GULFSTREAM G650 REACHES MACH 0.995. Accomplishment Establishes G650 As World’s Fastest Civil Aircraft

sábado, 28 de agosto de 2010

SAVANNAH, Ga., August 26, 2010 - Gulfstream Aerospace Corp. announced today that its ultra-long-range, ultra-large-cabin Gulfstream G650 recently reached Mach 0.995 as part of its 1,800-hour flight-test program.

The aircraft achieved this speed during flutter testing, which evaluates the aircraft’s damping responses following an input from an external test device. Flutter testing is performed at a variety of frequencies, speeds, altitudes, weights and centers of gravity.

For the initial series of flutter tests, the aircraft achieved clearance out to both its design dive speed (Vd) and design Mach dive speed (Md) at altitudes ranging from 10,000 feet to up to the aircraft’s maximum certified altitude of 51,000 feet.

In order to achieve the maximum speed of Mach 0.995, Gulfstream experimental test pilots Tom Horne and Gary Freeman along with flight test engineer Bill Osborne took Serial Number (S/N) 6001 into a dive, pitching the aircraft’s nose 16 to 18 degrees below the horizon. During the dive, flutter exciters introduced a range of vibration frequencies to the wing, tail and flight control surfaces to ensure the aircraft naturally dampened out the oscillations without further action from the pilots. Even under such extreme circumstances, the G650 performed flawlessly.

“The airplane is very predictable,” said Horne, senior experimental test pilot, Gulfstream. “It’s very easy to control and to get precise control at those speeds. The airplane response has matched the expectations of our engineers, and we’ve been able to easily fly the test conditions and march through the test plan.”

During the flutter test missions, a team of multi-disciplinary engineers in Gulfstream’s state-of-the-art telemetry center in Savannah monitored the aircraft’s behavior and determined real-time the damping characteristics of the aircraft. The vibration frequencies exerted on the aircraft ranged from 2 hertz, or twice per second, to 58 hertz, or about as fast as a fluorescent light flickers.

“We’re doing very well,” said Pres Henne, senior vice president of Programs, Engineering and Test, Gulfstream. “The demonstrated flutter margins met or exceeded our expectations out to maximum speeds. That’s a good sign.”

As S/N 6001 continued with flutter testing, S/N 6005 completed initial phase manufacturing and began engine testing. S/N 6005 is the fifth and final aircraft in the G650 flight-test program. Each aircraft in the program has a specific purpose, with S/N 6001 focused on envelope expansion, air data calibration, flutter, in-flight performance and flight controls. S/N 6002 is used to evaluate the aircraft’s systems as well as its takeoff and landing performance, while S/N 6003 tests the avionics, in-flight load measurement and ice protection system. S/N 6004 will be the first G650 outfitted and tested with a full interior, which is currently being installed. S/N 6005 will participate in the reduced vertical separation minimum testing.

The G650 flight-test program officially began on Nov. 25, 2009. Through Aug. 25, the four airplanes currently flying in the program have completed more than 170 flights and 575 flight-test hours.



Kepler Finds Multi-planet Extra-solar System

Astronomers evaluating data from NASA’s Kepler spacecraft have discovered two Saturn-sized gas giants orbiting a star in the first application of a technique that may help them find habitable Earthlike planets.

Designated Kepler 9b and 9c, the two planets are orbiting the Kepler 9 star at a distance closer than the planet Mercury orbits the Sun. Data suggest there may be a smaller “super Earth” skimming just above the star, which lies about 2,000 light years from Earth, but it remains to be confirmed.


Shape-shifting UAV designed for stormy sea rescues

People often need to be rescued at sea because of stormy weather – exactly the kind of conditions in which it is not safe to fly. Nonetheless, fully-crewed helicopters and fixed-wing aircraft are regularly sent out into such weather to perform maritime rescues, endangering both the crew and the expensive aircraft themselves. Soon, however, a new type of unmanned remote-control aircraft may be able to do the job. Not only would flight crews be kept out of harm’s way, but as demonstrated by a functioning prototype, the aircraft would outperform conventional planes in rough weather, thanks to shape-shifting technology.


Russian researchers study elliptical-fuselage 'EkoJet' concept

Russian researchers have released details of a proposed medium-haul widebody aircraft design which has been undergoing structural studies at the Central Aerohydrodynamics Institute.

The main characteristic of the twin-engined aircraft, designated the 'Frigate EkoJet', is an elliptical fuselage which would accommodate 300-350 passengers in a three-class, triple-aisle configuration.


Boeing establece la fecha de la primera entrega del 787 Dreamliner para mediados del primer trimestre del 2011

Washington, 27 de agosto de 2010. - Boeing anunció hoy que espera que la entrega del primer 787 Dreamliner se produzca a mediados del primer trimestre del 2011.

Esta revisión de la fecha de entrega se produce como resultado de una evaluación de la disponibilidad de un motor necesario para la fase de pruebas de vuelo este otoño.

Boeing trabaja con Rolls-Royce para acelerar la disponibilidad del motor, mientras los ensayos en la flota de pruebas de vuelo continúan de acuerdo al plan.

Boeing afirmó el pasado mes que el impacto acumulativo de una serie de incidentes, incluidos los incidentes del proveedor del estabilizador horizontal y retrasos de instrumentación, podrían hacer mover la entrega del 787 a las primeras semanas del 2011. El retraso en la disponibilidad del motor ha hecho necesario extender la estimación hasta mediados del primer trimestre del 2011.

Esta revisión del calendario o afecta la estimación financiera de la compañía.


