Gulfstream Avions d'affaires

Bonsoir à tous,

Le Gulfstream G650, le nouveau porte-drapeau de la gamme, vient de faire son roll-out aujourd'hui.

Gulfstream rolls out G650 "flagship business jet"


Gulfstream Aerospace Tuesday rolled out its new "flagship business jet," the G650, at its headquarters, in Savannah, Ga.
Here's a photo gallery.
"Simply put, the Gulfstream G650 is in a class by itself," said Joe Lombardo, executive vice president of Gulfstream's parent company, General Dynamics Aerospace group, according to a news release. "I want to thank everyone who made this aircraft possible. I share the tremendous amount of pride you have for this significant piece of aviation history. Like you, I am eagerly awaiting the first flight later this year."
The G650 will be able to climb to an altitude of 51,000 feet and travel 7,000 nautical miles at 0.85 Mach, with a maximum operating speed of 0.925 mach -- making it the fastest civil aircraft flying, Gulfstream said. It said the cabin -- at 102 inches wide and 77 inches high -- is the largest purpose-built cabin in business aviation, seats up to 18 passengers and features 16 windows that are the largest in the industry, improved sound levels, a vacuum toilet system and in-flight access to 195 cubic feet of usable volume in the baggage compartment.
"The G650 will set new levels of performance in aircraft capability, cabin environment and maintainability," Pres Henne, Gulfstream's senior vice president, programs, engineering and test, said in the news release.
The aircraft is on schedule for first flight later this year, is expected to be certified in 2011 and on schedule for first deliveries in 2012, Gulfstream said.
FlightBlogger has coverage of the rollout, including video, and some inside-the-factory photos.

http://blog.seattlepi.com/aerospace/archives/180551.asp

Un article rappelant brièvement ses caractéristiques

http://www.flightglobal.com/articles/2008/03/13/222173/gulfstream-g650-how-it-compares.html

Amicalement

Bonsoir à tous,

Le G650 vient d'effectuer son premier vol.

NEW GULFSTREAM G650 COMPLETES FIRST FLIGHT

SAVANNAH, Ga., November 25, 2009 — Gulfstream Aerospace, a wholly owned subsidiary of General Dynamics (NYSE: GD), today announced that its newest business jet and the flagship of its fleet, the ultra-large-cabin, ultra-long-range Gulfstream G650, successfully completed its first flight.
Flown by experimental test pilot Jake Howard and senior experimental test pilot Tom Horne, the G650 took off from Savannah/Hilton Head International Airport at 1:41 p.m. local time today with flight engineer Bill Osborne on board. Because pilots were alerted to a slight vibration in a landing-gear door, they curtailed the testing regimen as a precautionary measure. The aircraft landed 12 minutes later.
“We are pleased to announce that the G650 successfully completed its first flight today,” said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. “Systems were fully operational. The aircraft achieved an altitude of 6,600 feet and a speed of 170 knots. Flight controls and characteristics performed as expected. We consider this flight a success and look forward to pursuing our full flight-test plan.”
Under its own power, the G650 rolled out of the Savannah manufacturing facility on Sept. 29, 2009. It remains on schedule for type certification by 2011, followed by entry-into-service in 2012.
The G650 offers the longest range at the fastest speed in its class. Powered by best-in-class Rolls-Royce BR725 engines, the business jet is capable of traveling 7,000 nautical miles at 0.85 Mach and has a maximum operating speed of 0.925 Mach. Its 7,000-nautical-mile range means the G650 can fly nonstop from Dubai to Chicago. With an initial cruise altitude of 41,000 feet at 0.85 Mach, the G650 can climb to a maximum altitude of 51,000 feet and avoid traffic and inclement weather.
With its all-new aerodynamically optimized wing, the G650 can meet the latest takeoff certification requirements. At maximum takeoff weight, the aircraft can depart from a 6,000-foot runway.
Passenger comfort is one of the G650’s main attributes. The aircraft features the largest purpose-built business-jet cabin, which leaves room for larger galleys and lavatories, and increased storage. The jet, which seats 11-18 passengers, also has 16 Gulfstream-signature oval windows that measure 28 by 20.5 inches, the biggest in the industry.
The G650 provides the most productive cabin environment. A cabin altitude of 4,850 feet at FL510 and 3,300 feet at FL410 reduces fatigue, increases mental alertness and enhances productivity. A quieter cabin allows for a better environment for conversation or relaxation.
The aircraft comes with the new Gulfstream Cabin Essential package, so a single-point failure will not result in the loss of functionality. That means a toilet always flushes; water is always available; and an entertainment source always works.
Additionally, the G650 features the PlaneView II cockpit, the most advanced flight deck in business aviation, and an Advanced Health and Trend Monitoring System (AHTMS) to support aircraft maintenance planning and enhance availability.

