#DISTANCE 3 NAUTICAL MILES...

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// TUNING...

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[sigrid-of-solstheim]

How did you come up with the size/distances for the layout of Cyrodiil in you fanfic? Also how far is a league? Is it like a Nautical league?

Hi!

Well, obviously the scale for things in-game is really small compared to an irl country, or even the way Cyrodiil is described in lore. So to upscale I tried to base it off of a real life example. There was a post going around awhile back where people discussed the size of Skyrim, and the general consensus seemed to be that it was close to the size Poland. Going off of that I decided to make Cyrodiil, which is a bit bigger than Skyrim, based roughly off the size of modern Germany -both because of size and also because Germany is a convenient shape to overlay with Cyrodiil. I took maps of both Cyrodiil and Germany, sized them appropriately, and established a distance key that corresponds equally/accurately as I could to both.

So for example, using my upscaled version, I determined that the distance from Chorrol to Kvatch (cutting cross country, not following the road) is about 290km.

None of the measurements are 100% exact to real life, the leagues I decided are about 3 miles (I think that is actually the modern standard, though Roman and Medieval leagues were often shorter) and rounded that up to 5km for easier calculations. So a cross-country trip from Chorrol to Kvatch is 290km or 58 leagues.

Thanks for the ask!

[honourablejester]

Some Nautical Magic Items (D&D 5e)

A random collection of salty artefacts for people to stumble across.

Trinkets

A plain, rusty sword hilt covered in barnacles, that sounds like the sea and whispers of salt and blood when touched.

A battered green glass fishing float, half filled with water, in which odd motes of greenish light bob and float, causing the bauble to emit a watery, green, dim radiance to a distance of 5ft.

A flute carved from whale bone that cannot be played, but sings a mournful whalesong by itself when held.

A 2-inch scrimshawed ivory plaque carved with a large seabird that absorbs any blood spilled upon its surface without staining.

Common Magic Items

SAILOR’S SALVATION (Wonderous Item). This leather waterskin has a chased silver mouthpiece. If filled with seawater, the waterskin converts it to clean, fresh drinking water after 1 minute. This transformation does not work on other liquids.

GRACEGIRDLE’S GUSTY MOTIVATOR (Wonderous Item). The product of gnome wizardry, this marvellous item appears to be a roughly 1ft diameter conch shell, beautifully carved, and mounted on a swivel attached to a pair of metal vices that would allow it to be fastened to the hull of a rowboat. If affixed to the rear of a small rowing vessel, the gusty motivator provides power to the boat equivalent to a sail, allowing the rowboat to move at a speed of 2 miles per hour without all that strenuous rowing nonsense. The boat can also be steered by adjusting the motivator on its swivel.

SAILMAKER’S NEEDLE (Wonderous Item). This heavy sailmaker’s needle, designed for moving through canvas, is enchanted to greatly speed repairs. As an action, the bearer can touch the needle to a piece of damaged cloth or sail and speak a command word, whereupon the needle with fly into the air and beginning repairing the material at a speed of 2ft per minute until it either runs out of material or the command word is spoken again. The needle produces its own thread to do this. It is not advised to use the sailmaker’s needle to repair clothes unless one is satisfied to have them stitched with sail thread.

Uncommon Magic Items

SCINTILLANT NET (Weapon (Net), Requires Attunement). Woven of strange, faintly glowing seaweed, this net does not restrain its target, but rather binds itself to them on a successful hit. The target must make a DC 14 Strength saving throw. On a successful save, the net deals an extra 1d4 poison damage and falls away, returning to your hand. On a failed save, the net binds itself to the target and sinks into their hide for 1 minute. The target may repeat the save at the start of each of their turns, the net falling away and returning to your hand on a success. While bound in this way, the target’s speed is reduced by 10ft, and their form is outlined in bluish-green luminescence, granting advantage to all attacks against them, and rendering them unable to benefit from invisibility.

Rare Magic Items

REACHER (Weapon (Pike), Requires Attunement). This heavy boarding pike has a beautiful bronze finish protecting its iron head, and is carved with images of grasping tentacles along its wooden haft. You gain a +1 bonus to attack and damage rolls made with this magic weapon. On a successful hit with this weapon against a large or smaller enemy, the wielder can use a bonus action to attempt to pull the enemy forward off their feet with the hook. The enemy must make a Strength saving throw (DC equal to 8 plus your proficiency plus your strength modifier) and is knocked prone on a failed save. In addition, this weapon has 3 charges which replenish every day at dawn. The wielder can expend a charge as a bonus action to teleport to an unoccupied location that they can see within 40ft of them.

[adickaboutspoons]

Ah, Cuddling for Warmth, my beloved! And yet, I've never written it. So it goes a little something like this:

So did you know that Historical Blackbeard used to frequent the Chesapeake Bay? And that in fall of 1717 he was operating there with Stede Bonnet? Well, your girl is from Maryland, & has come home many a trick-or-treat barely able to feel her fingers.AU where Ed investigated why Stede didn't meet him, & stumbled across the scene with Chauncey. Stede is in shock, non-verbal, white-faced, practically immobile. Ed's survival instincts take over - he gets Stede to the dingy, rowing them away, keeping a running monologue about how everything's going to be ok; they'll be in China before he knows it. Stede eventually comes to himself enough to say "I have to go back." Ed is like, yeah, we can't do that right now. Stede is in full meltdown mode, barely able to choke out disconnected nonsense about "ruin" & "my family" & "I'm a monster." Ed is doing his best to calm him down, but he's only seen Stede like this right before the reveal of his plan to evade the Spanish, & Stede is the one that has it all figured out - is cool & calm & in charge when Ed is freaking out. He has no idea how to be that for Stede. He just keeps talking about China & how nice everything will be & they'll be safe. Eventually Stede snaps "I can't go to China with you! I have to go home! I have to save my family!"

Ed feels it like a slap. It would be one thing if Stede just didn't want to go to China. He'd go anywhere Stede wanted him to. But Stede doesn't want to go anywhere with him. Stede wants to go back to Mary.

"Yeah. Alright. We'll get you back to your family," he says, his voice leaden. "But we can't go now. Two infamous pirates ran out on their Grace & a dead admiral in the woods? There won't be a cove they don't scour trying to find us. Caribbean's gonna be too hot for awhile. We gotta go somewhere until things die down a little."

"Not China."

"Yeah. Not China," Ed agrees, stepping down hard on the urge to sob. Think. You can feel later, but right now you have to think. "I know a place," he says eventually. "Up north. No one will think to look for us there."

