Новости компании Boeing

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"Боинг" поставил на 35% меньше военных самолетов и вертолётов в первом квартале 2020 года.

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Бурундук, в показатели входят не только новые, но и модернизируемые ЛА. И если для "Апача" и "Чинука" данные разделены на две строки, то для С-17 такое деление смысла не имеет - там новых машин нет. А модернизировать С-17 могли для индусов. Вроде бы, последнюю машину они как раз в прошлом году получили. Причём именно в августе.
 
Именно так. India Takes Delivery of 11th C-17 Globemaster From United States
Видимо самолет из наличия ВВС США.
Емнип - у боинга был задел, с десяток нераспроданных бортов с-17 к моменту окончания производства. Их понемногу и распихивали. Американские серийные у всех будут, кто шёл через программы военного сотрудничества, это не значит, что из наличия
 
CMV-22 Ferry Flight Demonstrates Successful Fusion of Developmental, Operational Test


CMV-22 Ferry Flight Demonstrates Successful Fusion of Developmental, Operational Test
(Source: US Naval Air Systems Command; issued April 10, 2020)

PATUXENT RIVER, Md. --- The recent cross-country flight of the Navy’s new CMV-22B Carrier Onboard Delivery (COD) variant of the Osprey tilt-rotor aircraft was not only a milestone for the program, but also proved to be a perfect opportunity to demonstrate the effective fusion of development and operational test in a real-world environment.

Over a two-day flight totaling just over 6.5 hours in the air, pilots LCDR Steve “Sanchez” Tschanz of Air Test and Evaluation Squadron (HX) 21 “Blackjacks” and CDR Kristopher “Junk” Carter of Air Test and Evaluation Squadron (VX) 1 “Pioneers” and crew chief Naval Aircrewman (Mechanical) 1st Class Devon Heard flew the first CMV-22B from the Bell Military Aircraft Assembly & Delivery Center in Amarillo, Texas, to Naval Air Station Patuxent River in early February. It was the first flight of the aircraft outside of the manufacturer’s test area, and it mirrored many of the conditions that the aircraft will encounter when operational.

“It was a great opportunity for operational and developmental testers to work together on the same flight,” said Tschanz.

Carter agreed with Tschanz’ assessment. “The biggest litmus test I have when we start out on operational tests is to find a mission that is representative of what we're going to do with the aircraft once it is in the fleet,” Carter said. “With this flight, we got an early look at operational testing while we're also doing developmental tests.”

“From a crew chief's perspective, on this trip I was able to see both the developmental test side and the operational side integrated in one,” said Heard, who was a Naval Aircrewman (Mechanical) 2nd Class at the time of the flight and has since been promoted. “As a developmental test crew chief, I was involved in testing the software, loading and strapping down cargo, and things like that. And then having the chance to get our feet wet on the operational side, to see how we are going to use what the CMV-22 provides for logistical purposes on the ferry flight, was really important.”

The role of developmental testing, which is the mission of HX-21, is to identify whether an aircraft or system meets the promised specifications. Operational testing, which is what VX-1 does, focuses on the ability of an aircraft or system to operate in the environments that it will encounter once it is deployed to the fleet. Prior to the flight, Tschanz, Heard, Bell test pilot Andrew Bankston, and Naval Air Crewman (Mechanical) 2nd Class Trenton Olsheski conducted a series of developmental test flights to ensure the aircraft met its specifications. Following those test flights, it was time to deliver the aircraft to its new home at NAS Patuxent River.

Or, more accurately, almost time – the crew ended up waiting nearly a week for a hole in the weather to open up between Texas and Maryland. Because the aircraft was fitted with extensive test equipment, the flight was limited to clear weather and daylight hours, which narrowed their options.

On Saturday, Feb. 1, the weather finally cooperated and Tschanz, Carter and Heard decided to fly first to Millington, Tennessee, for a refueling stop before continuing on to Patuxent River. Having flown together before, the three men quickly fell into a routine: while Tschanz was flying the aircraft, for example, Carter would be busy monitoring communications and Heard kept his eye on the weather.

The Osprey’s high-visibility paint scheme, which the Navy uses to help make it easier to identify noncombatant aircraft – and which, Tschanz joked, was more flattering than the usual matte blue-gray paint on the aircraft’s bulkier profile – certainly was part of the attraction when the aircraft landed in Millington, where the Naval Support Activity Mid-South base is located.

“There’s usually a certain amount of interest when a unique aircraft flies into any airport where that type normally doesn’t operate,” Tschanz said. “But in this case it was even more fun because we landed and people said, ‘Oh, that's a V-22,’ and then immediately you can see the gears start turning in their heads as they start to realize that something is different about it.”

