Cirrus Aircraft Tug

Cirrus Aircraft Tug - The tug lifts the nosewheel off the ground via a clever system in which a U-shaped tow bar is attached to the nosewheel (with or without wheel fairing). A strap is attached to the tow bar and a winch on the handle of the tug is cranked to pull the nosewheel onto a platform on the front of the tug.

Another crank raises the platform above the ground. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. This website contains many older reviews.

Cirrus Aircraft Tug

Unless otherwise noted, these reviews carry product pricing from the time of the original review. We've used tugs powered by gasoline engines as well as corded and cordless electric tugs. As battery technology has steadily improved, we've found ourselves leaning towards battery-powered electric tugs for their convenience and a dislike for dealing with long electrical cords.

Cirrus Sr Sr Aircraft Tug

We've also wished for an electric tug when we couldn't start a gasoline tug on a cold day. Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Most tug manufacturers will sell you tire chains for winter operation.

They sound like a good idea; however, if your hangar floor is relatively smooth concrete, tire chains can turn your tug into a pig on ice—not to mention tearing up the pavement. We lean towards the inexpensive method of handling ice recommended to us by Aero-Tow's Terry Railing: Keep a bag of kitty litter in the hangar and sprinkle it on the ice and snow for instant traction.

The Cirrus aircraft nose tug shown here provides the perfect solution to your need for an easy method of moving your airplane in and out of its hangar. This Cirrus SR20, SR22 plane tug is built specifically for handling your plane model, and when you've used it once, you'll be convinced of its value.

This is a drill-powered Cirrus tug that uses a durable Dewalt 60-volt power system, efficiently transferring power by way of high strength steel alloy gears to the drive wheels. This Cirrus tug offers a rheostat trigger speed control.

Battery Life

The joystick has forward, back, right and left positions, which move the tug in any of those directions. There's an on/off switch, plus a three-position speed switch for slow, medium and fast. There's also a release button, for releasing the airplane out of the cradle.

There's no bending down to strap/unstrap the nosewheel (or tailwheel) from the cradle. It auto-loads and auto-releases. If the tug has optional LED lighting, there's a switch for turning them on or off. The lights (there are two of them mounted to the front of the tug) aren't so much for use as headlights, but instead as a way to spot the tug in the dark.

Like the rest of the tug, the lighting is high quality. This factory-installed option is $250. The $3000 Lil Sherman puts out about three HP and has adapters that allow it to tow most general aviation airplanes up to 6000 pounds.

It is described as allowing one person to easily move a single or twin. To maximize traction, its frame swivels to keep both driving wheels on the ground during turns. Not surprisingly, gasoline-powered tug makers are very sensitive to the need for reliability and ease of starting in cold weather and they have worked like mad to ensure cold starts—but they candidly admitted that they can't make them as reliable in the cold

Ac Air’s Remote-Control Tugs

as an electric tug. On a dry, level surface the nosewheel drive works a little better because of the mechanical advantage. If the ramp is contaminated by rain, snow or ice, performance drops off significantly. Both drive systems have some difficulty with sloping ramps and hangar door lips.

We saw prices ranging from $1400 to $1700. There are a number of options including spare batteries and traction tape for smooth hangar floors. In business for over 50 years and currently offering battery-powered and corded electric towbars, Robotow (www.robotow.com).

units are designed for nosewheel airplanes without wheel pants. All models use a knurled wheel that presses against and drives the nosewheel—it is advertised as non-slip, something important when the tire is wet. The ThunderVolt is PowerTow's first electric tug in its single-wheel line.

For $2399, it includes a 12-volt DC motor, battery and battery charger/minder. As with the 40 EZ and Key EZ, it is advertised for airplanes up to 6000 pounds. The $6750 TrackTech T1.5 can tug airplanes up to 10,000 pounds and with a tire diameter up to 21 inches.

Priceless Aviation

Example applications include the Cessna Mustang light jet, Cessna Caravan turboprop single and Socata TBM series. The T1.5 has a Lazy Susan platform. This enables you to rotate the tug underneath the tire—a safeguard against exceeding the steering limits of the nosewheel.

The tire rolls up onto the platform and the weight locks it in place. It won't move until you press the release button on the controller, enabling the platform to rotate 360 ​​degrees underneath the wheel.

