Podcasts about Aircraft

The C919, China's domestically developed narrowbody passenger jet, will begin its first scheduled international commercial service next month, a step industry experts said will test the aircraft's ability to operate beyond domestic markets and help build confidence for wider overseas expansion.中国自主研发的窄体客机C919将于下月开启首条国际定期商业航线。业内专家表示，此举将检验该机境外运营能力，也有助于为后续更大规模海外拓展积累信心。The daily round-trip service, operated by Air China, will connect Beijing Capital International Airport and Ulaanbaatar's Chinggis Khaan International Airport in Mongolia from Aug 12, the airline said.国航方面透露，这条每日往返航线将于8月12日起通航，往返北京首都国际机场与蒙古国乌兰巴托成吉思汗国际机场。According to the schedule, outbound flight CA723 will depart Beijing at 3 pm Beijing time and arrive in Ulaanbaatar at 5:15 pm local time. The return flight, CA724, will leave Ulaanbaatar at 6:30 pm local time and arrive in Beijing at 8:35 pm Beijing time.根据航班计划，出境航班CA723北京时间15时从北京起飞，当地时间17时15分抵达乌兰巴托；返程航班CA724当地时间18时30分从乌兰巴托起飞，北京时间20时35分落地北京。The route marks the first time the C919, manufactured by Commercial Aircraft Corp of China, will enter a regular international commercial passenger aviation market.该航线是中国商飞制造的C919客机首次投入常态化国际客运商业运营。Previously, the aircraft has operated mainly on Chinese mainland routes, as well as services connecting the mainland with the Hong Kong Special Administrative Region. China Eastern Airlines launched the aircraft on scheduled flights between Shanghai and Hong Kong in January 2025, while Air China began regular C919 services between Beijing and Hong Kong in November.在此之前，C919主要执飞中国大陆境内航线，以及内地往来香港特别行政区的航班。东方航空已于2025年1月用该机开通沪港定期航线，国航则在同年11月开通京港C919常态化航班。"Choosing Ulaanbaatar as the first regular international destination is not a move to lower the entry barrier or test the waters," said Zhu Keli, founding director of the China Institute of New Economy.中国新经济研究院创始院长朱克力表示：“选择乌兰巴托作为首条国际定期航线目的地，并非为了降低准入门槛、浅尝辄止。”Zhu said the decision reflected a combination of factors including aviation cooperation between China and Mongolia, airworthiness cooperation arrangements, operational safety and route economics.朱克力称，这一决定是多重因素综合考量的结果，涵盖中蒙航空合作、适航协作机制、运营安全以及航线经济效益。"China and Mongolia have maintained stable civil aviation cooperation, with a relatively mature framework for airworthiness cooperation," Zhu said. "The airport environment is relatively straightforward, the flight distance is moderate and the aircraft can complete a round trip within a day, allowing domestic technical support to respond quickly if operational issues arise."朱克力表示：“中蒙民航合作长期稳定，双方拥有较为成熟的适航协作体系。当地机场运行环境简单，航程适中，客机可当日往返，一旦出现运行故障，国内技术保障力量能快速响应处置。”The route also has established business and tourism demand, making it suitable for regular commercial operations rather than serving only as a demonstration flight, Zhu said.他表示，该航线拥有稳定的商务、旅游客流需求，适合常态化商业运营，而非仅作为示范航班。He said the first international route is aimed at validating the full process of cross-border operations, including overseas maintenance support, international air traffic coordination and customs procedures.他表示，首条国际航线的核心目的是完整验证跨境运营全流程，包括境外维修保障、国际空管协调、海关通关流程等环节。"Ulaanbaatar is more like a low-risk practical training ground where the C919 can accumulate real overseas operating data and build a replicable model for future international expansion," Zhu said.朱克力称：“乌兰巴托更像一处低风险实操试验场，C919可以在这里积累真实海外运营数据，为后续国际化拓展打造一套可复制的运营模式。”Guo Jia, a civil aviation expert and professor at Guangdong University of Foreign Studies' South China Business College, said safety considerations were the primary factor behind the selection of the first international destination.广东外语外贸大学南国商学院民航专家郭佳教授表示，安全考量是选定首个国际通航点的首要因素。He said Air China's previous experience operating the C909 regional jet to Ulaanbaatar, along with the airline's assessment of airport handling and maintenance capabilities, also supported the route choice.他介绍，国航此前长期使用ARJ21支线客机执飞乌兰巴托航线，同时航司对当地机场地面保障、维修维护能力进行过充分评估，这也助推了这条航线落地。For the Chinese aviation industry, the significance of the route extends beyond the flight itself, experts said.专家指出，对中国航空产业而言，这条航线的意义远不止航班运营本身。"Previously, C919 operations were mainly based on China's domestic airspace and supporting infrastructure," Zhu said. "This scheduled international route means the aircraft is entering a regular commercial passenger aviation system between countries."朱克力表示：“此前C919的运行完全依托国内空域与配套保障体系，这条国际定期航线，标志着该机正式进入跨国常态化商业客运体系。”The operation will help establish overseas support capabilities, including maintenance cooperation, spare parts arrangements and international operating procedures, Zhu said.朱克力称，此次通航将助力搭建境外配套保障体系，涵盖维修合作、备件储备、跨境运营流程等多个方面。Guo said international expansion would require more than aircraft performance. "Aircraft sales, international operations and market expansion all need to comply with the airworthiness standards of different countries and regions," Guo said, adding that broader international communication and certification efforts would be necessary.郭佳表示，国际化拓展不只是考验飞机性能。“飞机销售、跨境运营、市场开拓都必须符合各国各地区的适航标准，还需要开展大量国际沟通与适航认证工作。”Guo added that overseas maintenance, aircraft support and route support capabilities would be among the key challenges for international operations.郭佳补充，境外维修、整机后勤保障、航线配套能力，将是该机开展国际运营的核心难点。Looking ahead, experts expect the C919's international expansion to be gradual. "C919's internationalization will not follow an aggressive model of rapidly launching a large number of routes," Zhu said.展望未来，专家认为C919的国际化进程将循序渐进。朱克力表示：“C919不会采取激进模式，短时间内密集开通大量国际航线。”After validating operations in Ulaanbaatar, the aircraft will likely expand first into short-haul international markets in Central Asia and Southeast Asia, allowing it to accumulate experience under different operating conditions, Zhu said.朱克力表示，在乌兰巴托航线完成运营验证后，C919大概率会先拓展中亚、东南亚短途国际市场，在多样运行环境中积累运营经验。"The priority is to complete the transition from zero to one — making the first international route operate safely and accumulating experience," Guo said. "Only after establishing overseas safety operation and maintenance standards should the C919 move from one route to multiple routes.郭佳称：“当下首要任务是完成从0到1的突破，保障首条国际航线安全运行、沉淀实操经验。只有建立成熟的境外安全运营与维修标准后，C919才能从单条航线拓展至多条国际航线。”"Airworthiness certification is indeed one of the biggest barriers for the C919 entering mainstream European and US markets," Zhu said.朱克力表示：“适航认证，确实是C919进入欧美主流市场最大阻碍之一。”He said certification by authorities such as the European Union Aviation Safety Agency and the US Federal Aviation Administration would be essential, while airlines' familiarity with the aircraft, maintenance networks, leasing systems and market recognition would also influence adoption.他表示，获取欧盟航空安全局、美国联邦航空管理局等机构的适航认证至关重要；同时航司对机型的熟悉度、全球维修网络、飞机租赁体系以及市场认可度，都会影响各国引进该机的意愿。narrowbody /ˈnærəʊbɒdi/窄体客机airworthiness /ˈeəwɜːðinəs/适航性certification /ˌsɜːtɪfɪˈkeɪʃn/认证infrastructure /ˈɪnfrəstrʌktʃə(r)/基础设施short-haul /ˌʃɔːt ˈhɔːl/短途的maintenance /ˈmeɪntənəns/维修，维护

Watch every episode ad-free & uncensored on Patreon: https://patreon.com/dannyjones TD Barnes is a former field engineer at NASA who also served in Special Projects at Area 51. His engineering work extended to the X-15, XB-70, lifting bodies, and lunar landing vehicles, as well as NASA's NERVA nuclear rocket project at Jackass Flats, Nevada. SPONSORS https://quo.com/danny - Try QUO for free PLUS get 20% off your first 6 months. https://www.amentara.com/go/dj - Use code DJP22 for 22% off your first order. https://livemomentous.com - Use code DANNY for up to 35% off your entire first order. https://theperfectjean.nyc/danny15 - Use code DANNY15 for 15% off The Perfect Jean. https://whiterabbitenergy.com/?ref=DJP - Use code DJP for 20% off. EPISODE LINKS (TD's new book) Secret Skies: https://a.co/d/06V47gN8 FOLLOW DANNY JONES https://www.instagram.com/dannyjones https://twitter.com/jonesdanny OUTLINE 00:00 - Tracking high-speed aircraft for NASA 05:01 - Newly declassified 1960s CIA projects 07:38 - CIA operated Area 51 in secret for 20 years 13:48 - Operation Northwoods 16:50 - Attempts to assassinate Fidel Castro 19:58 - Getting recruited to work at Area 51 29:53 - Aircraft tests at Area 51 36:47 - Early days of Area 51 mystery 46:26 - Sheep dipping CIA recruitment tactic 51:24 - What we're still using U2 aircraft for 54:20 - Origin of UFO myths at Area 51 57:47 - Why Bob Lazar's Area 51 story can't be real 01:01:31 - Truth about S4 "Site 4" 01:02:45 - Annie Jacobsen is persona non grata 01:09:09 - Pilot reports of UAPs 01:17:28 - Plasma, anti-gravity & acoustic radar 01:21:26 - TD doesn't believe in non-human entities 01:31:16 - ECMs and ECCMs 01:38:07 - TD's work with the DIA 01:39:59 - Project Redlight 01:44:01 - Where the new "Area 51" is located 01:46:19 - The X-15 program 01:53:29 - Radiation exposure at Area 51 02:02:57 - Atmospheric EMP tests 02:08:16 - Nuclear sites shut down by UAPs 02:11:55 - "AI scares me to death" 02:16:49 - CIA's battle with Air Force & NASA Learn more about your ad choices. Visit podcastchoices.com/adchoices

Circle CEO Jeremy Allaire joins to discuss the company's recent approval to operate as a trust bank and crypto regulation at large. Then, Atreides Management CIO Gavin Baker shares his outlook for the tech sector, SpaceX and the threat from Moonshot AI's new Kimi model. Plus, Archer Aviation CEO Adam Goldstein joins from the Farnborough Air Show as the company unveils a new aircraft in partnership with Anduril. Squawk on the Street Disclaimer Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Airbus CEO Guillaume Faury says the company aims to launch the next generation of single aisle aircraft in 2030 with entry into service in the second part of the decade, while speaking to BTV's Guy Johnson at the Farnborough International Air Show on Bloomberg Open Interest. Faury also says that aircraft demand remains strong and that the conflict in the Middle East is increasing demand for fuel-efficient aircraft, and reaffirmed that Airbus would get to rate 75.See omnystudio.com/listener for privacy information.

China's domestically developed large passenger aircraft, the C919, will begin its international service on Aug. 12. The route operated by Air China will connect Beijing and Ulaanbaatar, the capital of Mongolia, with one round-trip flight per day.

