UAE joins Jordan to strike ISIS

f-16 jet fighter



The United Arab Emirates is sending a squadron of F16 fighter jets to Jordan to conduct air strikes against Islamic State (Isis) alongside Jordanian planes, an army source in Amman said. Jordan launched bombing raids against the jihadi group’s positions in Syria and Iraq on Thursday in response to its brutal killing of a captured Jordanian pilot, military action that it continued on Saturday. The UAE, meanwhile, has suspended flights as part of the US-led coalition conducting air strikes against Isis in view of concerns about search and rescue capabilities after the pilot was downed. UAE fighters would now join raids from inside Jordan, the source said. Both countries are members of a U.S.-led military coalition against the militants, but the UAE suspended its airstrikes late last year, U.S. officials have said. The suspension came after a Jordanian pilot, Lt. Muath al-Kaseasbeh, crashed over Islamic State group-held territory in northern Syria in late December and was taken captive. The militants recently released a video showing them burning the airman to death while he was trapped in a cage. The images angered Jordan and the region. Jordan has pledged harsh retaliation and said it would intensify air strikes against Islamic State targets. Starting Thursday, Jordanian fighter jets have carried out daily attacks, according to the military and state media. Jordan’s interior minister, Hussein al-Majali, said al-Kaseasbeh’s killing was a turning point for Jordan. He told the state-run al-Rai newspaper in comments published Saturday that Jordan will go after the militants “wherever they are.” “This is a big boost and will be helping our brothers shorten their flying distances and intensify strikes against the militants from Jordan,” an army source told Reuters on condition of anonymity.

A new flying car ?


You may remember the car that flew in a James Bond movie – there might have been a few flying cars in other movies too. These were based on the Taylor Aerocar. A car with wings, that actually flies. The Aerocar Was the most successful attempt yet to produce a “flying car” – a vehicle that could be both driven on the road and flown. The brainchild of US designer, Moulton B. Taylor, the Aerocar first appeared in October 1949. It comprised a small car and a one-piece structure incorporating Wings, tail section, and propeller. With Wings folded, this structure could be towed behind the car. The owner would simply drive to an airfield and there swiftly attach the Wings and tail to the car, which then became the aircraft’s nose and cockpit.

The car’s engine was connected by a drive shaft to the propeller, mounted at the end of the tail, and the steering wheel doubled as the aeroplane’s control Wheel. Perhaps surprisingly, the Aerocar proved both air- and roadworthy. It could drive at around 60mph and fly at 110mph. But like all other attempts at a “car plane”, it embodied too many compromises, ending up as neither a fully satisfactory aircraft nor a desirable automobile.

In 1956 Taylor tried and failed to drum up enough orders to justify serial production of the vehicle. Only six Aerocars were built, one of which Taylor vainly converted into the improved Aerocar III in 1968. Taylor died in 1995, but at least one of his Aerocars was still flying in the early 21st century. And now, it seems so may want to take the challenge again as Cessna, known for its manufacturing talent, has announced they might have a go at designing a new Aerocar, more practical and convenient, for the 21st century. Well, we are looking forward to that!

A short history of gliding

The aircraft has been derived from birds, and then the engineering bits changed everything. Before that, the principle was trying to use the elements to fly as long as possible, to cover the greatest distance. This is gliding. Here is a short story of gliding. We learned how to glide long before we learned to fly. By launching themselves from high ground, nineteenth-century pioneers such as George Cayley, Otto Lilienthal and the Wright brothers offered a tantalizing glimpse of what lay ahead. Yet although the ability to glide predates powered flight, ultimately it took much longer to develop. After demonstrating powered flight, Orville and Wilbur Wright continued to improve their gliding skills, but it took until 1921, two years after powered aircraft had first crossed the Atlantic, for their 1911 endurance record of 9 minutes and 45 seconds to be broken in Germany. There was good reason for it happening where and when it did. That gliding was once more enjoying the attention of some of aviation’s best minds and most talented flyers was a happy unforeseen consequence of the Treaty of Versailles (a less happy one being the Second World War). Banned by the treaty from developing fighter aircraft, German designers turned their considerable skill and invention to the development of gliders. It led to a boom. Over the next two decades, increasingly sophisticated glider design advanced with a greater understanding of the ways in which gliders could find lift. To ascend, a glider, always losing height, must do so through a body of rising air. Early glider pilots had realized that wind scooped up the side of a hill produced ridge lift at the top, and this was used for most early endurance flights. By the mid-1930s, thermal lift – found in columns of rising warmer air, and wave lift – created in the lee of the steady flow of wind over a mountain, were also contributing to record-breaking flights.


