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.