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35-428: U100 may refer to: Embraer U-100 , a Brazilian Air Force utility aircraft German submarine  U-100 , various vessels MSI Wind U100 , a laptop Small Cajal body specific RNA 14 Ultimax 100 , a light machine gun Uppland Runic Inscription 100 Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

70-473: A stall more likely to occur, causing the aircraft to lose altitude. Ice accumulates on helicopter rotor blades and aircraft propellers causing weight and aerodynamic imbalances that are amplified due to their rotation. Anti-ice systems installed on jet engines or turboprops help prevent airflow problems and avert the risk of serious internal engine damage from ingested ice. These concerns are most acute with turboprops, which more often have sharp turns in

105-492: A fleet of four. Embraer was originally planning to deliver 15 Phenom 100s during 2008 and 120–150 aircraft in 2009, however, the company would actually deliver only two aircraft in 2008 and had to reduce its 2009 plan to 97 aircraft. By late 2014, Embraer reportedly had roughly 30 orders outstanding for the aircraft. In mid-2008, it was announced that a new Phenom assembly line would be established in Melbourne, Florida to serve

140-412: A pattern of specific chambers only. The rapid change in shape of the boot is designed to break the adhesive force between the ice and the rubber, and allow the ice to be carried away by the air flowing past the wing. However, the ice must fall away cleanly from the trailing sections of the surface, or it could re-freeze behind the protected area. Re-freezing of ice in this manner was a contributing factor to

175-524: A percussive force initiated by actuators inside the structure which induce a shock wave in the surface to be cleared. Hybrid systems have also been developed that combine the EMEDS with heating elements, where a heater prevents ice accumulation on the leading edge of the airfoil and the EMED system removes accumulations aft of the heated portion of the airfoil. Passive systems employ icephobic surfaces. Icephobicity

210-463: A substantial loss of climb performance with particularly critical consequences if an engine were to fail. This latter concern has resulted in bleed air systems being uncommon in small turbine aircraft, although they have been successfully implemented on some small aircraft such as the Cessna CitationJet . Electro-thermal systems use heating coils (much like a low output stove element) buried in

245-560: A ten-minute thrust rating at 1,820 lb. To reduce operator costs, condition-based maintenance practices have been explored in addition to traditional scheduled routines. The Phenom 100 has a maximum flying range of 1,178 nmi (2,182 km; 1,356 mi) with four occupants and NBAA IFR Reserves. The Phenom 100 has been operated by a variety of different users, including private individuals, companies, fractionals, charter operators, aircraft management companies, and military operators. The Texas Department of Transportation operates

280-452: Is 1.56 m (54.9 ft ). Its structural life is 28,000 flight cycles or 35,000 hours, and it is built of 20% composite materials . Although the Phenom 100 has capacity for four passengers in its normal configuration, it can carry up to seven passengers with a single crew, with an optional side-facing seat and belted toilet . The cabin interior is designed by BMW DesignworksUSA . The aircraft

315-455: Is exhausted through holes in the wings' undersides. A disadvantage of these systems is that supplying an adequate amount of bleed air can negatively affect engine performance. Higher-than-normal power settings are often required during cruise or descent, particularly with one or more inoperative engines. More significantly, use of bleed air affects engine temperature limits and often necessitates reduced power settings during climb, which may cause

350-483: Is not a significant concern with modern boot designs. Pneumatic boots are appropriate for low and medium speed aircraft, without leading edge lift devices such as slats , so this system is most commonly found on smaller turboprop aircraft such as the Saab 340 and Embraer EMB 120 Brasilia . Pneumatic de-Icing boots are sometimes found on other types, especially older aircraft. These are rarely used on modern jet aircraft. It

385-441: Is powered by a pair of rear-mounted Pratt & Whitney Canada PW617-F turbofan engines, each rated to generate a takeoff thrust of 7.2 kN (1,695 lb) at ISA +10 °C. These engines have dual full authority digital engine controls (FADEC). In the event of a single engine failure during takeoff, an automatic performance reserve (APR) function augments engine output to 1,777 lb. Later model PW 617 F–E models have

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420-537: Is self cleaning, and the fluid helps clean the aircraft, before it is blown away by the slipstream. The system was initially used during World War II by the British , having been developed by Tecalemit-Kilfrost-Sheepbridge Stokes (TKS) . Advantages of fluid systems are mechanical simplicity and minimal airflow disruption from the minuscule holes; this made the systems popular in older business jets . Disadvantages are greater maintenance requirements than pneumatic boots,

