Category: FlightBlogger

Happy St. Patrick’s Day Everyone!

Last week I got pretty excited about the FlightBlogger FriendFeed which allows me to post all kinds of items during the course of my day that aren’t necessarily blog worthy. There was one drawback though, as a reader, you had to go somewhere else to see the feed.

Many of you subscribed to the FlightBlogger FriendFeed, which is great, but I wanted to make it only one-stop for the information. I found a way, using some clever coding, to put the FriendFeed directly here at FlightBlogger. You can see the new feed right here on the main page so you can check back in periodically to see new items here. A definite upgrade to the page. A full layout overhaul should come later this year.

Please let me know if you like it, love it, hate it or “don’t really care, just get back to writing about airplanes”?

Happy Friday everyone!

Wow, this video makes me miss flying so much I can’t stand it. I probably shouldn’t have put finishing my private license on my New Year’s resolution list, now it’ll never happen. Free advertising and my first born to the flight school that helps me get it! (just kidding…sort of…)

Also, a brand new blog to tell you about. My Flight International colleague Megan Kuhn just launched her very first blog about the wild and woolly world of airports. Head over to Terminal Q and welcome her to the blogosphere.

There’s been a great response to the FriendFeed. Thanks to all those who have subscribed so far. Now all I have to do is find a way to embed it directly into the FlightBlogger main page and you’ll have one-stop shopping.

Lastly, I wanted to let you all know about a few items I’m working on for the coming weeks. I’ve got 787 and A380 production updates in the works, plus more photos from the Embraer factory, and a two (or three) part (illustrated) feature on a test flight I did with Gulfstream and Honeywell to show off the new Synthetic Vision System.

Have a great weekend everyone!

Being personally and professional obsessed with the internet, I’m constantly finding little things that I really want to share or blog about.

However, I usually only post around once to twice daily and prefer to write longer more substantive stories that you won’t be seeing elsewhere. I never really wanted to do an entirely new post if I found an interesting article, posted a new photo on Flickr or a youtube video I wanted to share, especially if I didn’t have the slightest amount of value to add.

It always felt that was a waste of a post and I was never good as a basic aggregator of things on the internet. The internet has plenty of those and you didn’t need another one from me.

Yet, I still really wanted to share all those little things I find throughout my day with you. Maybe add a one sentence comment and have the ability for you to comment also. Something quick and easy.

Well everyone, today is the day that it becomes a reality.

Meet FriendFeed.

FriendFeed allows me to share all those little things with you throughout the day (or night). I know a lot of you come back a couple times a day to see if anything new has been posted, so here’s a way to fill the time in between.

Subscribe to the new FlightBlogger FriendFeed!

It will have all those little things I find but don’t have time to blog about, as well as all of my new posts as they are published.

Think of it as FlightBlogger Plus.

SUBSCRIBE NOW

During last week’s trip to Brazil, I was introduced to one of the lesser known members of the Embraer family: The EMB-202A Ipanema.

This awkward looking green-painted crop duster is a 40 year-old design with a 21st century fuel tank. Over 1000 of these aircraft have been built since 1973. What makes the Ipanema so special? It runs on hydrated ethyl alcohol fuel, better known as ethanol. Or as it’s known in Brazil as homegrown 100% Alcool.

The fuel, which is derived from natively grown sugar cane, is converted into alcohol. In a world where oil is well above the $100 barrel mark, sugar cane based ethanol is two to three times cheaper than 100 octane LL avgas. Ethanol, unlike 100LL, has a lower CO2 output and no lead content. The increased oxygen content of the fuel even gives a 7% horsepower boost.

There are downsides though. First, the 4% water content increases maintenance costs due to risk of corrosion in the fuel system. Also, the fuel has less energy content by volume so the useful range would be less on the same tank of 100 octane low lead avgas. Yet, even with the increased risk to the fuel system, according to Embraer, the Ipanema has delivered a 38% reduction in direct operating cost by running on ethanol.

UPDATE 10:01 AM: Say hello to the all new Gulfstream G650.

Image Credit to Gulfstream
—–
12:49 AM: Cat’s out of the bag – playing with Google this evening I found this:

http://gulfstreamg650.com

The website gives you a coy message asking, “What’s Going On at Gulfstream?”

G650 it is. More in the morning.

