Avijacija bez granica...

[bigvlada]

Hajde sada malo da hvalimo Indijce. :)

 

 

The Birth of Indian Commercial Aviation and Its Father

 

The pre-war network of Tata Air Lines.

Rather curiously amongst Britain's possessions in the interwar years of the 1920s and 1930s, commercial aviation remained neglected in India in comparison to what was taking place elsewhere in the Empire. Some of this was due to perceived stereotypes of the day that the vast majority of India was made up of illiterate peasants and that the British government through New Delhi conducted business with select members of the Indian aristocracy. Some of this was also due to the perception that India already had an extensive rail network that made airlines superfluous. And for many in the main British overseas airline of the day, Imperial Airways, the priority interest in the region was the development of a route connecting the United Kingdom with Australia with India being more of a refueling stop along the way. Whatever the misconceptions and prejudices of the day, development of commercial aviation in India prior to the Second World War became the purview of the country's growing merchant class who saw commercial aviation not just as a tool for business, but also as a business opportunity in a modernizing nation. Foremost amongst these individuals was J.R.D. Tata, the youthful head of the Tata Sons conglomerate which by the 1930s was already the largest business enterprise in India with holdings in manufacturing, textile mills, iron works, and even hydroelectric plants. J.R.D. Tata was so enamored with aviation that he himself learned to fly, earning the first pilot's license to be given to an Indian.

Unlike Europe, the New Delhi government expected any airline established to be self-funded without any subsidy or assistance. This proved to be significant barrier for any sort of entry into the market, but given that Tata Sons Limited was the largest business in India, funding would be no issue at the start. In July 1932 J.R.D. Tata established an aviation department in the company as private enterprise and on 15 October 1932 launched services connecting Karachi (Imperial Airways' main gateway to India at the time) to the southern city of Madras via Ahmedabad, Bombay and Bellary with a very modest fleet of two De Havilland Puss Moths which could carry two passengers plus the pilot. Tata himself flew the inaugural flight. It was quite an investment for Tata Sons Limited- the New Delhi government didn't just refuse to provide any subsidies, any investment in landing fields and navigational aids was non-existent as well. However, Tata's early success resulted in a ten-year air mail contract that did help offset the investment costs. Over the next several years Tata embarked on route expansions within India along with progressively larger aircraft like the De Havilland Dragon. By 1938 Tata Air Lines served every major city in southern India with connections to Karachi, New Delhi, and Colombo.

 

Disembarking from a Tata Air Lines DC-3.

During the Second World War, Tata Air Lines proved vital to supporting the war effort and with more contracts in hand, aircraft as large as the Douglas DC-2 were acquired along with further investment in the airport facilities at each of the cities it served, all under J.R.D. Tata's guiding hand. By the end of the war in 1945 not only had Tata expanded services to include every major Indian city, but had earned a position of prominence and reputation that would enhance India's aviation status in the world. The experience of running a scheduled airline to meet the exacting demands of the Allied war effort gave not just Tata valuable experience, but a whole host of other Indian carriers as well, the most prominent of which after Tata Air Lines was Indian National Airlines. By the time of India's independence in 1947 with the subsequent formation of Pakistan, Burma and Sri Lanka, Tata Air Lines found itself not just India's largest domestic airline, but also India's primary international airline as well. Tata Air Lines was on sound financial ground with surplus Douglas DC-3s now filling its fleet needs. On 29 July 1946 J.R.D. Tata took his airline public, raising a significant amount of capital for modernization of the airline's fleet. As part of the airline becoming a publicly-traded corporation, the name was changed to Air India with Tata himself at the helm. One of his first acts as head of the new Air India was an agreement with Howard Hughes' TWA whereby Air India acted as TWA's agent in India in exchange for technical assistance and training and an interchange link to the United States via TWA's own route network. In April of that year, Air India received its first postwar aircraft, the Vickers Viking. Given Air India's status as India's premier airline, Prime Minister Jawaharlal Nehru asked Tata for Air India to be the nation's "chosen instrument" for international expansion (the fact that Tata had already ordered Lockheed Constellations undoubtedly helped). In March 1948 Air India was organized as a joint corporation split between J.R.D. Tata and the Indian government and the first two Lockheed Constellations were delivered to what was now branded as Air India International. On 8 June of that year, "Rajput Princess" and "Malabar Princess" would inaugurate Air India International's first Constellation services to London.

