Believe it or not, but one of the world’s largest commercial jets just got a bit bigger. Originally at a wingspan of about 213 feet, Boeing’s 777X is getting an upgrade to a whopping 235 feet. The longer wingspan is meant to increase takeoff ability, reduce thrust, and increase cruise altitudes, making the plane more efficient. But, the major downside to this extra-long wingspan, is that the aircraft will not be able to fit through the existing Boeing 777 gates. Because asking airports to build 777 gates with more clearance is impossible, Boeing made the last 12 feet of the wing tips foldable in order to fit through the gates. Additional locking pins and precautions will be used to ensure the wings don’t fold up during flight or unfold in the hangers.
The body of the 777X is also the longest that Boeing has manufactured, measuring up to 252 feet long. It has a twin-engine which uses more fuel than a single engine. However, having a twin engine is beneficial in that if one engine gives out, it’s still possible to continue flying the plane until it is safe to land.
Greenpoint Technologies, Jet Aviation, and Unique Aircraft Design have each designed an interior for the 777X. The options are essentially endless as there is a lot of space available in the cabin. The 777X is designed to seat 350 to 425 passengers.
Compared to their competitor, the Airbus A350-1000, the 777X has a larger cabin. It is about four inches wider because the thickness of the cabin wall has been reduced by two inches on either side. It also has larger windows--about 162 squared inches. It is also about 12% more fuel-efficient and costs about 10% less to operate. The first flight for the 777X is scheduled for later in 2019, so there’s quite a bit of buzz as new details are released.
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When it comes to gaskets, using the right sealant to match the gasket and application is crucial and can even extend the life of a gasket. So, we’ve come up with a list of sealants that you should have on hand when working with an engine, transmission, differential, or minor repair.
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As of June 2018, Textron Aviation has confirmed that production of the Cessna Citation X+ is coming to an end. The Citation X+ and its predecessor, the Citation X, which debuted in 1995, have enjoyed a more than 20 year run as one of the most sought after and luxurious private jets.
Nicknamed the “Lamborghini of the skies”, the Citation X, and eventually the Citation X+, has retained its crown as the fastest civilian aircraft in the world for the past two decades. However, it seems that headline grabbing speed is no longer enough to warrant continued manufacturing. When it comes to private jets, it seems that today’s consumers are far more interested in increased comfort and range than speed.
With room for 12 passengers but only a range of 3,500 nautical miles (nm), the Citation X+ has fallen behind its competitors such as the Bombardier Challenger 350 or the Embraer Legacy 650 which boasts a larger cabin and a range of 3,900 nm respectively. The Citation X+ found competition even within its own company with the Citation Longitude, a larger yet more agile jet that boasts a 12-passenger cabin one foot wider and four inches taller, and a range of 4,000 nm.
Unfortunately, the overlap of the Citation X+ and the Citation Longitude makes it difficult to justify the production of both. Manufacturers like Textron must make tough calls to survive in such a competitive market, especially since so many aerospace companies are constantly introducing more generous cabins and longer ranges. Still, fans can rejoice as the Citation X+ can still be enjoyed in the private jet charter market.
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Engines are the main power force behind powering a helicopter. The two most common helicopter engines on the market are the reciprocating engine and the turbine engine. Each engine has different properties that should be considered before owning or operating a helicopter.
The reciprocating engine also known as the piston engine is an engine typically used in small helicopters. A majority of training helicopters use this type of engine because it is easy to operate and is an inexpensive cost upfront and in repairs. The engine is powered by pistons that are connected to a crankshaft, once the pistons move up and down the crankshaft rotates. Power is created by the parts moving How Helicopter Engines operate back and forth internally. This engine is typically a labeled as a four-stroke engine as it operates on four different cycles to congruently produce power. The four-stroke cycle within the engine takes place a couple hundred times each minute and power are consistently being produced.
The turbine engine is a gas engine that is mounted on most larger helicopters. This engine is made up of a turbine, a compressor, a combustion chamber and an accessory gearbox assembly. Fuel is injected into the chamber and compressed, allowing for internal expansion, this expansion creates combustion gas. This gas forces the turbine wheels to turn to create power for the compressor and the gearbox. Once power is running, the combustion gas will be expelled through an exhaust outlet. The reciprocating engine and the turbine engine can both power a helicopter but, do so very differently.
