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 El C-27J Spartan

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MensajeTema: El C-27J Spartan   Dom 8 Ago 2010 - 14:30

El C-27J Spartan


El C-27J Spartan fue desarrollado a partir del G.222 , que su vez fue co-producido por tres empresas italianas - Aeritalia, Alenia Aeronautica y Aviazione Fiat. Este avión militar de carga fue ampliamente utilizada por la Fuerza Aérea Italiana . En 1995, Lockheed Martin y Alenia Aeronautica firmado un acuerdo para desarrollar una versión mejorada del G.222, tales mejoras eran necesarias para satisfacer las exigencias modernas. Los principales cambios fueron hechos en los motores y sistemas electrónicos, procedente de la Lockheed Martin C-130J Super Hercules.***



El C-27J hizo de vuelo inaugural en 1999. El nuevo avión tiene 35% de aumento su velocidad de crucero y un 15% mayor velocidad final que su predecesor. Su fabricante afirma, que hasta la fecha es el único verdadero avión moderno de carga táctico en el mundo(¿?). Se utiliza para el transporte de tropas, carga y realiza lanzamientos desde el aire y evacuación médica.

Las dimensiones y rendimiento del C-27J son aproximadamente la mitad de la C-130 Hércules. El Spartan es capaz de transportar un solo vehículo oruga, como el ST Bronco, Hägglunds Bv 206 o 110-NA Sisu.





Una de las mayores ventajas del C-27J es su capacidad de hacer maniobras extremas, lo que es inusual para este tipo de aeronaves. En 2009, durante la presentación de su poderío aéreo en Australia, este avión de carga realizaró maniobras, como un tonel, lazo, así como pasadas rasantes con velocidad mínima de desembarque con la rampa abierta, simulando una operación de lanzamiento desde el aire. Pero la culminación de este programa fue una maniobra, en la que puso los planos a 90 °(posición vertical de las alas durante 8 segundos).

Desde 2001, el C-27J Spartan ha participado en giras de demostración en EE.UU. Convirtiendose en el pilar de apoyo del Ejército de los EE.UU en el campo de aviones de carga.
En 2005 los Spartan tomaron parte en este programa por tercera vez, durante las giras de demostración se realizaron ensayos de clima frío, llevando a cabo descarga de combate, paradrop de rampa y lanzamientos desde el aire CDS, paradrop utilizando puertas laterales, con capacidad de LAPES 2 500 kg, capacidad LAPES con 5 000 kg, el campo corto despegue y el aterrizaje capacidad, que se transportan diferentes cargas y vehículos.



En 2007, el C-27J se convirtió en el ganador del programa américano de avion conjunto de carga ,sobre su competidor, el EADS CASA-295. El C-27J se debe sustituir la actual C-12 Huron, C-26 y el sherpa Metroliner C-23 en servicio.

En la actualidad se estudia una versión de combate del C-27J Spartan(AC) debido a la alta maniobrabilidad de este avión. Cabe señalar, que es el único avión de su clase, que puede llegar a 3g haciendo giros cerrados, rápido sube y baja. Otra característica importante de este avión es que necesita sólo 300 m de largo de pista para aterrizar y 500 m para despegar con carga máxima.



El C-27J está en servicio en Italia, EE.UU., Bulgaria, Grecia, Lituania, Marruecos, Rumania y Eslovaquia. Aeronaves similares son Antonov An-26, AN-32, EADS CASA C-295 y Transall C-160.


***Nota MRC.Vale aclarar que esta,fué una jugada por parte de Lockeed para introducir el C-130J,desplazando a Airbus con su A-400,movimiento este en el que los italianos supieron negociar,compensar e imponer su modelo,demostrando impecablemente lo que es una negociación de compensación en la cual ambos socios salen favorecidos.




Entered service 1999
Crew 2 - 3 men

Dimensions and weight

Length 22.07 m
Wing span 28.07 m
Height 9.64 m
Weight (empty)[b] 17 t [/b]
Weight (maximum take off) 30.5 t

Engines and performance

Engines 2 x Rolls-Royce AE2100-D2A turboprops
Engine power 2 x 4 640 hp Maximum speed 600 km/h
Cruising speed 580 km
Service ceiling 9.14 km
Range (max payload) 4 260 km
Ferry range 5 926 km


Payload

Maximum payload 13 t
Standard payload 8 t
Troops 60 troops or 46 paratroops or 36 stretchers with 6 medical attendants
Vehicles 1 x wheeled or tracked vehicle
Cargo compartment dimensions ? x 3.33 x 2.6 m

Nota en su idioma original

The C-27J Spartan was developed from the previous G.222, which was co-produced by three Italian companies - Aeritalia, Alenia Aeronautica and Fiat Aviazione. This military cargo aircraft was widely used by Italian Air Force and recommended itself well. In 1995 Lockheed Martin and Alenia Aeronautica signed an agreement to develop an improved version of the G.222, as improvements were necessary to meet modern requirements. The main changes were made to engines and electronic systems, sourced from the Lockheed Martin C-130J Super Hercules.

