The company has also built wings and empennages for 2500 L-39 Albatros trainer aircraft since the 1970s. Following the fall of socialism in Czechoslovakia in 1989, Letov failed to assert itself on the international market and in 2000 it was bought by French Groupe Latécoère. The company now manufactures parts for large passenger aircraft.
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This plane made the first flight in 2004. In 2003 OSKBES MAI started to work on different aircraft, airships and autogyros. It designed and produced gondolas, nacelles, fly-by-wire power plant controls and empennages of NPO "RosAeroSystems" airships Au-30 and Au-12M. The design and development of Autogyro MAI-208 was started in 2006.
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The MB-4's three-bay biplane wings were all new, with ailerons on the upper wing. It had a conventional tailwheel undercarriage and had two separate tail assemblies, which were standard MB-3 empennages. Dual controls were fitted, with the pilot able to disconnect the co-pilot's controls, but there were no means of communication between the two cockpits.
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The empennages of the S.55 and S.63 were similar, though the latter had two vertical tails rather than three. These were wire-braced and, including balanced rudders, quadrantal in profile, with one attached to each girder. A rectangular tailplane, mounted at a high incidence, linked the girders and projected beyond them. It carried a semi-elliptical, balanced elevator.
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Both aircraft had similar but not identical conventional empennages. They had wooden, fabric over ply covered fins and fabric covered, unbalanced rudders. Both fins had straight, slightly swept leading edges and, including the rudder, blunt tops, but the area of the IS-13's fin was increased with a dorsal fillet. Its rudder was slightly squarer at the heel and also larger in area than that of the IS-12.
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It also moved away from Wibault's tradition of angular wing plans and empennages and flat sided fuselages. It was designed and constructed by Avions Michel Wibault, though the company merged with Chantiers de Saint-Nazaire, forming Chantiers Aéronautiques Wibault-Penhoët before the Wib 313 was completed. The Wib 313 was an all-metal aircraft. Its wings, mounted with mild dihedral, were straight edged and tapered with rounded wing tips.
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The Stiletto is a two-seat low-wing monoplane designed under FAR 23 regulations, that meets the FAA (LSA) Light Sport Aircraft rules. It is mainly metal construction but has a glassfibre cabin enclosure. It has a fixed nosewheel landing gear and is powered by a nose-mounted Rotax 912A piston engine. The cantilever wings and the demountable tailboom of aluminium alloy structure carrying the empennages can be detached for transport and storage.
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At the Salon its two seats were enclosed within a rather blunt canopy or coupé with a flat windscreen and two windows on each side. This was readily detachable and it is not known if the Limousine was flown with it in place. Their empennages were conventional, with plywood covered horizontal tails on top of the fuselages. The fins were small and semi-circular and the fabric covered rudders had scalloped, rounded edges.
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In the mid-1980s, the Federal Aviation Administration grounded the Beechcraft Bonanza due to safety concerns. While the Bonanza met the initial certification requirements, it had a history of fatal mid-air breakups during extreme stress, at a rate exceeding the accepted norm. The type was deemed airworthy and restrictions removed after Beechcraft issued a structural modification as an Airworthiness Directive. V-tailed aircraft require longer rear fuselages than aircraft with conventional empennages to prevent yawing.
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The matter came to a head when the acting commander of the Brownsville detachment, 1st Lt. Byron Q. Jones, bypassed the chain of command and sent a written complaint directly to the commanding general of the Southern Department, who grounded the aircraft. Two newer JN3s arrived as replacements and the six remaining JN2s were modified with new wings, empennages, and engines to JN3 standard.Miller (2003), pp. 10-12For more on the divisions see Aviation Section, U.S. Signal Corps#The Goodier court-martial.