 

Air India's early fleet were former Tata Air Lines DC-3s.

Significantly behind the new Air India International were a motley group of domestic carriers, of which the most prominent was Indian National Airways. The other seven airlines were of varying fiscal health and some even were still operating pre-war aircraft. Seeking rationalization in the airline industry of the nation, the Air Corporations Act of 1953 was passed which, in essence, nationalized the airline industry of India. J.R.D. Tata's Air India International obviously shoed-in for the all international services and the remaining seven airlines were merged into one entity named Indian Airlines which would have responsibility for all domestic services- the model being that of BOAC and BEA in the Great Britain. The nationalization of Air India International took place in June 1953 and it was allowed to keep two domestic trunk routes, Bombay-Calcutta and Bombay-New Delhi, in a complex pool agreement with Indian Airlines. The infusion of government capital allowed Air India to order not just Lockheed Super Constellations, but also the new De Havilland Comet as well in order to compete on a more even footing with BOAC's Comet services to the region. Ultimately the Comet order was canceled following the Comet tragedies that struck BOAC, but Air India's Super Constellations stretched its network throughout Asia to Africa and even to Moscow and the rest of Europe. By this time Air India had the clout to join the pooling agreement that BOAC and QANTAS had on the London-Sydney route. Beginning in December 1959, revenues between London and Sydney were split with BOAC getting 51%, QANTAS getting 28% and Air India getting 21%. But the most important aspect of the agreement was Air India getting Fifth Freedom rights from London- in the early 1960s this allowed Air India to launch Boeing 707 services to New York JFK via London Heathrow.

For over forty years J.R.D. Tata remained at the helm of Air India from its first incarnation as a private company in his business conglomerate to its rise as an international carrier operating Boeing 747s across the globe (South America excepted). He would retire from Air India in 1980 and in 1982 at the age of 82 he re-enacted his inaugural Tata Air Lines flight from Madras to Karachi in a restored De Havilland Leopard Moth- and he did it solo.

 

J.R.D. Tata

As an interesting footnote to the story, a few years before J.R.D. Tata retired, he gave a speech to a conference of Pacific area travel agents in New Delhi. After his customary review of the trends in the airline industry, he offered up a few predictions for the future of the airline industry that today are remarkably accurate:

-He anticipated the need for jetliners bigger than the 747, specifically pointing out opportunities for a 750-seat twin-deck jetliner.
-He accurately had predicted the pace of long-term growth in passenger numbers.
-He praised Sir Freddie Laker and his ideas on low-cost fares to stimulate more passenger traffic and was convinced that such budget fares were the wave of the future for the industry.
-He bemoaned the lack of foresight by the Indian government in investing in its aviation infrastructure, predicting that lack of capacity would be the biggest threat to the airline growth in India in the future.
-He questioned the economics of the Concorde and felt that supersonic flight would have little bearing on the future of jetliner development.

Source: Airlines of Asia Since 1920 by R.E.G. Davies. Palawdr Press, 1997, p6-59.

http://aviationtrivia.blogspot.com/2012/07/birth-of-indian-commercial-aviation-and.html

[bigvlada]

I jedan prvenac, veoma inovativno za vreme kada je započeto i to sa delimično nepismenim osobljem. 

 

 

The Indian Night Air Mail Service

 

The Indian Night Air Mail Service network.

In the late 1940s the rail and road infrastructure of India was already inadequate for the task of linking the newly-independent nation. While the sub-continent had a fairly dense rail network as a legacy of its time under the British crown, its reliability was sketchy at best and with the growing demands of the Indian commercial sector for better mail service, on 30 January 1949 the government inaugurated the Indian Night Air Mail Service- the world's first overnight air mail service- keeping in mind, that FedEx as Federal Express launched its overnight package delivery service in Memphis, Tennessee, in 1973. Since space was a premium at daytime flights, it was decided that air mail would move at night and this had the added advantage of making overnight delivery possible in what may very well be also the world's first example if not one of the earliest examples of a hub-and-spoke operation. Under this system, the four main cities of India also happened to form each of the four corners of a diamond- New Delhi to the north, Bombay to the west, Calcutta to the east, and Madras to the south. Connecting these cities was a central location at the city of Nagpur in central India.

