Beiträge von The Big Lebowski

Im März oder April kommt der erste nach Deutschland. Nach STR. Dann schauen wir mal, wie er real ausschaut.

Weitermachen??
Kommt sofort.....

Bilderquelle!

Zitat

Flying the CJ4
By last December, Cessna had completed all testing for the FAA, a task that required more than 1,800 hours of flying in three airplanes. I was invited to fly the first production airplane, which had participated in the flight testing along with the prototype and the No. 2 production airplane. Even though it was built on production tooling, it was still laden with test equipment and ballast, so with just engineering test pilot Peter Fisher and I on board, we could bring the weight up to 16,650 pounds for takeoff, just about one or maybe two passengers short of the 16,950-pound takeoff limit.

Climbing into the CJ4 cockpit, you will immediately appreciate the short pedestal while clamoring into the seat. The CDUs and most other controls have been moved to tilt panels forward of the throttles, which cuts the pedestal length dramatically.

The CJs have had fadec engine controls for several years, but the CJ4 is the first to not have mechanical fuel-cutoff positions on the throttles. Cessna and Williams have acknowledged that the computer is in charge, and it will put fuel into the engines when it's ready during start and will shut it off when you push the engine button from run to stop. It's an important cultural step and one that recognizes automation is here to stay.

The CJ4 checklist is somewhat shorter than those for others in the family, thanks to more automation. For example, as in many other newer jets, the pressurization system looks up the elevation of the destination you have loaded into the FMS and enters it, saving pilots an unnecessary step.

Every light in the CJ4 is some sort of an LED, so turning on any and all lights that can help in visibility won't shorten bulb life. The LEDs could last as long as the airframe, and maybe even outlast CJ4 pilots.

Cessna seems to have gotten the steering and brakes just right on the CJ4, and smooth, precise taxiing is easy. The flight control and throttle positions are totally familiar to anyone who has flown any CJ. And the takeoff speeds of 107 knots for V1 and VR and 116 knots for V2 are just about the same for a near-maximum-weight takeoff in the others.

The new, bigger wing and more powerful Williams engines teamed up to give an initial climb rate of near 4,000 fpm. Normal-climb airspeed target is 240 knots until reaching Mach .64. With one brief level-off on the way up, the CJ4 was through 30,000 feet in just over 10 minutes. There was moderate turbulence as we climbed through 37,000 feet in under 14 minutes. Air temperatures were within a degree or two either side of standard, and we arrived at 45,000 feet before the clock hit 23 minutes. Those are climb rates pilots of the first CJ could never have imagined.

At the certified ceiling of 45,000 feet, the CJ4 quickly accelerated to Mach .75, which equals about 425 knots true airspeed. Total fuel flow was 1,040 pounds per hour (pph). That is more than 10 knots faster than Cessna engineers predicted, but the fuel flow is on target, so the range is longer than forecast. Flying faster on the same fuel flow is a very good thing. If you had a big tailwind, you could pull back to the long-range cruise of around 390 knots and stay up longer and thus go farther, but in light winds or with a headwind, the maximum power cruise comes close to matching the slower long-range cruise in distance covered.

I made some steep turns at 45,000 feet and couldn't make the wing buffet until the angle went well past 45 degrees, and I pulled pretty hard, and then there was only a very small rumble of complaint. The new wing clearly has lots of margin even at its ceiling.
The new variable-position speed brakes are a delight to use, making it easy to stay right on airspeed limits while still achieving the necessary rate of descent to meet controller demands. Down at 31,000 feet, where the CJ4, like most turbofan-powered airplanes, hits its maximum cruise speed, the air was three degrees below standard, and with max cruise power set, the jet blew right through its Mach .77 limit. With power pulled back to keep the speed right on the Mmo maximum Mach red line, the colder temperatures held true airspeed down to 448 knots, clear evidence that the airplane easily makes the brochure maximum of 453 knots with air temperature at standard.