Buying an airplane can create opportunities and legal exposure that pilots may not see until something goes wrong. Tait Duryea and Ryan Gibson sit down with aviation attorney and pilot Scott Williams to cover LLC structures, dry leases, co-ownership, and the limits of depreciation for passive real estate activity. Scott also explains key insurance terms, including smooth coverage, open pilot warranties, and waivers of subrogation. A practical conversation for pilots who want to protect their aircraft, finances, and future.Scott Williams is the founding principal attorney of the General Aviation Law Firm and a pilot with 38 years of flying experience and roughly 4,000 flight hours. He helps Part 91 aircraft owners buy, sell, structure, and operate aircraft while avoiding unintended legal and regulatory risks. Scott is also a Cirrus SR22 owner and former president of the Cirrus Owners and Pilots Association.Show notes:(0:00) Intro(5:19) Why aircraft belong in LLCs(7:01) Structuring aircraft co-ownership(12:30) Passive real estate tax limits(18:21) Dry leases and operational control(24:08) Named insureds Vs. Named pilots(29:54) LLC setup and aircraft domicile(33:47) Using a trust for ownership(36:34) Insurance as first-line protection(40:52) Smooth Vs. Sublimit coverage(43:39) Passenger waivers and liability(49:34) OutroConnect with Scott Williams:Website: https://www.generalaviationlaw.org/ If you're interested in participating, the latest institutional-quality self-storage portfolio is available for investment now at: https://turbinecap.investnext.com/portal/offerings/8449/houston-storage/ — You've found the number one resource for financial education for aviators! Please consider leaving a rating and sharing this podcast with your colleagues in the aviation community, as it can serve as a valuable resource for all those involved in the industry.Remember to subscribe for more insights at PassiveIncomePilots.com! https://passiveincomepilots.com/ Join our growing community on Facebook: https://www.facebook.com/groups/passivepilotsCheck us out on Instagram @PassiveIncomePilots: https://www.instagram.com/passiveincomepilots/Follow us on X @IncomePilots: https://twitter.com/IncomePilotsGet our updates on LinkedIn: https://www.linkedin.com/company/passive-income-pilots/Do you have questions or want to discuss this episode? Contact us at ask@passiveincomepilots.com See you at the next one!*Legal Disclaimer*The content of this podcast is provided solely for educational and informational purposes. The views and opinions expressed are those of the hosts, Tait Duryea and Ryan Gibson, and do not reflect those of any organization they are associated with, including Turbine Capital or Spartan Investment Group. The opinions of our guests are their own and should not be construed as financial advice. This podcast does not offer tax, legal, or investment advice. Listeners are advised to consult with their own legal or financial counsel and to conduct their own due diligence before making any financial decisions.

In today's episode, Six and MBP discuss different facets of communication from word usage and knowing your audience. Join us as we take the journey of understanding why words matter!Follow us on Facebook- @cancelledformaintenance, Instagram/Threads - @canxformaintenancepodcast.Twitter- @cxmxpodcastDid you know we have a comic series? Check it out on the Tapas app or visit us at: https://tapas.io/series/CXMXcomicsVisit our website and check out our merch at www.cancelledformaintenance.com. Have ideas or stories for show? Send us a line at our contact us section of our website!Looking for the best lightweight, comfortable, and noise-cancelling headset? Visit: dalcommtech.com and use code "canxrules" to save 15% off their products or special orders!Check out Rockwell Time for awesome outdoor merch and apparel. Use code-CX4MX and save 10%!Tell us how we are doing, leave us a review if you listen to us on Apple, Stitcher, Podchaser, or IHeart Radio!Follow us on Goodpods and Podchaser!https://goodpods.app.link/1Ss1v4ODHlbThanks to our monthly supporters, with special shout outs to:SaKonnaDaniel L.Mike S.Kiel K.Eric S.Dan S.Ryan F.Caleb F.Carm M.Jennie D. ★ Support this podcast on Patreon ★

Thinking about upgrading your airplane before you sell it? You could spend thousands and still not get that money back.In this episode of The Malibu Guru Podcast, Joe sits down with Casey Aviation sales specialist Eric Earl to discuss which aircraft upgrades actually improve resale value—and which ones are better left for the next owner.They break down some of the biggest decisions aircraft owners face before bringing an airplane to market, including:• Should you install or upgrade onboard radar?• Is a new propeller worth the investment?• Should you overhaul an engine that is approaching TBO?• Will fresh paint or a new interior help the airplane sell?• Can a modern avionics panel increase value or speed up the sale?• Is it better to simply sell the aircraft as-is?The answer often comes down to timing. Upgrades can make an aircraft more attractive and help it sell faster, but most sellers will not recover the full cost, especially when the improvements are completed immediately before listing.Joe and Eric also explain why owners should consider upgrading earlier, enjoy the improvements during ownership, and bring a more desirable, ready-to-fly aircraft to market later.Are you preparing to sell your aircraft? Let us know which upgrades you are considering in the comments.Casey Aviation can help you evaluate your airplane, price it accurately, and develop a strategy to bring it to market.Learn more about Casey Aviation: www.flycasey.com

New Sikorsky Marine One helicopters damage the White House lawn, the airports renamed for U.S. presidents, airline consolidation, DCA crash safety recommendations, controversy over ADS-B In regulations, Air France and Airbus manslaughter verdict, passengers sue Delta over turbulence injuries, a Ryanair window ruptures, and a seaplane makes a hard landing in New York's East River. Also, interviews from the Spurwink Farm fly-in. Aviation News Lockheed Martin Is Covering the Cost of Trump's White House Helipad President Trump said that Sikorsky, part of Lockheed Martin, would cover the cost of building a new helipad at the White House. Lockheed Martin confirmed the report. Sikorsky helicopters have been used to transport the president since the 1970s.  The new VH-92A Patriot helicopter has propulsion exhaust vents located toward the rear of the airframe and pointed downward, unlike the VH-3D’s configuration. Also, with much more powerful engines, the VH-92A generates significantly more downwash than the VH-3D. The hot exhaust gets combined with the intense rotor downwash at touchdown, and the combined heat-and-airflow effect scorches the turf and can physically rip sod loose. Airline consolidation now rules the skies. Has it been good for passengers? Continental Airlines, Northwest Airlines, and US Airways are gone. Spirit Airlines is gone as well. Now, the Big Four U.S. airlines control roughly three-quarters of the U.S. market. Has this been good for the flying public? It depends on who you ask. Former governor Chris Sununu, now the head of Airlines for America, said at a Capitol Hill hearing, “We have more competition per route than ever before. When I go to buy a ticket, I have four, five, or six carriers going from Wichita to Dallas. So now they’re all competing on that exact same route.” There are six airlines serving Wichita Dwight D. Eisenhower National Airport, but there’s only one that flies nonstop to Dallas. Past guest Ganesh Sitaraman, a professor at Vanderbilt Law School and the author of the book Why Flying Is Miserable and How to Fix It said, “From the airlines’ perspective, it makes sense. Bigger is better, and it’ll be more efficient for them, even if there’s a lot of drawbacks for communities and passengers.” A Florida airport is officially renamed for Trump. What does he stand to gain? FAA Details First Official Response to DC Crash Safety Recommendations After the January 2025 midair collision near Washington, D.C., that killed 67 people, the NTSB issued nearly three dozen recommendations. As is always the case, the FAA is not obligated to implement the NTSB’s recommendations. Earlier this year, the FAA said it had fully addressed seven of the recommendations and that it would evaluate the others, with further updates to come by May 31, 2027. The Air Current reported that the FAA indicated it is evaluating whether the number of arrivals permitted per hour at DCA is appropriate. This is a key metric that the NTSB said contributed to the airport’s congestion at the time of the crash. Also, any adjustments will be determined after an official analysis in 2027. This $50,000 Safety Fix Is Dividing the Aviation Industry and Washington This could be characterized as a conference-committee fight over how strong an ADS-B In mandate should be, not whether there will be one. ALPA and NTSB are on one side (ROTOR Act), and industry groups like A4A/AOPA/NBAA on the other (ALERT) side.  Senate: ROTOR Act (Rotorcraft Operations Transparency and Oversight Reform Act) Would require all aircraft to be equipped with ADS-B In and repeal certain military exemptions from the technology requirements. Passed the Senate by unanimous consent in December, with strong support, including from ALPA. The House rejected it on February 24, 2026, falling one vote short of the two-thirds majority needed after the Defense Department raised national security concerns House: ALERT Act (Airspace Location and Enhanced Risk Transparency Act) House lawmakers revised the bill to explicitly include an ADS-B In mandate after the earlier version was criticized for failing to clearly require it. The updated version requires that aircraft carry both ADS-B In and ACAS X (Airborne Collision Avoidance System X), integrated so ADS-B In data feeds the alerting function. Opposition: ALPA doesn’t endorse it, arguing that ACAS Xa (the large-commercial-aircraft variant) isn’t yet commercialized, that no integration standards exist, and that the system suppresses alerts below 1,000 feet when situational awareness matters most. The NTSB also declined to support it, saying it falls short of requiring ADS-B In for all aircraft operating in airspace where ADS-B Out is already required, even though it allows compliance via portable receivers with line-of-sight limitations. Air France and Airbus found guilty of manslaughter over 2009 plane crash A Paris Appeals Court found Air France and Airbus “solely and entirely responsible” for the 2009 AF447 accident, which killed 228 people when it crashed into the Atlantic Ocean. The companies were cleared in April 2023 but were found guilty after an eight-week trial. Both Air France and Airbus have denied the charges and say they will appeal. In 2012, French investigators found a combination of technical failure involving ice in the pitot tubes and pilot confusion over faulty air-speed readings. Pilot training has since been modified, and pitot tube sensors have been replaced. 20 Sue Delta Over 2.5 Minutes of Terror on Flight Out of Utah A lawsuit has been filed against Delta Air Lines on behalf of 20 passengers of Delta Flight 56, claiming that pilots “recklessly flew” too close to thunderstorms, where severe turbulence caused multiple injuries. The turbulence lasted 2 1/2 minutes over Wyoming, and the flight was diverted to Minnesota. Twenty-five people were transported to local hospitals. The NTSB said the pilots were caught by surprise. In the lawsuit, the plaintiffs allege that the National Weather Service issued an advisory warning that turbulent conditions were present in the mountains east of Salt Lake City and that thunderstorms were present along portions of the flight path. Apparent engine fan blade failure preceded rupture of Ryanair 737 window The Air Current reports that the rupture of a Ryanair Boeing 737-800 window resulted from a fan blade failure on the right CFM56-7B engine. Fan blade failures are serious but rare. Aircraft engines are designed to contain fan blade failures and are tested during the certification process.  The FAA issued airworthiness directives to mitigate the risk of fan blade failure through inspections and an engine inlet redesign to ensure containment. The FAA set a July 31, 2028, deadline for compliance. Small plane makes hard landing into New York's East River, officials say A Kodiak 100 seaplane with eight people on board made a hard landing in the East River between Brooklyn and Manhattan. There was “substantial damage” to the plane, but there were no injuries. The plane bounced three times, and the pilot subsequently told the passengers that a pontoon had broken. A pattern of progressive porpoise leading to structural failure appears in NTSB seaplane accident reports across various types, including Cessna 206 and 208 Caravan floatplanes, de Havilland Beavers, and Twin Otters on floats. A few East River/urban seaplane-specific factors that might be in play: Wake and chop from harbor traffic (ferries, tour boats) create a much less predictable water surface than open lake/bay operations. Confined approach corridors near Skyport limit go-around and abort options if the pilot senses a bad touchdown developing. The area has had at least one other recent seaplane mishap (a two-seater damaged by a wave three weeks prior), suggesting water-surface conditions have been a recurring operational challenge this season. The NTSB and FAA will be looking at whether this was primarily a pilot technique issue (porpoise recovery), an environmental factor (wake/wave state at touchdown), or a mechanical issue in the float attachment itself. Spurwink Farm International Fly-In From the fly-in, Micah brings us interviews with Spurwink Farm Manager Christina Mitchell, listener Tad Yergey, and Cessna 185 Floatplane Pilot John Hartz. John Hartz, one and a half of his children, and his Cessna 185. Micah at the Spurwink Farm Fly-In, Mentioned Ever wonder if pilots become frightened during an emergency? In the Stories About Flying podcast, Rob looks at the topic through the lens of a near catastrophe: “Aircraft Emergencies and the Saga of Speedbird 009.” NightSide with Dan Rea, WBZ NewsRadion, Not Just A Plane Topic. Hosts this Episode Max Flight, our Main(e) Man Micah, David Vanderhoof, and Erin Applebaum.

