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Nun die ist eigentlich schon da....
Wenn man in FRA schaut, wo jetzt die Night Curfew jede Menge an Kapazitäten wegnimmt.
Oder versuch mal als GA Flieger nen Slot zu bekommen, wenn an manchen Tagen viel los ist. Da wird auf 2 Slots pro Stunde begrenzt.
Egelsbach ist auch keine Alternative, denn da braucht man 8 Kilometer Sicht, die man nicht immer hat und der Platz hat keine Instrmentenverfahren.....
Oder schau Tempelhof an, welcher ein formidabler GA-Platz geworden wäre....heute zahlt man mehr für den Erhalt des Areals, als man mit der Schliessung einsparen wollte.
Wenn man nach Tegel mit nem Bizzer fliegt, kann es im Winter sein, dass man ferry nach Schönefeld umsetzen muss, weil die eigentlichen Positionen der GA im Winter fürs Enteisen gebraucht werden....
Karlsruhe/ Baden und Friedrichshafen entlasten Stuttgart, Memmingen könnte München entlasten, Manching nimmt auch ne Menge GA- Verkehr auf, EDMO genauso, ist aber ein PPR- Platz....mit Werftbetrieb ( RUAG)
Ich finde es nicht schlecht, wenn es viele offene Plätze gibt.
irgendwann ist bei den großen Hubs die Kapazitätsgrenze eh erreicht und dann braucht man Alternativen.....
Ein bisschen untergegangen: Boeing liefert die 7500te 737 aus!
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Das richtige Lied zum Feierabend.....
Hin und wieder mache ich mal rüber
dann aber steht die Familie der Freundin ganz vorne dran. Ob ich mich da mal abseilen kann weiß ich net.
Ah da bin ich also nicht der Einzige........ 
Das Asus Padfone 2 ist auch interessant.....
Naja, bald ist Vetragsverlängerung, dann schauen wir mal.....
Die meisten Handies bieten meist mehr als man eigentlich braucht..... 
Deswegen gibt es Sony Xperia Z.....
Hab das iPhone als Diensthandy und es reisst mich nicht vom Hocker, selbst als 5er nicht.....
Die gekauften Carrier sind eher sekundär. Viel wichtiger sind Slots und logistische Netze....
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After I started the APU, we used it to supply electrical power to start both main GEnx-1B70 engines simultaneously. A glance up at the overhead panel confirmed that knobs at 12 o'clock, and annunciator lights out, signified no problems. The electronic engine controls [full authority digital engine controls] handled all start functions.
It took very little thrust to move out of the chocks because the aircraft only was loaded to 70% of maximum ramp. Braking action was smooth and the tiller-controlled nosewheel steering precise. The rudder pedals command up to 8 deg. and the left and right tillers command up to 70 deg. of nosewheel steering.
Aligning the aircraft on Runway 13R, we pushed up the thrust levers midway, waited for the engines to stabilize at 40% N1 fan speed and engaged the auto-throttles. N1 stabilized at 94% as the engines produced their full 70,000-lb./takeoff thrust rating. With a 1:2.5 thrust-to-weight ratio, the lightly loaded aircraft had rather sporty acceleration.Light back pressure on the yoke produced crisp but smooth pitch response. I followed the flight director cue in the head-up display to hold 10 deg. nose up. The test card called for me to engage the autopilot after retracting the gear and flaps. But, I elected to fly the aircraft by hand, using the HUD as the primary flight reference, for almost all my time in the left seat in order to evaluate the aircraft's handling qualities to the fullest.
Trimming for changes in airspeed takes just one touch of the trim switch to reset the trim reference airspeed. This does not directly move the horizontal stabilizer. Rather, the FBW system initially moves the elevators to change the trim and then follows up with stab trim to minimize trim drag. The control yoke does not change position with trim actuation.
Roll control, fully managed by the primary flight control computers, was silky smooth and nicely responsive, but not overly so. The FBW system provides artificial spiral stability up to 35 deg. of bank. There are no hard bank limits, so the aircraft can be rolled much steeper. But when the yoke is released, the FBW system forces the control wheel in the opposite direction to reduce bank angle to 30 deg.Bryan also demonstrated how the P-beta function prevents thrust asymmetry or other uncommanded event from upsetting the aircraft in roll or yaw. In a stable 30-deg. bank angle, he retarded one throttle and advanced the other. The thrust asymmetry produced only the slightest change in yaw and virtually no change in roll angle. He repeated the process by reversing each throttle position. The result was the same. No upset, but enough seat-of-the-pants feel to detect the thrust asymmetry.