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With an 8.75-HP engine, the $2799 model 65 EZ is designed to move airplanes up to 7000 pounds. It has a larger frame and longer arms than its smaller siblings and casters to ease movement are standard.

In speaking with PowerTow's Gilbert May, he pointed out that he recommends the 65 EZ for light twins with longer noses, such as the Aerostar, because the smaller tugs, with shorter arms, require the user to stoop under the aircraft nose.

He said the 65 EZ gets rid of that problem, letting the user stand upright where he or she can more clearly see the wingtips and tail—plus the extra power helps on sloping and contaminated ramps.

If you have electricity in your hangar, leaving most of the battery-powered tugs plugged in to their smart chargers should ensure no shortage of power, even when you want to move the airplane a few hundred yards to the fuel pump.

First, the tech. AC Air's tugs work with a transmitter/control box (shown in the inset to the right) on the 2.4 GHz radio spectrum. Naturally, there's a concern of interference—and uncommanded control inputs to the tug—but AC Air says its FHSS, for frequency hopping spread spectrum, operates 100 percent interference free.

With over 800 tugs in the field, the company says there has never been a signal intercepted or a runaway tug. If the tug loses the signal from the remote, it shuts down. The second-generation TrackTech T1X2 for non-wheel fairing and fairing-equipped airplanes with a max gross weight of 8000 pounds has a 24-volt rechargeable LiFe P04 lithium-ion battery.

Charge time is two hours for continuous 30-minute usage. That's a long time to be moving an airplane—plenty of endurance. It's a strong battery, powering the tug's dual high-torque motors. The battery should last from five to seven years.

The electronics, batteries and motors on the TrackTech tugs are easy to get to, housed underneath a hood on the front of the tug. The Dragger (www.dragger.com). series of electric and gasoline tugs are for lighter aircraft on relatively flat ramps and hangars with minimal lips or door tracks.

All have two drive wheels and are designed either for nosewheel or tailwheel airplanes—one size does not fit all. We were told a battery for an electric tug (other than the "power drill" tugs) should last for five to seven years although Terry Railing, proprietor of battery-powered tug maker Aero-Tow, told us that he has customers who reported battery

life in excess of 11 years. The 24-volt system moves the airplane via an electric transaxle with differential driving two wheels. Speed ​​is controlled using a thumb throttle. A rear caster balances the unit, so there is no lifting or sliding it sideways when maneuvering an airplane.

The system includes two batteries and an onboard smart charger. In the aircraft tug business for 40 years, with some 30,000 tugs in the field, Northwest Manufacturing (www.powertow.com). seems to be expanding its product line on a regular basis.

Long known for its Briggs & Stratton piston-powered tugs capable of burning avgas or mogas, the company has aggressively moved into the electric tug world. As sales manager Gilbert May put it when we spoke with him, "It's the wave of the future.

The electric motor puts out more torque, there are fewer parts to break and it's quiet so you can hear when someone yells that you're about to hit a wingtip." Nevertheless, May said that the company wasn't

Each Minimax Cirrus aircraft tug has plenty of add-on options available, such as snow tires, tire chains, a handle extension and a speedy mover. You can also get a spare 60-volt Dewalt battery so you're never left powerless.

These are all listed under PRODUCT OPTIONS. This Cirrus tow bar, weighing in at 56 pounds, easily knocks down for transport. Most of the tugs we looked at are actually powered tow bars, so they attach to the nose (or tail) wheel.

The wheel itself is the pivot point so most tugs have to be lifted or pulled sideways to make a turn—and care needs to be taken to avoid exceeding nosewheel turn limits. If your airplane has nosewheel turn limits, disclose them when you speak with the tug manufacturer.

Some tugs have optional casters to ease moving the tug when making a turn. Priceless Aviation Products 701 and 701L and Aero-Tow's Lil Sherman have a swivel arrangement so it's not necessary to lift or slide the tug to turn.

The electric Tail-Dragger Dragger, model TDE-1, has the same differential for its two-wheel drive system as the electric Nose-Dragger Dragger. It is priced at $2195. Both versions are rated for airplanes up to 5000 pounds "on a flat surface or a rain grade surface with a grade of no more than 1 to 2 percent."