http://www.gulfstream.com/news/releases/2009/112509.htm


Amicalement

Gulfsteam aurait abrégé ce premier vol au bout de 20min après la découverte d'une vibration suspecte.

Gulfstream abbreviates first flight of G650 after vibration

Gulfstream abbreviated the first flight of its flagship G650 after about 20 minutes Wednesday as a precaution after an "unusual vibration," FlightBlogger reported, citing unnamed sources.
The aircraft took off from and landed at Savannah/Hilton Head International Airport in Georgia.

http://blog.seattlepi.com/aerospace/archives/186293.asp

Amicalement

Bonjour à tous,

Cette semaine, ce fut au tour du G250 de prendre l'air.

New Gulfstream G250 Takes Flight

Gulfstream Aerospace, a wholly owned subsidiary of General Dynamics, today announced that its newest business jet, the large-cabin, mid-range Gulfstream G250, has successfully completed its first flight. Gulfstream designed and built the super mid-size business jet in collaboration with Israel Aerospace Industries (IAI) in Tel Aviv, Israel.

Flown by IAI chief test pilot Ronen Shapira, the G250 took off from Ben Gurion International Airport today at 8:16 a.m. local time. During the flight, which lasted 3 hours and 21 minutes, the pilots tested the business jet's flight-handling qualities and characteristics, and performed initial checks of several aircraft systems.
The aircraft was flown to 32,000 feet and achieved a maximum speed of 253 knots. Pilot Shapira commented that the flight was "extremely smooth with no issues." IAI's Flight Telemetry System enabled IAI and Gulfstream flight-test engineers on the ground to monitor the G250 aircraft systems in real time during the flight, as well as record the data from the first flight test point.
"The G250 performed extremely well, just as we expected," said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. "We're looking forward to 2011 when we'll begin delivering this aircraft to the customers who had tremendous input in its design."
Itzhak Nissan, president and CEO, IAI, said, "The successful first flight of the G250 large-cabin, mid-range jet represents the achievements of Gulfstream and IAI as the designers, integrators and manufacturers of this advanced business jet. IAI continues to benefit from its world-leading, strategic partnership with Gulfstream."
The G250 rolled out of the IAI manufacturing facility in Tel Aviv under its own power on Oct. 6, 2009. It remains on schedule for type certification by 2011, followed by entry-into-service the same year.
The G250 offers the largest cabin and the longest range at the fastest speed in its class. The cockpit features the new PlaneView 250(TM) system based on Rockwell Collins Pro Line Fusion avionics. Powered by twin Honeywell HTF7250G engines, the business jet is capable of traveling 3,400 nautical miles at Mach 0.80 and has a maximum operating speed of Mach 0.85. With an initial cruise altitude of 41,000 feet, the G250 can climb to a maximum altitude of 45,000 feet.
It features an all-new, advanced transonic wing design that has been optimized for high-speed cruise and improved takeoff performance. At maximum takeoff weight, the G250 can depart from a 5,000-foot runway. Its 3,400-nautical-mile range means the G250 can fly nonstop from New York to London or from London to Dubai.
In terms of passenger comfort, the G250 features the largest cabin in its class, with 17 percent to 35 percent more floor area than any other large-cabin, mid-range business jet. The additional space provides for a larger lavatory, an improved galley and increased storage. The aircraft also features 19 panoramic windows, industry-leading sound levels, a vacuum toilet system and in-flight access to 120 cubic feet of usable volume in the baggage compartment.
The G250 will be completed at the Gulfstream Center for Mid-Cabin Excellence in Dallas.

