HondaJet test aircraft lifts-off

The First ever commercial aircraft of HONDA , appropriately named the HondaJet, follows in the footsteps of the company's ground-breaking CB750 motorcycle and S600 sports car by aiming to provide superior performance and value - this time in the light business jet market. Continuing an intensive flight test regime to meet U.S. Federal Aviation Authority approval that began one year ago, the latest FAA-conforming test aircraft known as F2 has now begun flight testing out of the company's headquarters at Greensboro's Piedmont Triad International Airport.

HONDA JET F2 made its maiden flight on November 18, 2011, performing a variety of checks during takeoff, climb and cruising phases. These included landing gear operation, flap operations, aircraft handling and air data system checks, followed by an Instrument Landing System (ILS) approach and landing.

"The first flight of a flight test aircraft is an important milestone for an aircraft certification program, and the fact that we achieved F2's first flight shortly after receiving its engines illustrates our team's preparation and readiness," said Michimasa Fujino, President and CEO of Honda Aircraft Company, and the man responsible for the distinctive over-the-wing (rather than under-wing or fuselage-mounted) engine-mount design which goes back to 1997.

The first FAA-conforming HondaJet, the F1, which flew for the first time on December 20, 2010, has already achieved key benchmarks that meet or exceed the aircraft's designed performance goals. In March, Honda Aircraft reported the aircraft achieved a maximum speed of 425 KTAS (True Air Speed in Knots - 489 mph) at 30,000 feet, surpassing the company's performance commitment of 420 KTAS. The aircraft has since achieved a climb rate of 4,000 feet per minute, beating its target of 3,990 FPM, and a maximum operating altitude of 43,000 feet.

After nearly fifteen years in development, HondaJet is still claimed to be the most advanced light business jet aircraft, offering advantages in performance, comfort, quality and efficiency. Technological innovations, such as the unique over-the-wing engine-mount configuration for the two GE Honda HF120 turbofan jet engines are claimed to improve performance and fuel efficiency by reducing aerodynamic drag. At the same time, this airframe design reduces noise inside the cabin and on the ground, as well as providing a roomier cabin with greater cargo space compared to a fuselage-mounted engine configuration. The flight deck is also leading edge with the Garmin G3000 next-generation all-glass avionics system, three 14-inch displays and dual touch-screen controllers.

An aircraft which doesn't make noise ( SILENT aircraft)

AIRFRAME

Turbulent air around conventional aircraft creates a lot of noise.The shape of the plane is what is known as a "blended wing" design. This hybrid design uses the wings of a conventional plane smoothly blended into a wide tailless body. As turbulent airflow, generated by irregular surfaces, causes noise, the designers tried to make the airframe as smooth as possible.The aerofoil shape of the body means that it also contributes to the aircraft's lift, meaning it can make a slower approach on landing, again reducing noise.The improved lift also means that the plane can do away with flaps on the wings, which are a major source of airframe noise on conventional aircraft.

Because the design does not need a tail, used to provide additional lift and stability on conventional craft, it also cuts down on turbulent airflow and noise from the back of the plane.The design, made of lightweight composites, also improves the fuel efficiency of the craft whilst cruising. 

ENGINES

The engines are embedded into the body of the aircraft.The engines of the SAX-40 are embedded within the blended wing design with the air intakes on top. This means that the upper surface of the aircraft shields people on the ground from engine noise.The engines are also mounted deep within the intake ducts, lined with mufflers, to maximize the noise absorption.By embedding the three engines in the aircraft frame, it also reduces drag and therefore noise.The "ultra-high bypass ratio turbofans", as they are known, are also arranged in a novel way to minimize noise output.Instead of having one large fan, they have three arranged side-by-side. The smaller fans means the noise from each one is easier to absorb with surrounding "acoustic liners", or muffling materials.

EXHAUSTS

The exhaust system optimises the engines performance.The output of the engines is channelled through what is known as a "variable area exhaust nozzle".This means that the cross sectional area of the exhaust can be changed to generate different amounts of thrust and to maximise the engine's performance.At take-off the exhausts would be open-wide to generate the maximum amount of thrust. Whilst cruising they would reduce in size to burn fuel more efficiently.They can also be rotated, or "vectored", to generate thrust in the optimal direction for take-off and landing.The exhaust are also lined with "mufflers" to reduce the noise of the engines.