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These two pairs differed primarily in the pilot's accommodation; the early two had exposed seats and the later gliders open cockpits in full fuselages, though both the rear fuselages and empennages also differed greatly. Like all these designs, the BS.11 was a simple, high wing aircraft. Its rectangular plan, two spar, fabric covered wings were supported over the nacelle on a single, central, distorted N form strut, with an upright forward member and a sloping rear component. These met the wing at the spars, the forward one almost at the leading edge.
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The Ca.127 was a single engine for distant reconnaissance; it was built with a metal structure and a fuselage, with a rectangular section, built in welded steel tubes covered in canvas. The empennages are single-celled, made of steel tube covered with painted canvas. The drift and fixed altitude plan were adjustable in flight. The partially cantilever wings rested each to a metal strut that anchored to a knot in the fuselage; they were built in a light-alloy metal structure of the monospar type covered in cloth.
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The D.IX was the final development of the D.VII, an outstanding World War I fighter. It had a 300 hp (224 kW) Hispano-Suiza 8Fb (Type 42) water-cooled V-8, much more powerful than the D.VII's original 160 hp (120 kW) Mercedes D III engine and even most other engines experimentally fitted to this airframe. Engine installation apart, the D.VII and D.IX were externally similar apart from their empennages. The D.IX was a single bay biplane, its wings constructed in Fokker's established fashion with two box spars and fabric covering.
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Retrieved 1 December 2008. Lockheed Martin Aeronautics is the prime contractor and performs aircraft final assembly, overall system integration, mission system, and provides forward fuselage, wings and aircraft flight control system. Northrop Grumman provides active electronically scanned array (AESA) radar, electro-optical AN/AAQ-37 Distributed Aperture System (DAS), Communications, Navigation, Identification (CNI), center fuselage, weapons bay, and arrestor gear. BAE Systems provides the Flight Control Software (FCS1), the electronic warfare systems, crew life support and escape systems, aft fuselage, empennages as well as the horizontal and vertical tails.
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During World War II the factory served as repair shop for the German Luftwaffe. Production lines were also set up during World War II for combat versions of the Ju 290 aircraft, commencing with the Ju 290 A-2, which carried a search radar for its patrol role. Since the 1950s, the plant has manufactured parts for the MiG-15, MiG-19 and MiG-21. Over 4,000 wings and empennages for L-29 Delfín, a jet trainer aircraft that became the standard jet trainer for the air forces Warsaw Pact nations in the 1960s, were built by Letov.
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Behind the nose the G I and G II R fuselages were similar, with flat sides and rounded tops, apart from the increased inter-cockpit spacing. The G I and G II RB empennages also shared the same constant chord surfaces with semicircular tips. Early G II Rs had the same single axle main undercarriage and tailskid as on the G I but this was altered on from the G II RB onwards to one where each main wheel was mounted on a V-form strut mounted on the central lower fuselage, with a bungee shock absorber from the stub axle to the upper longeron. The tailskid was replaced with a small wheel on a sprung strut.
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Short span airbrakes extended upwards only, mounted just behind the spar at the outer ends of the centre section. Both models had ovoid cross section fuselages with ply skinning. In other respects the fuselages and empennages of the two types differed significantly, most obviously in the design of the cockpit and canopy and the related fuselage depth, as well as in the undercarriage. The upper edge of the fuselage of the Acore was straight and at about the height of the wing tips, higher than that of the earlier aircraft, enabling the fuselage top, teardrop shaped canopy of the Pinguino to be replaced by one with an upper line co-linear with that of the fuselage.
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The Caproni Ca.11 was a high wing monoplane with a wooden structure and a canvas covering, equipped with a wing warping system to control the roll and reinforced by metal tie rods connected to the fuselage and to a special structure placed above it; the fuselage was based on a wooden lattice structure, in turn reinforced by metal cables, and was covered in cloth only for the front half; the same wooden structure with a canvas covering characterized the empennages. The trolley, fixed, was composed of two front wheels with anti-overblank pads and another smaller, tailed shoe. The Ca.11 differed from its immediate predecessors mainly for the engine, a French -made 7- cylinder star- shaped Gnome capable of developing a power of 50 hp.
