Air International 2015-06
The Su-35S was recently introduced to the Russian Air Force inventory and never previously been shown over Moscow. Here four fly in formation alongside four Su-30SMs.
A Tu-95MS and an Il-78 simulated an aerial refuelling, passing by at 300 knots and 1,000ft
Qatar Airways now flies double-daily A380 services to Paris Charles de Gaulle, where the airline’s fourth A380 (A7-APD) is pictured.
Two of Qatar’s current fleet of four A380s - the airline has six more on order.
The second A380 to be delivered to Qatar Air­ways, A7-APB (msn 143), is seen here on climb- out from Heathrow. Steve Flint/AirTeamlmages
The stairs in the A380 up to First Class.
The on-board bar and lounge in the Qatar A380s.
Mounted on GE Aviation's flying test-bed, Boeing 747-121 N747GE (c/n 19651), the Passport received 100 hours of flight-testing in 20 flights.
Aero L-39ZA Albatros NX109ZA operated by Air USA of Henderson, Nevada flies chase with F-15SA 12-1002 on final approach to Palmdale, California.
The Selex Titan 385 ES-HD FLIR Multi-Sensor Turret, mounted on the aircraft closest to the camera, combines high-performance UK mission-specific sensors such as D-NVG into a single line replaceable unit.
Hovering at 90ft with any barely any references to put down a load - or undertake a confined area landing - is made easier by the HC6’s D-AFCS.
One of eight 'fat-tank' HC3s undertakes a dust landing on the Salisbury Plain Training Area. D-AFCS de-risks environmental operations issues such as this. The HC3’s planned Julius AFCS upgrade has been held back to complete both the Julius and D-AFCS cockpit enhancements in one hit.
The rear crewman’s role is vital and their confidence in performing confined area landings has been boosted because the helicopter can now be moved in 1 foot increments, keeping the swing very low.
RAF Odiham confirmed that the final legacy Chinook HC2 recently entered the Project Julius AFCS enhancement programme. The only legacy cockpit aircraft remaining are the HC3s.
Chinook HC6 ZK552 above the Hampshire countryside near its Odiham base, following its public introduction on June 16 last year.
Group Captain Richard Maddison OBE, RAF Odiham's station commander and UK Chinook Force CO, said the HC6’s introduction is going extremely well.
CDF team members, left to right: Fit Lt Christian Hilliker, Master Aircrew Paul Holmes and Sqn Ldr Adam Shave.
The upgraded Honeywell Aerospace T55-L-714A engine is common across the Chinook fleet. In addition to the HC6's improved performance and handling, Vmax for the aircraft is 160 knots and aircrew say it is as "smooth as you like".
The Chinook has room for up to 55 troops.
As well as an additional seat, the new rear crewman station has the same tablet-based pre-flight mission planning system as the cockpit.
A Tu-95MS and an Il-78 simulated an aerial refuelling, passing by at 300 knots and 1,000ft
Qatar had 21 Boeing 787-8s in service at the time of publication in May 2015, with A7-BCK (c/n 38339) seen here departing Brussels.
By mid-April 2015 the Passport had accumulated about 1,400 hours and 1,700 cycles of ground testing.
A fan blade-out test and a block endurance test, involving 150 hours of constant running at triple-red-line thrust, temperature and pressure measurements, are two upcoming certification tests for the Passport.
The Global 7000 and 8000 will have fly-by-wire controls and side-stick controllers.
The galley in the Global 7000 and 8000 is 20% larger than that in the Global 5000 and 6000.
There will be a low equivalent altitude in the Global 7000 and 8000 cabins to help minimise passenger fatigue.
The Global 8000's cabin length is 45ft 7in and the Global 7000's is 54ft 7in.
A stateroom with a large bed, a chair and table forms the fourth and aft-most living space on the Global 7000 (the third in the Global 8000).
A superb digitally-enhanced depiction of The Global showing the streamline profile.
The five-blade prop is new and the engine intake has been redesigned from previous TBMs. When viewed from the front the spinner is angled down and to the right.
To keep the stalling speed down very large Fowler flaps are fitted, so upper-surface slotted spoilerons augment the ailerons for control around the lateral axis.
