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Famille Dassault Falcon

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Invité

Famille Dassault Falcon

Message par Invité le Jeu 30 Avr 2009 - 23:42

Aviation Partners reçoit pour Dassult Falcon Jet le certificat de type pour
le Falcon 2000LX.

4000 nm à M0,8, arrivée au niveau FL410 en 19mn. Un gain de 800 lb sur trajet type par
rapport au 2000EX. Le MPA pour les kits de retrofit est attendu en mai

D’Aviation Week


http://www.aviationweek.com/aw/generic/story.jsp?id=news/WINGLET043009.xml&headline=Falcon%202000LX%20Earns%20EASA/FAA%20Approval&channel=busav
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art_way
Whisky Charlie

Re: Famille Dassault Falcon

Message par art_way le Mar 5 Mai 2009 - 17:17

Dassault Aviation : certification de la FAA du Falcon 2000LX

Dassault Aviation a annoncé aujourd'hui que le Falcon 2000LX a reçu sa certification de
la FAA (Federal Aviation Administration). Cet appareil est le
dernier-né de la famille d'avions d'affaires du groupe. Il avait déjà
obtenu le 23 avril sa certification par l'EASA (European Aviation
Safety Agency). Les premières livraisons interviendront au début du
mois de mai.

' Le Falcon 2000LX offre les plus bas coûts d'exploitation de tous les avions d'affaires à large cabine et incarne
la solution idéale aux défis actuels de la conjoncture économique ', a
déclaré Jean Rosanvallon, Président-Directeur général de Dassault
Falcon. ' Cet avion offre les meilleurs rendements carburant de sa
catégorie, ce qui en fait le jet d'affaires le plus économe en termes
de consommation et d'émissions. Capable d'opérer sur pistes courtes,
cet appareil vous permet d'atterrir à proximité immédiate de votre
destination et de devancer la concurrence pour doper vos affaires '.

Le Falcon 2000LX est capable de franchir jusqu'à 7410 km (4000 nm). Il
pourra ainsi desservir sans escale les trajets New York-Moscou ;
Paris-Mumbai ; Dubaï-Londres ou encore Hong Kong-Brisbane.


http://www.boursorama.com/infos/actualites/detail_actu_societes.phtml?num=06bc852e382426e2cbecd6decfec0b5f


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alain57
Whisky Quebec

Re: Famille Dassault Falcon

Message par alain57 le Jeu 14 Mai 2009 - 22:41

Entrée en service du nouveau Falcon 2000 LX

http://psk.blog.24heures.ch/archive/2009/05/13/entree-en-service-du-nouveau-falcon-2000-lx.html

photos et texte sous le lien...
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Invité
Invité

Re: Famille Dassault Falcon

Message par Invité le Dim 7 Juin 2009 - 19:32

Dassault poursuit la réduction des activités du gros " Completion Center " de Little Rock.

Aeronews :

Dassault Falcon announced today the layoff 111 workers from the Little Rock Completion
Center. Another 42 workers have taken advantage of an “early out” program bringing the Center’s total workforce to 2100 employees, about the same as it was in early 2008.

http://www.aero-news.net/index.cfm
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aeroduO5
Whisky Quebec

Re: Famille Dassault Falcon

Message par aeroduO5 le Dim 26 Sep 2010 - 15:36

Je continue avec la gamme de Dassault A viation.
Ce construsteur est spécialisé dans les gros jets, il n'a donc pas de gamme de VLJ.

Voilà la gamme:
Falcon 900 LX: 19 passagers, 21,9t pour 8900 kms, 3 Honeywell TFE 731-60 de 22,2 kN
Falcon 900 DX: version sans winglets qui a un MTOW de 21,2t pour une autonomie de 7600 kms
Falcon 2000 LX: 19 passagers, 19,1t pour 7400 kms, 2 PWC 308C de 31,1 kN
Falcon 7X: 14 passagers, 31,3t pour 11000 kms, 3 PWC 307A de 28,5 kN

Les 900 et 2000 partagent la même aile et la même cabine. La différence repose donc sur le nombre et le type de moteurs et le MTOW. On peut comparer le système avec les A 330-300 et A 340-300 de Airbus.
Le 7X est plus performant et ne partage que la section de fuselage avec ses frères.

