The use of Turboprop engines is an excellent way to increase the speed in Turboprop Aircraft
There was tough time in the Airlines, when people have to think many times before boarding planes. The problem with such Aircraft occurs as no proper mechanism and the engines use in such Aircraft for sale were of low value which results in many accidents during that period. As the technology changed there have been tremendous changes in the engines. The latest mechanism and effective parts are been introduced in turbo prop engines. The reduction gear get convert in to high RPM through the turbine which is attached to the propeller. This results in low torque output and high RPM power. They are more powerful than the engines use in the jet planes.
The use of Turbo prop engines is mostly used in small Aircraft which pick up the cruise speed of 500 kt (926 km/ hr i.e. 575 mph). The Tupolev T U – 95 and Lockheed L – 188 Electra are the Turboprop Aircraft for sale. The propelling nozzle, combustor, compressor and turbine are simplest forms which are use in Turboprop Aircraft for sale. The compressor absorb the air and then the fuel is been added which get mix and forms in to combusts. The turbine then release the gases, which is been diverted to drive the compressor and further is been transmitted to propeller. The propelling nozzle further expands and the gases exhaust in to smaller atmospheric pressure.
The engines are very effective and modest in flight traveling but are below 450 mph, but the velocity of the jet propellers is quite less. The Turboprop engines are quite expensive and hence they are been use only at the time of take off and landing, this gives an amazing capability and speed performance. The commercial Turboprop Aircraft for sale like Fairchild Swearingen Metro liner, Xian MA 700, ATR 42, Bombardier Dash 8, BAe Jet stream, Embraer EMB Brasillia, Xian MA 60 and Xian M 600. The Turboprop Aircraft is good in dragging the speed which helps them to balance the weight of the wings easily. The wings of the Turboprop Aircraft are rectangular in shape and has bended towards the end. These help them in increasing the speed and hence the difference between the turboprop Aircraft and Jet planes are the average speed which goes to 250 – 300 knots.
Turboprop Aircraft for sale are more popular as, they consume less fuel and this make them the best in terms of Aircraft. It was founded that they are not so amazing at icing area and hence handling them on such terrain is quite difficult. When compared the jet planes are good enough in handling at such places, but don't forget the heat produced by them is more which melts the ice easily. The Model Beech craft King Air 350 is the one which has Turboprop Aircraft for sale.
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Interested in knowing more about the Turboprop Aircraft for sale where the use of Turboprop engines are use, log on airplanebestbuys.com. We will provide you the best deals by proper guidance in Turboprop Aircraft. Our main aim is customer satisfaction and to attain that our team is working very hard which will guide you in buying the Turboprop Aircraft for sale.
Will Amelia Earhart's plane, The Lockheed Electra, ever be recovered or is it stuck in the Bermuda Triangle???
it won't be found in the bermuda triangle as it's in the atlantic and she went down in the pacific
ULDs come in two forms: pallets and containers. ULD pallets are rugged sheets of aluminum with rims designed to lock onto cargo net lugs. ULD containers, also known as cans and pods, are closed containers made of aluminum or combination of aluminum (frame) and Lexan (walls), which, depending on the nature of the goods to be transported, may have built-in refrigeration units. Examples of common ULDs and their specifics are listed below.
Volume indicated is internal volume.
Container type
Volume
Linear dimensions
(base width / overall width depth height)
Remarks
LD1
4.90 m3 (173 cu ft)
156 / 234 153 163 cm
(61.5 / 92 60.4 64 in)
contoured, half width
LD2
3.40 m3 (120 cu ft)
119 / 156 153 163 cm
(47 / 61.5 60.4 64 in)
contoured, half width
LD3
4.20 m3 (148 cu ft)
156 / 201 153 163 cm
(61.5 / 79 60.4 64 in)
contoured, half width, dimension according to IATA
LD6
8.95 m3 (316 cu ft)
318 / 407 153 163 cm
(125 / 160 60.4 64 in)
contoured, full width, equivalent to 2 LD3s
LD8
6.88 m3 (243 cu ft)
244 / 318 153 163 cm
(96 / 125 60.4 64 in)
contoured, full width, equivalent to 2 LD2s; DQF-prefix
LD11
7.16 m3 (253 cu ft)
318 153 163 cm
(125 60.4 64 in)
same as LD-6 but without contours; rectangular
Pallet type
Volume
Linear dimensions
Remarks
LD8
6.88 m3 (243 cu ft)
153 244 cm
(60 96 in)
same floor dimensions as container variant; FQA-prefix
LD11
7.16 m3 (253 cu ft)
153 318 cm
(60.4 125 in)
same floor dimensions as container variant; FLA- and PLA-prefixes
LD7
(2 pallet variants)
10.8 m3 (381 cu ft)
11.8 m3 (417 cu ft)
224 318 cm
(88 125 in)
244 318 cm
(96 125 in)
PAG- and P1P-prefixes
PMC- and P6P-prefixes
Pallet volumes shown are built 64 in tall for lower deck loading. Height limit for main deck depends on aircraft type.
