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Welcome All . . .
We've been a bit slow here lately . . . but there hasn't been much new of substance (unfortunatly) to say.
Looks like things are haeting up and everyone but everyone in the industry is either being tight lipped or there's just no info being shared at the moment.
August filing is on the way . . . I'm hoping for good things and to be able to toss my, admittedly unscientific, personal charts in favor of great gains.
Rob
I wish I felt bad about saying I told you so . . .
. . . but I guess I'm just not that good a person.
People seem to get cold feet very quickly with this Stock . . . my current buy order is still .055 . . . any takers? 800 +/- volume doesn't worry me too much.
I'm still expecting to see .25 for a sort while after August release (maybe .10 a few days before, but I doubt it). $1.00 + long term, but not until new contracts announced. I'm not putting faith in new orders until official . . . we still can only speculate at what the royalty structure can be . . . I also still wondering how the distribution of dividends will work out between issued shares and total (authorized) ones.
No profits this report I'll put my neck out that most interest will die and I'll buy a bunch more at .025 or less . . . either way, I'll be making money, which is only fair seeing how much I lost on it a few years ago (read 99% loss, which forced me into programmed trrading). I'm very well in the black now . . . so laugh away.
Nobody is saying anything, industrywise, right now. As many Aerospace companies just began thier fiscal years this month August should be nice in more than one way I think.
Not being negative, rather speculative.
Thoughts?
Rob
Don't include me in your plans Loss . . .
If you hold enough shares to do . . . well . . . they call it a "free market" . . . do what you will . . . but I'm sticking to my program.
Please don't try to get me involved in your "plots" or ideas ... I have my own thanks and I'll stick with them thanks.
Rob
Nope . . .
. . . but I'll ask around.
Rob
Uhhh . . . you were right!
Rob
You're right!!!
I never noticed . . . I've requested a correction!
You get the gold star for the day . . . with the Kollsman EVS option included!
Thanks
Rob
Don't know what this means . . .
The folks I know that "might" be in the know arn't talking . . . but the second generation AVTX/Kollsman tech is apparently being recieved better than was originally thought.
Only word I can get is that Gulfstream is not the only "small regional jet" that will be offering Kollsman EVS as a standard option . . . unsolicited speculations were something will be announced in this regard before end of (fiscal? [October]) year.
Sonk? GA? You guys heard any of this . . . I'm thinking Embraer or the new regional jets from China . . .
I've got a few inquiries out regarding the DOD's reaction to the military purchases (5 I think) and if they met the testing criterion in the field.
Thoughts?
Rob
Thoughts?
Rob
You should change your handle to "Chartman" . . .
Rob
Penny Stocks Observation/Question . . .
Interesting on the discussions that seem to be common to every penny stock (at least in the sample group I've been researching), including AVTX. Every one is waiting for that one "Big contract" and/or the evil "MM's" are manipulating the stock to keep it down and/or tomorrow i.e. the next "PR" will make it all good, or the one I really love “let’s all . . .”, is this rotary or investing?
Are people really this dense, or, as I at least like to think of myself, do we/they just enjoy the rollercoaster and the ride with potential for a “big payoff”. Since statistically almost all (>80%) go belly up or do not perform at all, is the rush of gambling the reason why people get into this?
No criticisms here, but there seem to be pumpers for most if not every stock and people patting themselves on the back as to how smart they are for investing in this stock . . . oddly enough 3-6 months later the tenor of the boards change . . . often getting ugly, and you find the same folks, including some folks I find here and on other AVTX boards going on to the next stock with the same type of messages and wild speculation (I’m not excluding myself here (other than possibly time-wise) so don’t be too offended anyone) following the same pattern.
I guess my question would revolve around the question: “Is there a mass psychology phenomenon involved with this type of investing?”
Not a criticism of anyone, rather an observation (self observation?) with questions.
All that being said . . . I enjoy gambling, and occasions win nicely. Should I consider AVTX and other penny stocks gambling, or as I have been doing well with my programmed trading actually consider this serious investing? Interestingly enough, I find I follow my penny stock with much more regularity than I do my Blue Chip (in which I have a lot more money in than I do in pennies).