A noter: j'ai mis les capacités à titre indicatif mais ces chiffres ne reflètent pas la réalité.
Les jets Dassault sont souvent aménagés avec entre 8 et 12 sièges, chaque client ayant un vaste choix.

Un nouveau modèle est en développement et il a été désigné SMS (super mid-size). Mais on en sait encore très peu.
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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Mar 30 Nov 2010 - 9:37

Bonjour à tous

Un joli compte rendu d'essai par un pilote de flightglobal du falcon 900LX

http://www.flightglobal.com/articles/2010/11/29/350207/do-winglets-improve-performance-flightglobal-performs-flight-test-on-dassault-900lx.html


The fully blended winglets for the 900LX are the same as those fitted to the 2000LX, curving gracefully to rise 1.67m (5.5ft) above the wing and increasing the (effective) wing span by just over 2m on each side.


© Dassault


The wings of the 900LX and the 2000LX are identical in size, shape and section but because the 22,225kg (49,000lb) maximum take-off weight of the 900LX is increased compared with the 19,160kg MTOW of the 2000LX, the 900LX winglets require a small amount of additional internal wing reinforcement, making the winglet modification weigh 160kg (compared with115kg for the 2000LX). Because of the stronger 900LX wing reinforcement required, Aviation Partners is considering the feasibility of winglet retrofit on to older 900EXs to upgrade them to LX standard.

INCREASED RANGE

Importantly, however, the winglets require no flightdeck changes, increase the aircraft's range by 5% up to 4,750nm (compared with 4,500nm for the 900EX) and allow the 900LX to climb directly to FL390 at MTOW in up to ISA +10°C conditions (compared with ISA +2°C for the 900EX).

They also markedly reduce noise in all take-off/climb segments while meeting the same required take-off/climb gradients, which is now a critical additional performance parameter in urban environments such as London City airport, and where 900LX steep approach certification is set for summer 2011.

In addition, the winglets offer a substantial increase in lift and reduction in stall speeds that could have been used to reduce approach and landing VREF speeds. The 900LX has a quoted approach indicated airspeed of 110kt (205km/h) and a landing distance of 655m at sea level, with six passengers and two crew, NBAA IFR reserves and equating to an assumed aircraft weight of 13,150kg. Dassault, however, chose not to take credit for that, so performance tables and aircraft manuals for the 900LX and the 900EX remain identical.


Deux chiffre intéressant :
Le poids de la modif pour deux avions ayant la même aile
115 kg sur le 2000LX qui est moins lourd et stress moins l'aile
160 kg sur le 900LX qui nécessite un renfort d'aile

Bonne lecture


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jullienaline
Whisky Charlie

Re: Famille Dassault Falcon

Message par jullienaline le Mer 1 Déc 2010 - 17:09

Bonjour à tous,

Le 100ème Falcon 7x vient d'être livré à une société brésilienne de services financiers.

http://www.dassault-aviation.com/fr/aviation/actualites/a-la-une/dassault-franchit-le-cap-du-100eme-falcon-7x-livre.html?cHash=8328870e9f

Amicalement


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Vortex

Re: Famille Dassault Falcon

Message par Vortex le Mer 1 Déc 2010 - 18:45

8 jours de retard! (Dépêche du 23.11.10)
C'est toujours moins que d'autres retardataires!
(En d'autres termes, ce n'est pas ce qui me branche sur ce forum.)
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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Mer 1 Déc 2010 - 19:09

Le temps de vérifier qu'il vole vraiment


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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Jeu 9 Déc 2010 - 9:45

Bonjour à tous

Quelques nouvelles du SMS qui devrait compléter la gamme Dassault vers le bas pour 2016...

http://www.flightglobal.com/articles/2010/12/08/350689/meba-dassault-targets-2016-for-sms-service-entry.html


Dassault is readying its SMS business jet for service entry in 2016, but details of the clean-sheet aircraft will remain under wraps for another two years, says Dassault senior vice-president civil aircraft Olivier Villa.

"We are working at full speed on the SMS. Aircraft performance has been finalised, we have validated its shape and the joint definition phase has begun with most of our major suppliers," Villa says.

Heroux Devtek is the only SMS supplier to have been identified so far, at the landing gear manufacturer's request. "Our partners are working with us at our facility in St Cloud. They will remain on site until the end of 2011 when they will return to their design offices," Villa says. Dassault expects to assemble the first SMS in 2013, but will not disclose the planned date for the aircraft's first flight.

