraft.

O- Skymaster

In tactical operations this arrangement provided a margin of safety not otherwise attainable. Having twin engines enabled the O-2 to absorb more ground fire and still return safely, endearing it to its crew. Douglas designed his first experimental observation aircraft, the XO-2, in 1923 and delivered 45 of the first production version, the O-2.

On Feb. 16, 1925, a contract was signed for 75 of the O-2 type, the largest single contract in terms of production units the company had yet received. Skymasters were widely used for reconnaissance, target identification, damage assessment and air-to-ground coordination.

Several O-2 aircraft were equipped with three 600-watt amplified speakers and leaflet pods for psychological warfare operations. In-service modifications gave some O-2s the capability to carry light weapons, such as rockets, bombs and mini-guns. When used as either a Forward Air Controller or as a Propaganda Broadcast aircraft, the O-2 spent most of its time flying above tree tops.

As a Forward Air Controller the O-2 was responsible for visual reconnaissance, target identification, target marking, ground to air coordination and damage assessment. In 1967, the Air Force completed an exhaustive search for an improved observation aircraft to replace the aging O-1 aircraft used by forward air controllers in Vietnam.

The Savior

Already on the production line, the Cessna 337 Super-Skymaster was a popular twin-engine, four-seat general aviation aircraft with a unique push-pull design. Engines mounted on the forward and rear of the fuselage gave the C-337 the extra power and reliability of two engines

while retaining the advantage of centerline thrust and a high wing, making it an excellent platform for observation missions. Minor alterations, the installation of a gunsight, under-wing pylons, a smoke generator; glass panels in the lower starboard door and a loudspeaker for psychological warfare and the C-337 was transformed into the inexpensive and versatile O-2 Skymaster.

In late 1966, the USAF selected a military variant, designated O-2, to supplement the O-1 Bird Dog forward air controller (FAC) aircraft then operating in Southeast Asia. The O-2 first flew in Jan. 1967 and production deliveries began in March.

Production ended in June 1970 after 532 O-2s had been built for the USAF. An O-2BS, made for pilot James Dalzell McKee, after whom the Canadian aviation McKee Trophy is named, made the first single-aircraft, single-pilot flight across Canada.

Design And Development

Because of the many Canadian rivers and lakes, twin floats were installed on the landplane. Between Sept. 11 and 19, 1926, McKee flew the 3,000 miles (4,828 kilometers) between Montreal and Vancouver, British Columbia, in 35 hours, 8 minutes, at an average speed of 85 mph (136 kph).

The plane later was modified as a three-seater and used by the Canadian government until January 1930 as a high-altitude photographic survey aircraft. The museum's 0-2B serial number 67-21465, was manufactured by Cessna Aircraft, Wichita, KS, and delivered to the USAF on January 18, 1967. It was the 26th 0-2B off the assembly line out of only 31 produced.

Aircraft 67-21465 was used for psychological warfare operations, dropping leaflets with many different messages, some instructional, but mostly warnings of impeding defoliation flights or exhortations to enemy troops to lay down their arms. It was also equipped with a 300lb 1800 watt amplified speaker system.

Easy targets, the O-2s engaged in psychological warfare operations were frequent targets for enemy ground fire. Of the six USN aircraft mentioned above, two were transferred to the U.S. Army in late 1990.[4] O-2As had originally entered the U.S.

Army's inventory in 1967 from USAF stocks and were augmented by the 1990 aircraft transfer from the U.S. Navy. Several disassembled USAF O-2s remain in storage at Davis-Monthan AFB, Arizona.[4] Two O-2As were used at Laguna Army Airfield, Arizona as part of testing programs carried out by the Yuma Proving Ground.

These were retired in October 2010 and sent to a museum.[1] During the Salvadoran Civil War the Salvadoran Air Force received a total of 23 O-2As and 2 O-2Bs from the United States, the first arriving in 1981. The O-2s were employed to observe the movements of FMLN formations and direct air strikes

against them, playing a major role in forcing the rebel movement to abandon large-scale operations. Near the end of the war in 1990, the rebel's acquisition of SA-7 missiles resulted in the loss of two O-2As, while another was destroyed by mortar fire, and two more were lost in crashes.[6]

As with the civilian version, the Skymaster was a low-cost twin-engine piston-powered aircraft, with one engine in the nose of the aircraft and a second engine in the rear of the fuselage. The push-pull configuration meant a simpler single-engine operating procedure due to centerline thrust compared to the common low-wing mounting of most twin engine light planes, and also allowed for a high wing, providing clear observation below and behind the aircraft.

During the Vietnam War, the Skymaster was intended to be replaced in the forward air control (FAC) mission by the OV-10 Bronco, but the O-2A maintained a night mission role after the OV-10's introduction due to the OV-10's

high level of cockpit illumination, rendering night reconnaissance impractical.[1] The O-2 was phased out completely after additional OV-10 night upgrades.[2][3] Two series were produced: the O-2A and the O-2B. the O-2A was equipped with wing pylons to carry rockets, flares, and other light ordnance.

