rinco59
Utente Registrato
Considerando che Pietro Ferrari ne è il presidente, un bel ciambellone di salvataggio da partners storici del gruppo Fiat
Piaggio p-180 Avanti III
- Autore Discussione lnicoletti70
- Data d'inizio
UM78
Utente Registrato
rinco59
Utente Registrato
Ed esiste anche il sito per la versione MPA!
http://mpa.piaggioaero.com/
Leggendo si vedono molte cose interessanti: La versione MPA è presentata con gli scarichi "nuova configurazione", quelli che sono stati già installati su I-Pjar, ed ha apertura alare notevolmente superiore a quella del modello standard (circa 21,4 metri), motori potenziati a 950 hp, 3300 nm di range, nuovo carrello, MTOW incrementato a 16.100 lb; la versione p1hh ha anche essa apertura alare superiore a quella standard (circa 15,5 m contro 14 m) 4400 nm di range, 45.000 ft di ceiling, MTOW a 13.550 lb (ricordo che la versione base è a 12.100).
Direi proprio che qualcosa si sta muovendo! Finalmente si mettono le basi per versioni diverse. Pensate alle ricadute che tutta questa ricerca potrebbe avere sulla versione Civile...
Il fatto chge siano riusciti a presentare un p1hh "vero" a Parigi, e che siano vicinio al primo volo per questa versione è sicuramente confortante, speriamo bene...
Luca
http://mpa.piaggioaero.com/
Leggendo si vedono molte cose interessanti: La versione MPA è presentata con gli scarichi "nuova configurazione", quelli che sono stati già installati su I-Pjar, ed ha apertura alare notevolmente superiore a quella del modello standard (circa 21,4 metri), motori potenziati a 950 hp, 3300 nm di range, nuovo carrello, MTOW incrementato a 16.100 lb; la versione p1hh ha anche essa apertura alare superiore a quella standard (circa 15,5 m contro 14 m) 4400 nm di range, 45.000 ft di ceiling, MTOW a 13.550 lb (ricordo che la versione base è a 12.100).
Direi proprio che qualcosa si sta muovendo! Finalmente si mettono le basi per versioni diverse. Pensate alle ricadute che tutta questa ricerca potrebbe avere sulla versione Civile...
Il fatto chge siano riusciti a presentare un p1hh "vero" a Parigi, e che siano vicinio al primo volo per questa versione è sicuramente confortante, speriamo bene...
Luca
- 10 Dicembre 2007
- 15,084
- 3,512
india9001
Utente Registrato
- 6 Novembre 2005
- 5,068
- 1
le appendici ai lati della fusoliera sono supporti per trasformarlo in combat?Dai rendering si capisce subito da chi andranno a battere cassa...
TW 843
Senior Member
In che senso "vero"?
Io a Parigi c'ero, e guardandolo da vicinissimo mi è sembrato tutto tranne che "vero".
india9001
Utente Registrato
- 6 Novembre 2005
- 5,068
- 1
Non mi stupisce per niente il discorso cinese, infatti se ci avete fatto caso, il CEO durante l'intervista del link precedente ha detto, rimarcandolo, che "LE TESTE" sono italiane e di Genova.. il che lascia pensare che "le braccia" possono (e saranno) di colore giallo.
TW 843
Senior Member
Io non riesco a capacitarmi di come sia possibile solo poter pensare che un'azienda con 1300 dipendenti che produce(va) 20 aerei all'anno possa essere solo lontanamente profittevole.
- 10 Dicembre 2007
- 15,084
- 3,512
Ho pensato esattamente la stessa cosa.
Prendendo come base il prezzo di listino del P180 che dovrebbe essere 5.5 M€ e un costo medio lordo annuo per lavoratore di 30.000€, scopriamo che bisogna vendere 7 P180 a prezzo pieno solo per pagare il personale.
Calcolo molto all'ingrosso, che comunque credo renda bene l'idea.
TW 843
Senior Member
speedbird437
Utente Registrato
Le Bourget, France (CNN) -- Is it a plane? Is it a drone? Next time you look up and see vapor trails spreading across the sky, bear in mind that the aircraft you're looking at might just be both.