Despite having an all-new wing, the overall flying qualities of the CJ4 seem to match the rest of the family with totally predictable and docile behavior. The new all-electric trim system matches its speed perfectly to the airplane configuration, so there is little pushing or pulling with speed change and flap extension or retraction. Some pilots may miss the trim wheel spinning against their right knee, but I never touch the thing except to grab and hold on when it runs away in the simulator. If the primary trim fails in the CJ4, there is a second system with a rocker switch on the pedestal under your right hand.

Cessna has done a great job of establishing easy-to-remember speed limits, and there are really only two. For all gear actions the speed limit is 200 knots, and the same for approach flap setting. Landing flaps can go out at 160 knots. None of that 197 knots, or 154 or whatever, that is such fodder for oral exams on type-rating checks.

Around the airport the CJ4 is as easy to fly as any airplane, jet or propeller. Landing approach speeds will usually be just over 100 knots, and the trailing-link landing gear that Cessna perfected many years ago smoothes every touchdown. The lift-dump flap extension of the other CJs is eliminated because the six panels of ground spoilers are so effective. It is perfectly natural to move your hand from the throttles to the longer speed-brake lever on touchdown to extend the spoilers.

Though all testing was complete at the end of last year, Cessna was still awaiting FAA certification, which undoubtedly will have happened by the time you read this. Single-pilot eligibility had been established, and it certainly looked like the CJ4 would qualify to be flown by pilots holding the CE-525 type rating assigned to all other CJs. If I had a vote, I would certainly put the CJ4 under the same type rating with a few days of required "differences" training to learn how to use the system and avionics advances.

In an otherwise dismal market for light jets, the CJ4 is a bright spot with a big order book with essentially no cancellations. Deliveries are expected to begin early in the second quarter. With its longer cabin, advanced avionics and systems, 2,002 nm range and 425-knot cruise speed, the CJ4 delivers what other light jets can't. That, along with the rock-solid reputation of Cessna and the CJ family behind it, is the recipe for success in any market condition.

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Text- und Grafikquelle

Der Verkaufsprospekt!
Beschreibung und Spezifikationen!
Sonderausstattungsliste mit Preisen!
Unterhaltskosten des Musters, vielfältig aufgeschlüsselt!
Flight Planning Guide!

Viel Spaß beim Lesen! :beer:

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KC 135?? Meines Wissens nach hatten die Israelis nie die KC 135 im Bestand. Sind das nicht von Bedek umgerüstete, ex-zivile 707?? Auch der Rumpf erscheint mir länger, als der der KC-135, die direkt auf der Dash 80 basiert........

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INFO!

Fact Sheet!

Zitat

Learjet 60 XR Aircraft Establishes New World Speed Record 
Bombardier Aerospace today confirmed that its high-performance Learjet 60 XR aircraft set a new speed record on August 8, 2010, flying 4,777 nm (8,847 km) from Wichita, Kansas to São Paulo, Brazil, with one stop in Cali, Colombia, in just 11 hours, 58 minutes. The flight was officially sanctioned by the National Aeronautics Association (N.A.A.) and the Fédération Aéronautique Internationale (F.A.I.) on September 8, 2010.

Bombardier’s Learjet 60 XR business jet departed Wichita Airport (KICT) with a two-person crew and four passengers. The flight started at a long-range cruise speed of 428 KTAS (793 km/h), beginning at FL370 and ending at FL430. The aircraft made one 25-minute stop before departing for its final destination. The average speed was 443.06 mph (750 km/h) throughout the flight, with average tailwinds of five knots. The Learjet 60 XR aircraft landed, after flying normal descent and full arrival procedures, at both Cali (SKCL) and São Paulo (SBKP).

"The aircraft performed a superb takeoff from Wichita Airport at 02:00 local time and climbed directly to 37,000 ft (11,278 m) in 12 minutes,” stated Chris Walker, Captain, Bombardier Business Aircraft. The first leg to Cali (2,393 nm/4,432 km) was completed in five hours, 49 minutes, and the subsequent leg continued to São Paulo (2,384 nm/4,415 km), arriving five hours and 44 minutes later. “This record flight proves the Learjet 60 XR jet’s outstanding performance capabilities and that by flying the factory-published profiles, the aircraft will deliver consistent results,” added Kerry Swanson, Captain, Bombardier Business Aircraft.