In the FAC role the O-2A was used for identifying and marking enemy targets with smoke rockets, coordinating air strikes and reporting target damage. The O-2B was a psychological warfare aircraft equipped with loudspeakers and leaflet dispensers.

It carried no ordnance. The Douglas O-2 observation biplane had longer wings, had lower landing speeds, flew higher and was 22 mph (35 kph) faster than its competitors. The O-2, produced for the U.S. Army Air Service, was the first of a series that remained in production for nine years.

The O-2 Skymaster (also known as the "Oscar Deuce" or "The Duck") is a military version of the Cessna 337 Super Skymaster utilized as an observation and forward air control (FAC) aircraft. The United States Air Force commissioned Cessna to build a military variant to replace the O-1 Bird Dog in 1966.

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Norseman Aircraft

Norseman Aircraft - UPDATE: Our Norseman has started the process of preparing for its new fabric covering. Its like assembling a really big puzzle. Our faithful volunteers have been assembling the wood stringers and going thru all the panels to make sure we are not missing anything.

The art of fabric covering is one that takes time and patience and we are grateful for our team that they are taking this on. Stay tuned for more updates. It was also in 1944 that a Norseman crashed into King Alfred's tower, a 50m tall folly in Somerset, England, tragically killing all five air crew.

Norseman Aircraft

The tower, part of the celebrated Stourhead estate and landscape, was not repaired until 1986 which included the use of a Wessex helicopter to lower a 300 kilograms (47 st) stone onto the top. As of 2014[update], the site of the collision is visible, as a patch of newer bricks in the side of the building 25 meters from the ground.[citation needed]

Second World War

The Norseman was not actually eclipsed until the 1947 advent of the all-metal de Havilland Beaver and the 1951 appearance of the similar but larger de Havilland Otter. The Otter possessed a more advanced airframe than the Norseman, but it was of a similar size and used the same engine.

Nevertheless, the Norseman remained in regular use for decades thereafter, and as of 2020 no fewer than 37 were still listed on the civil register in Canada. Although it was unfortunately canceled that year due to the covid-19 pandemic, Canada hosts an annual Norseman Festival at Red Lake, Ontario.

Closer to home, a meticulously restored UC-64 is preserved at the National Museum of the U.S. Air Force in Dayton, Ohio. Until 1940, the Noorduyn company had sold only 17 aircraft in total, primarily to commercial operators in Canada's north and to the Royal Canadian Mounted Police.

With the outbreak of war in Europe, demand for a utility transport led to major military orders. The Royal Canadian Air Force and the United States Army Air Forces became the two largest operators; the RCAF ordered 38 Norseman Mk IVWs for radio and navigational training for the Commonwealth Air Training Plan.

The fuselage was made of welded steel tube, faired with wooden stringers and covered with fabric. The fabric-covered wings were constructed of wood with metal-framed control surfaces. They also featured movable flaps to reduce takeoff and landing speeds, a first on a Canadian-built airplane.

The Norseman's 170-cubic-foot cabin could accommodate up to 10 people. A large fuselage door provided ready access for either cargo or passengers and the comfortable cockpit had an additional door on each side. The empennage was sufficiently large to not require additional tail surfaces when the plane was fitted with floats.

The museums Norseman MK IV entered RCAF service in 1941 assigned to British Commonwealth Air Training Plan (BCATP) No. 2 Training Command (Winnipeg, Mb) in Oct 1943 to Dec 1944 during WWII. Placed into reserve then overhauled Dec 1952 was sold April 1953 to Royal Norwegian Air Force until it was withdrawn from service April 1959, and sold.

Various Norwegian commercial operators owned this aircraft until 1975. Eventually it was sold, disassembled, packed in containers at Norodden, Norway and shipped to Blue Water Aviation in Manitoba. This Norseman has resided in covered storage in its present state for the past 46 years.

Standby for updates as this project takes off. In 1946 Canadian Car and Foundry took over Noorduyn in hopes of continuing production with the Norseman Mark VII, which featured a lengthened fuselage and all-metal wings and tailplane, but only one prototype was built in 1951. Moreover, the ready supply of surplus C

-64s greatly reduced the postwar demand for new-built Norsemen. The last of them was delivered in 1959, the same year Robert Noorduyn died. While most WWII aircraft were scrapped soon after hostilities ended, the Norseman's career was only just beginning.

Hundreds of C-64s and UC-64s came onto the surplus market, and as the Canadian wilderness experienced a postwar development boom, the demand for bush planes soared. Many surplus Norsemen were snapped up by Canadian operators, while others turned up everywhere a rugged utility transport was required.

Appropriately, another notable user of the Norseman was Norway where, as in Canada, the airplane proved ideal for operations in the country's far north. One Norwegian Norseman has been preserved as the only remaining flying example in Europe.