Stan Kasten, Los Angeles Dodgers President, CEO and Part Owner, joins Sports Business Radio to discuss the record-setting business of the Dodgers. From superstar Shohei Ohtani's impact on attendance, sponsor sales and merchandise sales, to improvements to the fan experience at Dodger Stadium, to the Dodgers surpassing 4 million fans last season and being on track to draw that many fans again this season, we discuss how in many regards, the Dodgers are maximizing revenues better than any other pro sports team in the world. Kasten also shares his insights on the future of local media rights and the disparity between team payrolls in MLB. Lastly, Kasten reflects on his remarkable career and his relationship with the late Ted Turner, who gave Kasten his first job in sports at age 27 when Turner hired Kasten as the GM of the Atlanta Hawks. LISTEN to Sports Business Radio on Apple podcasts or Spotify podcasts. Give Sports Business Radio a 5-star rating if you enjoy our podcast. Click on the plus sign on our Apple Podcasts page and follow the Sports Business Radio podcast. WATCH SBR interviews by going to the sports business hub on Yahoo Sports and Yahoo Finance at https://sports.yahoo.com/sports-business/ or our YouTube channel at https://www.youtube.com/@sportsbusinessradiopodcast. Follow Sports Business Radio on Twitter @SBRadio and on Instagram, Threads and Tik Tok @SportsBusinessRadio. This week's edition of Sports Business Radio is presented by New Air Club. New Air Club is the Official VIP Air Travel Partner of Sports Business Radio. New Air Club is a private aviation brokerage with access to over 22,000 aircraft worldwide, but what really sets them apart is that they''re a full-service concierge. They don't just book the jet—they handle everything around the trip so the client doesn't have to. Aircraft, luxury ground transportation, hotels, dining, even security if needed. One call, one team, total discretion. For more information or to book your travel, email info@newairclub.com. You can also visit www.NewAirClub.com.  Sports Business Radio is produced by Bryan Griggs at Griggs Productions dot com. #Dodgers #MLB #ShoheiOhtani #StanKasten #Baseball  Learn more about your ad choices. Visit megaphone.fm/adchoices

Episode 3318 of the Vietnam Veteran News Podcast will feature a story about the amazing A-4 Skyhawk and its service in Vietnam. The featured story is titled: The A-4 Skyhawk: Heinemann's Hot Rod That Refused to Retire. It appeared on … Continue reading → The post Episode 3318 – A-4 Skyhawk Introduction to Vietnam War Aircraft Lineup first appeared on Vietnam Veteran News.

Brigadier General Micah “Zeus” Fessler shares stories about flying the F-15 and F-22, traces Colorado fighter aviation from early biplanes to the F-16, and today's homeland defense mission.In this episode, Host Rick Crandall talks with “Zeus” about the aircraft, missions, training, and people that shaped his military career, including combat operations, Weapons School, and the Colorado Air National Guard. From the 120th Observation Squadron's early Jennys to Buckley's ongoing alert mission, Micah offers a wide-ranging look at fighter aviation and the community behind it. This one is going to be cool!What you'll hear:Why Buckley has remained on alert since 9/11 and how Colorado supports the defense of NORAD/NORTHCOM.How Colorado Air National Guard aviation grew from early biplanes at high elevation to Block 30 F-16s.Why the Viper remains a flexible, high-demand aircraft for air-to-air, close air support, and emerging drone defense missions."Zeus" explains the discipline, radar work, stick-and-rudder flying, and debrief culture that shaped him as a fighter pilot.How one loud, eventful training flight in Alaska turned into a fighter pilot call sign.What changed with stealth, sensor fusion, battle management, and fifth-generation tactics.A memorable F-22 sortie involving ISIS targets, F-16s, tankers, command-and-control aircraft, and Russian air activity.How citizen airmen preserve deep experience while serving both overseas missions and local Colorado communities.Colorado aviation heritage, the 120th Fighter Squadron, Minute Men demonstration team, and the legacy of service connected to Wings' newest aircraft—a Thunderbird F-16D."Zeus" encourages young people to believe in themselves, control what they can control, and accept help along the way.Learn More:Read the full show notes on the Wings Over the Rockies websiteDonate to Wings Over the Rockies Air & Space MuseumSubscribe and leave a review to support the showThis episode is supported in part by United Airlines.

AP correspondent Haya Panjwani reports on a fatality in wildfire fighting efforts in the Western U.S.

Airservices Australia has finalised its noise action plan to reshape how planes fly over local suburbs. Hear Donna Marshall explain which neighbourhoods get immediate relief and what it means for your backyard.See omnystudio.com/listener for privacy information.

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Preview for Later Today: Josh Dean discusses the Lockheed Skunk Works and the U-2 spy plane's history. He details the Soviet Union's frustration as their radar detected the high-altitude aircraft, yet their defenses were unable to intercept it. (1)1920

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At the time of writing in mid-June, the uncertainties of the on-again, off-again conflict in the Middle East are playing havoc with fuel prices as the industry braces itself for a possible shortage, one that might affect Europe most acutely. But there is more to the problem than reduced supply. In fact, as Avfuel's Director of Trading and Logistics, Muneeb Ahmed explains in his revealing article, the Strait of Hormuz crisis can teach business aviation how fuel markets really work. Fuel prices, he says, are not a simple reflection of supply conditions, but the product of a global system that's constantly processing information, evaluating risk and responding to uncertainty. Opinions vary on whether cancellation of the 2026 edition of the long-running European Business Aviation Convention and Exhibition – EBACE – event was expected. Either way, its demise has not kept your editor away from real aeroplanes, with Textron's splendid Citation Ascend and a spectacular array of Gulfstreams making their way into this edition. The Ascend impressed through its attention to detail, while the Gulfstreams won through on sheer presence. In this summer 2026 EVA, we also look at European airports and FBOs, including Riviera Airport, a recent addition to the Sky Valet Connect network. Finnish FBOs Jetflite and ScandiAvia also feature, alongside the UK's XLR Jet Centres. XLR works in partnership with Saxon Air at the latter's Norwich Airport FBO, supporting the burgeoning company's jet and helicopter fleets. These past few months have seen a rapid expansion in Saxon's helicopter management and charter operations, yet Miles Riches, Head of Rotary Sales at the UK operator, says he is keen to add just a few more aircraft to the fleet. Aircraft management, especially for long-range jets, is also the primary business of Malta's Skyfirst. A powerful industry advocate, Skyfirst CEO and founder Olivier Perdriel is also outspoken on Europe's profligate regulations and taxes, a bundle of red tape that he fears is damaging the industry. KlasJet, meanwhile, as revealed by CEO Justinas Bulka, is patiently working with the FAA as it looks to expand its VIP Boeing 737 operations in the US. Finally, thanks to the splendid folk at Phillips 66, we are thrilled to present the story of Bighorn Airways, an organisation born out of the desire to fly and a love for aviation, according to Director of FBO Services Penny Rader. Based at Sheridan County Airport, Wyoming, the company evolved from a 1940s crop-spraying outfit and today flies wildfire response operations alongside its FBO and maintenance operations. Bighorn encapsulates the complexity, flexibility and variety that characterise business aviation, and we hope you love its story too.