Thoughts?
Rob
BTW . . .
Thanks for the head up Rocky05.
Rob
AIDO . . . yeah I saw that one.
I bought 10K shares based on some upcoming government requirements I know about for RFID in shipping of government deliveries . . . military especially.
Don't have same hopes as AVTX though . . . I bought @ .22 and programmed a 50% sell at .6.
Comments?
Rob
Irony . . . got anything in AIDO?
Anyone else in this one?
Rob
I don't disagree with you Irony . . .
I just leave room for several more "possible" swings which would allow me to accumulate more shares with no risk to my base . . . the only portion of my shares "at risk" are my fluid, or my "in play" shares.
In the words of Ronald Reagan "trust, but verify" in AVTX's case "have faith, but don't pass up moderate profit taking either".
Rob
Still 6-8 weeks to go . . .
I've got a nice stash of AVTX either way.
It goes down < .05I'm buying . . . it goes up >.075 I'm selling, but I have a large allocation set for .25, another for $1.00 and a portion to ride to see where it goes.
Rob
**STOCKS MUST HAVE 50 THOUSAND DOLLARS IN VOLUME ON THEM EACH DAY TO QUALIFY FOR THIS CONTEST!**
Also only first 100 qualify & it looked like about 600 so far today . . . but thanks anyway.
Next time pull my other leg so they'll match!
Rob
Already a feature on some cars . . .
I don't think they use IR . . . just low light enhancements . . . but I'm not 100% sure on this.
The heads up option on Cadillacs, for example, is an example of what you're discussing . . . it actually reflects off a portion of the windshield.
You are thinking in the right direction for "off the shelf" consumer applicability of this technology LS.
Caddy Hud
http://www.cadillac.com/cadillacjsp/models/feature.jsp?model=sts&feature=cruiseControl&year=
Reseach into subject
http://www.its.umn.edu/research/proposal/P2003020.html
More reseach
http://www.cc.gatech.edu/classes/cs6751_97_fall/projects/sonopticon/
with videos
http://www.cc.gatech.edu/classes/cs6751_97_fall/projects/sonopticon/video/index.html
Rob
OT Anybody in the DFW area?
I'm going to be there again in mid July . . . on occasion I meet with folks I corispond with on the internet and discuss shared interests during the ceremonial tipping of the wrist.
Had a great time with some fellow posters on another board in Cleveland several months ago and in Ft Worth last month . . . I'm buying (well the expense account is picking up a large part of it) at the Flying Saucer or @ Billy Bob's (the worlds largest honkey tonk) for AVTX discussions.
Rob
Sam . . .
I'll send you a private email . . . my numbers are not really coming in . . . the entire scope of sales today is completly insane . . . in terms of percentages (and based on some very low volume individual trades) there is no ryme or reason to the value today.
Sales at .07 then .056 then .07 the .057 again? You got me completly . . . if this had shown any individuakl volume I might have jumped in, but I'm as far away from this as possible.
Rob
Jesus . . . and I thought I had an ego . . .
I deleted a post where the information I was sharing was wrong . . . it was my own post.
Taking the advice of someone . . . you just got "ignored" . . . if she bothers anyone send me a note and I will delete.
Rob
Kollsman EVS (indirect reference) on Greek site
http://www.nuked.gr/modules.php?name=Forums&file=viewtopic&t=143
Already having one oops this week . . .
I'll wait and see if I'm right tomorrow . . . if so I'll share, if not I don't want too look too "stoopid"[sic] twice in two days!
Hope you're making money!
Rob
Whoops . . . my mistake:
HUDS Article was:
June 2001 Issue
Sorry
Chagrined
Rob
(see below . . . I pulled it from here, but stupidly posted on the RB site . . .)
