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  1. #1

    Predefinito Gulfstream lancia i G500 e G600

    Gulfstream ha lanciato i fratelli minori del G650: il G500 (5000nm di autonomia) e il G600 (6200nm).
    Due bei giocattolini.

    http://www.gulfstream.com/aircraft/gulfstream-g500
    http://www.gulfstream.com/aircraft/gulfstream-g600

    Ciao

  2. #2

    Predefinito Re: Gulfstream lancia i G500 e G600

    Fighi! Ne prendo un paio l'uno.
    Un moteur d'auto dans le ventre et un d'avion dans le coeur

  3. #3

    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da aless Visualizza il messaggio
    Fighi! Ne prendo un paio l'uno.
    Per i primi 50 c'è anche un prezzo da amico!

    Pricing for the first 50 serial numbers has been set at $43.5 million for the G500 and $54.5 million for the G600. By comparison, the G650 is now priced at $66.5 million and the rates for the G450 and G550 are, respectively, “in the mid 30s and lower 50s,” according to Gulfstream.

    http://www.ainonline.com/aviation-news/2014-10-14/new-gulfstreams-deliver-more-range-and-cabin-comfort
    Ciao

  4. #4

    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da belumosi Visualizza il messaggio
    Per i primi 50 c'è anche un prezzo da amico!
    A posto!
    Un moteur d'auto dans le ventre et un d'avion dans le coeur

  5. #5
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da belumosi Visualizza il messaggio
    Per i primi 50 c'è anche un prezzo da amico!

    Pricing for the first 50 serial numbers has been set at $43.5 million for the G500 and $54.5 million for the G600. By comparison, the G650 is now priced at $66.5 million and the rates for the G450 and G550 are, respectively, “in the mid 30s and lower 50s,” according to Gulfstream.

    http://www.ainonline.com/aviation-news/2014-10-14/new-gulfstreams-deliver-more-range-and-cabin-comfort

    belli son belli
    mi piacerebbe sapere se su un aereo di questo tipo il rumore vicino ai motori è fastidioso o sensibilmente più basso e meno invasivo di quello degli ottantoni
    presumo di si ma chilosa ?

  6. #6
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    La cosa più incredibile dell'evento di oggi è stato quando l'aereo vero -il G500- è arrivato con i propri motori accesi davanti alla platea dei 3000 invitati/dipendenti.
    Mai si era vista prima una presentazione di un aereo nato da clean sheet, tenuto segreto per 3 anni, arrivare già costruito e funzionante.
    Questi sono pazzeschi.

  7. #7
    Socio 2015 L'avatar di BHA 604
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    Predefinito Re: Gulfstream lancia i G500 e G600

    TW, ma i prezzi che si trovano online sono realistici o possono differire di molto dalla realtà come per gli aerei di linea?

    Quote Originariamente inviato da Luca Cordero Visualizza il messaggio
    belli son belli
    mi piacerebbe sapere se su un aereo di questo tipo il rumore vicino ai motori è fastidioso o sensibilmente più basso e meno invasivo di quello degli ottantoni
    presumo di si ma chilosa ?
    Lascio ad altri molto più esperti di me la risposta ma quando ho provato il Challenger 650 il rumore mi è sembrato decisamente inferiore a quello degli 80 (o forse era solo l'emozione di provare quell'aereo? boh...)

  8. #8
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da BHA 604 Visualizza il messaggio
    TW, ma i prezzi che si trovano online sono realistici o possono differire di molto dalla realtà come per gli aerei di linea?

    Lascio ad altri molto più esperti di me la risposta ma quando ho provato il Challenger 650 il rumore mi è sembrato decisamente inferiore a quello degli 80 (o forse era solo l'emozione di provare quell'aereo? boh...)
    Sono realistici. La scontistica in questo settore non ha nulla a che vedere con quella dei liners.

    Il rumore interno nei bizjet è generalmente molto più basso che nei liner. Ovviamente chi più e chi meno...

  9. #9

    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da belumosi Visualizza il messaggio
    Per i primi 50 c'è anche un prezzo da amico!
    Ne ho già presi 2
    È un terno all'otto (Cit.)


  10. #10
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da Edoardo Visualizza il messaggio
    Ne ho già presi 2
    Bravo, ma mi avevano già avvertito.