Last time we spoke about the road to the second battle of Changsha. After becoming commander of the Eleventh Army in early 1941, Anami studied detailed battle maps and intelligence, then met with General Hata Shunroku, who urged him to destroy the core of Chiang Kai-shek's best troops. At Yueyang, Anami reviewed the existing war game materials left by Okamura but criticized the first Battle of Changsha as failing because attacks were too dispersed and lacked a clearly focused main direction. He therefore designed a radical concentration plan: instead of spreading offensives across Hubei and Jiangxi while attacking Changsha, he would pull forces from southern Hubei and northern Jiangxi and mass them before northern Hunan. Meanwhile, the Chinese commander Xue Yue developed a "lure and annihilate" strategy based on the expectation of repeated Japanese dispersion, an assumption Anami's concentration invalidated, making the Chinese counterattack far harder to execute.   #209 The Battle for Dayun Mountain Welcome to the Fall and Rise of China Podcast, I am your dutiful host Craig Watson. But, before we start I want to also remind you this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Perhaps you want to learn more about the history of Asia? Kings and Generals have an assortment of episodes on history of asia and much more  so go give them a look over on Youtube. So please subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry for some more history related content, over on my channel, the Pacific War Channel where I cover the history of China and Japan from the 19th century until the end of the Pacific War. There are places in the geography of war that acquire a significance out of all proportion to their size. Dayun Mountain was one of them. Rising from the north bank of the Changshui River — the upper reaches of the Xinqiang — it commanded more than thirty square kilometres of densely forested, nearly impenetrable terrain. Its summit reached roughly a thousand metres above sea level and appeared to surge more than eight hundred metres above the surrounding lowlands, so sudden and dramatic was its emergence from the valley floor. In winter, snow lay on its heights for months at a stretch, blanketing the forest in silence and making movement even more treacherous than it already was. Its narrow, rugged tracks made wheeled transport all but impossible, confining any fighting to infantry alone. The mountain was, in the most elemental military sense, easy to defend and difficult to attack. But Dayun Mountain was more than a topographical obstacle. It was an anchor point. From its northeastern approaches, the road through Hengxi led to Yanglousi; from the southeast, the track through Beigang reached Tongcheng; from the northwest, the route through Taolin approached Yueyang. Whoever held the mountain held a hand on the throat of northern Hunan. For Xue Yue, the formidable commander of the Chinese Ninth War Zone — the general the Japanese would come to call "the Little Warlord" and whose tactical instincts they deeply respected — it was a position that could not be surrendered without consequence. He had long since deployed a portion of Ou Zhen's 4th Army to garrison it, keeping a reliable force on the heights to observe and disrupt Japanese movements in the region. Yang Sen's 27th Army Group had gone further still, using the mountain as a base from which to launch raids into the Japanese rear. Supply convoys had been ambushed. Patrols had been disrupted. The garrison on Dayun Mountain was not merely passive — it was an irritant, a persistent thorn embedded in the Japanese flank. Every Japanese commander in northern Hunan knew it would eventually have to be extracted. The only question — the question that would define the opening phase of the Second Battle of Changsha — was when, and with what purpose. At dawn on September 7, 1941, Kanda Masatsuka, commanding officer of the Japanese 6th Division, issued the order to attack. His men stood before a mountain draped in dense forest, its contours barely visible in the early morning light. Aircraft came first, followed by mountain artillery, the shells bursting among the rocks and trees where the Chinese defenders had carved their positions. Then the infantry went up — from the east, from the north, from the west — surging against the slopes like a tide breaking against a cliff face. Far to the rear, three Chinese commanders received the same alarming intelligence almost simultaneously. Ou Zhen, whose 4th Army held the mountain, Yang Sen of the 27th Army Group, and Xue Yue himself all watched their staff officers move the 6th Division's insignia across the operations map — tracing its advance south from Yueyang to the slopes of Dayun Mountain. Each of them was left with the same quietly unsettled question. What, exactly, did Anami Korechika mean by this? Anami Korechika commanded the Japanese 11th Army, the formation responsible for operations in central China. He was not a man who committed elite formations to secondary objectives. The 6th Division was one of Japan's most experienced and feared units, a formation with a long and brutal history on the Chinese front. Its soldiers had participated in the occupation of Nanking in 1937 and had fought across the Yangtze basin in the years since. To throw such a division against a mountain garrison — however strategically significant — struck the Chinese generals as disproportionate, and therefore suspicious. Logically, the removal of the Dayun Mountain thorn made sense at any point. Japanese commanders had always known the mountain would have to be neutralised eventually if their lines of communication in northern Hunan were to be properly secured. But why now? And why with the 6th Division specifically? Was this an isolated operation with limited objectives, or was it the opening move of something larger? The Chinese generals watched and waited, withholding judgment, searching the intelligence reports for a pattern. For two days — September 7 and 8 — the 4th Army's two defending divisions were hammered by the Japanese offensive. The combination of air support, artillery, and the sheer ferocity of the 6th Division's infantry assault overwhelmed the defenders' prepared positions. Repeated counterattacks were beaten back. Bai Huizhang, commanding the 102nd Division, sent urgent telegrams reporting the deteriorating situation. And yet, across the rest of northern Hunan, reconnaissance reported nothing unusual. There was no large-scale Japanese mobilisation visible elsewhere. No armoured columns massing on the plain. No bridging equipment being brought forward across the Xinqiang. This absence of corroborating activity was itself a puzzle. It could mean that Dayun Mountain truly was the sole Japanese objective — a limited, self-contained operation to clear a nagging irritant. Or it could mean that the broader preparation was being conducted with unusual skill and secrecy, and that what was visible at Dayun Mountain was intended to consume the attention of the Chinese command precisely while that broader preparation proceeded unseen. Xue Yue, unwilling to surrender such an important position without a fight, chose to probe the Japanese intention. He ordered Yang Sen to commit two additional divisions to the mountain — partly to reinforce the defenders, partly to test the Japanese reaction. If the 6th Division was operating alone, additional pressure might allow the Chinese to recapture the heights. If it was a screen for something larger, the probe would reveal it. On the evening of September 8, two divisional commanders received their orders. Lu Daoyuan, commanding the New 10th Division of the 58th Army, and Dong Yu, commanding the 60th Division of the 4th Army, were directed to break away from the main defensive line in northern Hunan and advance rapidly toward Dayun Mountain. It was a significant redeployment — two experienced formations pulled from the primary defensive positions and sent marching into the mountains. The march had barely begun when the situation changed again. On the afternoon of September 9, while Lu Daoyuan and Dong Yu were still on the road, the 4th Army headquarters began receiving a succession of urgent telegrams from its two divisions on Dayun Mountain. The news was bleak. The Japanese had achieved simultaneous breakthroughs on the eastern and western faces of the mountain, driving wedges through the Chinese defensive lines and threatening to encircle the entire garrison. The positions were no longer tenable. Ou Zhen, assessing the reports, authorised a withdrawal and informed Xue Yue. The mountain had fallen. Xue Yue ordered Ou Zhen to monitor the 6th Division's movements carefully now that it had secured the heights. The situation was serious but not yet catastrophic. The Chinese forces had retreated in reasonable order. The two divisions now marching under Lu Daoyuan and Dong Yu could still be used to mount a counterattack once they arrived. What happened next — what intelligence arrived that afternoon — would prove to be one of the most consequential misreadings of the entire battle. Intelligence agents from the 4th Army, bypassing the normal chain of command, wired the Ninth War Zone Command directly. Their report was specific and, on its surface, entirely reasonable: Japanese troops on Dayun Mountain were felling trees in large quantities and constructing defensive fortifications. Xue Yue read this and drew the logical conclusion. The Japanese had taken the mountain and were now digging in — evidently intending to hold it as a permanent position, to eliminate once and for all the threat it posed to their lines of communication. This was consolidation, not preparation for a new offensive. The mountain had value to both sides; now that the Japanese had taken it, they would fortify it, garrison it, and move on. It was a reasonable deduction. It was also exactly wrong. What Xue Yue did not know — what no Chinese commander yet knew — was that on the afternoon of September 9, Anami Korechika had received the telegram he had been waiting for. It arrived at his command post in Yueyang from Kanda Masatsuka: The enemy in the Dayun Mountain area has been cleared, and there will be no large number of enemy troops north of the Shagang River. With those words, the opening phase of Anami's plan had succeeded. Immediately, he issued two orders. The first went to the 40th Division: move quickly and covertly into the positions on Dayun Mountain just vacated by the 6th Division, and maintain the appearance of continued occupation of the area. The 40th was to keep Chinese attention fixed on the mountain, to look like the 6th Division from a distance, to hold Chinese forces in place while the real operation developed elsewhere. The second order went to the 6th Division itself: reassemble immediately in the area north of the Xinqiang River and prepare to join the main Japanese offensive. The elite formation that had just spent two brutal days seizing Dayun Mountain was to become the cutting edge of the attack on Changsha. The fortification work Xue Yue's agents had observed — the felling of trees, the construction of positions — had not been the 6th Division digging in for a long winter. It had been the 6th Division preparing positions for its replacement before handing the mountain over to the 40th and slipping away. The intelligence was accurate in every detail and catastrophically misleading in its implication. The 40th Division was not an elite formation. It had been established in June 1939, as the manpower available on the Japanese home islands grew steadily thinner and the demands of war across China continued to expand. It was poorly equipped by the standards of the Imperial Japanese Army's front-line divisions, undertrained, and had not been tested in sustained offensive fighting. Anami knew precisely what he had in the 40th. He also knew exactly what he needed from it. He did not need it to fight. He needed it to be seen. From a distance, in the broken terrain of Dayun Mountain, four or five Chinese divisions could be kept fully committed to the mountain if they believed the 6th Division was still there. All the 40th needed to do was occupy the positions, maintain radio traffic at the expected volume, keep its campfires burning, and patrol just enough to be observed without being engaged in force. The division's most capable unit, the 234th Regiment under Colonel Kiyoshi Shigematsu, was assigned the primary task of replacing the 6th Division's main force — the 13th Regiment — which quietly withdrew and began its march northward. The Chinese generals, reading their intelligence summaries and watching their staff officers reposition map pins across the operations board, were tracking a ghost. Xue Yue, persuaded by the intelligence about Japanese fortification work, issued orders for the two approaching divisions — Lu Daoyuan's New 10th and Dong Yu's 60th — together with the two that had already withdrawn from the mountain, to reverse course and counterattack the Japanese forces now believed to be digging in on Dayun Mountain. Four Chinese divisions, representing a substantial portion of the forces available in northern Hunan, were now committed to a battle for a position that the formation they believed to be holding it had already vacated. The trap was not yet closed, but its jaws were open. The morning of September 10 brought events that no one on either side had entirely planned. At noon on September 10, Lu Daoyuan was pushing his New 10th Division rapidly forward from west to east, toward Dayun Mountain. The pace was hard but necessary — the 27th Army Group had set a specific arrival time, and Lu Daoyuan was determined to meet it. He ordered his trailing units to close the gaps between regiments and keep moving. The column was threading its way through a valley north of Gantian when the scouts sent back an urgent report. A Japanese force of approximately three thousand men was approaching from the front. It was now only one and a half kilometres away. Lu Daoyuan had been in enough battles to know what was happening before the thought could fully form. An encounter battle. The most violent and least predictable form of engagement — two forces, neither prepared, walking into each other in terrain that offered no warning and no margin for error. The Shigematsu Regiment had received specific assurances from its division chief of staff before setting out. There would be no large numbers of Chinese troops in the area north of the Shagang River. The 6th Division's sweep had been thorough. The route was clear. When the regiment's advance elements suddenly found themselves looking down the barrels of an entire Chinese division, the reaction — across a force accustomed to the methodical rhythms of planned operations — was one of pure shock. Encounter battles have their own logic. There is no time to form up, no time to bring forward supporting weapons to optimal positions, no time to reconnoitre the ground. The first unit to react, to go to ground and begin firing, gains an immediate and potentially decisive advantage over an enemy still trying to comprehend what has happened. In the valley north of Gantian, on that September afternoon, both sides were equally surprised, and the fighting that erupted was correspondingly savage. The Yueyang County Annals record what followed in spare, vivid language: Gunfire and artillery fire continued incessantly from noon until night. More than a hundred enemy soldiers were killed, but the National Revolutionary Army also suffered heavy casualties. The following morning, corpses could be seen everywhere — on the mountains, in the paddy fields, along the riverbanks, and on the roads — and the Shagang River ran red with blood. At ten o'clock that night, follow-up units from the 40th Division arrived and began enveloping the rear of the New 10th Division. Lu Daoyuan ordered an immediate disengagement and redirected his forces toward Dayun Mountain by a different route. He was pressing forward through country that had just shown him two Japanese formations where one was expected. The scale of the Japanese operation was beginning, slowly, to become legible — though its full dimensions remained unclear. Xue Yue, updated on the encounter battle at Gantian and the confirmation of a second Japanese division in the area, dispatched the New 11th Division as additional reinforcement. The Chinese commitment to the mountain was deepening. By September 13, the nature of the engagement appeared to have shifted in the Chinese favour. What had begun as a confused encounter battle in a valley had evolved, over three days of movement and fighting, into what looked from the Chinese side like a genuine opportunity. More than three thousand Japanese troops — believed to be the 13th Regiment of the elite 6th Division — had been cornered near Gantian by more than ten thousand Chinese soldiers drawn from five divisions. Xue Yue, a general who understood the rarity of such moments, was in high spirits. He began directing the battle personally, sending a stream of telegrams to his subordinates, driving them to compress the encirclement and destroy the trapped force before it could escape. The temptation was understandable, even logical. An elite Japanese regiment, isolated in mountain terrain, outnumbered more than three to one, was an extraordinary prize. If it could be annihilated, the blow to Japanese prestige and operational capability would be substantial. Xue Yue had built his reputation in part on his willingness to press attacks when opportunity offered. He pressed now. What no one in the Chinese command yet understood was that they were not encircling the 13th Regiment of the 6th Division. They were encircling the 234th Regiment of the 40th Division — the decoy formation that had been placed on the mountain precisely to draw Chinese strength in and hold it in place. The ghost had become substantial enough to be grasped, but grasping it served the Japanese plan rather than the Chinese one. On the 13th and 14th, the five Chinese divisions compressed the Japanese positions into an area of less than ten kilometres, launching repeated fierce assaults. The fighting was brutal, conducted in the mountains and jungle of terrain that rewarded endurance and intimate local knowledge over firepower. On the afternoon of the 14th, soldiers of the 4th Army's 102nd Division drove hard from west to east, the sound of battle rolling across the ridgelines. The Japanese regiment was fragmented and thrown into disorder. Bugle calls sounded from all directions along the Chinese lines; morale surged. Victory appeared close. The encircled Japanese began fighting their way out along the route by which they had entered, the only corridor not yet fully sealed. And along that corridor, a Chinese ambush was waiting. Pang Gufeng was a sergeant and deputy squad leader in the 7th Company, 3rd Regiment, 10th Division of the 58th Army. He was not a senior officer, not a man whose name would appear in official histories or command telegrams. He was one of the thousands of soldiers whose individual experiences — of fear, endurance, and sudden violent action — constituted the actual texture of the battle, the reality beneath the operational abstractions. His company's mission was straightforward in its conception, demanding in its execution. Pang Gufeng recorded it simply: "Our company's mission is to infiltrate behind enemy lines and control a road leading northwest from a high ground, or hilltop. This is the only way for the enemy to retreat." Control it, and the encirclement became a cage. The march to that position was itself a trial. Pang Gufeng had been ill for two days before it began: "Two days before the mission, I ate spoiled meat and got an upset stomach, vomiting and having diarrhea. Although I was better when we marched that day, I was still very weak. The medic reported to the deputy company commander, who told me to put my gun and backpack on the wagon that the company headquarters used to transport ammunition. I was sweating profusely and had a dry mouth the whole way." The company set off at noon, moving at full speed. Twice during the march they were caught in the open by Japanese aircraft — strafing runs and bombing that left three men dead and eight wounded. The company commander conferred with the battalion commander and changed to a side road to reduce exposure. Then orders arrived to return to the main road. The calculation was brutally pragmatic: "The side road was shorter but difficult to walk, while the main road was easier but too exposed. 'Better to walk ten miles on flat ground than five miles on mountains,' so to save time, they decided to take the main road." They reached their position, and the men immediately set to digging. Pang Gufeng, having ridden the supply wagon, felt obliged to work harder than most: "Upon arriving at the location, we heard gunfire and grenade explosions from the east. We quickly dug some simple shelters and trenches. Having taken advantage of not carrying anything during the march, I dared not slack off while working on the fortifications." He noted the common sayings that circulated through the unit: "'A bunker, a shelter, to protect your body,' and 'If you don't want to die young, make sure your fortifications are well-maintained.' These are common sayings circulating in the unit. The words may be rustic, but the truth is real." Around 2 p.m., the Japanese came. Company Commander Huang Wei had established the signal clearly: the machine guns would open first, and only then would the rifles fire — the whole company committing simultaneously. The company was arrayed so that the Japanese, funnelled toward Xitang, would run into a prepared killing ground. "With our men on both sides and behind the enemy, the enemy could only break through our defenses towards Xitang, only to run right into our guns." Pang Gufeng had picked out his target early: "The Japanese soldiers charged in from afar, all running, running very fast. I spotted a Japanese machine gunner who was facing me, shirtless, with a white cloth tied around his head, and I listened to the machine gun fire from the company." "400 meters, 300 meters, 200 meters, 150 meters, 100 meters! My heart was pounding. I could see the enemy machine gunner clearly; he was as strong as an ox, with a body full of hard muscles. I panicked. It felt like that Japanese soldier was staring into my eyes, like he was about to step on my gun barrel if he ran a few more steps!" The machine gun did not fire. When the order finally came, it came differently than planned: "At this moment, we heard Company Commander Huang's altered voice shout: 'Fight! Fight! Fight! Damn it!' Only later did we learn that the long-range machine gun was broken." In order to make the whole company hear the order, Huang Wei stood up from his bunker. He did not make it back down: "In order to make the whole company hear the firing order, the company commander stood up from his bunker. After giving the order, before he could lie down, he was hit twice in the neck by enemy machine gun fire and died on the spot." "Company Commander Huang Wei is from Henan and graduated from the Whampoa Military Academy. He is said to be a good flute player, but I have never heard him play it." After Huang Wei fell, his deputy took off his own coat and laid it over the company commander's face, had the stretcher bearers carry him from the field, ordered the whole company to remove their hats, and led three calls of "Avenge Company Commander Huang." "When the company commander's stretcher passed behind me, I saw blood dripping down my clothes. The messenger cried loudly, and I also shed tears." The fighting continued. The deputy company commander eventually disappeared — it was never established whether he was killed or had fled — before the battle ended. With the machine gun broken and command structures collapsing one by one, men held their positions through individual will. Pang Gufeng recalled what happened when the next assault came: "When the company commander gave the order to fire, I involuntarily glanced in the direction of his shout, because the original rule was that the machine gun would be the signal. When I turned back to look for the Japanese machine gunner, he was nowhere to be found. I risked peeking out and saw him run to the left. I quickly set up my sights and aimed at him, about to fire, when I saw him fall headfirst, blood immediately staining the white cloth strip on his head. I cursed under my breath, and as I searched for my target again, the enemy had already charged up. We hurriedly threw grenades. The grenades exploded about twenty or thirty meters from the position, scattering dirt and stones across the ground. I saw a dozen or so Japanese soldiers continuing to run forward, and I could hear them shouting; they were only a dozen or so steps away from the position." Then the grenades seemed to stop mattering: "My mind went blank for a moment. I thought to myself, how come the Japanese aren't afraid of grenades anymore? We've been doing this for so many years, I don't need to hide it from you anymore. Suddenly, I wanted to throw down my gun and run. But at that moment, Dou Rongren, the squad leader of the 6th squad, picked up the machine gun, shouted, and stepped out of the position to fire. Several of the enemy fell down, and the rest ran back. As they ran back, several more were shot down by the brothers." The honest confession of a professional soldier — not a coward, not a man without courage, but a human being under a level of pressure that strips away everything except the most basic instinct for survival. What held him in place was not ideology or orders. It was the man next to him. "Dou Rongren was the only one in our entire company to achieve merit in this battle. Based on that alone, no one could help but admire him." The attack broke. A lull settled over the position: "The enemy temporarily retreated to prepare for another attack. The gunfire subsided, and the stretcher bearers walked continuously behind me. I dared not look back." Darkness brought fresh disaster: "It got dark very quickly. That day was overcast, and once it got dark, we couldn't see anything. The enemy bypassed our company and the 9th Company's two high points and charged directly onto the main road. I also... I'm lost! Isn't this just suicide? The main road is completely blocked by machine guns, but the enemy is still charging in, probably trying to take advantage of the darkness? In the flash of a mortar explosion, I saw the road littered with corpses, the enemy running, crawling, and rolling over their comrades' bodies. My gun was truly 'firing blindly in the night,' firing in the direction of the Japanese soldiers anyway!" The enemy had breached the line to either side. The company's position was now flanked. No orders came: "The enemy occupied the small hill that our company was defending, and fired several signal flares, some red and some green, I remember. The enemy in front surged towards that spot like a tide. The loss of our company shook the entire defensive line, and the 8th and 9th companies next to us also withdrew. The enemy moved in that direction, and our friendly forces fired in that direction as well. I crouched in the friendly forces' trench, my mind in turmoil." "Where is Deputy Company Commander Liu? If he's been killed or wounded, the platoon leader should be acting in his place. Surely all three platoon leaders are present? According to battlefield discipline, anyone could step forward at this moment, because it concerns the overall victory or defeat. But neither the platoon leader nor the squad leader has come forward. If I weren't so weak from diarrhea, would I dare to shout, 'Follow my orders?' It's not that simple. I don't understand who would bear the responsibility for the loss if this happened. Following your orders means taking responsibility. Everyone knows that losing a position and causing serious consequences means losing your head! That's probably why no one dared to come forward." Around nine or ten o'clock, an enemy force crept up from behind — troops from the Xitang direction, moving to reinforce those surrounded to the east: "An enemy force actually crept up behind us, around 9 or 10 p.m. Time on the battlefield is unpredictable; sometimes you feel like half a day has passed, but the company commander checks his watch and says it's only been a quarter of an hour; other times, several hours pass in the blink of an eye. The enemy was coming from the Xitang direction to reinforce those surrounded by our troops. Before I could even think of anything, someone on the position shouted: 'Deputy Company Commander Liu! Deputy Company Commander Liu!' The voice sounded like a platoon leader, but there was no response. Just then, machine gun fire erupted from behind us. It was a small hill, and we hadn't even constructed any fortifications towards it. The enemy had advanced to within twenty or thirty meters of our position." There was one consideration, Pang Gufeng noted with bitter clarity, that no one had thought to address before the mission: "We've been forgetting one thing: our battalions were positioned behind enemy lines to intercept the enemy retreating from Dayun Mountain back to the Yueyang area. Whether or not there would be enemy forces behind us was a matter for the officers to worry about." It had not been worried about. The consequences were immediate: "Worst of all, no one was there to command us. I realized that calling for Deputy Company Commander Liu earlier was to report this dire situation. Without command and surrounded on both sides, many men began to retreat, or rather, flee. In the darkness, no one could see anyone else. Our platoon was scattered. We ran along the defensive line towards the 2nd Battalion's position, shouting as we ran, afraid they would misunderstand and open fire. The 2nd Battalion, unaware of the situation, also ran. In the darkness, we heard their officers yelling: 'No leaving the position, or you will be court-martialed!'" Of the men from the 7th Company who had set out that noon — at full strength, moving at full speed — only a fraction survived to the end. Pang Gufeng recorded the final accounting flatly: "Saying the battle was over was really just a matter of most of the surrounded enemy escaping. Those of us who were cutting off their retreat, along with the troops in front and on both sides, had no choice but to withdraw. The next day, just as dawn broke, we saw corpses everywhere on the hillsides, roads, and bushes — both enemy and our own men. Of the men from our 7th Company who went to the battalion headquarters to be taken in, only 12 remained, including two platoon leaders and two squad leaders." While the fighting around the ambush positions ground on through the night, the strategic reality of what Anami Korechika had accomplished was becoming, gradually, visible to the Chinese command — though it was not yet fully understood. The key fact was the timeline. The 6th Division, which had fought for two days to seize Dayun Mountain, had handed the position to the 40th Division on the evening of September 9 and had been marching northward ever since. By the time Lu Daoyuan's New 10th Division ran into the Shigematsu Regiment on September 10, the 6th Division was no longer on the mountain. By the time Xue Yue was directing his five divisions to encircle what he believed was the 6th Division's 13th Regiment near Gantian on September 13, the real 13th Regiment was already north of the Xinqiang River, taking up its designated position in the main Japanese attack formation. The Second Battle of Changsha was, by then, already beginning to unfold along its primary axis — and the five Chinese divisions that might have been part of the defensive line were tied up in the mountains, chasing a decoy. This was the operational genius of Anami's plan, and it deserves to be understood clearly. The commitment of the 6th Division to Dayun Mountain was not a secondary operation that happened to coincide with the main offensive. It was the indispensable prerequisite for the main offensive. By taking the mountain with an elite division, Anami created the preconditions for Chinese attention to remain fixed on that location. By replacing the 6th Division with the 40th — quietly, at night, maintaining the external appearance of continued occupation — he ensured that the attention would stay fixed long after the elite formation had moved on. And by allowing Chinese intelligence to observe "fortification work" during the changeover, he gave Xue Yue a plausible explanation for Japanese behaviour that was, in every particular, misleading. It was deception layered upon deception: the initial attack itself, as a cover for the main offensive preparation; the quiet replacement of one division with another, as a cover for the 6th Division's redeployment; and the fortification activity, as a cover for the handover. Each layer reinforced the last. At every point where a Chinese commander might have drawn the correct conclusion, a carefully arranged fact or report pushed him toward the wrong one. The cost of this deception was paid in the blood of the Shigematsu Regiment. The 234th Regiment of the 40th Division was never intended to fight a sustained battle. It was a screen, a scarecrow given flesh and made to march. When it unexpectedly walked into Lu Daoyuan's New 10th Division on September 10, and when Xue Yue subsequently committed five divisions to its encirclement, the regiment was placed in exactly the position its commanders had hoped to avoid. It fought — hard, and with the desperate intensity of men who understand they have been put in an impossible situation — but the casualties on both sides in those days of fighting around Gantian were severe. By September 17, the battle in the Dayun Mountain area had settled into a stalemate along the line of Gangkou, Gantian, and Babaishi. The Chinese had not destroyed the encircled Japanese force. The Japanese had not broken out cleanly. Both sides held ground, and both sides had paid heavily for it. The encounter battle of September 10 alone had left the Shagang River running red and the fields and roadsides around Gantian littered with the dead of two armies. Yang Sen, surveying the situation with the clear eye of a commander who had watched the battle consume resources he could not replace, sent his assessment to Xue Yue. The time had come to close the Battle of Dayun Mountain. He recommended leaving the 102nd Division in the area to monitor and harass the Japanese, and marching the remaining four divisions south of the Xinqiang River before midnight on September 18 to reinforce the frontal defences. The true battle — the assault on Changsha — could no longer be ignored. I would like to take this time to remind you all that this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Please go subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry after that, give my personal channel a look over at The Pacific War Channel at Youtube, it would mean a lot to me. By September 13th, Chinese forces seemed to have a breakthrough: ten thousand troops cornered a Japanese regiment at Gantian, and Xue Yue urged an encirclement and destruction. Chinese assaults compressed the pocket, yet Japanese fighters broke out through an escape corridor and hit an ambush guarding the retreat road. As night fell, flanking attacks and command confusion unraveled the perimeter. By Sept. 17 the Dayun Mountain fighting stalemated; both sides were depleted, and China shifted back to the battle for Changsha.