(WRONG ABOUT BEING NEW) Brand New Article featuring Kollsman EVS
http://www.aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=0601&file=0601huds_evs.htm
Weathering Fog and Darkness--HUDs With Enhanced Vision
Two entities plan to add infrared imagery to head-up displays, initially on bizjets. Which one will be the first to offer this feature? What will pilots see? And what’s the FAA’s view? Read on.
by James W. Ramsey
Enhanced vision systems (EVS) using infrared sensors to penetrate certain kinds of fog and low-visibility conditions are the latest enhancement to head-up displays (HUDs). They are in increasing demand in the regional airline and high-end business jet markets, as well as for air transports.
And beyond that, when fog becomes too dense for EVS to solve, millimeter wave imaging radar is being explored by manufacturers seeking the Holy Grail of all-weather operations.
Airlines are moving slower, more cautiously than the bizjet community in acquiring EVS. One reason is that the new autoland systems in airliners combined with HUD are allowing low-visibility landings with 700 feet runway visual range (RVR). But for corporate operators, many of whom fly into smaller airports with less sophisticated runway landing equipment, EVS provides both increased operability and added safety.
Both groups recognize the safety benefits provided by EVS even if lower minimums are discarded. After the Singapore Airlines accident on takeoff at Taipei on Oct. 31, 2000, operators small and large alike are seeking a way to avoid such disasters on a runway and to allow better visibility at night, in clear or inclement weather. EVS providers stress "increased situational awareness" and use terms like "supplemental safety device" when describing their products. The U.S. Federal Aviation Administration (FAA) labels the EVS technology "novel" or "unusual" (see sidebar).
Regardless, two North American companies, an airframe manufacturer and a systems integrator, are vying to take the lead in EVS.
Racing to be First
Gulfstream, a subsidiary of General Dynamics, and CMC Electronics, formerly BAE Systems Canada, are vying to offer the first EVS certified for operational use—possibly by the end of this year. "It looks like the EVS thing is going to be a horse race," says Bruce Bailey, CMC vice president of aviation electronics.
If there is in fact a horse race, it would appear that competitor Gulfstream, which is teamed with Honeywell and Kollsman, has the early lead. But EVS’s long-term potential would indicate that there will be plenty of business for both companies, as well as for possible newcomers to the field. Which means more than two horses probably will enter the field.
Flight Dynamics, the leading HUD provider in the commercial market, is developing a surface guidance system, but also is exploring a "full-up" EVS in the future (see sidebar). Thales Avionics, with its own commercial HUD system, has not entered the EVS chase—yet. But the European avionics company is "currently assessing the market and evaluating required investments."
Meanwhile, the FAA has entered the picture, perhaps slowing the race for EVS, by proposing a "special condition." The agency calls for careful examination of the infrared image to ensure it does not restrict "or distort" the pilot’s view on landing approach or could not be used as a means of flight guidance.
Gulfstream and HUD 2020
Gulfstream’s EVS evolved from its HUD 2020 program launched in 1993. The Savanah, Ga.-based bizjet manufacturer then teamed with Honeywell and BAE-Canada (now CMC) to provide a Category II landing HUD for its G-IVSP and G-V aircraft. (Gulfstream reports that 85% to 90% of its G-V customers, and half of its G-IVSP buyers, elect the HUD option, which has been certified on both aircraft.)
Taking what Gulfstream Senior Vice President Pres Henne calls "the next big step, near-term," the company has combined the HUD with an EVS that uses a forward-looking infrared (IR) camera. Gulfstream’s EVS development began in conjunction with the Maryland Advanced Development Laboratories (MADL), which devised the HUD/EVS certification methodology. This was followed by "proof of concept" flight testing using a MADL Cessna 402 and later a G-V. Completed last October under FAA supervision, the tests involved hundreds of EVS approaches in various weather conditions. They paved the way for final certification testing to begin during the second quarter of this year.
After G-V certification, Gulfstream plans to certify EVS on its G-IVSP, beginning in the first quarter of 2002. EVS will be standard equipment on the company’s new extended range G-VSP model, which features new cockpit avionics and was announced at last year’s National Business Aviation Association exhibition.