Stede doesn't say anything. He's huddled at the other end of the dinghy rocking & staring off into nothing, but he nods his head a little, so Ed takes that as good enough. The rest of the trip back to the Revenge is silent.

A tall ship can travel at up to 10 knots, but usually more around 3-4 (don't look at me like that, I already looked this up for a different fic), & it's ~1800 nautical miles from Bridgetown to Annapolis (go ahead & look at me like that; I DID look that up just now, but I have a nifty little nautical distance calculator bookmarked from the previously mentioned fic), so that's about 24 days journey, which puts them in Maryland around October 28th.

Ed was born in Bristol; though he's spent most of his adult life in the Caribbean, he's got his fair share of chilly, drizzly autumns under his belt.

Stede was Barbados born-&-bred. He's never been so cold & miserable in his life. He's consumed with what Chauncey said, out-of-his-mind with worry for his family (he thought they'd be better off without him. Oh, God! What has happened to them?), & if all that wasn't bad enough, Ed has been so distant since they got back to the ship. Probably it's finally dawned on him just how ruinous his association with Stede really is. Probably he's withdrawing to insulate himself from further contamination.

Good for him.

Since I'm a The Metaphors are Barely Surface Level bitch, it's all about cold as a metaphor for emotional distance & freezing one another out. It all comes to a head on All Hallow's Eve, when temps dip so everything is rimed with frost & Some Contrivance leads Ed to the captain's quarters where he finds Stede, hollow-eyed, feeding his precious library to the fireplace because he's just so damn cold & nothing matters anyway. And then there is bed sharing & cuddling for warmth (& maybe a little Ed having to hold Stede down to keep him there. For me. As a treat). Stede resists because he KNOWS Ed doesn't want to be with him anymore, & he's shouldn't force himself to stay. Ed is all "What the fuck are you talking about, you're the one who wants to leave me." They have a good, healthy row where everything comes out & they realize the idiotic assumptions they've been making & Stede gets to have his Bathtub Moment while Ed holds him. After there are gentle words & kisses, & IDK maybe make-up sex.

The next day they start sailing south again & something, something they'll figure out how to save Stede's family together.

And then I figure out what happens with the actual plot? Or maybe I leave it there, because, LBR, the "plot" was only ever a contrivance to get to the yummy tropes & emotional stuff.

[charlesandmartine]

Thursday 26th December 2024

Sydney to Hobart Yacht Race

Boxing Day is celebrated here as a public holiday, as in a lot of places the British Empire has left its mark, and the methodology for celebration is the same here as elsewhere, the sales. However, interestingly, it is called Proclamation Day in the state of South Australia, and this recognises the passing of the South Australia Act 1834 and signed off by William IV. Technically, that was December 28th and a public holiday, but it looks like it might have merged with Boxing Day to keep it tidy. Well, anyway, that's SA, and we here in NSW have no such complications to concern ourselves with.

It has been a couple of days of big anniversaries. Christmas Day marked the 50th anniversary of Cyclone Tracy, which completely destroyed Darwin. And today is the 20th anniversary of the tsunami that hit the Indian Ocean region. Our Prime Minister Anthony Albanese has made speeches commemorating these events on TV over the last two days.

The Sydney to Hobart Yacht race kicked off at 13.00 today with 105 craft taking part over a distance of 628 nautical miles. Don't ask me what that is in English. We had a few moments on Manly Beach before shooting off to North Head, which is the northern point of the entrance to Sydney Harbour. So we knew where we had to head for, but we were guessing where we might get close enough to the sea to get a good view of the channel. So we started from Shelly Beach and began to climb the headland where we could recall there being a viewpoint of the harbour entrance. Now we figured the boats would reach the Pacific and turn right to sail south to Tas. Finding a good view was proving more difficult than we thought, and the 13.00 start time was drawing nigh. Then we caught sight of someone else walking with a purpose, and then another, and before long, we had us a convoy. We made it to Fairfax Lookout in time to see something. Now, naive little thing that I am, I wasn't prepared for what I was about to see. As we peered above the parapet, an armada metamorphosed in front of us. There were thousands of crafts of all types and sizes, but there in the foreground centre, were the big boys, the main event, 100ft boats, and to the fore of these was Law Connect, last year's winner. They should be in Hobart in 48 hours, but expectations are that the winner should romp home by 10.15 Saturday! Tough task, since really bad weather is predicted in the Tasman Sea tonight! Rather them than me. Following the convoy further for a better view, we were weaving along pathways of what was a WW2 fortification protecting the harbour from Japanese attack. Suddenly, the old fort roads opened out to provide wide vistas of the harbour, magnificent views back towards Sydney's CBD with a sliver of the harbour bridge just peeping over distant treelines. But there, commanding and enabling the best view possible of the channel from the Northern shores was a structure designed for the job. Oh, and a few thousand spectators with similar aims and ambitions in mind to ours. Oh, and the media, security, helicopters overhead, etc. But the boats were speeding now, the large craft way beyond the harbour entrance and turning towards Tasmania spinnaker sails billowing by a very strong NE wind. These are seriously large boats, and if they are to make the distance by just after breakfast, they will need to shift.

Excitement over, the crowds dispersing, lunch was beckoning. As we munched, we were able to ponder the information display boards surrounding us:

The big night was 31st May 1942. 5 large Japanese submarines were stationed 35 nautical miles off Sydney Harbour. Don't ask me what that is in English. 3 subs had mini subs clamped to their decks. The harbour was protected, where we sat were anti-aircraft gun emplacements, there were submarine detector loops, a boom net stretching across the harbour, and naval ships in port. Pretty thorough job. One mini sub became entangled in the boom net, and the crew blew themselves up. The other two got through, and the cruiser USS Chicago was damaged, HMAS Kuttabul was sunk. The allies sunk one of the remaining 2 mini subs, and the crew of the other sub killed themselves. Who said the war did not reach Australia? The human aspect to this carnage was that the bodies of the dead Japanese sailors were recovered, cremated with full naval honours, and their ashes returned to Japan.

With that, we returned to Manly, and a little longer session on an extremely windy beach, quite successfully exfoliating us. The lifeguards now quite agitated because today, not only did they have miscreant swimmers in all the wrong places, and rip tides, but also in the mix were blue bottle jellies! They were beside themselves with the tannoys squawking continous incoherent commands!

ps. We watched. It's a Wonderful Life tonight. Well, it is Christmas.

[flyinghub]

10 Affordable Private Jets to Consider in 2024

Private jets are often seen as symbols of extreme wealth, but there are options for those seeking the luxury of private air travel at more attainable prices. In 2024, several jets offer a blend of affordability, performance, and comfort. Let’s look at 10 private jets that stand out in terms of value and accessibility.