The C-27J made it's maiden flight in 1999. The new aircraft has 35% increase in range and 15% faster cruise speed than it's predecessor. Developers claim, that to date it is the only true modern tactical cargo aircraft in the world. It is used to transport troops, cargo and performs airdrops and medical evacuation.

Dimensions and performance of the C-27J is about half of the C-130 Hercules. The Spartan is capable of carrying a single tracked vehicle, such as the ST Kinetics Bronco, Hagglunds Bv 206 or Sisu NA-110.

Main advantage of the C-27J is a capability to make extreme maneuvers, what is unusual for this class of aircraft. In 2009 during the AirPower show, which took place in Australia, this cargo aircraft performed maneuvers, such as barrel roll, loop, as well as low passes with minimum speed in landing configuration with an open ramp, thus simulating an airdrop operation. However the culmination of this show was a maneuver, in which this plane held 90° vertical position of the wings for 8 seconds.

Since 2001 the C-27J Spartan participated in the US demo tours is support of the US Army's future cargo aircraft program. In 2005 Spartan took part in this program for the third time and during demo tours performed on cold weather trials, conducted combat offload, paradrop from ramp and CDS airdrop, paradrop using side doors, LAPES capability with 2 500 kg, LAPES capability with 5 000 kg, short field take off and landing capability, transported various loads and vehicles.

In 2007 the C-27J became the winner in the US Joint Cargo Aircraft program. It's competitor was the EADS CASAC-295. The Spartan is due to replace the existing C-12 Huron, C-26 Metroliner and C-23 Sherpa in service with the US Army National Guard.

Currently a gunship version of the C-27J Spartan is being actively discussed due to the high maneuverability of this aircraft. It should be noted, that it is the only aircraft in it's class, that can reach 3g doing tight turns, fast climbs and descends. Another important feature of this aircraft is that it needs only 300 m long runway in order to land and 500 m to take off with maximum load.

The Spartan cargo aircraft is in service with Italy, USA, Bulgaria, Greece, Lithuania, Morocco, Romania and Slovakia. Comparable aircraft are Antonov An-26, An-32, EADS CASA C-295 and Transall C-160.



Material de Miltary Today
Traducción y compaginación MRC


Última edición por Marcelo R.Cimino el Sáb 7 Mayo 2011 - 22:51, editado 4 veces
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MensajeTema: Re: El C-27J Spartan   Dom 8 Ago 2010 - 17:27

Muy buena la info Marce, gracias por compartirla.


Mobius
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MensajeTema: Re: El C-27J Spartan   Dom 8 Ago 2010 - 19:31

Los motores del C-27J (cambiándolos) tendrían comunidad con el C-130H y con el P-3 Orion

UNIFICAR, buscar UN avión que satisfaga la mayor parte de las necesidades de las 3 Fuerzas Armadas (incluyendo a LADE, como fue el caso del F-27) y ... no dilapidar recursos en DIVERSIDAD de aparatos de diversos orígenes y capacidades..


DINTEL-GID - Según el epígrafe de uno de los los folletos de Alenia sobre el C-27J, y traducido por nosotros: "El C-295 tiene una limitada altura del fuselaje (6'3" vs 8'6" del C-27J) que solo le permite alojar vehículos con techo removible o techo blando. La escasa altura no permite embarcar un HMMWV techo duro directamente en movimiento al fuselaje (el ancho de la sección transversal no permite al conductor salir del vehículo e impide el acceso directo a la carga)". Más allá de ser un folleto de promoción, la comparación es extremadamente válida. (Foto: www.c27j.com)




DINTEL-GID - En esta imagen, también de los folletos de Alenia sobre el C-27J, se puede apreciar las diversas configuraciones de carga que puede llevar la bodega del "Spartan". Incluye las comparaciones con el CN-235, C-295, An-32 y el C-130 utilizando como ejemplo un helicóptero Bell 206 como lo más relevante. El que hayamos usado folletos de uno de los fabricantes (Alenia) se debe a que EADS no dispone del mismo servicio de prensa, difusión y promoción de sus productos en la web. (Foto: www.c27j.com)

Fuente imágenes: http://www.dintel-gid.com.ar/Articulos/transporte/transporte_part2.html


El AC-27J ... se acuerdan del AC-130H???









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MensajeTema: Re: El C-27J Spartan   Dom 8 Ago 2010 - 19:32

ALENIA C-27J
Ver
http://www.aeronautica.alenia.it/eng/Media/Scheda%20tecnica/c27j%20spartan%20data%20sheet.pdf

Key Data:
Crew: Three (pilot, co-pilot and loadmaster)
Capacity: 60 troops / 46 paratroops / 36 litters with six medical personnel

Dimensions:
Length: 22.7m (74ft 6in)
Wingspan: 28.7m (94ft 2in)
Height: 9.6m (31ft 8in)
Wing Area: 9.6m (31ft 8in)

Weights:
Empty Weight: 17,000 kg (37,479lb)
Maximum Take-Off Weight: 30,500 kg (67,240lb)
Payload: 11,500 kg (25,353lb)

Engines:
TypeRolls-Royce AE2100-D2A turboprop
Number: 2
Power: 3,460kW (4,637shp) each
Propeller: Dowty R-391 six-blade
Fuel Capacity: 12,320 kg (3,255lb)