http://www.gulfstream.com/news/releases/2009/121109.htm

Amicalement

Bonsoir,

Accessoirement, il me semble que les Shapira forment une belle dynastie de pilote militaires... ou d'essais

http://books.google.com/books?id=62sQ_CwC0egC&pg=RA1-PA47&lpg=RA1-PA47&dq=Ronen+Shapira+pilot&source=bl&ots=kOCGR-eg25&sig=c3ZwzEojKzsMCX4CS2WIvZXNClg&hl=en&ei=SpMjS_m9GtGfjAfKssTOBw&sa=X&oi=book_result&ct=result&resnum=6&ved=0CBwQ6AEwBQ#v=onepage&q=Ronen%20Shapira%20pilot&f=false


Il me semble que le Fana a sorti une série d'article aussi à ce sujet

Bonne soirée

Bonjour à tous,

Premier vol du deuxième exemplaire du G650.



http://www.gulfstream.com/news/releases/2010/022610.htm

Amicalement

Bonjour

Pas nouveau, mais ça avance !
Gulfstream y va de son projet supersonique ...
En concurrence avec Aerion !
Mach 1,7 pour 80 millions de $,
De belles images !
Au fait qu'est devenu le Sukhoï ...

Un recette dans de vieilles casseroles ... de RR, normal, low by pass oblige !
Mais des "Supercruise" à Mach 1,6-1,7 ca pourrait interesser même les militaires .... qui n'y arrivent pas ! Voir le Rafale!
Je n'ai rien contre RR, loin de là !
Et des modulations de flux d'entrée, de l'époque des MIG 21, ou du Concorde et même avant !
Dans un désign moderne et ... Mach 1,7 au rendez vous ...
Pas de PC si j'ai bien compris (Pas trop sûr)
Restent les décibels, en très légère baisse, des obstinés ceux là !
Et sûrement les conso .... mais, les clients peuvent payer !

-----------------L'article de Flightglobal --------------
http://www.flightglobal.com/articles/2010/05/05/341587/ebace-tay-test-touts-gulfstream-supersonic-business-jet-action.html
Et
http://www.rolls-royce.com/deutschland/en/products/tayspeydart.htm
Et
http://en.wikipedia.org/wiki/Rolls-Royce_Tay_%28turbofan%29
J'ajoute !
http://www.flightglobal.com/articles/2009/11/18/335012/dubai-09-supersonic-business-jet-still-in-demand.html
----------------
EBACE: Tay test touts Gulfstream supersonic business jet action
By John Croft

Gulfstream and Aerion have begun to hone their designs for a supersonic business jet (SSBJ), reigniting aspirations for a programme launch or demonstrator build in the near rather than far term.

Pres Henne, Gulfstream's senior vice-president of programmes, has confirmed that the company "recently" tested a supersonic nacelle design on one engine of a Rolls-Royce Tay 651-powered Gulfstream IV on the ground.

The static run of a full-scale nacelle installation successfully proved that the sharp-lipped inlet, a design necessity, would not cause stability issues for the engine's fan by distorting the input flow. Initial indications are positive that the Tay 651 and nacelle combination "would be suitable for an experimental vehicle", says Henne, adding, "however we are not planning to [build a supersonic business jet demonstrator] at this time".

Gulfstream low shock supersonic nacelle

The static engine test is one in a growing checklist of tests that encompass the tip-to-tail needs for an SSBJ, suggesting that the Savannah-based company is more serious about the project than it publicly admits. Along with nose-extendable supersonic spike tests with NASA, Gulfstream has tested external vision systems for zero-forward visibility cockpits and is working on advanced composite design processes for wings and fuselages.

Accompanying the technology is the regulatory and public acceptance angle, which Gulfstream is working through the International Civil Aviation Organisation, the US Federal Aviation Administration and NASA.

For the inlet, NASA is taking the next step with a series of supersonic windtunnel tests on a scaled model of the inlet in the Glenn Research Centre's 2.4-1.8m (8-6ft) facility. The model, referred to by NASA as an isentropic relaxed compression inlet, includes a series of curved vanes used to channel the bypass air.

Henne says Gulfstream has been performing preliminary designs that are "getting real close" to all of the requirements for an aircraft to meet perceived noise level of 70dB (70PLdB) while flying supersonic over land, a practice banned in Europe, the USA and elsewhere.

The noise threshold, which Gulfstream and NASA came to independently, can be compared to "closing a good car door or a refrigerator", says Henne. Meanwhile, ICAO is addressing the possibility of setting a threshold noise level for such flights through its committee.

