It is hard to believe the Jetsons, an American animated sitcom produced by Hanna-Barbera, originally airing in 1962, portrayed the life of a space-age family living in 2062 in a futuristic wonderland of elaborate robotic contraptions and whimsical inventions. It is now 2018, and the year 2062 is less than 44-years away, but already a handful of the Jetsons’ contraptions exist including smartwatches, smart shoes, drones, 3-D printed items, holograms, robotic help, jetpacks, and even flying automobiles. In particular, the fantasy of flying automobiles zipping around the skies of America could be taking flight within the next ten years. That is according to Boeing CEO Dennis Muilenberg, who said, “it will happen faster than any of us understand,” in a Bloomberg interview. “Real prototype vehicles are being built right now. So the technology is very doable,” he added. Muilenberg said Boeing has been preparing for the new era of flying urban vehicles, and his company has been designing what would be the “rules of the road for three-dimensional highways” that carry autonomous flying taxis. Bloomberg claims autonomous air taxis and parcel-hauling drones have the potential to disrupt the transportation industry as we know it, with Boeing and Airbus SE already situating themselves for an era of flying automobiles. Muilenburg claims the window to reshape the transportation industry is now. “Fleets of self-piloted craft could be hovering above city streets and dodging skyscrapers within a decade,” he exclaimed. According to the latest research by Deloitte, more than a dozen drone and flying automobile manufacturers have already passed conceptualization/design phase, and a majority of the manufacturers are currently exiting the prototype stage into the testing phase, with most manufactures targeting launch/delivery by 2020. “If safety and regulatory hurdles are cleared, passenger drones are expected to get wings by 2018–2020, and traditional flying cars by 2020–2022, while revolutionary vehicles could be a reality only by 2025,” Deloitte reported. In the second half of 2017, NASA’s Aeronautics Research Mission Directorate (ARMD) started examining the feasibility of what the government space agency calls “Urban Air Mobility.” Here is how NASA defines Urban Air Mobility: Our definition for UAM is a safe and efficient system for air passenger and cargo transportation within an urban area, inclusive of small package delivery and other urban Unmanned Aerial Systems (UAS) services, which supports a mix of onboard/ground-piloted and increasingly autonomous operations. “NASA has the knowledge and the expertise to help make urban air mobility happen,” said Jaiwon Shin, NASA’s associate administrator for aeronautics. “We plan to conduct the research and development, and test the concepts and technologies that establish feasibility and help set the requirements. Those requirements then serve to make using autonomous vehicles, electric propulsion, and high density airspace operations in the urban environment safe, efficient and economically viable.” Boeing signaled that it was serious about flying taxis last year by acquiring Aurora Flight Sciences, whose projects include a new flying taxi it is developing with Uber Technologies Inc, said Bloomberg. Other partners on the project include Textron Inc.’s Bell Helicopter and Embraer SA, a Brazilian aerospace company. Bloomberg details the major players who are becoming more visible on the playing field of developing urban flying taxis: Aurora has been inventing autonomous vehicles since the late 1980s, and its portfolio of novel flying machines includes a two-seat robotic copter known as an eVTOL (an abbreviation for electric vertical take-off and landing). For its rideshare of the not-too-distant future, Aurora plans to whisk passengers between rooftop “vertiports.” Test flights could begin as soon as 2020 in Dallas and Dubai, according to the company. Others are also rushing rotorcraft concepts to market. Vahana, the self-piloting air taxi developed by A3, Airbus’s tech-centric Silicon Valley outpost, completed its first test flight on Jan. 31. Intel Corp. and EHang Inc. are also testing their flying vehicles. But the next generation of Uber and Lyft Inc. vehicles can’t arrive by air until manufacturers and regulators figure out how to keep them from bumping into buildings, commercial planes, personal drones and each other. That requires leaps in artificial intelligence and sensor technology from today’s personal drones, which mostly fly within sight of operators. “Right now, what we’re transitioning from is a hobbyist