Performance:
Maximum Take-Off Weight: 30,000 kg
Take-Off Ground Run: Under 500 m
Time to Climb to 20,000ft: 13 min
Initial Cruise Altitude: 27,500 ft
Range: 1,050 nm = 1 944.6 kilometers
Maximum Cruise Speed: 300 kt
Service Ceiling: 9,144 m (30,000ft)

Fuente: http://www.airforce-technology.com/projects/spartan/specs.html

Es decir... puede llevar 10.000 kg de carga a 1.852 km (o +850 km de Radio de Combate, léase: Ida y Vuelta sin reaprovisionar combustible en las Islas...) 8)

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MensajeTema: Re: El C-27J Spartan   Dom 8 Ago 2010 - 19:36

O se me pasó o no hay nada que hable de las ventajas que brinda el FADEC?
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MensajeTema: Re: El C-27J Spartan   Lun 9 Ago 2010 - 5:33

FLIGHT TEST: C-27J - No small measure

Nicknamed "half a Hercules" due to its commonality with the four-engined C-130J, the twin-turboprop C-27J may set the standard for medium tactical airlifters

Based on the Alenia G222 and the C-27A operated by the US Air Force in Central America, the C-27J Spartan represents a significant enhancement of an already capable tactical transport. Offered by the Lockheed Martin Alenia Tactical Transport Systems (LMATTS) joint venture, the C-27J follows the route set by the C-130J in taking a proven design and adding improved avionics and propulsion. Rather than develop unique systems for the Spartan, LMATTS borrowed them from the C-130J. Development time and costs were minimised as proven systems were readily available, and life cycle costs should be reduced as spares commonality with the C-130J ensures a readily available parts pool. The benefits for operators of both the C-130J and C-27J will be even greater, as common avionics and systems will reduce transition-training costs, and may allow for cross-crew qualification.

The C-27J programme was launched in September 1997. The first prototype, used for testing the Rolls-Royce AE2100D2 engines and Dowty R-391 six-blade propellers, flew in September 1999. The second aircraft flew in May 2000, incorporating the new avionics. The third and final development aircraft, representing the baseline model, flew in September 2000. The C-27J received civil certification in June 2001 and military qualification six months later.

With production ramping up for delivery of the first of 12 aircraft to the Greek air force later this year, Flight International was invited to fly the Spartan at Alenia's Turin production and test facility.

The Spartan's true strength is apparent on the ramp; it is not a small aircraft. While slightly shorter than its most direct new-build competitor, the EADS Casa C-295, the C-27J has a larger useable cargo volume. The cargo compartment is 2.45m (8ft) wide at its flat floor and 3.33m at it widest point. The large diameter allows a utility vehicle to be driven directly on and off without any modifications or disassembly. The size advantage also carries over to palletised cargo loads. Assuming standard 2.24m-wide pallets, the Spartan can carry 44.1m3 (1,560ft3) of cargo, compared with the C-295's 37.4m3, says LMATTS. These pallets are the same height (2m) as those carried by larger transport aircraft. Pallet compatibility allows cargo to be transferred directly to the Spartan, not broken down and repalletised as may be required for loading into a smaller aircraft. For air-dropped cargo, the C-27J can carry up to 6t of material on a single drop, 9t on multiple runs, while the C-295 is limited to 2t, says LMATTS.

Jump cadence

The large cargo compartment also carries dividends when transporting troops. The C-27J can carry up to 68 troops in an optional high-density configuration, based on a 460mm (18in) seat width. For the paradrop mission, the aircraft can carry 46 paratroopers, seven more than the C-295 can reasonably carry, says LMATTS.

The C-27J's large cargo compartment has greater headroom, allowing heavily laden paratroopers to stand erect as they shuffle to the door. The dual exit doors on the C-27J are also larger than those on the C-295 and should allow for rapid exiting of the aircraft. Tactically, the higher the jump cadence the closer the paratroops will be when they hit the ground, thereby increasing combat effectiveness.

The Spartan was developed as a military aircraft and its 17,500kg (38,500lb) operating empty weight is markedly heavier than that of the civil-derived C-295's. The extra weight yields a robust aircraft with a three-spar wing. LMATTS says the Spartan's aluminum structure is more damage-tolerant than composites and easier to repair in the field. In addition, military cargo tends to be denser than civil freight, requiring high floor strength. The Spartan's cargo floor has a strength of 5,000kg/m (3,400lb/ft) (along the length of the compartment), superior to the C-295's 1,000kg/m and slightly better even than the C-130's, says LMATTS. In addition, the C-27J can carry any cargo further than the C-295: according to LMATTS the Spartan can carry 7,000kg a distance of 3,060km (1,650nm) at its basic and tactical MTOW, while the C-295 can carry the same load over 1,350km.

Pre-flight inspection of the Spartan, the developmental baseline aircraft, was conducted by Alenia test pilot Agostino Frediani. Externally, the aircraft closely resembles the G222 and C-27A, with the exception of the 4.11m-diameter six-blade composite, scimitar-shaped propellers, which are the same as those on the C-130J. The R-R engines put out 4,635shp (3,455kW) and are nearly identical to those on the updated Hercules. When viewed from behind, the propellers turn clockwise, making the critical engine the left one. As the rudder and vertical stabiliser are essentially unchanged from the C-27A, increased rudder power was required to keep minimum control speed at desired levels.