455-495: Is used for redundancy, especially for aircraft certified for flight into known icing conditions , with additional mechanical pumps for the windshield. Fluid is forced through holes in panels on the leading edges of the wings, horizontal stabilizers, fairings, struts, engine inlets, and from a slinger-ring on the propeller and the windshield sprayer. These panels have 1 ⁄ 400 inch (0.064 mm) diameter holes drilled in them, with 800 holes per square inch (120/cm ). The system

490-558: The North American market. It was subsequently announced that all final assembly work would be transferred to the Florida facility from July 2016; it is reportedly capable of assembling up to 96 Phenoms and 72 Embraer Legacy 450 / Embraer Legacy 500 annually. More than 170 Phenom jets have been produced at the site until June 2016, mainly for the US market. The company had two production lines for

525-471: The Phenom 100 to be used as an air taxi . Embraer also opted to increase personnel on its business jet division. That same month, Embraer announced that it had selected Garmin Aviation 's G1000 electronic flight instrument system (EFIS) to be installed in the cockpit of its new jet. In March 2006, Embraer announced it had completed the aircraft's digital definition phase of development. That same month,

560-607: The Phenom 100EV, the other in Brazil. By November 2016, Brazilian production was on trace to be entirely replaced by the Melbourne line. The Phenom 100 was involved in nine hull losses , including a single fatal accident. On 8 December 2014, a Phenom 100 with tail number N100EQ crashed into a suburban home in Gaithersburg, Maryland , while on approach to the runway at Montgomery County Airpark . Six people were killed; all three on board

595-556: The United States' Federal Aviation Administration . The aircraft is certified as the EMB-500 . The first Phenom 100 delivery took place on 24 December 2008. The Embraer Phenom 100 is a low wing cantilever monoplane with a T-tail and a retractable tricycle landing gear . It has an oval fuselage with a 7.985 m (282 ft ) passenger cabin, a 1.47 m-high by 0.74 m-wide (4.5'x2.1') door and 1.2'x1' windows. Its unpressurized cargo hold

630-450: The aerodynamics of the surface by modifying the shape and the smoothness of the surface which increases drag, and decreases wing lift or propeller thrust. Both a decrease in lift on the wing due to an altered airfoil shape, and the increase in weight from the ice load will usually result having to fly at a greater angle of attack to compensate for lost lift to maintain altitude. This increases fuel consumption and further reduces speed, making

665-429: The airframe structure to generate heat when a current is applied. The heat can be generated continuously, or intermittently. The Boeing 787 Dreamliner uses electro-thermal ice protection. In this case the heating coils are embedded within the composite wing structure. Boeing claims the system uses half the energy of engine fed bleed-air systems, and reduces drag and noise. Etched foil heating coils can be bonded to

700-503: The company augmented its sales efforts with several full-sized mockups of the Phenom 100. That April, expanded plans for the aircraft's production were revealed along with a 3.5% increase in the unit price. The company reportedly aimed to secure 30% of the global market for very light jets. In May 2006, it was announced at the EBACE conference that 50 orders for the Phenom 100 had been secured. Two months later, Embraer released more details on

735-400: The crash of American Eagle Flight 4184 . Older pneumatic boots were thought to be subject to ice bridging. Slush could be pushed out of reach of the inflatable sections of the boot before hardening. This was resolved by speeding up the inflation/deflation cycle, and by alternating the timing of adjacent cells. Testing and case studies performed in the 1990s have demonstrated that ice bridging

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770-413: The development of very light and light jets . Within ten years, it was hoped that the company could become a major provider for the global business jet market. On 9 November of that year, the company announced at the annual NBAA convention the name of its very light jet, the Phenom 100, and displayed a full-scale mock-up of the aircraft. The company stated that it was actively exploring opportunities for

805-437: The electric heater to provide sufficient heat to prevent the formation of ice on the windscreen. However, windscreen electric heaters may only be used in flight, as they can overheat the windscreen. They can also cause compass deviation errors by as much as 40°. One proposal used carbon nanotubes formed into thin filaments which are spun into a 10 micron-thick film. The film is a poor electrical conductor, due to gaps between