industry to a commercial industry,” said Darryl Jenkins, an aerospace consultant specializing in autonomous vehicles. Deloitte explains there are numerous potential applications for these new forms of urban mobility vehicles: Bloomberg mentions U.S. and foreign drone manufactures must demonstrate that catastrophic failures are so remote that they will not happen in a billion flights. Unless if Congress or the FAA eases regulations on standards for autonomous flying vehicles. Boeing and other manufacturers would have to show regulators that their high-tech flying taxis are incredibly reliable. “It’s extremely costly to certify new aircraft, even when you’re certifying it for a well-established use and with well-established rules,” said Steve Wallace, a former FAA official who oversaw accident investigations and also worked in the agency’s certification branch. “Here we’re trying to open up a whole new use where there aren’t any rules. That’s an enormous task.” Muilenburg said Boeing is heavily investing in sense-and-avoid systems and other technologies to prevent airborne disaster. “We are making investments there,” he said. “The autonomous car ecosystem is making investments there.” Since Muilenburg took control of Boeing in 2015, he has expanded investment dollars into futuristic aircraft and created a venture capital arm called HorizonX to further the development of hybrid-electric propulsion. As Boeing and other major corporations usher in a Jetsonian era of flying automobiles starting in 2020 and beyond. Nearly every automaker and major technology companies are pouring billions into the development of flying automobiles. Will this trend be another bubble, as we have seen many in this Central-Bank-free-money-anything-goes-induced environment, or is there something legitimate here?
Textron's unit, Bell Helicopter awards PPG Industries (PPG) with a contract to produce windshields for the Bell 525 Relentless commercial helicopter.
Authored by Bryan Macdonald via The Ron Paul Institute for Peace & Prosperity, Countering Russia has become a lucrative industry in Washington. In recent years, the think tank business has exploded. But who funds these organizations, who works for them and what are the real agendas at play? From the start, let’s be clear, the term "think tank" essentially amounts to a more polite way of saying "lobby group." Bar a few exceptions, they exist to serve – and promote – the agendas of their funders. However, particularly in the United States, the field has become increasingly shady and disingenuous, with lobbyists being given faux academic titles like "Senior Non-Resident Fellow" and "Junior Adjunct Fellow" and the like. And this smokescreen usually serves to cloud the real goals of these operations. Think tanks actually originate from the Europe of the Dark Ages. That's 9th-century France, to be precise. But the modern American movement is modeled on British organizations from around a millennium later, many of which, such as "RUSI (1831)," still exist today. The concept was possibly brought to America by the Scottish-born Andrew Carnegie. And his "Carnegie Endowment for International Peace" (1910) is still going strong. Yet, the real boom in the "think tank" industry came with the era of globalization. With a 200-percent rise in numbers since 1970. And in recent years, they’ve become more transnational, with foreign states and individuals sponsoring them in order to gain curry favor in Washington. One country that largely hasn’t bothered playing this game is Russia. Instead, mostly in the foreign policy and defense sectors, Moscow frequently serves as Enemy Number One for many advocacy groups. Here are some prominent outfits in the think tank racket, which focus on hyping up threats from Russia. The Atlantic Council Founded: 1961 What is it? Essentially the academic wing of NATO. The Atlantic Council serves to link people useful to the organization’s agenda across Europe and North America. However, in recent years, its recruitment has increasingly focused on employees who directly attack Russia, especially on social media. Presumably, this is to give them a guaranteed income so they can continue their activities, without needing to worry about paying the bills. What does it do? Promotes the idea of Russia being an existential threat to Europe and the US, in order to justify NATO’s reason for being. Who are its people? The Atlantic Council’s list of lobbyists (sorry, ‘Fellows’!) reads like a telephone directory of the Russia bashing world. For instance, Dmitri Alperovitch (of Crowdstrike, which conveniently alleges how Russia