Seventeen vortex generators were added to the left-hand side of the vertical stabiliser just forward of the rudder. These energise the airflow over the rudder, increasing its effectiveness when deflected to counteract yawing moments generated by an engine failure.

Access to the aircraft is through the forward entry door with its integral steps. The flightdeck is quite spacious with 16 windows. Eight shoulder-height windows, four per side, provide an excellent field of view (FoV), while the four floor-level windows gave a direct view of the ground. Four ceiling-mounted windows enhance the overall FOV, while allowing for clearing of the flight path when manoeuvring at high angles of bank.

Like the C-130J, the C-27J's forward instrument panel is dominated by 180 x 205mm (6 x 8in) displays, of which the Spartan has five: two multifunction displays in front of each pilot and one centre-mounted. Each pilot has primary flight and navigation displays, with the centre screen displaying engine parameters and warning information. Dual autopilots are controlled via a glareshield-mounted panel. Aircraft system controls, mounted on the overhead panels, lend themselves to intuitive operation.

Cool start

An external-power cart was connected to our aircraft and the dual global-positioning/inertial-navigation units aligned in less than 4min. The Hamilton Sundstrand auxiliary power unit (APU), mounted in the left landing-gear sponson, provided an air source for engine start. If the APU is inoperative an external air cart or even another Spartan can be used to start the engines. The engines were started one at a time, the full-authority digital engine control (FADEC) metering fuel to ensure a cool start. Before-taxi check items were rapidly accomplished and consisted primarily of testing the propeller overspeed protection system. Frediani released the parking brake and used the nosewheel steering system's left sidewall-mounted tiller to navigate the taxiways to Turin Caselle's runway 36 for departure.

With an operating empty weight of 18,803kg and 3,606 kg of fuel, our take-off weight of 22,409kg was well below the maximum of 30,500 kg. Once aligned on the runway, Frediani gave me control of the aircraft for the take-off. I released the toe brakes and advanced the throttles to the take-off detent. The FADECs stabilised the engines at 4,700 shp. During the initial part of the take-off roll Frediani used the nosewheel steering to track centreline, while I applied right rudder to counteract the propeller P-factor. At 60 kt (110 km/h) indicated airspeed Frediani released the tiller, and rudder alone was used to track centreline.

At 91 kt, less than 15 kg of yoke force was required to establish the initial take-off attitude. With the flaps set to position "2" the Spartan leapt off the runway after a ground run of less than 280 m. At maximum take-off weight and standard sea-level conditions, LMATTS quotes a ground run of 580m. Once airborne a pitch attitude approaching 20° was required to maintain the initial climb speed of 130kt. Gear and flap retraction caused little change in pitch forces as the pitch attitude was reduced to capture a climb speed of 170kt.

Cargo drop

Hand-flying the aircraft during a climb to 8,000ft (2,440m) above mean sea level, I did a series of gentle manoeuvres to get a feel for the aircraft. Pitch and roll forces were well harmonised, with roll response fairly crisp for a transport-category aircraft. Once level, I engaged the autopilot and autothrottle. Rate of climb to level off had averaged roughly 3,000ft/min (15.2m/s).

Frediani had programmed the mission computer to simulate a cargo drop and the autopilot followed its guidance along the planned route. The simulated drop zone was an airfield around 90km (60 miles) south of Turin. Like the C-130J, the Spartan does not have a navigator; the GPS/INS and ground-mapping radar combine to allow the two pilots to accurately find the drop zone.

At 180kt the ramp was lowered in preparation for the drop. A slight reverberation was felt with the ramp down, but ambient flightdeck noise was not markedly louder than with it closed. The mission computer commanded a descent to a drop altitude of 1,500ft above ground level and appropriate speed reductions as the aircraft approached the initial point (IP) leading to the computed air-release point. Flaps were set to "3" and speed further slowed to 105kt before reaching the IP. Once past the IP I disengaged the autopilot and autothrottle to hand-fly the drop run. The mission computer provided the flight director (FD) with wind-corrected guidance to the air-release point for an aimpoint at the centre of the airfield. I found the lower sidewall windows useful for confirming that the computer-derived release point made sense in relation to the real world.

After completing the drop run the ramp was closed and flaps retracted. Once the aircraft was in a clean configuration I engaged the autopilot and autothrottle for a climb to 8,000ft. Once level at 8,000ft the autopilot precisely maintained 200kt indicated air speed. Total fuel flow was 966kg/h and the 22,160kg aircraft maintained 228kt true airspeed with a static air temperature of 14°C (57°F/ISA +15°C). For high-speed transit LMATTS projects a maximum true airspeed of 315kt for a 29,000kg gross-weight aircraft (95% MTOW) at 16,000ft on a standard day.