  11. #11
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Gulfstream Unmasks Two New Fly-by-wire Large-cabin Jets
    During a ceremony this morning at its Savannah, Ga. headquarters, Gulfstream Aerospace took the wraps off the new G500 and G600, which are expected to enter service in 2018 and 2019, respectively. At this morning’s ceremony the G500 rolled out under its own power. Both models have a wider cabin cross-section than the G450 and G550, but not quite as wide as that of the G650. The new jets—nestled between the G450, G550 and G650—will also have more composite content than existing Gulfstreams. According to the aircraft manufacturer, the new models will deliver “unmatched high-speed range.” At a normal cruise speed of Mach 0.90, the G500 and G600 will fly 3,800 nm and 4,800 nm, respectively; at Mach 0.85, they will have a range of 5,000 nm and 6,200 nm, respectively. Each of the new large-cabin jets will be powered by a pair of Pratt & Whitney Canada PW800 turbofans—the 15,144-pound-thrust PW814GA for the G500 and the 15,680-pound-thrust PW815GA for the G600. The new aircraft also feature fly-by-wire flight control and they will be the first Gulfstreams to feature active sidestick controls. The G500/G600 flight deck, branded as Gulfstream Symmetry, is based on Honeywell’s Primus Epic suite. The first flight-test aircraft are already under construction, and the G500 is slated to fly next year, followed by the G600 in 2017. Pricing for the first 50 serial numbers has been set at $43.5 million for the G500 and $54.5 million for the G600.
    AINonline

  12. #12
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Gulfstream Racks Up Launch Orders for New G500
    Flexjet and Qatar Executive quickly lined up to be the launch customers for the new Gulfstream G500, which was revealed this morning alongside its larger G600 sibling during a ceremony at the aircraft manufacturer’s Savannah, Ga. headquarters. Qatar signed a memorandum of understanding today for up to 20 Gulfstreams, while Flexjet placed an order for 50 aircraft, including options. Fractional provider Flexjet placed a firm order for 22 Gulfstreams—10 G450s, six G650s and six G500s—and options for 28 more. Deliveries of the G450s will start in the middle of next year, with the G650s following in mid-2016 and the G500s in 2018. Notably, this marks the first non-Bombardier order for Flexjet. In addition, the two companies also inked an agreement under which Gulfstream will maintain the Flexjet Gulfstream fleet over the next 10 years. Meanwhile, the commitment from Qatar is for a mix of G500s and G650s that would allow the Doha-based private jet division of Qatar Airways to “keep pace with future strategic growth plans,” according to company CEO Akbar Al Baker. Qatar Executive currently has a fleet of seven business jets, but he noted that “demand is surging high and we must keep pace” by adding aircraft. Al Baker chose the two Gulfstream models for their “innovation, performance and design elements.” Values of these orders were not available at press time.
    AINonline

  13. #13
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da TW 843 Visualizza il messaggio
    Il rumore interno nei bizjet è generalmente molto più basso che nei liner. Ovviamente chi più e chi meno...
    sul rumore
    sui liner i motori sono tutti , o quasi ,sulle ali
    sui biz sono tutti,o quasi dietro
    apparentemente bizzarra sta cosa

    ne arriveranno in europa e in italia , non solo di passaggio , o i numeri li fanno solo in oriente e nord america ?

  14. #14
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    New Gulfstreams Deliver More Range and Cabin Comfort

    AINonline.com
    BY CHARLES ALCOCK

    Gulfstream Aerospace’s launch today of its new G500 and G600 large-cabin
    business jets was a well-kept secret, especially since the programs have
    been in the works for five years. During an event at its Savannah, Ga.,
    headquarters, the company surprised guests by rolling out a prototype of
    the G500 under its own power.


    Over the past 12 months, the U.S. airframer has seen rival Dassault Falcon
    refresh its product range with the launch of the new Falcon 5X and 8X
    models, but Gulfstream insists that its focus has been on boosting choice
    and the value proposition of its own family of aircraft rather than seeking
    to keep up with competitors The new aircraft build a bridge between the
    G450 and G550 models and the G650 flagship. According to Lor Izzard,
    Gulfstream’s director for sales support and technical marketing, the G500
    and G600 will deliver unmatched high-speed range when they enter service,
    respectively in 2018 and 2019.


    The G500 at its normal cruise speed of Mach 0.90 will deliver range of
    3,800 nm, rising to 5,000 nm at Mach 0.85. Similarly, the G600 will have
    range of 4,800 nm at Mach 0.90 and 6,200 at Mach 0.85.


    Pricing for the first 50 serial numbers has been set at $43.5 million for
    the G500 and $54.5 million for the G600. By comparison, the G650 is now
    priced at $66.5 million and the rates for the G450 and G550 are,
    respectively, “in the mid 30s and lower 50s,” according to Gulfstream.