The SMS - previously known as the Future Falcon - was mooted by Dassault in 2007, but the financial crisis forced the company in 2008 to slow development. A decision was made earlier this year to officially launch the programme and proceed at full throttle.

"It seemed the right moment to press ahead. A recession is usually a good time to develop new aircraft and we now have a product that the market will want for the next 30 years," Villa says.

Dassault will not disclose any details about the SMS for two years Villa says, when the marketing campaign is set to kick off. "No information will be released. We don't want to give anything away to our competitors," Villa says.

Given its title however, the SMS is widely believed to be positioned in the super-midsize category at the bottom of Dassault's high-performance aircraft product line. This slot was vacated by the phasing out of the 50EX in 2007.


Pas d'info d'ici deux ans
Travail derrière un rideau
Seul le contrat pour les trains a transpiré...

A suivre


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Beochien
Whisky Charlie

Re: Famille Dassault Falcon

Message par Beochien le Jeu 9 Déc 2010 - 9:50

Merci Poncho !
Ca va être dur de tout garder secret ...
Et les moteurs Laughing
High speed ou high economy ??
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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Jeu 9 Déc 2010 - 9:53

Avoir pour les moteurs... la nature et le nombre...


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aeroduO5
Whisky Quebec

Re: Famille Dassault Falcon

Message par aeroduO5 le Jeu 9 Déc 2010 - 17:13

J'ai lu une info un peu secrête pour les moteurs.

Apparemment Snecma et son Silvercrest seraient bien placés.
Tout ça reste à confirmer.
En même temps si c'est pour 2016 ils ont encore le temps.
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Beochien
Whisky Charlie

Re: Famille Dassault Falcon

Message par Beochien le Jeu 9 Déc 2010 - 17:33

Ben, le Silvercrest a perdu une foi contre RR, chez Dassault, et il faudrait qu'il ait fait de très nets progrès, pour avoir une nouvelle chance !
C'est possible ... à suivre !
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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Jeu 9 Déc 2010 - 17:57

Ben depuis snecma à bosser sur le powerjet et sur le leapX
Qu'est ce que RR développe actuellement dans ce secteur pour les bizjets ou les monocouloirs.

Chez bombardier c'est le techX pour les nouveaux programmes. Et les autres programmes en cours?


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Beochien
Whisky Charlie

Re: Famille Dassault Falcon

Message par Beochien le Jeu 9 Déc 2010 - 22:03

Bonsoir !

En 2007 RR avait gagné avec le RB 282, un peu tombé aux oubliettes today ..

The UK company will supply its all-new RB282-31 engine in the 10,000-pound-thrust class using technology taken from its Vision 10 technology acquisition program. Several major components have already been rig-tested, including a compressor and fan and most recently, a single-stage high-pressure turbine in Germany, and low-emission, lean-burn combustors. A Rolls-Royce spokesman said Dassault’s decision was “based largely on the results of these tests.”

Current super-midsize business jets have two engines of about 7,000-pound-thrust each. Asked about the unusually high thrust class for an aircraft of this size, a Dassault spokesman said the thrust figure was approximate and he added that Rolls-Royce is adamant that it does not want to release details of the new engine. He acknowledged, however, that Dassault is targeting a high cruise speed at altitude for the future Falcon, which would require higher thrust.


C'était en 2007 ! Avant la crise !


Alors maintenant ...
Le Silvercrest sur le back burner, n'a pas du trop avancé à mon avis (On the shelf) ... mais assez haut !
Le Rolls Royce, avec ses projets "Advance" on ne sait pas trop quoi, ni pour quand !
Retour au RB 282 qui sait ...
Et GE qui lui montre (Et vend)ce qu'il fait !
P&W ne me convainc pas dans pour les business jets (Le GTF est trop lent)

Les paris sont ouverts !

JPRS
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Paul
Whisky Quebec

Re: Famille Dassault Falcon

Message par Paul le Ven 10 Déc 2010 - 5:17

Bonjour,

Sans oublier le PW800, actuellement en développement et sans client pour l'instant, P&WC mettra le paquet pour lui trouver une application.
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Beochien
Whisky Charlie

Re: Famille Dassault Falcon

Message par Beochien le Ven 10 Déc 2010 - 9:30

Le PW 800 ... merci Paul, je l'avais oublié ...