As the aviation industry tightens its belt, its attempts to save money and stay relevant have led to a new rise of "transformers" -- including crop-dusters and business jets given a new lease of life as surveillance aircraft.
With the financial crisis continuing to bite -- not least in the U.S. defense sector -- more and more aircraft manufacturers are trying to secure their future by turning older aviation staples into innovative new ones, creating a new breed of "transformers."
In a former life, Piaggio Aero's HammerHead was a business jet (the Avanti II), used to ferry well-to-do travelers to and from high-powered meetings or red carpet events.
Today the twin-engine turboprop is being turned into a drone, with surveillance equipment and remote flying systems replacing the nine passengers and pilot.
Unveiling the new-look aircraft at last week's Paris Airshow, Piaggio Aero's CEO Alberto Galassi said the HammerHead -- which the company expects to be approved for use by 2014 -- offered "an insight into what an advanced UAS [Unmanned Aerial System] of the future will look like."
Read: The new age of the airship
Iomax's ArchAngel, also on display at Le Bourget is, the company says, a border patrol aircraft designed to provide "airborne surveillance for intelligence and security."
But in its slightly more down-to-earth pre-modification past, the aircraft was originally conceived as the Thrush, an agricultural crop-duster.
Also joining the hybrid ranks at the Paris Airshow was Centaur, the plane that thinks it is a drone. Or is that be the other way around?
The aircraft, designed for surveillance missions, can be flown remotely as a UAV by a ground-based operator, or in the traditional way with a pilot at the controls.
Its creators, U.S.-based Aurora Flight Services, say it takes Centaur's two-man crew just four hours to switch the plane from one mode of flying to the other.
Bill Sweetman, international defense editor of Aviation Week, said the trend for turning existing aircraft into others, rather than creating them from scratch, was down to two main reasons: the financial crisis, and the end of the Cold War.
Both mean that completely new aircraft are not being designed as often as they have done in the past.
Read: Test your aviation knowledge
"Instead companies are modernizing, adapting aircraft they've already got to allow them to do something different, because the industry's needs now are very different to what they were during the Cold War, and they will be something different again in the next 10 years or so," he told CNN.
"It is proving very hard to get the FAA to approve a simpler, cheaper aircraft designed from the start to be unmanned," said Graham Warwick, Aviation Week's technology editor.
"Instead it is easier to take an aircraft that the FAA has already certificated for manned flight, and take the pilot out of it," he said.
"If a company takes an existing aircraft -- which they know flies, works, is safe and reliable -- and converts that into an unmanned vehicle, that allows them to develop it much more quickly," said Sweetman.
And then there's Project Zero, an entirely different sort of "transformer." This super-futuristic looking electric-powered aircraft is formed of a graceful aerodynamic swoosh of carbon fibre enclosing a cockpit (like the drones above, it has so far only been flown unmanned) and two massive rotor blades.
It is these rotor blades which are the secret to the aircraft's groundbreaking nature. Facing the ground, they allow Project Zero to take off vertically, like a helicopter. But once in the air, the rotors can be tilted, enabling it to fly forwards like a traditional plane.
Read: Can BRIC nations shape aviation?
Project Zero, which has been in the works -- but firmly under wraps -- for several years, was unveiled at this week's Paris Air Show.
James Wang, Agusta Westland's vice president of research and technology, who oversaw work on the aircraft, said it was designed "to be as radical as possible," reflecting the motto of the advanced project group behind it: "'Live to Dream' - if it can be dreamed, it can be built."
Just how high and how fast the aircraft is capable of flying is still a closely-guarded secret, but Wang insists "it works, we have flown this thing."
There's just one catch though -- despite being proven to work in flight tests, Project Zero is not likely to go into production any time soon. Instead it is intended as a "technology incubator," a way of trialing and showcasing all the latest innovations at once.
Still, the company hopes that even if we're not going to be flying a Project Zero within the next 10 years, some of the technology it has helped develop will become the norm on more everyday aircraft.
"Project Zero might or might not make the basis for a future UAV or form of transport, but it's the parts in there that are important, that have potential," says Sweetman.
And that could help to transform the whole industry, not just one aircraft.