It is extremely unlikely that flight crews would ever experience a failure of the primary flight control computers that could cause the aircraft to be uncontrollable, but the engineers installed a switch in the overhead panel that allows pilots to disable the computers if they malfunction. Bryan then switched off the primary flight control computers so we could fly the aircraft using direct law. This enables the yoke and rudder pedals directly to command the positioning of the flight-control surfaces. The aircraft is completely controllable, but control response is comparatively crude and there are no flight envelope protections available.
The 787 also has protection against pitot/static system failure, such as an icing blockage. Switching to alternate air data enables the aircraft to compute airspeed and altitude from aircraft weight, configuration, AOA and 3-D GPS position. Using alternate air data, Bryan noted only a 8-9-kt. difference in airspeed and a 40-ft. variance in altitude while cruising at 300 KIAS and 16,000 ft.
We then proceeded to Moses Lake-Grant County for pattern work. We deliberately stayed high prior to descending for the instrument landing system (ILS) approach to Runway 32 so Bryan could demonstrate the aircraft's new autodrag function. The aircraft is so clean that it is difficult to descend to and capture glideslope or glidepath from above, even with gear down, flaps set to 25 or 30 deg. and idle thrust. Under these conditions, the autodrag function deflects the ailerons downward and two outermost spoilers on each wing upward to assist in descending without gaining airspeed. The function is phased out gently below 500 ft. above ground level so that normal flare and landing behavior is not affected.Our first approach was a normal, all-engine, full 30-deg. flap maneuver that was hand-flown using the HUD and auto-throttles. Aircraft weight was 340,300 lb. Bryan bugged the target airspeed at 142 kt., 5 kt. above Vref. The aircraft was very stable, yet responsive to control inputs. It was easy to stay on localizer and glideslope via the HUD's precision guidance. Over the touchdown zone and 30 ft. above the runway, we flared slightly and touched down gently.
Bryan retracted the flaps to 5 deg., adjusted pitch trim and we advanced thrust for the go-around. On the downwind leg, he pulled back the right throttle to idle to simulate an engine failure. The P-Beta function stabilized the aircraft in yaw and roll. The left auto throttle adjusted the thrust as needed.
Based on a landing weight of 339,600 lb. and using Flaps 20 deg., Bryan set 146 KIAS as the target speed. The left auto throttle maintained that speed within 1-2 kt.
At ILS minimums, we executed a go-around. Bryan instructed me to leave my feet on the floor and allow the P-Beta system to counter the thrust asymmetry. The aircraft lost none of its composure during the maneuver, but there was noticeable side slip to the right caused by the left engine's higher thrust output.
We continued the simulated one-engine-inoperative abnormality for our final landing at Moses Lake. Using Flaps 20 deg. and based on a landing weight of 337,600 lb., Vref was 140 KIAS and the target airspeed was 145 KIAS.
Touchdown was smooth, but I floated a little too long in ground effect. I relaxed prematurely. Make a note. You must fly the nosewheel down to the runway, or you can be embarrassed by an audible thump during the derotation.
The 787 is indeed the nicest handling and most docile handling Boeing jetliner I've yet flown. Enhancements to the company's FBW flight-control system increase safety margins and make the aircraft impressively pleasant to hand fly.
The aircraft can be flown with equal ability from either seat because the left and right sides have the same access to displays, controls and tools, including left and right HUDs, EFBs and steering tillers. Situational awareness and crew resource management are top notch because of the moving and interconnected control yokes and rudder pedals, along with the back-driven throttles and speed brake handle.
Admittedly, the aircraft entered service three years later than planned. But, judging on performance, it was worth the wait.
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We recently strapped into the left seat of S/N 6013 for an evaluation flight. Jake Howard, G650 project chief test pilot, was in the right seat and Tom Horne, senior experimental test pilot, rode on the jump seat and recorded data for our test points.
The aircraft's empty weight was 54,372 lb., giving it a potential 1,428-lb. full-fuel payload. Thus, this aircraft can carry seven passengers with full fuel. Each additional passenger, however, only costs about 35 nm of range.