The only other blot on the Norseman's escutcheon involved the death of 31-victory Canadian fighter ace George F. Beurling. After surviving WWII Beurling volunteered to fly for the new Israeli Air Force. On May 20, 1948, he was test-flying a Norseman prior to a delivery flight from Rome to Israel when it was destroyed by a midair fire and explosion.

Again, the cause of the accident remains a mystery, although there have been strong suspicions that it was sabotage. Beurling was buried in Israel with full military honors. Throughout the Second World War, the USAAF Norseman aircraft were used in North America (primarily Alaska) as well as others in theaters of war, including Europe.

Three UC-64As were used by the US Navy under the designation JA-1. Six C-64B floatplanes were used by the US Army Corps of Engineers, as well as by other Allied air forces, who placed orders for 43 Norseman Mk IVs.

The RCAF ordered an additional 34 aircraft as Norseman Mk VI. Noorduyn was the sole manufacturer, but when the USAAF considered ordering a larger number of C-64As, license production of 600 by Aeronca Aircraft Corp. (Middletown, Ohio) was contemplated before the contract was canceled in 1943.

The Noorduyn Norseman, also known as the C-64 Norseman, is a Canadian single-engine, high winged mono bush plane designed to operate from unimproved surfaces. Distinctive stubby landing gear protrusions from the lower fuselage make it easily recognizable.

Designed with a rugged landing gear that was equally at home on floats, skis or wheels proved itself to be a reliable workhorse and well suited for the Canadian climate. Noorduyn's vision of a bush plane revolved around a few basic criteria: it should be an aircraft with which a Canadian operator utilizing existing talents, equipment and facilities could make money, it should be a high-wing monoplane to facilitate loading and unloading of passengers and

cargo at seaplane docks and airports and, finally, it should be an all-around superior aircraft to those in use in Canada. From the outset, Noorduyn designed the transport to have interchangeable wheel, ski or twin-float landing gear.

Unlike most aircraft designs, the Norseman was first fitted with floats, then skis and, finally, fixed landing gear. The Noorduyn Norseman is a Canadian single-engine bush plane designed to operate from unimproved surfaces. The partial streamlining of the landing gear, in the form of two small "wings" extending from the lower fuselage, is a distinctive feature of the design which makes it easily recognizable.

The final design layout looked much like Noorduyn's earlier Fokker designs, it was a high-wing braced monoplane with an all-welded steel tubing fuselage structure and wood stringers applied to it for the attachment of a fabric skin.

The Norseman's wing had an all wood construction and was covered with fabric, except for the flaps and ailerons, which were made of welded steel tubing. It had a divided type landing gear fitted to fuselage stubs, the legs were secured with two bolts each to allow the alternate arrangement of floats or skis.

The tail wheel strut could be fitted with a wheel or tail skid. Delivered to the RCAF as aircraft no. 2482 on May 2, 1941 and assigned to No. 1 Training Command Communications Flight Aylmer, Ontario on June 27, 1941. Sent to Noorduyn Aviation on February 19, 1945 for complete overhaul, the aircraft being time expired.

It later appears on civil registry as CF-JIN. With Austin Airways, Sudbury, Ontario from 1957 to 1969. Registered to Chimo Air Service, Red Lake, Ontario on December 7, 1995. Featured in the movie “Snow Walker” which was filmed in the Churchill, Manitoba area.

This aircraft was removed from service June 2018 for complete restoration to Canadian Airforce colors which are All Over Yellow with RCAF Insignia. While Fokker was visiting the U.S. in 1925, Noorduyn helped draw up plans for a single-engine, high-wing cabin monoplane transport, the Atlantic Aircraft Model 4. By 1926 Noorduyn had sold seven Fokker Universals (as they were known) in Canada to serve as bush planes, where

, he noted, they "exceeded their operators' expectations." In 1929 he went to work for Bellanca, with whom he designed two more high-wing, single-engine cabin monoplanes, the Skyrocket and the Pacemaker. Those aircraft also gained favor among Canadian bush pilots.

Noorduyn changed jobs again in 1932, this time to work on Harold F. Pitcairn's new design for an autogiro. The Norseman's creator, Robert Bernard Cornelius Noorduyn, was born in the Netherlands in 1893 to a Dutch father and British mother.

Noorduyn was multilingual and the handicap of losing a leg as a child did not hinder his considerable peregrinations. He studied aeronautics in Germany in 1912 before moving to Britain in 1913. There he began his career during World War I, first working for Sopwith and then for British Aerial Transport under fellow Dutch aircraft designer Frederick “Frits” Koolhoven.

In 1953, Noorduyn headed a group of investors who bought back the jigs and equipment from Canada Car and Foundry and started a new company called Noorduyn Norseman Aircraft Ltd. Bob Noorduyn became ill and died at his home in South Burlington, Vermont on 22 February 1959 but the company he had created, provided support for operating Norseman aircraft and even built three new Mk Vs before selling its assets in 1982 to Norco Associates.