The system was quite simple- letters postmarked for overnight air mail were delivered to each of the corners of the NAM system in the evening and loaded on aircraft. These aircraft, all then flew in the first part of the night to the central processing and sort facility at the Nagpur Airport. Mail would be offloaded and sorted to waiting aircraft that would return to their origin airports in the second half of the night. The following morning, the mail would be delivered- a speed and convenience not only unheard of an India's business environment of the day, but probably in just about any business center worldwide in 1949! For an aircraft like the Douglas DC-3 that was ubiquitous in those days, each leg would take about four hours, making overnight delivery possible. To facilitate the sort process, any aircraft leaving any of the cities already had the mail sorted and stowed aboard in batches, minimizing the ground sort and loading time at Nagpur.

 

Indian Airlines Douglas DC-4s were popular on the NAM.

To operate the NAM, the Indian government took bids from the domestic airlines of the day. First off the block to run the NAM was Indian Overseas Airlines which flew the inaugural services on the night of 30-31 January 1949. Even though Indian Overseas was based in Nagpur, it probably got the rights to operate the NAM with an unrealistically low bid and it quickly found it couldn't keep up the pace required. The dominant domestic airline, Indian National Airways, was called in to take over the NAM from Indian Overseas for most of that year until Himilayan Airways took over operation of the NAM on 15 October 1949. Two years later Deccan Airways moved its base from Hyderabad to Nagpur as part of its bid to run the NAM and did so for two years. In 1953 when the Air Corporations Act was passed which nationalized the Indian airline industry, Deccan would be one of eight airlines (including prior NAM operators Himilayan Airways and Indian National Airways) that were amalgamated into the new domestic airline, Indian Airlines. By default, the NAM which at the time was in the hands of Deccan Airways, went over to Indian Airlines which would pretty much operated the NAM for the rest of its history.

 

Indian Airlines postcard featuring the Vickers Viscount.

By 1958 passengers were also carried on the NAM- the "red eye" flights of the day. With the DC-3s being too small for both the mail loads and passengers, Indian Airlines used Douglas DC-4s on the routes from Bombay, Madras, and Calcutta. For the New Delhi route, two aircraft were used on each flight- a Vickers Viscount would carry the passengers and a DC-3 (sometimes a DC-4 based on need) carried just the mail. With the Delhi passengers flying on the faster Viscount, they got to Nagpur earlier and had a few hours layover before boarding their connecting flights to Bombay, Madras, or Calcutta. The terminal in Nagpur boasted facilities for passengers to freshen up and get a snack and even watch a movie while waiting for their connecting flights. The ground operation in Nagpur was honed down to precision, being accomplished only 90 minutes' time. An average night would see 11,000 lbs of mail, 9,000 lbs of freight, and up to 200 passengers pass through Nagpur. As some of the ground handling personnel at Nagpur were illiterate, colored labels were used to identify each destination. To facilitate the collection of the overnight air mail in each of the four destination cities, mobile post offices in specially marked vans were set up at specific locations in each city. Each van would receive mail until 8:30pm when it would then deliver the mail to the airport for the flights to Nagpur. On some nights in the 1960s, there would be as many as 10 flights headed to Nagpur over the course of the night.

The Indian Night Air Mail Service ran continuously until 1973 (ironically when Federal Express launched its overnight package delivery service). The low postal rates provided by the Indian government were cited as not being enough to warrant continuation of this historic service. Various attempts were made up into the 1980s to restart the NAM, but were never profitable enough to last long.

Sources/Photos: Airlines of Asia Since 1920 by R.E.G. Davies. Palawdr Press, 1997, p29-32. "Nagpur Junction: Speeding India's Night Air Mail" by Patricia Stroud. Flight, 12 September 1958.

http://aviationtrivia.blogspot.com/2012/07/the-indian-night-air-mail-service.html

[namenski]

[Čutura]

[vimeo]

UK 24 from NATS on

[hazard]

Hajde sada malo da hvalimo Indijce. :)

 

Ima li nesto u Indiji, sto nije radio ili pravio Tata? :D

[bigvlada]

Tata je tata.  -_-

[jms_uk]

Ima li nesto u Indiji, sto nije radio ili pravio Tata? :D

 

Kako sam se juce vratio iz Indije, utisak mi je da nema :D

[bigvlada]

Pošto je namenski već pisao o padu britanske (auto/avio) industrije, da se nadovežem.