As the aviation industry tightens its belt, its attempts to save money and stay relevant have led to a new rise of "transformers" -- including crop-dusters and business jets given a new lease of life as surveillance aircraft.
With the financial crisis continuing to bite -- not least in the U.S. defense sector -- more and more aircraft manufacturers are trying to secure their future by turning older aviation staples into innovative new ones, creating a new breed of "transformers."
In a former life, Piaggio Aero's HammerHead was a business jet (the Avanti II), used to ferry well-to-do travelers to and from high-powered meetings or red carpet events.
Today the twin-engine turboprop is being turned into a drone, with surveillance equipment and remote flying systems replacing the nine passengers and pilot.
Unveiling the new-look aircraft at last week's Paris Airshow, Piaggio Aero's CEO Alberto Galassi said the HammerHead -- which the company expects to be approved for use by 2014 -- offered "an insight into what an advanced UAS [Unmanned Aerial System] of the future will look like."
Read: The new age of the airship
Iomax's ArchAngel, also on display at Le Bourget is, the company says, a border patrol aircraft designed to provide "airborne surveillance for intelligence and security."
But in its slightly more down-to-earth pre-modification past, the aircraft was originally conceived as the Thrush, an agricultural crop-duster.
Also joining the hybrid ranks at the Paris Airshow was Centaur, the plane that thinks it is a drone. Or is that be the other way around?
The aircraft, designed for surveillance missions, can be flown remotely as a UAV by a ground-based operator, or in the traditional way with a pilot at the controls.
Its creators, U.S.-based Aurora Flight Services, say it takes Centaur's two-man crew just four hours to switch the plane from one mode of flying to the other.
Bill Sweetman, international defense editor of Aviation Week, said the trend for turning existing aircraft into others, rather than creating them from scratch, was down to two main reasons: the financial crisis, and the end of the Cold War.
Both mean that completely new aircraft are not being designed as often as they have done in the past.
Read: Test your aviation knowledge
"Instead companies are modernizing, adapting aircraft they've already got to allow them to do something different, because the industry's needs now are very different to what they were during the Cold War, and they will be something different again in the next 10 years or so," he told CNN.
"It is proving very hard to get the FAA to approve a simpler, cheaper aircraft designed from the start to be unmanned," said Graham Warwick, Aviation Week's technology editor.
"Instead it is easier to take an aircraft that the FAA has already certificated for manned flight, and take the pilot out of it," he said.
"If a company takes an existing aircraft -- which they know flies, works, is safe and reliable -- and converts that into an unmanned vehicle, that allows them to develop it much more quickly," said Sweetman.
And then there's Project Zero, an entirely different sort of "transformer." This super-futuristic looking electric-powered aircraft is formed of a graceful aerodynamic swoosh of carbon fibre enclosing a cockpit (like the drones above, it has so far only been flown unmanned) and two massive rotor blades.
It is these rotor blades which are the secret to the aircraft's groundbreaking nature. Facing the ground, they allow Project Zero to take off vertically, like a helicopter. But once in the air, the rotors can be tilted, enabling it to fly forwards like a traditional plane.
Read: Can BRIC nations shape aviation?
Project Zero, which has been in the works -- but firmly under wraps -- for several years, was unveiled at this week's Paris Air Show.
James Wang, Agusta Westland's vice president of research and technology, who oversaw work on the aircraft, said it was designed "to be as radical as possible," reflecting the motto of the advanced project group behind it: "'Live to Dream' - if it can be dreamed, it can be built."
Just how high and how fast the aircraft is capable of flying is still a closely-guarded secret, but Wang insists "it works, we have flown this thing."
There's just one catch though -- despite being proven to work in flight tests, Project Zero is not likely to go into production any time soon. Instead it is intended as a "technology incubator," a way of trialing and showcasing all the latest innovations at once.
Still, the company hopes that even if we're not going to be flying a Project Zero within the next 10 years, some of the technology it has helped develop will become the norm on more everyday aircraft.
"Project Zero might or might not make the basis for a future UAV or form of transport, but it's the parts in there that are important, that have potential," says Sweetman.
And that could help to transform the whole industry, not just one aircraft.