In 1931 new records for distance (169 miles) and endurance (23 hours and 34 minutes) were set, the latter in Hawaii by a US Army fighter pilot. By 1937 there were 50,000 trained glider pilots in Germany. And as a result of German lobbying following the inclusion of gliding as a demonstration sport in the 1936 Berlin Olympics, it was to be included in the 1940 Tokyo Olympics. Of course, owing to the outbreak of the Second World War, Germany’s hopes of Winning gold in the specially produced “Olympia” glider were never realized. War, however, brought its own momentum to glider development. Before the War the Soviet Union had embraced gliding as enthusiastically as Germany, and by 1939 had a greater number of glider pilots and most of the sport’s world records. Since the early 193Os, it had also developed larger military gliders as troop transports, an idea quickly adopted by the Luftwaffe, which in 1940 launched a completely successful surprise attack against a Belgian fortress using over forty ten-man gliders.


The Allies soon developed their own gliders, and during Operation Market Garden at Arnhem in 1944 used over 2500 in a massive airborne operation. As Well as being built by aircraft manufacturers, US Waco CG-4 gliders used in the assault had also been produced by cabinet-makers, coffin-builders and piano manufacturers. After the War, only the Soviet Union persisted with military gliders with any great enthusiasm, keeping them in service until the mid-196Os and even, in April 1954, landing four Yakovlev Yak-14s on the Arctic ice to deliver men and supplies – including a bulldozer! – to their North Pole drift station. But With the arrival of bigger and better military helicopters, gliding returned to its civilian roots. Stimulated to a degree by large numbers of trained pilots leaving the military who wanted to continue to fly, membership of gliding clubs swelled throughout the 1950s, While technological innovation saw new records set. The altitude record, set by Steve Fossett and Einar Enevoldson in 2006, now stands at over 50,000 feet. The two pilots, looking like astronauts, wore full USAF pressure suits for the attempt. The distance record of over 1400 miles is held by a German pilot, Klaus Ohlmann, and today Germany remains at the heart of gliding, leading the way in both manufacturing and pilot numbers, accounting for nearly a quarter of the world’s flyers. It’s an intriguing legacy of decisions made nearly a century earlier, and evidence that gliding, that most pure and unbelligerent form of manned flight, is in its own way as inextricably linked to the history of conflict as any other.



The Caspian Sea Monster is not a real monster, but one of the biggest aircraft ever built. At the end of 1965, the United States Air Force awarded a contract to the aircraft manufacturer Lockheed to build it a new transport aircraft. It was an ambitious project. At nearly 250 feet long and weighing in at almost 200 tons, the C-5 Galaxy Would be the largest aircraft in the world. Less than a year later, and still nearly two years before the C-5 Was due to fly, US intelligence made a shocking discovery: the Soviets had something even bigger. A spy satellite overflying the shores of the Caspian Sea took pictures of what looked like a 350-foot-long flying boat. It weighed over 540 tons – around three times the empty weight of a 747. The truncated, almost square Wings revealed by the reconnaissance pictures didn’t look like they were capable of lifting the machine into the air. Initially it was thought that perhaps it wasn’t finished. Subsequent analysis, though, suggested that the machine could fly -just not very well. Uncertain about what they were looking at or what it was for, the Americans christened it the “Caspian Sea Monster’.