Enjoyed this episode or the podcast in general? Send me a text message:250 years ago, the United States began as a risky idea written on parchment. Today that idea is protected by something you can hear, see, and measure: air power built to deter wars before they start and to win if deterrence fails. We tell that story through six aircraft that form a living bridge between America's past and its next century, from fighters that own the sky to bombers that reach the unreachable.We begin with the F-22 Raptor, a purpose-built air dominance machine that doesn't just outfight threats, it denies them the first look and the first shot. Then we shift to the F-35 Lightning II and the reality that modern combat is as much about data as it is about speed: sensor fusion, electronic awareness, and sharing targeting information can decide outcomes without a missile ever leaving the rail. We also confront the messy side people always ask about, including costs, software delays, and the complicated road to Technology Refresh 3 and Block 4.From there, we highlight the Navy's F/A-18E/F Super Hornet as the reliable carrier backbone that keeps showing up, now evolving with Block III upgrades, IRST, and stronger networking while the fleet waits for what comes next. On the long-range strike side, we break down what makes the B-1B Lancer a conventional payload powerhouse, why the B-2 Spirit remains a strategic shadow, and how the B-21 Raider represents a digital-age approach to stealth, open architecture upgrades, and building enough aircraft to matter.If you care about US military aviation, stealth aircraft, fifth-generation fighters, bomber modernization, and the future of deterrence in great power competition, this one's for you. Subscribe, share the episode with a friend, and leave a review with the aircraft you think best defines American air power right now.Support the showTo help support this podcast and become a PilotPhotog ProCast member: https://www.buzzsprout.com/1555784/supportIf you enjoy this episode, subscribe to this podcast, you can find links to most podcast streaming services here: PilotPhotog Podcast (buzzsprout.com)Sign up for the free weekly newsletter Hangar Flyingwith Tog here: https://hangarflyingwithtog.com You can check out my YouTube channel for many videos on fighter planes here:https://youtube.com/c/PilotPhotog If you'd like to support this podcast via Patreon:https://www.patreon.com/PilotPhotog And finally, you can follow me on Twitter here:https://twitter.com/pilotphotog

Jim Fanell explains China's "salami slicing" tactics in the maritime domain, using law enforcement vessels to claim sovereign jurisdiction over waters east of Taiwan. He recommends the U.S. counter these moves by sending an aircraft carrier strike group through the Taiwan Strait to assert international law. (2)1910 IDAHO

Gordon Chang and Steve Yates discuss the alarm in Beijing after a small aircraft crashed into the CITIC Tower, highlighting vulnerabilities in China's air defenses near the leadership compound. The incident shattered the narrative of an impervious security state, raising fears that drones could easily strike the capital. (4)1930 IDAHO