 

 

The Canceled British Aircraft that Cost the UK Industry

 

 

I bet you thought you were going to be reading about the BAC TSR.2 when you came across the title of today's post, but while there's no arguing the effects that the TSR.2 cancellation had on the British aerospace industry, there was a canceled aircraft that came before the TSR.2 that some have argued cost British industry far more than could ever have been imagined. In 1951 the government had issued a specification for a new long range strategic transport that would be able to move 120 troops long distances to replace the elderly piston-powered Handley Page Hastings. It was envisioned that this new transport could also move personnel and equipment rapidly around the world and deploy as necessary with the new V-force bombers that were soon to enter service with the Royal Air Force. The main condition of the specification was that it had be based on existing design.

 

Five companies submitted proposals, with Bristol submitting a version of the Britannia turboprop transport, Saunders Roe submitting a variant of their Duchess flying boat, and Handley Page, Avro, Vickers, and Short submitting transports based on their bomber designs (Victor, Vulcan, Valiant, and Sperrin, respectively) and powered by the new Rolls-Royce Conway turbofan. De Havilland submitted a stretched version of its Comet 1 jetliner. Bristol's Britannia variant was eliminated early due to it being too slow, along with Saunders Roe's flying boat. The Sperrin was next eliminated as the transport version had a fuselage only 9 feet wide with accommodation for only 50 passengers or personnel. Handley Page and Avro's submissions were judged too risky for the RAF contract, leaving only Vickers and De Havilland as the remaining designs not eliminated.

It was realized early on after Vickers was named the winner of the RAF competition that what the RAF needed was not terribly dissimilar with BOAC's need for a long range jetliner that offered more capacity and range than the De Havilland Comet 1. The original specifications that Vickers won was then amended with the requirement that the jet transport also earn a certificate of airworthiness from the civil aviation authorities. With the new amended specifications in place, an order was placed with Vickers for the V1000 prototype aircraft, serial number XD662, in March 1953.

The V1000 would be the RAF transport version and the anticipated civilian version was the VC7. With construction of the V1000 prototype underway in the summer of 1954, the RAF ordered six aircraft with an eventual requirement of twelve aircraft. BOAC was regularly consulted through this phase as they wanted to put the VC7 on the North Atlantic routes to Canada and the United States as well as on the longer Empire routes that couldn't be served by the Comet 1 jetliner. Besides BOAC, Trans Canada Airlines (Air Canada's predecessor) and Pan American showed significant interest in the VC7. Even BEA expressed an interest in the VC7 for its longer European services.

To meet BOAC's wishes, the V1000/VC7 was a bit larger than the RAF desired, mainly out of a need for the wing fuel capacity to meet BOAC's range requirements. Four Rolls-Royce Conway engines were mounted in the wing root similarly to the Vickers Valiant only the wing was larger and more swept with Kuchemann wingtips (similar to the 707-320BAdv and 707-320C's wingtips) and low mounted. The fuselage had six-abreast seating with a 12.5 foot diameter. This was significant at the time, as Boeing was wrestling with the cabin diameter on its anticipated Boeing 707 and Douglas at the time was still contemplating five-abreast seating for its coming DC-8. Unfortunately prototype construction at Vickers' Wisley facility showed that the V1000 prototype's weight would be about 18,000 lbs higher than planned.



It would have been a simple matter to have upgraded the Conway turbofans, but for whatever reason, BOAC's enthusiasm for the VC7 cooled as the planned weight with the intended engine would rule out London-New York nonstop services. Ironically, several years later when BOAC ordered the 707-430, it would have Conway turbofan engines that were upgraded that would have worked on the VC7! Government meetings in September 1955 formalized BOAC's disinterest in the VC7 and suggestions were made that De Havilland put forth a stretched version of the Comet as well as refinements to the Bristol Britannia as being suitable for BOAC's needs. In addition, BOAC looked further ahead to the mid-1960s for a possible supersonic transport. Despite BOAC's incomprehensible stance, Vickers anticipated the V1000 prototype's first flight in June 1956 with the first production aircraft flying in 1959 with inaugural airline services in late 1959/early 1960 (not too far off from when the Boeing 707 began its passenger services). In a bid to maintain the competitiveness of the VC7, Vickers explored other engine options and even looked at a version of the VC7 with each of the Conway turbofans in its own podded nacelle under the wing, not unlike that of the 707 and DC-8's layout.