hacked the Democratic National Congress) is joined by the perennially- wrong Anders Aslund, who has predicted Russia’s impending collapse on a number of occasions and has, obviously, been off the mark. Then there’s Joe Biden’s “Russia hand,”Michael Carpenter and their recent co-authored ‘Foreign Affairs’ piece suggests he actually knows very little about the country. Meanwhile, Evelyn Farkas, a fanatical Russophobe who served in Barack Obama’s administration has also found a home here. Another interesting Atlantic Council lobbyist is Eliot Higgins, a “geolocation expert” who has made a career out of spinning tales from the Ukraine and Syrian wars but is, naturally, mostly disinterested in covering Iraq and Yemen, where the US and its allies are involved, but Russia has no particular stake. Lastly, we can’t forget CNN’s Michael Weiss, the self-declared “Russia analyst” who, by all accounts, has never been to Russia and can’t speak Russian. Who pays for it? The Atlantic Council has quite an eclectic bunch of patrons to serve. NATO itself is a big backer, along with military contractors Saab, Lockheed Martin and the Raytheon Company, all of which naturally benefit from increased tensions with Moscow. The UK Foreign Office also splashes the cash and is joined by the Ukrainian World Congress and the US Department of State. Other sugar daddies include the US military (via separate contributions from the Air Force, Navy, Army and Marine Corps), Northrop Grumman and Boeing. The Center for European Policy Analysis (CEPA) Founded: 2005 What is it? Despite the name, CEPA is based in Washington, not the ‘old continent’, but it does have an outpost in Warsaw. This club specifically focusses on Central and Eastern Europe and promoting the US Army and foreign policy establishment’s agenda there. Or, in its own words, creating a “Central and Eastern Europe with close and enduring ties to the United States.” What does it do? CEPA amounts to a home for media figures who devote their careers to opposing Russia. It whips up tensions, even when they don’t really exist, presumably in order to drum up business for its sponsors, who are heavily drawn from the military industry. For example, it spent last year hyping up the ‘threat’ from Russia’s and Belarus’ joint "Zapad" exercises, even running a sinister-looking countdown clock before the long-planned training commenced. CEPA grossly overestimated the size of the event, saying it “could be the largest military exercise since the end of the Cold War” and dismissing basically all Moscow’s statements on its actual nature as “disinformation.” Who are its people? Times of London columnist Edward Lucas has been part of CEPA for years. The dedicated "Cold Warrior" doesn’t appear to have spent much time in Russia for a long while and still seems to view the country through a prism which is very much rooted in the past. Thus, he’s more-or-less an out-of-touch dinosaur when it comes to Russia expertise. He will soon be joined by Brian Whitmore, who comes on board from RFE/RL and appears to be even more ill-informed than Lucas. His work for the US state-run broadcaster led to him being described as the “Lord Haw Haw of Prague,” where he has been based for some years. CEPA is a pretty fluid organization and, until recently, Anne Applebaum and Peter Pomerantsev were also on its list of lobbyists. The former is a Polish-American Washington Post columnist who obsessively denigrates Russia and the latter has previously worked with the Atlantic Council’s Michael Weiss, which shows you how small and incestuous the Russia-bashing world is. Who pays for it? While other think tanks at least try to make their funding look semi-organic, CEPA looks to have zero hang-ups about its role as a mouthpiece for defence contractors. Which is, at least, honest. FireEye, Lockheed Martin, Raytheon, Bell Helicopters and BAE systems pump funds in and they are joined by the US State Department and the Department of Defence. Another notable paymaster is the National Endowment for Democracy – ‘regime change’ experts who are surely interested in CEPA’s remit to also cover Belarus. The US Mission to NATO and NATO’s own Public Diplomacy Division also provide cash. German Marshall Fund of the United States Founded: 1972 What is it? Don’t be fooled by the name, the German Marshall Fund (GMF) is a very American body these days with little input from Berlin. It was founded by a donation from Willy Brandt’s Bonn-government to celebrate the 25th anniversary of the Marshall Plan. Ironically, Brandt is today best remembered as the father of "Ostpolitik," which sought a