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Superior Air Parts is a leader in procuring and distributing extra parts for the popular Lycoming and Continental engines. Their other pursuits include:
Recently the company has chosen to bump up their product offers by delving into the world of cylinders and choosing to offer their customers Continental ready 0-170/A65 cylinders. This statement was given earlier in the year by Superior Air Parts head of their Sales, as well as their Marketing, department.
These new cylinders are fresh from the factory and come with a manufacture stamp of approval. While this cylinder did fall out of production there was enough pressure put on the manufacturer to force the cylinder back into production. The main customer for these cylinders are re-builders who are starting to restore classic planes who go to work on their cylinders and find that they are too far gone to fix. The need for new cylinders was so great that they have bound to re-hit the market.
The set that Superior Air Parts sell provides the customer with everything they could need to produce four, fully functioning, brand new cylinders. This kit hit the market at $5,895 to a hungry audience willing to shell out whatever money it took to get their hands on parts they had been hunting for, for months. The resurgence of these cores shows that if something has a high enough demand there is always a chance it could be brought back.
Established in 1917 by Robert Hartzell, Hartzell Propeller is a global leader manufacturer of composite and aluminum propellers for certified, homebuilt and ultralight aircraft. Piqua, Ohio is the location of its headquarters.
On the other hand, Raisbeck Engineering is a supplier of aircraft adjustments for business and commercial aircraft. Their main goal is to improve passenger comfort and to convey better performance solutions.
On 24th July, in Oshkosh, Wisconsin, Hartzell Propeller and Raisbeck Engineering are working together on a new structural compound swept blade props for the Beechcraft King Air 350 turboprop. At EAA AirVenture Oshkosh 2017, Hartzell Propeller’s exhibit will present a King Air 350 altered by Raisbeck Engineering with Hartzell’s latest structural compound over 250 cm diameter lightweight five – blade propellers.
The airplane will be exposed at Hartzell’s Booth 296-297 in the Main Aircraft Display Area during EAA Airventure july 24th through July 30th. Hartzell was the designer and manufacturer of the King Air propellers, while Raisbeck ran the flight tests for the STC, which is awaited soon.
JJ Frigge, Hartzell’s Propeller Executive Vice President said “By taking advantage of the aerodynamic effect of blade sweep, the strength of lightweight structural composites and robotic manufacturing technologies, Raisbeck and Hartzell have greatly improved performance across the board in all flight phases.”
The five blade swept propellers substitute the typical Hartzell four blade aluminum blade propellers. Furthermore, the vice President of Sales and Marketing, Lynn Thomas also added : “This lighter prop provides improved single-engine climb performance, unlimited life blades, increased takeoff acceleration, and is quieter. We are already receiving widespread interest from King Air 350 owners and operators in this high performance aftermarket modification.”
Airbus Helicopters leading provider of helicopters recently delivered their first Tiger retrofitted into the HAD version to the French Army Aviation. This took place after the manufacturing company completed the formal acceptance process with France’s Defense Procurement Agency.
This new retrofit that is upgraded from the HAP to the HAD version includes the performance of more than 100 airframe modifications. This also includes the installation of more than 1500 new parts and over 250 electrical cables. In comparison to the older HAP version, the HAD Tiger has an advantage from the increase in maximum take-off weight, or the MTOW. It is also furnished with 2 new intensified MTR 390 E engines along with a new STRIX roof mounted sight system. This is completed with a laser designator that permits the Hellfire 2 air-to-ground missile to be launched.
This revamped retrofit is the first out of thirty six from HAP to HAD that has been ordered by France’s ministry of defense. Airbus Helicopter has created a new industrial organization for the new Tiger retrofit program. The manufacturing company combined both teams from its Military Support Center in France and their Tiger serial production Final Assembly Line.
The French Army Aviation Command believes the retrofit is a big priority for the French Army, and they will allow for them to have an improved weapon system. They praised the first HAD Tigers that have been “combat-proven” since 2014 and have showcased a wide range of capabilities.
Alexnadira Cros, the head of government affairs for France at Airbus Helicopters claims that they are very happy to have achieved their first delivery in alignment with the specifications of their customers. Cross states that the Tiger retrofit program will give France more capabilities in order to play out their demanding operational missions.
ASAP Aerospace is a leading supplier of hard to find Helicopter engine parts and components. The one of a kind website aims to serve the aviation and aerospace industry by supplying a purchasing platform that is customized for all buyers, which includes government contracts, private operators, and more.