The nacelle design, although not revealed, could be similar to a US patent that Gulfstream applied for in February. With the proposed nacelle, the patent states that an engine with 15,000lb maximum take-off thrust (67kN) and bypass ratio of 3:1 could power an SSBJ at a cruise speed of Mach 1.7. Those thrust and bypass characteristics closely match those of the Tay 651.

Las Vegas-based Aerion too is focusing on nacelle characteristics in forthcoming windtunnel tests to check changes made during a series of engine nozzle noise screening tests more than a year ago, says Richard Tracy, director and chief technology officer for Aerion.

Tests at the United Technologies research centre in Hartford, Connecticut will include high-speed performance and low-speed runs for take-off noise. Aerion uses a gradient recovery type design for its inlet, which creates a shockwave normal to the throat of the inlet for decelerating the air flow to subsonic speeds. The company is proposing an eight-passenger, M1.6 aircraft for $80 million per copy, ready five years after a to-be-determined programme launch.

The planned engine, a custom designed variant of a Pratt & Whitney JT8-219, will feature a bypass ration of 1.7:1 and maximum take-off thrust of 21,700lb, although the engine will be flat-rated to a lower thrust.

Tracy says areas likely to need modification will include materials and coatings to handle higher temperatures for longer cruise durations, oil coolers and combustors for lower nitrogen oxides emissions. He says the engine will have legacy hydro-mechanical controls, but with an add-on digital interface to the cockpit.

Rather than asking for regulatory relief to overland flight rules, Aerion is proposing to operate at near M1 speeds over land and supersonic over water, its laminar flow wing providing optimal performance in both regimes.

Tracy says Aerion would generate around 0.7lb/ft2 initial shockwave overpressure on the ground compared with perhaps 0.3lb/ft2 for a quiet design similar to Gulfstream's technology.

Doug Nichols, Aerion chief financial officer, says the company has been collaborating in technical evaluations "of some depth" with airframers for the past eight or nine months in its search for a partner. He envisages the joint venture as a triad consisting of an airframer, financial participants and a tier 1 manufacturer. For its part, Aerion will provide its intellectual property rights and programme management assistance.

JPRS

Je commence ma série sur les avions d'affaires en commençant par le projet le plus ambitieux de ces dernières années: le G 650.

Quelques chiffres pour commencer (wikip english)
longueur de 30,41m pour une envergure de 30,36m et une hauteur de 7,72m
2 réacteurs RR BR 725 de 71,6 kN
MTOW de 45,2t pour une charge utile d'environ 3t soit de 11 à 18 passagers dans un très grand confort
2 pilotes et fly-by-wire
vitesse de croisière de Mach 0,90 avec uin vitesse maxi de Mach 0,925

C'est donc un avion hautes performances, ce qui se paie: 60 million de $ pour une disponibilité en 2012.
Lors des essais il a atteint la vitesse de Mach 0,995 ce qui est tout simplement énorme.
Les 16 hublots font 71 cm de large!

Il fait l'actualité car Bombardier pourrait lancer un nouveau modèle pour le concurrencer. Les 2 constructeurs semblent s'être lancés dans un belle course à la performance.
Quant à Dassault, les performances du Falcon 7X sont bien en deça mais il est aussi moins cher (sans être donné pour autant).

Voilà pour un début. Si il y a des questions j'essaierai d'y répondre dans la mesure de mes possibilités.

Merci

Et vector pourrait nous parler de la combi BR725 / G650...