840-501: The first PW617-F engines that same month. The following April, the mating between the wing and fuselage of the first aircraft occurred as its assembly neared completion. In June 2007, the prototype was officially rolled out and ground testing of the aircraft commenced shortly thereafter. On 26 July 2007, the prototype Phenom 100 performed its maiden flight from the company's facility in São José dos Campos , Brazil. Two weeks later, it

875-701: The ice protection should be activated on turbofan airplanes that are certified for single-pilot operation. Data from Embraer Phenom 100EV brochure General characteristics Performance Avionics Embraer "Prodigy Touch" Flight Deck (based on Garmin G3000 ) Related development Aircraft of comparable role, configuration, and era Related lists Ice protection system In aeronautics , ice protection systems keep atmospheric moisture from accumulating on aircraft surfaces, such as wings, propellers , rotor blades , engine intakes , and environmental control intakes. Ice buildup can change

910-424: The inside of metal aircraft skins to lower power use compared to embedded circuits as they operate at higher power densities. For general aviation , ThermaWing uses a flexible, electrically conductive, graphite foil attached to a wing's leading edge. Electric heaters heat the foil which melts ice. Small wires or other conductive materials can be embedded in the windscreen to heat the windscreen. Pilots can turn on

945-454: The intake path where ice tends to accumulate. The pneumatic boot is usually made of layers of rubber or other elastomers , with one or more air chambers between the layers. If multiple chambers are used, they are typically shaped as stripes aligned with the long direction of the boot. It is typically placed on the leading edge of an aircraft's wings and stabilizers. The chambers are rapidly inflated and deflated, either simultaneously, or in

980-494: The nanotubes. Instead, current causes a rapid rise in temperature, heating up twice as fast as nichrome , the heating element of choice for in-flight de-icing, while using half the energy at one ten-thousandth the weight. Sufficient material to cover the wings of a 747 weighs 80 g (2.8 oz) and costs roughly 1% of nichrome. Aerogel heaters have also been suggested, which could be left on continuously at low power. Electro-mechanical Expulsion Deicing Systems (EMEDS) use

1015-559: The pending initial operators for the aircraft. In August 2006, the first order from a customer in Latin America was received. During October 2006, the American engine manufacturer Pratt & Whitney had commenced testing of the PW617-F turbofan engines intended for the Phenom 100. In March 2007, development of the aircraft was reportedly proceeding to schedule, Embraer took delivery of

1050-415: The plane, and three more in the home on the ground. The National Transportation Safety Board (NTSB) investigation have concluded that the probable cause of the accident was a pilot's misconduct related to not turning the deice system and inappropriate landing performance speeds for the weather conditions and airplane weight. They recommended the development of a system that can automatically alert pilots when

1085-494: The shape of airfoils and flight control surfaces , degrading control and handling characteristics as well as performance. An anti-icing, de-icing , or ice protection system either prevents formation of ice , or enables the aircraft to shed the ice before it becomes dangerous. Aircraft icing increases weight and drag, decreases lift, and can decrease thrust. Ice reduces engine power by blocking air intakes. When ice builds up by freezing upon impact or freezing as runoff, it changes

U100 - Misplaced Pages Continue

1120-487: The title U100 . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=U100&oldid=1159845185 " Category : Disambiguation pages Hidden categories: Short description matches Wikidata All article disambiguation pages All disambiguation pages Embraer U-100 During April 2005, Embraer's board of directors approved

1155-418: The weight of potentially unneeded fluid aboard the aircraft, the finite supply of fluid when it is needed, and the unpredictable need to refill the fluid, which complicates en route stops. Bleed air systems are used by most large aircraft with jet engines or turboprops. Hot air is "bled" off one or more engines' compressor sections into tubes routed through wings, tail surfaces, and engine inlets. Spent air

1190-440: Was invented by B.F. Goodrich in 1923. Sometimes called a weeping wing, running wet, or evaporative system, these systems use a deicing fluid—typically based on ethylene glycol or isopropyl alcohol to prevent ice forming and to break up accumulated ice on critical surfaces of an aircraft. One or two electrically-driven pumps send the fluid to proportioning units that divide the flow between areas to be protected. A second pump

1225-439: Was transferred to Gaviao Peixoto, where the majority of the flight test programme was conducted. In March 2008, it was announced that serial production of the aircraft would commence in the following month. During flight testing, issues with the aircraft's ice protection system and flaps were uncovered. During December 2008, the Phenom 100 was awarded its type certificate by both Brazil's National Civil Aviation Authority and

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