The Soviets themselves called it the KorableMaket, or “Ship-Prototype’, and that provides a much clearer indication of the nature of the beast. The KM was a machine the Russians called an Ekranoplane – neither aircraft nor ship, but almost a hybrid of the two. It relied on a principle called Wing Low – By flying very low, the KM could ride a cushion of air sandwiched between those short, broad wings and the surface of the sea. Powered by ten turbojet engines and designed to fly at just 10 feet above the waves, the KM reached a speed as fast as 460 mph in trials. Not only did flying close to the sea provide as much as 40 per cent more lift, but it also meant the Ekranoplan flew below radar. While the single, huge KM prototype crashed in fog in 1980 and, because of her great weight, couldn’t be salvaged, other smaller designs were developed, including the M-160 Lun cruise missile carrier and the A-90 Orlyonok, a transport version that entered service with the Soviet Navy in 1979. The navy originally planned to acquire 120 of the A-90s, but in the end just three were ever operational. As the Soviet Union struggled in the final years of the Cold War, support and money for the Ekranoplan programme drained away. For now it remains an intriguing cul-de-sac in the history of aviation, the remains of which are rusting away in a dry dock in the Russian Caspian Sea port of Kaspiysk.

fly a jet fighter

Be a real fighter pilot

Come and have some fun with us near Bordeaux with our fighter pilot experience – you get to learn to fly the plane, and then experience a real dogfight! Check it out:

Here is a short story of the B-52 Stratofortress, an aircraft that changed the world. In 1954, strategic air command (SAC) began taking delivery of the aircraft that would come to symbolize U.S. strategic air power for generations of bomber aircrew — Boeing’s B-52 Stratofortress, commonly known as the “Buff” (in genteel translation, Big Ugly Fat Fellow). In 1946, Boeing’s design team had begun work on a very large bomber and they finally produced the immense B-52, powered by eight jet engines hung in four underwing pods. It was not long before SAC showed the world what the B-52 could do. In 1956, within a year of its arrival in the front line, a B-52 dropped a thermonuclear Weapon with a yield of almost four megatons at Bikini Atoll. Global reach was demonstrated in January 1957 when three B-52s of the 93rd Bomb Wing, supported by KC-97 tankers, flew from California via Labrador, Morocco, Ceylon, the Philippines, Guam and Hawaii to complete a nonstop round-the-world flight of 24,325 miles in 45 hours and 19 minutes. Originally intended to penetrate enemy defences at high subsonic speeds and altitudes above 50,000 feet, the B-52 showed enormous capacity to absorb technological developments and adapt to changes in role and tactics. Its unrefuelled radius of action of well over 4,000 miles became almost unlimited with flight refuelling support. Over the years its maximum loaded weight rose to nearly half a million pounds as it took on more internal fuel, increased its Weapon-carrying capacity, and accumulated various navigation and electronic defensive systems. At the heart of the air-breathing element of the U.S. strategic deterrence triad during the Cold War, the B-52 also proved a force to be reckoned with in conventional Warfare. During the Vietnam War, the firepower for tactical operations was vastly increased in June 1965 when SACS B-52s were made available to fly combat missions. The B-’52Fs that flew the first missions from Guam were modified to enable them to carry 27 750-pound bombs internally and 24 more on external racks. Later, B-52Ds went through a Big Belly modification allowing them to load the astonishing number of 84 500-pound bombs in the bay, while retaining the external capacity for 24 750-pound bombs. Although B-52 raids sometimes struck at empty forest, captured Viet Cong reported that they were the thing they most feared. With the bombers operating at 30,000 feet, nothing was seen or heard before hundreds of bombs arrived, obliterating everything over a huge area. For those who had survived the experience of a B-52 raid, wondering when the heavens would open again could concentrate the mind and weaken the spirit. A little less than two years after they began, the 10,000th B-52 combat sortie was flown, and the big bombers were increasingly relied on to break up enemy troop concentrations.