1. Cirrus Vision Jet – $1.96 Million

Known for its revolutionary design, the Cirrus Vision Jet is a compact, single-engine jet ideal for personal travel. With space for seven passengers and a range of 1,275 nautical miles, it’s a popular choice for short-range flights and first-time jet owners.

2. Learjet 60 – $2 Million

The Learjet 60 has long been a staple of the private jet market. It comfortably seats up to eight passengers and offers excellent range and speed for its price. With a cabin height of 5.7 feet, it allows travelers to enjoy a comfortable and spacious environment.

3. Cessna Citation X – $3 Million

One of the fastest jets available, the Citation X reaches speeds near Mach 0.935. With room for 12 passengers and a range of 3,460 nautical miles, it’s designed for longer journeys and those who value speed and efficiency.

4. Stratos 716X – $3.5 Million

The Stratos 716X is a relative newcomer offering exceptional speed and efficiency. This single-engine jet can carry four passengers over a range of 1,500 nautical miles, making it ideal for short business or leisure trips.

5. HondaJet HA-420 – $3.7 Million

Honda’s entry into aviation, the HA-420, has been a hit thanks to its fuel-efficient design and innovative over-the-wing engine placement. It accommodates six passengers and has a range of 1,223 nautical miles, making it both economical and practical.

6. Embraer Phenom 100 – $4.95 Million

Embraer’s Phenom 100 offers the comfort and style of larger jets but at a lower price point. With room for eight passengers, a range of 1,178 nautical miles, and modern avionics, it’s perfect for shorter, more frequent trips.

7. Cessna Citation CJ3 – $7 Million

For those needing a bit more space and range, the Citation CJ3 offers seating for nine passengers and a range of 2,040 nautical miles. Known for its fuel efficiency and reliability, it’s a great mid-size option for both personal and business use.

8. Embraer Legacy 600 – $10 Million

The Legacy 600 offers a luxurious experience with its spacious cabin and seating for 14 passengers. With a range of 3,400 nautical miles, it’s built for long-distance travel with all the comforts of a high-end hotel suite.

9. Cessna Citation XLS+ – $12.8 Million

Praised for its versatility and performance, the Citation XLS+ can handle both short and long-range flights. It seats up to 12 passengers and boasts a range of 2,100 nautical miles, with the ability to take off and land on shorter runways.

10. Embraer Legacy 650E – $25.9 Million

Though it’s at the higher end of the list, the Legacy 650E provides incredible value for a large private jet. It can carry 14 passengers across 3,900 nautical miles, offering three distinct cabin zones for maximum comfort during long flights.

Conclusion

The world of private aviation in 2024 offers a wide range of options for those looking to combine luxury with practicality. These jets provide a blend of affordability, speed, and comfort, proving that private jet ownership doesn’t always require an enormous budget. Whether you're planning shorter hops or transcontinental journeys, these aircraft make private travel more accessible than ever.

[critter-of-the-day]

2nd of September 2024: Walker’s Cicada

Let us take a look at Walker’s Cicada (Megatibicen pronotalis). They’re found in the Eastern US and are considered to be one of the largest cicadas there at a body length of 3-4 cm [1].

The males will generally sing from willows or small trees. They’ll have dry, pulsing, trilling call, but they really stand out when it comes to their alert calls [2]. Their alarm call reaches levels of 105.9 dB at a distance of 50 cm, making them one of the loudest insects in the world [1]. For context, that’s about the noise of a jackhammer or a Boing 707 one nautical mile before landing [3]

They have several subspecies, and the name Walker’s Cicada is used to refer both to the species overall [4] and A. p. walkeri [2]. Walker didn’t actually describe them at first, rather that honour goes to a Mr. Say in 1825. Instead, Walker simply realised that the name Say had given them, Cicada marginata was already in use, and so renamed them C. marginalis in 1852. Many names and around 10 more taxonomic clarifications later, including someone else realising in 1955 that C. marginalis had been claimed in 1763 [5], and being separated into a new genus Ameritibicen [6], only to be put back into Megaticiben when they genus were lumped back together, we finally arrived at the name with which I started this post [7].

Sources: [1] [2] [3] [4] [5] [6] [7] [Image]

[aikoiya]

I mean... The scary thing is that it's actually motherhubbin' possible. And you wouldn't even need to make any flippin' changes to OG Greek myth either!

Btw, holy cats! Like, I'm not sure ya'll really get just how very weird Greek myth is because there is LITERALLY a freakin' myth for this!

Then again: Oedipus, the Minotaur, how some myths say Ares was born, how Despoina was conceived, Chronus & Zeus... just Chronus & Zeus, honestly. They're both sacks of shit.

Just keep this in mind, ya'll. Greek myth is all kinds of effed up!

I won't go into detail because it's super freakin' weird, but I will tell you to look up the legend of the Spring of Salmacis & leave you with this.

Worst part? This specific myth is thought to have taken place around 100-500 years before the events of the Odyssey is believed to have taken place. Which means that if Penelope is being legit about this, then for all we know, she had someone go & retrieve a hydriai (clay pot that runners used to carry water) back from there & that's what worries me!

Consent is key, ya'll!

Edit: So, anyway, I was curious, so I looked some stuff up as far as a plausible travel time.

To start off, I'm just giving a day to account for the travel between Ithaca & Peloponnese, which is where Amàliada is located, as well as breaks because no one can be on the move 24/7.

Next, the distance from Amàliada to Athens is 209 km. The average Greek horse could reach something like 40-45 mph (64.37-72.42 km/h). So, 2.9-3.3 hours or 3-3.4 hours. Which means that a round trip on horseback would be about 5.9-6.7 hours.

Distance from Athens to Bodrum is 182 nautical miles. Provided the vessel used has an average cruising speed of 5 knots, then a one-way trip should be something like 3 days. And, though sail speed varies depending on vessel, I've got 2 possible candidates & both are at least that fast, if not faster.

A Tririme was a 15th century ship (around the time that it was believed that Odysseus' quest took place) available to Greek royalty & they're believed to be able to sail at 7-9 knots depending on if they were using the sails or the oars available to them.

Meanwhile, the penteconter was a 50-oared galley with 25 on each side. And it was said to be capable of 5-7 knots, with a top-speed of 9 knots according to Homer.

So, somewhere within the ballpark of 38.33-49.3 to 69-70 hours. Meaning between 2-3 days, times 2, so 4-6 motherhubbin’ DAYS by boat! But, again, that isn't including the time it would take to locate the spring.

