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05.11.2011., subota

UK LAND INVESTMENT. UK LAND


Uk land investment. Investment club registration.



Uk Land Investment





uk land investment






    investment
  • The action or process of investing money for profit or material result

  • A thing that is worth buying because it may be profitable or useful in the future

  • An act of devoting time, effort, or energy to a particular undertaking with the expectation of a worthwhile result

  • the commitment of something other than money (time, energy, or effort) to a project with the expectation of some worthwhile result; "this job calls for the investment of some hard thinking"; "he made an emotional investment in the work"

  • investing: the act of investing; laying out money or capital in an enterprise with the expectation of profit

  • outer layer or covering of an organ or part or organism





    land
  • the land on which real estate is located; "he built the house on land leased from the city"

  • reach or come to rest; "The bird landed on the highest branch"; "The plane landed in Istanbul"

  • Unload (goods) from a ship

  • cause to come to the ground; "the pilot managed to land the airplane safely"

  • Go ashore; disembark

  • Put ashore





    uk
  • .uk is the Internet country code top-level domain (ccTLD) for the United Kingdom. As of April 2010, it is the fourth most popular top-level domain worldwide (after .com, .de and .net), with over 8.6 million registrations.

  • UK is the eponymous debut album by the progressive rock supergroup UK. It features John Wetton (formerly of Family, King Crimson, Uriah Heep and Roxy Music), Eddie Jobson (fomerly of Curved Air, Roxy Music and Frank Zappa), Bill Bruford (formerly of Yes and King Crimson) and Allan Holdsworth (

  • United Kingdom

  • United Kingdom: a monarchy in northwestern Europe occupying most of the British Isles; divided into England and Scotland and Wales and Northern Ireland; `Great Britain' is often used loosely to refer to the United Kingdom











2010 03 21 007 Concorde G-BBDG




2010 03 21 007 Concorde G-BBDG





G-BBDG, c/n 202, was the third British Concorde built and was one of two production test aircraft. They were different in many ways from their four predecessors, making it necessary to repeat certain work to obtain certification. However, like the prototype and pre-production aircraft, Delta Golf also had flight observer's stations installed in the forward cabin. Even though 202 was called a production aircraft, it never went into service because the final version of the aircraft, as specified by the airlines, was different yet again - although not in a way that affected handling or performance certification. Ultimately it was therefore these two aircraft that did the bulk of the flying that allowed the final certification of Concorde for airline service.

Delta Golf's first flight was on 13th February 1974 and was made by BAC test pilots Peter Baker and Brian Trubshaw from Filton to Fairford. The flight lasted 1hr 45 minutes and was supersonic for 12 minutes - reaching a top speed of Mach 1.4 at a height of 42,000ft. On 10th April 1974, and on its 15th flight, DG flew at Mach 2 for the first time and the following July became the first production Concorde to land at Heathrow for integration tests. In August, Delta Golf made history by becoming the first aircraft to carry 100 passengers at Mach 2. Over the next few years Delta Golf continued with an extensive flight test program for the purposes of engineering tests, CAA certifications, BA crew training and public relations and promotional work, visiting places such as South Africa, Singapore and several countries in the Middle East.

Delta Golf in fact carried on flying after the 14 production aircraft had been delivered to the airlines. Work included further performance enhancements, such as the certification of a re-designed air intake profile. This modification, coupled to an uprated engine, allowed an increase in payload of 1,500-2,000lbs. Another change was the extension of the control surface trailing edges by around two inches - a modification that many now feel was part of the reason for the rudder delaminations seen on the fleet over the years. What turned out to be DG's last flight occurred on 24th December 1981 from Filton and back again with pilots Peter Baker and Roy Radford at the controls. Delta Golf was kept serviceable inside the huge Brabazon Hangar at Filton throughout early 1982 for any further development work or test flights that may have been required, however, ultimately no such flights were deemed to be necessary and DG never flew again.

At the end of its flying life Delta Golf was placed in storage out on the airfield at Filton and was intially placed inside a "Dri-Clad" bag in an attempt to protect it from the elements. Unfortunately, this proved unsuccessful as water managed to get inside and cause condensation and the bag was therefore removed. British Airways had a support contract which allowed them access to DG and in April 1984 they acquired title to the aircraft and started using it as one of the main sources of spare parts. Up until that point the airline had only been flying six of its seven aircraft and had been using a four year old aircraft, G-BOAG, for spares. With access to Delta Golf, British Airways set out on returning G-BOAG to flight status. To protect their investment and to keep prying eyes from seeing what was very quickly becoming an eyesore, BA constructed a special hangar for G-BBDG at Filton. The '202 hangar', as it became known, was completed in early 1988. The aircraft (minus tail fin) was moved inside in May 1988.