Norco provided support services only, as the manufacture of a new Norseman aircraft, being labor intensive, was very expensive. Beurling's Norseman was one of 17 purchased clandestinely in Canada for the newly established state of Israel.

The others were soon committed to combat. On May 10, 1948, days after arriving in the country, one of the Norseman was shot down, or crashed, while carrying out a bombing mission (a role for which it had never been intended) during the fighting to circumvent the Arab blockade of

Jerusalem. The aircraft's engine was subsequently placed on the Israeli Air Force Memorial erected at Har-Tayyasim, where it had been found. The Norseman Noorduyn R-AF has a long history in service in Norway and played a great role in the rebuilding after the second world war.

Just a few weeks after the liberation of Norway, eight Norseman landed at Fornebu to fill the need for a light transportation aircraft. The aircraft is owned by the museum and is operated by "The Norwegian Spitfire Foundation".

Almost immediately, the Norseman proved himself to be a rugged, reliable workhorse with steady sales. The first aircraft, CF-AYO, was designated the Norseman Mk I. The next aircraft, "CF-BAU," having some minor changes required after the certification tests, and a new Pratt & Whitney R-1340 Wasp SC-1 engine up

-rated from 420 to 450 hp, was designated Norseman Mk II while the next three aircraft were Norseman Mk IIIs: "CF-AZA" going to MacKenzie Air Service, Edmonton, Alberta, "CF-AZE" to Prospector Airways, Clarkson, Ontario and "CF-AZS" to Starrat Airways, Hudson, Ontario.

"CF-BAU" would be modified on June 26, 1937 to become the prototype Norseman Mk IV, powered by a Pratt & Whitney Wasp S3H-1. The Mk IV became the "definitive" model but the production run might have ended at a few hundred examples if not for the advent of the Second World War.

When B.A.T. folded after the war, Noorduyn moved back home to work for another Dutch aircraft designer, the legendary Anthony Fokker. In 1920 Fokker dispatched Noorduyn to the United States to run his new American subsidiary, the Atlantic Aircraft Corporation, in Teterboro, N.J.

"Fokker kept a low profile in the U.S. Because he'd been on the wrong side during the war," Noorduyn later explained. "I'd been working for the Allies and he'd been working for the enemy. I was acceptable and he wasn't.”

Unlike commercial airliners, bush planes did not have to be particularly large or luxurious. In fact, single-engine aircraft were preferred because most multiengine types were too big, complex and expensive. A high cruising speed was not a priority;

as one bush pilot put it, "You only have to be faster than a dog sled." However, bush planes did require plenty of power in order to fly in and out of the small fields at the remote locations they served.

The Norseman's greatest single customer, however, was the United States. When the Army Air Corps was called upon to expedite deliveries of aircraft and war materiel to Britain via Greenland, General Henry H. "Hap" Arnold turned for advice to veteran Norwegian arctic pilot Bernt Balchen.

The recently commissioned Colonel Balchen overcame Arnold's strong "buy American" bias by explaining that the U.S. produced nothing comparable to the Norseman for supporting operations in rugged, remote regions such as Greenland and Alaska. As a result, the Norseman became one of the few foreign-built aircraft operated by the U.S.

during the war. In fact, of the 904 Norsemen eventually produced, 749 were originally built for the Army Air Forces as C-64s and UC-64s (although the Norseman was technically too large to rate the latter "utility" designation).

We have recently acquired this donated Norseman in its very skeleton and disassembled state. We have wings, wheels, seats, fabric, cable, in fact we have all the major components, parts and pieces to begin the restoration and rebuilding of this once mighty workhorse.

"Take off to the Great White North" ran the memorable slogan of Bob and Doug, Canada's comedic "McKenzie Brothers." If ever an airplane was created to do just that, it was the Noorduyn Norseman. Designed and built in Canada for Canada, the Norseman was a simple and dependable airplane specifically intended to go places others couldn't go and under conditions that would leave others grounded.

The Norseman began doing that in 1935 and, to this day, a few are still doing it. The Norseman performed most of his work, as Thomas Hardy would have put it, "far from the madding crowd."

One of the few conspicuous events in his career was his unfortunate role as the aircraft in which big-band leader Glenn Miller disappeared while flying from Britain to France on December 15, 1944. What actually happened remains a mystery, but when his C-64A

took off the weather was so bad that practically everything else was grounded. In 1987 a British fisherman raised the wreckage of an airplane similar to Miller's from the bottom of the English Channel when it got caught in his nets, but he returned it to the sea.

The International Group for Historic Aircraft Recovery (TIGHAR), famous for its longstanding search for Amelia Earhart's airplane, has expressed interest in finding and recovering the wreck. The aircraft was developed in response to Canada needing a light workhorse capable of servicing the Canadian wilderness, and it was designed by Bob Noorduyn, a Dutchman, in collaboration with the legendary Anthony Fokker.