Aircraft compatibility
Cross-section of an Airbus 300 showing LD3 containers
LD3s, LD6s, and LD11s will fit 787s, 777s, 747s, MD-11s, Il-86s, Il-96s, L-1011s and all Airbus wide-bodies. The 767 uses the smaller LD2s and LD8s because of its narrower fuselage. The less common LD1 is designed specifically for the 747, but LD3s are more commonly used in its place because of ubiquity (they have the same floor dimensions such that one LD3 takes the place of one LD1). LD7 pallets will fit 787s, 777s, 747s, late model 767s (with the big door), and Airbus wide-bodies.
Interchangeability of certain ULDs between LD3/6/11 aircraft and LD2/8 aircraft is possible when cargo needs to be quickly transferred to a connecting flight. Both LD2s and LD8s can be loaded in LD3/6/11 aircraft, but at the cost of using internal volume inefficiently (33 ft wasted per LD2). Only the LD3 of the LD3/6/11 family of ULDs can be loaded in a 767; it will occupy an entire row where two LD2s or one LD8 would otherwise have fit (90 ft wasted per LD3). Policies vary from airline to airline as to whether such transfers are allowed.
One of the design requirements of the 767's replacement, the 787, was for it to use the LD3/6/11 family of ULDs to solve the wasted volume issue.
ULD capacity
Aircraft loads can consist of containers, pallets, or a mix of ULD types, depending on requirements. The table below indicates the maximum capacity of an aircraft for all-container and all-pallet configurations. In some aircraft the two types must be mixed as some compartments take only specific ULDs.
Container capacity of an aircraft is measured in positions. Each half-width container (LD1/LD2/LD3) in the aircraft it was designed for occupies one position. Typically, each row in a cargo compartment consists of two positions. Therefore, a full-width container (LD6/LD8/LD11) will take two positions. An LD6 or an LD11 can occupy the space of two LD3s. An LD8 takes the space of two LD2s.
Aircraft pallet capacity is measured by how many PMC-type LD7s (96" 125") can be stored. These pallets occupy approximately three LD3 positions (it occupies two positions of one row and half of the two positions of the following row) or four LD2 positions. PMCs can only be loaded in cargo compartments with large doors designed to accept them (small door compartments are container only).
A = Airbus; B = Boeing; L = Lockheed; MD = McDonnell-Douglas; F = freighter; ER = extended range; LR = long range
freighter aircraft, capacity includes all decks A330-200F deck layout
A330-300
32 LD3s
11 pallets
A340-200
26 LD3s
9 pallets
A340-300
32 LD3s
11 pallets
A340-500
30 LD3s
10 pallets
A340-600
42 LD3s
14 pallets
A380-800
38 LD3s
13 pallets
A380-800F
5971 LD3s
66 pallets
freighter aircraft, capacity includes all decks A380-800F deck layout
MD-11F
32 LD3s
26 pallets
L-1011
16 LD3s
none
all series except 500 (250/200/150/100/50/1 series)
L-1011-500
19 LD3s
4 pallets*
*if equipped with fwd cargo 104" door
Il-86
16 LD3s
?
Il-96
18 LD3s
?
Maximum capacity shown does not reflect weight restrictions.
Actual number of ULDs loaded may be lower if aircraft is at its weight limit.
Identification
All ULDs are identified by their ULD number. A three-letter prefix identifies its type, followed by a 4 or 5 digit serial number (4 if prior to October 1, 1993; either 4 or 5 if post October 1, 1993) to uniquely identify it from others of the same type, and ending with a two character (alpha-numerical) suffix identifying the ULD's owner (if an airline, often the same as IATA designator codes). For example, AKN 12345 DL means that the ULD is a forkliftable LD3 with the unique number 12345 and its owner is Delta Air Lines.