By this point the RAF was entering a period of fiscal austerity and it's most expensive item to date was the V1000/VC7 project. Without mentioning the V1000/VC7, the British government cautioned the RAF to scale back its expenditures. Politics came into the picture with the prospect of the end of Comet production which would have affected one of the Comet's main subcontractors, Shorts in Belfast. A desire to keep Shorts busy shifted the support amongst some MPs in Parliament against the Vickers jetliner. In addition, the Britannia was having teething problems with its turboprop engines and was selling slow. Some ministers in the government felt that support should be given to the Britannia program instead of embarking on the all-new Vickers jetliner.

Some historical accounts point the finger at BOAC for planning to procure US jets from the start and with the support of some in the government, did what it could to commit formally to the VC7. A spirited debate in Parliament dragged on for weeks with the supporters of the Vickers projects openly declaring that the VC7's cancellation would "give the large jet market to the Americans for the next 20 years". Rather obtusely, several government officials proclaimed that the planned performance of the Boeing 707 and DC-8 would make them cost-prohibitive for many of the world's airlines and the speed advantage over the Comet and Britannia would not matter to most passengers! With the V1000 prototype 75% complete, the project was ordered shut down by the British government on 11 November 1955, and this was despite intensive lobbying by Trans Canada Airlines.

For many observers, it was the cancellation of the Vickers VC7 and not the TSR.2 where the British aerospace industry lost its way. Sir George Edwards, managing director of Vickers and the chief designer of the V1000/VC7, had lamented that BOAC and the government had simply handed over the lead in jetliner technology to the Americans for "generations to come."

Source: Stuck on the Drawing Board: Unbuilt British Commercial Aircraft Since 1945 by Richard Payne. Tempus Publishing, 2004, p38-42

http://aviationtrivia.blogspot.com/2010/09/canceled-british-aircraft-that-cost-uk.html

 

Čist autogol, iz voleja. 

[Muwan]

Lep tekst o Hindenburgu i drugim cepelinima na BBC Culture: http://www.bbc.com/culture/story/20141126-the-airship-that-ruled-the-skies

 

 

[Zaz_pi]

A-50U, modernizovani ruski avion za vazdusno izvidjanje i javaljanje poznatije kao AWACS

 

 

 

U modernizaciji su izbaceni analogni sistem kod radara, uvecana moc radara, takodje je modernizovana avionika.

 

At MAKS 2013 the Russian air force exhibited Red 33, its second upgraded Beriev A-50U Awacs aircraft. Built in 1984, it was modernized from the A-50M standard last year and redelivered in February this year.

Target detection and tracking values for the A-50U are classified but described as “vastly improved” over those of the A-50M. In particular, the A-50U is better at detecting cruise missiles, helicopters and other low-flying aerial targets. The baseline A-50M has a detection range of about 185 miles for land and 400 miles for aerial targets, and can track up to 300 targets simultaneously.

Modernization centers on replacement of outdated analogue subsystems of the A-50’s Shmel radar set with digital components having higher performance, lower weight and better reliability. Operator work stations are now furnished with large-screen LCDs in place of cathode ray tubes. All processing is digital. The weight of the radar system has been considerably reduced, increasing range at the same mtow. Satellite-aided navigation improved accuracy. Automated control for interceptor aircraft is provided by radio commands transferred via secured datalink.

 

Sto znaci da je detekcija na radaru otisla preko 300km za mete na zemlji sto je rangu SAD E-3 AWACS (Sentry), o kome cu isto nesto reci.

Evo kako to izgleda unutra:

 

https://www.youtube.com/watch?v=qjogBCZdwmE

 

Rusija planira da od 2016 ubaci novi tipa avaksa a to je A-100 koji ce se bazirati na modernoj verziji Il-76, plus novi radari, elektronika.

 

PS Indijski RV koristi A-50

 

[Zaz_pi]

E-3 AWACS (Sentry)

 

The E-3 airborne warning and control system (AWACS) is built by Boeing Defense & Space Group. The role of the E-3 is to carry out airborne surveillance, and command, control and communications (C3) functions for both tactical and air defence forces.

In the USA the aircraft carries the designation E-3 AWACS. The UK designation is E-3 Sentry AEW (airborne early warning) and the French designation is E-3 SDA.