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician.

Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Choosing the right TrackTech model depends partly on the weight of the airplane. Its lower-end model can tow up to 2500 pounds, while the flagship model can tow 20,000-pound aircraft. AC Air owns a patent on the rubber track technology built into the tug, making it perhaps the only production tug you'll see on tracks.

Pricing ranges from $2750 to $10,000. It may have been that moment—after our feet had shot upward from the icy ramp while we were trying to pull the Cheetah out of the hangar and we lay there, watching the nosewheel roll toward our nether regions—that we came to like aircraft tugs

. We think that an easily maneuverable tug that quickly hooks onto an airplane and can move it without strain reduces the risk not only of injury to the pilot but hangar rash to the airplane.

The Nose-Dragger Dragger tugs have a distinct method of attaching to the aircraft—avoiding metal-to-metal contact. The tug is snugged up against the front of the nosewheel and then, by leaning over and moving a lever, a roller is snapped into place against the rear of the nose tire.

This effectively cradles the nose tire, although it is not lifted off the ground. The system accommodates wheel pants as long as there is at least a three-inch clearance from the ground. We'll run through what to consider when making a tug purchase and then outline what's on the market.

We'll say up front that if you want the highest level of reliability, live where it gets cold in the winter and have electricity in your hangar, spending the extra money for a battery-powered electric tug makes sense.

If you don't mind taking care of the routine maintenance requirements of a gasoline engine and aren't too worried about cold-weather starting, the internal combustion tugs are less expensive to buy. AC Air says that much of the typical maintenance (not much more than battery changes, really) can be performed right on site.

Other repairs require crating and shipping the tug to AC Air's facilities in California. When it comes time to select the right tug for your airplane, we recommend a conversation with the tug manufacturers to discuss your specific needs.

Just because an advertisement says a tug will pull a 4000-pound airplane doesn't mean it will do so up a sloping ramp, over a lip or break in pavement or across sliding door tracks. The company still notes that hangar door sills can be a problem although our review of videos on the company's website caused us to believe that the door sill issue is less of a problem for the Tail-Dragger tugs.

PowerTow's website indicates that a ThunderVolt was hooked up to an 8000-pound load and tested on a 10-degree F day. Pushing, it generated 500 pounds of wheel force and 350 pounds when pulling. They were unable to stall the motor;

the tire would start to slide first. The $1500 model E200 (all prices for Aero-Tow were given to us as "ballpark" numbers) weighs 135 pounds, can be configured to tow just about any general aviation airplane—nosewheel or tailwheel—and puts out about one HP.

The company describes its capabilities as "equal to the power of one person, struggling, to move the aircraft."

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Cirrus Aircraft Service Centers

Cirrus Aircraft Service Centers - An aviation icon, your Cirrus Aircraft deserves premium service and maintenance from certified experts in the field. That's why our Flight Level Maintenance Department is an Authorized Cirrus Service Center and CAPS Replacement Facility. We are ready to protect your pride and investment.

Today, Diamond Aircraft has more than 1,000 employees worldwide and offers the most complete range of certified piston aircraft models: from the 2 seat single DA20 to the stunning 7 seat DA62. With its complete line of piston aircraft including a dedicated flight training concept with Single Engine Piston (DA40 NG) and Multi Engine Piston (DA42-VI) trainers, along with type-specific flight training simulators and proprietary engines, Diamond Aircraft is the only sole source provider in the fleet training market.

Cirrus Aircraft Service Centers

Diamond Aircraft also made a footprint in the special mission market with the remote sensing turnkey solutions DA42 MPP and DA62 MPP and the soon to be certified aerobatic turboprop tandem trainer series DART. Owning an aircraft means that regular service, maintenance, and annual inspections will be required to ensure that it is fit to fly and performing well.

Why Should You Choose Foothill Aircraft’s Cirrus Factory Service Center?

Unexpected repairs are also sometimes needed, and whatever your Cirrus service needs are, you can trust the Cirrus team at Foothill Aircraft to do the job right. With a long and illustrious heritage, your Mooney aircraft embodies class and high performance.