Common prefixes
A string of LD3 containers with AKE prefix
An LD3-45 container with AKH prefix
AAA: LD7 container (88" x 125"), 81" tall, contoured for maindeck narrow-body
AAD: LD7 container (88" x 125"), 96" tall, contoured for maindeck wide-body (aka A1)
AAF: LD26 container
AAP: LD9
AAU: LD29 container
AAY: LD7 container (88" x 125"), 81" tall, contoured for maindeck wide-body and narrow-body (aka A2)
AAZ: LD7 container (88" x 125"), 64" tall, contoured for maindeck wide-body and narrow-body and any belly (aka L9)
AGA: M2 container
AKC: LD1 without forklift holes
AKE: LD3 without forklift holes
AKH, AKW: LD3-45 mainly for A320/321, same base as AKE, extensions on both sides, 45 inches high
AKN: LD3 with forklift holes
ALB: LD4 with forklift holes
ALD: LD11 container (aka L11)
ALF: LD6 without forklift holes
ALP: LD11 without forklift holes
ALP: LD4 without forklift holes
AMA: M1 container
AMD: M1H container
AMJ: LD7 container (96" x 125"), 96" tall, contoured for maindeck wide-body (aka M1)
AMU: LD39 container contour similar to ALF, but deeper and bigger extensions. biggest lower-deck container
AVY: LD1 with forklift holes
AWC: LD6 with forklift holes
DPE: LD2 without forklift holes
DPN: LD2 with forklift holes
DQF: LD8 with forklift holes
FLA: LD11 pallet
FQA: LD8 pallet (same floor dimensions as DQF)
HMA: Horse stall
KMA: Sheep and goat pen
P1P: LD7, large pallet (88" x 125"), folding wings for overhang
PAD: LD7, large pallet (88" x 125"), flat
PGA: M6, large pallet, 96 by 238.5 inches. freighter main deck only
PLA: LD11 pallet
PMC: LD7, large pallet (96" x 125")
QKE: LD3 same as AKE but made of KEVLAR and designed to be bombproof. Has no forklift holes
RAP: LD9 with refrigeration unit
RAU: LD29 container with refrigeration unit
RKN: LD3 with refrigeration unit
RWB: LD11 with refrigeration unit
VRA: M6, large pallet, 96 by 196 inches. Twin car rack
XAW: LD7, large pallet (88" x 125"), fixed wings for overhang
Position 1 letter identifies ULD category (certification, ULD type, thermal units);
Position 2 letter identifies standard base dimensions:;
Position 3 letter identifies contour, forklift holes, and other miscellaneous information.
Miscellaneous information
LD7 pallet 244 318 cm
LD3s and LD2s occupy half the width of the cargo bin of the aircraft they are designed for, therefore are loaded two at a time, side-by-side. LD6s and LD8s are, respectively, their full width counterparts and can only be loaded one at a time.
LD2s and LD8s are ULDs designed specifically for one type of aircraft, the 767. This is because the 767 has a narrower fuselage than other wide-body aircraft.
LD1s are ULDs designed specifically for the 747. But LD3s are more commonly used in its place because of ubiquity.
LD7s inexplicably come in two different floor dimensions.
Maximum height for all ULDs is 64" for lower deck of aircraft.
The most common form of ULD damage are holes in container walls from improper forklifting.
Main Deck ULDs
On the main deck of cargo planes are 79 to 96 inches (2,007 to 2,438 mm) tall ULDs with footprints similar to those of 88 inches (2,235 mm) or 96 inches (2,438 mm) wide pallets and 62 inches (1,575 mm) or 125 inches (3,175 mm) long. A 62-inch (1,575 mm) wide x 88-inch (2,235 mm) tall ULD is half the volume of a 125-inch (3,175 mm) x 88 inch pallet. The 20 foot pallet is 238 inches (6,045 mm) long and 96 inches (2,438 mm) wide.
There several common types of contoured main deck ULDs, that are contoured (curved to fit in the plane) to provide as much cargo volume as possible. Initially ULD contouring was simply a triangle removed from one or two corners of the profile of the ULD, such as the common LD3 and LD6. Main deck ULDs use curves for the contoured shape to truly maximize cargo volume. Upper deck ULDs are just like lower deck ULDs that are either the full width of the plane with two corners of the profile removed (lower deck LD6 lower, and upper deck AYY), or that container is cut in half, down the center line of the plane, (lower deck LD3 and upper deck AAX).