So, 20.2-36.4 hours one way. Making it 40.4-72.8 hours going both ways.

46.2-79.4 hours.

That's around 2-4 days. Of course, that isn't counting what time it would take to locate the spring itself then return to Bodrum proper. And, upon looking real quick, the believed location of that spring is Kaplan Kulesi, which is around… Oh my gosh… I'd bet money that it's in the freaking military base surrounding Tiger Tower & civies aren't allowed on the premises…

Anyway, it's around 1.1 km from Milta Marina & around a 16 minute walk from point A to point B, so I wouldn't be shocked if the spring weren't too far from there either. Regardless, Bodrum Castle is about 180 by 185 meters & the general location wouldn't be much larger, meaning that it could take anywhere from a few hours to a number of days to thoroughly search the area. However, I'd maybe give it between a day & a week at most. Add back in the day of time needed to get to Amàliada & that totals things to around 4-12 days. Less than 2 weeks.

That's freaking nothing, dude. Of course, this is all locations that exist today & this is only provided that Penelope did her research beforehand. Possibly even smoozed Ody's great grandpappy into squealing on the location. But that isn't the point.

The point is, this crud isn't just possible. It's downright achievable. And that terrifies me.

...

Oh, & also. I just wanted to let everyone know that either Hermes or Aphrodite has a seriously crappy naming sense. If you look up the legend of Salmacis, then you will know exactly what I mean.

One final warning: THE LEGEND IS FLIPPIN' WEIRD!!!

kesha song app requested i do a penelope version who am i to say no to a request (design cred: gigi)

[sngl-led-auto-lights]

Why don't boats have headlights?

Ships do not have "headlights" in the traditional sense, but use specific navigation lights and signal lights, which are closely related to their navigation environment, international regulations and safety requirements. The following is a detailed explanation:

​​1. Navigation rules and lighting design logic

International Regulations for Preventing Collisions at Sea (COLREGs)

Core principle: Avoid collisions, not illuminate the waterway.

Navigation light system:

Red and green lights: red light on the port side (Port), green light on the starboard side (Starboard), indicating the direction of the ship.

White mast light: visible from the bow to the stern, showing the position of the ship.

Tail light: white, covering a range of 135° (only visible from the rear).

Example: Two ships meet at night: If you see the other side's green light on the starboard side, you need to actively avoid it (the green light side has the right of way).

Problems with headlights in navigation

Glare interference: Strong light reflected on the water surface will reduce the visibility of other ships (similar to the interference of car high beams). ​​Signal confusion​​: The color/angle of a ship's lights is a "language", and headlights may mask key signals. ​​II. Alternative lighting solutions​​ ​​1. Searchlight​​ ​​Purpose​​: Temporary lighting when berthing, search and rescue, and passing through narrow waterways. ​​Restrictions​​: COLREGs stipulate that searchlights must not interfere with navigation lights (need to be turned off or dimmed). ​​2. Radar and electronic navigation​​ ​​AIS (Automatic Identification System): Real-time sharing of position, speed, and heading. ​​Radar: Detect obstacles (other ships, icebergs, etc.), with an effective range of up to 96 kilometers. ​​3. Sound and light signal equipment​​ ​​Foghorn: Sound the horn to warn in low visibility (frequency is related to the ship type). ​​Flare/flashlight: Used in emergencies. ​​III. Exceptions for special vessels​​

Small vessels (such as speedboats, fishing boats)​​

Optional handheld searchlights: used for short-distance observation of buoys or fishing nets, but avoid continuous operation.

Military/scientific research vessels​​

Infrared/laser equipment: used for night operations without interfering with conventional navigation lights.

Inland vessels​​

Local lighting requirements: Some rivers require vessels to install forward-facing low-light lights (such as China's Yangtze River Night Navigation Rules). ​​Fourth, compare the logical differences of car headlights​​ ​​Parameters​​ ​​Car headlights​​ ​​Ship navigation lights​​ ​​Main functions​​ Illuminate the road + indicate your presence Mark position/direction + avoid collisions ​​Brightness requirements​​ High (1000–3000 lumens) Low (navigation lights only need to be visible 1–3 nautical miles) ​​Legal basis​​ Road safety laws of various countries (such as FMVSS 108) International COLREGs + local maritime regulations ​​Interference risk​​ Glare from oncoming vehicles Water surface reflections interfere with global navigation signals ​​V. Data support​​ ​​Accident statistics​​: According to the International Maritime Organization (IMO) data, 80% of nighttime collisions are caused by misunderstanding or missing light signals, not insufficient lighting. ​​Energy efficiency ratio​​: Navigation lights consume only 10–50W (LED), which is much lower than car headlights (55–150W), and meets the limitations of ship power systems. ​​Summary​​ The fundamental reasons why ships do not need "headlights" are:

Navigation rules prioritize signal identification rather than active lighting;

The natural rejection of strong light by the water surface environment (reflection/interference);

Modern electronic equipment replaces visual detection.

If headlights are forcibly installed, it may violate COLREGs and increase the risk of collision. Special needs (such as search and rescue) can be temporarily solved by compliant searchlights.

[chaoticlesbeanfrog]

I know that 10+7=17

Odysseus was gone for 20 years. If Odysseus was at war for 10 years and Calypso trapped him on her island for 7 years, what happened to those 3 years? (This a question for the musical, not the myth)

According to my research (aka Google), the distance between Troy and Ithaca is 565 nautical miles, which is 650 miles. Ancient Greek ships could travel up to 6-9 knots (so like 6-10mph)

So we have a ship going at least 8mph, needing to travel 650 miles, distance/speed = time, 650/8=81.25 hours

81.25 hours is about 3-4 days, accounting for weather and stops so they can sleep, because Google says that the Greeks usually stopped at islands so they could sleep. Accounting for that I'd say the journey straight from Troy to Ithaca would take 1 -1 1/2 weeks, 2 weeks if I'm feeling generous.

I'm pretty sure that more adventures and hijinks are in the original writings by Homer, but what happened in the musical? PLEASE CORRECT ME IS I GOT ANY OF THIS WRONG, I'm kinda stupid

[airsllides]

airsLLide No. 10900: RA-86015, Ilyushin 86, Aeroflot, Geneva, March 11, 1995.

