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Noto che somiglia moltissimo al Predator.
CIAO!!!
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Global Hawk Discussione
#1
Scritto il 13 gennaio 2006 - 21:45
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Ecco una discussione sul Global Hawk.
Noto che somiglia moltissimo al Predator.
CIAO!!!
Noto che somiglia moltissimo al Predator.
CIAO!!!
Torna in alto
#2
Scritto il 13 gennaio 2006 - 21:47
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Sen'è già parlato da qualche parte, comunque è tutt'altra cosa rispetto al predator, diciamo che in pratica non ci azzecca nulla 
Comunque ti consiglio sempre Wikipedia
Comunque ti consiglio sempre Wikipedia
#3
Scritto il 13 gennaio 2006 - 21:55
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http://en.wikipedia....iki/Global_Hawk
questo è l'articolo su wikipedia
le notizie sul global hawk sono frammentate in varie discussioni che trattano altri temi, questa potrebbere essere un buon punto per riunire il tutto, quindi lascio
questo è l'articolo su wikipedia
le notizie sul global hawk sono frammentate in varie discussioni che trattano altri temi, questa potrebbere essere un buon punto per riunire il tutto, quindi lascio
Questo messaggio è stato modificato da dread: 13 gennaio 2006 - 21:56
#4
Scritto il 13 gennaio 2006 - 22:01
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Comunque il Global Hawk e il Predator si assomigilano esteticamente.
La tecnica sarà tutt' altra cosa.
Comunque è un bel drone il Global Hawk.
CIAO!!!
La tecnica sarà tutt' altra cosa.
Comunque è un bel drone il Global Hawk.
CIAO!!!
#5
Scritto il 14 gennaio 2006 - 11:01
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Il Predator è quasi un giocattolino in confronto al Global Hawk.
Basta confrontare dimensioni, pesi, sistema di propulsione, prestazioni...
Basta confrontare dimensioni, pesi, sistema di propulsione, prestazioni...
#6
Guest_intruder
Scritto il 03 marzo 2009 - 18:01
Australia has dropped plans to buy the Northrop Grumman RQ-4 Global Hawk for maritime surveillance, citing program delays that would have created a workload clash with the proposed introduction of Boeing P-8 Poseidons mid next decade.
The Australian defense force does not have the resources to introduce both aircraft at once, and so it has chosen the indispensable manned surveillance aircraft over the unmanned one. The decision means that Australia will cease to be a partner in the U.S. Navy program for deploying the Global Hawk in the maritime role, a program called the Broad Area Maritime Surveillance (BAMS).
The move also suggests an increasingly cautious approach to program management by a defense force that has suffered from unusually serious project foul-ups over the past decade.
“The delivery schedule for the United States Navy’s BAMS program has slipped and resulted in the earliest possible in-service date for the BAMS aircraft moving out to 2015,” says Defense Minister Joel Fitzgibbon.
“Introducing such an advanced new aircraft at this time would have caused incredible workforce pressures on the Australian Defense Force, particularly given the requirement to transition the Air Force’s AP-3C Orion fleet to a new manned surveillance aircraft [the Boeing P-8 Poseidon] in the same time period,” the minister says.
Australia isn’t ruling out deploying the drones for maritime surveillance in the future, and will monitor progress BAMS and similar programs.
In announcing the decision Australia stresses that it has no doubts about the viability of BAMS.
“The Australian government has every confidence that the United States Navy BAMS program will deliver a very capable, uninhabited aircraft. However, at this stage in the development of this project, it is in Australia’s best interests to not knowingly risk incurring the unmanageable workforce chaos that would result.”
Australia has chosen the Poseidon to replace its updated Lockheed Martin P-3C Orions
http://www.aviationweek.com/aw/generic/sto.../AUST030209.xml
#7
Guest_intruder
Scritto il 30 aprile 2009 - 18:17
Payton Slams Northrop Grumman On Way Out
By Amy Butler www.aviationweek.com
During her final days in office, former U.S. Air Force acquisition chief Sue Payton fired off a letter to Northrop Grumman saying she was “increasingly concerned” about the company’s management of the Global Hawk high-altitude unmanned aerial system program.
Payton’s April 7 letter to Gary Ervin, president of Northrop Grumman Aerospace Systems, outlines a series of problems that had contributed to her concerns, including: “poor design, workmanship and failure to follow production processes, which have contributed to delays in the Global Hawk development program,” according to a copy obtained by Aviation Week.