Peut être par ce qu'il ne m'avait pas trop convaincu ...
Drôle d'ersatz ... faut pas gâcher menfin ...
Trouver une application, le mot est juste .

JPRS
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Beochien
Whisky Charlie

Re: Famille Dassault Falcon

Message par Beochien le Mar 4 Jan 2011 - 14:45

Bonjour !

John Croft de FG, nous mets une longue couche sur le futur SMS (fallait le trouver ce nom)
Un long article à lire sur les avioniques ... Head up Head Down, à lire ...
Et une part moteur intéressante, toutest remis à plat vu les 4 ans de réflexions sur le programme !
Vu Samedi un ingénieur de SNECMA qui m'a confirmé les progrès du Silvercrest qui re-tente sa chance!
Les pressions montent avec bonheur, sur le centrifuge, une bonne nouvelle !
Je note juste que les moteurs de business jet sont vraiment un négoce à part, entre les moteurs dédiés et les down sized de versions de l'aviation commerciale qui font ce qu'ils peuvent (RB 282 par exemple, CF 34) le plus haut plus vite est (Encore) la règle dans ce monde, pour les long courriers au moins !

------------ Le lien FG et un extrait "Moteurs" -------------

http://www.flightglobal.com/articles/2011/01/04/351300/forecasts-2011-engines.html

Regarding engines, a win for new business aviation entrant Snecma on the SMS could shape a new world order for powerplants. Snecma, fan and low-pressure systems provider for the world-renowned CFM56 engine, has been aggressively pursuing a number of business jet programmes since 2007, when it introduced the 9,500-12,000lb-thrust (42-53kN) Silvercrest turbofan.

A win for the Silvercrest could mean the traditional threshold where a simpler, lower part count centrifugal compressor engine makes sense takes a leap upward, perhaps to the regional jet or small airliner. Officials say they have tested the engine core to significantly higher levels that what is commonly considered the upper limit for a centrifugal-based compressor - about 12,000lb thrust.

Meanwhile, other competitors in the larger engine regime (greater than 10,000lb thrust) are advancing with axial designs that maintain commonality between business aviation and commercial airline customers.

Pratt & Whitney Canada's PW800-series turbofan engines, originally selected by Cessna for the stalled Columbus business jet, are gaining operational experience through prototype engine tests that are under way for the 24,000lb-thrust PW1524G geared turbofan engine for the Bombardier CSeries 110- to 125-seat airliner. A first engine, instrumented to focus on low-pressure elements, was rapidly approaching its targeted 100h test programme at the end of the year, while a second engine, instrumented to analyse the core, is set to begin testing in 2011. The PW1524G and PW800 share a common core architecture.

Airbus has already selected P&W's PW1000G geared turbofan as an option for the re-engined A320. Boeing, as 2010 ended, had not declared its ambitions on an re-engining programme, but it is thought that it continues to study both geared turbofan and CFM International Leap-X engine configurations for an upgrade on the tried and true 737.

GE's business jet offering, the Tech X engine, is building time in the commercial market through core testing for CFM's Leap-X1C engine for the Comac C919. Bombardier chose the Tech X for its new ultra-long-range Global 7000 and Global 8000 models, set to enter service in 2016 and 2017, respectively.

Like the P&W offerings, the Leap-X and Tech X share a common core, which is GE's offering in the CFM joint venture. Testing on the first "eCore" is complete and a second, more advanced, core with architecture similar to the final product will begin in 2011.

JPRS
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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Mar 11 Jan 2011 - 23:08

Bonsoir
Un long article bilan
Intéressant à lire (si vous avez le temps)

Bonne soirée

http://www.ainonline.com/news/single-news-page/article/dassault-sms-builds-on-lessons-from-the-7x-27984/


Dassault is working steadily toward a certification date of 2016 for its much anticipated super-midsize (SMS) ­Falcon business jet, Olivier Villa, ­Dassault's senior vice president for civil aircraft, told AIN at last month's Middle East ­Business Aviation show in Dubai. Launched in ­January 2008, the twin-engine SMS is intended to be the successor to the out-of-production three-engine Falcon 50.


Initially the Rolls-Royce RB282 turbofan was chosen to power the SMS but Dassault reversed that decision in 2009, reopening the competition. The Silvercrest engine being developed by France's Snecma group is a likely frontrunner for the powerplant selection.