Le voyage d'affaires va mieux mais la crise a changé les comportements


Après une année noire en 2009, le voyage d'affaires a repris des couleurs cette année, mais le luxe d'antan n'est pas revenu pour autant car la crise a modifié durablement la manière de voyager des entreprises, selon les professionnels interrogés par l'AFP."Il y a un reprise indéniable, mais pas partout dans le monde et dans les mêmes proportions", explique Michel Dieleman, président de l'Association française des Travel Managers (AFTM), qui regroupe les chargés de voyages des grandes entreprises.En 2009, la chute dans ce secteur avait atteint 20%.Début septembre, Charles Petruccelli, le patron de la branche voyages d'affaires d'American express, avait souligné la reprise plus modérée du volume de transactions de l'Europe (+9%) par rapport aux 35% de l'Asie ou de l'Amérique Latine et des 15% américains. La France affichait un maigre +3%.Même si pour beaucoup, il faudra attendre 2011 pour revenir aux niveaux d'avant-crise, la reprise est là. 56% des voyageurs d'affaires estiment que la crise est "stabilisée, on en voit le bout", selon le nouveau baromètre de Mondial Assistance et du site spécialisé DéplacementsPros publié mercredi lors du salon professionnel du tourisme IFTM-Top Resa à Paris.24% pensent que "la crise est quasiment finie" contre 10% à penser qu'elle est "encore là".Les signes d'amélioration se multiplient de l'hôtellerie, où les prix ont arrêté de baisser selon de récentes études, au transport aérien.Les passagers en première ou en classe affaires ont progressé de près de 14% en juillet (par rapport à juillet 2009), selon l'association internationale du transport aérien (IATA) contre +8,8% pour la classe économique.Les professionnels "recommencent à voyager, à prendre le train", a affirmé sur le salon Barbara Dalibard, directrice générale de SNCF voyages. Même le trafic première classe, en baisse de trois points en 2009, s'est stabilisé en mars et a donné des signes de reprise depuis, selon elle."Si on est en sortie de crise, on n'est pas revenu pour autant à la situation antérieure", tempère Jean-Pierre Mas, co-président du réseau d'agences AS Voyages (1.200 adhérents).Les déplacements professionnels à tout va, dans les grands hôtels et en classe affaires n'ont pas retrouvé la cote, "sauf pour le top management", persifle un spécialiste.Tant pis pour les voyageurs d'affaires qui se plaignent à 69% dans l'étude que la crise les a fait "bien moins bien voyager qu'avant" pour cause d'économies dans les classes d'avion ou d'hôtel.Selon le baromètre également, les voyages d'un jour, économes en hôtellerie, représenteraient aujourd'hui entre 23% et 25% du volume des voyages d'affaires."Ces habitudes vont perdurer", prédisent les professionnels. "Les entreprises sont toujours dans la recherche du prix le plus bas au détriment du confort", explique Jean-Pierre Mas. "Avant, on répondait à un besoin de déplacement. Aujourd'hui, on répond à un besoin de déplacement et d'économies", résume-t-il."Les visioconférences, qui se sont multipliées pendant la crise, vont continuer de se développer grâce aux nouvelles technologies", assure Michel Dieleman. Mais, ajoute-t-il, "le face-à-face restera irremplaçable pour signer un contrat ou pour négocier".Les voyageurs d'affaires sont en tout cas l'objet de multiples attentions. Air France comme la SNCF viennent d'annoncer de nouvelles offres les ciblant.Même le tour-opérateur généraliste Fram a lancé à l'occasion de IFTM-Top Résa "Framissima affaires", avec site internet et catalogue dédiés pour attirer séminaires et autres conventions. Cette activité ne représente actuellement que 4% de son chiffre d'affaires.

http://www.boursorama.com/infos/actualites/detail_actu_marches.phtml?num=d35b39a825250e339a09bebe5fdd2f68

Après avoir décrit le fleuron de la gamme, j'expose le reste de la gamme de Gulfstream:

G 150: 6-8 passagers, 11,8t pour 5500 kms, 2 Honeywell TFE 731 40-AR de 19,7 kN
G 250: 10 passagers, 17,9t pour 6300 kms, 2 Honeywell HTF 7250G de 33 kN
G 450: 12-16 passagers, 33,5t pour 8100kms, 2 RR Tay 611-8C de 61,6 kN
le G 350 est une version détarée à 32,2t pour 7000kms
G 550: 14-19 passagers, 41,3t pour 12500 kms, 2 RR BR 710 de 68,4 kN
le G 500 est une version détarée à 38,6t pour 10700 kms
G 650: 11-18 passagers, 45,2t pour 12900 kms, 2 RR BR 725 de 71,6 kN en développement

Bonjour à tous,
Dans des documents (confidentiels) que j'ai eu entre les mains sur le 500/550, on recommande de former les pilotes en fonction de la lenteur de réponse des réacteurs (8 à 30 secondes) qui rend dangereuses certaines manoeuvres, comme les décrochages, les remises de gaz et les touch & go, particulièrement avec les volets à moins de 20 degrés. Quelqu'un pourrait-il m'expliquer pourquoi ces réacteurs ont un tel "spool-up time" ? Est-ce propre au BR 710 ?
Merci de vos réponses.
Vector

Ben ... ce serait pas pour éviter, ou du moins ... voir venir avecdu temps, ... les sur-régimes ??
Ca peut être destructeur une sur vitesse incontrôlé !

