Boeing 747-8 VIP

The 747-8— one of Boeing´s most successful models— has a commercial version with an enormous cabin of 4,790 square feet (445 square meters), three levels and enough capacity for 450 passengers. Taking advantage of its size—20 feet (6.1m) wide by 250 feet (743m) long—an undisclosed client, hired the specialized company Greenpoint Technologies to customize his 747-8. After three years of hard work, the firm based in Washington, United States, recently delivered one of the world's largest private VIP jets– and without a doubt the most luxurious.

With a base price of $358 million, the new Boeing 747-8 VIP rquired an additional $200 million for the refurbishment. This amazing and incredibly luxurious jet can fly at a speed of about 646 mph (1,195 km per hour) on a 9,200-mile flight (17,020 km). The Boeing 747-8 VIP is the first aircraft of its kind to undergo such customization. It boasts a large meeting room, dining room for 14 guests and two spacious living areas with sofas, low tables, and big screen TVs. Additional facilities include a private office, a guest cabin with en-suite bathroom and a spacious master suite with panoramic views, private living room, and fully equipped bathrooms. 

Greenpoint Technologies developed innovative designs and advanced technologies for the new model, and although it has not been confirmed, the recently refurbished model, will be available in future units. The new space for resting cabins—called Aeroloft —is located on the main level with eight beds inside personal cubicles, which are conducive to comfortable rest. Also a part of the custom design, the new Boeing features the Aerolift system, an elevator for up to four people that connects the two lower levels of the aircraft with the runway. With a final investment of over $500 million, the Boeing 747-8 VIP by Greenpoint Technologies is a unique and exclusive aircraft, modeled after the wishes and needs of its owner.

It has been revealed that the US Air Force will replace the current fleet of two presidential Air Force One aircraft using two Boeing 747-8. What remains to be seen is whether the craft designed for the Commander in Chief, one of the most visible symbols of the United States, will display the luxury of the new Boeing 747-8 VIP, the "Palace of the Clouds" designed by Greenpoint Technologies. - 

Boeing 747-400 Custom

This customized version of the Boeing 747-400 was outfitted with two luxury bedrooms, a dining table for 14 people, and even a throne in the middle of the plane.

E-2D Advanced Hawkeye

The Northrop Grumman E-2 Hawkeye is an American all-weather, carrier-capable tactical airborne early warning (AEW) aircraft. This twin-turboprop aircraft was designed and developed during the late 1950s and early 1960s by the Grumman Aircraft Company for the United States Navy as a replacement for the earlier, radial piston-engined E-1 Tracer, which was rapidly becoming obsolete. The aircraft's performance has been upgraded with the E-2B, and E-2C versions, where most of the changes were made to the radar and radio communications due to advances in electronic integrated circuits and other electronics. The fourth version of the Hawkeye is the E-2D, which first flew in 2007. The E-2 was the first aircraft designed specifically for its role, as opposed to a modification of an existing airframe, such as the Boeing E-3 Sentry. Variants of the Hawkeye have been in continuous production since 1960, giving it the longest production run of any carrier-based aircraft.

The E-2 also received the nickname "Super Fudd" because it replaced the E-1 Tracer "Willy Fudd". In recent decades, the E-2 has been commonly referred to as the "Hummer" because of the distinctive sounds of its turboprop engines, quite unlike that of turbojet and turbofan jet engines. In addition to U.S. Navy service, smaller numbers of E-2s have been sold to the armed forces of Egypt, France, Israel, Japan, Mexico, Singapore and Taiwan.