Boeing retrasa por sexta vez (Hasta el primer trimeste de 2011) el nuevo 787 por problemas con los motores de Rolls

En este caso, los problemas vienen por parte de Rolls. El grupo británico estaba probando el motor en sus instalaciones de Derby (Reino Unido) cuando, a principios de este mes, el propulsor tuvo un fallo, con una explosión interna. De momento, Rolls y Boeing investigan las causas del suceso. En todo caso, desde el fabricante de motores aseguran que esta no es la razón de que el Trent 1000 no esté disponible en otoño, sin ofrecer más detalles.


El IMADE se incorpora al Consorcio Urbanístico La Carpetania

El Instituto Madrileño de Desarrollo (IMADE), organismo de la Consejería de Economía y Hacienda de la Comunidad de Madrid, se ha incorporado al Consorcio Urbanístico La Carpetania con el fin de ver las fórmulas posibles de desarrollo de la segunda fase de este parque empresarial.


Pánico en vuelo: avisaron por error que iban a aterrizar de emergencia en medio del mar
Un mensaje grabado se disparó sin querer. Tuvieron que calmar a los 275 pasajeros.


Rolls-Royce Files Patent Infringement Complaint

Technologies Corporation (UTC) of the Rolls-Royce swept fan blade patent in the Federal Court for the Eastern District of Virginia in the United States. The complaint specifically alleges that the fan stages on the Engine Alliance GP7200 engine and on UTC’s PW1000G engine (also known as the Geared Turbofan) infringe the Rolls-Royce patent. The complaint also alleges that a number of other UTC aero civil engines infringe the Rolls-Royce patent. Rolls-Royce is seeking damages and injunctions.

The origins of this case date back to the late 1990s. The dispute was initiated by UTC when it applied to the US Patent Office to have the Rolls-Royce swept fan blade patent struck out. UTC’s efforts were unsuccessful and the validity of the Rolls-Royce patent has been upheld in the United States.

Rolls-Royce alleges UTC patent infringement; Pratt & Whitney to 'vigorously defend"


First Airbus Military A330MRTT for UK Royal Air Force leaves hangar

The first A330 MRTT Future Strategic Tanker Aircraft (FSTA) for the UK Royal Air Force has completed the in-door trials, such as systems trials, required prior to First Flight and has been rolled out of its hangar at Airbus Military’s Getafe, Madrid facility to continue with the out-door trials, such as fuel trials and others.

Once all trials are successfully completed, the aircraft will be handed over to the Flight Test Team for First Flight which is due in the first part of September. The aircraft has been converted from a basic A330-200 airframe by Airbus Military. Following the flight-test programme it will be delivered late next year to the AirTanker consortium responsible for operating the aircraft on behalf of the UK Royal Air Force.

Airbus Military


Airbus-led ‘AIRE2’ trials to spearhead green trajectories with A380

Typical A380 transatlantic flight could reduce CO2 emissions by three tonnes

An Airbus-led consortium in partnership with Air France and the air navigation service providers from UK, Canada and the US (NATS, Nav Canada and the FAA) will shortly commence ‘Transatlantic Green Flight’ (TGF) trials with an Air France A380 on revenue flights from New York (JFK) to Paris (CDG). Under a recent contract from the SESAR Joint Undertaking (SJU), these A380 TGF trials are part of the second wave the Atlantic Interoperability Initiative to reduce Emissions – “AIRE2”. The first phase, AIRE, was jointly launched by the European Commission and the FAA in June 2007 at the Paris Air Show.

The TGF flights, for which Airbus has brought together numerous parties, are due to take place over a six to eight week period commencing in the fourth quarter of 2010. These will cover the optimisation of the taxi-out procedure at John F. Kennedy airport, as well as the en-route leg over the Atlantic. Overall it is estimated that each A380 flight can reduce CO2 emissions by around three tonnes, compared with existing procedures.

“These transatlantic flight trials will help to move the industry towards more efficient operational concepts and sustainable growth over the longer term,” says Charles Champion, Executive Vice President of Engineering at Airbus. He adds: “What we trial today with the A380 will contribute to setting tomorrow’s standards, thanks to system-wide Air Traffic Management improvements prepared by programmes like SESAR and NextGen.”

TGF operational contributions: The FAA will support Air France to start each trial with a fuel-saving ‘reduced engine taxi’ from the gate to the runway at JFK. This will be enabled via estimates of taxi time, allowing for A380 taxiing powered by only two of its four engines. Meanwhile, NATS and Nav Canada will facilitate the Atlantic portion of the flight which will reduce CO2 emissions through an optimized trajectory where more flexibility will be arranged for speed, altitude and lateral routing. This trajectory takes advantage of the A380’s high optimum cruise altitude of 39,000ft and above.

Additional AIRE2 projects – ‘VINGA’ & ‘Green Shuttle’
Airbus is also engaged as a partner in two further AIRE2 trials: ‘VINGA’ and ‘Green Shuttle’. VINGA, which builds on the experience of last year’s AIRE ‘MINT’ flight trials (with Novair and Swedish Air Navigation Service provider LFV), will now for the first time validate a transition from a curved RNP 0.3 arrival to an ILS approach at Gothenburg Landvetter Airport. This operational implementation will be facilitated by Airbus’ RNP services subsidiary, Quovadis. Meanwhile, the ‘Green Shuttle’ project, in partnership with Air France and the French air navigation service provider DSNA, seeks to optimize all phases of the airline’s ‘La Navette’ flights between Paris-Orly and Toulouse which are operated with A320 Family aircraft.



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