UNDERCARRIAGE

The landing gear of the SAX-40 is designed to minimise noise.Turbulent air swirling around the undercarriage at take-off and landing are major sources of noise.To reduce this, the SAX-40 would have fairings to cover the wheels and braking systems, creating as smooth a flow of air as possible. This could reduce the noise from the landing gear by up to 7dB. However, by doing this it makes the landing gear more difficult to stow and service, and also makes cooling the brakes more difficult

TRAILING WING EDGE

The trailing edge of the wings minimises turbulent mixing of air when turbulent air moving over the top surface of the wing shoots off the trailing edge it abruptly meets non-turbulent air. The result generates a huge amount of noise. minimise this, the SAX-40 would have "trailing edge brushes", a series of long, thin protrusions off the back of the wing.These allow a smoother transition between turbulent and non-turbulent air and could reduce trailing-edge wing noise by up to 4dB

LEADING WING EDGE

The Airbus A380 uses the drooped design on the front of its wings.The leading-edge of the wings are slightly drooped. These further help improve the lift of the aircraft, particularly at lower speeds.

To cut-down on the amount of noise generated by air whistling through a slat between the main wing body and the leading edge, the gap is covered in a flexible material.

Fastener joints in 787 wing require rework for lightning strike protection

The fastener joint is one where a fastener is used to join two pieces of hardware together and FAA requirements for EME protection as part of Part 25 Secton 954 and 981 require all joints and fasteners to be installed in a way that prevents any sparking within the fuel that could lead to a catastrophic ignition. Boeing has had to meticulously design the metallic parts in the aircraft, including the incorporation of an elaborate current return network, to prevent sparks and arcing, as well as withstand lightning strikes.

While removing and reapplying sealant to each 787 remains critical in preparing for delivery, the workmanship of its application is not the only item Boeing has identified for change inside the aircraft's composite wings; a design change discovered in the fall of 2009 requires the removal and replacement of thousands of improperly coated fastener joints to ensure the majority-composite jetliner's protection from lightning strikes.

The removal of the sealant will allow access to the thousands of wing fuel and hydraulic system fastener joints which were designed and installed with an improper coating, and have to be removed and replaced to meet US Federal Aviation Administration requirements for electromagnetic effects (EME) protection for lightning strikes.

Intermediate Jet Trainer (IJT) crashes at bangalore creating setback to HAL s aircraft programme

A prototype of the Hindustan Aeronautics Ltd. Intermediate Jet Trainer HJT-36 Sitara serial number S-3466 crashed near Krishnagiri about 80km (50mi) south-east of Bangalore around 15:10 local (09:40 UTC).Both pilots Wg Cdr. Patra and Mathur ejected safely, though one of them has suffered some injuries.HAL has constituted a Court of Inquihe Hindustan Aeronautics Limited (HAL) developed Intermediate Jet Trainer (IJT) suffered a huge blow yesterday afternoon when its aircraft that took off from HAL Ariport Bangalore was crashed in Krishnagiri, Tamilnadu. It has come to know that it was third crash of IJT aircraft in the last 4 years.

The incident took place when the aircraft S-3466 was on its routine flight test with Mathur, a group captain of the National Flight Test Centre and Patra, wing commander of Air Force Technical College.

The aircraft was crashed at 3:10 pm at Kelamangalan of Krishnagiri district, Tamil Nadu. Both the pilots have ejected safely before the aircraft crashed.The aircraft crashed in dense forest area and no loss to the civilians property or life has been reported.The aircraft was on routine flight testing when the mishap occurred. An IAF helicopter flew the pilots back to Bangalore, they said. HAL Executive Director (HR) told Deccan Herald that the pilots were taken to the HAL hospital.

The status of the pilots is unknown. HAL maintains that they are safe. The IJT, which was scheduled for an initial operational clearance (IOC), a step closer to being inducted into the Indian Air Force (IAF), may not meet the target even this year. This would mean that the programme has got delayed by over half a decade (The programme was sanctioned in 1999).

The crash derails IAF’s plans too, as the IJT was meant to be the backbone of the IAF’s combat pilot training programme, replacing its workhorse Kiran.

Major setback

The first prototype of the IJT had suffered a major setback as the canopy of the aircraft flew open during take-off causing serious damage to the aircraft in the 2007 edition of Aero India. Just before the 2009 Aero India, its second prototype had landed on its belly while rehearsing for the show, causing considerable damage to the structure of the plane.The aircraft was then piloted by Retired Squadron Leader Baldev Singh and Wing Commander C Subramaniam.Although HAL maintains that such mishaps are part of any flight test process, the increasing number of crashes of HAL-manufactured aircraft has left India’s leading PSU with a bad reputation.

New variant aircraft design by BOEING

Boeing is famous for their line of commercial aircraft, but they are also one of the bigwigs when it comes to fulfilling defense contracts. The company has just unveiled what looks to be a variant of the F-117 Night Hawk fighter, featuring a blended wing design. This unmanned test aircraft took to the skies for the first time last week and is touted to be able to lug around more equipment while being more fuel efficient and quieter than traditional aircraft. This aircraft was designed and engineered by three parties – Boeing, NASA and the U.S. Air Force Research Laboratory.