The Ilyushin 86 was the USSR's first wide-body jet, in size comparable to the A300 which also earned it the occasional nick-name of the «Soviet Airbus». Due to the limited choice of readily available engines, it was however designed as a four-engined jet - cosiderations about operating economics did not matter much in the planed economy of the East. With its four Kutznetsov NK-86 engines however, it was still rather underpowered, limiting its maximum take-off weight and thus its available range to just 3'600 kilometres (1'950 nautical miles) with a payload of 40 metric tonnes (88'000 lbs), compared to 5'375 kilometres (2'900 nautimal miles) for an A300B4 with a similar load.

The production run of the Ilyushin 86 totaled 102 units, two pre-production prototypes (CCCP-86000 and 86001) and 100 airframes for delivery to customers. RA-86015, or the 13th unit of the serial production run, is seen here in the post-Soviet days, performing a seasonal flight from Moscow to Geneva for Russian winter tourists going to resorts in the French Jura mountains in the picture's background or to the French or Swiss Alps behind the photographer. She is operated by Russia's flag carrier Aeroflot Russian International Airlines - as the grey tailfin indicates that Aeroflot had introduced to its existing livery after the USSR's break-up.

And because she's quite a photogenic bird, here she is an hour and a half later, getting ready to taxy from her stand for the 3 hours and 40 minutes return leg to Moscow-Sheremetjevo, a distance of some 2'400 kilometres or about 2/3 of its available range.

airsLLide No. 10902: RA-86015, Ilyushin 86, Aeroflot, Geneva, March 11, 1995.

[mass-convergence]

“Why does it take me so long to write shit?” I ask myself as I stopped writing 3 sentences into a Criminal Minds fic to look up the cruising speed of a Gulfstream and the distance from Quantico to Idaho in nautical miles …. Because I wanted to know the location of the sun when they got off the plane for literally a throwaway sentence that has literally nothing to do with anything else in the fic.

I just don’t get it.

I have no clue why it takes me approximately 50 million years to write anything.

Total mystery.

[descubredonostia]

Regattas 2024 - the La Concha flag: Everything you need to know

History of the La Concha Flag

The La Concha flag, also known as estropadak, are one of the most important and oldest rowing competitions in the Basque Country. These regattas, which are held every year in the Bahía de la Concha in San Sebastián, have their origin in the world of open sea fishing, where trawlers were used to capture species such as sardines and anchovies. These boats required strong and resistant crews, capable of rowing for long hours to reach the fishing grounds, and returning to the port quickly with the catch to participate in the auctions. The first official edition of the La Concha flag took place in 1879, when this competition was included in the program of summer celebrations in San Sebastián. On that occasion, the fishing trawlers that traditionally faced each other in challenges for money, began to compete for the prized flag, which marked the start of a tradition that continues to this day. Over more than a hundred years, the Concha flag has evolved, but it has always maintained its essence and its connection with the sea and fishing. The trawlers that participate in this competition have very specific technical characteristics. These are slender boats about 12 meters in length, which have a crew of between 12 and 13 rowers, as well as a skipper who is in charge of directing the course. Although over time engines replaced the power of rowers in fishing boats, the trawlers have retained their traditional design for competitions, keeping the essence of this ancient fishing practice alive. La Concha Bay is the perfect setting for this competition, with its semicircular shape and relatively calm waters, which offer an ideal regatta field. The competition takes place over two days, the first two Sundays in September, and brings together thousands of spectators who gather in emblematic places such as Urgull, Igeldo, the New Walk and the Pier to follow the race closely. One of the important milestones in the history of the La Concha flag was the incorporation of the women's category in 2008. Since then, women have actively participated in the competition, and have become a fundamental part of the event. This inclusion responds to the growing demand for equality in sport and reflects the organization's commitment to gender parity. La Concha Regattas competition system is based on a first phase of qualifying regattas, which are held in the days prior to the main competition. In these qualifiers, the trawlers compete against the clock to obtain one of the seven places that will allow them to compete in the final. On the final day, in both the men's and women's categories, two rounds are carried out with the best trawlers, and the crew that obtains the best time calculation in the two days will be the winner of the La Concha flag.

The La Concha Flag Regattas 2024

The 2024 edition of the La Concha flag promises to be an exciting event, with a wide participation of traineras in both the men's and women's categories. This year, the competition will take place on September 1 and 8, as is traditional, in La Concha Bay, where the best rowing teams on the Cantabrian coast will meet. Key and qualifying dates The qualifying regattas, which determine which clubs will join the main competition, will be held on August 28 and 29. On August 28, it will be the turn of the 23 men's trawlers, who will compete in a time trial over 3 nautical miles. On August 29, it will be the turn of the 20 female trawlers, who will travel a distance of 1.5 nautical miles. Both tests will be carried out at one-minute intervals between each boat, and only the seven best trawlers in each modality will advance to the final phase. The final competition September 1 and 8 will be the main days of the La Concha Regattas. In these two days, both the male and female trawlers will face each other in La Concha Bay, seeking to win the flag. The format of the competition maintains its tradition: each crew will compete in two rounds and the winner will be the one with the best accumulated time on both days. The event is not only a high-level sporting spectacle, but it has also become an essential event for fans of rowing and Basque culture. Thousands of people gather around the bay to follow the competition live, while many others enjoy it through television broadcasts. Participation and prizes in 2024 In the 2024 edition, a total of 43 trawlers will participate in the qualifying regattas, 23 in the men's category and 20 in the women's category. The local team, Kaiarriba Donostiarra, is one of the big favorites and is expected to fight to maintain the high level it has shown in previous editions. Participating Teams in the Men's Category - Ares - Arkote - Astillero - Bermeo - Cabo-Rianxeira-Boiro - Chapela-Wofco - Club de Mar de Castropol - Club do Mar Bueu-Simei - Deusto-Bilbao - Getaria - Kaiku Berez Galanta - Lapurdi-Antton Bilbao - Lekittarra-Elecnor-BM - Ondarroa Kide - Orio Orialki - Orsa Hondarribia - San Juan-CMO Valves - San Pedro-Harri - Sotera Santurtzi - Tirán-Pereira - Zarautz-Gesalaga-Okelan - Zierbena Bahías de Bizkaia - Zumaia Delteco Participating Teams in the Women's Category - Astillero Eneryt Services - Cabo-Rianxeira-Boiro - Cesantes Rodavigo - A.Megroove-Cefycal - Chapela-Wofco - Club de Mar de Castropol - Deusto-Tecuni-Bilbao - Donostia Arraun Lagunak - Hernani Mitxelena Mekanizatuak - Hibaika Jamones Ancín - Hondarribia Bertako Igogailuak - Kaiku Nortegas - Ondarroa Cikautxo - Orio Orialki - Rianxo - Salgado Perillo - San Juan-CMO Valves - Tirán-Pereira - Tolosaldea - Zarautz-Gesalaga-Okelan - Zumaia Delteco Regarding the awards, the organization maintains its commitment to equality, granting the same financial amounts in both the male and female categories. The total prizes amount to €85,500, of which €25,000 and the flag will be awarded to the winning crews. In addition, each rower and shirt from the winning teams will receive a miniature replica of the flag as a souvenir of their participation. For the ninth consecutive time, the Guipuzcoan business association ADEGI will present the special prize to the Guipuzcoan trawler with the best accumulated time on both days. This award includes a trophy in the shape of a trawler and an additional financial reward of €5,500.