After lunch and a refueling at Millington, the crew departed in the afternoon, expecting to arrive at NAS Patuxent River in the late afternoon. But approximately nine-tenths of the way home, the weather started closing in over their destination, and the crew elected to divert to Lynchburg, Virginia to wait out the rain overnight. And once again, like in Millington, Tschanz, Carter, and Heard found themselves instant celebrities as pilots and aviation enthusiasts descended on them to ask questions about their unique Osprey.

The following morning, Tschanz, Carter, and Heard flew through clear skies to land at NAS Patuxent River to the welcome of their families and squadron mates, bringing to a successful close the aircraft’s first cross-country flight.

“We have a lot of tests to do before we know everything about the airplane, but this initial look was great,” Carter said of the flight.

“There was a lot of excitement, eagerness, and anxiousness to be able to fly the first CMV-22B back to HX-21,” Heard said. “Now we own it and we're ready to move forward.”

The CMV-22B is designed to carry up to 6,000 pounds of cargo and/or personnel and operate up to a range of 1,150 nautical miles. One of the reasons the Navy selected the V-22 airframe to serve in the COD role is because of its ability to carry the Pratt & Whitney F135 engine power module used by the F-35C Lightning II Joint Strike Fighter.

Other features of the CMV-22 include a beyond-line-of-sight, high-frequency radio system, and internal public-address system to communicate with passengers, and an improved lighting system to assist with cargo loading.

The Navy’s program of record is to acquire 48 aircraft across all VRM squadrons to serve as replacements for the venerable C-2A Greyhound, which has been fulfilling the COD role since 1966. Fleet Logistics Multi-Mission Squadron (VRM) 30 “Titans,” based on the West Coast of the United States, will take possession of its first CMV-22B this summer, and is scheduled to field the Ospreys on its first operational detachment aboard the USS Carl Vinson (CVN 70) later next year.

A new squadron, Fleet Logistics Multi-Mission Squadron (VRM) 40, will be established on the East Coast, will take possession of its aircraft beginning in FY2022. The Navy also plans to stand up a training squadron, Fleet Logistics Multi-Mission Squadron (VRM) 50, in California adjacent to VRM-30.

- просто напоминание:

US Navy receives first CMV-22B Osprey aircraft from Bell Boeing
US Navy receives first CMV-22B Osprey aircraft
By Srivani Venna

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CMV-22B

The CMV-22B is capable of carrying up to 6,000lb and can cover more than 1,150nm. Credit: Bell Textron Inc.
The US Navy has taken delivery of the first CMV-22B Osprey aircraft, the latest variant that brings proven tiltrotor capabilities, from Bell Textron and Boeing.
The Bell Boeing V-22 Osprey is set to replace the C-2A Greyhound fleet for the US Navy’s carrier on-board delivery mission of transporting personnel and cargo from shore bases to aircraft carriers at sea.
Capable of carrying up to 6,000lb, the CMV-22B can cover more than 1,150nm and can land on the flight deck of an aircraft carrier.

It features the F-35C engine power module secured inside its fuselage and provides roll-on/roll-off delivery.
The CMV-22B aircraft can also provide improved logistical capability worldwide due to expanded sponsons that increase fuel capacity.
Bell V-22 vice-president and Bell Boeing deputy programme director Chris Gehler said: “This CMV-22 first delivery marks a new milestone with our US Navy customer providing unmatched versatility in an aviation platform.
“Bell Boeing, our dedicated employees, and Team Osprey are proud to support our US government customer in bringing this unique capability to the fleet.”
 
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Ходят слухи, что Люфты хотят поменять часть заказанных 777-9 на 777F:
 
Boeing расторгает соглашение о создании совместного предприятия с Embraer

 
Да, пролет полный. Как говорится, денег нет, но вы держитесь. Боингу сейчас нужно денежку под претензии и возвраты авансов покупателей Максов откладывать. А гос. помощь никто не позволит в такой сумме в Бразилию отправить. Ну и с 777Х все непросто вырисовывается. Не до жиру. В этом плане Эйрбас сделал всё вовремя и теперь имеет более широкую и гармоничную линейку продуктов. У Эмбраера, правда, тоже перспективы так себе. Ну да там и так все было ясно.
В общем у Боинга завал за завалом. Все полимеры...
 