Main Deck ULDs and pallets are not only taller than lower deck ULDs, they are frequently two or four times longer. They are usually organized like an LD6, using the width of the plane and missing two profile corners, or two very long LD3s, stored in parallel to use the planes width and each missing one profile corner, but often twice or four times as long from planes nose to tail.
Many air cargo companies use main deck ULDs that have both features called dual-profile, so that on small planes such as the Boeing 727, they are stored widthwise and have two corners contoured, and on the bigger Boeing 767, they can be rotated 90 degrees and shipped in parallel like LD3s, so that only one corner is contoured when being used like an LD3. This greatly simplifies transportation of cargo containers at slight cost of cargo volume.
What the actual dimensions of contoured upper deck ULDs are is very hard to know, because most manufacturers only profile width, length and height data.
See also
463L master pallet, used for military airdrops
Containerization
Intermodal container
Norsk Hydro, parent company of Hydro Nordisk, a manufacturer of ULDs
Rio Tinto Alcan, formerly Alusuisse, a manufacturer of ULDs
Unit load
Shipping container
References
^ a b c d "747-400/-400ER, Airplane Characteristics for Airport Planning", Section 2, Boeing, December 2002.
^ a b c d e f g h i "767-200/200ER/300/300ER/300 Freighter/400ER, Airplane Characteristics for Airport Planning", Section 2, Boeing, September 2005.
^ "727, Airplane Characteristics for Airport Planning", Section 2, Boeing, April 1985.
^ "747-100/-200/-300/-SP, Airplane Characteristics for Airport Planning", Section 2, Boeing, May 1984.
^ a b "777-200LR/-300ER/Freighter, Airplane Characteristics for Airport Planning", Section 2, Boeing, December 2007.
^ "MD-11, Airplane Characteristics for Airport Planning", Section 2, Boeing, August 1998.
^ a b c d Guide to Air Freight Containers
^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af "Boeing Cargo", Boeing, August 2008.
External links
Wikimedia Commons has media related to: Unit Load Devices
Air Freight Container Specifications
Categories: Aviation terminology | Freight equipment | Shipping containers About the Author
What was the name of Wiley Post and Will Rodgers airplane that crashed in the early 1900s?
It was a Lockheed Vegal plane.
I believe it was the Winnie Mae. In Oklahoma we have an airport named after both of these guys. It's only mildly creepy to constantly be reminded of the potential for a plane crash everytime you fly out.
Extremely short take off Lockheed C-5 Galaxy America's biggest plane
The Kaman K-MAX is a syncrocopter with intermeshing rotors, manufactured by Kaman Aerospace Company, at the company's facilities in the USA. It's company designation is the K-1200. The first flight of the K-MAX took place in 1992. It is a single-engine and single-seat helicopter, optimized for external load operations. The Kaman K-MAX can carry suspended loads of over 2 700 kg. It is in service with various civil operators around the world and is used for construction, forestry, logging, agricultural work, firefighting and transportation. This helicopter was designed mainly for civilian applications, however there were many instances when it was employed by the military. In 1995 the US Navy used the K-MAX in the vertical replenishment demonstration program. This syncrocopter has been used by the United States Navy in Guam and Arabian Gulf. Also The Royal Malaysian Air Force has deployed the K-MAX for firefighting missions. Five K-MAX helicopters are being operated by the Columbian military, in support of US government-sponsored counter-drug operations.
The K-MAX helicopter has an unusual design with intermeshing rotors. It is worth mentioning, that the world's first mass produced helicopter, the Flettner FL282 Kolibri was of the same type. Therefore this is a traditional configuration, but now only Kaman can produce this type and the K-MAX is the latest model in a long line of Kaman syncrocopters. Another helicopter of the same design, the Kaman H-43 Huskie, was used by the US Air Force, US Navy and US Marine Corps in the 1950s through 1970s. Currently the Huskie is being used by the Kaman company for training pilots of the K-MAX, though it is not in production any more.