Kollsman Inc., based in Merrimack, N.H., has a background in flight instruments and IR work for the military and produces the infrared sensor. Its camera collects IR signals both from runway lights and from emitting surfaces (e.i., terrain, animals, etc.). It processes the images, then translates them into a (TV-like) raster-type video format, which is displayed on the HUD together with flight information.
EVS can be ordered with a new HUD or retrofitted on a HUD already on the aircraft. All G-V and G-IVSP HUDs can be upgraded, according to Mike Mena, Gulfstream EVS program manager. The retrofit includes installing the camera, which is mounted behind the radome in the lower portion of the nose. The radome is modified to incorporate a small window in the bottom.
Some customers have already committed to buying the EVS, according to Mena. Gulfstream currently is selling some G-Vs and G-IVSP s with EVS wiring installed.
The EVS system is particularly sensitive to the runway lights’ IR radiation (close to 1 micron in wavelength span), Mena explains, and "when the pilots come in on an approach using ILS [instrument landing system] guidance, with EVS they pick up the lights sooner. They can get down to lower minimums, but still must use the ILS guidance."
One might assume that with EVS’s capability to look through fog or haze and detect runway lights sooner, ILS categories (Cat I, II and III) could become unnecessary. Not so, says Mena. Gulfstream backs the FAA in stressing that certification requires the use of ILS or another means of guidance.
"EVS is just an added benefit to increase situational awareness," Mena maintains. "It serves as an independent monitor of the guidance system. FAA allows aircraft equipped with EVS along with ILS to continue an approach below Cat I (normally 200 feet decision height, 2,600 feet RVR). But once reaching 100-feet decision altitude, a pilot must acquire the lights visually without using EVS, or execute a go-around. Gulfstream is working to get even lower minimums (50 feet, 700 RVR) in the EVS program’s phase II.
The enhanced vision system offers other benefits, as well. The IR camera also is sensitive in the 3-to-5-micron range, which picks up not just lights, but the surrounding environment.
"We wanted to improve the customer’s ability to land in IFR conditions," says Mena, "but the added benefits are that you can see beautifully at night. There is a good image of taxiways and the surrounding area. Even on a clear night, you can see trees and rivers."
He cites an example involving the 402 test aircraft at a small airport where deer run across the runway. The pilot in the left seat could see the deer clearly, as the IR camera detected the animal’s body heat. But the right-seat pilot (without IR imagery) saw no deer.
At many airports served by business jets or regional carriers, Cat I ILS is fairly standard. Using EVS allows a pilot to operate down to Cat II minimums (100 feet, 1,200 RVR) at a Cat I facility, using the same runway.
But if you have a certified EVS, are you automatically qualified for Cat II approaches? It is not that simple, says Mena. "All crews that use EVS must be trained before they use it." Gulfstream is working with FAA to offer crew training to enable EVS use. The company has negotiated an agreement with FlightSafety International that would provide training as part of an EVS sale package. Mena believes FAA may require this training, which would be noted in the aircraft fight manual.
Mena admits EVS’s limitation, especially when water particles become large. "If you are in zero-zero conditions, EVS won’t see through it," he says.
The other primary EVS player is CMC Electronics, formerly BAE Aerospace Canada and Canadian Marconi Co., a world leader in the HUD market. CMC has delivered more than 11,000 HUD systems, mostly for military fighters. It had its commercial HUD certificated for use on Boeing 737-800s and has deliveries and orders for 200 HUDs for Gulfstream.
Pioneering work on CMC’s enhanced visual guidance system (EVGS) began in the early 1990s, with tests under contract to the Defense Advanced Research Projects Agency (DARPA), NASA and Boeing. Last summer (2000), CMC conducted demonstration flight trials of its infrared imaging system at Everett, Wash., and announced that it was offering an enhanced vision option to its VGS (visual guidance system) head-up display.
CMC currently offers a later version of the VGS for the Bombardier Global Express, the Gulfstream V’s head-to-head competitor in the bizjet market. The VGS’s initial certification is planned by the end of this month (June).