In 1968, the U.S. Marines’ base at Khe Sanh was surrounded by 20,000 North Vietnamese regulars and remained under siege for 77 days. Operation Niagara, devised to provide the Marines with air support, included formations of three B-52s arriving over Khe Sanh every 90 minutes to bomb at the direction of the Combat Skyspot radar. Initially, a buffer zone allowed the B-525 to bomb closer than 3,000 yards from the forward Marine positions. However, when enemy troops developed bunker complexes closer in, the Marine commander agreed to reduce the buffer to 1,000 feet. Ensuing strikes devastated enemy positions. Vietnamese soldier estimated that one strike alone had killed 75 percent of an 1, 800 man regiment. In December 1972, as the Vietnam War moved into its closing stages, B-52s joined the Linebaeker attacks on the North Vietnamese capital. After three days, the B-52 squadrons had flown 300 sorties but lost nine aircraft to the mass of SA-2s defending the city, six of which had been shot down on the third night. SAC therefore changed tactics. Raids were more concentrated in time, and 13-52s bombed from varying heights and directions. Steep escape turns were avoided, because they produced large radar returns, and crews made random altitude changes to confuse the SAM operators. Using these tactics, only two more B-52s were lost on the four remaining nights up to Christmas Eve. The B-52s flew 729 sorties in 11 days and dropped over 15,000 tons of bombs. There can be little doubt that the Linebacker campaigns were instrumental in forcing the North Vietnamese back to the conference table. Peace talks were resumed on January 8 and the ceasefire document was signed on January 23, 1973.

B-52s were again involved during combat operations against Iraq and the Taliban in Afghanistan. In January 1991, B-52Gs opened Operation Desert Storm with a 35-hour mission from Barksdale AFB, Louisiana, the longest bombing raid ever at that time, launching cruise missiles at power stations and communications facilities in Iraq. Other B-52s flew from Diego Garcia in the Indian Ocean, and bases in the United Kingdom, Spain and Saudi Arabia were also used. The bombers were B-52Cs, carrying loads of 51 750-pound bombs to strike at targets like the Republican Guard troop concentrations. Flying in flights of three, they released 153 bombs at a time, carpeting an area one and a half miles long by a mile wide. The B-52 attacks shattered the morale of many Iraqi units, and were instrumental in persuading large numbers of soldiers to surrender as soon as the Coalition ground offensive was launched. In one form or another, the B-52 has been operational since 1955. Over half a century later, the Buff has absorbed innumerable modifications and rebirths to remain a formidable aircraft. There is reason to believe that the aircraft’s service life could extend to the year 2040, by which time it could be flown by the great-grandchildren of the original B-52 crews.

Very good news to all aircraft enthousiasts, we will have the L-39 jet trainer flying again very soon. We will update you regarding dates and locations. But we are very excited about these developments.


Recently Kate and William went on tour to Australia and took the time to visit an airbase, get in a fighter jet, and fly the plane in a simulator. Debrett’s Guide to Etiquette does not include advice on how to get in and out of a fighter jet in a ladylike fashion, but if it did, the Duchess of Cambridge could write it. On a visit to a Royal Australian Air Force base near Brisbane, the Duchess, wearing a knee-length LK Bennett dress and high heels, demonstrated perfect deportment as she clambered in and out of the cockpit. The Duke of Cambridge had invited her to sit behind him in the navigator’s seat, but the Duchess showed there is only one Top Gun in her marriage as she told her husband to move aside. The couple were being shown an F/A-18F Super Hornet fighter jet at RAAF Amberley when the Duke, who had climbed into the pilot’s seat, asked the Duchess: “Do you fancy jumping in the back?” Not likely. The Duchess waited until her husband had moved into the back seat then got behind the controls. Aware that photographers’ lenses were trained on her, the Duchess executed a three-stage manoeuvre that made sure the minimum amount of thigh was on display. After putting her left foot across her right on to the step plate at the root of the port wing, the Duchess brought her right leg over and into the cockpit, moved her left leg into line, then slid into the ejector seat of the £39 million aircraft. Jasmine Richards, 25, a flight lieutenant who stood by the Duchess as she saw the Super Hornet, said: “She asked if she would be able to get in and I said ‘Yes, if you’re careful’ and William said ‘Oh my goodness, really?’ He kept telling Kate to be careful.” The Duchess, who accessorised her £245 dress with a clutch bag by the Australian designer Oroton, later joined her husband in an F-18 flight simulator, where he insisted on being up front.