 Can a $500,000 airplane actually pay for itself? Most people think owning an airplane is only for the ultra-wealthy—but what if there was another way? In this episode of Get Diversified, Jacqueline Landry and Melvin James Landry III break down the investment strategy behind aircraft ownership, how leasing an airplane to a flight school can help offset ownership costs, and why successful investors look at expensive purchases differently. You'll also learn: ✈️ How cash-flowing assets can support your financial goals 

fWotD Episode 3345: No. 1 Aircraft Depot RAAF Welcome to featured Wiki of the Day, your daily dose of knowledge from Wikipedia's finest articles.The featured article for Thursday, 2 July 2026, is No. 1 Aircraft Depot RAAF.No. 1 Aircraft Depot (No. 1 AD) was a maintenance unit of the Royal Australian Air Force (RAAF). Formed in July 1921 at RAAF Point Cook, Victoria, it relocated to the nearby RAAF Laverton in March 1926. As well as servicing aircraft and other equipment, in its early years the depot supported survey flights in Australia and the Pacific region. It was also responsible for training maintenance staff.No. 1 AD's strength increased from 350 staff in the 1930s to over 2,000 during World War II, when it assembled, tested and repaired aircraft ranging from Tiger Moth trainers to Spitfire fighters to B-17 Flying Fortress heavy bombers. It also undertook aircraft research and development.Shortly after World War II, No. 1 AD introduced the first jets into RAAF service. In 1961, it ceased airframe maintenance, but continued to service aero engines. By the 1970s, the depot's main focus was ground-based equipment, though it still handled some aircraft components. No. 1 AD was disbanded in December 1994, its functions having been taken over by other units and private contractors. At the time of its disbandment, it was the oldest RAAF unit in continuous operation.This recording reflects the Wikipedia text as of 00:38 UTC on Thursday, 2 July 2026.For the full current version of the article, see No. 1 Aircraft Depot RAAF on Wikipedia.This podcast uses content from Wikipedia under the Creative Commons Attribution-ShareAlike License.Visit our archives at wikioftheday.com and subscribe to stay updated on new episodes.Follow us on Mastodon at @wikioftheday@masto.ai.Also check out Curmudgeon's Corner, a current events podcast.Until next time, I'm neural Kevin.

Plus: A consortium including Google, Coinbase, and BlackRock backs new stablecoin. And shares in Siemens Energy rise over strong demand in electrification and AI data centers. Julie Chang hosts. Learn more about your ad choices. Visit megaphone.fm/adchoices

Kim Stone, Washington Spirit CEO, joins Sports Business Radio for a conversation. Stone discusses her career as a sports business executive that spans nearly 30 years and includes roles with the Miami Heat and Golden State Warriors and she takes us inside the business of the Washington Spirit of the NWSL. Stone works closely with owner Michele Kang overseeing Kang's pro soccer team portfolio. Stone was part of the effort to sign star Trinity Rodman to a record-setting women's soccer contract. The Washington Spirit are one of the top teams in the NWSL and advanced to last year's NWSL championship match. Audi Field will play host to the 2026 NWSL championship match this November. LISTEN to Sports Business Radio on Apple podcasts or Spotify podcasts. Give Sports Business Radio a 5-star rating if you enjoy our podcast. Click on the plus sign on our Apple Podcasts page and follow the Sports Business Radio podcast. WATCH SBR interviews by going to the sports business hub on Yahoo Sports and Yahoo Finance at https://sports.yahoo.com/sports-business/ or our YouTube channel at https://www.youtube.com/@sportsbusinessradiopodcast. Follow Sports Business Radio on Twitter @SBRadio and on Instagram, Threads and Tik Tok @SportsBusinessRadio. This week's edition of Sports Business Radio is presented by New Air Club. New Air Club is the Official VIP Air Travel Partner of Sports Business Radio. New Air Club is a private aviation brokerage with access to over 22,000 aircraft worldwide, but what really sets them apart is that they''re a full-service concierge. They don't just book the jet—they handle everything around the trip so the client doesn't have to. Aircraft, luxury ground transportation, hotels, dining, even security if needed. One call, one team, total discretion. For more information or to book your travel, email info@newairclub.com. You can also visit www.NewAirClub.com.  Sports Business Radio is produced by Bryan Griggs at Griggs Productions dot com. #NWSL #Soccer #WashingtonSpirit #WomensSports Learn more about your ad choices. Visit megaphone.fm/adchoices

Varig, VASP, Panair, the names are long gone, but they put Brazil on the map for us, alongside iconic cinema imagery and a legendary national football team that captured every kid's imagination.Grab a caipirinha (and some black licorice) as we chart how the jet age shaped our vision of the country, before diving into our actual experiences flying in and out of SDU (that final!), GIG, CGH, GRU, POA, SSA, and IGU.From Paulistano football derbies and missing luggage to drunken airport runs, domestic workhorses, rustic 737s, the Concorde, or 7AM beef, it's all in there.Enjoy the World Cup, the heat, and Happy Flying! (We had a recording issue, you won't notice it on the audio, but there are a handful of video cuts made to correct the sync, barely noticeable!). 

Europe correspondent Grace Thomas spoke to Lisa Owen about a skydiving aircraft crash in France that has killed five people, as well as Prince Harry reportedly reconsidering plans to bring his wife Meghan and children the UK next month after his request for police protection was rejected.

Topics: Condolences to Joe Doering & Luis de la Rosa (5:22) Aircraft crash into building in Beijing (12:43)  Venezuela experience earthquakes with deaths and casualties (16:01) Mystery of New York family ends up dead (20:25) Government News [Supreme Court decisions, Texas schools require biblical stories, and more] (30:51)  Library in California shooting (49:41) Football player and co-conspirators arrested over kidnapping and assault (1:00:01)  Ending Music: Kanye West – Jesus Lord (Instrumental) National Suicide Prevention Lifeline: 1-800-273-8255 Twitter: @My2Podcast Instagram: my2centspodcastg2 YouTube: My2CentsPodcast Business email: my2centspod@yahoo.com

Business aviation is often misunderstood because the aircraft are the most visible part of the story. The brands, the cabins, the speed, the ramp presence, and the culture around private aircraft tend to dominate the public imagination. But the industry was not built around image. It was built around utility. From the early aircraft companies in Wichita to the postwar expansion of aviation infrastructure, from Gulfstream's focus on reliability and customer support to Learjet's cultural impact, from Cessna's utilitarian approach to the Falcon 20's role in the early FedEx story, business aviation evolved around one central promise: giving people and companies control over time. In this episode, I talk with Kevin Michaels and Richard Aboulafia of AeroDynamic Advisory about their book, Time Machines: Business Aviation's Dynamic Journey. Kevin and Richard trace the forces that shaped the business aviation market across decades. The deeper story is not simply how business jets became faster, more capable, or more recognizable. It is how business aviation became an operating system for access, connecting companies, communities, executives, pilots, manufacturers, service networks, and airports in a way the scheduled airline system never could. You'll also learn; How Wichita became one of the most important centers in aviation history Why World War II accelerated the business aviation ecosystem by creating pilots, mechanics, infrastructure, air traffic control, and mission familiarity. How early business aviation moved from converted aircraft and surplus DC-3s into purpose-built turbine-powered aircraft. Why Gulfstream's early success was rooted in understanding the customer's mission: short-field access, reliability, dispatch performance, and customer support. How Learjet became the cultural shorthand for business jets through design, performance, Hollywood visibility, and Bill Lear's marketing instincts. Why Cessna's slower, more utilitarian Citation strategy became a winning formula for customers who valued functionality and reliability over pure speed. How Dassault's Falcon 20 gained early momentum through Pan Am, Charles Lindbergh, Federal Express, and the U.S. Coast Guard. Why engine technology repeatedly expanded what business aviation could become. How fractional ownership changed business aviation by opening access beyond traditional whole-aircraft ownership and flight departments. Why general aviation, airport infrastructure, advocacy, and regulation remain foundational to the health of the business aviation industry.   About the Guests Richard Aboulafia is a Managing Director at AeroDynamic Advisory, a boutique aerospace and defense management consultancy based in Ann Arbor, Michigan. He is also a Special Advisor on Aerospace & Defense at Eurasia Group and a Fellow of the Royal Aeronautical Society. Since 1988, Richard has tracked aircraft programs, markets, and companies as an analyst and consultant, advising aerospace manufacturers, defense contractors, and financial institutions on commercial aviation, military aviation, and broader aerospace and defense market trends. Before joining AeroDynamic Advisory in 2022, he was Vice President of Analysis at Teal Group. Richard is also a widely published aviation and defense writer, with regular columns in Aviation Week & Space Technology and work appearing in outlets including Foreign Policy, Forbes, The Wall Street Journal, the Financial Times, Professional Pilot, and others. He is the co-author, with Kevin Michaels, of Time Machines: Business Aviation's Dynamic Journey, a comprehensive look at the people, aircraft, technologies, business models, and market forces that shaped business aviation into the industry it is today. Connect with Richard on LinkedIn. Kevin Michaels is a Managing Director at AeroDynamic Advisory and a globally recognized expert in aerospace manufacturing, MRO, strategy, customer satisfaction, M&A advisory, technology assessment, and market analysis. Across his career, Kevin has advised leading aerospace OEMs, airlines, MRO providers, suppliers, and investors on the strategic and operational forces shaping the aerospace industry. Before AeroDynamic Advisory, he was Vice President in ICF International's Aerospace & MRO consulting practice and co-founder of AeroStrategy, which was acquired by ICF. He also held roles with Rockwell Collins Government Systems, The Canaan Group, and aero-engine supplier Williams International. Kevin is a columnist for Aviation Week & Space Technology's Up Front feature, a contributing columnist to Inside MRO and Forbes, and chairs the Industry Advisory Board for the University of Michigan's Aerospace Engineering Department. He is also the author of AeroDynamic: Inside the High-Stakes Global Jetliner Ecosystem, winner of the 2019 Choice Outstanding Academic Title Award. Connect with Kevin on LinkedIn. Buy the book Time Machines: Business Aviation's Dynamic Journey on Amazon.   About Your Host Craig Picken is an Executive Recruiter, writer, speaker, and ICF Trained Executive Coach. He is focused on recruiting senior-level leadership, sales, and operations executives in the aviation and aerospace industry. His clients include premier OEMs, aircraft operators, leasing/financial organizations, and Maintenance/Repair/Overhaul (MRO) providers, and since 2008, he has personally concluded more than 400 executive-level searches in a variety of disciplines. Craig is the ONLY industry executive recruiter who has professionally flown airplanes, sold airplanes, and successfully run a P&L in the aviation industry. His professional career started with a passion for airplanes. After eight years' experience as a decorated Naval Flight Officer – with more than 100 combat missions, 2,000 hours of flight time, and 325 aircraft carrier landings – Craig sought challenges in business aviation, where he spent more than 7 years in sales with both Gulfstream Aircraft and Bombardier Business Aircraft. Craig is also a sought-after industry speaker who has presented at Corporate Jet Investor, International Aviation Women's Association, and SOCAL Aviation Association.   Resources For more aerospace industry news & commentary: https://craigpicken.com/insights/. To learn more about Craig Picken, visit https://craigpicken.com/.