rapprochement between Germany and Russia. What does it do? After the fall of the Soviet Union, the GMF transformed into a vehicle promoting US influence in Eastern Europe, with outreaches in Warsaw, Belgrade and Bucharest. However, in the past 12 months, it’s taken a very strange turn. Following the election of US President Donald Trump (ironically a German-American), the lobby group launched the Alliance for Securing Democracy (ASD) project. Its centerpiece is the ‘Hamilton 68 Dashboard’, which seems to classify social media users which reject the US liberal elite’s consensus as “Russian trolls.” The reaction has been highly critical, with even the secretly-funded Russian opposition website Meduza asking “how do you identify 'pro-Russian amplifiers’ if… themes dovetail with alternative American political views?” Who are its people? The GMF, especially through its new ASD plaything, has a high-profile bunch of lobbyists. They include Toomas Ilves, an American-raised son of Estonian emigrants who once headed the Estonian desk at erstwhile CIA cut-out Radio Free Europe and eventually became president of Estonia. Also on board is Bill Kristol, known as the ‘architect of the Iraq War’ and former CIA Director Michael Morrell. Former US Ambassador to Russia Michael McFaul, who recently announced he was partially abandoning his Russian scholarship and has “lost interest in maintaining my (sic) ability to speak/write Russian” is another team member. After serving on Obama’s team, McFaul has re-invented himself as a network TV personality since 2016 with 280,000 Twitter followers, 106,000 of which are fake, according to Twitter audit. Who pays for it? USAID are big backers, throwing in a seven-figure annual sum. This, of course, raises some questions about US taxpayers essentially funding the Hamilton 68 dashboard, which may be smearing Americans who don’t agree with their government’s policies as Russian agents. The State Department also ponies up capital, as does NATO and Latvia’s Defense Ministry. Other interesting paymasters are George Soros, Airbus and Google. While Boeing and the ubiquitous Raytheon are also involved. Institute for the Study of War Founded: 2007 What is it? This lobby group could as easily be titled "The Institute for the Promotion of War." Unlike the others, it doesn’t consider Russia its primary target, instead preferring to push for more conflict in the Middle East. However, Moscow’s increased influence in that region has brought the Kremlin into its crosshairs. What does it do? The IFTSOW agitates for more and more American aggression. It supported the Iraq "surge" and has encouraged more involvement in Afghanistan. IFTSOW also focuses on Syria, Libya and Iran. Just last week, one of its lobbyists, Jennifer Cafarella, called for the US military to take Damascus, which would bring Washington into direct conflict with Russia and Iran. Who are its people? Kimberly Kagan is the brains behind this operation. She’s married to Frederick Kagan, who was involved in the neocon "Project for the New American Century" group along with his brother, Robert Kagan. Which makes Kimberly the sister-in-law of Victoria “f**k the EU” Nuland. Another lobbyist is Ukrainian Natalia Bugayova, who was involved in Kiev’s 2014 EuroMaidan coup. She previously worked for the Kiev Post, a resolutely anti-Russian newspaper which promotes US interests in Ukraine. However, IFTSOW’s most notorious lobbyist was Elizabeth O’Bagy, who emerged as a ‘Syria expert’ in 2013 and called for American political leaders to send heavy weaponry to Syrian insurgent groups. She claimed to have a PhD from Georgetown University in Washington, DC, but this was fictional and once the media twigged to it, she was dismissed by the IFTSOW. Two weeks later, she was rewarded for her deception by falling up to a job with fanatical Russophobe Senator John McCain. O’Bagy has also collaborated with the Atlantic Council’s Michael Weiss, which is further evidence of how tight-knit the world of US neoconservative advocacy really is. Who pays for it? Predictably, Raytheon has opened its wallet. Meanwhile, other US military contractors like General Dynamics and DynCorp are also involved. L3, which provides services to the US Department of Defense, Department of Homeland Security, and government intelligence agencies is another backer along with Vencore, CACI and Mantech.
Textron (TXT) reported adjusted EPS of 74 cents compared to the Zacks consensus estimate of 77 cents.
Textron's (TXT) Bell segment has been able to deliver improved results in the third quarter, after quarters of poor performance.