    The two new aircraft will feature a new, high-speed wing, based on that of
    the larger G650 and with the same 36-degree sweep. The G600 wing will be
    eight feet larger to accommodate 10,000 pounds of additional fuel capacity.
    They will have a new tail, again based on the G650 in terms of aerodynamic
    shape and systems, but using new composite materials. Both aircraft will
    carry less fuel than the G450 model, but will be able to fly farther and
    faster.


    Extensive construction work over the past two years at Gulfstream
    Aerospace’s headquarters in Savannah, Ga., provided a visible clue that the
    manufacturer had something big brewing. One new building completed in
    September 2012 will be used to make the wings and tails for the new G500
    and G600 models, and another facility opened last month will house fuselage
    manufacturing and final assembly.


    Performance Versus Cabin
    The airframer’s core challenge in product definition has been the classic
    trade-off between delivering a leap ahead in terms of aircraft performance,
    balanced against the desire to combine this with superior cabin comfort.
    The result is a pair of aircraft with a wider cabin cross-section than the
    G450 and G550, but not quite as wide as that of the G650. Nonetheless, the
    length of the passenger “living areas” equals that of the G650, and the new
    designs also boast the G650’s large windows, its 6.25-feet high main
    entrance door, its cabin altitude (4,850 feet at FL510 and 3,000 feet at
    FL410), as well as 100 percent fresh air.


    “The aircraft are bigger in all dimensions to the G450 and 550,” said
    Izzard. “We didn’t want a cabin so large that it would be to the detriment
    of performance. This is the right cabin [size] for us to be able to produce
    the performance our customers want.” He added that the finished internal
    dimensions of the G500/600 cross-section will be bigger than that of the
    Falcon 7X.


    There will be significant flexibility in cabin design options since the
    galley can be situated either in the forward or rear sections, and
    customers can choose from a variety of living-space options. It will also
    include a fully certified crew rest area and 175 cubic feet of baggage
    space.


    Power by Pratt & Whitney Canada
    Gulfstream has also made a significant shift in powerplant selection,
    opting for Pratt & Whitney Canada’s new PW800 turbofan series. The
    15,144-pound-thrust PW814GA will power the G500, while the
    15,680-pound-thurst PW815GA will be used for the G600.


    The PW800 was selected for Cessna’s proposed Columbus jet, but this program
    was subsequently cancelled. The engine is understood to have been
    considered by Dassault for its new Falcon 5X, but the French airframer
    instead went for Snecma’s new Silvercrest engine. Gulfstream acknowledged
    that it considered several other powerplant proposals for the G500/600, and
    these likely would have included the Silvercrest, as well as GE Aviation’s
    new Passport and the Rolls-Royce BR725, already deployed on the G650.


    Pratt & Whitney Canada is responsible for delivering a completely
    integrated powerplant system. This will feature an aluminum kevlar fan case
    and a nacelle developed by Nordam, which is aiming to deliver a thrust
    reverser that will be 50 percent more efficient than existing equipment.


    The manufacturer has had nine engines involved in the development program,
    which has so far accounted for more than 1,720 operating hours, 2,786
    cycles and 4,400 hours of core testing. As of last month, some 35 hours of
    flight-testing had been completed and Gulfstream pilots have participated
    in some of these tests. The PW800 should complete certification in the
    fourth quarter of this year.


    All-New Flight Deck
    There is to be even greater innovation in the cockpit of the fly-by-wire
    G500 and G600, which will be the first Gulfstreams to feature active
    sidestick controls. According to Mark Kohler, Gulfstream vice president for
    advanced aircraft programs, the airframer was unwilling to make the shift
    to a sidestick control until BAE Systems adapted technology originally
    developed for fighter aircraft for civil use. “The system’s active force
    feedback provides a classic airplane feel, and it simulates the feel of
    mechanically linked sticks,” explained Izzard. In addition to BAE Systems,
    Thales, Parker Aerospace and Moog are contributing to the flight
    control/fly-by-wire systems for the new models.


    The flight deck is based on Honeywell’s Primus Epic suite and is being
    branded as Gulfstream Symmetry. The avionics manufacturer’s PlaneView
    system is used on existing Gulfstream aircraft. For the G500 and G600 it is
    also providing the APU, the environmental control system, cabin pressure
    system and most of the touchscreen control panels for all cabin systems.