A total of 903 Norseman aircraft were built between 19335 and 1959, of which around 20 are still in service today, most of them in the United States and Canada. The first Norseman, powered by a Wright R-975-E3 Whirlwind, was flight tested on floats on November 14, 1935 and was sold and delivered to Dominion Skyways Ltd.

on January 18, 1936, registered as "CF-AYO" and named "Arcturus." In summer 1941, Warner Brothers leased CF-AYO for the filming of "Captains of the Clouds" starring James Cagney. Principal aerial photography took place near North Bay, Ontario with CF-AYO carrying temporary registration "CF-HGO." CF-AYO was lost in a crash in Algonquin Park in 1952. Its wreckage is currently on display at the Canadian Bushplane Heritage Centre.

In 1934 Noorduyn moved to Montreal to establish his own aircraft manufacturing company. Having already created several airplanes popular with bush fliers, he chose to cater to that demanding fraternity rather than trying to compete against the larger aircraft manufacturers for airline contracts.

To that end Noorduyn made a point of inviting bush pilots to discuss their special requirements, as well as to examine his aircraft designs and mock-ups and suggest any improvements that should be made. Merchant Marine veteran and frequent contributor Robert Guttman writes from Tappan, N.Y.

He suggests for additional reading: Aviation in Canada: The Noorduyn Norseman, Volume 1, by Larry Milberry and Hugh A. Halliday; and Great Northern Bushplanes, by Robert S. Grant. In recognition of the Norseman's role in serving the remote villages of northern Canada, the town of Red Lake, Ontario, a jumping-off point for remote communities in Northwestern Ontario, promotes itself as The Norseman Capital of the World.

Each summer in July, the "Norseman Floatplane Festival" brings Norseman aircraft to Red Lake as the centerpiece of a community based weekend festival ranging from stage entertainment, children's games and rides, contests, cultural and historical displays and street vendors with craft and specialty booths.

. In postwar production, the Canada Car and Foundry in Fort William, Ontario acquired rights to the Norseman design, producing a version known as the Norseman Mk V, a civilian version of the wartime Mk IV.

In order to exploit the market further, the "Can Car" factory designed and built the Norseman Mk VII. This version had a bigger engine, a new all-metal wing and greater cargo capacity but was fated never to go into production.

With large Korean War commitments at that time, the company put it into temporary storage where it was destroyed in a hangar fire in September 1951. Originally introduced in 1935, the Norseman remained in production for almost 25 years with over 900 produced.

A number of examples remain in commercial and private use to this day. Norseman aircraft are known to have been registered and/or operated in 68 countries throughout the world and also have been based and flown in the Arctic and Antarctic regions.

With the experience of working on many ground-breaking designs at Fokker, Bellanca and Pitcairn-Cierva, Noorduyn decided to create his own design in 1934, the Noorduyn Norseman. Along with his colleague, Walter Clayton, Noorduyn created his original company, Noorduyn Aircraft Limited in early 1933 at Montreal while a successor company bearing the name, Noorduyn Aviation, was established in 1935.

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P1 Aircraft

P1 Aircraft - At that point, the engine lost power again, and with the additional drag of the extended landing gear, Levy was beyond gliding distance from the runway. Also, he heard the whistling sound that the Mustang's gun ports make when the wing is at high angles of attack, so Levy knew that the laminar-flow wing was nearing an aerodynamic stall.

About 13,300 Merlin-powered Mustangs were produced in the United States. Although production contracts were canceled at war's end, the P-51 remained in service with the Air Force for several years thereafter. P-51s, some taken out of "mothballs," were used for ground-attack missions early in the Korean War (1950-53).

P1 Aircraft

Mustangs were also used by Nationalist forces in the Chinese Civil War and by Israel in the 1956 Sinai invasion. P-51s continued to serve in less-developed countries into the 1960s and last saw combat in Salvadoran hands during the 1969 Soccer War with Honduras.

P-51, also called Mustang, a single-seat, single-engine fighter aircraft originally designed and produced by North American Aviation for the British Royal Air Force (RAF) and later adopted by the U.S. Army Air Forces (USAAF). The P-51 is widely regarded as the finest all-around piston-engined fighter of World War II to be produced in significant numbers.

"If you can keep the airplane under control until touchdown, you're in a far better situation than if you lose control somewhere in the sky," he said. "If you get a wing drop or a spin, that's out of your control."

Levy said he followed legendary pilot R.A. "Bob" Hoover's advice to fly the airplane "as far into the crash as possible." The runway was so close that Levy felt he could almost touch it. But it may as well have been thousands of miles away because the airplane couldn't possibly get there without engine power.

Attempting to stretch a glide could be fatal, and it would require overflying a busy highway. Levy bellied the stricken airplane into a farm field, and it slid to an abrupt stop in about 100 yards.

