Read e-book online Armies of Medieval Burgundy 1364-1477 (Men at Arms Series, PDF

By Nicholas Michael, Gerry Embleton

ISBN-10: 0850455189

ISBN-13: 9780850455182

King John the nice of France was once captured by means of the English on the conflict of Poitiers in 1356; his 14-year-old son Philip fought valiantly through his facet until eventually the sour finish, and once he used to be capable of accomplish that, King John rewarded his son's braveness and devotion through designating him Duke of Burgundy, a identify that by accident had simply develop into extinct. Philip was once the 1st of the Valois Dukes of Burgundy and this attention-grabbing textual content through Nicholas Michael examines the functioning and association of the Burgundian armies from the start of his reign until eventually the time of the final of the Valois Dukes: Charles the daring.

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Extra resources for Armies of Medieval Burgundy 1364-1477 (Men at Arms Series, 144)

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In contrast to the F-15 and F-16, the F/A-18 was not designed or expected to operate without periodic depot maintenance. The reader is cautioned to avoid comparing the USAF and USN data directly for the relative costs, depot support requirements, or other factors. Both services’ reporting systems treat certain data somewhat differently. The data are only offered to show patterns in depot hour expenditures, not for comparison among the three aircraft. The point is that both the USN and USAF have expended effort of some magnitude at their depots maintaining, repairing, or upgrading these aircraft.

The sites have different combina­ tions of specific expertise and experience, including a skilled worker base with FACO capabilities, a history of aircraft programme man­ agement or integration, and knowledge of commercial practices. We do not make a recommendation to select one or the other, except to say that Rolls-Royce is not a likely candidate for airframe depot or FACO work because its core competencies lie in the propulsion area. However, we do describe some of the relative strengths of the three other organisations as sites for FACO and/or MR&U.

MR&U management must be more flexible to deal with the likely unique condition of each aircraft, with potential differences in workload flow, content, and sequence, while FACO is much more predictable. S. aircraft companies, MR&U and FACO are com­ Airframe FACO and Airframe MR&U 39 monly separated into different business units with different over­ head rates, as repair is a notoriously low-margin and competitive business. There may be other issues as well. However, we assume that given the generally high level of experience and expertise in aerospace, managers with experience in one area would be flexible enough to work in the other.

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Armies of Medieval Burgundy 1364-1477 (Men at Arms Series, 144) by Nicholas Michael, Gerry Embleton

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