Once certified, it will move into the first EVGS certification, estimated to take about six months. CMC plans to use a plane owned by its second (Global Express) HUD customer and first EVGS customer, according to Jean Menard, CMC director of business development for corporate aircraft products.
CMC produces its own IR camera at its Cincinnati Electronics subsidiary. The company boasts that it is the only manufacturer that produces all components for its enhanced vision system. Like Gulfstream’s HUD/EVS, the IR sensor and image processing system is mounted in the radome, which has a small IR window. The camera is mounted on the forward bulkhead behind the radome and is boresighted so the captured image can overlay the real world as the pilot sees it through the HUD combiner.
Total weight of the EVGS, including wire harness and connectors, is 22.5 pounds (10.2 kg). The system initially will sell at $500,000, but that price will be reduced once it has been certified and is in production, Menard says.
CMC currently is taking orders for its EVGS, and is offering it to Global Express and Boeing Business Jet operators, as well as other customers who have raster scan-capable head-up guidance systems. Orders are predominantly from Global Express customers who have selected CMC’s HUD—a system that requires only a software upgrade and IR sensor.
Launch for EVGS is in the bizjet market, but CMC claims there is strong interest from regionals and larger air carriers and from the original equipment manufacturers (OEMs). Some are interested from a safety standpoint, but all ultimately would like to achieve lower minimums, says Menard.
CMC claims to take a different approach with its EVGS program. "We are going to certify our EVGS as a flight safety and situational awareness tool. We are not going for landing credit from the get-go," says Bailey. "If it turns out to warrant credit for lower minimums, we will go for that later."
After FAA certification, CMC will seek Canadian and then European approval for the EVGS. In the HUD market, CMC competes with Flight Dynamics and Sextant. But as for EVGS, "we don’t perceive that we have any significant competition other than the work Kollsman is doing with Gulfstream," Bailey says.
Millimeter Wave Radar
CMC Electronics appears to be leading the way to the next step of enhanced vision systems—millimeter-wave imaging radar (MWR). It is developing such a system and plans to begin flight tests in January 2002.
"When molecule droplet size is in the order of 20 to 30 microns in diameter, fog starts to attenuate the IR signal," says Menard. "At a minimum, IR doubles the RVR. However, to have an all-weather system with the reliability you need, we believe you need MWR as an adjunct to penetrate the heavy fog."
The MWR technology has been improving over the past decade and is now practical for aerial applications, Menard adds. Higher power devices, more sensitive detectors, and new antenna technology are now becoming available.
Menard says CMC is "treading cautiously" in this area, beginning with prototype development, and then flight characterization. If performance is as expected, it will be demonstrated for potential users, and if the interest is there, it could be available a year later—two years from now."
CMC has been working with NASA, Bailey says, to define and develop a flight display system of the future. NASA awarded contracts to CMC and to the sector of Rockwell Collins that formerly was Kaiser Electronics, to conduct independent development work. CMC’s contribution involves synthetic vision and EVS, and Collin’s involves X-band radar. The two companies are developing hardware that will be test flown on a NASA B757.
Flight Dynamics’ Phased Approach
Flight Dynamics—part of Rockwell Collins—is another major HUD producer, and its HGS (head-up guidance system) is the market leader in the commercial and regional airline and business aircraft markets. The Portland, Ore.-based firm has delivered 900 of the systems to 20 airlines and has orders for another 800.
The company is developing a surface guidance system (April 2001) but currently is not working on an in-flight enhanced vision system (EVS). However, the company is following EVS developments closely and talking to several sensor manufacturers about the possibility of producing a "full-up" EVS system, according to Tom Kilbane, director of airline marketing. Flight Dynamics HUDs are capable of accommodating the raster format and could be used for any enhanced vision system sensor.
Kilbane foresees a phased approach for EVS at Flight Dynamics, starting with its use on the ground, possibly as a "subset" of the surface guidance system the company currently is developing.
FAA’s Slight Snag
The U.S. Federal Aviation Administration (FAA) on March 16 issued a notice of proposed special conditions for Gulfstream V aircraft with HUDs being modified to display IR imagery. The conditions do not appear to be at odds with positions taken by Gulfstream Aerospace or other EVS providers, but they could slow the certification process.