Fuel on board our flight was 15,600 lb., about 35% of maximum. Horne computed the ramp weight at 70,022 lb., or about 70% of maximum. With a field elevation of 50 ft. and outside air temperature at 25C, our computed takeoff speeds were 108 KIAS for V1, 109 KIAS for rotation and 126 for the V2 one engine inoperative takeoff safety speed. TOFL (takeoff fueled length) was 3,400 ft.
Engine start procedure involved switching on the boost pumps, turning on the start master and pressing a start button. Next, open the fuel cock and the Fadec (full authority digital engine control) handles the rest.
With a takeoff weight of about 69,600 lb. and 37,800 lb. of thrust, acceleration was sporty, even by Gulfstream standards. The aircraft left the runway in about 3,000 ft. Control response was crisp and the aircraft was well damped in pitch, no doubt due in large part to the 36.6-ft. span, 439-sq.-ft. horizontal stabilizer. But the high-level FBW control laws surely played a significant role as well in G650's well-mannered behavior.
The aircraft also had pleasant artificial roll control feel and good roll response with adequate control yoke centering, but very little on-center break-out force. Engineers with Gulfstream and Rockwell Collins, which supplied the control yokes and rudder pedals, worked together closely to fine-tune artificial feel and control response.
On the way up to initial cruise altitude, we had a couple of intermediate level-offs required by air traffic control (ATC) and comparatively sharp turns. Yet, using a 250 KIAS/260 KIAS/Mach 0.85 climb schedule in mostly ISA conditions, the aircraft leveled off at FL 470 in 23 min. At ISA-7C, it cruised at Mach 0.85 or 480 KTAS on 2,400 pph at a weight of 67,500 lb.
Then we pushed up the throttles because high-speed cruise is G650's forte. The 67,400-lb. aircraft smartly accelerated to Mach 0.90, resulting in 506 KTAS on 3,000 pph in ISA-7C conditions. Horne noted that the cabin altitude was 4,300 ft.
We checked Mach buffet margins with a wind-up turn, which indicated the aircraft has robust margins, albeit at a comparatively light weight. We didn't encounter buffet until about 1.4g at Mach 0.88 in a 45-deg. turn.
Descending to 15,000 ft. for airwork, we used idle thrust and air brakes. We noticed only mild buffeting and a slight pitch change when the air brakes were extended.
Once level at 15,000 ft., we flew a series of standard air work maneuvers. We especially wanted to evaluate stall behavior because G650 is the first large-cabin Gulstream that does not need a stick pusher to hasten stall recovery. We first attempted a stall in the clean configuration at a weight of 66,800 lb.; we trimmed the aircraft for a 156 KIAS Vref speed or 0.67 normalized AOA (angle of attack), reduced thrust and decelerated. “Normalized” means that 1.0 AOA is the maximum lift coefficient adjusted for high-lift configuration and local Mach number because of its influence on buffet and stall.
During the approach to clean stall, the stall warning stick shaker fired at 129 KIAS or 0.94 normalized AOA. At 0.97 AOA, the FBW system limited elevator and horizontal stabilizer pitch control authority to prevent untoward handling characteristics. Holding the control wheel fully aft, the nose gently pitched down and we initiated recovery.The dirty stall, with gear down and flaps extended to the full 39 deg., was equally non-dramatic. We trimmed for 122 KIAS or 0.67 AOA, began a normal glidepath-like descent and then leveled off without adding thrust, thus allowing the aircraft to decelerate. After the stick shaker fired, we continued to pull aft on the yoke until reaching the stops. At 0.98 normalized AOA, the nose gently dropped and we initiated recovery with only a slight loss of altitude.
Returning to Savannah, we prepared for a WAAS LPV (wide area augmentation system with vertical guidance approach procedures) to Runway 19. Horne computed Vref at 120 KIAS for a 65,500-lb. landing weight and a non-factored landing distance at 2,873 ft. based upon 13-kt. headwinds.
We bugged the target airspeed at 125 KIAS and let the auto-throttles maintain speed in gusting wind conditions.The HUD's azimuth and glidepath guidance cues, along with the FPV marker, made it easy to hand fly the approach.