Specific Details of the 2024 La Concha Flag

Sponsors and Trophies The 2024 edition of the La Concha flag is sponsored by various entities that reinforce the importance of this event. Euskadiko Kirol Portuak, for example, sponsors both the men's and women's categories, and will be in charge of presenting trophies to the winning crews along with the La Concha flag. In addition, the ADEGI association, which has been supporting the competition for the last nine years, will present the special prize to the best Gipuzkoan trainer, both in the men's and women's categories. This prize consists of €5,500 and a trophy that reproduces a trawler. These types of incentives reinforce the commitment to the quality and competitiveness of the regatta. Tickets and Access The La Concha flag event always attracts a large crowd of fans, and 2024 will be no exception. For those who wish to witness the event live, tickets can be purchased in several ways. Prices for general access are €4.5, while reduced tickets, intended for unemployed people, pensioners and those under 30 years of age, are available for €2.20. Boys and girls up to 12 years old can enter for free. There is also an option for grandstand tickets, which cost €9. Children under 5 years old can enter for free if they do not occupy a seat. Tickets can be purchased in advance from August 22 through the Donostia Kultura website, or on the day of the regattas at the ticket offices located at the different access points starting at 9:30 in the morning. . On the days of the qualifying regattas, on August 28 and 29, it will only be necessary to purchase tickets for the grandstand, and these will be available at the Victoria Eugenia Theater and at the ticket office located next to the grandstand. Cultural Relevance and Public Expectation La Concha Regattas is not only a sporting competition, but also an event deeply rooted in Basque and San Sebastian culture. Every year, the city of San Sebastián dedicates itself to celebrating this event, which is one of the most important moments in the Basque sports calendar. Thousands of people gather around Bahía de la Concha, creating a unique atmosphere that mixes sport with tradition and cultural identity. Furthermore, the live broadcast on television and digital platforms allows the excitement of the regattas to reach many homes, not only in the Basque Country, but throughout Spain. The presence of the women's sport, which has grown in popularity since its incorporation in 2008, has been a reflection of the commitment to equality in sport. In recent editions, women's teams have demonstrated their competitive level, and the inclusion of this category has brought a new dimension to the La Concha Regattas Tickets and more information Read the full article

[journeysofpatrickandarchana]

A day in the life "at sea"

Original Blog posted: Friday, 10 May 2013 by Patrick

"The sea, once it casts its spell, holds one in its net of wonder forever" Jacques Yves Cousteau

Many of you (friends and family) have expressed your dismay at our adventure by saying we are crazy and other adjectives that describe our reckless pursuit of adventure because many of you are unaware of what life at sea is like. You have said what do you do once the sails are set, isn’t it boring just watching the miles go by. What follows will give you some insight as to what goes on at sea so you might be enticed to join us on one of our many intended journeys or to just make yourself available for one of our many planned lazy days around Sydney harbour or environs sipping some alcoholic beverage over some freshly caught fish etc possibly cooked a la Archie in some exotic spices to make you think you are in heaven and don’t want to go home.

Ok. I have picked a typical day of our voyage so far which was day 3 of our passage from Bonaire to Shelter Bay Marina in Colon (eastern or Atlantic side of Panama Canal) just inside the northern end of the breakwater that alerts you that you are now under the control of The Panama Canal Authority.

So the day starts at midnight (still on Bonaire time for convenience as Panama is 1 hour behind Bonaire time). I have just come off my 4 hour shift from 8 to 12 pm and handing over to Georges for a 2 hour stint at the wheel. The vessel is on auto pilot and handling the 5 metre seas and gale force seas easily with 2 reefs in the headsail and the preventer on to help the headsail stay open and not cross over the other side when travelling with the wind almost being directly behind. We try to sail at 150-160 degrees to the wind i.e. almost behind us as is a faster route (more apparent wind) than directly behind us (sailing at 180 degrees to the wind i.e. wind behind, even though we may not be going right on the course we want to achieve i.e. a little zig zag course required. Anyway as the vessel sails itself I explain to Georges about the prevailing wind and sea conditions during my shift, the course set on the plotter and whether any other vessels in the area (visually sighted or assisted with AIS and or radar at times when visibility is not as good or when squalls are nearby) and any other information he would need to be made aware of what he could expect on his shift. This includes looking at the house battery bank management and perhaps water tanks levels so if he needs to put the main engines on for any reason he might decide to put the water maker on to make some water.

So I headed off to bed for 8 hours (unless I am needed to make a decision or to assist on deck) whilst the others took over for 2 hour stints with the backup watch keeper on standby close by and ready for action at short notice if needed. This rotation with other crew continued through the night.

At 6am Nick had just finished his 2 hour shift and was getting ready to do his morning of celestial navigation using his sextant and nautical tables interspersed with reading a paperback. One of the reasons Nick wanted this time slot for watch keeping was that after his shift he could go straight into his navigation and then have breakfast and then continue with it after breakfast.

At dawn each day (around 6am) that there is clear skies Nick does his star sightings using his sextant (a complex and expensive piece of equipment with lots of mirrors and shades). He takes a sighting of up to 7 stars with the horizon that he can only do when both are visible for about 10 minutes each day that both can be seen i.e. no cloud and the right amount of light etc. This gives him a position line for each and allows him to get a cocked hat fix (the most accurate fix or position you can get). Then at between 9 and 10am he takes a sun shot that gives him another position line. At noon he takes a noon site that gives him his latitude. Then knowing the course and distance run between the morning site and the noon site he can get a running fix that gives him his midday position. Later in the day if both the sun and moon are visible he can get a 2 point fix to get his position. With all of this Nick tells me he can get a position within 2 nautical miles of what the GPS says which itself uses a number of satellites to triangulate your position automatically without all the sextant, tables and good visibility that are required for celestial navigation.

