The AN/APG-63(V) is the fire control radar for the F-15A/B/C/D Eagle fighter. A modified version, the AN/APG-70, superseded the APG-63 on the F-15E Strike Eagle, but was then itself to be replaced with the APG-63(V)1, as part of a comprehensive APG-63 upgrade. The APG-63(V)1 LRIP contract was awarded in August 1997, with full rate production beginning in 2002. Japan and South Korea also chose the APG-63(V)1 (Japanese license production by MELCO was just beginning in2006).
Sure, I could write yet another piece about the A380. My favorite target was back in the news for all the wrong reasons this month. Airbus spent its investors' conference grappling with the A380's grim commercial situation, with one executive implying that the plane could die in a few years and another promising that it would be rejuvenated with new engines. There's so much to say about this.
In the midst of a series of technical glitches that delayed the planned launch of the Orion capsule by a Delta IV rocket on Thursday, NASA Administrator Charles Bolden is reported to have told NBC News, "We're now on the way to Mars, and that's what's most important." Uh, no. First of all, we're not anywhere close to being on our way to Mars, or even the Moon, for that matter.
NASA is preparing to launch its new Orion capsule on Thursday, December 4. It will be the first test launch of the spacecraft, which is being billed as kind of a big deal because it represents the agency's first major step toward regaining an inhouse manned spaceflight capability -- something it has not had since the end of the Space Shuttle program in 2011.
Airbus wanted to beat Boeing. To get beyond 50% of the market, it needed some serious product line investment. The A380 offered the biggest investment they could make before their ownership went fully public. It also offered the biggest psychological statement about beating Boeing in its (former) core jetliner market.
Unfortunately, Airbus chose to attack what is also the least important segment (5% of the total market, at best). Aside from a limited pool of up-front customers, the A380 is al- most irrelevant in today’s market environment. This is a two-per-month segment.
To paraphrase Churchill, for decades I've had my own ideas about Embraer, and I didn't want them changed by any Embraerians. I'd always respected Embraer, as does much of the aerospace industry – if aerospace companies were restaurants, Embraer would be the restaurant all the other chefs visited on their days off – but until this month, I'd never visited São José dos Campos.
With the remarkable commercial success of Airbus's A320neo family, Boeing's 737 MAX series and Embraer's E2 70/110-seat jets, it's clear the market is very happy with reengined jetliners. These new products, and other reengined aircraft, have already racked up more than 6,000 new orders over the past three years.
My job, my career, and indeed much of my non-family life revolve around inhabited aircraft. Not UAVs; other people cover that waterfront at Teal. And while I don't regard them as a threat to my beloved inhabited aircraft, I am kind of intrigued by UAVs. They represent a rare example of a technology that created its own market.