That's why it deserves only the best quality care. FlightLevel Norwood is a top notch Authorized Mooney Service Center dedicated to servicing, maintaining and repairing Mooney aircraft, because we share your passion for flight. We're dedicated to a world-class experience throughout the lifetime of aircraft ownership with service and support to help you maintain your aircraft to the highest standards for the many years of your flying adventures.

Our talented team and global network of service centers are ready to provide support and answer questions so your aircraft is returned to service as soon as possible. Deal with Cirrus maintenance specialists who have access to world-class facilities and expertise.

We have exclusive direct access to Genuine Cirrus Parts (via Cirrus Direct™ distribution for extensive in-stock availability), which means faster, aircraft-specific servicing. In addition, our center adopts factory-approved and aircraft-specific training, troubleshooting, and repair methods. You get the maintenance and parts designed by Cirrus, exactly for your Cirrus aircraft.

What We Do

FlightLevel exemplifies excellence in technical expertise and customer service. Our team of A&P mechanics hold the highest certifications, and have many years of experience. We perform all Mooney aircraft maintenance and repairs with advanced technologies. Some of our services include engine inspection and maintenance, air conditioning servicing, Avidyne and Garmin Service, Composite and Paint Repair, Ice Protection System Maintenance, Oxygen Service, and Aircraft Pickup and Delivery Service (in the coming months).

Jetstream is a comprehensive program that simplifies the process of owning your Vision Jet by going far beyond a standard warranty to include the added benefits of normal wear replacement, recurrent training, subscription renewals, direct access to our talented team and much more.

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Our experienced and talented maintenance team only use high quality FAA and PMA-approved products to keep your aircraft running in peak performance, minimizing your downtime, and maximizing your flight time. We offer Flat Rate Annual Inspections that enable predictability and affordability.

Assurance Predictability Value

This helps YOU to control your maintenance costs, taking the stress and worry out of the equation. The FlightLevel Norwood Maintenance Department is an Authorized Cirrus, Mooney and Diamond Aircraft Service Center and CAPS Replacement Facility holding an ATF License.

FlightLevel's highly-skilled A&P's are current with the ever changing technology. They have the necessary skills and are ready to change your chute at any time. Let the Flight Level Maintenance team manage your aircraft's maintenance throughout the year.

We will keep you informed by providing you a detailed list of both airworthy and cosmetic discrepancies. Addressing these items should keep you within your budget and on schedule so that you can keep your head in the clouds more and out of your aircraft logs.

Entrust your aircraft to the people authorized to deal specifically with Mooney's. As part of the Worldwide Mooney Servicing Network, our team has exclusive and direct access to genuine Mooney Parts. This means faster, aircraft-specific servicing and superior workmanship.

How Much Is Cirrus Aircraft Maintenance?

Our world-class facility practices factory-approved inspection, troubleshooting and repair methods. Your Mooney will be in the most capable hands. We offer the highest quality customer service with fine attention to detail. Our A&P mechanics hold top certifications.

They perform all aircraft maintenance and repairs with the latest cutting-edge technologies, including engine maintenance and monitoring and chute replacement. Additional services include air conditioning service, Avidyne and Garmin Service, CAPS replacement, Composite and Paint Repair, Ice Protection System Maintenance, Oxygen Service, Parts Distribution, and Aircraft Pickup and Delivery Service (in the coming months).

The content of this website (graphics, text and any and all other elements) is © Copyright 2023 by Piper Aircraft, Inc., and may not be reprinted or retransmitted in whole or part without the expressed written consent of Piper Aircraft, Inc.

Owning a Cirrus aircraft is an investment. Choosing an authorized Cirrus Factory Service Center, like the one Foothill Aircraft offers, to perform your maintenance and repairs allows you confidence in knowing that only qualified, experienced technicians are working on your aircraft.

What Aircraft Services Do We Provide?

Our technicians are highly skilled and knowledgeable about all Cirrus aircraft. They value your investment as much as you do and take the time to make sure that the job is done right. Contact our facility today to learn more about expected costs;

however, costs are not final until they have a chance to see your aircraft and determine what is needed. Another advantage to using FlightLevel is our promise to closely monitor the health of your engine with our state-of-the-art equipment, ranging from our DynaVibe Prop Balancer to the Continental Port Fuel Injection Test Kit. Your engine will be running healthier than ever after it's fully pampered at our facility.