Salut Beochien,
Non ce n'est sûrement pas voulu. C'est un défaut du moteur qui est trop lent à accélérer. Un peu comme une voiture qui a une réponse molle. Pour le pilote, cela veut dire qu'il doit anticiper la remise des gaz. 30 secondes, c'est très long notamment lorsqu'on fait un touch & go. La FAA/JAA insiste sur une formation spécifique des pilotes. Je me demande si c'est la même chose sur le G650.

J'ai essayé de faire de l'humour Vector ... loupé
Je crois effectivement que bouffer la moitié de la piste avant que ça redémarre ...
Ca me rappelle certaines voitures allemandes des Années 90' vec une 5eme ultra longue, du type "Verte", fallait pas s'amuser à doubler dessus !

Salut Vector
En trainant sur Airliners, un lien vers ce pb de spool up time
Et ici aussi
http://www.aeroweb-fr.net/forum/pilotage/5011/1

https://www.easa.europa.eu/ws_prod/c/doc/final%20reports/Gulfstream/GV,GV-SP,GIV-X%20JOEB%20Report.pdf

Page 19

Impossible de savoir si c'est pour les G350/450 ou les G500/550 ou les deux...

Document de certification pour une certif "commune" à la famille G350/450/500/550

En creusant

http://www.smartcockpit.com/data/pdfs/plane/gulfstream/G550/instructor/G_0_Systems_Summary.pdf

Page 36 : low idle / high idle sur le G550. high idle pour permettre le spool up time réduit à 8 s
30 s de spool up si la descente n'est pas faite en auto-throttle
Et donc une présentation avec peu de volet <22° conduit à maintenir un régime "low idle" qui allonge le spool up time.
C'est donc à priori un choix du constructeur et ou du motoriste... pour des contraintes de bruit ? ou autre ?

Plus de détail

http://www.smartcockpit.com/pdf/plane/gulfstream/G550/diagrams/0006/

http://www.smartcockpit.com/pdf/plane/gulfstream/G550/misc/0001/


Voilà

Réponse rapide si et seulement "high idle" et donc si et seulement config atterrissage avec plus de 22° de volet et qq autres babioles

Vaut mieux le savoir effectivement

Bonjour à tous

News sur le G650 :

Flotte d'essai au complet
http://www.flightglobal.com/articles/2011/01/25/352315/gulfstream-g650-flight-test-family-complete.html

Gulfstream on 24 January performed first flight of the fifth and final member of its airborne certification fleet for the ultra long-range G650.

Aircraft five, S/N 6005, completed a 2h 46min flight initial flight on the 24th, reaching a maximum altitude of 51,000ft (15,545m) and a test point top speed of M0.94, 1.6% above the normal M0.925 maximum cruising speed for the aircraft.

Pilots and engineers evaluated the avionics, flight control systems and handling qualities for the Rolls-Royce BR725-powered twin-jet, the aircraft destined to perform reduced vertical separation testing for certification.


©GULFSTREAM AEROSPACE


Gulfstream in total has accumulated more than 1,100h in the planned 1,800h G650 flight test program, slated to culminate with US Federal Aviation Administration and European certification later this year and first deliveries in 2012.

Other recent milestones include completion of the initial flight control certification test for S/N 6001, negative G-force flight tests and brake control optimization tests for S/N 6002, successful flyover noise tests for S/N 6003 and completion of an initial cabin noise survey for S/N 6004, the aircraft with the first production interior.

The company is also readying a non-flying fatigue test aircraft to evaluate the lifelong structural integrity of the airframe.

"This flight represents a significant milestone in the overall certification program," says Pres Henne, Gulfstream senior vice president of programs, engineering and test. "We've had four aircraft flying for some time now, so we've already accomplished a broad range of tests. The flight test program is moving along at a brisk pace."