I next used the flight-level change mode of the autopilot to initiate a descent to 2,500ft (1,500ft AGL). While the autopilot and autothrottle did an excellent job of maintaining flightpath and airspeed, it did not trim the rudder. The conventional ball-type slip indicator on top of the outboard display, where the PFD is usually presented, allowed me to keep the aircraft in trim as varying power levels required corresponding trim changes. Once level at 2,500ft a total fuel flow of 1,110kg/h was required to hold 220kt (208kt indicated). Trimmed, with autopilot and autothrottle off, the aircraft was quite stable, allowing me to fly it hands off. The ride at low altitude, albeit on a calm day over level terrain, was quite smooth.

To avoid simulated small-arms fire along our route, I jammed the throttles to the maximum-continuous detent and started a rapid climb. The initial climb rate was in excess of 4,000ft/min as the airspeed was bled off to obtain an optimum value of 170kt indicated. Rate of climb from 10,000ft to 15,000ft was roughly 3,000ft/min. While one would do well to avoid hostile fire, the Spartan can be equipped with optional armour plating and an anti-deflagration inerting system for the fuel tanks.

Having climbed out of the small-arms threat envelope, we were now more vulnerable to missile threats. The Spartan can be equipped with radar and or laser warning receivers, as well as a missile approach warning system and chaff and flare dispensers. Additionally, a directional infrared countermeasures system and towed decoys are available.

Should these systems fail to defeat the missile, the Spartan is fairly manoeuvrable, with 3g attainable in a large portion of the flight envelope. Earlier, I found that at a gross weight of 22,000kg, slightly over 2.5g could be sustained at 200kt and 5,000ft. During manoeuvres at 5,000ft, pitch forces were fairly low. While load factor can be read on the PFD, the aircraft provided good tactile cues as to g loading. Pulling through 2.8g light airframe buffet signalled the approach of the 3g limit at tactical weight. At sea level and MTOW, LMATTS quotes a maximum sustained capability of 3.5g for the Spartan. The conventional boosted flight controls will allow the pilot to exceed the published limits and "bending it" may be preferable to missile impact.

Simulated loss

Next, while still at 15,000ft, Frediani shut down the left (critical) engine to simulate its loss. Sensing an engine failure the FADEC automatically signalled the propeller control unit to feather the left propeller, a feature that could substantially reduce pilot workload during a critical phase of flight. At 140kt and maximum continuous power, the 21,500kg aircraft was able to maintain level flight in a 40°-banked turn. At this weight LMATTS quotes a one-engine-inoperative ceiling of roughly 24,000ft pressure altitude. Less than 35kg of rudder force was required for co-ordinated flight and around three-quarter deflection of the rudder trim zeroed out pedal forces. While I did not explore the Spartan's single-engine handling qualities at speeds lower than 140kt, the aircraft was quite responsive and had significant excess power at this intermediate gross weight and medium altitude.

Frediani used bleed air from the operating engine to restart the left engine. Once both engines were running the power was set to idle for a clean configuration power-off stall. In level flight the Spartan was decelerated at about 1kt/s. The stick shaker activated at 112kt. At shaker speed, control effectiveness in all three axes was good. Slowing just below shaker speed caused the onset of light airframe buffet. The aircraft was further slowed until the yoke was at the aft stop. The aircraft settled into a wings-level descent at 104kt. Recovery to normal flight was accomplished by releasing yoke back pressure and advancing the throttles.

The second and final stall was also in a clean configuration, but this time the throttles were set to a mid-range position of 2,600shp. This power-on stall demonstrated the effect of propeller-wash flow over the wing. The stick shaker in this condition did not activate until 101kt. As before, light airframe buffet was felt as the aircraft slowed below the shaker speed. With the yoke at the aft stop the aircraft was in a 20° nose-high, wings-level descent at 94kt. Recovery to normal flight was again accomplished by lowering the nose and advancing the throttles. The two clean-configuration stalls showed the Spartan to be docile at slow speeds, while illustrating the effect power setting can have on the stalling speed.

On our return to Turin Caselle, Frediani demonstrated the Spartan's steep descent mode. This is armed by push buttons on the throttles and allows the FADEC to schedule reduced idle torque: by varying the propeller pitch, a slightly negative thrust can be commanded for a rapid descent. Pulling both throttles to idle engaged the steep descent mode, with the word "STEEP" displayed below the power display for each engine.

At 130kt the aircraft stabilised in a 10° nose-down flight path from 15,000ft. Initially the rate of descent was around 2,500ft/min, increasing to 3,000ft/min by 4,000ft as the FADEC allowed more negative thrust. The steep descent mode may help the Spartan get into hot landing zones by allowing it to stay above the threat posed by small-arms fire until close to the field.

Ergonomic error

Once level at 4,000 ft en route to Turin Caselle, I used the Northrop Grumman APN-241 colour radar to paint the airfield. At 75 km from the field, the runway and surrounding roads were clearly displayed in shades of green. Returns from targets such as buildings were presented in colour. The radar cursor could be moved via a control handle on the centre console.

While the cursor itself was easy to move and control, I felt the handle was located too far aft on the console for comfortable use while at the co-pilot's position. In addition to an excellent ground mapping capability, the radar also has a beacon mode. Pathfinder personnel place a transponder at the drop zone. The beacon's distinctive code gives an easily identifiable return on the radar display, making drop zone location an easy task.

