Diverse Aircraft Services Corp - Gulfstream Aerospace Corp. announced today that the fourth Gulfstream G500 test aircraft, T4, has completed its first flight and officially entered the G500 flight test program.
SAVANNAH, Ga., Feb. 20, 2016 // -- Gulfstream Aerospace Corp . announced today that the fourth Gulfstream G500 test aircraft, T4, has completed its first flight and officially entered the G500 flight test program.
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The G500 departed Savannah-Hilton Head International Airport at 9:47 AM. on Saturday, February 20, with test pilots Eric Holmberg and Brian Dickerson at the wheel. Flight test engineers Dominic Pompeo and Mark Mondt provided board testing and data analysis.
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The aircraft climbed to a maximum altitude of 51,000 feet/15,545 meters and reached a maximum speed of 340 KCAS/Mach 0.925. During the 3 hour 17 minute flight, the crew used all basic flight control systems, performed an active search for air data and cabin pressurization systems, and completed a series of engine performance tests. The flight landed in Savannah at 1:04 p.m. local time.
"The first flight of the T4 is a testament to the continued growth of the G500 flight test program and the significant development we completed prior to the start of flight tests in May 2015," said Mark Burns, president of Gulfstream. "To have four first flights and more than 580 hours in nine months is a great achievement."
The first flight of the T4 represents a major milestone in the aircraft's development program. For the first time, Gulfstream included a team of product support maintenance experts and a flight test team to follow the aircraft during testing and inspection of the aircraft.
"The collaboration between Product Support and Aircraft Inspection during the G500 certification process will ultimately improve the support available to operators when the aircraft enters service," said Burns. "This dedicated service team reflects Gulfstream's commitment to continuous improvement and delivering on our promises to customers."
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The joint team performed all the changes and tests necessary to prepare the aircraft for its first flight and will continue to conduct tests in support of its Federal Aviation Administration type certificate in 2017.
One of the five G500 aircraft involved in the flight test program, T4, will be used to test avionics, fire water, water intake and selected systems (water/waste, lighting, fire protection). It will also conduct flight status and performance evaluations. T1 focuses on envelope expansion; T2, aircraft payload verification as well as aircraft and systems performance testing; and T3 on the all-new Symmetry Flight DeckTM.
A fifth aircraft, P1, has been delivered to the Savannah Completions Center, where it will be a fully dressed production aircraft that will be used to test interior components as well as integrate flight systems and the passenger experience.
Gulfstream Aerospace Corporation, a wholly owned subsidiary of General Dynamics (NYSE: GD), designs, develops, manufactures, markets and supports the world's most advanced business jet aircraft. Gulfstream has produced more than 2,500 aircraft for customers worldwide since 1958. To meet the diverse transportation needs of the future, Gulfstream offers a wide variety of aircraft, including the Gulfstream G150Pondering, looked at for a while and finally . he said, “good luck with all that geometry; I'll stick with the 32".
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For those of you who chose to book on a commercial airline, well done! That's great. For those who guessed the campus library, it's on the ballpark. Our topic today includes articles, albeit technical ones. Anyone who thinks this was a cable miniseries has some serious work ahead of them.
The scene played above was two aircraft maintenance technicians discussing their tasks assigned by the chief mechanic. The first source pulled out a job card to repair the flight control panel. In the second part of the competition, the leader gets the task of repairing the chassis. Why does one need geometry and both have a risk of contamination? Big questions; go look them up in your AC 43.13-1B.
Okay, back to work. How could one know how each character would do on the plane just by knowing the chapter number? That's another great question, but instead of sending you to the Dewey Decimal Decimator, I'll tell you.
The above chapters are part of a systematic classification system called the Airline Association (ATA) 100 code table. Established in 1956, ATA 100 sought to develop a common language for the documentation of aircraft, components, parts and maintenance procedures.
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The aircraft are highly skilled, highly sophisticated and operate with precision that can be critical in the event of a malfunction. Aircraft OEMs have adopted the standards and incorporated them into their systems, identifiers and technical manuals to ensure continuity. Imagine if each OEM provided a different numbering system. It would be a big mess. Yes, everyone get together and use these numbers in your manual. Prepare, destroy.
Established in 1956, ATA 100 sought to develop a common language for the documentation of aircraft systems, components, parts and maintenance.
OEMs assign a series of numbers to each part of the aircraft. The first numbers indicate a major area or system of the aircraft, eg 27 for flight controls, 32 for landing gear and ATA 75 for air intake. Additional numbers indicate deeper sections. This recognition also extends to technical publications (TechPubs) such as the Illustrated Parts Catalog (IPC) and the Component Maintenance Manual (CMM) among others.
Some organizations use ATA 100 as a base model for their own codes. The FAA created a modified version of the ATA chapters. The numbering system, issued as a Joint Aviation Administration/Section Code (JASC) table, is slightly distinguished by the use of the four-digit JASC symbol after the first chapter number. The FAA published the final version of the JASC Code in 1999.
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Transport Canada also uses the ATA 100 chapter format in its Master Minimum Equipment List (MMEL) Guidebook publication. There is a link on the website that allows you to request a copy. It is always useful to build your own digital library.
The ATA 100 code is not the only standard used by airlines. Another aviation standard introduced was ATA Spec 2100, which simplified the way organizations identify and move data. The goal was to create a seamless design, but I can personally say that it presented as many problems as solutions.
ATA became Airlines for America (A4A) and ATA 100 merged with ATA Spec 2100 to form a new standard, ATA iSpec 2200: Information Standards for Aviation Maintenance. In doing so, Airlines for America creates airline standards for managing structure, components, and identity through the electronic exchange of information, commerce, and engineering worldwide.
For those looking to delve into iSpec 2100, The Massachusetts Institute of Technology (MIT) has a trade journal, iSpec 2200: Information Standards for Aviation Maintenance Version 1.1.
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MIT describes the new model, specifying instructions for operation, maintenance management and flight configuration. Another goal of iSpec 2200 is to reduce costs and effort for operators and manufacturers, improve the quality and timeliness of information, and help manufacturers provide data that meets operational requirements.
Additionally, Airlines for America offers the ATA 100 Spec and ATA iSpec 2200 on its website; However, you may want to get cash before you buy.
By assigning a code or chapter to each part of the aircraft, the organizers hoped to create a matrix that would benefit the aviation industry. Pilots, flight engineers and maintainers would have tools to communicate actions and provide structure to different departments.
Over the decades, mechanics, logisticians, engineers and pilots have created the list of ATA chapters. They lined the walls of cubicles, offices and tool boxes with quick and easy to understand guides to help them with their daily tasks.
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In some cases, people excel in a particular chapter and become highly skilled in that area. I remember hearing the chatter in the office as I blurted out, “Hey Sally. Who is Chapter 32 Bankruptcy in X-Corp? There is a new version of this toolkit that I want to introduce. "
Since ATA 32 is an unloading device, the purchase of anything falling under this code in this subchapter will be the responsibility of the buyer. This knowledge facilitates supplier relationships, product knowledge and supply chain development.
Some care workers are also assigned jobs on Chapter ATA job cards. The task card corresponds to the part of the care guide selected in the chapter.
TechPubs follows the same ATA guidelines and formats its books using the ATA code. Take, for example, this snippet of guidance from the OEM, EATON. This catalog is an EATON parts maintenance manual listing. On the left you will notice the aircraft model, Douglas DC-6, DC-8, etc. The next column lists the TechPub model, ie CMM, then the ATA code 100. The rest of the information gives the user everything they need to ask and get the manual they need.
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TechPub serves a variety of purposes. Take them as a manual for operating your aircraft. You've read the Snapper lawnmower cover, haven't you? Stay tuned as we highlight important articles and unpack them
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