Et
http://www.flightglobal.com/articles/2011/01/12/351797/gulfstream-flawless-performance-for-g650-get-home.html

Gulfstream says its test pilots and engineers invoked a "safe mode" control actuation system on a G650 prototype for more than 2h on 21 December, demonstrating the viability of the electrically powered backup technology.

Pilots of s/n 6001, one of five flight test aircraft taking part in the G650 ultra long-range business jet certification program, initially used the Parker Hannifin-built electrical backup hydraulic actuators (EBHAs) for primary flight control for single axis control. The test then progressed to full roll, pitch and yaw control through low and high speed conditions at a variety of altitudes and speeds, including five landings during the 3h 33min flight.

"It flew so well that unless pilots were told they were in backup actuation mode I don't think they would notice," says Gary Freeman, a Gulfstream test pilot taking part in the flight.


©Gulfstream


Using EBHAs, Gulfstream was able to design the G650 fly-by-wire (FBW) flight control system with a dual-redundant rather than triple-redundant hydraulic system, saving weight and cost while boosting safety.

The devices are connected to primary control surfaces (elevator, rudder and aileron) and outboard spoilers in parallel with traditional electro hydraulic servo actuators (EHSAs). While both actuators use pressurized fluid from an aircraft-centric hydraulic system with redundant pumps, the EBHA also contains its own electrically powered internal hydraulic fluid reservoir and motor pump, allowing for full flight control and a "get home" option in the event of a dual hydraulic system failure.

Gulfstream notes that a self-contained actuator could provide "an advantage" following "extremely rare failure scenarios, such as a rotor burst".

The company anticipates certification and entry-into-service for the business jet later this year.

C'est le même système que sur l'A380... 2 circuits de commande hydrauliques et des backup surface par surface avec alimentation autonome

5 avions
1100 h réalisées sur les 1800 h
certification prévue pour la fin d'année


Et test du système d'alimentation de secours des surfaces de contrôle

Un prototype du G650 s'est crashé au Nouveau-Mexique.
Il s'agit du n°2 qui faisait des essais de décollage et de freinge.
A priori les conditions semblaient plutôt bonnes (moins de 10 nds de vent).

http://www.flightglobal.com/articles/2011/04/03/355083/gulfstream-g650-test-aircraft-crashes-on-takeoff-killing-four.html

On dénombre 4 morts.
Pas d'infos pour le moment sur la suite qui va être donnée aux essais.

Bonjour à tous

http://www.ainonline.com/news/single-news-page/article/investigation-continues-into-g650-crash-29401/?no_cache=1

Immediately after the accident, Gulfstream suspended flight-testing its remaining four G650s. “We are participating fully in the aircraft investigation, and will resume flying only when we and the FAA are satisfied it is safe to do so,” said Pres Henne, the Savannah-based airframer’s senior vice president of programs, engineering and test.
Jay Johnson, chairman and CEO of parent company General Dynamics, issued a statement expressing sympathy for the families of the crew, along with his faith in the program. “I am confident that as Gulfstream assists aviation authorities in the accident investigation, the cause of this terrible tragedy will be determined. We look forward to continuing the rigorous testing required to achieve flight certification of the aircraft.”The G650 program represents higher stakes for Gulfstream than usual, as the new flagship will be certified under an all-new type certificate. The last time the airframer (then Grumman) tackled an all-new certification program was for the GII in 1965; every Gulfstream large-cabin jet since has been certified as an amendment of the GII approval. At the time of the accident, the company had completed 1,500 hours of the 2,200-hour certification program, although Gulfstream declined to provide details regarding which tests remained on the program’s checklist. The company said that all other certification and production work related to the G650 is continuing, but it has not issued any statements regarding possible delays to the aircraft’s certification, which was anticipated to occur later this year in time for deliveries to begin next year.
S/N 6002 first flew in February last year and was the second of five G650s being used for certification testing. According to the company, S/N 6002 was being used to evaluate the aircraft’s systems as well as its takeoff and landing performance. As part of the certification process, Part 25 business jets such as the G650 must demonstrate velocity minimum unstick (Vmu), the calibrated airspeed at and above which the airplane can safely lift off the ground and continue the takeoff. According to FAA regulations, “Vmu speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground takeoff tests.”

Plus d'essais en vols pour le moment sur le G650
Tout le travail de certification au sol reste possible

Bonne journée

Merci JF !