Any country around the world will have the objective to cut costs. Even China will go this way and especially when it comes to military expenditures. So what if a company was coming inti the market with a low cost fighter jet, but that still would work like a superbly expensive fighter jet.Which would you take ? In an age of budget-busting weapons programs and tighter defense purse strings, Textron is betting it can sell a cut-rate military jet assembled in part from off-the-shelf components. That would dramatically reduce costs. And Textron know their stuff as they build aircrafts. Indeed, Textron, the world’s largest maker of business aircraft, developed the new Scorpion jet with its partner AirLand Enterprises LLC in less than two years—a turbocharged time frame for a military plane. It borrowed technology developed for its high-end Cessna Citation corporate jets, and it added components like ejector seats from suppliers’ catalogues rather than custom designing them. Textron used its own funds—analysts estimate it spent hundreds of millions of dollars—without a contract, which is rare in an industry where companies generally secure government backing and clear design specifications before starting projects. Some prospective suppliers had so little faith in the project that they declined to take part. But Textron Chief Executive Scott Donnelly says he’s confident a global market exists for small, cheap-to-run jets able to carry out intelligence, security and reconnaissance work for the military as well as functions like patrolling borders and tracking drug smugglers. The jets can also carry weapons under their wings. Textron estimates the size of the global market at more than 2,000 planes and says the company could start to deliver them in 2015 if it wins an order this year. The Scorpion is priced below $20 million, and aims to have lower operating costs than those of pricier jets flying similar missions. That sandwiches it between slower turboprops such as Embraer SA EMBR3.BR +0.31% ‘s $11 million Super Tucano—a big seller to nations in Africa and Latin America—or advanced supersonic combat fighter jets like Saab’s $43 million Gripen, and offerings from Lockheed Martin Corp, Boeing Co. and others costing $50 million or more. Experts on military aircraft are divided on the Scorpion’s prospects. The 2,000-aircraft estimate “is ambitious but reasonable,” says Kristin White, a senior associate at Avascent, a defense-industry consulting firm. “The competition is going to be tough, but [air forces] will have to take a look” because of the price and capabilities.

Want a new experience ? Try out formation flying in a jet fighter! Live the thrills of a jet fighter ride whilst flying in formation. This is a great flying experience to share and to feel like a Top Gun! Enjoy the incredible sensations and views of the other aircraft while flying upside down or at low altitude. More than a jet fighter ride, you get to share with a friend or loved one, making it the best experience possible. Formation flying requires precision and action. Fighter pilots are masters of precision and this experience will get you under the skin of such pilots. You will have to manage your own emotions as you get to enjoy a jet fighter ride, fly the jet for a moment, and experience formation flying, with the wings of the aircrafts very close, and doing evolutions together.

formation flying jet fighter

We have 2 different flight times to allow you to benefit from 2 experiences depending on your budget. But in all flights, you will get the full sensations of a fighter pilot, the difference being the distance and landscapes we can reach as we fly for a longer period of time.
This is a discovery flight of what fighter pilots experience every day. Flying west from Paris, the flight is composed of 3 phases: discovery and flight – your pilot sees how you react to some evolutions and then gives you the controls of the aircraft. Second phase is aerobatics, with various evolutions with zero-g, loops, barrels… and then low altitude flying which gives you the sense of speed of flying a jet fighter close to the ground.

The Fouga Magister is one of the best designed fighter planes ever. Easy to fly, it brings security with its twin engines, and offers a great view thanks to its wide cockpit glass. Built in the 1950s, the Fouga Magister was conceived as a jet trainer. The plane was worked so well that it was quickly adopted by various air forces around the world, such as the Israeli air Force who used the plane extensively during the six days war in 1967. The Fouga Magister is one of the most agile fighter planes ever built. So much that it has been the favourite plane of the French national display team, The Patrouille de France, from 1964 to 1980, when it was replaced by Alphajets.

For more information and pricing, see our section “fly a jet fighter” on our commercial website.

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