Once considered for replacement by the "Common Support Aircraft", this concept was abandoned. The latest E-2 version is the E-2D Advanced Hawkeye, which features an entirely new avionics suite including the new AN/APY-9 radar, radio suite, mission computer, integrated satellite communications, flight management system, improved T56-A-427A engines, a glass cockpit and later changes should enable aerial refueling by 2020. The APY-9 radar features an active electronically scanned array, which adds electronic scanning to the mechanical rotation of the radar in its radome. The E-2D will include provisions for the copilot to act as a "Tactical 4th Operator" (T4O), who can reconfigure his main cockpit display to show radar, IFF, and Link 16 (JTIDS)/CEC, and access all acquired data. The E-2D's first flight occurred on 3 August 2007. On 8 May 2009, an E-2D used its Cooperative Engagement Capability system to engage an overland cruise missile with a Standard Missile SM-6 fired from another platform in an integrated fire-control system test. These two systems will form the basis of the Naval Integrated Fire Control – Counter Air (NIFC-CA) when fielded in 2015; the USN is investigating adding other systems to the NIFC-CA network in the future.

The APY-9 radar has been suspected of being capable of detecting fighter-sized stealth aircraft, which are typically optimized against high frequencies like Ka, Ku, X, C, and parts of the S-bands. Small aircraft lack the size or weight allowances for all-spectrum low-observable features, leaving a vulnerability to detection by the UHF-band APY-9 radar, potentially detecting fifth-generation fighters like the Russian Sukhoi PAK FA and the Chinese Chengdu J-20 and Shenyang J-31. Historically, UHF radars had resolution and detection issues that made them ineffective for accurate targeting and fire control; Northrop Grumman and Lockheed claim that the APY-9 has solved these shortcomings in the APY-9 using advanced electronic scanning and high digital computing power via space/time adaptive processing. According to the Navy's NIFC-CA concept, the E-2D could guide fleet weapons, such as AIM-120 AMRAAM and SM-6 missiles, onto targets beyond a launch platform's detection range or capabilities.

Deliveries of initial production E-2Ds began in 2010. On 4 February 2010, Delta One conducted the first E-2D carrier landing aboard USS Harry S. Truman as a part of carrier suitability testing. On 27 September 2011, an E-2D was successfully launched by the prototype Electromagnetic Aircraft Launch System (EMALS) at Naval Air Engineering Station Lakehurst. On 12 February 2013, the Office of the Secretary of Defense approved the E-2D to enter full-rate production. The Navy plans for an initial operational capability by 2015. In June 2013, the 10th E-2D was delivered to the Navy, with an additional 10 aircraft in various stages of manufacturing and predelivery flight testing. On 18 July 2013, Northrop Grumman was awarded a $113.7 million contract for five full-rate production Lot 2 E-2D Advanced Hawkeye aircraft. On 13 August 2013, Northrop Grumman was awarded a $617 million contract for five E-2Ds until full-rate production Lot 1. On 30 June 2014, Northrop Grumman was awarded a $3.6 billion contract to supply 25 more E-2Ds, for a total contracted number of 50 aircraft; 13 E-2D models had been delivered by that time.

Boeing 747-430 Custom

     One of the richest monarchs in the world – the Sultan of Brunei from the island of Borneo – owns the last, customized 747 on this list. The original plane was about $100 million, but the Sultan spent over $130 million more to update its luxurious interior that includes gold detailing all over the plane. The living room, bedroom, and bathroom are all decorated in gold and Lalique crystal, and the washbasins are even made from solid gold. This is another extravagant sky-mansion, and even though the Sultan owns three other wide-body jets, this is his largest.

Boeing P-8 Poseidon

The Boeing P-8 Poseidon (formerly the Multimission Maritime Aircraft or MMA) is a military aircraft developed for the United States Navy (USN). The aircraft has been developed by Boeing Defense, Space & Security, modified from the 737-800ERX.

The P-8 conducts anti-submarine warfare (ASW), anti-surface warfare (ASUW), and shipping interdiction, along with an electronic signals intelligence (ELINT) role. This involves carrying torpedoes, depth charges, SLAM-ER missiles, Harpoon anti-ship missiles, and other weapons. It is able to drop and monitor sonobuoys. It is designed to operate in conjunction with the Northrop Grumman MQ-4C Triton Broad Area Maritime Surveillance unmanned aerial vehicle. The aircraft has been ordered by the Indian Navy as the P-8I Neptune, and the Royal Australian Air Force.