The impact was so forceful that the canopy slammed forward, hitting the back of his head as the plexiglass was thrown clear of the airplane. Levy wasn't seriously injured, and he made a radio call saying that he was OK before he shut down the electrical power and stepped out of the damaged aircraft.

The engine continued to cut in and out, and even when it was running, it wasn't making full power. The airplane descended to about 500 feet above the ground on a tight left downwind, and air traffic controllers shouted on the radio to Levy warning him that his landing gear was still up.

Levy, an airline captain and veteran airshow pilot, selected a field, turned towards it, and began preparing for an off-field landing. He rolled back the P-51's sliding canopy, and then the Merlin engine roared back to life.

He was only a couple of miles from the airport. Perhaps the engine would keep running long enough for him to get there. Moments after the first interruption, Levy's engine quit again, and this time the power loss lasted several seconds.

He pulled up and out of the formation, declared an emergency, and tried to climb. But at 190 mph, the 7,000-pound fighter didn't have much surplus energy. Its best glide speed is 150 mph. The crippling losses which the U.S.

bombers had previously suffered were thereafter drastically reduced: in October 1943 as many as 9.1 percent of the Eighth Air Force bomber sorties credited with attacking their targets had failed to return, and a further 45.6 percent had been damaged.

In February 1944 the corresponding figures fell to 3.5 percent and 29.9 percent. From that point, Germany was effectively under round-the-clock bombardment. Although fewer in number, the P-51 could penetrate deeper into German airspace than the other U.S.

fighters and was better in air-to-air combat; it thus played a disproportionately large role in the defeat of the Luftwaffe.

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Orlando Aircraft Services

Orlando Aircraft Services - As a vital component of the area's economy, Orlando Executive Airport offers many services to the community - including law enforcement, air ambulance, search/rescue capabilities, and the main reliever airport for Orlando International Airport (MCO). A central location, quality approaches and the ability to handle quick take-off demands make Orlando Executive ideally suited for these operations.

In 2018 Orlando Executive's aircraft operations totaled more than 104,000. Line service is always quick and efficient with helping us immediately upon arrival on the ramp. The same can be said for the tremendous front desk service regardless of who is working that day.

Orlando Aircraft Services

All around a very clean, efficient, and well managed FBO. Avocet MRO Services is an Orlando-based aircraft maintenance services provider offering best in class services and capabilities. For over 25 years, our team has created a reputation for consistent and on-budget service that delivers positive results for clients and end-users that exceed industry standards.

Orlando Science Center

60 S. Ivanhoe Blvd. Orlando, FL 32804 Orlando Executive Airport provides 24 hour service through our two fixed base operators, Sheltair Aviation Services (SAS) and Atlantic Aviation, an FAA air traffic control tower, a Customs and Border Protection (CBP) customs facility, and full ILS capability.

Orlando Executive's central location means that delegates will find numerous restaurants, hotels, stores and theaters within a 3 mile drive of the airport. When you click on the Pay Now button below, you will leave the website of the Greater Orlando Aviation Authority (the "Authority") and will be redirected to the Online Payment Portal - PayPoint ("PayPoint"), which is operated and maintained by

First Data Merchant Services ("First Data"). The Authority has no control over PayPoint and does not assume any responsibility, endorse or guarantee any aspect of your use of PayPoint. Please note that the Authority's Finance Department makes every effort to produce and publish the most current and accurate information possible.

However, payments received via PayPoint are not processed until the next or following business day and will not be reflected until that time. Situated on 1,056 acres owned by the City of Orlando, the airport is operated by GOAA with valuable input from the OEA Advisory Committee which continuously reviews the safe operation and facilities provided to the aviation community.

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This partnership adds value to the standing of OEA as a premier general aviation airport serving the entire Central Florida region. Both private and corporate aircraft facilities are available, providing business and pleasure travelers with a host of top-flight services and amenities for both based and itinerant aircraft customers.

730 N. Magnolia Ave. Orlando, FL 32803 Atlantic is my favorite FBO. This is down to several of your employees. The first I would like to recognize is Lucy. For years she has made me feel welcome and made the effort to talk to me regardless of anything else she is doing.

Every morning Ed welcomes me by name and makes me feel valued as a customer. Ana is also a delight to talk to. Matt and Conrad on the line are very fast at fueling my aircraft.

I hold Atlantic KORL in very high regard! Cheers! We recommend that you review the First Data Online Privacy Statement ("First Data Privacy Statement"), which is contained on the online payment portal, to fully understand First Data's privacy and security practices.

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Furthermore, we recommend that you review the Authority's Legal Disclaimer/User Agreement ("Authority User Agreement"), to fully understand the Authority's privacy and security practices. By accessing or using PayPoint, you agree with the terms of the Authority User Agreement, with the terms of the First Data Privacy Statement and with any and all other terms provided by the Authority and First Data with respect to your access or use of PayPoint.