Task and Purpose, Jared Keller Security, North America Could it be a game changer? After years in development, the future of vertical lift has finally arrived on the Army’s doorstep: Bell Helicopter’s advanced V-280 Valor tiltrotor prototype finally took its maiden flight at a test facility in Amarillo, Texas, the company announced on Dec. 18 — a major milestone for a next-gen aircraft designed to meld the tactical maneuverability of the branch’s current rotary fleet with the range and force projection of fixed-wing troop transports. Developed to replace the iconic AH-64 Apache attack chopper and UH-60 Black Hawk utility helo, the Valor boasts a top speed of 280 knots (hence, somewhat cheekily, the “V-280” designation) and a range of up to 800 nautical miles. That’s double the top speed and operational range of the tried-and-true Black Hawk. And with a troop capacity of 14 armed warfighters (plus a crew of 4) and load capacity of more than 12,000 pounds, the Valor can haul 23% more troops and 25% more cargo than the conventional utility helicopter, per Popular Mechanics. Read full article
В США прошли первые летные испытания нового конвертоплана V-280 Valor. Компания-производитель Bell Helicopters опубликовала 30-секундное видео отрыва машины от земли. Однако, как стало известно журналистам, гибрид самолета и вертолета провел в воздухе около 15 минут.
Перспективный конвертоплан Bell V-280 Valor совершил первый полет, сообщается на сайте компании Bell Helicopter. Rotor & Wing International также публикует видео полета.Машину разработали для участия в тендере по программе FVL (Future Vertical Lift), в рамках которой создаются новые военные вертолеты для вооруженных сил США. FVL предусматривает создание пяти типов летательных аппаратов вертикального подъема, которые должны заменить вертолеты Sikorsky UH-60 Black Hawk, AH-64 Apache и CH-47 Chinook. Планируется, что все будущие машины будут снабжены схожей электроникой, датчиками, двигателями и вооружением. V-280 Valor представили Армии США в 2014 году. Особое внимание было уделено снижению стоимости V-280 за счет уменьшения массы и повышения надежности аппарата. В частности, конструкторы отказались от использования системы автоматического складывания крыла. Конвертоплан сможет летать на крейсерской скорости в 518,6 километра в час, боевой радиус машины составит до 1 481 километра при перегоночной дальности до 3,9 тысячи километров. Читайте также: Полный провал: почему в России не полетит первый пассажирский дрон Будущее через 30 лет: новый прогноз экспертов «Тачки» будущего: самые крутые электрокары в фотографиях
Компания Bell Helicopter объявила, что перспективный конвертоплан Bell V-280 Valor совершил свой первый полет. Машина была разработана для участия в тендере по программе FVL (Future Vertical Lift), в рамках которой создаются новые военные вертолеты для вооруженных сил США.
Bell-Boeing, a joint venture between Boeing (BA) and Textron's (TXT) Bell Helicopter, won a contract to offer support services to the V-22 tiltrotor military aircraft platform.
