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Posts Tagged ‘Aeronáutica y Espacio’

Gulfstream G500

 

SAVANNAH, Georgia, July 16, 2018 — Gulfstream Aerospace Corp. today announced the all-new Gulfstream G500 recently wrapped up its world tour after flying nearly 130,000 nautical miles/240,760 kilometers, stopping at 44 cities and visiting 18 countries on six continents in just seven months. The tour, which included a stretch of flying to 20 cities in 18 days, demonstrated the G500’s tremendous reliability and maturity while showcasing its exquisite interior and streamlined flight deck to customers around the world.

“Our confidence in this aircraft and its capabilities is reflected in our willingness to take a fully outfitted flight-test aircraft all around the world, so customers can see firsthand its quality, craftsmanship and technological innovation,” said Mark Burns, president, Gulfstream. “The G500’s ability to function in extreme and varied conditions reinforces our confidence in the product we’ll deliver to customers later this year.”

In addition to completing its world tour, the all-new aircraft also finished the flying requirements for certification.

During its extensive tour, the G500 set 22 city-pair speed records, including flying from West Palm Beach, Florida, to Seville, Spain, in 7 hours and 4 minutes at Mach 0.90 and Geneva to Chicago in 8 hours and 1 minute at the same speed.

As continued proof of its high-speed performance, the aircraft also flew the following record flights:

  • Seville to Abu Dhabi, United Arab Emirates (UAE), in 5 hours and 44 minutes at Mach 0.90
  • Van Nuys, California, to Kona, Hawaii, in 4 hours and 52 minutes at Mach 0.90
  • Englewood, Colorado, to White Plains, New York, in 2 hours and 56 minutes at Mach 0.90
  • Toronto to Savannah in 1 hour and 42 minutes at Mach 0.90
  • Hong Kong to Jebel Ali, UAE, in 7 hours and 8 minutes at Mach 0.90
  • Jebel Ali to Geneva in 6 hours and 18 minutes at Mach 0.90
  • Chicago to San Jose, California, in 3 hours and 34 minutes at Mach 0.90
  • Doha, Qatar, to Shannon, Ireland, in 7 hours and 35 minutes at Mach 0.90
  • Shannon to Savannah in 7 hours and 2 minutes at Mach 0.90
  • Moscow to Hong Kong in 8 hours and 33 minutes at Mach 0.88

At Mach 0.90, the G500 has a range of 4,400 nm/8,149 kilometers. At an average speed of Mach 0.85, the aircraft can fly 5,200 nm/9,630 km — 200 nm/370 km more than originally projected.

Optimized for comfort and productivity, the G500 features quiet sound levels, high-speed connectivity, abundant natural light and 100 percent fresh air. The aircraft is equipped with the revolutionary Gulfstream Symmetry Flight Deck™, which includes 10 touch screens and the industry’s first active control sidesticks.

The aircraft is pending U.S. Federal Aviation Administration and European Aviation Safety Agency certification, with entry into service later this year.

 

Gulfstream G500

 

More information about General Dynamics is available at generaldynamics.com.

 

Web: gulfstreamnews.com

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Aerion says that it’s on track to fly the first AS2 by 2023, and it plans to build five flight test vehicles en route to certification in 2025. It’s recently secured an engine partnership with GE Aviation, and an engineering partnership with Lockheed Martin Skunk Works.

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The Airlander 10 prototype taking off on its first flight in the UK in August 2016. Only five more sorties followed before it was destroyed in November last year.

Hybrid Air Vehicles (HAV) is exhibiting at the Farnborough Airshow (Hall 1 Stand 1520), but the prototype Airlander 10 is not at the show. It was destroyed last November after breaking loose from its mooring mast at Cardington airfield. So the huge, elliptical bi-hulled shape misses its chance to dominate the static park in what could have been its first airshow appearance.

HAV is putting a brave face on the situation and has maintained the workforce, while remaining focused on refining the design of a production version. But the prototype had completed only six flights from Cardington totaling 11 hours, 50 minutes. A serious mooring accident in August 2016 had already forced an eight-month delay in flight-testing.

HAV, which still lacks a launch customer for Airlander, previously said that at least 100 hours would be required to type-certify the revolutionary machine with EASA.

The promise of a large, helium-filled airship that is designed to gain up to 40 percent of its lift aerodynamically is seductive. In a recent presentation, Tom Grundy, HAV’s executive director, strategic customer solutions, outlined the need for persistent airborne platforms that can provide communications and surveillance at low operating cost. The Airlander “burns 25 to 30 percent of the fuel of an equivalent aircraft,” he claimed. Moreover, he hinted that electric propulsion is in the company’s sights, saying, “You’ll hear more as we progress this year.”

The Airlander 10 was originally designed by HAV under subcontract to Northrop Grumman for the U.S. Army’s Long-Endurance Multipurpose Vehicle (LEMV) requirement, which was essentially surveillance. But it flew only once in the U.S. for 90 minutes, before the program was canceled. HAV shipped the deflated air vehicle to the UK, reassembled and renamed it, and made some modifications.