If you do not agree with the foregoing, do not access or use PayPoint. We recommend that you review the Viewpost Privacy Policy, Terms of Use and Security statement, which are included on their online portal, to fully understand Viewpost's privacy, terms of use and security practices.

By accessing or using Viewpost, you agree to the terms of the Viewpost Privacy Policy, Terms of Use and Security statement and with any and all other terms provided by Viewpost with respect to your access or use of Viewpost.

If you do not agree with the foregoing, do not access or use Viewpost. As the most influential business aviation trade show in the United States, the 2022 NBAA-BACE, held at the Orange County Convention Center, will feature exhibitors promoting their latest products and services, two aircraft displays – one inside the exhibit hall and the other outside

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at Orlando Executive Airport, and more than 50 educational opportunities. Central Florida's first commercial airfield, Orlando Executive Airport was first dedicated as the Orlando Municipal Airport in 1928. Since that time, it has continually responded to the needs of a growing community - expanding services, updating facilities and modernizing equipment.

Today, Orlando Executive is recognized as the area's finest general aviation facility - and among the best of its kind in the state and the nation. When you click on the CONTINUE button below you will leave the website of the Greater Orlando Aviation Authority (the "Authority") and will be redirected to Viewpost.

The Authority has no control over Viewpost and does not assume any responsibility, endorse or guarantee any aspect of your use of Viewpost. TEL (407) 894-7331 FAX (407) 894-5094 Conveniently located only 3 miles from the business and financial center of Central Florida, Orlando Executive Airport (OEA), operated by the Greater Orlando Aviation Authority (GOAA), is the perfect flight path for the corporate traveler.

The primary and premier general aviation facility for Central Florida provides convenient access to all of Orlando's major highways putting the majority of industrial and business centers, sports arenas, performing arts venues, colleges, the Orlando/Orange County Convention Center, and the areas theme parks

Doubletree Orlando Downtown

, all within minutes of the airport. 191 E. Pine St. Orlando, FL 32801 Atlantic ORL is conveniently located just minutes from downtown at the Orlando Executive Airport, this modern FBO offers all of the amenities you have come to expect from Atlantic and the first-class customer service that you and your passengers deserve.

Our 55 acre leasehold can comfortably accommodate the largest GA aircraft and we have hangar space available for any aircraft up to a G 650. Call us today and let our team of professionals arrange everything for your next visit to Atlantic ORL.

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Non Owned Aircraft Insurance

Non Owned Aircraft Insurance - Once an underwriter has a clear picture of the exposure, he will offer a quotation—usually with requirements attached such as evidence of underlying insurance, recurrent training, or some other underwriting prerequisite. Requests for liability limits can vary from a low of $5,000,000 to $100,000,000 or more depending on the exposure.

In order to protect the corporation when it charters an aircraft on company business, it is recommended the corporation request additional insured status under the charter company's insurance policy and require the charter company's policy to be primary without right of contribution from any coverage the corporation may carry.

Non Owned Aircraft Insurance

Evidence of this coverage should be requested in the form of a Certificate of Insurance and a copy of the related endorsement. The charter company's policy would therefore, protect the corporation up to the limits of liability of the charter company's policy;

Ready For Takeoff? Having Sufficient Insured Value Is Critical

the corporation's non-owned aircraft liability insurance policy would then apply as excess coverage. In this regard, if the charter company's policy has sufficient limits, the corporation's policy would not be affected. Planning for the team's future is one of a leader's most important responsibilities.

A solid plan makes it easier to navigate today's uncertain world and when priorities change or a crisis happens, a well-crafted plan will help keep the team on track. The 2024 NBAA Maintenance Conference provides vital education and networking opportunities for anyone involved in business aircraft maintenance – from technicians to directors of maintenance.

Stay up-to-date on the latest operational information critical to your job and connect with over 900 fellow peers. The setting is common in our business environment. An important meeting requires senior executives to charter a corporate aircraft because the corporation's own airplane is unavailable or the corporation simply doesn't own one.

A call is placed to the local aircraft charter company to make arrangements for the flight. This trip will facilitate the timeliness of the meeting and give the corporation an edge on its competition. Unfortunately, something goes terribly wrong and there's an accident.

Protecting You And Your Family From Financial Loss

Although the charter company had added the corporation as an additional insured under its liability policy, it becomes disturbingly clear the charter company's coverage limits will be inadequate to cover the resulting flood of lawsuits. The claimants are now directing their legal recourse against the corporation.

Why you ask? The existence of the flight originated from your meeting. Unfortunately for some, this is where the need for non-owned aircraft liability insurance makes itself known. Whether you are a pilot training at a flight school, renting from an FBO, or anyone who operates an aircraft you don't own, having a non-owned aircraft insurance policy can protect you from the potentially catastrophic financial consequences of an aircraft accident.

You've completed your pre-flight check and are getting ready to take off. But have you thought of everything? Whether your aircraft is brand new or you've owned it for many years, have you verified that you would be fully covered in the event of a loss?