Kris Osborn Security, Yes, its possible. Bell Helicopter engineers and weapons developers and looking at innovative ways to reduce the radar signature of their new, next-generation V-280 Valor tilt-rotor aircraft slated to be operational by the 2030s. While developers stop short of calling the new project a “stealth” helicopter, they do acknowledge they are engineering “stealthy” characteristics -- such as infrared (IR) heat suppressing systems and various fuselage contour constructions as a specific way to make the new aircraft less targetable by enemies. “We will definitely employ some passive measures in terms of how we shape the aircraft, to make it invisible. The key is not to be able to target it and reduce the signature passively so radar sweeps do not see anything. In the end, you do not want to get detected or engaged,” Vince Tobin, vice president of advanced tiltrotor systems, Bell Helicopter, told Scout Warrior in an interview. Recommended: US Army's 5 Most Lethal Weapons of War While, quite naturally, many of the specifics regarding stealth technology are not available, there are a few broad parameters followed closely by developers of low-observability aircraft. They include reducing the heat signature coming from engines or exhaust along with efforts to shape the exterior of the aircraft to be less detectable to “pings” or return signals to enemy radar. Recommended: Russia's Armata Tank vs. America's M-1 Abrams - Who Wins? Radar sends electromagnetic signals, pulses or “pings” traveling at the speed of light – bounces them off of an object – and analyzes the return signal to determine the shape, size and speed of an enemy target. For this reason, electronic “jamming” is another tactic used to thwart or throw off enemy radar systems. Recommended: Who Swallows North Korea after it Collapses? Read full article
Национальное управление по аэронавтике и исследованию космического пространства (NASA, НАСА) США и компания Uber Technologies Inc. в среду подписали соглашение о совместной разработке проекта летающих такси на электрической тяге.Как говорится в сообщении Uber, испытания новой модели передвижения по городу начнутся в 2020 году. Первым городом, в котором появится сервис UberAir, станет Лос-Анджелес. Немного позднее к нему будет добавлен Даллас."Лос-Анджелес - образцово-показательный город, очень загруженный с точки зрения дорожного движения, и в обозримой перспективе нет вариантов значительно облегчить нагрузку за счет систем общественного транспорта", - заявил главный директор Uber по продуктам Джефф Холден.К Летним Олимпийским играм 2028 года, которые пройдут в Лос-Анджелесе, жители города уже будут активно пользоваться летающими такси, добавил он.Мэр Лос-Анджелеса Эрик Гарсетти пообещал оказать поддержку проекту, отметив, что город является "идеальным полигоном для новой технологии", пишет Los Angeles Times.В число поставщиков техники и пилотов для проекта входят Embraer, Bell Helicopter, Pipistrel, Aurora Flight Sciences и Mooney Aviation. Uber, как и в случае с наземными перевозками, займется приложением, которое позволит пассажиром заказывать поездки.Предполагается, что UberAir будет доступным вариантом ежедневного перемещения между центром города и пригородами, поскольку переход на электродвигатели существенно снизит себестоимость сервиса по сравнению с вертолетными перевозками UberChopper.Uber собирается использовать летательные аппараты вертикального взлета и посадки, которые будут летать на небольших высотах. Со временем компания планирует перейти на беспилотники, что позволит еще больше снизить тарифы.В партнерстве с NASA компания также будет разрабатывать новую систему управления воздушным движением без участия человека.Аналитики отмечают, что одобрение UberAir регуляторами может потребовать больше времени, чем рассчитывает компания. Сертификация коммерческих самолетов Федеральным управлением гражданской авиации (FAA) США обычно включает два года испытаний и проверок. В случае электродвигателя необходимо будет также удостовериться в полной безопасности и надежности аккумуляторов.Uber - международная технологическая компания, разрабатывающая мобильные сервисы по вызову автомобилей с персональным водителем. Компания оказывает услуги более чем в 600 городах в 77 странах, в том числе в 16 населенных пунктах России.(http://www.interfax.ru/wo...)
Новый транспорт будет рассчитан на четырех пассажиров и сможет развивать скорость до 321 км/ч
Национальное управление по аэронавтике и исследованию космического пространства (NASA, НАСА) США и компания Uber Technologies Inc. в среду подписали соглашение о совместной разработке проекта летающих такси на электрической тяге.
Национальное управление по аэронавтике и исследованию космического пространства (NASA, НАСА) США и компания Uber Technologies Inc. в среду подписали соглашение о совместной разработке проекта летающих такси на электрической тяге.