The FBW system transitions from high-level control law to direct law for takeoff and landing, so G650's smooth handling behavior during final approach reflects its aerodynamic refinement. At 50 ft., we pulled back the thrust to idle and continued to use the HUD until touchdown. We deployed the thrust reversers, lightly touched the brakes and turned on to a taxiway after a touchdown roll of about 5,200 ft.Earlier we flew one engine inoperative (OEI) takeoff and landing in the G650 simulator at FlightSafety International's Savannah training center. Rudder pedal forces on the OEI takeoff were moderate and the aircraft was easy to control. For landing, though, we could not use the auto -throttle because the system only works if both engines are operating. Managing the asymmetric thrust, however, was not difficult.
Conclusions? G650 is the nicest flying large-cabin Gulfstream yet built. The FBW functionality is all but transparent unless probing the extremes of the flight envelope. Pilots might not know it's a FBW aircraft without being told. PlaneView II, the HUD and EVS, among advanced cockpit features provide unsurpassed situational awareness. The cabin environment, including increased volume, window size and pressurization, along with the redundancy and reliability of the cabin management system, make it Gulfstream's most commodious and functional business aircraft yet.
Being able to cruise at Mach 0.80 may have been the benchmark in the 20th century, but it seems slow by 21st-century standards. Even long-haul airliners now can cruise at Mach 0.85. Bombardier indeed routinely quotes Mach 0.82-0.85 as the normal cruise speed for its current production Global series business jets.The G650 now raises the standard with its Mach 0.90 high-speed cruise and 6,000 nm range. Slow it to Mach 0.85 and go another 1,000 nm. Among purpose-built business jets, G650 has the best fuel efficiency while cruising at Mach 0.85. So, Gulfstream's new flagship has a healthy lead in the ultra-long-range business aircraft class. But Bombardier's Global 7000, promising 7,300-nm range at Mach 0.85, is due to arrive in 2016 and its 7,900-nm Global 8000 enters service just one year later. Longer term, Dassault could challenge G650 with a growth version of its pending SMS.
But the G650 is here and it's delivering on its promises. The competition has still to prove their claims. And Gulfstream already is studying its next generation of top-line business aircraft because it believes that's the way to stay in front.
Quelle des vollständigen Reports ist aviationweek.com
Wow, Level 470 in 23 Minuten trotz ein paar Level-Offs seitens der ATC....Wahnsinn, wie der Vogel marschiert, auch wenn es lediglich 70 % des MTOWs waren.
Das ist Learjet- Territorium was die Steigleistung angeht.
Und im Alltag wird die Gulf auch schneller sien als die Citation X. Denn bis die auf die entsprechende Höhe kommt und endlich auf M 0.93 beschleunigen kann, ist die Gulf schon längst weg..... 
Dassault Certifies Falcon 2000S and 2000LXS
The 4,000-nm Falcon 2000LXS, announced last October at the NBAA Convention, combines the short-field performance of the 2000S with the longer-range capabilities of the 2000LX. Featuring the same inboard slats and winglets as the 2000S model, the aircraft has a balanced field length of 4,675 feet (SL, ISA) at 42,800 pounds MTOW, and offers the same landing performance as the Falcon 2000S.
The Falcon 2000LXS also comes standard with EASy II avionics and FalconCabin HD+ entertainment system. Customers can specify the interior of their choice. Dassault said the Falcon 2000LXS will replace the 2000LX by the end of the year.
Hier das Maschinchen
Beechcraft B200 ProLine Avionics
(Die Mühle hat sogar RVSM-Capabilities)
200er ist ganz nett, aber die 250er ist schon draussen.....
Und die verlinkte Maschine hat ja nicht mal die Raisbeck- Mods. Gut wenigstens die Strakes hinten am Rumpf.....
Diese 350ER wäre viel interessanter, und ein schöner Kandidat zu pimpen. Die Strakes, die neuen leading edges und 5 Blatt Scimitar Propsvon MT sobald sie an der 350ER zugelassen sind....... 
So erstmal einen super lieben Danke an euch. Wir haben kurzfristig alte und gute Unterlagen vom A310 bekommen. Ist zwar nicht mehr das neuste Flugzeug aber trotzdem kann man damit gut Arbeiten.
Für euer Engagement kann ich nur :hail: und Danke sagen.
Ihr seit klasse. :hurra:LG
Brauchst du noch Bildmaterial oder bist du versorgt??
Sicher, da hast du Recht. Wenn ich aber nen Jumbo hernehme, wieviel nimmt der mit?? 80 bis 90 Tonnen Block??
Aber ob man da unter dem Strich so viel spart???