The long term goal of this project is to develop a manned multi-role, long-range, high-capacity military aircraft. Sounds like a pretty tall order, but as you can tell from current military aircraft and designs, what seemed an impossibility a few years ago is now reality. The blended wing body design is essential in providing unprecedented stability and flight control characteristics that come into play during both takeoffs and landings. It might look like a flying wing at first glance, but it actually blends smoothly into a wide, flat, tailless fuselage that provides additional lift while eliminating drag that is associated with the standard circular fuselage for greater fuel efficiency.

In addition, the engines were mounted high on the back of the aircraft, making them emit way less noise inside and on the ground whenever it takes to the skies. A trio of turbojet engines allow this blended wing design to fly up to 10,000 feet high at 120 knots in its low speed configuration. A forward looking camera affixed to the aircraft enables the pilot to use conventional aircraft controls to fly it remotely from a ground control station. Just like some species in the animal kingdom, there is a reason for not having a tail. This prototype aircraft has been dubbed the X-48B by the Air Force

Boeing 787 Dreamliner fatigue testing program

The Boeing 787 Dreamliner structural fatigue testing has been initiated, for evaluating the durability and fatigue life. The fatigue test frame might look like a crazy construction rig, but think of it more like a time machine because of its huge geometry.

The fatigue rig will put the Boeing 787 through 100,000 simulated flights of the Dreamliner. All the loads encountered by the aircraft in air is simulated on the ground to understand and to ascertain its structural response for the cyclic loads..

The fatigue test rig simulates every part of the flight. From the push back at the airport to the arrival at its destination. This process is called a ground-air-ground (GAG) cycle. Boeing has five different GAG cycles that put the aircraft through different simulations, ranging in duration and flight severity.

While the structural test program already has validated the strength of the airframe, fatigue testing looks at long-term, continued use. It allows Boeing engineers to see what will give over time and create inspection techniques for airlines.

Unlike static tests, where loads are applied to the aircraft structure to simulate both normal operation and extreme flight conditions, fatigue testing is a much longer process that simulates up to three times the number of flight cycles an aeroplane is likely to experience during a lifetime of service,

Every kid’s dream is to build something and then try to break it, right? In essence, that’s what is done . We take an airplane and we try to put it through its paces and try to break it at the end.”

To create this havoc, 100 mechanical devices have been connected to the exterior of the Dreamliner. Engineers in a control room use the devices to mimic actions the 787 will go through.
The airframe will be subject to three years of continuous testing using the latest hydraulics and pnuematic loading and operating devices and a high standard sensors for monitoring the strain and deflection responses

AIRBUS A380 structural certification

A380 CERTIFICATION


The A380’s certification flight test programme was one of the most extensive in Airbus’ history. The campaign began with the aircraft’s first flight on 27 April 2005 and ended on 30 November the following year with the successful around-the-world technical route-proving trip, which took the aircraft over both poles, testing its performance under normal airline operations. To obtain its Type certification, the A380 needed 5,000 hours of test flights.
Certification by the two major international governing bodies – the European Aviation Safety Agency (EASA) and Federal Aviation Administration (FAA) – was granted upon successful completion of a stringent trial programme which pushed the airframe and aircraft systems well beyond design limits to ensure the A380 meets – or even exceeds – all airworthiness criteria. The A380 was the first aircraft to which 21st century certification standards were applied.
Five aircraft were involved in the intensive flight test programme, four of which have Rolls Royce Trent 900 engines and one is powered by Engine Alliance GP7200 engines. By certification, the test fleet had accumulated over 2,600 flight hours in 800 flights, with over 80 airline and certification pilots having flown the aircraft. During the campaign, the A380 was also welcomed at 38 airports around the world, proving its easy airport acceptance and compatibility.
The cabin also underwent a series of tests for certification, including the successful evacuation test, performed at Airbus’ Hamburg site on 26 March 2006. During what was the largest ever aircraft evacuation trial, 853 passengers and 20 crew members left the aircraft within 78 seconds - 12 seconds less than required, validating 853 as the maximum passenger seating capacity for the A380-800.
AND MORE...
In addition to flight test success, further highlights of the A380’s entry into service included airport compatibility trials, with a total of 38 airports visited around the globe demonstrating the aircraft’s ability to operate just like existing large aircraft.
Although not required for certification, but part of Airbus’ commitment to smooth entry into service, Airbus undertook a series of four Early Long Flights in September 2006 where over 2,000 Airbus employees took part to assess the cabin environment and systems in flight.
These followed a 15 hour Virtual Long Flight which took place in Hamburg in May 2006 in Hamburg, where 474 Airbus employees tested cabin systems in simulated long haul conditions.