    The new Gulfstreams feature no fewer than 10 integrated touchscreen control
    panels in the cockpit. Since pilots can easily switch the functions for
    which these are used, the aircraft will be able to be dispatched with just
    three of the screens functioning. Backup flight displays will be provided
    by L-3. Esterline group subsidiary Korry is contributing the three overhead
    displays.


    An enhanced vision system (featuring higher resolution and an increased
    field of view) and synthetic vision for the primary flight display will be
    standard equipment for the new aircraft. Both will feature the same
    Rockwell Collins head-up display as the G650.


    The cockpits will feature an all-new crew seat, with a full seat pan thanks
    to the absence of a control wheel and column. This will make it easier for
    the pilots to move in and out of their seats (as will new handles on the
    headrests). They will also benefit from Ventimesh materials that make the
    seat area cooler.


    GE Aviation is supplying the electrical power distribution system, as well
    as the aircraft health and trend monitoring system, and data concentration
    network. For the latter, engineers have devised a way to break down the
    usual radio rack into separate elements, in the process reducing the amount
    of wiring and weight, while also improving the network’s reliability. This
    change has also gained some space for additional cabin volume.


    Gulfstream has selected UTC Aerospace to provide the air data system,
    landing gear and various electrical power systems for the new models.
    Parker Aerospace is supplying the hydraulic actuation system for the fly by
    wire controls. Moog is responsible for the rudder pedals and flap actuation
    system.


    Overall, the G500/600 program will result in a 50 percent reduction on LRUs
    compared with the G650. For instance, the flight controls will require just
    eight control units (compared with the G650’s 16).


    The maintenance interval between major inspections will be 750 flight
    hours. Gulfstream has used 3-D virtual reality technology to optimize
    access to systems for maintenance, which will follow the MSG-3
    task-orientated programs. The new aircraft will have a high degree of
    systems commonality with the G650.


    Skunk Works, Savannah-Style
    Working under extraordinary levels of secrecy out of its expanded research
    and development facilities in Savannah, Gulfstream and its program partners
    have made great progress in testing and evaluating systems and airframe
    structures. All wind tunnel testing for the G500 and G600 is now complete,
    and engineers are now embarked on iron bird testing of the airframe and
    cockpit systems integration.


    The first flight-test aircraft are already under construction with a view
    to achieving a first flight for the G500 in 2015 and for the G600 in 2017.
    Critical design review for the G500 is already complete and this stage
    should be reached for the G600 by the end of 2014.


    The two models will have a common basis for flight certification and five
    test aircraft will be used for the G500 development program and four for
    the G600. One of these will be used entirely for evaluating cabin design
    and systems.


    Two full-size static test articles (including all flight controls) are
    being used for structural tests that will include ultimate limit-load
    testing. The new test laboratory can process some 15,500 channels of data.


    Much thought is already being given to devising a more efficient
    manufacturing process for the new models. It will use new autoclave
    technology that is able to produce large composite airframe sections,
    mobile robotic platforms for drilling, multi-panel assembly cell equipment
    for attaching skin panels and laser radar for high-speed contour mapping of
    the wing, as well as greater use of standard parts and various lean
    manufacturing techniques.


    The G500 and G600 will have increased composite content compared with
    existing Gulfstream models. Composites will be featured in the winglets,
    nose radome, horizontal stabilizer, elevator and rudder, engine cowling,
    floor boards, landing gear doors, wing-to-body fairings, spoilers, pylons,
    dorsal fin and rear pressure bulkhead.


    Potential Customers Buy Into Design
    Gulfstream has closely involved prospective buyers in helping to define key
    characteristics of the new models through its Advanced Technology Customer
    Advisory Team. This consultation has resulted in more than 200 design
    changes, including improved cockpit functionality and comfort, additional
    storage space, cabin layout revisions, a commitment to common type ratings
    for G500 and G600 pilots, as well as overall performance goals.


    Gulfstream senior sales and marketing vice president Scott Neal insisted
    that recent product developments at major rivals have not been a
    significant driver of its latest plans. “We listen to the customer base and
    determine what to build,” he told AIN. “We have always led the market with
    our products and our behavior is not changed by what competitors are
    doing.”


    Neal also stressed that Gulfstream remains committed to production of the
    G450 and G550 models. Part of the company’s thinking on market segmentation
    is that existing customers of the smaller G280 model will be more inclined
    to upsize to these existing types.