The Lockheed P-3 Orion, a turboprop ASW aircraft, has been in service with the United States Navy since 1962. In the 1980s, the Navy began studies for a P-3 replacement, the range and endurance of which was reducing due to increasing weight and airframe fatigue life limitations. The specification required a new aircraft to have reduced operating and support costs. In 1989, the Navy awarded Lockheed a fixed-price contract to develop the P-7, but this was canceled the following year. A second competition for a replacement began in 2000. Lockheed Martin submitted the Orion 21, an updated new-build version of the P-3. Boeing's proposal was based on its 737-800 airliner. BAE Systems offered a new-build version of the Nimrod MRA4, a British jet-powered maritime patrol aircraft. BAE withdrew from the competition in October 2002, recognizing that without a production partner based in the United States, the bid was politically unrealistic. On 14 May 2004, Boeing was selected as the winner.

In June 2004, the U.S. Navy awarded a development contract to Boeing. The project was planned to be for at least 108 airframes for the Navy. More orders are possible from the other nations operating over 200 P-3s. Project value is expected to be worth at least $15 billion. Raytheon, Northrop Grumman, Spirit AeroSystems, GE Aviation Systems, Marshall Aerospace and Defence Group, CFMI, BAE Systems, and Marotta are major subcontractors. In July 2004, the Navy placed an order for five MMA aircraft, and the first flight-test aircraft was to be completed in 2009. On 30 March 2005, the P-8A designation was assigned to the aircraft.

The P-8 is a militarized version of the Boeing 737-800 with 737-900-based wings. The fuselage is similar, but longer, than the 737-700-based C-40 Clipper transport aircraft in service with the U.S. Navy. The P-8 has a strengthened fuselage and Boeing 767-400ER-style raked wingtips, instead of the blended winglets available on 737NG variants. In order to power additional onboard electronics, the P-8 has a 180kVA electric generator on each engine, replacing the 90kVA generator of civilian 737s; this required the redesigning of the nacelles and their wing mountings. The P-8 has a smoother flight experience, subjecting crews to less turbulence and fumes than the preceding P-3, allowing them to focus better on missions.

The five operator stations (two naval flight officers plus three enlisted Aviation Warfare Operators/naval aircrewman) are mounted in a sideways row, along the port side of the cabin. None of the crew stations have windows; a single observer window is located on each side of the forward cabin. A short bomb bay for torpedoes and other stores opens behind the wing. The P-8 is to be equipped with the High Altitude Anti-Submarine Warfare Weapon Capability (HAAWC) Air Launch Accessory (ALA), turning a Mark 54 torpedo into a glide bomb for deploying from up to 30,000 ft (9,100 m).

The P-8 features the Raytheon APY-10 multi-mission surface search radar; the P-8I features an international version of the APY-10. Unlike the preceding P-3, the P-8 lacks a magnetic anomaly detector (MAD) due to its higher operational altitude; its acoustic sensor system is reportedly more effective at acoustic tracking and thus lacking a MAD won't impede its detection capabilities; the P-8I is equipped with a MAD per the contract request. Various sensor data are combined via data fusion software to track targets. Following the cancellation of Lockheed Martin's Aerial Common Sensor project, Boeing proposed a signals intelligence variant of the P-8 for the Navy's requirement. During the P-8A Increment 2 upgrade in 2016, the APS-149 Littoral Surveillance Radar System (LSRS) will be replaced by the Advanced Airborne Sensor radar.

In U.S. service, the P-8 fleet will be complemented by around 40 Northrop Grumman MQ-4C Triton unmanned aerial vehicles (UAVs) for the Broad Area Maritime Surveillance system to provide continuous surveillance. In January 2015, BAE Systems was awarded a contract for the Navy's High Altitude ASW (HAASW) Unmanned Targeting Air System (UTAS) program to develop a sub-hunting UAV equipped with a MAD for launching from the P-8. The P-8 cannot use the Navy's typical hose-and-drogue in-flight refueling method, instead featuring a flying boom receptacle on the upper-forward fuselage. For extended endurance, six additional fuel tanks from Marshall Aerospace are housed in the forward and rear cargo compartments.