In preparation for an instrument landing system approach, Frediani removed the radar display from the right inboard screen and replaced it with a map display. This showed approaching waypoints as well as TCAS traffic in the terminal area. The flight director's guidance allowed me to easily capture and track both the localiser and glideslope. With the flaps set to "2" for a touch-and-go manoeuvre, I slowed the aircraft to 120kt on short final.

As could be expected, the digitally controlled engines and propellers allowed target airspeed to be precisely maintained. At 10ft above the runway I retarded both throttles to idle and raised the nose several degrees for the flare manoeuvre. The Spartan settled on to the runway less than 30m beyond my aimpoint. After lowering the nosewheel to the runway I advanced the throttles to the take-off detent. At 120kt I rotated the aircraft and established a climbing left-hand turn to downwind.

The last approach and full-stop landing was again to runway 36, but with the flaps set to "4", their most extended position. A 5° visual glidepath was intercepted and an airspeed of 105kt maintained. Rate of descent on this steep approach was 1,000ft/min. At 20ft above the runway I retarded the throttles to idle, and raised the nose slightly. The aircraft touched down in a 500ft/min sink on the aimpoint, just beyond the threshold.

The four trailing-arm main landing gear readily absorbed the impact and the spoilers automatically deployed to dump lift. I moved the throttles to the maximum reverse position, allowing the large propellers to slow the 21,185kg aircraft. Frediani applied maximum toe brakes and the aircraft was stopped after a ground run of less than 300m. Total landing distance would have been roughly 500m. Frediani took control of the aircraft for the taxi back to Alenia's test ramp. After a 2min cool-down period, both engines were shut down and we deplaned.

The C-27J is a complete tactical airlifter. Derived from the G222/C-27A, its upgraded avionics and propulsion system are shared with Lockheed Martin's C-130J and significantly enhance its capabilities. The large cargo compartment allows for drive on and off of utility vehicles and the direct transfer of standard-size pallets from large transport aircraft.



Combat survivability

The upgraded avionics allow two pilots to successfully conduct air-drop operations, a task that used to require three flightdeck crewmembers.

Rugged construction, redundant systems, self-protection systems and a high power to weight ratio combine to enhance combat survivability.

The baseline Spartan flown by Flight International can be further enhanced with the addition of a head-up display and in-flight refuelling capability. With 24 firm orders from the Greek and Italian air forces, the C-27J Spartan is on its way to defining the new standard for medium tactical airlifters.
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MensajeTema: Re: El C-27J Spartan   Miér 1 Dic 2010 - 13:26

Creo que esta no está posteada;



Que bestia!
Twisted Evil


Última edición por Marcelo R.Cimino el Sáb 7 Mayo 2011 - 22:57, editado 1 vez
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MensajeTema: Re: El C-27J Spartan   Jue 9 Dic 2010 - 8:10

Unidad portátil de mantenimiento para el C-27J, el nuevo avión de transporte de la USAF y el US Army
Jueves 09 de Diciembre de 2010



El C-27J Spartan está proyectado como transporte táctico y no derivado de un avión comercial y dotado de los más modernos sistemas utilizables hoy en un aparato de esta categoría. DRS Technologies y Alenia Aeronautica, ambas del grupo italiano Finmeccanica, están desarrollando ahora conjuntamente la unidad de mantenimiento portátil Armor X10gx para el avión de transporte táctico C-27J, de cara a probar los sistemas a bordo, el software de carga, el mantenimiento terrestre y las actividades de entrenamiento. Tiene el tamaño de una hoja A4, pesa unos 2 kg., tiene una pantalla visible con luz de día y estará certificada como MIL-STD-810G y IP67, siendo extremadamente resistente, sobreviviendo a caídas y vibraciones, temperaturas muy altas y bajas y elevada humedad, estando completamente sellada frente al agua y arena.



--------------------------------------------------------------------------------

Este biturbohélice es un descendiente directo del Aeritalia G222, un desarrollo absolutamente italiano que entró en servicio en los años setenta en la Aeronáutica Militar de ese país y que tuvo un moderado éxito de exportaciones. Conserva la arquitectura general de su predecesor, pero con planta motriz (un par de Rolls-Royce AE2100-D2 de 4.637 sph, asociados a hélices de seis palas Dowty R-391) y aviónica de nueva concepción.

El nuevo sistema de aviónica, cuya arquitectura está duplicada y desarrollada bajo el concepto de soporte autónomo, permite operar en cualquier situación operativa, dando una baja carga de trabajo a los pilotos. Por otro lado, el C-27J está dotado de un sistema de autodefensa antimisil, ya que en diversos entornos de vuelo y contextos operativos está amenazado por ingenios de este tipo. Adicionalmente, dispone de un sistema de protección pasiva que limita la explosión de carburante en caso que el ala reciba un impacto. Tiene la posibilidad de montar una sonda para el reabastecimiento en vuelo, de forma que incremente su autonomía.