Diamond Aircraft, headquartered in Austria with facilities in Canada and China, is amongst the leading aircraft manufacturer in General Aviation. Founded in 1981, Diamond has pioneered many aviation firsts and achieved numerous milestones and industry expert accolades.

Foothill Aircraft is proud to be a part of the Cirrus global network of Cirrus Authorized Service Centers. As a Cirrus Authorized Service Center, our qualified aircraft mechanics are factory trained and experienced to provide your Cirrus with a variety of quality maintenance and repair services, such as:

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Coast Guard Aircraft Mechanic

Coast Guard Aircraft Mechanic - The flying and performing search and rescue. The anticipation as you arrive on the scene and pull into a hover. You swing open the cabin door and see the small light bobbing in the darkness below.

You motion for the rescue swimmer to move towards the door and feel the cold salty spray of the ocean just thirty feet below and call out over the intercom, “Rescue checklist part 2 complete. Ready to deploy swimmer.”

Coast Guard Aircraft Mechanic

The pilot replies with “Roger, conn me in.” “Roger,” I say, “Forward and right 40”…..you get in the zone. What feels like an hour takes maybe half that. You complete the hoisting evolutions, close the door, and you're on your way home, adrenaline still pumping.

You assist the swimmer with stabilizing and comforting the survivor. There is nothing like the feeling of saving someone's life. Well we've covered the Air Force, the Army, the Navy, and the Marines. Today we finally round out our tour of the armed forces by featuring a Coastie.

Adam Sustachek offers us an inside look at life in the US Coast Guard. Thanks for the awesome interview, Adam! Kraft has been in three aircraft accidents and walked away each time. During his last recovery session, he found a new passion for aviation training.

When he retired from the military, he founded the Aviation Institute of Maintenance Atlanta Metro. Here at AIM, Kraft is the go-to person for any question in the building and is currently serving as the Day Program Coordinator.

We are so happy Kraft has decided to continue his aviation career by teaching new mechanics so that the passion he has for aviation can be planted in future mechanics. 4. You serve in the Coast Guard as a Helicopter Flight Mechanic.

How much choice do you get in what job you are assigned to? Do you apply for what job you want and how does that process work? The Art of Manliness participates in affiliate marketing programs, which means we get paid commissions on editorially chosen products purchased through our links.

We only recommend products we genuinely like, and purchases made through our links support our mission and the free content we publish here on AoM. 3. I think the Coast Guard remains somewhat mysterious for a lot of people because of its size and mission.

Is the process of joining generally the same as for the other branches of the military? Does the culture of the Coast Guard differ from that of other branches? Most people think that our assets stay within our local waters only.

This is indeed not the case. We have small boats, ships and law enforcement teams that deploy all over the world just like the other services. We assist with enforcing maritime treaties, clearing shipping lanes of ice during the winter, and training the coast guards of other countries.

Our core values—honor, respect, and devotion to duty, are the guiding principles used to defend and preserve the United States of America. We protect the personal safety and security of our people; the marine transportation system and infrastructure;

our natural and economic resources; and the territorial integrity of our nation—from both internal and external threats, natural and man-made. We protect these interests in the U.S. ports, inland waterways, along the coasts, and on international waters.

Great! The nice thing about our aircraft is that we don’t deploy much. In Kodiak, AK or Clearwater, FL you will deploy to remote locations for 2-4 weeks at a time but that's it. Most other units with the MH60 may deploy up to 2-3 nights due to search and rescue, law enforcement, or mechanical issues.

The Coast Guard is the smallest branch of the armed forces. We became part of the Department of Homeland Security after September 11, 2001. Prior to that we were part of the Department of Transportation and before that the Department of Treasury.

Our rank structure is the same as the Navy and our pay scale falls in line with that of the other services. We have been mistaken for a branch of the Navy and during wartime our assets that are assisting overseas may fall under their command.

So this may be where the confusion lies. Our aviation rating schools teach the basics on how to repair aircraft. The flight training comes when the graduate gets to their first unit. When a person signs up to be in aviation and gets approved for school there comes the understanding that that person will perform as part of a flight crew no matter the type of aircraft they end up on.