The special conditions contain "additional safety standards" that the agency feels are necessary to establish a level of safety equivalent to that provided by the existing airworthiness standards. In the notice, FAA reiterates its position that "IR-based EVS will not be certified as a means to satisfy the requirements for descent below 100 feet height above touchdown." Nor will the EVS imagery alone be certified either as flight guidance or as a substitution for the outside view for maneuvering the airplane during approach, landing, rollout or takeoff.
However, FAA says, "EVS may be used as a supplemental device during any phase of flight or operation in which its safe use has been established." The agency adds that while the EVS image projected on the HUD can interfere with the pilot’s view, an equivalent level of safety may be possible with the combined view of the image and the outside scene that the pilot is able to see through the image. The pilot must be able to use this combination of information as safely and effectively as a pilot without an EVS image.
FAA intends to develop guidance material for use of the EVS that will cover operations, pilot qualification and training.
Lots of interest popping up hmmm . . .
Note Kollsman pone # for info on EVS at end of article.
. . . after an afore mentioned airshow . . . hmmm.
http://cgw.pennnet.com/Articles/Article_Display.cfm?Section=Articles&Subsection=Display&ARTI....
Kollsman EVS installed on large FedEx Express cargo jets
By John McHale
MERRIMACK, N.H. — Engineers at Kollsman Inc. have designed an Enhanced Vision System (EVS) for large Federal Express Corp. (FedEx Express) cargo jets.
The Kollsman All Weather Window EVS will be standard equipment on the FedEx Express Boeing MD-10 and MD-11 and Airbus A300 and A310 aircraft fleet, Kollsman officials say.
Kollsman's All Weather Window presents an infrared sensor image onto a raster video-capable head-up display (HUD) and head-down display (HDD) to give the pilot a clear outside view in darkness, smoke, or bad weather. It uses proprietary video processing software algorithms to display its IR image.
The Kollsman EVS can help commercial, business, and military aircraft execute precision approaches and land safely in reduced-visibility conditions, Kollsman officials say. The All Weather Window also provides improved situational awareness during ground operations.
The EVS is scheduled for U.S. Federal Aviation Administration (FAA) certification by the end of 2006; installations begin in 2007 with HUD installations.
"EVS will improve schedule reliability by reducing weather-related delays, improve takeoff and landing minimums, and as a taxi aid in reducing the risk of runway incursions," says Don Barber, senior vice president of Air Operations, FedEx Express.
The All Weather Window consists of a 1-to-5-micron forward-looking infrared (FLIR) sensor; an electronics-processing box; and an IR window installed in the aircraft radome, Kollsman officials say.
The Kollsman EVS was first certified in September 2001 on the Gulfstream G-V business jet in partnership with Gulfstream Aerospace. Today Kollsman's EVS is available as optional equipment on the large-cabin, ultra-long-range Gulfstream G500 and G-V, the large-cabin, long-range Gulfstream G400 and G-IVSP business jets and the large-cabin, mid-range Gulfstream G300 business jets.
In addition the Kollsman EVS is standard equipment on the new large-cabin, ultra-long-range G550 as well as the newly announced long-range G450 business jets.
For more information on the EVS and Kollsman contact the company by phone at 603-886-2271 or online at www.kollsman.com.
Screenshots of Kollsman, CMC & Maxvis in action:
http://www.tadarvision.com/docs/tech_papers/-AEV%20Systems.pdf#search='kollsman%20evs%202005'
Old, but great article. First time I've seen all three in with head to head screen shots of them in action.
Rob
Response to Private emails:
To the several who emailed asking . . . I bought 10K at 10:42 (PST) for .06, I had a bid for 100K, but only got order filled for 10K.
Rob
I won't go .09 . . .
(though I have some shares programmed there), but .08 would be within reach with an upswing . . . mt prediction for the end of week is .0575 - .0625 . . . look at past performance swings (last three years) and see if you can figure how I made this prediction . . . nope, it wasn't an old hat that I pulled it out of.