This new N.A.A.-sanctioned world record for the Learjet 60 XR aircraft represents the fastest time ever recorded for a civil flight between Wichita and São Paulo and is the seventh speed record for the aircraft type.

On September 21, 2006, a Learjet 60 aircraft flew Cape Town-Johannesburg non-stop in two hours and 59 minutes.

On June 14, 2001, a Learjet 60 aircraft connected Wichita-Paris at a record speed of 505.97 mph (814km/h) in nine hours, 18 minutes and Gander-Paris at 535.48 mph (862km/h) in four hours and 42 minutes.

On June 12, 1997, a Learjet 60 aircraft flew from Pittsburgh to Gander at a speed of 529.48 mph (852km/h) in two hours and 35 minutes, and from Pittsburgh to Paris at a speed of 486.21 mph (782km/h) in eight hours.

On June 7, 1995, a Learjet 60 aircraft linked Wichita to Geneva and Gander to Geneva at record speeds of 478.82 mph (771km/h) in ten hours 21 minutes and 481.36 mph (775km/h) in five hours, 43 minutes, respectively.

“This new world speed record reiterates that our Learjet family of aircraft offers unparalleled performance,” said Fabio Rebello, Regional Vice President, Latin America, Bombardier Business Aircraft. “Learjet aircraft continue to gain popularity in Brazil and currently account for over 80 per cent of the Bombardier business jet fleet in the country. The Learjet 60 XR aircraft offers the perfect combination of cabin comfort, speed and efficiency and is an ideal jet for travel in this region.”

In service since July 2007, the Learjet 60 XR aircraft is a proven model of performance, comfort, value and versatility in the midsize jet market segment. It delivers a high cruise speed of Mach 0.81 (861 km/h), superior climb capabilities, proven fuel efficiency and low direct operating costs per nautical mile*. The jet’s higher operating altitudes – certified to 51,000 ft (15,545 m) – translate to time savings due to better winds, less traffic and less turbulence. The Learjet 60 XR aircraft can fly São Paulo-Lima non-stop with four passengers and two crew*. It is now available with the Signature Series interiors, which combine bold design elements with increased functionality to bring the large cabin concept to a midsize jet.

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Quelle!

Wow, in 12 Minuten auf FL370.....

Und fixer Zwischenstop! 25 Minuten! Da ist aber alles Formel1-mäßig abgelaufen.....

Das Flying- Magazine veröffentlicht von Zeit zu Zeit interessante Pilot Reports!

