- Offizieller Beitrag
Guten Morgen Dude,
das ist aber mal Scheisse!
Guten Morgen Dude,
das ist aber mal Scheisse!
Das ist wahr, daß das Scheisse ist. Wenn das Fahrwerk kollabiert, scheint es entweder ne exzessive Sinkrate gewesen zu sein, oder man hat das gear zu früh gefahren oder irgendein Teil hat den Geist aufgegeben. Aber alles Spekulation.
Warten wir mal die Untersuchung ab, bevor wir uns in die Spekulation vertiefen.........
ZitatGulfstream Aerospace, located in Savannah, Ga., has confirmed the crash of a Gulfstream G650 flight test aircraft at Roswell International Air Center, N.M., Saturday morning, April 2. Four lives were lost in the accident. The following statement was released by the company early Saturday evening:
“Gulfstream Aerospace Corp. confirmed today that a Gulfstream G650 crashed Saturday morning during takeoff-performance tests in Roswell, N.M. Two Gulfstream pilots and two Gulfstream flight-test engineers died in the crash. ‘Our thoughts and prayers go out to the families of those who were lost,’ said Joe Lombardo, president, Gulfstream Aerospace. The accident is under investigation by Gulfstream, the National Transportation Safety Board and the Federal Aviation Administration. ‘We are cooperating 100 percent with the investigation,’ Lombardo said.”
FAA Southwest Region spokesman Lynn Lunsford of the told AOPA Pilot that the aircraft, N652GD, had just taken off when the right wing hit the ground. The aircraft crashed back to the runway, collapsing the gear. “The aircraft skidded for quite some distance,” Lunsford said. “It came to rest 35 to 40 feet from the tower.” Lunsford said the aircraft had been in the pattern for at least two hours. It was his understanding that the aircraft was conducting brake testing.
Fernsehbericht mit Aufnahmen von der Unfallstelle!
Sieht richtig böse aus. Da hat nicht viel gefehlt, und der Flieger wäre in den Tower gekracht.......
ZitatAlles anzeigenThe Gulfstream G650 involved in the fatal crash that killed four company employees on 2 April was at a high angle of attack just before its right wingtip made contact with the runway, say those directly familiar with events of the accident.
The US National Transportation Safety Board (NTSB) says the wind was 15kts "directly from the left side of the aircraft" when the aircraft began its takeoff roll on Runway 21 at approximately 09:30 local time at Roswell International Air Center Airport in New Mexico.
Wingtip scrape marks appear on runway 21 roughly 1520m (5,000ft) before the end of the 3,960m (13,000ft) runway, which "lead toward the final resting spot approximately 3000 feet from the first marks on the runway," says the NTSB.
Witnesses near the scene say they saw the G650's landing gear collapse followed by "sliding on the ground with sparks and smoke and subsequent full involvement with fire while it was still moving," says the NTSB.
The aircraft then "came to rest upright and fully involved in flames approximately 61m (200 ft) from the base of the airport control tower".
Airport rescue and fire fighting teams responded quickly to the fire, which they fought for 15min after their arrival.
S/N 6002, registered N652GD, the second of five test aircraft validating the new large-cabin ultra-long range jet , had been out conducting 2.5h of take-off performance and braking evaluations prior to the accident, taking off on runway 21 with teardrop turns to downwind landings on runway 3 prior to the accident.
Participating along with the NTSB, is German safety investigator BFU, as the twin Rolls-Royce Deutschland BR700-725A1-12 engines are manufactured in Germany. Additionally, engine-maker Rolls-Royce and Parker Aerospace, which supplies the aircraft's fly-by-wire flight control system, are also party to the investigation along with Gulfstream.
ZitatAlles anzeigenGulfstream Jet Crashed Testing Engine Failure, Agency Says
April 07, 2011, 3:38 PM EDT
Updates with FAA comment in fifth paragraph.)April 7 (Bloomberg) -- The Gulfstream G650 jet that crashed April 2, killing all four crew members, was simulating an engine failure during takeoff when the accident occurred, the National Transportation Safety Board said.
In a preliminary report issued today and posted on its website, the safety agency said the jet was “performing a takeoff with a simulated engine failure to determine takeoff distance requirements at minimum flap setting.” The crash occurred in Roswell, New Mexico.
Witnesses saw the jet “sliding on the ground with sparks and smoke coming from the bottom of the wing, and described the airplane being fully involved in fire while still moving across the ground,” the agency report said. The runway showed wingtip scrape marks for about 3,800 feet before the jet came to a halt, the report said.
Determining the cause of the accident may take 12 months to 18 months, the safety agency said.
The U.S. Federal Aviation Administration, which is responsible for certifying the airplane for commercial use, is in talks with Gulfstream about resuming test flights, Alison Duquette, a spokeswoman for the agency, said in a phone interview. No decisions have been reached about continuing flights, she said.
Vollständiger Text bei Bloomberg!
Man simuliert nen Ausfall eines Triebwerkes, hat nen hohen Anstellwinkel und schon gehts schief........Mal schauen, was BFU meinen wird....
ZitatAlles anzeigenInvestigation continues into G650 crash
By: Curt Epstein
May 2, 2011
Business Aviation, AccidentsThe investigation continues into last month’s fatal crash of a Gulfstream G650 during a test flight at Roswell, N.M., and it may be more than a year before the cause of the accident is determined, according to the NTSB. Tom Latson, the NTSB investigator in charge of the accident, told AIN the Board will be conducting “a thorough investigation” and confirmed that the aircraft was equipped with a telemetry data downlink. That could potentially provide the investigators with a trove of additional clues, beyond those from the twinjet’s CVR and FDR. Aside from Gulfstream, other parties to the investigation include the FAA, Parker Aerospace (manufacturer of the aircraft’s fly-by-wire flight control system) Rolls-Royce Engines and the German Accident Investigation Bureau (as the 16,100-pound-thrust BR725A1-12 engines on the aircraft were manufactured in Germany).
In its preliminary report released four days after the April 2 crash, the NTSB said the aircraft was performing a takeoff with a simulated engine failure to determine takeoff distance requirements at minimum flap setting. The G650, S/N 6002, registered as N652GD took off at approximately 9:30 a.m. from the main Runway 21 at Roswell International Air Center Airport in Roswell, N.M. in clear weather with a 15-knotcrosswind from the left.
“Immediately after takeoff, the right wing struck the ground,” said FAA spokesman Lynn Lunsford, adding that the landing gear collapsed after the jet hit the ground. The first wingtip scrape marks were found approximately 5,300 feet from the start of of the 13,000-foot runway, between Taxiways Delta and Echo. According to witnesses, the aircraft slid across the ground, issuing sparks and smoke, and caught fire while it was still moving, leaving scorched grass in its wake.
During its slide of nearly 4,000 feet, the jet struck several taxiway signs and lights as it crossed Taxiway Bravo and narrowly missed a line of out-of-service jetliners parked on the airport’s disused Runway 30. It then crossed the tower access road before coming to rest approximately 230 feet from the base of the control tower, noted Brian Powell, a division chief at the airport’s rescue and firefighting department. “It was just a fireball going toward the tower,” said Powell.
It took the airport fire and rescue crew more than 15 minutes to extinguish the blaze, which destroyed the aircraft’s fuselage. Killed in the crash were test pilots Kent Crenshaw and Vivan Ragusa and technical specialists David McCollum and Reece Ollenburg.
Flight Tests Delayed
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.
ZitatAlthough the April 2 crash of flight test G650 serial number 6002 has created some potential delays in the certification program, Gulfstream remains confident that the new large-cabin jet will achieve FAA approval by the end of this year. Gulfstream expects to deliver 12 green G650s by the end of this year and has orders for more than 200 of the ultra-large cabin, ultra-long-range jet.
“First and foremost, we’re taking care of the families,” said Pres Henne, senior vice president, programs, engineering and test, referring to the two pilots and two technical specialists killed in the G650 flight-test accident. “And we’re working with the NSTB [on the investigation]. They are responsible for announcing the causal factors. We’re working with the FAA on when we can safely resume flight testing. The accident occurred during a difficult test. This was an engine-out, low-speed, high-angle takeoff test. In the near-term, we’ll increase speeds a bit to get some margin,” he said.
“We feel confident about the design,” said Lombardo. “Whether there will be delays in certification, it’s most likely.”
Meanwhile, all other aspects of the G650 certification program remain on track, except for flight test. By the end of March, the flight-test fleet had logged 1,560 hours during more than 470 flights, toward an expected total of 2,000 hours. The entire performance envelope of the fly-by-wire G650 has been fully opened, Henne said. Highest altitude reached was 55,000 feet, maximum speed Mach 0.995 and longest flight 14 hours.
On the production line, G650 serial number 6009’s airframe is complete and 6010, 6011, 6012 and 6013 are in process. G650 fatigue test article F6 will be tested in the structural test hangar to 2.5 times the airframe life; one life cycle is 40,000 hours and 17,000 landings. Fatigue testing is ongoing, Henne said, and the G650 will have achieved more than the minimum 10 percent of the 40,000 cycles required at certification.
The G650 simulator has been delivered to the FlightSafety learning center in Savannah, Georgia, next to the Gulfstream factory, and FAA level-D certification of the simulator is expected in 2012.
Quelle!
Trotz der Tragödie um den Absturz des zweiten Prototypen geht es weiter. Und das anscheinend mit vollem Elan!
ZitatGULFSTREAM RESUMES G650 FLIGHT TESTING
SAVANNAH, Ga., May 28, 2011 — Gulfstream Aerospace Corp. has resumed the G650 flight-test program, following a temporary suspension of flying after an April 2 accident. The first flight since the accident took place May 28, with Serial Number 6001 flying for 1 hour and 39 minutes. The crew included senior experimental test pilots Jake Howard and Tom Horne and Flight Test Engineer Bill Osborne.
"We have conducted all the necessary reviews to assure ourselves that we can safely resume the flight-test program at this point," said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. "We have worked closely with the Federal Aviation Administration in this process and received the agency's concurrence to resume flight testing. It is our responsibility to move forward with the flight-test program, and we will do so in a safe and prudent manner. The G650 will enter service as the flagship of our product line, where it will represent the very best in business aviation technology."
To date, the G650 flight-test program has accomplished 470 flights, accumulating 1,560 hours towards the estimated 2,200 hours required for certification. Gulfstream resumed flying with the four remaining flight-test aircraft. The company still anticipates certification in 2011, with service entry in 2012, as was originally planned at the aircraft's public launch in 2008.
Gulfstream continues to cooperate with the National Transportation Safety Board (NTSB) in its investigation.
ZitatAlles anzeigenGULFSTREAM G650 COMPLETES SEVERAL TESTING MILESTONES
Aircraft On Track For Certification In 2011, Deliveries in 2012
SAVANNAH, Ga., August 11, 2011 — Gulfstream Aerospace Corp.’s ultra-large-cabin, ultra-long-range G650 recently completed several flight-testing milestones en route to its anticipated type certification later this year by the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA).
As of July 16, the four aircraft in the flight-test program had accumulated more than 1,760 hours over more than 535 flights.
"We're on track and moving steadily toward certification later this year," said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. "We've accomplished a great deal in the past two months. The aircraft continue to perform extremely well."
Aircraft Number 6004, the first Gulfstream test aircraft to have a fully outfitted interior, finished certification testing of the aircraft's water and waste systems, its traffic collision avoidance system (TCAS) and its enhanced ground proximity warning system (EGPWS). Aircraft Number 6003 has completed certification dry-air testing for the wing and cowl ice protection systems.
Additionally, the four flight-test aircraft accomplished several rounds of company testing in preparation for the FAA evaluations that are part of the certification process. Aircraft 6004 performed hydraulics overpressure testing and satellite communications testing. It also handled testing of the company's aircraft health and trend monitoring system.
The company tested the aircraft's hydraulics and brakes using Aircraft 6001, the first aircraft to join the flight-test program in 2009. Aircraft 6003 performed company tests of the environmental control system, cabin pressure control system and oxygen system.
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 (12,964 km) at Mach 0.85 and has a maximum operating speed of Mach 0.925.
Gulfstream announced the G650 program on March 13, 2008. On Sept. 29, 2009, the aircraft rolled out under its own power in front of a crowd of more than 7,000 people. It completed its first flight on Nov. 25, 2009, and remains on schedule for entry-into-service in 2012.
Gulfstream G650 Advances Toward Certification
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Die 550 hat aber auch genug Schub......
http://www.airliners.net/photo/Untitled…-152/2000655/M/
Ich frage mich nur, wozu man so Stahlseile hat, mit denen man seinen Flieger am Boden festzurren kann......
Nun ja, ich glaube, der Aufwand ist für normales "Parken" ein wenig zu groß, meinste nicht auch? Wäre glaub ich in etwa so, als wenn du bei deinem Auto jedes Mal die Reifen abschraubst, damit es dir nicht wegrollt...
Die 550 hat aber auch genug Schub......
http://www.airliners.net/photo/Untitled…-152/2000655/M/
All zu nahe kann die Gulf nicht gewesen sein, denn der Jetblast würde über die kleinen Cessna drüberpusten, vor allem weil die Gulfs beim Rollen auch eher nose down daher kommen. Wenn der etwas weiter weg war, hat der ordentlich Gas gegeben. Bestimmt ging es irgendwo ums Eck.
Also ich merke selbst schon, wenn ich einem CRJ hinterher rolle den Jetblast. Und das im Idle!
Logo!Der ist auch ein ganzes Stückchen niedriger wie die 5er Gulf.....vor allem die Triebwerke sitzen niedriger, wenn man vom Boden ausgeht....
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Ein herrlicher Flieger! Wenn man sich da drin umschaut, und die Möglichkeiten sieht, die die Avionik bietet, und dann so Sätze hört , daß man von Las Vegas nach Hawaii mit M0.90 hin und zurückfliegen kann, ohne tanken zu müssen, dann ist das ne Hausnummer. :hurra:
Wer würde denn das wollen? Wenn ich schon nach Hawaii fliege, dann bleib ich doch auch ein wenig da und tanke (und damit meine ich nicht nur Fuel :D).