Medical Payments are included in the amount of $1,000 to cover payments for medical bills and funeral expenses of an occupant of the aircraft. Options up to $10,000 are available. In addition to Medical Payments, your Bodily Injury coverage will help protect you in the event of a claim.

Aviation Loss Payments Clear Title Clear Skies

The liability associated with renting an aircraft can have wide-ranging effects. Ensuring that you have adequate non-owned aircraft insurance allows you to pursue your passion for flight with confidence that an unfortunate incident won't result in a financial crisis.

The key is to give yourself plenty of time to research your options so that you can make a well-informed purchase decision and have insurance in place before you ever take a flight in an aircraft you do not own.

The 2024 NBAA Maintenance Conference provides vital education and networking opportunities for anyone involved in business aircraft maintenance – from technicians to directors of maintenance. Stay up-to-date on the latest operational information critical to your job and connect with over 900 fellow peers.

Most aircraft insurance policies are designed to protect the owner of the aircraft. Flight school policies are generally designed to protect the flight school. Even if the policy lists you as a pilot, the insurance company could pay a claim for the owner and then sue you to recover their losses.

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Let's imagine that, unfortunately, you experienced a loss, incident or accident during which your insured aircraft sustained physical damage. Whether it results in a “total loss” or a “partial loss,” it is commonplace that after the adjustment and settlement of the physical damage insurance claim, the aviation insurance provider's claim handler prepares to tender its payment of the physical damage loss to the

policyholder (the “named insured”) and any additional loss payee(s) endorsed under the aviation insurance policy, unless otherwise directed. Whether it's jetting across continents or soaring beyond the stratosphere, Starr Aviation's team of experts understands the industry's constantly changing risk environment, and develops customized property & casualty insurance plans that catalyze the success of organizations and their people.

If you're interested in elevating your career to the next level, look no further than SDC2025. You'll learn current best practices and trends from industry experts and fellow attendees through top-level education sessions and critical peer-to-peer networking to help you work smarter, not harder in the year ahead.

Aircraft Physical Damage (PD), including loss of use for the owner, will cover damage to the aircraft caused by the insured. It is recommended that the amount of Aircraft Physical Damage equals the cost of the most expensive aircraft you rent or borrow.

You could be liable for the total amount of damage to the aircraft, not just the deductible. The insurance company will pay the flight school for the repair and could then subrogate against you, the pilot.

Founded in 1947 and based in Washington, DC, the National Business Aviation Association (NBAA) is the leading organization for companies that rely on general aviation aircraft to help make their businesses more efficient, productive and successful.

Aircraft Liability Insurance protects you against claims arising from Bodily Injury (BI) and Property Damage (PD). When your passenger is injured or you damage property not owned by you, your Liability Insurance will protect you on a per occurrence (OCC) basis.

You've rented or borrowed an aircraft and an incident has resulted in damage to the aircraft itself, bodily injury to another person or damage to the property of others. Did you know that the aircraft owner's policy may not provide coverage to protect you, or if coverage is provided, it may be insufficient to cover your financial costs?

Many pilots aren't aware of this fact, and some end up with tremendous out-of-pocket payments to resolve their legal liabilities. The 2023 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) will return to Las Vegas, NV from October 17-19.

Save the date and make plans to attend the biggest and most productive event of the year for business aviation. Travers & Associates is proud to provide a wide range of aviation insurance products and services.

We offer coverage ranging from aircraft liability insurance and aviation hull insurance designed to give you peace of mind to airplane renter insurance to cover an aircraft you may rent or borrow. Non-Owned Aircraft Liability insurance provides coverage in the event a corporation becomes legally liable for bodily injury (including passengers) and property damage to third parties as a result of a loss involving a corporation's or employee's use of a non-owned aircraft.

Liability coverage would be provided to the corporation as long as the aircraft is not partly or wholly owned or registered in the name of the corporation, its subsidiaries, etc. An employee who operates a non-owned aircraft on company business would be provided the same coverage as the corporation as long as the aircraft is not owned in full or part by, or registered in the name of such person or any member of his household.

An employee who operates his owned aircraft on company business must rely on his insurance policy to properly provide insurance for himself. Similarly, when an employee uses owned or non-owned aircraft on company business, it is recommended that the corporation request additional insured status under the employee's policy or the employee's FBO policy if renting aircraft.

Again, the employee's policy or FBO policy liability limit will act as a first line of defense for the corporation before triggering the corporation's non-owned aircraft coverage. Although the limits of liability carried by the employee on a personal aircraft or FBO policy will be significantly lower than a charter company, it is good operating practice to establish such requirements.

If you're interested in elevating your career to the next level, look no further than SDC2025. You'll learn current best practices and trends from industry experts and fellow attendees through top-level education sessions and critical peer-to-peer networking to help you work smarter, not harder in the year ahead.

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