Although the program is ramping up to full-speed development, Villa remained coy about SMS details and industry partners. He said Dassault will likely not release much further information about the project for two to three years. To date, wind-tunnel tests have been completed for the basic shape and the outer mold line is fixed.


The company has approximately 250 people working on the SMS at its design office in the Paris area, a number that will double early this year as designers from Dassault's partners join the team. By the end of this year, the joint team will establish the basic design, after which the constituent groups will return to their own design offices to complete detailed work.


The SMS is being designed on a new system that significantly reduces risks in the design and development process. Dassault has been at the forefront of computer-aided design since the creation of its Catia software in the late 1970s. The company's most recent aircraft, the Falcon 7X, was designed using a highly advanced product lifecycle management (PLM) system that created a digital mock-up of the aircraft on a single database. All designers shared the same database, which output information in different presentations tailored to the needs of the user. According to Villa, the system allowed the design to be "optimized for easy production and easy maintenance, and at the same time ensured that we met certification requirements."


For the SMS, Dassault engineers are using a more advanced PLM. Whereas the 7X database represented the mechanical components of the aircraft, the SMS system integrates the aircraft systems as well. The complete database is refreshed every day, and is Web-based to allow remote access.


Aircraft design follows what Villa describes as a "V-shaped" pattern. "You start with the high-level requirements," he said, "then proceed down through functions and architecture to the component level. Then you are into the upward validation phase, passing back up through lab tests, bench tests, flight tests and then certification. Traditionally," he continued, "if you missed something on the way down you will only find it at the top of the V, at the flight-test stage. It's then difficult and expensive to fix."


Dassault's design tool provides for simulation at all levels of the process, with the aim of eliminating these risks at the design stage. For instance, a task can be modeled in the database, allowing the effects of the action on all areas of the aircraft and its systems to be calculated. A wrong-diameter pipe for the fuel transfer system, for example, will be flagged, allowing rectification before the system reaches the hardware stage.


Enhanced Flight Vision System
At press time Dassault was expecting to receive final operational FAA certification for its enhanced flight vision system (EFVS) on the Falcon 7X large-cabin business jet. EASA certification for the system was completed in July and the first aircraft has been delivered, and FAA airworthiness certification has now been received as well. The system significantly enhances situational awareness in weather and at night.


Dassault already has EFVS approved on its Falcon 900 and 2000, based on a CMC Electronics sensor and a Rockwell Collins head-up guidance system (HGS). While that system is a significant aid to flight, it does not allow for reduction of approach minimums. However, the system developed for the Falcon 7X employs a new head-up display (HUD) and sensors and provides imagery good enough to allow approaches to extend beyond Category I minimums in certain conditions.


The EFVS for the 7X employs a CMC Electronics SureSight I-series infrared sensor and the latest Rockwell Collins Model 5860 HGS, the 7X being the first business jet to be certified with this high-resolution LCD display. EFVS certification allows the pilot to continue some Category I and certain non-precision approaches from the standard published minimums (typically 200 feet) to a 100-foot decision height, equivalent to Category II minimums. The proviso is that the pilot must see something in the HGS at the published minimums, even if the full ground picture is not yet discernible. EASA certification allows an approach to be initiated with a one-third reduction in runway visual range.


In the Falcon 7X the EFVS sensor is mounted forward of the windshield, and can display imagery on both the HGS and head-down screens. At especially short ranges there is some noticeable parallax discrepancy between the HGS image and the real world, but it is designed for zero parallax at 200 feet and at longer ranges discrepancies are not an issue.


New features on the EFVS include two pre-determined settings controlled by a single switch, although the pilots retain full control over the system's settings so that they can adapt it to conditions if they wish. The normal preset provides general situational awareness at night by maximizing sensitivity to give the best possible view of terrain. The approach setting processes the infrared imagery to eliminate the blooming effect of lights at night, and to focus on detecting lights in bad weather, as these are the primary indicators for go/no-go decisions. The system also has separate enunciators and audio warnings for EFVS minimums in the primary flight display, in addition to those for published IFR minimums. EFVS imagery in the HGS can be switched on and off, or faded, via a simple switch on the Falcon 7X's sidestick controller.


Training on the new system for pilots using the EFVS with operational benefits consists of a one-day course that comprises four hours of ground instruction and two hours in the simulator, during which at least six approaches are undertaken in various conditions.