  15. #15
    Senior Member L'avatar di TW 843
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Gulfstream Launches New Large-Cabin, Long-Range Jets

    Aviation Week & Space Technology
    BY FRED GEORGE

    For its latest large-cabin, long-range business jets, the G500 and G600,
    Gulfstream has moved away from its long-time engine supplier, Rolls-Royce,
    and left behind its original fuselage cross-section, as it did for the
    flagship ultra-long-range G650. The new aircraft were unveiled ahead of the
    industry-showcase National Business Aviation Association convention this
    week in Orlando, Florida.


    The G500 and G600 are launch applications for Pratt & Whitney Canada’s
    (P&WC) PW800 turbofan and fit into Gulfstream’s product line-up above the
    Rolls-Royce-powered G450 and G550, which are to stay in production as long
    as demand continues. In addition to a larger fuselage cross-section, the
    new jets share with the G650 wing aerodynamics, fly-by-wire controls and
    systems.


    The new aircraft not only have longer and larger cabins than the G450 and
    G550 but also will fly higher, faster, quieter and farther on less fuel.
    High-speed cruise for both aircraft is Mach 0.9. At Mach 0.85 long-range
    cruise speed, the $54.5 million G600 has a range of 6,200 nm, compared with
    the G550’s 6,000 nm, while the $43.5 million G500 has 5,000-nm range,
    compared with the G450’s 4,220 nm at Mach 0.8.


    “We have a very long-term development strategy,” says Scott Neal,
    Gulfstream’s senior vice president of sales and marketing. “Cabin volume,
    range and speed were the design drivers, [and that combination] will be
    matched by no other aircraft.”


    In the works since 2008 under Gulfstream’s project P42, the G500 rolled out
    in Savannah, Georgia, Oct. 14. With 1,800 hr. of wind-tunnel work
    completed, the G500’s first flight is planned for 2015, leading to expected
    certification in 2017 and entry into service in 2018. Five aircraft will be
    used in a two-year, 3,000-hr. flight-test program. The G600’s design, which
    includes a longer fuselage and increased span, will be frozen by year-end,
    aiming for a first flight in 2016 and service entry in 2019.


    The new models’ enhanced performance is due to the new engines and a wing
    with G650 high-speed aerodynamics, including supercritical airfoil, 36-deg.
    quarter-chord sweep and increased span—10 ft. more than the G450, in the
    case of the G500. Gulfstream says the P&WC engines are lighter and more
    fuel-efficient than current 16,000-lb.-thrust-class engines. The G500 is
    powered by two 15,144-lb.-thrust PW814GAs, the G600 by 15,680-lb.-thrust
    PW816GAs.


    Operators told Gulfstream they wanted a bigger fuselage but better fuel
    economy, and the company briefly evaluated using the G650 fuselage
    cross-section for the G500 and G600. But the weight and drag imposed
    unacceptable performance penalties. Instead, the aircraft have a new
    fuselage shape that is 7 in. narrower and less tall than the G650’s but
    provides 2 in. more headroom, 7 in. more cabin width and 8 in. more floor
    width than the G450 and G550. Used in the G650, the four-radii fuselage
    shape provides more head and shoulder room than a circular cross-section.
    The floor sits proportionately lower in the fuselage than in the G650, and
    headroom is only 1 in. less than in the flagship Gulfstream.


    The new aircraft have the same cabin windows as the G650, 16% larger in
    area and positioned 3.4 in. higher than those in the G450 and G550. With a
    cabin 2.5 ft. longer than the G450’s, the G500 has six windows per side and
    three seating areas. The G600 cabin, 1.6 ft. longer than the G550’s, has
    seven windows per side and room for 3.5 seating areas—the extra length
    accommodates an optional crew-rest compartment. The 10.7-psi pressurization
    system provides a 3,000-ft. cabin altitude at 41,000 ft. and 4,850 ft. at
    the aircraft’s 51,000-ft. maximum ceiling, the lowest cabin altitude in
    their classes.


    The digital fly-by-wire system is based on that in the G650, with a pair of
    dual-channel Thales flight-control computers and Parker electronic
    power-control actuators. But new to the G500 and G600—and a first for civil
    aviation—are the active-inceptor sidestick controls supplied by BAE
    Systems. These are electrically back-driven, so they appear to be
    mechanically linked side to side: When one sidestick is moved, the other
    moves with it. The sidesticks also move in response to autopilot inputs,
    providing the pilots with tactile and visual feedback.


    In addition to the active sidesticks, the new Symmetry flight deck for the
    aircraft introduces touchscreen displays and other features that
    distinguish it from the PlaneView cockpits of current-production
    Gulfstreams. Based on Honeywell integrated avionics, Symmetry provides four
    large-format, landscape-orientation flight displays, their associated
    cursor-control devices relocated from the sidewall armrests to the center
    console to make room for the sidestick controls.