Grundy said that whereas the LEMV was designed to carry a payload of one metric ton to 20,000 feet for 21 days, HAV is currently aiming to carry 3 metric tons to 10-14,000 feet for five days. The LEMV was to be manned for test and ferry flights, but unmanned on missions. The redesigned Airlander will be a manned surveillance platform. HAV has also been exploring a maritime long-range search-and-rescue role that could include dropping life-support equipment.

HAV has in parallel been eyeing luxury tourism. Sightseeing has been the main application for the conventional airships that the reborn Zeppelin company has been flying from Germany for the past 20 years. But HAV sees an “upmarket” application and is designing a new version of the Airlander’s cabin accordingly.

Many enthusiasts for hybrid aircraft have considered the most promising application to be “remote-lift.” Hybrids employ vectored thrust that can deliver cargo almost vertically onto unprepared surfaces in hard-to-reach areas, at far lower cost than helicopters and airlifters like the C-130. They can even beat the cost of trucking if the expense of building dedicated long-distance roads is factored into the calculation.

Lockheed Martin has designed and marketed a 20-metric-ton payload Hybrid Airship for exactly this purpose. But it has not yet found a launch customer, perhaps because of the worldwide downturn in mineral exploration in remote areas in recent years.

The LEMV, and therefore the Airlander 10, was not designed for this market. The “10” refers to its potential maximum payload of 10 metric tons, and HAV says that there is already potential for the current design to deliver (for instance) humanitarian aid. But HAV also says that it has completed “significant design work” on a larger, tri-hulled Airlander 50 that could vertically deliver 60 metric tons in six 20-foot ISO containers on turboprop power. 

Source: Aviation International News

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Vuelo de familiarización al Boeing 737 MAX 8, junto al Comandante Instructor Juan Altoe.

Source: MrFabio737 – YouTube

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Citation® CJ3+®

 

The Citation® CJ3+® jet delivers superior unparalleled reliability without sacrificing productivity and comfort. With upgraded Intrinzic™ flight deck power by Garmin® G3000™, operating this single-pilot certified jet is so intuitive; it’s fueling the passion for flight in pilots and passengers alike.

 

Citation® CJ3+®

 

The wing design innovates conventional wing design with a precise, computer-sculpted airfoil that maintains an uninterrupted flow of air across a greater portion of its surface, producing more lift with less drag.

 

Citation® CJ3+®

 

Sleek sophisticated lines are inspired by deep blue silhouettes emerging from nature’s spectrum of silver mist.

 

Citation® CJ3+®

 

First Class Aesthetics

 

Citation® CJ3+®

 

In – Cabin Technology

 

Citation® CJ3+®

 

The enhanced flight deck powered by Garmin® G3000™ provides touch screen controls and large format displays which provide pilots optimal awareness.

 

Citation® CJ3+®

 

Dimensions

Length 51 ft 2 in (15.59 m)
Height 15 ft 2 in (4.62 m)
Wingspan 53 ft 4 in (16.26 m)
Wing Area 294 sq ft (27.32 sq m)
Wing Sweep 0.0 degrees
Wheelbase 20 ft (6.10 m)
Tread 16 ft (4.88 m)

Cabin Interior

Height 57 in (1.45 m)
Width 58 in (1.47 m)
Length 15 ft 8 in (4.78 m)
Maximum Passengers 9
Single Pilot Certified Yes

Baggage Capacity

Weight 1,000 lb (453.6 kg)
Volume 65 cu ft (1.84 cu m)

Weights

Maximum Ramp Weight 14,070 lb (6,382 kg)
Maximum Takeoff Weight 13,870 lb (6,291 kg)
Maximum Landing Weight 12,750 lb (5,783 kg)
Maximum Zero Fuel Weight 10,510 lb (4,767 kg)
Usable Fuel Weight 4,710 lb (2,136 kg)
Usable Fuel Volume 703 gal (2,661 l)
Basic Operating Weight 8,540 lb (3,874 kg)
Useful Load 5,530 lb (2,508 kg)
Maximum Payload 1,970 lb (894 kg)
Full Fuel Payload 820 lb (372 kg)

Performance

Maximum Cruise Speed 416 ktas (770 km/h)
Maximum Range 2,040 nm (3,778 km)
Takeoff Field Length 3,180 ft (969 m)
Landing Distance 2,770 ft (844 m)
Maximum Operating Altitude 45,000 ft (13,716 m)
Maximum Climb Rate 4,478 fpm (1,365 mpm)
Maximum Limit Speed 0.737 Mach (0.737 Mach)

Powerplant

Manufacturer Williams International
Model FJ44-3A
Thrust 2,820 lb (12.54 kN)

 

 

Web: cessna.txtav.com

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Tradition meets cutting-edge in new cockpit instrumentation. The Primary Flight Display, a high-tech digital screen that combines many of the dials and gauges of yesteryear is getting even better due to Airbus innovation with synthetic vision.

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