SmartSky Networks has set plans to introduce its 4G LTE connectivity service for in-flights. They will be servicing this connectivity for their business jet operators around the United States starting in mid-2018. Once this connectivity is fully operational, SmartSky Networks will be the first provider that uses proprietary beam-forming technology in a network that is air-to-ground.
The company, which is based in North Carolina, describes this new network as an ecosystem that is open and possessing sixty MHz of unlicensed spectrum along with the 4G beam forming technology that transports a signal. This signal latches onto an aircraft to supply unrestricted access to the internet.
The company, Avionics, was one of the first to encounter the new technology at an event in Florida. This area of the United States accommodates one out of several of the network provider’s sites used for demonstration. New York City and Lincoln, Nebraska are a few of the additional areas. The company’s “evolved packet cores” have already been fixed and are operational in areas like San Jose.
Another demonstration that was similar in idea was given to a few different “early bird” installation partners (such as Duncan Aviation and Bombardier) last October. This new technology will not be tangible for mainstream among operators until the official target launch in mid-2018. This will be possible when the supplemental type certificates are obtainable. SmartSky emphasized that over 40 business aircrafts have applied for the STC processes and that they are underway.
SmartSky boasts that the service is able to provide ten times faster speeds and up to twenty times the bandwidth in comparison to other services in the market. Although the 4G LTE service will only be available for business jets, SmartSky has the goal of developing this network for commercial flights in the near future.
As experienced by users, the network connectivity has shown to supply and support the use of Wi-Fi activities seamlessly on all devices without the need of a special application. Users can easily connect to the network just like they would on land. Once they are connected and well above 10,000 feet, users have access to virtual private networks, and can send emails, texts and calls.
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Ametek MRO Muirhead Avionics now has the full capability to bench check, repair, and overhaul the Honeywell RTA-4B. Muirhead Avionics is an OEM-approved overhaul and repair station with services for flight data and cockpit instrumentation for civil and military aircraft.
The RTA-4B is the solid-state radar receiver and transmitter used in the RDR-4B Forward Looking Windshear Detection Radar System. It is capable of processing doppler radar pulses used to detect turbulence, wind shear, weather, and terrain, which allows flight crews using the RDR-4B system to receive advance warnings of wind conditions and both visual and audio wind shear warnings, which are issued 10 to 60 seconds before encounter. The radar automatically turns on when a wind shear event is detected, and the system alerts the crew. The RTA-4B also contains the circuits necessary to interface to the aircraft’s attitude reference for antenna stabilization, system integrity, self-testing, and fault memory.
The Honeywell RDR-4B is the newest version of the RDR-4A, adding wind shear processor and detection capabilities. In 1994, it was the first predictive wind shear system to be certified for commercial airline operation. Wind shear is a microscale meteorological phenomenon occurring over a very small distance, but has been a sole or contributing cause of many aircraft accidents. It can be caused by the transition from offshore to onshore, weather fronts, thermal wind, planetary boundary layer, and severe weather conditions such as thunderstorms. Between 1964 and 1985, wind shear directly caused or contributed to 26 major civil transport aircraft accidents in the U.S., leading to 620 deaths and 200 injuries. Effectively, the inclusion of wind shear detection is a huge advancement in safety technology.
As a result, MRO services for the RTA-4B is necessary and significant, being a viable and important addition to the MRO capability of Ametek MRO Muirhead Avionics.
Boeing and Nasa have teamed up to make flying safer for all future generations. Between 2001 and 2010 there were seventeen deadly crashes that came as a direct result of pilots no longer being able to see their surroundings and having to navigate their aircrafts with just the instruments on their dashboards. The Space Act was created between NASA and Boeing to help combat this issue in the future.
The two companies are combining forces to create a flight training course that keeps safety as the top priority. With Boeings 787 simulators and NASA’s artificial vision expertise, the two have merged their talents into a simulation experience that can bring a sense of safety to future young pilots.
As the years go on, pilots are getting younger and younger and entering the field with less practice in the field. Having a simulation, like the one that NASA and Boeing are working on, allows those young pilots to feel comfortable once they’ve entered the sky. A few pilots are set to test out the new rig to see how to handle scary situations when they do arise. Some test flights have been occurring in Miami and by some pilots from Colombia’s Avianca Airlines.
By placing a handful of pilots out to test all the new equipment early, Boeing and NASA, are able to gather hands on information from pilots, which allows the companies to know what features are working and should be programed into feature aircrafts, and which features just aren’t making the cut. A few of the features that NASA is looking to flush out are how big the displays should be, what colors work best and optimal grid orientations work.
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