Una de las grandes ventajas del C-27J es la comunalidad de componentes con el C-130J Hercules, el best seller entre los transportes tácticos actualmente en el mercado, portando los mismos motores, mucha de su aviónica y algunos sistemas de a bordo. Al igual que el G222, también puede efectuar múltiples misiones, como el transporte de tropas y mercancías, sanitarias, lanzamiento de material y paracaidistas, búsqueda y salvamento (SAR), antincendio y apoyo a las operaciones de protección civil.
El Spartan puede despegar y aterrizar en pistas no preparadas de menos de 500 m. con un peso máximo de 30.000 kg., transportando hasta 62 soldados equipados o 46 paracaidistas o, en la variante de ambulancia aérea, 36 camillas y 6 asistentes sanitarios. Las grandes dimensiones del compartimento de carga (2,6 m. de altura y 3,33 de ancho) y la gran resistencia del suelo permiten el transporte de equipos militares completos de grandes dimensiones. El bimotor italiano puede, por ejemplo, transportar motores, tanto de aeronaves de combate como de transporte, incluyendo los de C-130, Eurofighter, F-16 y Mirage 2000, directamente bajo sus puntos de anclaje y sin el aporte de equipos adicionales.

El C-27J fue proyectado, desarrollado y entregado como un avión militar, usando esos estándares para asegurar la robustez, seguridad y prestaciones. El aparato, no obstante, ha estado certificado bajo las regulaciones de aviación civil y cualificado con homologación militar.

Por otro lado, con respecto al pasado, Alenia ha hecho un gran esfuerzo para mejorar la eficiencia logística y de mantenimiento del C-27J, que es muy próxima a la de los aviones comerciales. De hecho, gracias a tecnologías informáticas ya empleadas en el campo civil, este biturbohélice se beneficia de un programa que gestiona de forma óptima el desgaste de los diversos componentes que lo integran. En lo que se refiere a los intervalos de mantenimiento programado, el Spartan tiene una primera revisión a las 750 horas de vuelo, mientras las sucesivas inspecciones A, B y C se realizan a las 1.500, 3.000 y 6.000. En cualquier caso, se trata de un sistema flexible, de forma que todo potencial operador pueda programar el sistema de mantenimiento más adaptado a sus necesidades


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MensajeTema: Re: El C-27J Spartan   Miér 16 Nov 2016 - 10:24

Leonardo demonstrates C-27J capabilities in Latin America
•From Italy to Panama, through Bolivia and Argentina, on to Antarctica
•In Latin America the C-27J is already operated by the Mexican and Peruvian Air Forces
•High mountain operations, unpaved strips, hot and deep cold environments are a perfect match for the C-27J
•Stay tuned with Leonardo twitter accounts for a daily tour update. A dedicated web site for details and insights

A Leonardo-Finmeccanica mult-imission C-27J Spartan aircraft began a tour today that will demonstrate its capabilities to a number of Latin American countries. The aircraft will travel the length of the continent from north to south, from Panama to La Paz, Buenos Aires and on to Argentina’s Antarctic Air Base of Marambio.

The tour will expose the C-27J to the region’s diverse and extreme weather conditions and terrain, to demonstrate not only its robustness and versatility, but also the reliability and proficiency required by such different territories, all characteristics to safely operate in a difficult scenario and already demonstrated in Mexico and Peru. Unlike its competitors in the same class, the C-27J Spartan is designed to respond to military specifications and compared to ts competitors, enjoys the advantage of greater speed, the capacity to fly with heavy payload at high altitude and with a longer range, all factors that makes it a perfect solution for the wide range of military requirements in Latin America. All this is in addition to its unique safety record and ability to land on different types of land strips, in all weather conditions.

Umberto Rossi, Leonardo-Finmeccanica Aircraft Division Head of Marketing and Sales, said: “Latin America is a very significant environment for our C-27J, for both military and humanitarian support roles. We believe that the Spartan aircraft, in both cargo and special version configurations, is an excellent solution for several Armed Forces in the region, as a result of its versatility and operational capabilities, which complies well with the demanding “geography” and long distances of the Latin America region. The C-27J has lower operating costs and higher cargo productivity than similar aircraft.”

The C-27J Spartan is a new generation tactical airlifter with great market success, with 82 aircraft already under contract with 14 operators across five continents. In Latin America the C-27J is already operated by Mexican and Peruvian Air Forces. In the USA the C-27J is operated by the U.S. Coast Guard and the U.S. Special Operations Command of the Army. The latest C-27J customer is Slovakia. Other customers include Australia, Italy, Greece, Romania, Morocco, Bulgaria, Lithuania, Chad and an undisclosed African country

http://www.leonardocompany.com/en/-/c72j-demo-tour-latin-america
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MensajeTema: Re: El C-27J Spartan   Miér 16 Nov 2016 - 13:35

Shocked interesante!!!

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MensajeTema: Re: El C-27J Spartan   Dom 27 Nov 2016 - 10:40

EL C-27J CARGA VEHÍCULOS Y CARGO EN LA PAZ, EL ALTO



El C-27J carga vehículos y cargo en La Paz, El Alto
El tour de demostración del C-27J entra en vivo. Muy apretado el programa de ensayos en vuelo y en tierra organizado con la Fuerza Aérea Boliviana (FAB).