TW 843
Senior Member
TW 843
Senior Member
TW 843
Senior Member
Nemmeno troppo velatamente l'azienda fa capire che la produzione del P180 versione executive terminerà a breve:
http://www.savonanews.it/2013/07/09...era-per-il-rilancio-sugli-aerei-militari.html
http://www.savonanews.it/2013/07/09...era-per-il-rilancio-sugli-aerei-militari.html
speedbird437
Utente Registrato
Mi sa che un paio di questi pseudo droni se li dovrà prendere pure il governo italiano. sigh!
- 10 Dicembre 2007
- 15,084
- 3,512
Se Avantair dovesse saltare, inonderebbe il mercato con 56 macchine usate da piazzare. Ed è facile immaginare le conseguenze sui prezzi dell'usato e di riflesso anche su chi avesse fatto un pensierino al nuovo...
TW 843
Senior Member
Avantair Reboot Plan Faces Owner Pushback
The eleventh-hour proposal to restructure Avantair, the Clearwater, Fla.-based Piaggio Avanti turboprop fractional ownership program, is on hold amid owner resistance. Avantair’s “NewCo” proposal, floated July 3, included a $25,000 per-owner maintenance charge to make its grounded fleet airworthy; halving the service area and shedding a similar percentage of Avantair’s 620-some owners while requiring buy-in by 300 owners; and finding $4.5 million in outside financing bolstered by $2 million in cash and credit the company says Piaggio Aero, the Avanti’s manufacturer, has pledged. (Piaggio America president John Bingham told AIN that Piaggio is “pleased to support [Avantair] in any way we can within the boundaries of the situation,” but declined to discuss specific figures.) On July 9 Avantair president and COO David Haslett emailed owners stating the company’s first priority is “to preserve the value of your fractional share asset in your aircraft, independent of any involvement in a NewCo,” and again asked for a $25,000 maintenance assessment. More than half a dozen owners AIN spoke with said they would not provide additional funds. Meanwhile, Avantair faces debts of more than $122 million, owner lawsuits and repossession of its core aircraft. Haslett did not respond to AIN’s request for comment. Meanwhile, Rapid Aircraft Maintenance Services has taken possession of four Avantair aircraft at its New York-area Teterboro Airport base. It has filed a lawsuit in the Bergen County Court for permission to auction the Avantis in 30 days (on July 27) if Avantair does not settle its maintenance bills. RAMS owner Dennis Espinosa has posted the N-numbers of these aircraft on the Avantair owners forum in the hope that they will contact him directly to resolve the debts.
The eleventh-hour proposal to restructure Avantair, the Clearwater, Fla.-based Piaggio Avanti turboprop fractional ownership program, is on hold amid owner resistance. Avantair’s “NewCo” proposal, floated July 3, included a $25,000 per-owner maintenance charge to make its grounded fleet airworthy; halving the service area and shedding a similar percentage of Avantair’s 620-some owners while requiring buy-in by 300 owners; and finding $4.5 million in outside financing bolstered by $2 million in cash and credit the company says Piaggio Aero, the Avanti’s manufacturer, has pledged. (Piaggio America president John Bingham told AIN that Piaggio is “pleased to support [Avantair] in any way we can within the boundaries of the situation,” but declined to discuss specific figures.) On July 9 Avantair president and COO David Haslett emailed owners stating the company’s first priority is “to preserve the value of your fractional share asset in your aircraft, independent of any involvement in a NewCo,” and again asked for a $25,000 maintenance assessment. More than half a dozen owners AIN spoke with said they would not provide additional funds. Meanwhile, Avantair faces debts of more than $122 million, owner lawsuits and repossession of its core aircraft. Haslett did not respond to AIN’s request for comment. Meanwhile, Rapid Aircraft Maintenance Services has taken possession of four Avantair aircraft at its New York-area Teterboro Airport base. It has filed a lawsuit in the Bergen County Court for permission to auction the Avantis in 30 days (on July 27) if Avantair does not settle its maintenance bills. RAMS owner Dennis Espinosa has posted the N-numbers of these aircraft on the Avantair owners forum in the hope that they will contact him directly to resolve the debts.