"Loyal to the green H from Deutscheland?"
Uhh . . . wouldn't that be Holland?
Rob
I'm looking for movement either way tomorrow . . . either momentum from today or possible drop back to about where it was.
thoughts?
Any other drinker of the elixar of life? I nominate Young's as the official celebratory drink for the .25 mark . . . any takers?
Young's Double Chocolate Stout?
http://www.beeradvocate.com/beer/profile/152/73/
The "New" King of dark brew . . . Actually it's almost black . . . found it on tap at the Flying Saucer (3oo different beers) two weeks ago . . . hope the can with nitro tab is as delicious . . . has smooth taste (very thick) with sightly coffee or coco finish . . . sounds odd, tastes great!
Of course I liked the "Buffalo Butt" microbrewery too . . .
OT: LOL
I'm more a Guiness or Chimay, or my personal favorite Young's Double Chocolate Stout. Yum Yum.
But as long as you've never missed a Tax collector I'll pass on you brew of choice!
Rob
Almost 1 million shares traded today
Up 18%+/- . . . I've programmed new sells for .075 & .0775 levels.
I don't want to hear any complaining about the inability to find shares . . . but you gotta pay for 'em!
This is what I'm doing . . . it's your money, do what you want with it.
Rob
nada . . . hope for news Friday or Monday
Rob
Remember I told you to watch Embraer ?
I'm still not sure which system they chose . . . but I'll be watching . . .
Embraer to offer EFB on Legacy
Embraer is preparing to offer an electronic flight bag (EFB) and enhanced vision system (EVS) for its Legacy business jet. The EFB is expected to be on offer "by the end of the year", says Embraer senior vice-president corporate aviation Luis Carlos Affonso.
Affonso says some Legacy operators already use Class I and Class II EFBs – portable, non-integrated laptops – although Embraer has not made a final decision about the supplier, nor whether the system will be fully integrated. The basic function of an EFB is to store and update documents such as aircraft manuals, aviation information systems data and charts. But EFBs contain software that enables performance calculations to be carried out more accurately and with less potential for error.
Affonso is also reticent about naming the potential EVS provider, but says three "of the larger suppliers" have been shortlisted.
Embraer, meanwhile, has received interest from potential service and training partners since launching its very light jet (VLJ) and light jet (LJ) last month. "We are confident we can assemble our integrated solution in a time compatible with development of the new products," says Affonso.
To support entry into service of the VLJ in mid-2008 and LJ in mid-2009, Embraer plans to expand its network of company-owned service centres and add authorised service representatives.
DAVID LEARMOUNT/LONDON
http://www.flightdailynews.com/%20paris2003/06_15/avionics/bae.shtm
Here's how you might want to play this Loss
You need to keep a baseline fund . . . it's up to you to determine the % you want . . . if you bought well or are confident that eventually the stock will move then you may wish to hold 35-50% as static and play the "programmed trades" game with the remainder.
I personally keep 50% (in shares, not value) in a static, but growing account . . . when I sell on an upswing and buy on the downswing I take the number after the downswing to buy and increase my static holdings to 50% of the downswing number.
Blue chips I use the 35% standard static number (not always, but usually) and do the same thing on fluxuation and/or speculation.
I started with share counts for AVTX in the low 5 digit range and using exactly this approach (yes I lost a lot using this program when it went from $2 to .02) I vary from the high six figure to the low sevens and still have buy orders out . . . the beauty of this system (if you want to call it that) is that I usually end up making money (some of which I pull out for vacations . . . $8K for Hawaii last year for example *not AVTX*) and over time increase my numerical holdings . . . the key, for me anyway, is not to get too excited and realize I am gaining both when the price drops and when it increases . . . not as much fun perhaps as a pump and dump strategy . . . but I'm not screwing anyone over, I'm can look at myself in the mirror (and gee am I ugly), and I'm making money . . . the entire point of investing (I think this applies to penny stocks . . . though I'm staring to wonder about some).
Anyway . . . Always remember it's your money . . . do what you want with it. You earned it, it's your responsibility.
