Beiträge von The Big Lebowski

Mylene Farmer - Mylenium Tour 2000

Zitat

Die Gulfstream G650 hat kürzlich ihre außergewöhnlich hohe Reisegeschwindigkeit verbunden mit der hervorragenden Treibstoffeffizienz demonstriert und ist mehr als 3.545 km in nur drei Stunden und 26 Minuten geflogen. Die sehr große Kabine der G650 für Langstrecken mit der Seriennummer (S/N) 6004 hob vom Bob Hope Airport in Burbank Kalifornien um 12.21 Uhr ab und landete auf dem Savannah/Hilton Head International Airport nach drei Stunden und 26 Minuten.

Das Flugzeug flog dabei zwischen Mach 0,91 und 0,92 mit einem kurzen Teilstück auf dem es die maximale Geschwindigkeit des Flugzeuges mit 0,925 Mach ausreizte. Die maximale Reisegeschwindigkeit betrug mehr als 660 Knoten.

„Diese Mach-Geschwindigkeiten können die Kunden typischerweise von diesem Flugzeug erwarten,“ sagte Pres Henne, Senior Vice President, Programs, Engineering and Test von Gulfstream. „Zu sagen, dass wir mit dieser operativen Leistung in der realen Welt zufrieden sind, ist eine Untertreibung.“

Die G650 startete mit einer kalkulierten Flugfeldlänge von weniger als 1.372 m und stieg mit Mach 0,85 auf eine Reisehöhe von 13.196 m um dann auf die Fluggeschwindigkeit von mach 0,91 für den Rest des Fluges zu gehen.

„Eine wichtige Kennzahl ist hier,“ sagte Henne, „die ausgewählte Flugfeldlänge die man unter atmosphärischen Bedingungen mindestens benötigt. Mit dieser Leistungsfähigkeit kann die G650 fast überall hinfliegen, wo routinemäßig kleinere Geschäftsreiseflugzeuge eingesetzt werden. Das ist ein wichtiger Vorteil für die Betreiber. Die S/N 6004 machte diesen Flug mit insgesamt zehn Crew-Mitgliedern, darunter auch Pres Henne.

„Dies war ein fantastischer Flug,“ sagte Henne nach der Landung in Savannah. „Man kann wirklich die Größe spüren. Die großzügige Kabine der G650 wir extrem gut von den Kunden angenommen. Der Einbau einer Innenausstattung in ein Testflugzeug für die anfänglichen Tests erlaubt es uns die Kabine intensiv zu evaluieren bevor sie in den Betrieb geht. Diese Mission und weitere Tests ermöglichten die Evaluierung des Kabinendrucksystems, der Kabinentemperatur-Kontrollsysteme, die Anordnung der Sitze in der Kabine, der umfangreichen Systeme zur Kommunikation und Bordunterhaltung einschließlich der durch die iPod touch kontrollierten Eigenschaften der Kabine.“

Die G650 hat einen maximale Reichweite von 12.500 km bei einer Geschwindigkeit von Mach 0,85 und erlaubt somit Interkontinentalflüge in weniger Zeit als mit den derzeit verfügbaren Ultralangstrecken-Geschäftsreiseflugzeugen.

S/N 6004 ist eines der fünf Flugzeuge, die derzeit die Tests nach dem Zertifizierungsplan der Federal Aviation Administration (FAA) und der European Aviation Safety Agency (EASA) durchführen. Die fünf Flugzeuge haben bisher mehr als 1.200 Flugstunden absolviert und liegen im Zeitplan für die Zertifizierung 2011 und die danach erfolgende Übernahme in den operativen Betrieb im Jahr 2012.

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Quelle ist der Aero- Brief!

Zitat

SAVANNAH, Ga., February 8, 2011 — The Gulfstream G650 recently demonstrated its exceptional high-speed, fuel-efficient cruising capabilities, flying more than 1,900 nautical miles (3,545 km) in just 3 hours and 26 minutes.