We are considered “fixers” and “flyers.” In most of the other services you are either one or the other. The culture of the Coast Guard is the same as the other services but different. Our rank structure and customs and courtesies and benefits are virtually the same.

We have the enlisted ranks, Chief's Corp and Officer's Corp. We wear a uniform, salute our officers, and respect our senior enlisted. We also have access to other military installations and their exchange and commissary stores.

The big difference is that because we are the smallest branch of the armed forces, we tend to be more personable among our ranks. We are more like a family. When they don't make it. We launched on a case out of Kodiak, Alaska where a 5 year old boy had turned up missing in a remote village.

We found him on the beach face down at the waterline. He had fallen off a ten-foot cliff and couldn't swim. We landed in a field behind the house, ran down, grabbed the boy, and jumped into the helicopter with him and his mom.

We performed CPR all the way back to Kodiak but he was gone…… Upon graduation I requested to be on helicopters versus fixed-wing aircraft and got it. As you end your tour at a unit, usually three to four years, you submit a resume with your picks of where you want to go next.

The open spots are on what we call a “shopping list.” Sometimes you like your choices and sometimes you don't. Lucky for us it's always temporary. I am currently stationed in Sitka, Alaska, which I chose, for the second time.

I have previously been stationed in San Diego, CA, Kodiak, AK, and Elizabeth City, NC. All of them good units of which I have fond memories. If you're a boater, please make sure you have all the proper survival equipment onboard and take a boaters safety course.

The ocean is unpredictable and conditions can change in an instant. It could mean the difference between life and death for you or your loved ones. Wear your life jackets and stay safe! Oh man, every day is different!

Let's see...I'm a Primary Quality Assurance Inspector, so I might be inspecting the work performed on the aircraft by the other mechanics throughout the day or, if I am the ready Flight Mechanic for the day, I might get launched 250 miles off

shore to pull an injured crew member from a tanker. Since we are a small service we tend to wear many hats at our units. No two days are the same. My name is Adam Sustachek, and I'm from Oceanside, CA.

I am 39 years old and joined the Coast Guard in 1991. I am an Aviation Maintenance Technician First Class (AMT1) and a Flight Mechanic on the Sikorsky MH60 helicopter. As an AMT1 I specialize in maintaining, repairing, and troubleshooting the aircraft's engines, rotary and hydraulic systems, and repairing any damage to the airframe itself.

As a Flight Mechanic I am qualified, as part of the flight crew, to deploy and recover the swimmer from the water, vessel, or land, recover any survivors, and give direction to the pilot while hoisting.

AMTs inspect, maintain, troubleshoot, and repair aircraft mechanical systems, including engines, powertrains, and hydraulics. You'll service structural parts of the aircraft, including fuselages, wings, rotor blades, and flight control surfaces. You'll also fly as an aircrew, performing duties like loadmaster, dropmaster, or helicopter flight mechanic.

AMTs are typically assigned to Coast Guard air stations. Two years after graduating from high school I felt lost. I had held several different jobs from dishwasher to deli worker to security guard and attempted college but nothing felt fulfilling.

I started to party quite a bit and realized I needed to get my butt in gear. I looked at different services but finally settled on the Coast Guard when my dad brought it up and took me to the recruiter.

This was during Desert Storm, and I liked the idea of ​​saving lives instead of taking them. The Coast Guard offers you the chance to learn, lead, and launch a great career. You'll get specialized training in fields like law enforcement, environmental science, engineering, healthcare, and more—plus benefits like tuition assistance, 30 days of paid vacation annually, and medical, dental, and vision care.

Once again we return to our So You Want My Job series, in which we interview men who are employed in desirable jobs and ask them about the reality of their work and for advice on how men can live their dream.

Being part of the U.S. Coast Guard Search and Rescue team was the start of the most interesting job that he would ever have. Throughout his service, Kraft was involved in well over 2,000 rescues. Through his career in the military, Kraft had a habit of volunteering for missions and positions most people would not.

He was deployed around the globe and enjoyed every minute of the opportunities he maintained and the opportunities he had flying multiple aircraft such as the HH52A Sikorsky, MH65C Dolphin, and HU25 Falcon Jet.

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