The Kaman K-MAX helicopter is of light alloy construction and is of simple and robust design. The blades and flaps are of high-strength carbon and glass fibre-reinforced plastic materials. The engine drives two pairs of intermeshing and contra-rotating rotor blades. Two rotors are connected by gears in transmission, so the rotors never hit each other. Also there is no tail rotor. This helicopter is fitted with fixed tricycle-type landing gear. Shape of the helicopter is designed so that the pilot can have an excellent view down. It can operate in day or night conditions.
The K-MAX syncrocopter has two main advantages over conventional helicopters. The syncrocopters are more efficient than helicopters with other rotor-lift technology. Furthermore these have a natural tendency to hover, which increases stability, especially for precision work in placing suspended loads. Also the syncrocopers are more responsive to pilot control inputs.
In March 2007 Kaman and Lockheed Martin announced a partnership to develop a manned and unmanned version of K-MAX for military applications. Lockheed Martin will be the prime contractor. The K-MAX has demonstrated more than 12 hours unmanned flight during trial with the USMC in Burro Technology Demonstration. In 2008 an unmanned remotely-controlled prototype was revealed. It is intended for potential military resupply use. It could be used in combat situations to deliver supplies to the battlefield as well as operate in contaminated areas.
Article by ZAAL TCHKUASELI, military journalist and expert.
What is the best Aeronautics/Aerospace school in the nation?
Hello, I have been looking for the best Aeronautics/Aerospace school in the nation. I want to hopefully work for Boeing,Lockheed,Airbus,EADS, or Northrop Grumman making designs for Aircraft or the technology that goes in them. WHat is the best school I can go to besides the USAF Academy that can help me get a job at one of these companies?
"Aeronautics/Aerospace" is a romantic idea held by many impractical high school students. Very few engineers actually work in Aeronautics/Aerospace design. Most that I know of actually get their degree in a traditional engineering discipline — Electrical or Mechanical. "Aeronautical/Aerospace Engineering is actually best studied at the Master's level.
When people think of flying cars, they don't think about helicopters, after all wouldn't that be totally dangerous to have rotor blades spinning around above your head, while you are hovering around, or going to the local Starbucks or your grocery store. Indeed flying cars are assumed to have wings like aircraft, and perhaps some kind of a fan lift system where the blades are encased around the vehicle so they don't hurt anybody. Some Sci Fi drawings, concepts, and movies depict some sort of anti-gravity device and the cars fly magically, like a magic carpet for instance.
It is hard to say what future flying cars will actually look like, but they are for sure coming. It may not come soon, because the government is always going out of their way to protect us from ourselves, and because older technologies want to stifle newer technologies, but you can bet that one day we won't be driving on roads, we will be flying over them. Now then, let me tell you why I believe rotor blades, or fan blades will be components in the future flying cars that we will be cruising around in.
You see, we are already witnessing the transformation of rotor blades technology, and we are about to take a giant leap-frogging over any of this current flying technology. Let me explain; Lockheed Martin is working on morphable rotor blades, not only will they be able to change their pitch, as current rotor blades do, but they will also be able to change their shape while they are operating, and spinning around at high speed. All this thanks to new shape shifting materials, which can take several different shapes through material memory strategies.
Also, I see great strides have been made in recent UAV helicopter designs at The Boeing Company, and with Sikorsky's new X-2 Helicopter research and development prototype, for pure research technology only. Consider if you will that new materials will be lighter and stronger, some of them 250 times stronger than steel and 50 times lighter. Therefore, it won't take much to get them to lift off the ground, and with rotor and fan blades able to change shape, it's a foregone conclusion in my view as a futurist.
Now there are many who take a different view or believe that some other converging technology will be the one to get us there, but, in the end, it may be a combination, still, one of those major components will be morphing, or shape shifting fan or rotor blades. And whereas, they may not look like today's versions of such things, this is what I expect to be the future. Please consider all this.
Lance Winslow is the Founder of the Online Think Tank, a diverse group of achievers, experts, innovators, entrepreneurs, thinkers, futurists, academics, dreamers, leaders, and general all around brilliant minds. Lance Winslow hopes you've enjoyed today's discussion and topic. http://www.WorldThinkTank.net. Have an important subject to discuss, contact Lance Winslow.
In the Indian MRCA, which aircraft is most likely to win?
Which aircraft is most likely going to win the MRCA competition in india, which will thus enter service in the IAF?