Testing the EFVS
Certifying the EFVS required a flight-test campaign of about 200 hours, during which test pilots flew 168 approaches. Initially the test team tuned the EFVS for optimal alignment with the real world, largely in good weather at night. With the EFVS aligned, the campaign proceeded to tests in a variety of conditions, and 80 of the approaches were conducted in operational credit conditions.


Unlike Cat III tests, in which aircraft can be flown in good conditions but with the outside view blacked out, the EFVS tests required the Dassault team to search for bad weather. The system was tested in dry and wet fog, in snow and rain and at different times of the day to cater for differing heat signatures of ground features. Tests were accomplished at 25 different locations in seven countries, including Canada, where fog is frequently encountered in the summer months.


For certification purposes most of these flights were flown with a Dassault pilot and a test pilot from the joint FAA/EASA certification team, with test engineers from both organizations on board. Detailed analysis of data and imagery was undertaken post-flight, looking in particular at the imagery in its various incarnations, including first-generation sensor imagery, video feed to the HGS and the imagery displayed on the head-down screen.


For the future Dassault expects better capability and further reduced minimums as sensors and displays improve in performance and resolution. A key avenue of development is the use of blended imagery, drawing on video, millimeter-wave radar and the synthetic-vision imagery generated by the onboard database using digital terrain elevation data (DTED). As always, the problem is the correlation of synthetically generated imagery with the real world. At present, however, even the proposed EASy 2 cockpit system for the Falcon 7X will use DTED level 2, which is insufficient to provide the kind of data necessary for low-visibility landing systems.


Supersonic Business Jet
Dassault continues to explore a supersonic business jet. Company market analysis shows that, based on current technology, a supersonic business jet (SSBJ) that is capable of Mach 1.6 would need to have a range of at least 4,500 nm and a cabin at least as big as that of the Falcon 7X to be viable in the marketplace.
Current technology suggests such an aircraft would have a mtow of well over 100,000 pounds and a carbon footprint around four to five times that of a subsonic aircraft comparable in weight and size.


While the project is not practical from a business sense any time soon, Dassault recognizes that an SSBJ remains a desirable goal and continues to conduct conceptual and technological studies into areas that could bear fruit should an SSBJ become a realistic proposition at some point.



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Poncho (Admin)
Whisky Charlie

Re: Famille Dassault Falcon

Message par Poncho (Admin) le Jeu 8 Sep 2011 - 14:10

Bonjour à tous
Les winglets d'AP certifiés sur le Falcon 900
Avec des gains très intéressants : +5% de distance franchissable à M 0.8 et +7% à la vitesse de croisière éco

http://www.ainonline.com/news/single-news-page/article/faa-issues-stc-for-aviation-partners-falcon-900-winglets-31056/


The FAA granted supplemental type certification to Aviation Partners for its Falcon 900 High Mach Blended Winglets on September 2. Aviation Partners expects EASA certification to follow shortly. The Blended Winglets program for the Falcon 900 took two years and involved “exhaustive flight testing,” according to the company. Aviation Partners has 20 commitments from Falcon 900 operators for the new High Mach Blended Winglets and 10 or more sets will be installed by year-end, said vice president of sales Gary Dunn. High Mach Blended Winglets are optimized for cruise speeds of Mach .80 and higher and deliver a 5-percent range increase at Mach .80 and more than 7 percent at long-range cruise speed, thanks to the drag reduction delivered by the winglets. The Aviation Partners winglets can be installed at authorized installers, including Dassault Aircraft Services, Duncan Aviation, Jet Aviation (Midcoast), StandardAero, West Star Aviation, TAG Aviation (Switzerland) and Hawker Pacific (Singapore). “Anytime you can improve the productivity and performance of an existing asset, while making it more eco-friendly, is a wise investment,” said Aviation Partners founder and CEO Joe Clark.


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Paul
Whisky Quebec

Re: Famille Dassault Falcon

Message par Paul le Mar 1 Oct 2013 - 0:42

Salut,

Dassault a livré le 500e Falcon 2000, un 2000S.

[url=http://www.dassaultfalcon.com/en/MediaCenter/Newsd/Pages/PR 2013/500thFalcon2000.aspx]http://www.dassaultfalcon.com/en/MediaCenter/Newsd/Pages/PR%202013/500thFalcon2000.aspx[/url]

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Re: Famille Dassault Falcon

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