Zitat

In aviation we admire fat logbooks of experience for both pilots and airplanes. New technology offers promise, but a successful history breeds confidence. And that's what the new Learjet 60 XR exudes -- confidence that you are getting the best of more than 40 years of Learjet heritage. The 60 XR is a refined version of the Model 60 Learjet that was first introduced in 1993. The XR version has a supremely capable Collins Pro Line 21 flat glass avionics suite and a nicely restyled interior, but most importantly, it is at its core faithful to the original Learjet. And it is the last airplane that will carry the DNA of Bill Lear's Model 23, the airplane that many call the first business jet. Though the 60 XR will most likely remain in production for years, it is the last evolutionary step possible under the rules. The 60 XR is much, much bigger than the first Learjet, but the family resemblance is unmistakable. The pointy nose, wraparound windshield, T-tail, short and stout landing gear, and most importantly the wing, are all easily recognizable as growth versions of the family founder. And the 60 XR's performance is familiar with very rapid climb rates, good cruise speed and excellent fuel economy. The most fundamental link of the 60 XR to other Learjets that came before is the wing. It is the same eight-spar, thin section, slightly swept design that Bill Lear adapted from a Swiss military trainer in the early 1960s. The wing has eight spars and thick skins because, well, the military planned to put some stress on it. And the wing needs lots of spars and thick skins because it is so thin. A thicker wing with tall spar webs can be structurally more efficient, but nearly 50 years ago when it was designed nobody knew how to make a thick wing operate when flying at Mach .80. And performance was what Lear wanted, and the wing delivered. Over the decades the wing has been stretched twice. The first was in the 1970s when the Garrett 731 turbofan engines were installed to create the Model 35. About two feet of wing was added outboard of the ailerons on each side. A few years later Learjet was the first business jet maker to use tall winglets when it created the Models 28 and 29 with the "Longhorn" wing that stretched the span nearly another four feet. The 60 XR flies on that Longhorn wing that is, like the rest of the airplane, still built at the original Learjet factory in Wichita. The first Learjet wing did deliver performance, but at the price of unpredictable stall characteristics. The airplane had a stick pusher to prevent pilots from actually reaching an aerodynamic stall before the pusher automatically shoved the nose over. But, like the rest of the airplane, the wing has been refined over the decades. A new subtly reshaped leading edge, boundary layer energizers along the upper surface, shark teeth vortex generators, stall fences and even alternating round head and flat head screws on the leading edge have all helped transform the Learjet wing into a steady and predictable performer at all airspeeds. The stick pusher is gone along with the sometimes bad habits, but the incredible strength of the wing remains. The windshield on the 60 XR closely resembles those on early Learjets, but it, too, is vastly improved. Yes, hot bleed air is still available to prevent ice formation, but the 60 XR windshield is electrically heated to prevent fogging, a big issue on the early airplanes. And though the electric elements are not quite powerful enough to remove the worst possible ice as required by certification, 60 XR pilots will almost never need to use the bleed air to keep ice off. Though the core structure and design of the 60 XR hark back, the cabin and cockpit do not. The cabin features 5-foot 8-inch headroom, a wide aisle with enough room to easily move about, and there is a large, and private, potty in the rear, luxury never imagined in 1964. And the flat-panel displays of the Pro Line 21 system powered by dual flight management systems (FMS) delivers the latest capability in precision and safety.
The Learjet 60 is actually an evolutionary version of the Model 55 that was introduced in 1981. The 55 was the first Learjet with enough cabin room to stand up, and first to have a real lavatory. In 1993 Learjet introduced the 60 with a stretched cabin and new, more powerful Pratt & Whitney 300-series engines. Both range and cabin space moved the 60 solidly into the midsize business jet category.
The 60 has been a success with more than 300 flying, but its Pro Line 4 avionics -- one of the early electronic flight instrument systems (EFIS) -- was no longer cutting edge, and the cabin design and materials were due for an update. For the 60 XR the company created new floor plans that provide options on locating the galley and the three-place divan. There is also a layout that has six individual seats and no divan. A window was added in the lavatory to give it natural light, and fixtures were updated. The galley can be large or small. The seats are redesigned to fold flat to make berths. And all lighting is now from LED, and cabin lights and entertainment systems can be controlled by touchscreens at the seats.
The Pro Line 21 PFDs feature full-width attitude display. The MFD can be windowed to present a huge variety of information. And the Collins file server unit stores and displays charts so that, with a second unit installed, the 60 XR can be a "paperless" airplane.But the real attraction of any Learjet has always been performance, and the 60 XR still has it and it is a kick to fly. Since the mission was to have fun and show off the airplane, there was only 3,000 pounds of fuel on board, well under half of the 7,910 pound capacity. But then full tanks will carry you more than 2,200 nm, enough to cross the United States, at least eastbound. With one passenger on board we weighed 18,500 pounds for takeoff compared to the 23,500-pound certification limit.