Después de una familiarización inicial con la aeronave en favor del personal de la Fuerza de Tarea Aérea (TLC) "Diablos Negros" de la FAB, que nos acoge en la base militar de El Alto, empiezan los vuelos de demostración con los pilotos y el jefe de carga (responsable cabina) bolivianos. El objetivo es mostrar el alto rendimiento del C-27J actuando desde uno de los aeropuertos más altos del mundo, que se encuentra más de 4000 metros sobre el nivel del mar. Igualmente importantes las pruebas de carga que se llevan a cabo en tierra. Sin ninguna necesidad de preparar específicamente el compartimento de carga, utilizando la notable capacidad de inclinación del plan para facilitar la subida, se consigue cargar con extrema rapidez un vehículo tipo Todoterreno para simular un transporte de despliegue rápido en caso de desastres naturales.

A continuación se cargan tres paletas estándar perfectamente compatibles con el C-130 de la FAB, sin restricción de altura. Finalmente se embarca en el Spartan un vehículo blindado de China 05 ZFB de la categoría de peso de 5 toneladas, sin tener que desmontar alguna parte o desinflar los neumáticos, como pasa a menudo en estos casos con otros aviones de transporte. La extensa sección de carga del C-27J marca la diferencia, permitiendo a la tripulación la salida del vehículo directamente a bordo sin ningún problema!

http://c-27j.latinamerica.leonardocompany.com/es/-/c-27j-la-paz
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MensajeTema: Re: El C-27J Spartan   Jue 1 Dic 2016 - 17:03

CÓRDOBA Y CAMPO DE MAYO: CONTINUA CON ÉXITO EL TOUR DE DEMOSTRACIÓN DEL C-27J EN ARGENTINA

Córdoba y Campo de Mayo: continua con éxito el Tour de Demostración del C-27J en Argentina
Después de La Paz y de una breve parada para repostar en Santa Cruz, en Bolivia, volamos durante horas sobre las praderas verdes y sin límites de la famosa "Pampa", marcadas por mil arroyos de los ríos característicos, entre ellos el impresionante Río Paraná, y aterrizamos en Buenos Aires, Argentina.

Las primeras actividades se llevan a cabo en favor de la Aviación del Ejército argentino. El C-27J se transfiere a la base de Córdoba, la sede de la local Escuela de Aviación y durante los vuelos de conexión algunos pilotos argentinos tienen la oportunidad de familiarizarse con la aeronave, bajo la atenta supervisión de nuestros pilotos de prueba.

En Córdoba se demuestran otras importantes habilidades del versátil Spartan: se presentan una serie de lanzamientos de paracaidistas argentinos, más de 30 hombres por misión, a baja altitud (1.500 pies) en modo restringido, con apertura automática del paracaídas y a mayor altitud (13000 pies) en caída libre (free fall). "El profesionalismo del personal argentino y nuestra experiencia con la aeronave, que se comportó estupendamente, permitió la realización de las operaciones de lanzamiento de manera segura y eficaz", dijo uno de nuestros jefe de carga (responsable de la tripulación de cabina), que observó desde cerca las actividades de lanzamiento. El C-27J demostró finalmente las excelentes cualidades de aterrizaje en la pista sin-preparar en la cercana La Mezquita.

Más tarde, sobre la base de Campo de Mayo, cerca de Buenos Aires, se hicieron varias pruebas de carga de vehículos de carga: cogieron sitio en el interior del Spartan, sin entrenamiento, una ambulancia y algunos vehículos ligeros y armados de tipo Polaris, un pick -up y numerosas motocicletas militares, en una combinación de cargas que demostraron la utilidad de tener una sección de carga particularmente amplia. Por último, las tropas especiales del Regimiento de Asalto Aéreo del Ejército argentino utilizaron el Spartan para realizar una serie de pruebas de desembarque y embarque rápido a través de la rampa trasera abierta, mientras la aeronave llevaba a cabo el rodaje en la pista! Una importante delegación de medios argentinos siguió todas estas interesantes actividades.

Pero el Tour de demostración del C-27J en América Latina todavía no terminó. La siguiente cita prevé la demostración en la Fuerza Aérea Argentina de Buenos Aires, aeropuerto de El Palomar y, más tarde, el destino más sugestivo: Base Marambio en la Antártida!




















http://c-27j.latinamerica.leonardocompany.com/es/-/c27j-argentina-dia-uno
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MensajeTema: Re: El C-27J Spartan   Jue 1 Dic 2016 - 17:22

Que buenas imagenes!

Podrian aprovechar el viaje a Marambio para reducir el esfuerzo de los Hercs en el CAV no?

ok

saludos!
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MensajeTema: Re: El C-27J Spartan   Jue 1 Dic 2016 - 20:39

Kirov escribió:
Que buenas imagenes!

Podrian aprovechar el viaje a Marambio para reducir el esfuerzo de los Hercs en el CAV no?

ok

saludos!

he pensado lo mismo...
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MensajeTema: Re: El C-27J Spartan   Jue 1 Dic 2016 - 20:49

Sres. lamentablemente, esto es un demostración de parte de Leonardo por vender y competir con su producto con el C-295, así de sencillo.

saludos
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