The ultra-large-cabin, ultra-long-range G650, Serial Number (S/N) 6004, took off from Bob Hope Airport in Burbank, Calif., at 12:21 p.m. local time on Jan. 12. It arrived at Savannah/Hilton Head International Airport 3 hours and 26 minutes later at 6:47 p.m. local time.

The aircraft accomplished the mission at speeds between Mach 0.91 and 0.92, with a brief segment at the aircraft’s maximum operating Mach number of 0.925. Its average ground speed was more than 550 knots. Its maximum ground speed en route was more than 660 knots.

“These are typical operational Mach numbers customers can expect from this aircraft,” said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. “To say that we are pleased with this real-world operational capability is an understatement.”

The G650 lifted off with a calculated balanced field length of less than 4,500 feet (1,372 m) and climbed at Mach 0.85 to a cruising altitude of 43,000 feet (13,196 m), transitioning to Mach 0.91 or above for the remainder of the flight.

“One key figure here,” said Henne, “is balanced field length, the minimum required runway under the atmospheric conditions. To achieve this kind of performance means that the G650 can go just about anywhere a smaller business jet would routinely go. That is a major benefit to operators.”

S/N 6004 carried 10 crew members, including Henne.

“That was a fantastic flight,” Henne said after landing in Savannah. “You can definitely sense the size. The increased spaciousness of the G650 cabin will be extremely well-received by our customers. The introduction of an interior into one of our initial flight-test aircraft is allowing a thorough evaluation of the cabin well before entry into service. This mission and others have allowed evaluations of the cabin pressurization system, the cabin temperature control system, the cabin seating arrangements, the extensive cabin communications and entertainment equipment along with the iPod touch®-controlled features of the cabin.”

The G650 has a maximum range of 7,000 nautical miles (12,500 km) at Mach 0.85, enabling longer intercontinental flights in less time than current ultra-long-range business jets.

S/N 6004 is one of five aircraft currently flying as part of the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) certification plan. The five aircraft have accumulated more than 1,200 hours of flight and are on track for certification in 2011, with entry into service in 2012.

“The recent missions on S/N 6004 and the completion of other significant milestones continue to demonstrate that our G650 product development team, including our worldwide supply chain, is working well together as the G650 program heads toward certification,” Henne said. “We are very pleased with both the progress of our program and the performance of our aircraft.”

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Quelle des englischsprachigen Textes und des Bildes ist gulfstream.com

Nicht schlecht sage ich....

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Ein weitgereister Seebär hat heute sein einundachzigstes Wiegenfest:

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Alles Gute

zum Geburtstag,

Daniel!

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Probier es weiter......
Sie ist in Rot gehalten.
Sie sieht toll aus....

Holla, mal nicht in Blau!

KLICK MICH!

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Man sieht, daß Dassault auch Jagdflugzeuge baut............
Die "take off performance:
"

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Ein bißchen Cockpit:

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So wie die Flächen runterhängen will er wohl weiters weg......:

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Zitat

When I first strapped into Hank's Skyraider I was struck by a number of unusual impressions all at the same time. As I dropped into the seat, I couldn't believe the visibility. Most WWII vintage airplanes, Stearman to Mustang, share at least one common characteristic. You can't see squat over the nose. During takeoff and landing, your world is defined by the sides of the runway visible around the nose. Not so in the Skyraider. Here the nose is a sizable amount below your line of vision. You're sitting so high that, despite the huge cockpit, it is as if you're sitting "on" the airplane, not "in" it.
The cockpit is much wider than most twin engine airplanes. In fact, it's possible a yardstick would find it nearly as wide as a B-25, but the bubble type canopy imparts an almost "airy" feeling to it.
The control stick is just a little unusual, if nothing else because it pivots for pitch at the bottom but pivots for roll about half way up. This is exactly the same as a Spitfire and you don't even notice it once the engine is running. The rest of the cockpit is strangely simple compared to it's WWII counter parts thanks to automatic servos in some of its systems.
With the cost of an overhaul on an R-3350 approaching that of a small North Carolina house, starting the engine isn't a casual affair. Every effort is made to avoid hydraulic locks due to oil in the cylinders or bearing damage due to the oil running down off bearing surfaces while the airplane is inactive .
Area clear. Master on. Mags off. Mixture auto cut-off.
Hit pre-oiler to force oil into bearings before turning the engine over.Yell "clear." Engage starter, count eight blades. Stop cranking.
Hit pre-oiler again. While this is happening high pressure oil is making certain all the engine bearings are liberally bathed in oil.
Engage starter and count sixteen blades, four revolutions, to clear cylinder of oil. The bottom cylinders of a radial, especially Wrights, love to collect oil, while sitting. Fire it up with oil in a cylinder and the compression ratio goes to a billion to one and a rod is bent. It's a very expensive noise.
Now the engine is oiled, cleared and ready to start. Aux Hydraulic boost is checked, to make sure it's working in case the primary system isn't.
Fuel boost on, crank another eight blades. Primer button down. Keep cranking. Reach up with a free hand and flick the mag switches to "both."
At this point a series of hollow coughs belch intermittent clouds of blue smoke past us. The smell of a radial engine permeates the cockpit. Eau de Roundmotor. Nothing smells like it.
In seconds the coughs blend together. The primer button is held down until it's running and the mixture control next to the throttle is shoved forward to rich.
Check oil pressure. Hydraulic pressure Everything else coming up.
A living breathing horsepower factory is now sitting just in front of our feet.
I leave my side of the canopy open and breath in a little wonderfully fragrant toxic waste.
The R-3350, by the way has an unusual sound to it. It has a vaguely "mechanical" undertone that at idle almost overpowers exhaust noise. It's probably the gears in the reduction unit whirling away, but it initially sounds a little like a piece of farm equipment.
We leave the wings folded while maneuvering out towards the open area near the taxiway. It would be bad form to unfold the wings and hammer a Cessna flat.
The Navy has a thing about accidental wing folding, as evidenced by their folding controls. While the wings are folded, a large, flat door in the middle of the console between the seats is open and the cover pokes the pilot in the leg reminding him not to takeoff with the wings folded. Duh!. To close the door requires pushing and turning a control handle in a well on the console. If it isn't in the right place, you can't close the door.
As the wings slowly drop into place, a red bar about as big around as your thumb which has been sticking out of the leading edge is retracted flush indicating the wing pins have slid into place. I check to see if the console door closes flush. I check the red pin again. Looks okay. Still....
The Skyraider, as with most taildragging carrier aircraft, has a locking, full swivel tailwheel. When the control on the left console behind the throttle is engaged, the tailwheel is locked straight forward which supposedly makes the airplane track straight. It doesn't. The airplane will still wander. If it's unlocked, the tailwheel swivels and you have to stay right on top of it with brakes.
Although the airplane was easy to taxi, I was surprised how often I had to tap a brake to keep it from turning into the crosswind. I should have made better mental note of that characteristic.
At the end of the runway, we did a Q and A type of check list. I'd hold it up and call out the item and Doc would confirm it in place.

• Wings down and locked? Check!
• Aux Hydraulic pump, off? Check!
• Boost pump, on? Check!

We ran down down the list including making certain the trim was where it had to be: 1 1/2 units right rudder, zero elevator for this load, and balanced ailerons as per the last time the airplane flew.
We held the last two items, the tailwheel lock and mag check, until out on the runway and powered up ready to launch. It's recommended that power be brought up to field barometric pressure, about 30 inches, just prior to takeoff to clear the plugs. The mags are checked at the same time.
One of my eternal impressions of that first takeoff was that, for some reason, the airplane just seemed "light." I can't explain that. It didn't hunker down on the gear like a Mustang or Bearcat, which don't change character until the power and speed are well up. As soon as the power was up on the Skyraider and we were accelerating, I could feel the airplane getting light, the oleos coming off the stops. Of course we probably didn't weigh more than 15,000 pounds (!!) so we really were light.
As soon as the runway started to fall away, I saw the safety catch on the landing gear handle magically disappearing into the cockpit rail, letting the gear handle be moved into the up position.
As soon as we were going uphill solidly, I made the first recommended power reduction to 38 inches. Then, as the gear locked up, the power came back to 35 inches, the prop at 2600 rpm, where it stayed while we climbed up stairs.
I didn't think too much about it at the time, but since the engine was designed to run on 130/145 octane fuel, with an alternate of 100/130, there was no way with only 100LL fuel available we could have reached the normal takeoff power of 56-58 inches without detonation setting in. As it was, we were using only 45 inches for takeoff where the military recommended 48 inches just for climb. Lower power settings may be partially because of fuel limitations, but also because there's no reason to push an engine you actually own. None of us are 22 years old and burning up Uncle Sam's motor and fuel.
Like I said before, I was just faking the role, not living it. At 58 inches, the Skyraider must be a real hoss on takeoff.
We ran upstairs at 1800-2,000 fpm at 120 knots indicated. Spad pilots have told me when fully loaded, they were happy to get even half that.
As soon as the airplane was off the runway, I knew I liked it. The ailerons especially. Although they have conventional cables running to them, the controls are hydraulically boosted with the boost being perfectly balanced. The result is a set of slick controls that on all axis are on a par with, and actually better, meaning lighter and quicker, than, most prop fighters. Despite its huge size, the airplane is absolutely willing to dance.
Motoring along above a broken cloud deck, the green of North Carolina peeking through and sufficing for Viet Nam, I realized I may have been looking at similar scenery, but it had to look different knowing "they" were down there. It had to be different when at any time 37 mm AAA could be bursting around you. Still, it was a golden opportunity and I again silently thanked Hank Avery.
All Navy airplanes have great slow speed characteristics and I was curious about the Skyraider's. The power came back and I set it up for a clean stall, not expecting even remotely what I got. Here we were, weighing half of what a small town weighs, but the airspeed kept winding down until at about 90 knots, the stick started tickling me. Then, as the speed kept going down, the airframe was buffeting harder until, just before the stall broke, it was hammering my brains out. Talk about stall warning! You'd have to be asleep to miss it.
Gear and flaps down, the final stall was down around 70-75 knots, with a slight break and left roll, but the buffet was still just as pronounced. I held it deep into the stall, then, all it took was releasing back pressure for it to start flying again. Cessna's don't stall any better than this! In fact, they don't give that much warning.
Dropping the nose to head back to the field, I was again brought up short: Nose down, it doesn't want to pick up speed anything like I expected. In fact, I had to really crank the nose down trim into it to hold it down long enough to touch even 200 knots. With the speed brakes out and full ordnance, pilots doing the real thing must have been able to come in at terrific angles and still make the pull out.
We were using 100 knots as a target speed in the pattern on downwind, which surprisingly enough, the airplane was perfectly willing to decelerate to by just reducing the power. I didn't have to yank it into a bank or do anything drastic to get it slow.
My intent was to hold 1,000 feet and 100 knots. We'd been cruising around at altitude at about 28 inches of manifold pressure. It was taking less than 20 inches to hold 100 knots. Then I threw the gear and flaps out and everything changed. The throttle went up. And up. And then up some more until I was back at 28 inches. This thing is dirty!
Doc ran through the pre-landing check list, told me he wanted 90 knots over the fence and to slowly de-accelerate all the way down to that number. At the time I thought, yeah right! Just slowly de-accelerate and hold glide slope.
I wasn't half way through base leg when I realized I wasn't even beginning to work to hold speed. If I wanted 95 knots, it would sit at 95 knots. If I wanted 92 knots, that's what it would hold.
The power was gradually coming back, as I worked my way down final trying to keep the runway numbers stationary in the windscreen. If they were moving up, I was going to be short. Moving down, I'd be long. At the bottom end of the throttle travel, it turned out there was really very little movement required to change glide slope. It was more of a pressure and the perceived engine noise hardly changed at all.
A little high. Pressure the throttle back. Coming back on glide slope, pressure it forward. Just follow the runway numbers with the throttle.
Then the runway was right there and the game was over. I was going to have to land this thing! This would be the heaviest tailwheel airplane I'd ever landed. I sneaked a quick peak at the windsock. I shouldn't have and didn't need to to know the wind was there. I was already one wing down and holding opposite rudder to keep the nose aligned with the centerline.
In situations like that, it's just going to be what it's going to be. Deal with it. Cardinal rules of landing tailwheel airplanes: Keep the nose in front of you: keep the airplane from drifting: hold three point attitude. If you do all of those, gravity has a way of solving everything else.
As I started to break the glide, I slowly began squeezing the throttle closed. I was talking to my right hand on the stick. I was telling it to get into three point just as the runway came up. There the attitude is! Hold it off, hold it! Oops, slight rudder needed. Keep it straight. Hold it off, hold it...thunk! We touched down. On all three yet! And with no bounce!
Something about even a blind pig finding an acorn once in a while fits here.
Okay, I was down. Keep it straight. Eyes fixated on the centerline. Feet connected to the eyes. A little left rudder. A little right. Brakes. More Brakes. We coast to a halt. Alright! Cheated death one more time!
As I tried to decide which taxiway turnoff to take, an Aztec pilot behind me on short final said, "How about it Skyraider. You going to clear the runway anytime soon?"
One smart comment deserves another.
I said, "That was my first Skyraider landing. Gimme a break. How was your first one?"

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Quelle der Bilder und des vollständigen Textes!

Alex:

Was neues, wann die Globals kommen werden??
Wann gehts ab aufs Rating??

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Wollen wir hoffen, daß beim nächsten Crash die Cockpit Crew in den CVR sagen kann: "Tschuldigugng wegen der 180 Leute, aber wir waren geil.."............ :ironie:

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Zitat von DogStar

Deshalb immer vorherige Alterskontrolle ...

yep," walk- around" eben.......

Zitat von DogStar

So ist das halt, wenn man gelebt hat ...

Yep. Sieht man bei vielen Stewardessen auch. Da möchte man gar nicht wissen, wie die abgeschminkt aussehen.
Aber anhand dieser Pressemeldung fällt mir der Satz:"pilots are glorified bus drivers and should be paid as such" wieder ein.

Es geht immer mehr in diese Richtung.....

Das zeigt auch, daß viele mit 50 aussehen, wie ein alter Lederapfel.....

Nun, feiern und Orgien abzuziehen in der Ruhezeit hat auch was mit charakterlicher Eignung zu tun, und mit persönlicher Reife. Daß man sich nach 12 Stunden nicht gleich in die Falle hauen kann, dürfte jedem klar sein.

Ein mir persönlich bekannter Kutscher, der Falcons und Global fliegt, sagte auch zu mir, daß es reizvoll ist, zu exotischen Destinationen zu fliegen. Aber sei es auch schwer tagsüber im Hotel Schlaf zu finden, wenn beispielsweise das Housekeeping mit dem Staubsauger über den Flur schiesst, aber er sagt auch, wenn man in Las Vegas morgens startet, um dann mit Zwischenstopps in TET und Shannon nach Palma zu fliegen, sollte man lieber nachdenken.......
Zudem haben Business Jets ne niedrige Kabine als Verkehrsflugzeuge.....das hat auch ne Auswirkung auf die Ermüdung......

Wenn man trotz einer Übermüdung die Gefahrenlage erkennt, dann ist es ja gut. Nur meine ich mal vor Jahren etwas gelesen zu haben, wo in ner 747- 200 der BA die komplette Cockpit- Crew eingepennt ist. Alle drei zusammen....

Unter normalen Bedingungen sicherlich. Aber wehe es ist mal was, dann gehts in die Hose. Mein Vater hat schon in den 60ern grenzwertige Erlebnisse in der F 84 gehabt. Und da konnten die sich jederzeit 100% Sauerstoff durch die Maske kommen lassen. In der 104 war das in dieser Art nicht mehr möglich......