Kyle Mizokami Security, Middle East While Tehran’s forces are aggressive, they are no match for the U.S. Navy. While it might be easy to discount such a lightweight force, the Islamic Revolutionary Guards Corps Naval Forces and the Islamic Republic of Iran Naval Forces have numbers on their side and the ability to mount complex, multidirectional attacks with antiship missiles against much larger foreign naval vessels. Iran’s naval forces are some of the smallest but most aggressive in the region. Decades of sanctions and embargoes have strangled the navy’s attempts to modernize, leaving a smaller than expected naval force whose most intimidating features are homebrewed frigates, coastal missile batteries and swarms of fast, lightly armed fast-attack craft. Despite their size, the strategic importance of the Persian Gulf and its proximity to a major portion of the world’s oil supply mean that Iran’s naval forces have a great deal of say over global access to one of the most important waterways in the world. Iran is historically a land power, relegating air power to a respectable second-place priority. Iranian sea power is traditionally third on the list of priorities, and the least important of all. Iran’s navy under the shah was modest: in 1976 the Imperial Iranian Navy had just four frigates with Sea Killer and Seacat guided missiles. These were backed up by twenty-five patrol boats, six minesweepers and a pair of landing craft. A naval air transport battalion operated thirty-five Bell helicopters capable of landing on oil rigs and the Persian Gulf’s many small islands. The shah had plans to more than double the size of his navy. The navy would receive three ex-Tang-class submarines, four modified Spruance-class destroyers and twelve patrol boats with Exocet antiship cruise missiles. The sale of most, if not all, of this equipment was canceled after the shah was deposed and replaced with a theocratic government under the supreme leader Ayatollah Khomeini. Under the new regime, the Imperial Iranian Navy became the Islamic Republic of Iran Navy (IRIN.) The new regime was openly hostile to the United States and the West, and the sale of the submarines and destroyers (which went on to become the U.S Navy’s Kidd class) failed to go through. Read full article
JFK and the Unspeakable: Why He Died and Why It Matters Review of James Douglass’ Book By Edward Curtin Global Research, October 31, 2017 https://www.globalresearch.ca/jfk-and-the-unspeakable-why-he-died-and-why-it-matters/16273 This article was first published by Global research in November 2009. Despite a treasure-trove of new information having emerged over the last forty-six years, there are many people who still… The post JFK and the Unspeakable: Why He Died and Why It Matters appeared first on PaulCraigRoberts.org.
Государственный департамент США одобрил потенциальную поставку Чехии в рамках программы «Иностранные военные продажи» многоцелевых вертолетов UH-1Y. Полная стоимость соглашения может составить 575 млн. долл. Агентство по сотрудничеству в сфере безопасности МО США (DSCA) уведомило Конгресс США о возможности продажи 11 октября 2017 года. Правительство Чехии обратилось к США с запросом о продаже 12 многоцелевых вертолетов UH-1Y, 25 двигателей T-700 GE 401C (24 установленных, 1 запасной), 13 интегрированных GPS/инерциальных навигационных систем компании Honeywell (12 установленных, 1 запасная), 12 ед. 7,62-мм пулеметов M240. Запрос также включает тепловизионные системы переднего обзора Brite Star II, оборудование для самообороны вертолетов (включая систему обнаружения лазерного облучения и предупреждения о ракетной атаке AN/AAR-47, приемники системы оповещения о радиолокационном облучении AN/APR-39C(V)2 и автоматы отстрела ИК-ловушек и уголковых отражателей AN/ALE-47), единые системы планирования боевых заданий (Joint Mission Planning Systems), нашлемные системы отображения, аппаратуру связи, системы вооружения, включая GAU-17A и GAU-21, средства радиоэлектронной борьбы, ответчики системы госоопознавания «свой-чужой» Mode.4/5, вспомогательное и обучающее оборудование, запчасти и агрегаты, испытательное оборудование, техническую документацию, обучение личного состава, техническую и логистическую поддержку со стороны правительства и подрядчика, а также другие связанные элементы материального обеспечения и поддержки программы. Как отмечается в уведомлении, реализация данной программы усилит оборонительный потенциал Чехии, что соответствует целям НАТО, а также расширит возможности ВС Чехии по взаимодействию с ВС США и другими союзниками по НАТО. Основными подрядчиками выбраны компании Bell Helicopter и General Electric Company. Уведомление о продаже публикуется согласно требованиям американского законодательства и не означает, что контракты на продажу всего оборудования в запрошенном объеме будут обязательно подписаны. Источник: ЦАМТО 24.10.2017 Tweet октябрь 2017