Thanks
Rob
One more useful link
http://www.fsinfo.org/
Gulfstream Says Demand for EVS Remains Strong
Gulfstream Aerospace says it has now retrofitted 101 of its business aircraft and delivered 43 of its new G550s with its enhanced vision system (EVS) installed as of the end of last year. Six developmental aircraft used in the company's G550 and G450 flight test programs also are equipped with the system.
Since the first EVS was installed on an in-service Air Force C-37A (military equivalent of GV) in May 2002, Gulfstream says it has installed another 60 systems in GVs; 20 in GIV-SPs; 16 in G400s; and four in G300s.
Like the G550, the Gulfstream's G450 also will include EVS as standard equipment when it begins customer deliveries in the second quarter of this year. EVS is available as optional equipment on G500s and 350 aircraft, and is available as a retrofit on G400s and G300s.
Gulfstream's EVS was developed along with Kollsman, and incorporates a specially designed forward-looking infrared (FLIR) camera that projects an infrared real-world image on a Honeywell head-up display (HUD). 03-18-2005.
http://www.flttechonline.com/Current/Gulfstream%20Says%20Demand%20for%20EVS%20Remains%20Strong.htm
Gulfstream from December
Gulfstream Contracts with Kollsman for More EVS Units
Gulfstream Aerospace awarded Kollsman a follow-on contract to supply enhanced vision systems (EVS) for all of its large cabin aircraft models.
EVS is offered as standard equipment on Gulfstream's G450 and G550, and is available as optional equipment on the G300, G350, G400, G500, GIV, GIVSP, and GV. Gulfstream's EVS uses a Honeywell HUD (head-up display) to present the EVS image along with other navigation and performance information.
The multi-year contract, valued at approximately $20 million, comes on top of a contract awarded last year from FedEx Express to equip all their MD-10s, MD-11s, Airbus A300s and A310s with EVS.
There are now 12 aircraft models representing the top aircraft manufacturers in the airline and business jet industry that have, or are getting, its EVS, according to Kollsman. The company now has firm orders for more than 700 EVS systems.
Kollsman says it is also a member of Gulfstream's Advanced Vision Center of Excellence program – along with Honeywell – that is pursuing beneficial applications for new pilot-vision technologies. This past summer, Gulfstream worked with teams from NASA and Honeywell that used a GV business jet as a flight-test platform to evaluate SVS (synthetic vision system) and (SVS) and RIPS (runway incursion prevention system), both of which are part of NASA's Aviation Safety and Security Program. 12-11-2004.
http://www.flttechonline.com/News2004/Navigation/Gulfstream%20Contracts%20with%20Kollsman%20for%20Mo....
Air France Selects Thales Digital HUDs for Its A380s
Air France has selected a dual configuration Thales' digital head‑up l display system (D‑HUDS) for its forthcoming A380s. The airline is scheduled to get its first A380 in April 2007.
According to Thales, its HUD will be the first to use liquid crystal display technology. Air France is its first European customer for the system, and the second worldwide after FedEx.
Thales says its D‑HUDS will come ready to support enhanced vision, synthetic vision, and surface guidance, as well as the usual CAT III-approach and takeoff-guidance attributes.
The system is now offered on all Airbus commercial aircraft and will be basic on the new A400M. 04-02-2005.
http://www.flttechonline.com/Current/Air%20France%20Selects%20Thales%20Digital%20HUDs%20for%20Its%20...
At the risk of agreeing with you Loss . . . I couldn't agree more.
Of course I've been wrong before . . .
Rob
Weak ralley, let's see where things go from here . . .
0.056 15000 10:17:29
0.056 21400 10:13:55
I've seen some people posting "which trading company" made each transaction . . . presumable for individual clients . . . anyone wish to share where you get that data . . . admittedly I call my broker for Blue chips . . . but where for AVTX??? I have no idea where she gets her data . . . and she aint tellin'.
Rob
Check your email ruff . . .
I don't think I can post screen shots so I emailed you some instead.
Rob