The CEO of Heart Aerospace describes the development of a hybrid-electric 30-seat regional commercial aircraft. In the news, a near miss at Boston Logan between a landing Delta Air Lines flight and a departing American Airlines flight, NASA's Advanced Aircraft Concepts for Environmental Sustainability 2050 (AACES) program, Canada’s purchase of F-35A fighters and possibly Saab Gripens, and Canada’s look at early-warning-radar planes. Guest Anders Forslund is the co-founder and Chief Executive Officer of Heart Aerospace, formed to electrify short-haul regional aviation. Heart Aerospace is developing the ES-30, a hybrid-electric 30-seat regional commercial aircraft. Heart is currently in upstate New York, testing the X1 demonstrator aircraft, which the company says will be the largest electric aircraft ever to fly. The company is backed by Bill Gates' Breakthrough Ventures and Y Combinator, as well as operator/investors United Airlines and Air Canada. Anders explains Heart Aerospace’s mission to lower the cost of air travel and how their clean-sheet Part 25 airliner will achieve about a 40% reduction in overall operating costs. The ES-30 will be an electric-motor-and-turboprop hybrid, while the full-scale X1 prototype is all-electric. The X1 demonstrator has completed low-speed taxi testing at the company’s X1 flight-test base at Plattsburgh International Airport in upstate New York. First flight is expected shortly, with type certification planned for 2031. Video: Heart X1 Completes Low-Speed Taxi Testing https://youtu.be/5jkyKevsJNI?si=1xreSjh_gRcI6xu2 Anders tells us about the Heart team and how aerospace development has changed in the last decade. The company strives to manage uncertainty rather than minimize it, holds itself accountable, and sets falsifiable goals. Before starting Heart, Anders was an aerospace researcher at Chalmers, where he was a driving force behind the Elise-Electric Aviation research project in Sweden, funded by the Swedish innovation agency Vinnova. He spent 2013-2014 at MIT, where his work on geometric variation of aerospace components was awarded the Charles M. Manly Memorial Medal. He is also a founding member of the Nordic Network for Electric Aviation. Anders has a Ph.D. in Aerospace Product Development and a B.Sc. in Engineering Physics from Chalmers. He has a dual M.Sc. in Astronautics and Space Engineering from Cranfield University and Luleå University, as part of the SpaceMaster program. He is also a member of Prince Daniel’s Fellowship for young entrepreneurs. Follow Heart Aerospace on YouTube, Facebook, Instagram, X, and LinkedIn. Aviation News Horrifying Near Miss at Boston Logan as Quick-Thinking Delta Air Pilots Go Around to Avoid Landing On Top of American Airlines Boeing 737 Delta Air Lines flight DL-2351, an Airbus A319 flying from Dallas, was landing at Boston Logan International Airport (BOS), was cleared to land on runway 33L. Moments later, American Airlines flight AA-3161, a Boeing 737-800, was cleared to take off for Charlotte from intersecting runway 27. The pilots repeated the instruction back to the controller, and after about 40 seconds, started the takeoff. As Delta flight 2351 was about to touch down, the pilots saw the American Airlines plane and executed a go-around. That was followed by the air traffic controller asking the American flight, “American, where are you going?” Listen to the Incident Audio via @xJonNYC. Electra reveals 100-seat hybrid-electric aircraft concept Electra developed the concept under NASA's Advanced Aircraft Concepts for Environmental Sustainability 2050 (AACES) program. NASA has commissioned industry and academia to “develop transformative aircraft designs, propulsion technologies, and sustainability solutions for commercial aviation by 2050.” Electra's large airliner concept features a wide “double-bubble” fuselage that generates lift. Propulsion comes from two turbofans under the wings that produce thrust and electricity, as well as three fans mounted on the top of the aft fuselage. Electra says those fans would “ingest and re-energise slower-moving air over the fuselage, a technique known as boundary layer ingestion.” Other AACES participants include the Georgia Institute of Technology with the Liquefied Natural Gas Powered Athena Aircraft Concept, and JetZero with a hydrogen fueled blended wing body design. Congress Questions Air Force's Combat Rescue Readiness As HH-60W Helicopters Get Turned Into VIP Transports The Senate Armed Services Committee filed S. 4784, the National Defense Authorization Act for Fiscal Year 2027 (NDAA), which establishes funding levels and authorities for the U.S. military. The 66th annual NDAA supports a total of $1.15 trillion in FY 2027 funding for national defense. In its report [PDF], the Committee expresses concern “about combat search and rescue (CSAR) force structure in the Air Force. In recent years, the Air Force truncated the buy of HH-60Ws and has since transferred 26 HH-60Ws from units responsible for CSAR operations to the Air Force District Washington (AFDW) to replace H-1 helicopters. AFDW uses these helicopters to support contingency response, homeland operations, and ceremonial honors in the National Capital Region. “The committee believes that these actions have left CSAR forces unnecessarily short of the forces needed to support CSAR operations in a major contingency. Therefore, the committee directs the Secretary of the Air Force to conduct a study of CSAR requirements and capabilities, including HH-60Ws and HC-130Js, and provide a report and briefing on that study to the congressional defense committees, not later than March 31, 2027. “Furthermore, the committee directs the Secretary to avoid making any changes in CSAR force structure until the study is completed and he or she has provided the results of that study to the Congress.” Canada Plans Fleet Surge to 140+ Fighters as Low Cost Gripens Reduce Expenses According to informed sources, the Royal Canadian Air Force plans to grow its fighter fleet to 140, possibly by purchasing Saab Gripen jets. Canada has planed to purchase 88 F-35A fighters, but that could drop to 70, accompanied by 70 Gripens. Saab offered to establish final assembly, maintenance, and long-term industrial support in Canada. This would transfer technology and intellectual property to Canada. Under the F-35 program, sustainment and software updates are centralized in the United States. Canada to buy Swedish surveillance plane over US models Canadian Prime Minister Mark Carney announced that Canada would not purchase early-warning-radar planes from the United States. Instead, they will purchase Saab’s GlobalEye, which is based on the Bombardier Global 6500 jet, manufactured in Canada. Price and fleet size were not announced. Saab said in a statement that as part of any deal, the company would invest in research and development work in Canada. Hosts this Episode Max Flight, our Main(e) Man Micah, Rob Mark, and David Vanderhoof.

Wildfires are becoming larger, more destructive, and more expensive every year. But what if the most effective intervention happens not after a fire grows, but within the first few minutes after ignition? Max Brodie, co-founder and CEO of Rain, joins Climate Rising to discuss how autonomous aircraft could transform wildfire response. Rain is developing AI-powered wildfire suppression systems that upgrade helicopters with autonomous capabilities, enabling faster response times and more effective intervention during the critical first minutes of a fire. The conversation explores the economics of wildfire prevention, the role of autonomy in aerial firefighting, the challenges of balancing suppression with ecological fire management, and the growing relationship between wildfire risk and climate change. Max also discusses the broader implications of autonomy, public-private partnerships, and how emerging technologies can accelerate climate adaptation and mitigation.

It's not just drones pushing aviation into new territory. Electric aircraft are edging closer to commercial use, but certification is still the gatekeeper. The FAA is trying to adapt existing rules while building a longer-term framework that can scale with new designs and risks. Joining me to explain that tension is Derrick Collins, Director of GAO's Physical Infrastructure team.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

The Tango Flight program has just completed its second airplane build in four years. The hands-on aviation education program is currently offered at Bassick High School in Bridgeport and AITE in Stamford. A group of Bridgeport students built this latest aircraft set to take off in a couple of weeks from Sikorsky Airport in Stratford. We got the details from Paul Zielinski, a mentor for Tango Flight.

From bus doors getting destroyed to Michael Jordan's motivating words, and maybe even a future racer in the Earnhardt family - this week's Dirty Thirty is one for the history books. To start us off, Dale Jr. talks about broadcasting from an Aircraft carrier this weekend at San Diego, and the time he saw his bus have an issue live on TV at Pocono. Then, he and Amy talk about Nicole's ride in Justin Allgaier's car to victory lane — and how it may have sparked her interest in going racing someday. After that, the Door Bumper Clear crew discusses the Cup Series drivers' aggressiveness this year under the new points format. Over on Actions Detrimental, Denny Hamlin sets his goal for San Diego and Sonoma, and shares the words Michael Jordan said during a pre-season meeting with 23XI that sparked DH's tenacious approach to this year. Finally, Red Bull brethren and road course aces, Connor Zilisch & Shane van Gisbergen, discuss what they are expecting heading into the historic weekend in San Diego, racing on a Naval Base. That's all for this week! Don't forget to shop at shop.dirtymomedia.com Check out Dirty Mo Media on YouTube: https://www.youtube.com/@DirtyMoMedia Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Is the aircraft market slowing down in 2026, or are good airplanes still moving?In this Summer 2026 aircraft market update, Joe Casey sits down with Eric Earl to discuss what is really happening in the PA-46, TBM, and King Air markets. With fuel prices rising, aircraft values shifting, and buyers trying to make sense of the current market, Joe and Eric break down what they see daily in aircraft sales. They discuss why the PA-46 market remains healthy, why efficient airplanes continue to attract serious buyers, and how TBMs and King Airs are performing in today's environment.

Headquartered in Exton, Pennsylvania, Innovative Aerosystems recently made a series of strategic acquisitions that are reshaping its role in the aviation industry. Larry Riddle, senior vice president of sales, discusses the company's acquisitions of the S-TEC 3100 autopilot product line, Honeywell avionics products and Honeywell power generator systems. Learn how these additions support a broader vision for integrated cockpit technologies in this episode of AEA Amplified, sponsored by Blackhawk Aerospace.

The Pour Over is a Christ-first, politically neutral news podcast. Every Monday, Wednesday, and Friday, we cover the day's biggest stories in ~10 minutes, and pair the biggest headlines with brief biblical reminders. Looking to support us? You can choose to pay ⁠here⁠. Get the free newsletter at⁠ thepourover.org⁠. On today's episode: Eight Killed in B-52 Aircraft Crash G7 Leaders Gather in France Alleged Attack on UFC Event Disrupted Anthropic Forced to Suspend Powerful AI Models Cape Verde Ties Spain in World Cup Match Fox Acquires Roku Ebola Deaths Rise to 181 Williams Sisters to Play Doubles at Wimbledon Thanks to our sponsors: Cru: Give Bibles all over the world |  text POUR to 71326 Wild Alaskan: $35 off your first box | code: TPO Quince: Free shipping | quince.com/tpo Qualia Life: additional 15% off your order | code: TPO CCCU: Apply for the Harvest Bundle | mycccu.com/pourover Upside: extra 25 cents back for every gallon on your first tank of gas | code: TPO LMNT: free 8-pack with purchase | https://links.thepourover.org/LMNT_Podcast The Missing Messiah: Learn more | missingmessiah.com Compelled Podcast: Listen now | CompelledPodcast.com Mosh: 25% off first variety pack + 20% off subscription | code: TPO25 MORE FROM TPO: ⁠Free newsletter⁠ ⁠Watch TPO on YouTube⁠ ⁠Download the TPO App⁠ Unless otherwise noted, all scripture references are from the Christian Standard Bible (CSB) translation.

