Spectrum Aeronautical has upgraded the engines that power its S-33 Independence very light jet, and the company is also reversing the order of certification for the S-33 and S-40 Freedom, moving the S-40 to the front burner. The reason for switching the certification plans is so that Spectrum can capitalize on the lack of competition in the midsize cabin class.
Automatic throttle systems are now available as a $220,000 option for new Gulfstream 200s, as well a retrofit for the more than 90 Galaxy/G200s currently in service.
Pratt & Whitney Canada is showcasing its latest green engine technologies at Paris centered on the 10,000-pound-thrust-class PW-10X engine it is developing for business jets and regional airliners.
Texas-based ComTran on June 1 received EASA certification for its noise-cutting “advanced jet nozzle” on MD-80 airliners. When so equipped, MD-80s will meet EASA Chapter 4 noise requirements. According to ComTran, the additional equipment brings neither weight penalty nor fuel burn increase. The company also claims it does not change engine operation. It is said to even cut maintenance costs.
For developers of unmanned aerial vehicles (UAVs), combining sufficient speed, a high payload, maneuverability, low fuel consumption, high endurance and minimum takeoff and landing distances is a dream scenario. Italian company Nimbus is trying to make this proposition a reality with its Metaplane.
Stage III Technologies, which received an STC two years ago this month for its hush kit for Gulfstream IIs and IIIs, plans to have its long-awaited first installation under way in August at Western Jet in Van Nuys, Calif. The kit, which pairs a mixer nozzle with an ejector shroud, yields a 50-percent reduction in noise, according to the company. A thrust reverser that the company says is good for 10,000 cycles is also included.
The NTSB has sent an “urgent safety recommendation” asking the FAA to prohibit airlines from using credit for the use of thrust reversers when calculating landing distances. Although the recommendation would prohibit reverser credit on all runways, “its practical effect would be felt on planned landings only on contaminated runways, which is when the credit is included in stopping-distance calculations,” the Safety Board said.
Bombardier’s proposal to build a three-row stretch follow-on of its 86-seat CRJ900 not only begs the question why, but perhaps more immediately, how. Bombardier v-p of marketing and sales Trung Ngo has built the business case for an airplane that would represent the third stretch of a tube originally meant for the Challenger business jet.
Pratt & Whitney Canada (P&WC) has started running the PW617F engine. This is the latest member of its 900- to 1,300-pound-thrust PW600 family and is set to power Embraer’s Phenom 100 very light jet. The new turbofan was run for the first time on June 29, P&WC president Alain Bellemare told Aviation International News exclusively on the eve of the Farnborough show, saying that the engine was “going well”.
For the last few years, much of the buzz in the turbine engine world has focused on the new small powerplants from Pratt & Whitney Canada, Williams and the Honda-GE Engines joint venture to propel the emerging class of very light jets. Now the spotlight has shifted somewhat, to advanced technology aimed at developing state-of-the-art engines in the 10,000-pound-thrust class for a new breed of large business jet.