C-17A Globemaster III

The Boeing C-17 Globemaster III is a large military transport aircraft. It was developed for the United States Air Force (USAF) from the 1980s to the early 1990s by McDonnell Douglas. The C-17 carries forward the name of two previous piston-engined military cargo aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II. The C-17 commonly performs strategic airlift missions, transporting troops and cargo throughout the world; additional roles include tactical airlift, medical evacuation and airdrop duties.

Boeing, which merged with McDonnell Douglas in the 1990s, continued to manufacture C-17s for export customers following the end of deliveries to the U.S. Air Force. Aside from the United States, the C-17 is in service with the United Kingdom, Australia, Canada, Qatar, United Arab Emirates, NATO Heavy Airlift Wing, India, and Kuwait. The final C-17 was completed in May 2015

In the 1970s, the U.S. Air Force began looking for a replacement for its Lockheed C-130 Hercules tactical cargo aircraft. The Advanced Medium STOL Transport (AMST) competition was held, with Boeing proposing the YC-14, and McDonnell Douglas proposing the YC-15. Though both entrants exceeded specified requirements, the AMST competition was canceled before a winner was selected. The Air Force started the C-X program in November 1979 to develop a larger AMST with longer range to augment its strategic airlift.

By 1980, the USAF found itself with a large fleet of aging C-141 Starlifter cargo aircraft. Compounding matters, USAF needed increased strategic airlift capabilities to fulfill its rapid-deployment airlift requirements. The USAF set mission requirements and released a request for proposals (RFP) for C-X in October 1980. McDonnell Douglas elected to develop a new aircraft based on the YC-15; Boeing bid an enlarged three-engine version of its AMST YC-14. Lockheed submitted two designs, a C-5-based design and an enlarged C-141 design. On 28 August 1981, McDonnell Douglas was chosen to build its proposed aircraft, then designated C-17. Compared to the YC-15, the new aircraft differed in having swept wings, increased size, and more powerful engines. This would allow it to perform the work done by the C-141, and also fulfill some of the duties of the Lockheed C-5 Galaxy, freeing the C-5 fleet for outsize cargo.

xAlternate proposals were pursued to fill airlift needs after the C-X contest. These were lengthening of C-141As into C-141Bs, ordering more C-5s, continued purchases of KC-10s, and expansion of the Civil Reserve Air Fleet. Limited budgets reduced program funding, requiring a delay of four years. During this time contracts were awarded for preliminary design work and for the completion of engine certification. In December 1985, a full-scale development contract was awarded. At this time, first flight was planned for 1990. The Air Force had formed a requirement for 210 aircraft.

Development problems and limited funding caused delays in the late 1980s. Criticisms were made of the developing aircraft and questions were raised about more cost-effective alternatives during this time. In April 1990, Secretary of Defense Dick Cheney reduced the order from 210 to 120 aircraft. The maiden flight of the C-17 took place on 15 September 1991 from the McDonnell Douglas's plant in Long Beach, California, about a year behind schedule. The first aircraft (T-1) and five more production models (P1-P5) participated in extensive flight testing and evaluation at Edwards Air Force Base. Two complete airframes were built for static and repeated load testing.

The C-17 is 174 feet (53 m) long and has a wingspan of about 170 feet (52 m). It can airlift cargo fairly close to a battle area. The size and weight of U.S. mechanized firepower and equipment have grown in recent decades from increased air mobility requirements, particularly for large or heavy non-palletized outsize cargo.

The C-17 is powered by four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757. Each engine is rated at 40,400 lbf (180 kN) of thrust. The engine's thrust reversers direct engine exhaust air upwards and forward, reducing the chances of foreign object damage by ingestion of runway debris, and providing enough reverse thrust to back the aircraft up on the ground while taxiing. The thrust reversers can also be used in flight at idle-reverse for added drag in maximum-rate descents. In vortex surfing tests performed by C-17s, up to 10% fuel savings were reported.