    Three large, software-driven touchscreens on the overhead panel control
    virtually all airframe systems. Four smaller touchscreens, two outside the
    main displays and two in the center console, provide flight management
    system, radio and avionics/display controls. There are no conventional
    multi-function control display units. Wider-screen standby flight
    instruments are installed in the glareshield. All this provides
    unprecedented redundancy. Gulfstream’s goal is to allow dispatch with one
    overhead, one lower touchscreen and one standby flight display inoperative.


    The new aircraft are equipped with a standard head-up display and
    third-generation Elbit Kollsman EVS III infrared enhanced-vision system
    camera with four times the image resolution, an integrated exterior window
    and digital interface to the avionics suite.


    Several systems are carried over from the G650. The electric system has
    left and right engine-driven 40-kVA generators, a 40-kVA generator driven
    by the auxiliary power unit and a 15-kVA ram air turbine. The dual
    3,000-psi hydraulic systems, with phosphate ester fluid, are powered by
    high-capacity, left and right engine-driven pumps, plus a left-side
    electrically powered auxiliary pump and left-to-right power transfer
    system. There is no need for a hydraulically powered motor generator.


    Also shared with the G650 are the digital air data computers, secondary
    power distribution system, satellite communications and cabin management
    system (with improvements). The oxygen, cabin pressurization, landing-gear
    control and aircraft health and trend monitoring systems are adapted from
    the G650, but are more fully integrated with the avionics system.


    The PW800, meanwhile, shares its eight-stage high-pressure compressor,
    low-emissions combustor and two-stage high-pressure turbine with Pratt &
    Whitney’s PW1000G geared turbofan. But the engine has a 50-in.-dia.
    direct-drive fan with 20 titanium blades, a three-stage low-pressure
    compressor and three-stage low-pressure turbine. Bypass ratio is
    approximately 5.5:1. P&WC says the engine will have “double-digit” margins
    to current International Civil Aviation Organization Chapter 4 noise and
    proposed CAEP/8 emissions limits.


    Working with Nordam, P&WC is developing a nacelle system that improves
    inlet and exhaust flow efficiency, particularly when the thrust reverser is
    stowed. A prime design goal for the propulsion system is 40% lower
    scheduled maintenance cost and 20% fewer maintenance inspections. Initial
    time between overhauls will be 10,000 hr.


    Parent company General Dynamics is investing heavily in new facilities in
    Savannah as Gulfstream moves to more vertically integrated manufacturing to
    improve quality and reduce production costs. The G500 and G600 wings will
    be built in-house, a first for Gulfstream. This has required investment in
    computer-controlled milling machines and other automated manufacturing
    processes, along with an autoclave for creep-age-forming of wing skins.


    More pre-flight development work is being done than for any previous
    Gulfstream models. The objective is to streamline flight testing by doing
    development work on the ground and then flying mainly to verify and
    validate the design. The goal is to deliver mission-ready aircraft on entry
    into service.


    As it did with the G650, Gulfstream has built both an integrated test
    facility and an iron-bird rig to evaluate most airframe systems, including
    electrical, hydraulic, power control actuators and environmental system
    components. The company also has an integrated cockpit and cabin mock-up
    with the actual equipment to be used on production aircraft. The goal is to
    wring out bugs before the first production aircraft, particularly in the
    cabin management system.


    Designed to appeal to G450 and G550 operators looking to upgrade, the G500
    also will compete with the Dassault Falcon 900LX and upcoming Falcon 5X in
    cabin size, range and price, while the G600 will vie against the new Falcon
    8X. The new Gulfstreams also compare favorably with Bombardier’s existing
    Global 5000 and 6000.


    Industry sources long have speculated that Gulfstream was developing
    successors to its G450 and G550. Neal says the new aircraft are not
    replacements but additional models to help fill gaps between the G450/G550
    and flagship G650. Gulfstream says the G450 and G550 “are selling well,”
    but their market appeal could suffer as prospective customers learn more
    about the capabilities of the new models.


    These aircraft also set new standards for speed. Operators can expect to
    slow down to Mach 0.85 only when necessary to achieve maximum range.
    Gulfstream boasts Mach 0.9 is the new “normal cruise” for business aircraft
    travel. Compared to today’s Mach 0.8, that speed can slash an hour or more
    off the flight time between continents.