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Непонятно кто сорвёт главный куш - GE, PW или RR, а что получит Boeing:
US Air Force issues draft request for proposal to replace B-52 engines
By Garrett Reim 27 April 2020

The US Air Force (USAF) released a draft request for proposal to replace the engines of the ageing Boeing B-52H Stratofortress.
The notice brings the B-52H re-engine programme one step closer to kick off.
B-52 via Northrop Grumman

The service plans to buy 608 commercial engines – plus additional spare engines and support equipment – enabling it to operate the heavy bombers until at least 2050, a 23 April notice says. The USAF plans to award a contract in May 2021. The engines are to be delivered over 17 years.
The service’s fleet of B-52Hs have flown with Pratt & Whitney TF33-PW-103 engines since the early 1960s. The TF33 is based on the commercial JT3D that powered the Boeing 707 and Douglas DC-8. Each bomber has eight engines.
The USAF wants a military derivative of a commercial engine to replace those turbines.
GE Aviation, Pratt & Whitney and Rolls-Royce have expressed interest in bidding on the programme.
GE Aviation plans to offer two bids: CF34-10s, which powers commercial aircraft like Bombardier and Embraer regional jets, and Passport turbofans, which power Bombardier’s Global 7500 business jet. Pratt & Whitney plans to offer the PW800 engine, which powers Gulfstream G500 and G600 business jets. R-R plans to offer the F130 engine, a military derivative of the company’s BR700, which powers Gulfstream business jets and other aircraft.
The USAF wants a replacement engine that has a similar size, thrust and weight compared to the legacy P&W powerplants. Each of those engines generate 17,000lb-thrust (75.7kN).
However, the service also wants a modern turbofan with a higher bypass ratio and digital engine controls. It wants that engine to have reduced fuel consumption, noise, emissions and operating costs.
The B-52H has an unrefuelled range of 7,650nm (14,200km). Depending on the engine selected, it is thought that the aircraft’s range could be increased by 20% to 40%.
 
Они долго мусолят этот вопрос и вроде RR был одно время фаворитом:
Новый двигатель для бомбардировщика B-52 прошел первые испытания
16:22 19 Сен. 2019

B-52H

U.S. Air Force

Американское подразделение британской компании Rolls-Royce провело первые испытания версии турбовентиляторного двигателя F130 для стратегического бомбардировщика B-52 Stratofortress. Как сообщает Defense Aerospace, силовая установка будет предложена ВВС США для ремоторизации бомбардировщиков, которая позволит продлить срок службы этих самолетов.

ВВС США рассматривают возможность замены двигателей бомбардировщиков B-52 с середины 2010-х годов. В настоящее время военные изучают два варианта ремоторизации самолетов: прямой замены двигателей или замены силовых установок с уменьшением их количества (с нынешних восьми до четырех). Вариант прямой замены пока является предпочтительным.

Замена двигателей необходима по нескольким причинам. В частности, обслуживание и ремонт двигателей TF33, устанавливаемых на B-52 сегодня, обходятся уже довольно дорого. Кроме того, благодаря ремоторизации военные рассчитают уменьшить расход топлива бомбардировщиками в полете.

Версия двигателя F130 для бомбардировщика B-52 разработана на базе силовой установки BR725, используемой, например, на бизнес-джетах Gulfstream G650. Новый двигатель способен развивать тягу до 75,6 килоньютона. Аналогичной тягой обладают двигатели TF33.

Бомбардировщики B-52 поставлялись ВВС США концерном Boeing до 1962 года. В настоящее время американские военные располагают 76 такими самолетами, возраст самого молодого из которых уже перевалил за 57 лет.

Боевой радиус Stratofortress составляет около 7,2 тысячи километров, а перегоночная дальность — 16 тысяч километров. Самолет способен развивать скорость до 950 километров в час и нести бомбовую нагрузку массой до 31 тонны.

Согласно действующему плану ВВС США, все бомбардировщики B-52 должны быть списаны в 2030 году. При этом военные полагают, что модернизация самолетов и их ремоторизация позволят продлить срок службы B-52 по меньшей мере до 2050-2060-х годов.

Василий Сычёв
- но видимо, все остальные были не согласны, типа: B-52 Re-Engining | GE Aviation
Интересно, что они решили менять 8 на 8, а не 8 на 4.
- и мне интересно, а еще интересней что думают в Боинге по этому поводу.
 
Они долго мусолят этот вопрос и вроде RR был одно время фаворитом:

- но видимо, все остальные были не согласны, типа: B-52 Re-Engining | GE Aviation

- и мне интересно, а еще интересней что думают в Боинге по этому поводу.
А лучше на два. Чтобы быть в тренде.
 
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Новости не про Боинг, но близко...

...Мы разрабатываем наш план постоянных сокращений нашей глобальной базы сотрудников, которые, как мы ожидаем, приведут к нашим общим сокращениям в этом году до целых 25% (включая как добровольные, так и недобровольные действия, уже объявленные).*

Чё-то они оптимистично так ...
 
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