For cargo operations the C-17 requires a crew of three: pilot, copilot, and loadmaster. The cargo compartment is 88 feet (26.82 m) long by 18 feet (5.49 m) wide by 12 feet 4 inches (3.76 m) high. The cargo floor has rollers for palletized cargo but it can be flipped to provide a flat floor suitable for vehicles and other rolling stock. Cargo is loaded through a large aft ramp that accommodates rolling stock, such as a 69-ton (63-metric ton) M1 Abrams main battle tank, other armored vehicles, trucks, and trailers, along with palletized cargo.

Maximum payload of the C-17 is 170,900 lb (77,500 kg), and its Maximum takeoff weight is 585,000 lb (265,350 kg). With a payload of 160,000 lb (72,600 kg) and an initial cruise altitude of 28,000 ft (8,500 m), the C-17 has an unrefueled range of about 2,400 nautical miles (4,400 km) on the first 71 aircraft, and 2,800 nautical miles (5,200 km) on all subsequent extended-range models that include a sealed center wing bay as a fuel tank. Boeing informally calls these aircraft the C-17 ER. The C-17's cruise speed is about 450 knots (833 km/h) (Mach 0.74). It is designed to airdrop 102 paratroopers and their equipment. The U.S. Army's Ground Combat Vehicle is to be transported by the C-17.

The C-17 is designed to operate from runways as short as 3,500 ft (1,064 m) and as narrow as 90 ft (27 m). In addition, the C-17 can operate from unpaved, unimproved runways (although with greater chance of damage to the aircraft). The thrust reversers can be used to back the aircraft and reverse direction on narrow taxiways using a three- (or more) point turn. The plane is designed for 20 man-hours of maintenance per flight hour, and a 74% mission availability rate.

F-22 Raptor

The Lockheed Martin F-22 Raptor is a single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter program, the aircraft was designed primarily as an air superiority fighter, but has additional capabilities including ground attack, electronic warfare, and signals intelligence roles. Lockheed Martin is the prime contractor and was responsible for the majority of the airframe, weapon systems, and final assembly of the F-22, while program partner Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 prior to formally entering service in December 2005 as the F-22A. Despite a protracted development as well as operational issues, the USAF considers the F-22 a critical component of its tactical air power, and states that the aircraft is unmatched by any known or projected fighter. The Raptor's combination of stealth, aerodynamic performance, and situational awareness gives the aircraft unprecedented air combat capabilities.

The high cost of the aircraft, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile and lower cost F-35 led to the end of F-22 production. A final procurement tally of 187 operational production aircraft was established in 2009 and the last F-22 was delivered to the USAF in 2012.

In 1981 the U.S. Air Force developed a requirement for an Advanced Tactical Fighter (ATF) as a new air superiority fighter to replace the F-15 Eagle and F-16 Fighting Falcon. Code named "Senior Sky", this program was influenced by the emerging worldwide threats, including development and proliferation of Soviet Su-27 "Flanker"- and MiG-29 "Fulcrum"-class fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and stealth technology. The request for proposals (RFP) was issued in July 1986 and two contractor teams, Lockheed/Boeing/General Dynamics and Northrop/McDonnell Douglas, were selected on 31 October 1986 to undertake a 50-month demonstration phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23.

Each design team produced two prototype air vehicles, one for each of the two engine options. The Lockheed-led team employed thrust vectoring nozzles on YF-22 for enhanced maneuverability in dogfights. The ATF's increasing weight and cost drove out certain requirements during development. Side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II.

After the flight test demonstration and validation of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the YF-22 as the winner of the ATF competition. The YF-23 design was considered stealthier and faster while the YF-22 was more maneuverable. The aviation press speculated that the YF-22 was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. F-22 production was split up over many subcontractors across 46 states to increase Congressional support, though this production split may have contributed to increased costs and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. Production supported over 1,000 subcontractors and suppliers and up to 95,000 jobs.