UPDATE 8:15 AM:

G650 Confirmed! UBS Investment Research has penned an investment note shedding more light on the subject:

G-Wiz – Introducing the G650

• First flight 2H 2009; EIS 2012

  Tomorrow morning [General Dynamics] will introduce its new G650, the longest range and fastest bizjet. The G650 has been in development since early 2005 with first flight targeted for 2H 2009 and entry into service in 2012 (all new certification). Despite the G650 investment, GD has been able to increase Gulfstream margins by 300+ bps since 2005.

• 7,000 nm range; Mach 0.925 top speed

  Significant specs include 7,000 nm range at Mach 0.85 cruise and Mach 0.925 top speed making it the longest range and fastest bizjet. This compares to the G550 at 6,750 nm range at Mach 0.80 cruise and Mach 0.885 top speed. The G650 will have a 14 inch wider cabin along with bigger windows and will have 50% fewer parts than the G550.

• [Spirit Aerosystems] gets wing and nacelle

  Significant G650 suppliers include [Honeywell] for avionics and auxiliary power unit, [Spirit Aerosystems] for wing and nacelles and [Goodrich] for landing gear. Rolls Royce will supply new 16,000 lbs thrust engines.

With anticipation growing, Gulfstream is set to make, “a major announcement which will have far-reaching effects on both the future of Gulfstream and the future of the business-aviation industry.”

Sounds pretty exciting, eh?

The March 13 announcement is an unveiling of a new aircraft. I’ve spoken with several sources, including one analyst who has tried out the seats destined for the new aircraft at a supplier. General Dynamics CEO Nicholas Chabraja was asked in November of last year at the Credit Suisse Aviation Week Aerospace Conference, “I think, people are interested in is your product development plans. Any further update there?”

Chabraja responded, “No, but you’re going to hear from us in 2008. We’ll have some announcements for you. We’ve kind of kept the veil on this long enough. I think, certainly, in the first half of 2008. We’ll have to say something. Unlike some competitors, we don’t talk about an airplane and then announce that we’re going to go ahead with it. When we announce it, it’s in the works, we’ve started to build it.”

What do we know?

Gulfstream is working on a larger-cabin, longer-range business jet powered by a derivative of the Rolls-Royce BR710 engine.

What must it do?

Get in and out of tough airports.

• Teterboro Airport just outside of New York City has a max takeoff weight cap of 100,000 lbs.
• Aspen-Pitkin County Airport in Colorado has a wingspan cap of 95 feet.

Meet or beat its nearest long-range, large-cabin competitors.
Bombardier’s Global Express XRS

• Range: 6,150 nm
• Mach .85
• 8’ 2” cabin width, 6’ 3” cabin height
• Max seating: 3 crew + 19 passengers

Dassault Falcon 7X

• Range: 5,950 nm
• Mach .85
• 7’ 8” cabin width, 6’ 2” cabin height
• Max seating: 3 crew + 19 passengers

*Gulfstream’s cabin cross sections have always been 7’ 4” wide and 6’2 tall.

Gulfstream, what do you call your new jet?

Well, let’s work backward. What isn’t it going to be called?

Gulfstream has repeatedly denied any knowledge of a G600 or a G6000 and the company holds trademarks for the G625 and G675. The company’s current range goes from the G150 to the G550 in steps of 50 with a few gaps. If Gulfstream’s keeps up with this sequence then we’d see a designation above G600.

If the G600 is out, what’s next?

More Thursday morning.

Lots going on today. Just wanted to get some food for thought out there this morning. I’m finally beginning to feel like myself again. Again, there’s a lot coming down the pike for FlightBlogger in the next several days.

TAPS Combustor Upgrade Leads 787 GEnx-1B Recertification Plan
By Guy Norris
Aviation Week

The improved GEnx-1B will be approved under an amendment to the baseline type certificate, which is expected on Mar. 14. The revised certification will be ready prior to entry into service on the 787, now anticipated for early 2009, and will form the build standard for all deliveries, says GEnx program manager Tom Brisken.

American Airlines in dilemma on when to replace aging fleet
By Terry Maxon
Dallas Morning News

“The Super 80 therefore conserves fuel while enhancing pilot productivity,” the [1983] annual report bragged. “On a route of 750 miles, the Super 80’s fuel cost per seat mile is 37 percent less than that of a 727-100, while its cockpit crew cost per seat mile is 42 percent less.”