Il semble qu'ils aient du pain sur la planche chez Gulf Stream !
Le pilotage (Facteur Humain) semble engagé dans cet accident !

Noter quand même que les moyens de secours ne sont pas à la hauteur, sur ces terrains à trafique "Mineur", et à très longue piste, ou les constructeurs conduisent volontiers les essais "Extrêmes" !
Je pense à Istres, quand ils essayent les A380 et autres Airbus !

Gulfstream bénéficie d'un joli carnet de cdes pour l'avion, que faire au Bourget ??

JPRS

Bonjour à tous

Reprise des vols du G650

http://www.flightglobal.com/articles/2011/05/31/357350/gulfstream-resumes-flight-testing-of-g650.html

Gulfstream has resumed flight testing of its G650 ultra-long-range, ultra-large-cabin business jet following the self-imposed grounding of its G650 test fleet after the fatal accident at Roswell, New Mexico on 2 April.
The resumption of flight testing took place on 28 May using aircraft 6001. Piloted by Jake Howard and Tom Horne it performed a flight of 1h 39min.
"We have conducted all the necessary reviews to assure ourselves that we can safely resume the flight-test programme at this point," said Pres Henne, senior vice-president, programmes, engineering and test at the airframer.

© Gulfstream

The G650 has so far amassed 1,560h of flight testing

"We have worked closely with the Federal Aviation Administration in this process and received the agency's concurrence to resume flight testing."
It was the company's "responsibility" to move forward with the flight-test campaign, he said, which will be carried out in a "safe and prudent manner".
Speaking at the recent EBACE business aviation show in Geneva, Henne indicated that the aircraft's minimum speed was likely to rise when testing resumed.
So far the company has amassed 1,560h of flight testing, towards the estimated 2,200h required for certification.
It is still targeting certification in this year, with service entry scheduled for 2012.
The 13th G650 is being manufactured at Gulfstream's Savannah plant.
The National Transportation Safety Board investigation into the 2 April crash of aircraft 6002, in which four Gulfstream employees were killed, is ongoing.
Meanwhile, more than 100 aircraft have been enrolled in the company's Flight Operations Risk Management Service , giving the programme "critical mass" said Gulfstream.
Described as the largest base of business aircraft in a flight operations quality assurance programme, the company said it is at the forefront of "bringing the discipline to business aviation".

Bonjour à tous

http://www.aviationweek.com/aw/blogs/business_aviation/index.jsp?plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=2f16318d-d960-4e49-bc9f-86f1805f2c7f&plckPostId=Blog%3a2f16318d-d960-4e49-bc9f-86f1805f2c7fPost%3a2dcd7b8e-394d-43db-b1e7-1d02b3dc9178&plckScript=blogScript&plckElementId=blogDest

Certification provisoire pour le G650
pour lui permettre de voler "green" et de certifier ensuite l'intérieur (à ce que je comprends)

“We are pursuing a two-step certification approach to keep us on track for our planned deliveries in the second quarter of 2012,” said Larry Flynn, president, Gulfstream. “With the PTC in hand, our plan is to move production aircraft into final phase manufacturing to ensure customer deliveries in the second quarter of 2012.”

PTCs have been common in general aviation programs over the past 15 years. Both the Gulfstream V and the Gulfstream G550 were issued PTCs before receiving full certification.

The four G650 aircraft in the flight-test program have flown more than 2,225 hours during more than 675 flights. One of those aircraft has a fully outfitted interior, allowing the company to confirm weight projections and test new features, including its Cabin Essential design for redundant cabin systems. Seven production aircraft have flown in preparation for their induction into final phase manufacturing. More than 20 aircraft are in various stages of initial or final phase production.

Bonjour
Un long rapport d'essai en vol pour le G650 d'aviationweek

http://www.aviationweek.com/Article.aspx?id=/article-xml/AW_03_25_2013_p40-559416.xml&p=1

Ca commence a être une sacrée bête !

Bah c'est la Rolls du jet d'affaires ça.
C'est une classe au dessus du reste jusqu'à ce que BBD sorte ses nouveaux joujous.

Un document de 56 pages fait par un ingénieur d'essais en vol de Gulfstream sur le crash du G650 en 2010 lors d'un vol d'essai.

http://www.sfte2013.com/files/78634933.pdf