As Delta Golf was structurally sound, in the early 90s British Airways investigated the possibility of refitting the aircraft for airline service. This would have allowed the airline to keep six or seven aircraft flying whenever any of their Concorde fleet where grounded for routine engineering maintenance. However, the plan was found to be too costly and was rejected. The study did prove though that, in theory, if one of the seven BA aircraft suffered serious damage, parts from the damaged (and written-off) aircraft could be fitted to DG and the airframe used to bring the fleet back up to strength. That said, there were some doubts on whether a modified Delta Golf would gain certification due to the fuselage skin being slightly thinner than that of the fleet aircraft and also the fact that the life of the airframe had been reduced due to the the higher than normal stresses it was put under during the rigorous test programme, thus possibly making it unsuitable for long-term airline use.

In 1995, Concorde G-BOAF's droop nose was damaged in a collision with a hangar door during a ground handling accident at Heathrow. In order to be able to return the aircraft to flying status as quickly as possible, BA decided to swap it for the droop nose on DG. Later investigation revealed that Alpha-Foxtrot's nose was not too badly damaged and it was repaired and kept as a spare. (N.B. - AF's n











2010 02 09 15 Concorde Delta Golf




2010 02 09 15 Concorde Delta Golf





Concorde G-BBDG at Brooklands Museum in Surrey

G-BBDG, c/n 202, was the third British Concorde built and was one of two production test aircraft (French Concorde F-WTSB, c/n 201, being the other). They were different in many ways from their four predecessors, making it necessary to repeat certain work to obtain certification. However, like the prototype and pre-production aircraft, Delta Golf also had flight observer's stations installed in the forward cabin. Even though 201 and 202 were called production aircraft, they never went into service because the final version of the aircraft, as specified by the airlines, was different yet again - although not in a way that affected handling or performance certification. Ultimately it was therefore these two aircraft that did the bulk of the flying that allowed the final certification of Concorde for airline service.

Delta Golf's first flight was on 13th February 1974 and was made by BAC test pilots Peter Baker and Brian Trubshaw from Filton to Fairford. The flight lasted 1hr 45 minutes and was supersonic for 12 minutes - reaching a top speed of Mach 1.4 at a height of 42,000ft. On 10th April 1974, and on its 15th flight, DG flew at Mach 2 for the first time and the following July became the first production Concorde to land at Heathrow for integration tests. In August, Delta Golf made history by becoming the first aircraft to carry 100 passengers at Mach 2. Over the next few years Delta Golf continued with an extensive flight test program for the purposes of engineering tests, CAA certifications, BA crew training and public relations and promotional work, visiting places such as South Africa, Singapore and several countries in the Middle East.

Delta Golf in fact carried on flying after the 14 production aircraft had been delivered to the airlines. Work included further performance enhancements, such as the certification of a re-designed air intake profile. This modification, coupled to an uprated engine, allowed an increase in payload of 1,500-2,000lbs. Another change was the extension of the control surface trailing edges by around two inches - a modification that many now feel was part of the reason for the rudder delaminations seen on the fleet over the years. What turned out to be DG's last flight occurred on 24th December 1981 from Filton and back again with pilots Peter Baker and Roy Radford at the controls. Delta Golf was kept serviceable inside the huge Brabazon Hangar at Filton throughout early 1982 for any further development work or test flights that may have been required, however, ultimately no such flights were deemed to be necessary and DG never flew again.

At the end of its flying life Delta Golf was placed in storage out on the airfield at Filton and was intially placed inside a "Dri-Clad" bag in an attempt to protect it from the elements. Unfortunately, this proved unsuccessful as water managed to get inside and cause condensation and the bag was therefore removed. British Airways had a support contract which allowed them access to DG and in April 1984 they acquired title to the aircraft and started using it as one of the main sources of spare parts. Up until that point the airline had only been flying six of its seven aircraft and had been using a four year old aircraft, G-BOAG, for spares. With access to Delta Golf, British Airways set out on returning G-BOAG to flight status. To protect their investment and to keep prying eyes from seeing what was very quickly becoming an eyesore, BA constructed a special hangar for G-BBDG at Filton. The '202 hangar', as it became known, was completed in early 1988. The aircraft (minus tail fin) was moved inside in May 1988.

As Delta Golf was structurally sound, in the early 90s British Airways investigated the possibility of refitting the aircraft for airline service. This would have allowed the airline to keep six or seven aircraft flying whenever any of their Concorde fleet where grounded for routine engineering maintenance. However, the plan was found to be too costly and was rejected. The study did prove though that, in theory, if one of the seven BA aircraft suffered serious damage, parts from the damaged (and written-off) aircraft could be fitted to DG and the airframe used to bring the fleet back up to strength. That said, there were some doubts on whether a modified Delta Golf would gain certification due to the fuselage skin being slightly thinner than that of the fleet aircraft and also the fact that the life of the airframe had been reduced due to the the higher than normal stresses it was put under during the rigorous test programme, thus possibly making it unsuitable for long-term airline use.

In 1995, Concorde G-BOAF's droop nose was damaged in a collision with a hangar door during a ground handling accident at Heathrow. In order to be able to return the aircraft to flying status as quickly as possible, BA decided to swap it for the droop nose on DG. Later investigation revealed









uk land investment







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