The F-22 had several design changes from the YF-22. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and aerodynamic performance

The first F-22, an engineering and manufacturing development (EMD) aircraft named Raptor 4001, was unveiled at Marietta, Georgia on 9 April 1997, and first flew on 7 September 1997. In 2006, the Raptor's development team, composed of over 1,000 contractors and the USAF, won the Collier Trophy, American aviation's most prestigious award. The F-22 was in production for 15 years, at a rate of roughly two per month during peak production.

The USAF originally envisioned ordering 750 ATFs at a cost of $26.2 billion, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 F-22s by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. In 2006, a multi-year procurement plan was implemented to save $15 billion but raise each aircraft's cost. That year the program's total cost was projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2007, Lockheed Martin received a $7.3 billion contract to increase the order to 183 production F-22s and extend manufacturing through 2011.

In April 2006, the Government Accountability Office (GAO) assessed the F-22's cost to be $361 million per aircraft, with $28 billion invested in development and testing; the Unit Procurement Cost was estimated at $178 million in 2006, based on a production run of 181 aircraft. It was estimated by the end of production, $34 billion will have been spent on procurement, resulting in a total program cost of $62 billion, around $339 million per aircraft. The incremental cost for an additional F-22 was estimated at about $138 million in 2009. In March 2012, the GAO increased the estimated cost to $412 million per aircraft.

Airbus A340-300

With a service range of 7,400 nautical miles, Airbus’ A340-300 is tailored to meet the needs of the 275-300-seat long-range market – offering direct point-to-point services and increased flight frequencies at lower costs.

It thrives in many market environments and often forms a key part of a larger international operation with major and flagship carriers, operating along with other A330 or A340 models.  As flagships with smaller airlines, A340-300s provide vital long-range links to and from less populous cities; while serving as a cost-effective 275- 300-seat long-range complement for operators of A320 Family aircraft. 

As a result of its four engines, the A340-300 does not require any ETOPS (Extended-range Twin-engine Operational Performance Standards) certification – allowing for quick start-up of long-haul operations. It also has good ‘hot and high’ capability at airports that would be off-limits to other aircraft. 

The A340-300 provides the best economy in its class, reaching a 5 per cent lower fuel per trip compared to competing aircraft.

Like all members of Airbus’ family of modern jetliners, the A340-300 features a number of key innovations, including fly-by-wire flight controls, which bring increased flight protection as well as weight and cost savings; advanced weight-saving materials such as carbon fibre; and fuel-saving aerodynamics.  Commonality with Airbus’ family of fly-by-wire jetliners also brings important reductions in training and maintenance costs, providing customers with an important competitive advantage.

The A340-300 demonstrates outstanding environmental efficiencies, including low fuel burn and reduced engine emissions, while its reduced noise signature comfortably meets international standards.

The four-engine A340-300 features one of the quietest cabins in the sky, a key element for relaxing long-haul operations with 275-300 passengers in a typical configuration, or up to 440 travellers in a high-density arrangement. The A340-300 cabin allows for a wide variety of customised interiors, providing excellent versatility for operators of this widebody Airbus jetliner.  

Under the main deck, the A340’s large cargo holds provide voluminous capacity for extra revenue.  

With large cargo doors standard, it is able to take industry-standard LD3 containers in side-by-side loading.  The A340-300’s forward hold accommodates six 96-inch pallets or 18 LD3 containers, while the aft hold accepts 14 LD3s or a mix of three 96-inch pallets and two 88-inch pallets.

Airbus A380 Custom

We all have seen how Saudis go about spending the loads of money that they have got. However, what we will show you today is a bit too superfluous even for a Saudi prince.

The basic concept behind being rich is simple; fly first class, own your own private jet or maybe have your name painted on it. But Prince Alwaleed Bin Talal has taken it to the next level by pulling of this new feat. The Prince has recently acquired an Airbus A380 which costs $300 million and is spending another $200 million to customize it into something that will look more than just spectacular!