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The joint-venture with Sikorsky has since been expanded to include development of aerospace components for other OEMs. This facility, called Tara, also located in Hyderabad, was completed in 2011 and commenced production in 2012.Tata, Sikorsky JV to make aerospace components Another TASL joint-venture, with Lockheed Martin, is producing aerostructures for the Lockheed C-130 Hercules and the Lockheed C-130J Super Hercules in India. It is a 74:26 joint venture which currently assembles Hercules centre wing boxes and empennages In partnership with Airbus Defence and Space, the company fielded the EADS CASA C-295 for the Indian Air Force light-cargo fleet renewal program, which the Indian government approved on 13 May 2015. Under the project 16 complete aircraft will be imported, while 40 aircraft will be manufactured in India.
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The Ca.9 was very similar to the Caproni Ca.8 in being a modern high wing monoplane with a wooden structure and canvas covering, equipped with a wing warping system to control roll and reinforced by metal tie rods connected to the fuselage and to a special structure placed above it; the fuselage was based on a wooden lattice structure, in turn reinforced by metal cables, and was covered in cloth only for the front half; the same wooden structure with a canvas covering characterized the empennages. The trolley, fixed, was composed of two front wheels with anti-overblank pads and another smaller, tailed shoe. The engine, which operated a fixed-pitch, two-bladed wooden propeller, was a Y-shaped three-cylinder Anzani capable of developing a power output of 35 hp (25.76 kW).
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It was a modern high wing monoplane with a wooden structure and canvas covering, equipped with a wing warping system to control roll and reinforced by metal tie rods connected to the fuselage and to a special structure placed above it; the fuselage was based on a wooden lattice structure, in turn reinforced by metal cables, and was covered in cloth only for the front half; the same wooden structure with a canvas covering characterized the empennages. The trolley, fixed, was composed of two front wheels with anti-overblank pads and another smaller, tailed shoe. The Ca.13, like the Ca.12 from which it was directly derived, was a two-seater with the two habitats arranged "in tandem" (ie one behind the other); the engine was an Anzani radial capable of developing a power of 70 hp. The Ca.13 differed from the immediate predecessor for the different curvature of the wings and for the different ratios between the areas of the front and rear surfaces.
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It was a modern high wing monoplane with a wooden structure and canvas covering, equipped with a wing warping system to control the roll and reinforced by metal tie rods connected to the fuselage and to a special structure placed above it; the fuselage was based on a wooden lattice structure, in turn reinforced by metal cables, and was covered in cloth only for the front half; the same wooden structure with a canvas covering characterized the empennages. The trolley, fixed, was composed of two front wheels with anti-overblank pads and another smaller, tailed shoe. The Ca.12 differed from its immediate predecessors mainly due to the fact of being a two-seater, with the two cockpits arranged "in tandem" (ie one behind the other); moreover, the Ca.12 differed from the Ca.11 for the greatly enlarged wing opening and for the engine, a radial Anzani 6A3 6- cylinder double star capable of developing a power of 60 hp. Other versions of the same model were powered by 50 or 70 HP engines.
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The Ca.8 was a light, single-seater, single-engine aircraft, equipped with a wing in a medium-high position and with tailing in the tail. The fuselage was composed of a wooden trellis, reinforced by tie rods in a metal cable and with metal joints in turn; its front part, between the engine and the trailing edge of the wing, was covered with canvas, while the rest was uncovered. The wing, with an appreciable angle of dihedral, had in turn a wooden structure covered with canvas; it had no ailerons, and the roll control depended on a wing warping system; the deformation of the wing ends to guarantee warping was made by some tie rods which, like the bracing cables which reinforced the wing itself, were fixed to the top of a pyramidal structure located above and in front of the uncovered pilot station. The empennages consisted of a horizontal plane placed under the fuselage and an entirely movable vertical plane hinged to the rear end of the fuselage itself.
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