The U.S. plans to reduce the number of aircraft for NATO operations, another A-10 lifeline appears, and discussions about restarting C-17 production. Also, owner-produced airplane parts, airport weirdos, a new album from Speed Brake Armed, how the NTSB uses audio spectrograms, lying flat on a broken Polaris seat, and Roman Numerals. Aviation News US Plans Major Cut to Fighter Jets, Warships for NATO Operations in Europe, NYT Reports Citing European officials, the New ​York Times reported that the U.S. plans to reduce the number of ⁠F-16 and ⁠F-15E fighter jets from roughly 150 to 100. Maritime reconnaissance ​aircraft would be cut from 26 to 15, and all eight aerial refueling tankers would be pulled. The ⁠New York ​Times said the U.S. aims to redeploy a missile-launching ​submarine and an aircraft carrier, along with several warships and jets ⁠that join ⁠the carrier's missions. One of two groups of bombers previously assigned for ​Europe's defense may also ⁠be reallocated. NATO spokesperson Allison Hart told Reuters, “Historically, there has been an over-reliance on U.S. forces and capabilities.” The U.S. European Command said in a statement that it would “rightsize” its contributions to the NATO Force Model. Congress Throws A-10 Warthog Another Lifeline The A-10 end of life is scheduled for 2030. Depot-level maintenance has stopped, and the 571st Aircraft Maintenance Squadron at Hill Air Force Base, Utah, has ended. The A-10 Weapons School is scheduled to end this year. However, an amendment to the House Armed Services Committee's version of the National Defense Authorization bill seeks to keep the Warthog alive. The amendment calls for the Air Force to keep supporting A-10 training, testing, experimentation, maintenance, and sustainment efforts. Other requirements include preserving lessons learned and operational expertise and maintaining a formal pilot training unit. A-10 Warthog's New Aerial Refueling Probe Is Now Operational In The Middle East The A-10C is now operating in the Middle East with the new probe-and-drogue refueling capability. First demonstrated in early April, it took only six weeks to become operational. Previously, the A-10 could only refuel from a KC-135. The KC-46 was not yet certified to refuel the Warthog due to the “stiff boom” problem, which could damage the receiving aircraft. Now A-10s can refuel KC-46s with the probe or from HC-130s, MC-130s, Marine Corps KC-130s, and KC-130Js from other operators. A-10 with refueling probe. USAF photo. Boeing “Encouraged” By C-17 Production Restart Discussions Restarting C-17 Globemaster III production would be extremely difficult, extremely expensive, but not impossible. There is interest from various operators and from the U.S. Congress, which has asked the Air Force to prepare a formal briefing on the feasibility of acquiring new C-17s. Driving USAF interest is a succession of crises in recent years that have put serious strain on the aircraft, and questions have been raised about the viability of the current plan to keep them flying through 2075. The C-17 is powered by the F117-PW-100, which is the military variant of the PW2000 family (the same engine that powers the Boeing 757). New engine production for the PW2000 stopped in 2016, and the USAF is currently depending on overhauls of existing engines to keep the fleet flying. So the MRO infrastructure, engineering expertise, and supply chain for supporting this engine remain very much alive. In March 2025, RTX announced agreements with JetZero to integrate the PW2040 engine and APU into its blended-wing-body demonstrator. So P&W is actively working on the PW2040 for a new application, which suggests the engine isn’t entirely dormant in their engineering ecosystem. The decision to restart the engine isn't just a P&W decision. The risk-sharing partners, like MTU Aero Engines, have to be on board. There are 222 C-17s in service with the U.S. Air Force today. The last plane was delivered in 2013, and Boeing shut down the line in 2015. Australia, Canada, India, Kuwait, Qatar, the United Arab Emirates, and the United Kingdom operate the C-17. C-17. USAF photo. Listener Mail Eclipse spare parts Mark writes regarding the discussion about Eclipse parts from Episode 896 and notes that FAR 21.9(a)(5) creates a framework for owner-produced parts. Where a certified part is unavailable, owners of certified aircraft can “produce” their own. And they can do that either by making it themselves or by contracting out its production to a suitably qualified supplier. There are rules about quality and the requirement that owner-produced parts be of equivalent specification to OEM parts, but as long as an aircraft owner can put their hand on their heart and assert that those conditions are met, they can supply parts to their maintainer and tell them to install them. See this AOPA guidance. Airport Weirdo Koeby has developed a crowdsourced gallery of airport weirdos, where travelers submit funny photos of strange things they spot in airports. No account is needed; you can just submit your photo, and it will be added to the gallery. It's called Airport Weirdo. New Album release by Speed Brake Armed Pete Buffington tells us about Speed Brake Armed’s new New Age album “Echoes Above the Infinite Sky.” This album takes the listener on a journey of flight from South America, to Spain, to the Cosmos, and back to ancient Greece. Inspired by over 35 years of real pilot experience. Video: 737 Echoes Above The Infinite Sky | Speed Brake Armed | Full Album | New Age Aviation Music https://youtu.be/slO-4xnVqHg Spectrograms Andy adds his perspective about the conversation on spectrograms in NTSB investigations. While he has absolutely no actual knowledge about NTSB processes or how they actually use spectrograms, he speculates based on his experience as an audio engineer for over 30 years: “Spectrograms have been a tool I use fairly regularly in production. To me, it mostly comes down to being able to recognize things that are hard to pick out. For instance, if there is some kind of unpleasant noise in the background of a recording, sometimes I can identify it and potentially filter it out, purely by ear.  Other times, particularly if it's not very far above the noise floor, it can be very difficult to pick out by ear.  In that case, I'll often look at a spectrogram. It's certainly not always helpful, but sometimes there are things that I can pick out visually that I can't pick out audibly… “So I can imagine that in a cockpit recording with a lot of background noise, examining the spectrogram might allow patterns to be detected that would not be obvious audibly. My guess is that they wouldn't be looking at the speech, but rather for indications in sound of what was happening mechanically. “For instance, if there was sound at a particular frequency, happening at a particular interval regularly, that might be an indication of something. That's the sort of thing that you can often see on a spectrogram even if it is audibly buried in the noise floor.” 14 Hours Lying Flat Patrick thinks maybe United could have done better: 14 Hours Lying Flat: United Polaris Passenger Pays $7,400, Gets Just $350 For Broken Seat. A United Airlines passenger has recounted her experience of flying in a faulty Polaris seat. She was forced to sit in a lie-flat position for the entire journey. After complaining, United offered her only $350. The ticket cost $7,388. DCCCXCIV Rob wrote in to say he enjoyed the value that Erin Applebaum brought to Episode 894. Also, that “with the very welcome return of David, this episode may well be the first podcast ever where the hosts have an odd number of kidneys!!” We also got a refresher on Roman Numerals. Mentioned The Great State of Maine Airshow, Saturday and Sunday, July 11 and 12, 2026, at Brunswick Executive Airport (the former Brunswick Naval Air Station). DARPA Lift Challenge at the National Museum of the Air Force in Dayton, Ohio.  Aug. 5-9. Hosts this Episode Max Flight, our Main(e) Man Micah, Rob Mark, and David Vanderhoof.

Hainan Free Trade Port has launched its first aircraft dismantling project, which completes the southern Chinese island's aviation maintenance value chain.

Natalie Ecanow details Qatar's massive $400 billion investment footprint in the United States, including high-profile real estate like New York's Park Lane Hotel and significant orders for Boeing aircraft. She argues these investments are not merely financial but serve to buy long-term political influence and goodwill with American policymakers, regardless of party affiliation, by embedding Qatari wealth into the U.S. economy. (5)1904 DOHA

Todd Curtis and John Goglia share their real time research into unapproved parts in aviation. They use the NASA Aviation Safety Reporting System (ASRS) database to do their research.  See what they uncover as they investigate unapproved parts in aviation. They search reports from 1995 and later years to find instances of suspected unapproved or counterfeit parts.  Most of the five cases they dive into are found to be paperwork issues rather than actual fraudulent parts. John adds some historical context, discussing how events like Eastern Airlines going out of business and the U.S. leaving behind a substantial amount of aviation assets after the Vietnam war led to many undocumented parts and helicopter engines entering the global aviation market. Learn about the history and issues surrounding unapproved parts in aviation maintenance from two aviation safety insiders. Don't miss what's to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website. Want to go deeper with the Flight Safety Detectives? Join our YouTube Membership program for exclusive perks like members-only live streams and Q&As and early access to episodes. Your membership support directly helps John, Greg and Todd to deliver expert insights into aviation safety.Interested in partnering with us? Sponsorship opportunities are available—brand mentions, episode integrations, and dedicated segments are just a few of the options. Flight Safety Detectives offers a direct connection with an engaged audience passionate about aviation and safety. Reach out to fsdsponsors@gmail.com. Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

GUEST: Ken Graham, Director of NOAA National Weather ServiceNational Weather Service Director Ken Graham visited The Weather Channel for a wide-ranging conversation with Jim Cantore about the future of weather forecasting and public safety.They will discuss ongoing efforts to modernize the National Weather Service, the challenges of maintaining critical infrastructure, the latest developments in forecasting technology and AI, and what improvements may be on the horizon for everything from hurricane forecasts to severe weather prediction. They also talk about staffing, observations, and the tools that help forecasters turn data into decisions when lives are on the line.And as he marks four years as Director, Jim will ask Ken to reflect on the experiences that shaped his career, the accomplishments he's most proud of, and what he wants the public to better understand about the work happening behind the scenes every day.Chapters00:00 Introduction and Guest Credibility00:59 Ken Graham's Ten and Progress Overview02:24 Reflecting on Achievements and Vision03:45 Staffing Challenges and Hiring Boom05:19 Reorganizing for the Future07:01 Modernizing Infrastructure and Cloud Transition08:20 Partnering with Emergency Managers08:59 Radars: Aging Systems and Next-Gen Plans10:29 Private Sector Collaboration on Radars12:48 Innovations in Data Collection: Drones and Balloons13:42 NWS Chat and Communication Tools14:17 Break 114:31 Communicating Strong El Nino and Hurricane Risks15:47 Aircraft and Data for Better Forecasts16:38 Improvements in Track and Intensity Forecasts17:19 AI and Machine Learning in Weather Models18:36 Future of High-Resolution and Rapid Refresh Models20:17 Balancing Over-Preparation and Real-Time Response21:28 Next-Generation Modeling and Cloud Computing22:50 Break 222:50 Vision for Year 10: Fully Cloud-Based, Well-Staffed NWS24:26 Memories of Weather Disasters and Motivation25:37 The Drive to Save Lives and Limit Damage26:30 Engagement with the President and Policy Support27:35 Office Culture and Workforce Changes28:49 Challenges of Modernization and Change Management29:23 Supporting NWS Staff and Future OutlookSee Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Cody Campbell, Co-CEO of Double Eagle Energy, Former Texas Tech Red Raider football player and current Texas Tech Board of Regents Chairman joins Sports Business Radio for an in-depth conversation about the state of college sports and what changes need to be made in order to keep many athletic departments from operating at an annual deficit. Campbell has founded “Saving College Sports”, a 501(c)4 organization dedicated to fighting for a college sports system that protects both student athletes and the future of college athletics at every level. The billionaire businessman has a unique perspective as a former student athlete, current Regents Chairman and parent to a son who is currently being recruited to play college sports. Campbell has testified in front of Congress and has spoken with President Trump about what needs to be done to protect student athletes and the future of college sports. In this conversation with Campbell on Sports Business Radio, we discuss why Campbell is devoting so much of his time to this effort, what the challenges are to making changes to the current college athletics landscape, how the transfer portal and NIL have impacted college sports, how a number of athletic departments already run at a deficit and increasing costs will only put them further in debt and what the possible solutions are. LISTEN to Sports Business Radio on Apple podcasts or Spotify podcasts. Give Sports Business Radio a 5-star rating if you enjoy our podcast. Click on the plus sign on our Apple Podcasts page and follow the Sports Business Radio podcast. WATCH SBR interviews by going to the sports business hub on Yahoo Sports and Yahoo Finance at https://sports.yahoo.com/sports-business/ or our YouTube channel at https://www.youtube.com/@sportsbusinessradiopodcast. Follow Sports Business Radio on Twitter @SBRadio and on Instagram, Threads and Tik Tok @SportsBusinessRadio. This week's edition of Sports Business Radio is presented by New Air Club. New Air Club is the Official VIP Air Travel Partner of Sports Business Radio. New Air Club is a private aviation brokerage with access to over 22,000 aircraft worldwide, but what really sets them apart is that they''re a full-service concierge. They don't just book the jet—they handle everything around the trip so the client doesn't have to. Aircraft, luxury ground transportation, hotels, dining, even security if needed. One call, one team, total discretion. For more information or to book your travel, email info@newairclub.com. You can also visit www.NewAirClub.com.  Sports Business Radio is produced by Bryan Griggs at Griggs Productions dot com. #CodyCampbell #collegesports #NCAA #TexasTech #business Learn more about your ad choices. Visit megaphone.fm/adchoices

Henry Sokolski explains the strategic significance of deploying Dual Capable Aircraft (DCA), such as the F-35, to reinforce NATO's nuclear deterrent in Europe. He observes that while Moscow and Beijing oppose these deployments, the aircraft act as vital "glue" for alliances, ensuring that American nuclear guarantees remain credible.1920 MARS

MeidasTouch host Ben Meiselas reports on stunning news that 42 U.S. aircraft were destroyed during the war with Iran, costing over $29 billion. Learn more about your ad choices. Visit megaphone.fm/adchoices

Mary Kissel discusses the historic indictment of Raul Castro for the 1996 shootdown of unarmed aircraft. She interprets this move as diplomatic leverage to encourage a transition toward a more open, prosperous Cuba. (10/16)1910 JULIETTA IDAHO

PREVIEW for Later Today: Bill Roggio explores the evolution of drone warfare, noting the transition from large aircraft-sized systems to inexpensive, 3D-printed drones. He warns that these accessible tools are now utilized by states and terrorists.1965 YEMEN

Admiral James Stavridis highlights the heroism of Doris "Dory" Miller and Commander Ernest Evans. Despite the segregated Navy of 1941, Miller displayed immense courage at Pearl Harbor by manning an anti-aircraft gun and rescuing shipmates. His legacy is honored by the naming of a future aircraft carrier. Commander Ernest Evans is celebrated for his "last stand" during the Battle of Leyte Gulf. Leading the destroyer Johnston against a massive Japanese fleet, Evans engaged in a heroic bluff that forced the enemy to retreat. Though Evans was lost, his decisiveness protected the landing forces and earned him the Medal of Honor. (4/4)US CAIRO