In response, Northrop Grumman “does not agree with Ms. Payton’s evaluation of the program,” according to Cynthia Curiel, vice president of communications for the company’s Aerospace Systems sector.
Yet, senior Air Force and Defense department officials are in the midst of establishing a new schedule for Global Hawk initial operational test and evaluation (IOT&E). Previously the target was to execute IOT&E for Block 20/30 aircraft by November.
Weatherington
Dyke Weatherington, deputy director of the Pentagon’s UAS Task Force, says he expects at least a six-month slip.The delay is due to “a number of relatively small issues,” but come on top of each other and “conservative” test approach and throughput issues at Edwards Air Force Base, according to Weatherington. “It has just piled up and they are behind on flight testing.”
Payton’s tone appears to have changed since a December interview with Aviation Week. At that time, she expressed concerns about the Multi-Platform Radar Technology Insertion Program (MP-RTIP) radar sensor bound for Global Hawk Block 40 but she did not include Global Hawk itself among the programs she considered to be under duress. In her April 7 letter, however, Payton says that problems with MP-RTIP and Global Hawk “compound my concern about an enterprise-wide failure [at Northrop] in supporting the Air Force.”
Payton notes the detachment of the landing gear door on the first Block 20 Global Hawk during its maiden flight, faults with the Integrated Mission Management Computer, problems with ruddervator torque that resulted in fleet grounding. and the “inadequate” quality of the Enhanced Integrated Sensor Suite designed for use on the Block 20 and 30 UAVs. She further says additional company sales of Global Hawk variants to NATO and Germany are detracting from a focus on the Air Force program, she adds.
Current USAF officials declined to comment about the letter despite repeated requests. David Van Buren is now the acting assistant secretary of the Air Force for acquisition since Payton left in mid-April. Weatherington said cost growth associated with the IOT&E slip is likely to be around “tens of millions” of dollars.
Moreover, more than half of the issues identified by Payton “were resolved long before the IOT&E date was established,” an industry source says. And Northrop has been praised privately for rapidly recovering from issues found during test flights, this source claims.
“We do know there has been a huge growth in testing requirements levied on the program, and we’ve been working with the Air Force to reduce those testing requirements as much as possible,” says Ed Walby, business development director for Northrop’s Global Hawk program.
By Amy Butler www.aviationweek.com
During her final days in office, former U.S. Air Force acquisition chief Sue Payton fired off a letter to Northrop Grumman saying she was “increasingly concerned” about the company’s management of the Global Hawk high-altitude unmanned aerial system program.
Payton’s April 7 letter to Gary Ervin, president of Northrop Grumman Aerospace Systems, outlines a series of problems that had contributed to her concerns, including: “poor design, workmanship and failure to follow production processes, which have contributed to delays in the Global Hawk development program,” according to a copy obtained by Aviation Week.
In response, Northrop Grumman “does not agree with Ms. Payton’s evaluation of the program,” according to Cynthia Curiel, vice president of communications for the company’s Aerospace Systems sector.
Yet, senior Air Force and Defense department officials are in the midst of establishing a new schedule for Global Hawk initial operational test and evaluation (IOT&E). Previously the target was to execute IOT&E for Block 20/30 aircraft by November.
Weatherington
Dyke Weatherington, deputy director of the Pentagon’s UAS Task Force, says he expects at least a six-month slip.The delay is due to “a number of relatively small issues,” but come on top of each other and “conservative” test approach and throughput issues at Edwards Air Force Base, according to Weatherington. “It has just piled up and they are behind on flight testing.”
Payton’s tone appears to have changed since a December interview with Aviation Week. At that time, she expressed concerns about the Multi-Platform Radar Technology Insertion Program (MP-RTIP) radar sensor bound for Global Hawk Block 40 but she did not include Global Hawk itself among the programs she considered to be under duress. In her April 7 letter, however, Payton says that problems with MP-RTIP and Global Hawk “compound my concern about an enterprise-wide failure [at Northrop] in supporting the Air Force.”
Payton notes the detachment of the landing gear door on the first Block 20 Global Hawk during its maiden flight, faults with the Integrated Mission Management Computer, problems with ruddervator torque that resulted in fleet grounding. and the “inadequate” quality of the Enhanced Integrated Sensor Suite designed for use on the Block 20 and 30 UAVs. She further says additional company sales of Global Hawk variants to NATO and Germany are detracting from a focus on the Air Force program, she adds.
Current USAF officials declined to comment about the letter despite repeated requests. David Van Buren is now the acting assistant secretary of the Air Force for acquisition since Payton left in mid-April. Weatherington said cost growth associated with the IOT&E slip is likely to be around “tens of millions” of dollars.
Moreover, more than half of the issues identified by Payton “were resolved long before the IOT&E date was established,” an industry source says. And Northrop has been praised privately for rapidly recovering from issues found during test flights, this source claims.
“We do know there has been a huge growth in testing requirements levied on the program, and we’ve been working with the Air Force to reduce those testing requirements as much as possible,” says Ed Walby, business development director for Northrop’s Global Hawk program.
#8
Guest_intruder
Scritto il 01 giugno 2009 - 17:00
Global Hawk Emergency Prompts Hard Landing
Jun 1, 2009
By Amy Butler aviationweek.com
A U.S. Air Force Global Hawk unmanned air system (UAS) experienced an in-flight emergency May 28 during a test sortie at Edwards Air Force Base, Calif., that resulted in a hard landing, according to service officials.
The incident took place late in the evening, they say. The aircraft involved, which is parked on the dry lakebed at the base, is in the Block 20 configuration. This Global Hawk version has an extended wingspan and is designed to carry 3,000 pounds of payload. Air Force officials expect this configuration to eventually assume the high-altitude surveillance role now handled by the U-2.
The lakebed landing was directed by officials during the flight, according to multiple sources. One Air Force official at the Pentagon said it was “not a big deal,” though officials did not disclose how much damage may have been done to the aircraft. The test flight was believed to have been part of envelope expansion work to increase gross weight take-offs and landings.
This was unfortunate timing for a flight incident; it occurred the night before Air Force officials briefed Ashton Carter, the incoming Pentagon acquisition czar, on the Global Hawk program as part of a Defense Acquisition Board (DAB) review. USAF officials briefed Carter about the incident but drew no conclusions pending an investigation, according to a Pentagon official.
The DAB is in the midst of establishing a new initial-operational test and evaluation plan for the Block 20/30 Global Hawk. At least a six-month slip is expected from earlier plans, which called for the testing to take place from August to November.
Jun 1, 2009
By Amy Butler aviationweek.com
A U.S. Air Force Global Hawk unmanned air system (UAS) experienced an in-flight emergency May 28 during a test sortie at Edwards Air Force Base, Calif., that resulted in a hard landing, according to service officials.
The incident took place late in the evening, they say. The aircraft involved, which is parked on the dry lakebed at the base, is in the Block 20 configuration. This Global Hawk version has an extended wingspan and is designed to carry 3,000 pounds of payload. Air Force officials expect this configuration to eventually assume the high-altitude surveillance role now handled by the U-2.
The lakebed landing was directed by officials during the flight, according to multiple sources. One Air Force official at the Pentagon said it was “not a big deal,” though officials did not disclose how much damage may have been done to the aircraft. The test flight was believed to have been part of envelope expansion work to increase gross weight take-offs and landings.
This was unfortunate timing for a flight incident; it occurred the night before Air Force officials briefed Ashton Carter, the incoming Pentagon acquisition czar, on the Global Hawk program as part of a Defense Acquisition Board (DAB) review. USAF officials briefed Carter about the incident but drew no conclusions pending an investigation, according to a Pentagon official.
The DAB is in the midst of establishing a new initial-operational test and evaluation plan for the Block 20/30 Global Hawk. At least a six-month slip is expected from earlier plans, which called for the testing to take place from August to November.
#9
Scritto il 02 giugno 2009 - 02:06
Scritto il 02 giugno 2009 - 02:06
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Non ho capito bene... L'incidente è occorso ad un velivolo sperimentale della versione incrementata del Global Hawk?
#10
Guest_intruder
Scritto il 10 giugno 2009 - 19:51
Global Hawk Testing Awaits Investigation
Jun 10, 2009
Amy Butler and Guy Norris aviationweek.com
USAF says Global Hawk's unmanned attributes facilitated impromptu lakebed landing Printed headline: Sortie Spoiler
Testing of the Global Hawk unmanned aerial system (UAS) at Edwards AFB, Calif., was halted pending investigation of a May 28 emergency landing that was prompted by a spoiler malfunction during a test sortie.
The landing occurred at 11:53 p.m., and is being hailed by Maj. Gen. David Eichhorn, Flight Test Center commander there, as a serendipitous success due to the availability of the massive Rogers Dry Lake Bed, which is used by the space shuttle for landings.
Global Hawk air vehicle 9 (AV-9) was about 9 hr. into a sortie designed to characterize performance of the Raytheon Enhanced Integrated Sensor Suite when the first indication of a malfunction emerged. "The descent from altitude was not proceeding according to profile and the spoilers were not responding as predicted," according to Edwards officials.
Eventually, the aircraft landed after an unexpectedly long, unpowered glide. Once on the lakebed, the Global Hawk's right main landing gear struck one of NASA's Precision Approach Path Indicator (PAPI) lights for shuttle landings that are located on the path to Runway 22L. The light fixtures are trailer-mounted, but are considered fixed units, as they are not usually moved once aligned. In the incident, the UAS's main right gear struck both the light and the trailer and was partially sheared off in the process; the UAS's sensors are intact, though. NASA adds that for the upcoming STS-127 International Space Station mission a spare light will be put in place.
The Global Hawk landing is notable for two reasons. "Landing on the lakebed would not be an option with a manned aircraft since the lakebed runways are unlit, but the unmanned Global Hawk wouldn't know the difference," Eichhorn says. The PAPI system provides slope indications for the shuttle, but is not suitable for landing manned aircraft. Secondly, the endurance of the aircraft allowed enough time for officials to come up with a contingency plan.
Engineers and contractors toiled for about 7 hr. while the aircraft remained in flight overhead--Global Hawk is designed to exceed 24 consecutive hours of flight--to "find a way to safely recover what engineers formerly believed to be an unlandable configuration," they say.
At issue was how to decrease speed enough upon approach to increase the chances of recovering the aircraft and its expensive sensors intact. "Letting the aircraft land 'normally' would result in failure of the landing gear . . . because lack of spoilers would cause the aircraft to touch down too fast and then bounce back into the air," Eichhorn says in a June 2 commentary published on Edwards AFB's web site. "It's the next landing that's extremely nasty. The aircraft would float up and up and then nose over to come back down. The subsequent landing would be hard enough to fail the gear."
At about 11:30 p.m., officials decided to shut off the engine to allow the aircraft to glide on its approach and reduce speed upon touchdown. Eichhorn comments that this was a "daring plan," noting that--as with shuttle landings, including one on May 31 on the lakebed--landing without engines eliminates the opportunity for a second attempt. "The aircraft floated . . . far further than anyone expected. . . . It landed about 6, maybe 7 mi. down the runway," Eichhorn says.
He says he is "impressed" with how well the UAS withstood the collision after touchdown. The landing gear "didn't collapse for several more thousand feet."
Eichhorn says officials are "keeping their fingers crossed" that damage will cost less than $1 million, which is the threshold for a Class A mishap review.
The plan for an unpowered landing attempt also takes a lesson from the playbook of the high-flying U-2 spy aircraft, which will eventually be replaced by the Global Hawk. Like the U-2, the Global Hawk was designed to collect intelligence above 60,000 ft., a requirement that drove engineers to design the system for a steep climb rate to maximize the time for each sortie at altitude. And with both systems, this design presents challenges for a landing. The spoiler is engineered to increase drag during descent for landing, allowing the aircraft to stably reach the ground at a safe speed.
U-2 landings require the pilot to stall the engine upon approach, effectively decreasing speed fast enough to drop the aircraft onto the runway. On its centerline landing gear, the U-2 touches down and then glides to rest on one of its wings, which are reinforced to handle this wear and tear.
An investigation is ongoing to determine why the spoiler malfunctioned.
In the meantime, Pentagon acquisition chief Ashton Carter conducted a review on May 29 of Global Hawk, during which he was briefed on the incident. The Pentagon hasn't yet released the outcome of this review. A new schedule to accommodate a delay to the initial operational test and evaluation schedule for the Block 20/30 Global Hawk hasn't yet been released; this delay existed before the May 28 incident. Pentagon officials have suggested the delay could slip those flight trials, which were set for August, by about six months.
Jun 10, 2009
Amy Butler and Guy Norris aviationweek.com
USAF says Global Hawk's unmanned attributes facilitated impromptu lakebed landing Printed headline: Sortie Spoiler
Testing of the Global Hawk unmanned aerial system (UAS) at Edwards AFB, Calif., was halted pending investigation of a May 28 emergency landing that was prompted by a spoiler malfunction during a test sortie.
The landing occurred at 11:53 p.m., and is being hailed by Maj. Gen. David Eichhorn, Flight Test Center commander there, as a serendipitous success due to the availability of the massive Rogers Dry Lake Bed, which is used by the space shuttle for landings.
Global Hawk air vehicle 9 (AV-9) was about 9 hr. into a sortie designed to characterize performance of the Raytheon Enhanced Integrated Sensor Suite when the first indication of a malfunction emerged. "The descent from altitude was not proceeding according to profile and the spoilers were not responding as predicted," according to Edwards officials.
Eventually, the aircraft landed after an unexpectedly long, unpowered glide. Once on the lakebed, the Global Hawk's right main landing gear struck one of NASA's Precision Approach Path Indicator (PAPI) lights for shuttle landings that are located on the path to Runway 22L. The light fixtures are trailer-mounted, but are considered fixed units, as they are not usually moved once aligned. In the incident, the UAS's main right gear struck both the light and the trailer and was partially sheared off in the process; the UAS's sensors are intact, though. NASA adds that for the upcoming STS-127 International Space Station mission a spare light will be put in place.
The Global Hawk landing is notable for two reasons. "Landing on the lakebed would not be an option with a manned aircraft since the lakebed runways are unlit, but the unmanned Global Hawk wouldn't know the difference," Eichhorn says. The PAPI system provides slope indications for the shuttle, but is not suitable for landing manned aircraft. Secondly, the endurance of the aircraft allowed enough time for officials to come up with a contingency plan.
Engineers and contractors toiled for about 7 hr. while the aircraft remained in flight overhead--Global Hawk is designed to exceed 24 consecutive hours of flight--to "find a way to safely recover what engineers formerly believed to be an unlandable configuration," they say.
At issue was how to decrease speed enough upon approach to increase the chances of recovering the aircraft and its expensive sensors intact. "Letting the aircraft land 'normally' would result in failure of the landing gear . . . because lack of spoilers would cause the aircraft to touch down too fast and then bounce back into the air," Eichhorn says in a June 2 commentary published on Edwards AFB's web site. "It's the next landing that's extremely nasty. The aircraft would float up and up and then nose over to come back down. The subsequent landing would be hard enough to fail the gear."
At about 11:30 p.m., officials decided to shut off the engine to allow the aircraft to glide on its approach and reduce speed upon touchdown. Eichhorn comments that this was a "daring plan," noting that--as with shuttle landings, including one on May 31 on the lakebed--landing without engines eliminates the opportunity for a second attempt. "The aircraft floated . . . far further than anyone expected. . . . It landed about 6, maybe 7 mi. down the runway," Eichhorn says.
He says he is "impressed" with how well the UAS withstood the collision after touchdown. The landing gear "didn't collapse for several more thousand feet."
Eichhorn says officials are "keeping their fingers crossed" that damage will cost less than $1 million, which is the threshold for a Class A mishap review.
The plan for an unpowered landing attempt also takes a lesson from the playbook of the high-flying U-2 spy aircraft, which will eventually be replaced by the Global Hawk. Like the U-2, the Global Hawk was designed to collect intelligence above 60,000 ft., a requirement that drove engineers to design the system for a steep climb rate to maximize the time for each sortie at altitude. And with both systems, this design presents challenges for a landing. The spoiler is engineered to increase drag during descent for landing, allowing the aircraft to stably reach the ground at a safe speed.
U-2 landings require the pilot to stall the engine upon approach, effectively decreasing speed fast enough to drop the aircraft onto the runway. On its centerline landing gear, the U-2 touches down and then glides to rest on one of its wings, which are reinforced to handle this wear and tear.
An investigation is ongoing to determine why the spoiler malfunctioned.
In the meantime, Pentagon acquisition chief Ashton Carter conducted a review on May 29 of Global Hawk, during which he was briefed on the incident. The Pentagon hasn't yet released the outcome of this review. A new schedule to accommodate a delay to the initial operational test and evaluation schedule for the Block 20/30 Global Hawk hasn't yet been released; this delay existed before the May 28 incident. Pentagon officials have suggested the delay could slip those flight trials, which were set for August, by about six months.
#11
Scritto il 21 aprile 2011 - 09:56
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Salve a tutti, sono una ragazzo che frequenta l'itis elettrotecnico e mi piacerebbe realizzare una tesina sul global hawk però sul web non si reperiscono moltissime informazioni o almeno non abbastanza per completare una tesina intera... vorrei sapere se per cortesia qualcuno che sicuramente è piu informato di me sa darmi delle informazioni tecniche e non... grazie
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