  16. #16

    Predefinito Re: Gulfstream lancia i G500 e G600

    Curiosamente va notato che in casa Gulfstream un modello denominato G500 esiste già da una decina d'anni, essendo nient'altro che la versione più economica (mi si passi il termine) e con meno autonomia del G550. Rispetto al quale è esteriormente identico. Siccome questa versione ha avuto scarsissimo successo (Wiki parla di 9 esemplari costruiti), Gulfstream si è probabilmente sentita libera di usare la stessa denominazione per uno dei nuovi modelli.

    Ciao

  17. #17
    Junior Member
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Veramente belli!!! Papà, papà.......

  18. #18
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da Luca Cordero Visualizza il messaggio
    ne arriveranno in europa e in italia , non solo di passaggio ?
    Assolutamente sì.

  19. #19

    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da Luca Cordero Visualizza il messaggio
    sui liner i motori sono tutti , o quasi ,sulle ali
    sui biz sono tutti,o quasi dietro
    apparentemente bizzarra sta cosa
    L'ala è troppo vicino a terra per poter ospitare il motore.

    Ciao

  20. #20
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Quote Originariamente inviato da belumosi Visualizza il messaggio
    L'ala è troppo vicino a terra per poter ospitare il motore.

    con questo configurazione di ala , carrelli e motore sembra così
    tenks

  21. #21

    Predefinito Re: Gulfstream lancia i G500 e G600

    Primo volo del G500 dopo 7 mesi dalla presentazione. Chapeau.

    Gulfstream G500 Logs Maiden Flight

    by Matt Thurber
    - May 18, 2015, 2:51 PM


    The Gulfstream G500 logged its first flight on May 18, from Savannah-Hilton Head International Airport.

    Seven months after rolling out at its Savannah, Ga. headquarters, Gulfstream's fly-by-wire G500 took off for its first flight this morning, departing at 10:39 a.m. from Savannah-Hilton Head International Airport and piloted by experimental test pilots Scott Martin and Kevin Claffy along with flight-test engineer Bill Osborne.
    After climbing initially to 10,500 feet, the pilots flew the G500 to a maximum speed of 194 knots, climbed to 15,000 feet and “exercised all primary flight control systems; evaluated handling qualities and takeoff and landing configurations; performed a simulated approach and go-around; and checked all systems using the [Honeywell Primus Epic-based] Symmetry flight-deck touchscreen controllers.” The G500 landed at 12:55 p.m.
    Five G500s will be used for the flight-test program, one of them equipped with a production interior, andFAA and EASA type certification is planned in 2017, followed by entry into service in 2018. A unique feature of the G500 and the G600 sibling is electronically interconnected BAE active sidestick flight controls. G500 performance includes range of 5,000 nm at Mach 0.85, maximum operating speed of Mach 0.925 and a 4,850-foot cabin altitude at FL510. Power is provided by 15,144-pound-thrust Pratt &Whitney Canada PW814GA turbofans.

    http://www.ainonline.com/aviation-news/business-aviation/2015-05-18/gulfstream-g500-logs-maiden-flight
    Ciao

  22. #22

    Predefinito Re: Gulfstream lancia i G500 e G600

    Pilot report del nuovo gioiellino di casa.

    http://aviationweek.com/business-avi...ulfstream-g500
    Ciao

  23. #23
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    Predefinito Re: Gulfstream lancia i G500 e G600

    Gulfstream Achieves G600 First Flight Ahead of Schedule
    by Charles Alcock
    *-*December 17, 2016, 6:03 PM

    Gulfstream’s new G600 large-cabin business jet made its first flight on Saturday, beginning a flight-test program that is set to lead to type certification and first deliveries in 2018. The U.S. manufacturer has inducted two other G600 test aircraft into its flight-test center and these are expected to make first flights early in 2017.
    The first test aircraft took off from Gulfstream’s headquarters at Savannah-Hilton Head International Airport at 1:50 p.m. and flew for 2 hours and 53 minutes. Experimental test pilots Scott Martin and Todd Abler, accompanied by flight-test engineer Nathaniel Rutland, flew the aircraft.
    “Launching the G600’s flight-test program is a milestone for us and our customers, who have guided the vision for this aircraft from the beginning,” said Gulfstream president Mark Burns. “We look forward to delivering this aircraft to them in 2018. Today’s flight, which went flawlessly, represents a significant step forward in the journey to certification and delivery.”
    The G600 will deliver range of up to 6,200 nm at speeds of Mach 0.85, or up to 4,800 nm at Mach 0.90. As for the current G650ER, maximum operating speed will be Mach 0.925.
    ​Meanwhile, the new G500 model being developed in tandem with the G600 is ahead of schedule to achieve type certification, with projected first deliveries having been brought forward to late 2017.