Colin also gets into the celestial navigation and also has his own sextant which he bought at the flea markets in St Maarten. He also compares his celestial sightings and positions then both check them with the GPS shown on the main plotter at the helm to see how accurate they were.

Archana was up for action at 7am organising the breakfast and setting the table as the seas had died off a bit. She made blueberry pancakes which everyone enjoyed with maple syrup to compliment the rest of their breakfast of cereal, peaches, fresh fruit, tea/coffee, fruit juice and bread.

Once breakfast had finished the crew got into their daily routine. Some putting their fishing lines out, others working on their iPad's, listening to music or reading electronic books on their iPad’s or just reading normal paperbacks. I did my normal daily check around the yacht to look for anything not normal i.e. rubbing sheets and halyards, things that might have broken during the night and ended up on deck and of course to throw all the flying fish off the yacht that the yacht caught the previous night (often up to 7 flying fish have landed onto the yacht at night, some even almost hitting me at the helm some 3 metres or so from the sea level). Yes it is a hazardous life at sea!

I spent much of the morning hand steering to save on the house batteries as the auto pilot does use quite a bit of power even on the least sensitive setting and we have had some problems with the batteries as not looked after well by the previous owners of the vessel and now not holding the charge that goes into the batteries from the engine alternator, the two wind generators and five solar panels).

The morning goes quickly as crew come to visit me at the helm for a chat, to read a book or to catch up on where we are, how many miles to go to our next waypoint, how fast we are going etc. I review my course and sailing angle whilst I look around mesmerised by the flying fishes antics and the huge distance they fly (sometimes over 300 metres). Later on in the morning I spot a pod of about 40 dolphins coming to the bow to great us. I alert the rest of the gang and they come running with their cameras and go-pros to take some pictures and movies of the action. It was a good encounter and everyone was happy with the experience and the photos they took. Later on we saw a Portuguese man of war jelly fish only a few metres from the beam as we flew by at 7.5 knots. At other times we had seen whales, manta rays and many turtles during our travels as well as birds prowling the seas and then darting downwards to occasionally capture a fish on their return from below.

Lunch time has come and Archana has been down in the galley cooking up a storm. She has cooked three different pizzas to match the culinary tastes of the crew on board. I am still at the helm so Archana passes food to me through the small hatch near my feet like a caged animal at the zoo. This is the best way as it is safer and less chance the food will fly off the plate once the wind hits it. I am lucky I have got seconds and now with a drink to keep my fluid levels up as at sea you get dehydrated much more quickly than of land. This is really important to do at sea as it also reduces the effects of sea sickness.

Once I have finished my lunch at the helm I hand over to the next watch keeper in the normal way whilst I review our course, way points on the planning computer below. We have two laptops with charts on them attached to GPS’s so the position of the vessel is automatically placed in the middle of the screen; we also have two plotters with charts linked to GPS signals (at the helm and chart table) as well as a handheld GPS and paper charts, and of course Nick & Colin’s astro positions. So for navigation purposes we are covered. I then get a few hours of rest in our cabin before coming up for dinner and do my 8-12pm shift at the helm.

In the afternoon Archana & Nick decide to have one of their many games of scrabble on the rear deck while other review their pictures and movies on their computer. Phil has taken a break from watching his home movies to bake a loaf of bread in the pressure cooker. It comes out perfectly as usual.

Just after lunch Colin’s $800 fishing reel starts clicking madly alerting all that a fish is on the line, now the challenge is to land it aboard before it wrestles free or breaks the line or bends the hook that has happened a few times to Georges and Colin over the last few weeks. After 10 minutes of reeling in almost 400 metres of line he had landed an almost metre long tiger mackerel, a fish similar to our Spanish mackerel that is caught back in Australian waters. When bringing it on board it has to be killed quickly for two reasons. The first being that you don’t want it escaping; secondly you don’t want it kicking around and doing damage to the boat or crew. Some fish like the barracuda’s have very sharp teeth and Colin has already caught two of them on the trip. So to kill it we have a small baseball bat that I secured at the Polypat yachties flee market when we were there that I picked up for $1. This bat is then used to hit the fish on the head a few times until it stops moving. There is another way that we use is spraying the fishes gills with some cheap vodka we acquired in St Maarten. This kills the fish quickly and humanely. If done to some humans I know they would be in ecstasy just like the ladies in some ancient king’s harem fanning the emperor. After these formalities are attended to then it is important to bleed some fish by cutting its throat so the blood doesn’t go through all the flesh spoiling the meat. Then we need to scale the fish if required as some fish have a smooth skin and have no scales. Then the fish is gutted as any offal remaining inside the fish for any length of time will give the flesh a bitter and unpleasant taste. Then depending on how long the fish is and the type of fish we make a decision about cutting it up (fillets, cutlets or leave whole). Then we make a decision of how to cook and then eat it. In this case we decide to cut it into cutlets and do on the grill and have with lemon and a few spices. So many decisions the stress just kills you! I know you all said this passage making is hazardous.

This makes Colin’s 6th fish. Georges still has none. But wait, I hear someone call Georges you have a fish on your line (no guesses who with that familiar Geeeeeeorges sound). After some apprehensive moments Georges lands his first fish of the trip a very nice yellow fin tuna that we end up having over three meals. Firstly some sashimi some minutes after being caught, then for lunch the following day a lemon and spices cooked Tahitian tuna salad (also known as Ceviche in South America) and for the next evening we had a tuna curry a la French style also courtesy of Georges. So 7 entrées and 14 main courses for the one fish. A good day for the yacht!

Yellow Fin Tuna caught by Georges

We have talked at length of how many fish Colin & Georges have caught but what about anyone else. I have to say the winner of the number of fish caught competition was always going to be the yacht. Hestia has already caught over 20 flying fish and will catch well over 100 fish by the time we get back to Sydney. I have only put my line out a couple of times and the first time had much of my lure bitten off. The errant fish just missing biting my ever awaiting sharp hook. I am claiming half of Georges fish anyway as he used my bike inner tube bungie to catch his fish. This rig is used so that when a fish takes the lure it is not ripped out of his mouth and hence you lose the fish.

When I come up to start my 4 hour watch keeping at 8pm (usually I come up quite a bit before) I review the log on my navigation program, Maxsea, that tells me our hourly position, course, nautical miles covered in the last hour so I get a bit of an indication of our progress and if we have deviated too far off our intended course that might involve a tack or auto helm adjustment to get the yacht back on course. I also look at the grib file which is a weather file that I download from the internet that gives me the predicted weather for the next 16 days in 6 hour increments from the weather bureau before I leave port and on the passages via my satellite phone (wind speed, wind direction, barometric pressure etc for the area of the ocean I want the information for). This then allows me to be aware of weather conditions in advance and be prepared for bad conditions or predicted sudden changes. This is in addition to any live or predicted weather information I get over VHF (if I am within the 18nm range), via HF (High Frequency) radio or via email via my satellite phone.