List of aircraft:
Boeing F/A-18E/F Super Hornet
Dassault Rafale
Eurofighter Typhoon
Lockheed Martin F-16IN Super Viper
Mikoyan MiG-35
Saab Gripen NG
Thanks in advance.
Although I want the typhoon to win, I think the mig might steal it. The gripen was tipped off as being to light for the role and would be doing the same role as the hal tejas, so there would be no point. The rafale, typhoon, f18 and mig are all far more superior than th f16 so I wouldnt see the point in that purchase. I have also heard that the rafale was eliminated due to some reason I think. With regards to the f18, again the typhoon and mig are more capable, but I think the reason the mig may have the edge over the typhoon is the fact that India and Russia have already got vey strong aviation and other military ties. I wouldn't eliminate the typhoon however. They have just purchased the hawk 128, the same plane the RAF will use to train typhoon and f35 pilots, so maybe India may use them to train their own typhoon pilots?
Clymer Lockheed Martin Super G Constellation Connie Vintage Classic Antique Airplane Plane
We have received our Vertu Constellation and have reviewed it. As with all Vertu phones it comes in an excessively large box. The phone at first feels very heavy even without the battery but as with most things weight signifies quality. This particular model is the satin steel and black leather model, the ceramic keypad version will be available in a few months as well as the gold version. The phone as with all Vertu Constellation mobile phones has Vertu's special bevel keypad system giving it a perfect feel and a sapphire crystal screen. The OS is Nokia's S40 (which is based on the Symbian Operating System) making it similar to some Nokia phones, however the OS is far superior graphics wise. More after the jump as well as alot of photos. Overkill, thy name is Vertu. Nokia's luxury handset division has rarely gotten much love on these pages, but that's mostly to do with the excessive use of "high end" materials on its phones and zeroes in its prices. Both are present and accounted for here, with the stainless steel and leather-bound Vertu Constellation Ayxta ,we retain a curiosity to see such exclusive devices in the glaring lights of reality, and Gear Diary has treated us to just such a treat. The handset before you can crank out 6 hours of talk time over GSM or 300 hours of standby, navigate preloaded maps over GPS, or hook you up to an instant Concierge service if you don't feel like doing the work yourself. And why should you? Mosey on over to the source for the full unboxing gallery. As with all Vertu phones it has a concierge key located on the left hand side which once pressed dials the Vertu Concierge button which can arrange for anything from a restaurant reservation to a boat charter. The influence of the design of the phone is aviation as one can tell from the name (Lockheed Constellation) so the themes for the OS match it, there are themes which have rotor blades on it, runways and many different city based themes. The icons on the constellation are also all aviation themed. The weight of the phone is slightly more than the Vertu Constellation Monogram but is better balanced. The Constellation is the first Vertu to have a four way scrolling system which makes it alot faster to use. The phone has Bluetooth, GPRS and EDGE making it the perfect phone for keeping in touch on the go. Joanne-luxphoneworld Article from: www.luxphoneworld.com
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Welcome to luxphoneworld.com - China Wholesale Mobile Phones,Brand Mobile Phone, the best mobile phone wholesaler.If you are looking for the top quality phone, Quick shipment, lowest price and Good service, please contact with us.
Is the end of the Constellation program the end of human spaceflight for the United States?
So it looks like Orion is going down the tubes along with the rest of Constellation. NASA officials are saying that this is not the end of human spaceflight for NASA, because hopefully the private sector will step in and provide the vehicles for NASA.
My question is - isn't that what we're already doing? It's not like NASA designs and builds its own vehicles, it buys them from Boeing or Lockheed Martin, if I'm not mistaken LM was designing Orion, so what exactly is their plan now?
There is no reason to continue manned spaceflight at the moment. There's nothing to be done in space by man that can't be done by machines -- cheaper, better, and safer. Continuing to blow money on putting astronauts into orbit would be propaganda money at best.
You are incorrect about the private sector. Yes, Boeing, Lockheed, etc. design and build the things, but they don't design them and build them to their own random specifications, like building the next model year Ford Taurus. NASA gives their specifications, around which machines are designed and engineered, etc. They approve, or they say, "Try again," until everyone is on the same page. Very importantly -- NASA and by extension the federal government of the United States *pays.* It's a symbiosis.
It will continue to happen that way, because eventually NASA will get tired of being pitched vehicles that they don't have any need for.
But manned (or woman-ed) flight? Absolutely unnecessary.
US $154.00