    http://www.ainonline.com/aviation-ne...ahead-schedule

  24. #24
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    Predefinito Re: Gulfstream lancia i G500 e G600

    GULFSTREAM G500 EARNS BOTH TYPE AND PRODUCTION CERTIFICATES FROM U.S. FEDERAL AVIATION ADMINISTRATION

    Gulfstream G500 Earns Both Type And Production Certificates
    SAVANNAH, Georgia, July 20, 2018 — Gulfstream Aerospace Corp. today announced the Gulfstream G500 received both its type certification and production certificate from the U.S. Federal Aviation Administration (FAA). These certifications pave the way for the first completed G500 delivery to a customer as planned later this year.

    “Receiving the type certification and production certificate on the same day speaks to the rigor inherent in the G500 program and the commitment to excellence of the entire Gulfstream team,” said Mark Burns, president, Gulfstream. “The tens of thousands of lab hours combined with the more than 5,000 hours we’ve flown the five G500 flight-test aircraft will help ensure we deliver a high-performing, reliable, mature aircraft to customers. We’re excited to conclude the type certification effort, complete the production-certificate audit and move on to the next phase of this program: delivering aircraft. We appreciate the FAA’s diligence and cooperation in certifying this aircraft and confirming the capabilities of our new manufacturing facilities. We look forward to seeing the G500 in our customers’ hangars soon.”

    The FAA type certification verifies the airworthiness of the aircraft’s design, while the production certificate confirms that the company’s production processes comply with Federal Aviation Regulations. The G500 is the first clean-sheet Gulfstream aircraft to receive its type and production certificates on the same day.

    During the G500 certification program, Gulfstream demonstrated even better performance for the G500, including a takeoff distance of just 5,200 feet/1,585 meters, 200 ft/61 m less than originally projected.

    The G500 expands the possibilities for high-speed travel by offering an unprecedented combination of speed, technology, reliability, safety and performance. The aircraft is optimized for comfort and productivity, with low cabin sound levels and cabin altitudes, 100 percent fresh air and 14 panoramic windows that bathe the cabin in natural light.

    Gulfstream is setting a new safety standard as the first original equipment manufacturer in business aviation to offer active control sidesticks, 10 touchscreens in the flight deck and a third-generation Enhanced Vision System, optimizing pilot awareness in low visibility. The award-winning Symmetry Flight Deck also includes Synthetic Vision-Primary Flight Display and Head-Up Display II. The G500 is the first aircraft certified to use enhanced vision to land and the first business aircraft certified to Stage 5 noise standards.

    Originally projected to fly 5,000 nautical miles at its long-range cruise speed of Mach 0.85, the certified G500 can actually fly 5,200 nm/9,630 km. At its high-speed cruise of Mach 0.90, the G500 will fly 4,400 nm/8,149 km, which is a 600-nm/1,111-km increase over the original projected range of 3,800 nm/7,038 km. The aircraft has already earned more than 20 city-pair records, most of them at Mach 0.90.

    Gulfstream anticipates delivering the first G500 in the fourth quarter.

  25. #25
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    Predefinito Re: Gulfstream lancia i G500 e G600

    FAA certificates Gulfstream G600

    www.flightglobal.com

    The Federal Aviation Administration has certificated Gulfstream Aerospace's 19-passenger G600 business jet, clearing the path for first delivery later this year.
    The FAA granted both the aircraft's type certificate and a production certificate, says Gulfstream.
    "Getting both authorisations on the same day is evidence of the maturity of our G600 production processes and speaks to the safety and reliability of the aircraft's design," Gulfstream president Mark Burns says.

    The FAA has certificated Gulfstream's 6,500nm-range G600
    Gulfstream
    Savannah-based Gulfstream launched the G500 and G600 programmes in 2014.
    The initial timeline called for the G600 to be certified in 2018 and delivered to the first customer in 2019.
    "The certifications clear the way for the first G600 deliveries to customers as scheduled this year," Gulfstream says.
    Pratt & Whitney Canada PW800s power both the G500 and G600.
    The G600 has a range of 6,500nm (12,000km), cruises at altitudes up to 51,000ft and can reach speeds up to Mach 0.925, according to the company.
    Gulfstream certified the smaller G500 in 2018 and also delivered the first of that variant last year.
    Both types have improved fly-by-wire systems and Gulfstream's "Symmetry Flight Deck", which includes "active control sidesticks" and 10 touch screens.

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