The P&W 305A engines are managed by fadec so, with those computers in charge, all the old stuff of looking for certain rpm on start-up or setting a fan speed for takeoff are gone. The computers manage the start after you press the button, and for takeoff you just put the levers in the detent marked takeoff. A number of business jets have automatic power reserve (APR), which allows the remaining engine to put out a little more thrust after an engine failure on takeoff. The 60 XR has APR, but it can be pilot controlled as well as automatic after an engine failure. For example, if you encountered extreme wind shear and needed to go around, pushing the power levers hard puts them in the APR detent and you get extra power from both engines. APR will probably never be necessary, but it's there if you need it.
Learjets have always had an electrically operated nosewheel steering system and the early versions were overly sensitive. Not so with the 60 XR where a computer alters the sensitivity to match your taxi speed. As speed increases, pedal movements command smaller and smaller nosewheel deflections. But at slow taxi speed you can pedal the nosewheel around 60 degrees to spin the airplane into a parking spot. And unlike older Lears where you turned off nosewheel steering at 80 knots on takeoff, the 60 XR system is full time.Runway speeds on newly designed business jets keep coming down, but the Learjet still likes to go fast, even on the pavement. At our fairly light weight with temperatures a little below standard, rotation speed was 127 knots and V2 engine-out climb speed was 134 knots. Balanced field requirement was 3,600 feet, so you can see that the 60 XR was going to blow through those V-speeds very quickly. And it did. The sensations were all familiar to the many other Learjets I have flown, particularly the 5,000 fpm initial climb rate. With an assigned altitude of 3,000 feet I had the power back nearly to idle to both level and stay below the speed limits.
The controllers cut us loose quickly and in nine minutes after takeoff we were passing through 37,000 feet on the way to FL 410, the ancestral home of all Learjets. Nearly every business jet can make 41,000 feet these days, and its now common to see airliners at that level, but it was Lear country first. We got there in about 13 minutes, and even after a maximum weight takeoff the 60 XR can get to FL 410 in about 18 minutes, which no other business jet can exceed at maximum weight.
Learjets were once "fingertip" airplanes at high altitude with small aerodynamic margins between high and low speed boundaries for the ham-fisted pilot, but that is ancient history. The 60 XR is rock solid at FL 410 with no requirement for a yaw damper. I racked the airplane around in a steep turn and pulled back to hold altitude and there was no buffet or complaint from the wing. Evolution is a good thing.
The 60 XR is a fast airplane in the midsize category with a typical cruise speed of between 430 and 450 knots, but others have caught up and even passed it in top speed. But what no other airplane with this much cabin can do is go as fast for the fuel. With power set for normal cruise at FL 410 the true airspeed settles down on 430 knots, but total fuel flow was only 1,100 pounds per hour. That is the kind of burn you expect to see in a light jet, not a midsize. Learjet claims up to a 17 percent fuel burn advantage over some other midsize jets, and that seems believable.
Back down out of positive control airspace I tried a clean stall just to remind myself how well behaved the 60 XR wing really is. With full power at the stick shaker stall warning the 60 XR buffeted a little and flew itself out of the stall. Low speed behavior just isn't an issue anymore.
The first notch of flaps can come out at 250 knots indicated so airspeed management in the terminal area is no problem. Landing gear and approach flaps are limited to 200 knots. Even full landing flaps are 165 knots, significantly higher than in earlier models. Typical approach speeds are 132 or a few more knots. The 60 XR is the only midsize business jet that I know of that has autospoilers that you arm for takeoff and landing. When the main wheels spin up on touchdown, or the squat switches detect weight on the wheels, the spoilers pop up automatically. All large airplanes have this feature and it reduces pilot workload while helping to keep the airplane on the runway after touchdown for maximum braking.
The 60 XR is an easy airplane to land, though the actual greaser may be elusive because the little main gear tires are inflated to 206 psi. But those hard tires resist hydroplaning, and the airplane has very good brakes. A third rotor was added to the 60 XR brakes, which doesn't necessarily make the brakes more powerful, but does improve brake life significantly. Out of a single-engine approach, which is flown to landing with only approach flaps, I was able to turn off the runway in 4,000 feet. Not bad for a pilot with rusty Learjet skills. The heritage of the 60 XR certainly gives pilots and passengers confidence in the airplane, but the experience of the airplane and the people who build it also equals reliability. Learjet has recorded a 99.6 percent dispatch reliability for the 60 series, and expects that to grow to 99.7 percent with the XR. And with some modifications to maintenance procedures the airplane availability time is also increasing. Combine simplified maintenance with low fuel flow and high efficiency, and the 60 XR claims the lowest direct operating costs in the midsize category. The Learjet 40 series, and in a few years the all-composite construction Model 85, will continue to carry the Learjet name into the high flight levels for probably more decades to come. But the 60 XR is the final refinement of the "real" Learjet. Bill Lear had a greater imagination than anybody, but I doubt even he could have envisioned what his little rocket Lear Jet 23 has grown into.