Prince Alwaleed Bin Talal has a net worth of $18 billion but still this feat seems a bit too overboard, don’t you think? Prince employed his investment firm, Kingdom Holding, to acquire shares of some companies and it has really paid off. The companies include; News Corp, Apple, Citigroup and Twitter and is also the proud owner of The Savoy (London), the Fairmont (San Francisco), the Plaza (New York) and the Four Seasons. Prince also owns a number of yachts and his car collection currently contains 200 automobiles and has three palaces at his disposal with a total area of 5 million square feet. Once the Airbus is ready and is delivered to the Prince, he will be the owner of four gigantic private jets; the last addition being the world’s largest and most costly private plane. A typical Airbus A380 is capable of handling 800 passengers.

The remodeled Airbus A380 for the Prince shall have the following list of features and well, if these are just the highlights, we are sure that it is going to be one heck of an Airbus to own indeed. The Airbus shall come with a parking space for his Majesty’s Rolls Royce while supporting a concert hall which will be able to hold 10 persons and shall even have a stage for private entertainment sessions.

The plane will also come with spa treatments and rooms dedicated as steam rooms with tiles made of marble. There are plans of incorporating a room which will have flat screen TVs on walls and floors. These TV’s shall be telecasting to passengers what the Airbus is flying over and they call it the “Magic Carpet” room.

There shall be a room with holographic monitors and a prayer room with mats that shall automatically adjust themselves to face Mecca. There are many other features in the Airbus as well, such as an elevator that can be used to access different levels.

Money can’t buy happiness, but it sure can buy stuff that can make you feel amazing!

Northrop Grumman B-2 Spirit

The Northrop (later Northrop Grumman) B-2 Spirit, also known as the Stealth Bomber, is an American heavy strategic bomber, featuring low observable stealth technology designed for penetrating dense anti-aircraft defenses; it is a flying wing design with a crew of two. The bomber can deploy both conventional and thermonuclear weapons, such as eighty 500 lb (230 kg)-class (Mk 82) JDAM Global Positioning System-guided bombs, or sixteen 2,400 lb (1,100 kg) B83 nuclear bombs. The B-2 is the only acknowledged aircraft that can carry large air-to-surface standoff weapons in a stealth configuration.

     Development originally started under the "Advanced Technology Bomber" (ATB) project during the Carter administration, and its expected performance was one of his reasons for the cancellation of the supersonic B-1A bomber. ATB continued during the Reagan administration, but worries about delays in its introduction led to the reinstatement of the B-1 program as well. Program costs rose throughout development. Designed and manufactured by Northrop Grumman, the cost of each aircraft averaged US$737 million (in 1997 dollars). Total procurement costs averaged $929 million per aircraft, which includes spare parts, equipment, retrofitting, and software support. The total program cost including development, engineering and testing, averaged $2.1 billion per aircraft in 1997.

     Because of its considerable capital and operating costs, the project was controversial in the U.S. Congress and among the Joint Chiefs of Staff. The winding-down of the Cold War in the latter portion of the 1980s dramatically reduced the need for the aircraft, which was designed with the intention of penetrating Soviet airspace and attacking high-value targets. During the late 1980s and 1990s, Congress slashed plans to purchase 132 bombers to 21. In 2008, a B-2 was destroyed in a crash shortly after takeoff, though the crew ejected safely. A total of 20 B-2s remain in service with the United States Air Force, which plans to operate the B-2 until 2058.

     The B-2 is capable of all-altitude attack missions up to 50,000 feet (15,000 m), with a range of more than 6,000 nautical miles (11,000 km) on internal fuel and over 10,000 nautical miles (19,000 km) with one midair refueling. Though originally designed primarily as a nuclear bomber, it was first used in combat dropping conventional ordnance in the Kosovo War in 1999 and saw further service in Iraq and Afghanistan.