Once I have this information I head up to chat with the current watch keeper about what has happened during his shift before taking over as watch keeper myself. What I usually try to do is to take the bimini down at night as it impairs my view of the sails and the beautiful sky at night. Having done this especially on a clear night like tonight it is amazing. As we are so far away from city lights, smog etc you get such an mesmerising view when looking up to the heavens. You seem to be able to see every star and they are so bright and clear to see. You picture the shapes and try to see the major star clusters. You try to see satellites, planes and keep a watch out for shooting stars. I saw many of these during the night. So you do dream a bit as you keep a watchful eye on the instruments, other vessel movements and weather changes. This is a lovely time being at the helm as the scorching day heat has gone but I am still only in a tee shirt and shorts and one hundred miles off the coast of Columbia. It seems surreal that I am actually here, not an artificial light around, only the rush of water through the two hulls with the occasional splash as the wave behind us catches up with one of the rear hulls and alerts us there is a big wave there by splashing the boat and very occasionally the crew. The coolish breeze is lovely and one of the reasons I pick this time of the day to being up on the bridge to do my share of the watch keeping.

Now we are in Colon at the Shelter Bay Marina (not in a sheltered bay near a marina as one of you miss heard us) awaiting for our date next Tuesday to transit the Panama Canal from the Atlantic to Pacific side (and then nearing sight of home some, well getting nearer anyway, at least in the same sea).

So this is a typical day on the yacht. As you can see there is a bit of everything in the life of a cruising yachtie i.e. relaxing, sleeping, steering, navigation, cooking, eating, having a chat, the marine life experiences, fishing and star gazing etc. Life on board the ship has it all. Enquiries for stay over’s mitt wine & Archie’s special needs meals …. Please speak to Archie.

Now only 7,521nm (about 14,500 kilometres as the crow flies so really quite a bit more) till we are home. Lots of the above to come and we haven’t even mentioned all the exotic places we have seen and yet to see along the way. Stay tuned for our blogs of what really happened in our reckless pursuit of adventure (and fun).

[drgnrder82]

As Bright as the Stars (One Piece Fanfic) Epilogue

3 months later

“Based on our average speed and heading, we are here,” Koby pointed to the map, then leaned closer to squint at it with the inadequate lamp light. His glasses were dirty, but not that dirty. No, he was correct. There. And he pointed again with emphasis. 

“No,” Helmeppo pointed confidently at least five nautical miles back from Koby’s point. 

If Koby were right, they would be able to see Estrella. If Helmeppo was right, there was no way to see the island at this distance. Koby extended Garp's spyglass. Nighttime made this assignment infinitely more difficult. As well as the lack of landmarks. Koby checked his compass and aimed in Estrella's direction. Coming to the island so much later in the evening didn't help. But there, maybe… a pinprick of light? 

He cleaned the spyglass and checked again. 

“I told you!” Helmeppo gloated. 

“Well?” Vice-Admiral Garp grunted behind Koby. 

Read the entire epilogue here on AO3.

[flyinghub]

Top 10 Budget-Friendly Private Jets of 2024

In the realm of luxury air travel, affordability is a relative term. However, for those looking to explore private aviation without reaching the highest price tiers, there are options that combine luxury, performance, and value. Here, we’ve curated a list of the top 10 budget-friendly private jets in 2024 that offer an accessible entry into the world of private flying.

1. Cirrus Vision Jet – $1.96 Million

The Cirrus Vision Jet has revolutionized the private jet market with its affordability and innovative design. This single-engine jet accommodates up to seven passengers and features a range of 1,275 nautical miles. Its distinctive V-tail and large panoramic windows provide both aesthetic appeal and practical functionality.

2. Learjet 60 – $2 Million

The Learjet 60 remains a popular choice for those seeking a balance of speed and comfort. With a cabin height of 5.7 feet and space for up to eight passengers, it is versatile enough for both business and leisure travel. Its time-tested design continues to be a favorite among private jet users.

3. Cessna Citation X – $3 Million

Famous for its remarkable speed, the Citation X can reach Mach 0.935, making it one of the fastest civilian jets available. With a capacity of up to 12 passengers and a range of 3,460 nautical miles, it’s an excellent choice for long-distance travel.

4. Stratos 716X – $3.5 Million

The Stratos 716X is a new entrant in the affordable private jet market. This single-engine, four-seat jet boasts a range of 1,500 nautical miles and a top speed of 400 knots. It’s a compact yet capable option for short-haul flights.

5. HondaJet HA-420 – $3.7 Million

Honda’s innovative approach to aviation is evident in the HA-420. With its over-the-wing engine mounts and seating for up to six passengers, this jet combines unique design with practicality. It offers a range of 1,223 nautical miles, making it ideal for regional travel.

6. Embraer Phenom 100 – $4.95 Million

The Phenom 100 is a favorite among those entering the world of private aviation. It offers seating for up to eight passengers, a range of 1,178 nautical miles, and a spacious, well-appointed cabin that belies its status as an entry-level jet.

7. Cessna Citation CJ3 – $7 Million

Balancing performance and affordability, the CJ3 can carry up to nine passengers over a range of 2,040 nautical miles. It’s known for its efficiency and reliability, making it a solid choice for those who need a dependable private jet.

8. Embraer Legacy 600 – $10 Million

For those needing more space, the Legacy 600 offers a stand-up cabin and seating for up to 14 passengers. With a range of 3,400 nautical miles, it’s perfect for transcontinental flights, offering a comfortable and spacious environment.

9. Cessna Citation XLS+ – $12.8 Million

A bestseller in the midsize jet category, the Citation XLS+ seats up to 12 passengers and has a range of 2,100 nautical miles. Its ability to operate from shorter runways makes it a versatile and highly sought-after option.

10. Embraer Legacy 650E – $25.9 Million

At the top of our list, the Legacy 650E offers exceptional value for a large jet. With seating for up to 14 passengers and a range of 3,900 nautical miles, it features three distinct cabin zones, providing luxury and comfort for longer journeys.

These jets represent some of the most cost-effective options in private aviation today, each offering a unique blend of luxury, performance, and value.

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Ready to start your journey into the world of custom aviation models? Get a quote or order your custom model today from ModelWorks Direct and bring the world of private jets into your personal space.