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Hier ist das Flying-Magazin die Quelle für Bild- und Text!

Videos und Bilder gibt es im nächsten Post!

Zitat

MONTREAL - Bombardier Inc.’s two new business jets will cost “north of $1 billion” U.S., said Guy Hachey Tuesday.
The cost is significantly higher than the $300 million to $400 million U.S. analysts had expected for one such aircraft.
But Hachey, president of Bombardier Aerospace, told analysts attending the National Business Aviation Association convention in Atlanta that the two new Global aircraft, the Global 7000 and Global 8000, will be “major derivatives.”
This means that they are in between a brand new plane and a simple stretch of the existing Global family, the 5000 and the XRS.
The plane will compete against Gulfstream Aerospace Corp.’s G650, whose interior was unveiled Tuesday at the trade show.

© Copyright (c) The Montreal Gazette

Read more:

Mehr als eine Milliarde Dollar! Wow, die scheinen es ernst zu meinen.

Schade, daß der Vogel über 100000 lbs schwer sein wird. So darf er nicht nach Teterboro rein, einem der wichtigsten Plätze für Business Jets um New York herum und an der Ostküste, denn dort hat man ein 100000 lbs MOW Limit.
Schon daß erste kleine Handicap von Beginn an.....

Zitat

October 29: Boeing has announced that the Russian State Corporation Rostechnology has finalised an order for 50 737 Next Generation airliners with options on another 35.

In detail, the $3.7 billion (€2.7 billion) order comprises 15 737-700s, 25 737-800s and ten 737-900ERs (extended range).

"The order of Next-Generation 737s by Rostechnology represents a substantial investment in our future and will accelerate the significant progress we are making in improving the global competitiveness and efficiency of our airline industry," said Roman Pakhomov, Chief Executive Officer of Aviation Capital Services, the aviation leasing division of Rostechnology.

Quelle des vollständigen Textes!
50 Festbestellungen und 35 Optionen. Wow!

Boeing Pressemitteilung

Zitat

Russia’s State Corporation Rostechnology has finalized an order for 50 Next-Generation Boeing 737s, the deal including purchase rights for an additional 35 aircraft.

The State Corporation’s Supervisory Board approved the definitive agreement it signed and announced on September 17 during the Sochi Investment Forum in Russia. Boeing values the order is valued at $3.7 billion at average list prices. Rostechnology’s order includes 15 Boeing 737-700s, 25 737-800s and 10 737-900ERs.

Quelle des vollständigen Textes!

Zitat

....Flightglobal reports that the Eurofighter grounding resulted from an incident last month in which a Saudi pilot was killed after ejecting from a jet operating from Morón airbase in Spain. It's thought that a fault in the design of the Martin Baker seat meant that the Saudi's parachute separated from his harness during the ejection so that he subsequently fell to his death.....

Quelle!

Der arme Kerl ist einfach so, ohne Fallschirm aus dem Sitz gefallen beim Ausschuß!

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Zitat von ICKE

Das wir den noch nicht hatten wundert mich eigentlich. Ich finde, eines der größten Machwerke der jüngeren Filmgeschichte!

Räusper.....

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What is the difference in between making love in a canoe and American beer?

There is none, it is both fucking close to water!

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Kindheitserrinnerungen, da dies die Lieblingsfilme meines Vaters waren......

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Der Unfallbericht!

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Jane Austen schaut meine Freundin auch immer....

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Ist auch ein guter Film...........

Zitat von hexe

Wenn ich meine Lieblingsfilme hier poste, dann haut ihr mich....oder fesselt und knebelt mich und klebt mir nen POST-IT mit "Mädchen" drauf an die Stirn...

Quatsch, wenn schon Toto Sleepless in Seattle postet....

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Schön laut aufdrehen.......

Danke schön! :hail: