DOCSLIB.ORG

199006-1990 Rutan Triumph 143 Prototype.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
199006-1990 Rutan Triumph 143 Prototype.Pdf •... ,,~ •••••••• ' _ • " J ~~~-" ,'- ~. Williams International and Rolls• Royce are jointly developing a 1,900• pound-thrust turbofan engine-the FJ44. superseded by turbofan (fanjet) engines, horsepower Textron Lycoming 10-540 1991, and certification is expected in Oc• are the domain of corporate aviation be• piston engine (excluding the propeller). tober 1992. The CitationJet, like other cause jet engines are prohibitively ex• Rolls-Royce is sharing in the engi• aircraft of the same genre, probably will pensive and have an insatiable thirst for neering of the engine and will be manu• be certified for single-pilot operation. fuel. But it will not be like this for long. facturing the turbine rotors and low• Another aircraft incorporating the di• Williams International and Rolls• speed turbine shaft. The Williams-Rolls minutive Williams-Rolls turbofan en• Royce are jointly developing a 1,900• partnership assures that support for the gines is the Swearingen 5]30, which is pound-thrust turbofan engine. The com• FJ44 will be available through Rolls• described as a miniature Boeing because pact Williams-Rolls FJ44 is the key to a Royce's worldwide facilities. Williams the wings have 30 degrees of sweepback new genre of entry-level business jets will be manufacturing all other parts and and less area (165 square feet) than a that will operate not only faster, but assembling the engine in Ogden, Utah. Cessna 172's. (The smallest Learjet has a more efficiently than turboprop aircraft. Certification is expected in early 1992. wing area of 234 square feet.) This will Williams International has developed Three aircraft currently are being devel• enable the 5]30 to have a maximum 30 different types of small turbine en• oped to take advantage of the compact cruise speed of Mach 0.77 and a redline gines and has manufactured 9,000 of Williams-Rolls turbofan. (Mmo) of Mach 0.82. them for U.S. cruise missiles and a vari• One is the Cessna CitationJet Model Like a Boeing, the wing features exotic ety of other military uses. The FJ44, 525, which is intended to succeed the high-lift devices: full-span, leading-edge however, is a new design under devel• original Citation 500 and its replace• slats and genuine Fowler flaps. These opment since 1983, according to Wil• ment, the Citation 1. The new Cessna reduce stall speed to just 80 knots. liams' president and founder, Dr. Sam reportedly features the first supercritical The S]30's designer, Ed Swearingen, Williams. It is not a modified cruise-mis• airfoil on any business jet to achieve says that the aircraft will be pressurized sile engine, as has been reported. laminar flow. with a lO-psi differential, which is more The FJ44 represents a design break• The Model 525 will have a six-place than that of a Boeing. This means that a through. "This engine will have very cabin and is designed to operate from sea-level cabin can be maintained to low operating and maintenance costs. 3,000-foot runways. With a maximum 28,000 feet; at its maximum operating One reason is that it has only seven hun• cruising speed of 380 knots and a gross altitude of 42,000 feet, the S]30's cabin dred parts compared to larger engines, weight of 10,000 pounds, the CitationJet altitude will be only 4,200 feet. which have fifteen to twenty thousand is faster, more efficient, and weighs al• Swearingen anticipates that the $2.6• parts." It is noteworthy that the dry most a ton less than the Citation 1. million SJ30 will make its maiden flight weight of an FJ44 is 445 pounds, which Cessna reports that the first flight of by the end of June. Certification is ex• is less than the dry weight of a 250- the prototype is scheduled for May pected 30 months later. 46. JUNE 1990 The only flying example of an aircraft piston or turboprop engines to be carry eight (including pilots) in a high• powered by the Williams-Rolls FJ44 tur• mounted on the wings. This explains the density seating configuration. bofan engine is Scaled Composites' Tri• purpose of the ventral fin: It is provided Unless you know what to expect, a umph Model 143, which was designed to prevent propeller damage in case of takeoff in the Triumph is startling. I had by Burt Rutan of Voyager fame. Scaled excessive takeoff rotation or landing just advanced the thrust levers when it Composites designs and builds proof• flare. This is why the aircraft has such was time to rotate (88 knots) and lift off of-concept aircraft. The company is hop• long legs and sits so high, which gives it (98 knots). But then, how many jets use ing to sell the rights to the Triumph de• a uniquely handsome appearance. less than 1,500 feet of runway? sign to a manufacturer that will certify The cabin has the same dimensions as Subsequent climb performance is also and produce it. a Cessna 414's and presumably can swift: 4,500 feet per minute at 5,000 feet The Triumph's airframe consists of msl, 3,000 fpm at 15,000 feet, and 1,750 composite materials, carbon fiber where fpm at 25,000 feet. (Uke piston engines stiffness is critical and fiberglass else• without turbochargers, jet engines are where. Rutan claims that it has only 10 normally aspirated and lose power with percent of the parts that the airframe altitude. That's why the climb rate of jet would have if it were constructed of con• aircraft also decreases with altitude.) ventional materials. The aircraft can take off at its maximum• Another Rutan trademark is the ca• allowable gross weight of 9,000 pounds nard, which gives the aircraft three types and climb uninterrupted to 41,000 feet. of lifting surfaces (including the wings The Triumph's handling qualities are and horizontal stabilizer). The wings conventional and predictable except that' and canard each incorporate single-slot• roll control requires a somewhat heavy ted flaps. The Model 143 appears to hand on the control wheel, and the elec• tric pitch trim operates much too slowly. have a pair of rudders, but the lower The Triumph is equipped with speed brakes control surface is an electrically operated and thrust "attenuators," but thrust reversers Also, the aircraft tends to roll during ac• trim tab. were deemed unnecessary because of the celerated, flaps-up stalls. It is otherwise The design of the Triumph also allows airplane's short landing rollout capability. stable, responsive, and a joy to fly (even 48. JUNE 1990 during engine-out stalls). sive specific range of 0.7 nm/lb. The only difficulty I had with the air• Most existing business By way of comparison, most turbo• craft was losing altitude; it does not jets obviously are prop aircraft are much slower and typi• come down easily. I had to slip the Tri• cally cannot travel more than 0.65 nml umph to prevent drifting above the faster but typically lb. The outstanding exception is the glideslope while approaching the run• Piaggio Avanti, which comes closest to way at 100 knots with the engines idling can claim only half matching the Triumph's efficiency I and the gear and flaps extended. This is the fuel efficiency speed combination. Most existing busi• the result of a combination of aerody• ness jets obviously are faster but typi• namic cleanliness and approximately of Rutan's fuel miser. cally can claim only half the fuel effi• 100 pounds of idle thrust from each en• ciency of Rutan's fuel miser. When gine. The aircraft has thrust attenuators (such as Pratt & Whitney turbofans) be• operating at long-range cruise at their that can be deployed to block half the cause these would make the aircraft too most efficient altitudes, the Cessna Cita• tailpipe area and eliminate most of the tail heavy. Also, the additional power tion II and the Learjet 31, for example, idle thrust. Speed brakes are available to that such engines provide would be can fly only 0.47 and 0.51 nm/lb, re• help in the descent. The aircraft does not wasted because each engine inlet ingests spectively. have thrust reversers because, with a air from above the upper surface of each The turboprop airplane has been suc• landing roll of less than 2,500 feet, they wing. Too powerful an engine would ac• cessfullargely because it is less expen• are not needed. celerate the local velocity of air flowing sive than a business jet to purchase and The seeds for the Triumph were over the wing so much that it would operate. But with the arrival of entry• planted in October 1984 when Scaled become transonic-it would approach level turbofan aircraft that are faster and Composites began to develop a cabin• the speed of sound. This would create more efficient, one must question the fu• class twin to compete with Cessna's an unacceptable increase in drag due to ture of turboprop aircraft. 400-series aircraft. Such a design, Rutan the formation of shock waves along the Perhaps of greater importance to most was advised, also should be capable of upper surfaces of the wings. The Wil• AOPA Pilot readers is whether the evo• incorporating turboprop engines. As the liams turbofans, therefore, are a good lution of the compact FJ44 turbofan new aircraft began to take shape, Rutan match for the airplane. points toward the development of even recognized that it "was also just the right The combination also is extremely ef• smaller, more efficient engines for use in weight and size to accommodate Dr.
Load more

Recommended publications
  • The Power for Flight: NASA's Contributions To
    The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 ....................................
    [Show full text]
  • Tasarlanmış Bir Turbojet Motorunun Maksimum Çalışma Performansının Doğrulanması
    Erciyes Üniversitesi Erciyes University Fen Bilimleri Enstitüsü Dergisi Journal of Institue Of Science and Technology Cilt 35, Sayı 1,2019 Volume35, Issue1, 2019 Ekserji Analiz Metoduyla Füzeler ve İnsansız Hava Araçları (UAV) Tasarlanmış Bir Turbojet Motorunun Maksimum Çalışma Performansının Doğrulanması Özgür BALLI*12 * MSB Askeri Fabrikalar Genel Md.lüğü,1’inci Hava Bakım Fabrika Md.lüğü, Tepebaşı/ESKİŞEHİR [email protected], [email protected], Tel:536-6771826 2ORCID:0000-0001-6465-8387 (Alınış / Received: 16.01.2019, Kabul / Accepted: 09.02.2019, Online Yayınlanma/ Published Online: 30.04.2019) Anahtar Kelimeler Öz: Bu çalışma, füzeler ve insansız hava araçları için tasarlanan bir turbojet Füzeler motorunun performans doğrulaması ekserji analiz metodu ile yapılmıştır. Bu İnsansız Hava Araçları araştırma için bazı ekserjetik performans doğrulama parametreleri geliştirilmiş ve Turbojet Motoru kullanılmıştır. Bu parametreler, yeni geliştirilen motorun performans, Exergy Analizi sürdürülebilirlik ve çevresel etki seviyelerini belirlemek için motor tasarımcılarına Performans Parametreleri yardımcı olacaktır. Maksimum çalışma şartları için incelenen turbojet motorunun ekserji verimi, iyileştirilmiş ekserji verimi, atık ekserji oranı, yakıt ekserjisi atık oranı, atık ekserji iyileştirme potansiyeli oranı, üretim kaybı oranı, yakıt ekserjisi iyileştirme potansiyeli oranı, atık ekserji maliyet akışı, çevresel etki faktörü, ekolojik etki faktörü, sürdürebilirlik indeksi ve sürdürülebilir verimlilik faktörü; sırasıyla %9.71, %52.55,
    [Show full text]
  • History Section (Intro)
    European Business Aviation Association Business Aviation in Europe 30th Anniversary Commemorative Book Editors: Ian Sheppard, Guy Norris, Mark Wagner The Business Aviation Market The current boom in business aviation is perhaps not much of a surprise, when you consider how large airports have become such bottlenecks to fluent travel. But even before the increased security measures following the events of 2001 the benefits of business aviation were very apparent, and even the growth in regional aviation from smaller, less congested airports has done little to dampen the sudden surge in demand for bespoke operations. Boeing Business Jet (BBJ) n the surface, using a corporate jet looks to your marked a real turning point in the industry's fortunes, both O average man in the street like an extravagance, and in the US and with ramifications rippling around the world. there is no denying that in some cases it is. Accepting The General Aviation Manufacturers Association that justification is a central plank of acceptance has led (GAMA), which is based in Washington DC but represents the industry to come up with various novel schemes for most of the worlds general/business aircraft shared fractional ownership and buying bulk hours, thus manufacturers and some component manufacturers (a bringing the benefits of fast, flexible point-to-point travel total of 60), says in its Statistical Handbook that “In the to businessmen around the world. 13 years since GARA the general aviation industry has In addition the shere variety of models compared with seen a rebirth.” It adds that since then, manufacturers 20 years ago, when there were but a handful of such have shipped 33,000 type-certificated, fixed-wing GA aircraft, allows for 'right-sizing' for a mission and gives aircraft worth over $130bn.
    [Show full text]
  • The General Aviation Propulsion (GAP) Program
    https://ntrs.nasa.gov/search.jsp?R=20080031112 2019-08-30T04:54:59+00:00Z NASA/CR—2008-215266 The General Aviation Propulsion (GAP) Program Williams International Walled Lake, Michigan July 2008 NASA STI Program . in Profi le Since its founding, NASA has been dedicated to the papers from scientifi c and technical advancement of aeronautics and space science. The conferences, symposia, seminars, or other NASA Scientifi c and Technical Information (STI) meetings sponsored or cosponsored by NASA. program plays a key part in helping NASA maintain this important role. • SPECIAL PUBLICATION. Scientifi c, technical, or historical information from The NASA STI Program operates under the auspices NASA programs, projects, and missions, often of the Agency Chief Information Offi cer. It collects, concerned with subjects having substantial organizes, provides for archiving, and disseminates public interest. NASA’s STI. The NASA STI program provides access to the NASA Aeronautics and Space Database and • TECHNICAL TRANSLATION. English- its public interface, the NASA Technical Reports language translations of foreign scientifi c and Server, thus providing one of the largest collections technical material pertinent to NASA’s mission. of aeronautical and space science STI in the world. Results are published in both non-NASA channels Specialized services also include creating custom and by NASA in the NASA STI Report Series, which thesauri, building customized databases, organizing includes the following report types: and publishing research results. • TECHNICAL PUBLICATION. Reports of For more information about the NASA STI completed research or a major signifi cant phase program, see the following: of research that present the results of NASA programs and include extensive data or theoretical • Access the NASA STI program home page at analysis.
    [Show full text]
  • Will Very Light Jets Replace King Air Turboprops for Business Travel?
    Applied Aviation Sciences - Prescott College of Aviation 7-2010 Will Very Light Jets Replace King Air Turboprops for Business Travel? Vince Jean-Paul Pujalte Embry-Riddle Aeronautical University, [email protected] Follow this and additional works at: https://commons.erau.edu/pr-meteorology Part of the Business Commons, and the Management and Operations Commons Scholarly Commons Citation Pujalte, V. J. (2010). Will Very Light Jets Replace King Air Turboprops for Business Travel?. , (). Retrieved from https://commons.erau.edu/pr-meteorology/5 This Article is brought to you for free and open access by the College of Aviation at Scholarly Commons. It has been accepted for inclusion in Applied Aviation Sciences - Prescott by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. WILL VERY LIGHT JETS REPLACE KING AIR TURBOPROPS FOR BUSINESS TRAVEL? by Vince Jean-Paul Pujalte A Graduate Capstone Project Submitted to the Extended Campus In Partial Fulfillment of the Requirements of the Degree of Master of Aeronautical Science Embry-Riddle Aeronautical University Extended Campus Tucson Center July 2010 WILL VERY LIGHT JETS REPLACE KING AIR TURBOPROPS FOR BUSINESS TRAVEL? By Vince Jean-Paul Pujalte This Graduate Capstone Project was prepared under the direction of the candidate’s Project Review Committee Member, Mr. Nolan Davidson, Adjunct Assistant Professor, Extended Campus, and the candidate’s Project Review Committee Chair, Dr. Mary Lou Collins, Associate Professor, Extended Campus, and has been approved by the Project Review Committee. It was submitted to the Extended Campus in partial fulfillment of the requirements for the degree of Master of Aeronautical Science.
    [Show full text]
  • NASA's Composite Case Armor Flying on Cessna Jets
    National Aeronautics and Space Administration NASA’s Composite Case Armor Flying on Cessna Jets NASA’s Glenn Research Center, Williams International, Benefits of Technology Transfer and A&P Technology partnered to develop a composite • Enhances flight safety: Although loss of a fan blade during flight is a rare event, jet engine fan case that is 30 percent lighter than damage caused by the released blade can metal fan cases and strong enough to contain a be catastrophic. This novel, high-strength technology enables use of the lighter weight released titanium blade. The resulting weight reduction materials while maintaining the required level translates directly into improved fuel efficiency, lower of safety for pilots, crew, and passengers. greenhouse gas emissions, increased payload, and • Sets new standard for industry to follow: greater aircraft range. During research and testing, The three-layered case armor is the first ever composite fan case capable of containing Glenn developed laboratory-scale ballistic impact a titanium blade during a blade-out event, testing and analysis methods that will save millions enabling composites to be more widely used in aeronautics. in aircraft design and development costs compared • Lowers greenhouse gas emissions: Aircraft to approaches that rely on full engine testing. A&P that use the case armor are more fuel-efficient Technology has commercialized numerous spinoffs and reduce harmful CO2 emissions. from the novel braided material they developed for the • Generates additional spinoffs that benefit society: The collaboration with fan case. Williams International incorporated the com- A&P Technology enabled the use of new posite case armor into its FJ44-4A engine, which is braided composite materials in high-pressure storage tanks and pressure vessels.
    [Show full text]
  • With Burt Rutan's Race to Space, Dan Linehan Tells the Dramatic Story Of
    With Burt Rutan’s Race to Space, Dan Linehan tells the dramatic story of Burt Rutan’s pioneering aviation work that has included building a racing biplane, the X Prize–winning SpaceShipOne and Voyager, the first airplane to fly around the world. Linehan gives Rutan the credit he is due as one of the architects of twenty-first century private space travel. As he did with his earlier book, SpaceShipOne: An Illustrated History, Linehan also shows himself to be an engaging writer who combines scientific know-how with behind-the- scenes reporting that makes this book read like an adventure story. —Paul G. Allen, co-winner of the Ansari X Prize Dan has done a fabulous job of describing the incredible journey of one of the most accomplished aircraft designers of all time, Burt Rutan. If you weren’t impressed by Burt before now, you certainly will be after reading this absolutely fascinating story of the incredible journey of Burt Rutan—from a young model airplane champion to legendaryCOPY aircraft designer among the ranks of Douglas, Heinemann, Lockheed, and Kelly Johnson. I personally read it from one end to the other and loved it. This is a book you will read from cover to cover without being able to put it down. What a fascinating story of the aircraft designer of our time, Burt Rutan. His accomplishments as an aircraft designer and builder revolutionized the way airplanes are made. Way to go Dan Linehan for creating a mesmerizing collection of stories! —Robert “Hoot” Gibson, Space Shuttle Commander REVIEW Burt Rutan Page v4.indd 1 2/3/11 2:30:17 PM burt rutan’s COPY race to space THE MAGICIAN OF MOJAVE AND HIS FLYING INNOVATIONS dan linehan REVIEW Burt Rutan Page v4.indd 2-3 2/3/11 2:30:18 PM First published in 2011 by Zenith Press, an imprint of MBI Publishing Company, 400 1st Avenue North, Suite 300, Minneapolis, MN 55401 USA.
    [Show full text]
  • Air Taxi at Your Service
    Air Taxi at Your Service n the past, only the rich and famous may and high technology business practices to a have had access to personal jets designed to whole new type of general aviation company. Iwhisk travelers from city to city without the Raburn met with Dr. Sam Williams, president inconvenience of crowded major airports. Now, and founder of Williams International, and however, with NASA’s support and the work of created Eclipse Aviation Corporation of Albu- several companies determined to redefine querque, New Mexico, to provide alternatives in personal air transport, flying direct to nearly air transportation. any city from the closest local airport may soon NASA and Williams were then proceeding become a viable option for everyone. with the FJX-2 turbofan engine demonstrator. COMMERCIAL BENEFITS—SPINOFFS In 1996, NASA initiated a program designed The FJX-2, the smallest commercial turbofan of to revitalize the U.S. light aircraft industry its time and weighing less than 100 pounds, through the development and commercialization achieved a thrust-to-weight ratio that would of more affordable propulsion systems, including enable the creation of a new, small, lightweight turbofan engines. Enlisted through this initia- aircraft. The turbofan power would allow this tive, known as NASA’s General Aviation new generation of aircraft to fly faster, have Propulsion (GAP) program, Glenn Research longer range, and provide more comfort, while Center conducted a small turbofan development setting new standards in general aviation safety. competition among major U.S. engine builders. The FJX-2 engine’s low noise level, light As a result, Williams International of Walled weight, low emissions, low fuel consumption, Lake, Michigan, won a cooperative research and and low cost in quantity production made it a development program with NASA, and work on perfect match for Eclipse.
    [Show full text]
  • 2002 Design Task: (Option 1) High Performance Multi-Role Unmanned Aerial Vehicle (UAV)
    AERO 4400 Aircraft Design 3 6 credit points 2002 Design Task: (Option 1) High Performance Multi-Role Unmanned Aerial Vehicle (UAV) Assessment: This task, with four (4) hand-in assignments (detailed separately) and associated presentations, final report, poster(s) and model(s) forms 100% of this course. Please note Item I of Appendix A for task requirements. Marking will be approximately based on Item II of Appendix A. Final assessment will be based on a combination of individual and team components, including peer assessments. Teams and Task Option allocations will be finalised in week 1. Design Objectives and Requirements powerplants. A recent engine development provides a REQUEST FOR PROPOSAL (RFP - Option 1): High potential opportunity to develop a HALE UAV. Performance Multi-Role UAV Opportunity thus exist to evaluate the feasibility and cost effectiveness of such UAVs. I. Opportunity Description Australia is a vast country which has: <http://www.williams-int.com/product/fjx.htm> • clear surveillance requirements for defence, Williams International is working on a cooperative coastwatch, and the monitoring and protection of effort with NASA, called the General Aviation Propulsion (GAP) Program, aimed at revolutionizing the environment and coastal natural resources; and reviving the once flourishing light aircraft • rich mineral wealth deposits which needs to be industry in the U.S. In this program, Williams exploited with due consideration to environmental International is developing the FJX-2 turbofan impact; engine for use in the next generation of four- and • a harsh climate, requiring understanding to support six-passenger general aviation airplanes. the population areas; and hence • potentially a good domestic market for Unmanned The FJX-2 is much smaller than the smallest Aerial Vehicles (UAVs).
    [Show full text]
  • NASA FAP SFW Core Noise
    CORE-NOISE Summary This presentation is a technical progress report and near-term outlook for NASA-internal and NASA- sponsored external work on core (combustor and turbine) noise funded by the Fundamental Aeronautics Program Subsonic Fixed Wing (SFW) Project. Sections of the presentation cover: the SFW system level noise metrics for the 2015, 2020, and 2025 timeframes; the emerging importance of core noise and its relevance to the SFW Reduced-Noise-Aircraft Technical Challenge; the current research activities in the core-noise area, with some additional details given about the development of a high-fidelity combustion-noise prediction capability; the need for a core-noise diagnostic capability to generate benchmark data for validation of both high-fidelity work and improved models, as well as testing of future noise-reduction technologies; relevant existing core-noise tests using real engines and auxiliary power units; and examples of possible scenarios for a future diagnostic facility. The NASA Fundamental Aeronautics Program has the principal objective of overcoming today's national challenges in air transportation. The SFW Reduced-Noise-Aircraft Technical Challenge aims to enable concepts and technologies to dramatically reduce the perceived aircraft noise outside of airport boundaries. This reduction of aircraft noise is critical for enabling the anticipated large increase in future air traffic. Noise generated in the jet engine core, by sources such as the compressor, combustor, and turbine, can be a significant contribution to the overall noise signature at low-power conditions, typical of approach flight. At high engine power during takeoff, jet and fan noise have traditionally dominated over core noise.
    [Show full text]
  • FLEX Program Brochure
    FLEX - the Fanjet Life EXtension program is a cost-effective solution for legacy aircraft owners to extend the useful life of their Pratt & Whitney JT15D or Williams FJ44 engines. It provides an affordable alternative to expensive engine overhaul or replacement options, while ensuring the safety of the existing engines through a comprehensive maintenance regime. FLEX: ENGINE LIFE EXTENSION FLEX FACTS The FLEX program provides an attractive alternative to engine over- haul, allowing you to safely operate your engines to 5,000 hours or more. For many legacy aircraft owners, this could mean a decade or more of flying without incurring the substan- tial expense of engine overhaul or replacement. FLEX INFORMATION Program Overview Can TBO be truly trouble-free? Yes. ———————————————————— Pricing and Benefits SkyWay MRO now offers a cost-effective engine life extension plan for the Pratt & Whitney JT15D and Williams FJ44 engine families. Known as the Fanjet Life EXtension ———————————————————— (FLEX) program, it is a comprehensive engine inspection and monitoring program that Frequently Asked Questions allows qualifying engines to extend TBO to as much as 5,250 hours. ———————————————————— As with any engine, there are costs associated with both scheduled and unscheduled Enrollment maintenance of the engine. The most expensive part of jet engine ownership can be ———————————————————— the engine overhaul. Because of this, owners and operators of legacy aircraft are often looking at undesirable alternatives to overhaul, such as selling the aircraft for salvage. JT15D Engine Maintenance Overview Pratt & Whitney’s JT15D turbofan engine made its first appearance in 1966 with the JT15D-1 powering the original Cessna Citation (known as the Fanjet 500).
    [Show full text]
  • Women in Aviation Volume Two
    WOMEN IN AVIATION VOLUME TWO PRODUCED BY THE CIVIL AIR PATROL AEROSPACE EDUCATION DIRECTORATE WOMEN IN AVIATION VOLUME TWO Project Manager National Standards Randy Carlson Sue Mercer Project Editor Careers in Aviation Ginny Smith Susan Mallett Editor Layout and Design Susan Mallett Kevin Van Hyning Activities Editor Shayla Broadway CONTENTS NASA Pictured, the first six women accepted into NASA’s astronaut program. INTRODUCTION “We knew our performance would have a big influence on the prospects of the women who would come after us.” “ — Kathryn Sullivan ON THE FIRST SIX WOMEN TO BE SELECTED FOR A U.S. ASTRONAUT CLASS he purpose of Women in Aviation Volume II is to influence” on the prospects of the women who would come after provide both an introduction to and an awareness of us.” T the contributions women have made to the aviation Sullivan said she encountered what she called a “you’re and space fields since the early 1970s. This booklet is an ruining my clubhouse” kind of attitude from the men in the extension of Women in Aviation Volume I, which highlighted the male-dominated fields in which she thrived. Sally Ride, the contributions women have made in aviation and space fields first U.S. woman in space, was asked offensive questions by since the beginning of the 20th century. the reporters covering her historic space flight. Katherine Like the earliest women aviators who came before them, Johnson, an African-American mathematician for the space women have continued to break barriers since the 1970s, including the first woman to become a permanent pilot on a program, worked in a segregated office in the 1960s.
    [Show full text]