The first E-3 entered service with the United States Air Force (USAF) in March 1977. Deliveries were concluded in June 1984. A total of 33 aircraft are in service with the USAF, seven with the UK Royal Air Force, four with the French Air Force and five with Saudi Arabia. E-3 deliveries to the UK began in March 1991 and were completed in May 1992. Deliveries to the Royal Saudi Air Force commenced in June 1986 and concluded in September 1987. The French Air Force received the first E-3 in May 1991 and the last aircraft in February 1992.

 

 

 

E3 AWACS radar surveillance capability

The E3 look-down radar has a 360° view of the horizon, and at operating altitudes has a range of more than 320km. The radar can detect and track air and sea targets simultaneously.

In a tactical role, the E-3 can detect and track hostile aircraft operating at low altitudes over any terrain, and can identify and control friendly aircraft in the same airspace. In the strategic defence role, the E-3 provides the means to detect, identify, track and intercept airborne threats.

During the 1990 to 1991 Operation Desert Storm, 845 AWACS sorties were flown and Nato E-3s also played a major role in the United Nations' enforcement of the no-fly zone over Bosnia and during the Kosovo crisis. AWACS aircraft were also used by the USAF during Operation Enduring Freedom in Afghanistan in 2001 and Operation Iraqi Freedom in 2003.

E-3 upgrades and block modernisation

The USAF awarded a contract to Boeing in November 1997 to build and examine an upgraded mission systems for the Nato E-3 fleet. Various systems such as computers, displays, communications, navigation and target identification were installed on the first of the Nato E-3 fleet under the $1.32bn Midterm Modernization Program. Work on the programme was completed in November 2006.

The USAF Block 30/35 modernisation programme included the following upgrades: provision of GPS (global positioning system) navigation, enhanced computer memory, installation of a JTIDS (joint tactical distribution system) Class II terminal and ESM (electronic support measures) equipment.

The USAF Block 40/45 upgrade programme includes new open architecture PC-based mission systems, upgraded communications and navigation systems and enhanced electronic support measures. Boeing was awarded the system development and design (SDD) contract for the programme in 2003 and the first flight of the upgraded aircraft was in July 2006. The SDD phase was successfully completed in September 2008. Boeing was awarded a low rate initial production (LRIP) contract for three E-3 AWACS aircraft in 2009. The contract work on the first aircraft began in November 2010 and was completed in September 2011. Full operational capability of all 33 aircraft in the USAF fleet is scheduled for 2016.

In January 2006, Boeing and Lockheed Martin were awarded contracts to conduct technology demonstrations to upgrade the mission systems on the UK Royal Air Force's seven E-3D Sentry AWACS, under the Project Eagle programme.

In September 2007, Boeing was awarded a $49.2m contract to upgrade the communications systems of Saudi Arabian fleet of five E-3 AWACS aircraft with Link 16 secure digital datalink. which endorses the transmission of messages and imagery while rendering additional channels for digital voice. The first upgraded aircraft was rolled out in July 2008 and the remaining four were completed by December 2009. In December 2007, Saudi Arabia requested the sale of upgraded mission equipment for five aircraft including the Radar System Improvement Program (RSIP) kits. As of September 2011, France, UK, US and Nato have installed the RSIP kits into their fleets.

In September 2008, France requested the upgrade of its four aircraft to the Block 40/45 configuration.

 

https://www.youtube.com/watch?v=0uW0QLjbWHc

 

Naravno, planiraju se modernizacije. Koristi se masovno u SAD vojsci, kao i u NATO zemljama, plus Saudijska Arabija.

 

[Zaz_pi]

KJ-2000, Kineska verzija ruskog A-50 ;)

 

https://www.youtube.com/watch?v=2OjdGjkG2Bo

 

Koliko znam, Kinezi su zaustavili razvoj jer cekaju od Rusa odredjene tehnologije sa novog Il-76.

[Zaz_pi]

Transport delova Il-76 TD iz Taskenta u Rusiju, nekih 3 000km

 

https://www.youtube.com/watch?v=7lOtmHduw7M

 

Mislim da bi im bilo lakse da naprave fabriku u Rusiji nego ovo da rade

[jms_uk]

Moj lokalni aerodrom prosle zime - nadam se da nece biti ovako i ove...

 

http://www.youtube.com/watch?v=7P9OAng32F0

Edited November 28, 2014 by jms_uk

[borris_]

Gdje je ovo?

Usrao bih se ziv u avionu.