An MD-80 burns 3,334 gallons of jet fuel on an average trip from Dallas/Fort Worth to New York’s LaGuardia Airport, American says. The Boeing 737-800 burns 2,455 gallons, a savings of $2,285 with jet fuel at $2.60 a gallon.

Boeing to protest KC-X tanker award to Northrop and EADS
By Graham Warwick
Flight International

Boeing has decided to protest award of the US Air Force’s KC-X replacement tanker contract to Northrop Grumman and Airbus parent EADS.

The US company says it has serious concerns with the way the USAF evaluated the cost and risk of its bid, and with the use of a Northrop-developed analytical model to assess the effectiveness of its KC-767 tanker.

McCain Advisers Lobbied for Airbus
By Jim Kuhnhenn and Matthew Daly
Associated Press

Two of the advisers gave up their lobbying work when they joined McCain’s campaign. A third, former Texas Rep. Tom Loeffler, lobbied for the European Aeronautic Defence and Space Co. while serving as McCain’s national finance chairman.

Carlyle Founders Consider Cash Infusion***
By Thomas Heath
Washington Post

The sources spoke on the condition of anonymity because of the sensitive nature of the talks. They said that in addition to a possible investment, the company is exploring whether alternative forms of collateral might be available or whether it might be able to tap a new line of credit.

***One small note on that last article for additional aviation context. The Carlyle Group owns Vought Aircraft Industries which is a 1st Tier supplier on the 787 and other Boeing programs.

Hey all, my apologies for radio silence over the last four days. I’ve been somewhat under the weather here in Brazil and trying to find my footing again. I’ll be back in the States by Monday afternoon and I’ve got lots to write about. I’m working on a comprehensive update to put Friday’s news into some greater perspective.

I think I’ve been going through withdrawal without being able to post.

Looking forward to getting back in the saddle.

Sao Jose dos Campos – The new light jet offering from Embraer, the Phenom 300, achieved power on for the first time on March the 4th.

The aircraft, serial number 801, is currently undergoing final assembly at the Gaviao Peixoto final assembly facility 200 miles outside of Sao Paolo. The aircraft is on jacks in its current position on the factory floor positioned behind the fourth test aircraft Phenom 100, Embraer’s new Very Light Jet.

Following yesterday’s successful power on, S/N 801 is undergoing further systems integration in preparation for the aircraft’s first flight expected later in the second quarter of this year.

The aircraft is awaiting installation of its winglets, tail assembly, wheels and movable control surfaces. The first wing to body join was completed within the last week.

Embraer assembled the forward, center and aft fuselage sections at its Botucatu facility, then shipped them by truck to Gaviao Peixoto for final assembly.

The Phenom 300 will seat up to seven plus two flight attendants and sport a range of up to 1,800 nm. The avionics package will be identical to the smaller Phenom 100 which sports a Garmin 1000 adapted flight deck marketed under the name Prodigy.

Flight testing and certification is targeted for Summer 2009, with first delivery coming shortly thereafter.

The aircraft was photographed earlier today by FlightBlogger and are the first pictures to show the current state of assembly of the first Phenom 300 aircraft. A walk around photo tour of the aircraft will be available soon.

Sao Jose Dos Campos — I’ve arrived here in Brazil and I’ll be heading to the Embraer factory within the hour and I’ve been pondering quite a bit on the state of the global economy.

This last week brought us the first new wide-body aircraft type (Delta’s 777-200LR) introduced in the US since Northwest first added its A330s in 2003. The last five years have demonstrated a tectonic shift in the center of gravity of the global economy. Around the world new wide-body aircraft are being delivered to the Middle East and Asia. You need only look at the ramp in Everett to see how things have changed.

With the US economy teetering on the edge of recession, the rest of the world largely goes on without significant impact. The full extent of the credit crisis yet to be seen, however the damage resulting from a crisis originating in US is far more contained. Yet, if markets sneeze in China the US nearly flips on its head. Indeed a role reversal indicative of the new global economy.

With respect to business aviation, emerging markets are driving product development. Here in Brazil this shift is evident, as the business jet offerings from Embraer are designed with the growing Middle Eastern and Asian market in mind. Marketing materials tout range charts from Dubai and Beijing along side London and New York.

These products will further shrink an already flat world enabling infrastructure development along side blistering economic development. The new products are an outgrowth of an economic boom, yet, at some point the question becomes one of the chicken and the egg. Will these new business jets encourage growth or be the byproduct of it?

More from Sao Jose dos Campos later.