The cabin door is large enough to enable even quite large freight to be loaded.
The large winglets, a new addition for this aircraft, distinguish the TBM 900 from its predecessors.
There is an electronic standby AI above the pilot’s primary flight display.
F-15SA 12-1001 (c/n SA-1) is fitted with a large pitot tube, and is used for testing of the flight control systems. The aircraft is marked with the legend F-15SA FC System Test.
Aero L-39ZA Albatros NX109ZA operated by Air USA of Henderson, Nevada flies chase with F-15SA 12-1002 on final approach to Palmdale, California.
F-15SA 12-1002 (c/n SA-2) is used for flutter and aerodynamic testing at Palmdale Airport, California. The aircraft is marked with the legend F-15SA Fly-By-Wire just forward of the cockpit canopy.
This shot of F-15SA 12-1002 (c/n SA-2) landing at Palmdale, California, shows the aft-facing sensors fitted to the ends of the extended pylons form from each vertical stabiliser root.
Saudi F-15SA 12-1002 during its maiden flight from St Louis - Lambert Field on February 20, 2013.
Qatar Airways flies double-daily A350 services to Frankfurt, and in May started flying the type to Singapore.
Business Class aboard the A350-900 has a 1-2-1 - layout.
T-50-5 is under repair after sustaining serious damage in a fire on June 10, 2014.
Su-57 prototype T50-3 loaded with R-73 and R-77 air-to-air missiles on underwing pylons. The long-range R-77M version features a multifunction doppler monopulse active radar seeker, strakes fitted at the mid-fuselage position, conventional fins at the tail, and a dual pulse rocket motor.
T-50-3 carrying dummy R-77 and R-73 missiles in the Aviadarts demonstration. This aircraft, as well as T-50-4 and T-50-5, is equipped with N036 AESA radar in basic configuration with single forward antenna only.
The fourth prototype, T-50-4, carrying dummy versions of air-to-ground Kh-31s and air-to-air R-77s - the Sukhoi T-50 has yet to fire missiles. The basic ordnance load is carried in two large weapon bays in tandem inside the fuselage while close-air combat missiles fit in two small underwing fairings close to the engines' inlets.
T-50-2 has no radar and features a long pitot tube at the nose tip. Along with T-50-1, it is used for performance and handling tests.
During more than five years of trials, the T-50 prototypes have made about 600 flights, a sixth of those necessary for testing the fighter.
The purpose of one of the 101KS Atoll electro-optical sensors, the 101KS-O, is unclear. It is presented by the Russians as an infrared jammer for self-defence, but is probably an infrared search-and-track sight.
The N036-01-1 forward-looking X-band electronic-scanning antenna comprises 1,552 transceiver modules and is tilted about 15 degrees up.
The PAK FA 101KS-N navigation and targeting pod has been under test since 2011.
A model of the Prospective Multi-role Fighter, or Type 79L, to be developed jointly by Russia and India.
A Boeing artist's concept of F/A-XX.
P&W's AETD design would be aimed at an adaptive-cycle engine for the US Navy’s sixth-generation F/A-XX.
Qatar Airways’ pair of Airbus A319s have an all-Business Class seat configuration called Business One and are exclusively used on the Doha-Heathrow route.
Block 1 F135 improvements could be available for new-production examples and for retrofit into existing ones from as early as 2018.
The F135 Block 1 upgrades rely partly on development work carried out by P&W in autumn 2013 for US Navy’s XTE68-LF1 project to demonstrate higher operating temperatures in the F135’s turbine.
P&W is working with the US Navy on the Fuel Burn Reduction programme, which has married the HPT technologies from the XTE68-LF1 with a series of improvements to the F135’s six-stage, all-blisk compressor.
Some of the advanced technologies P&W has developed for the compressor and turbine in its high-pressure AETD core could potentially be introduced the F135 for production from the early 2020s.
Based on the AFRL's requirements P&W's AETD design should provide 10% higher maximum thrust than the F135 but be 25% more fuel efficient.
According to Boeing, the final flying aircraft will weigh around 12,000 lb and will be 44ft long with a wingspan of 50ft.
A concept view of the Phantom Swift.