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Dassault Falcon 5X Bombardier Challenger 300 Skyacht One
January - March 2014
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C ontents 03 Editorâ€™s Note 04 Flight Trax Arun Sharma Editor-in-chief
Bell Helicopter announces new helicopter assembly facility in Louisiana
C ontents 46 51
42 Bombardier Challenger 300 50
SKYACHT ONE A PLACE FOR EVERY OCCASION.
Dassault Unveils Falcon 5X
Every aspect of the Lineage 1000E has been designed to ensure you enjoy the most comfortable flight, with a newly-designed interior featuring over a thousand superior improvements. The Lineage 1000E caters to every part of your journey and each of its five cabin zones features enhanced sound proofing for the ultimate privacy. With luxurious dining and lounge areas, new seats and divans, you will always arrive fully refreshed. In fact, when youâ€™ve finished dining, you may wish to turn the space into a meeting area.
62 Events 64
You will never need to worry about excess baggage. The Lineage 1000E has the largest walk-in, in-flight accessible baggage compartment of any executive jet in the world. Luxury, every step of the way.
Londonâ€™s Posh Private Clubs Now In India - SANCTUM
Aviation in Indiaâ€Ś Potentially Fracturedâ€Ś.
hat Indian aviation has great underlying potential so it is said. But where is this potential? The market continues to explore
ambitious projects in expectation of drastic reforms which is some distance away and operators continue with hope that things would change soon. With the size and population of our country the number of aircrafts that we have is not something to be proud of. On one hand costs of operations continue to increase with no substantial improvement in service while on the other hand ground service providers continue to levy charges at international standards for service much to be desired for and with no justifications of the charges. Low cost carrier has turned out to be just a myth.
Current sector prices are similar for all the airlines. Sector ticket price for low cost airlines almost match up to the leading full service carrier with absolutely no service other than inflight sales and free water. It just shows that we are quick to adopt the cheapest way to service and highest way to charge a customer who has little choice. But yes now with Air Asia full service other airlines will be forced to provide services at par. The core issues of infrastructure continues to make headlines even after almost a decade there are no serious attempt to address the industryâ€™s core challenges, of high fuel prices, airport charges and cost of services that do not justify the charges. All this problems are further compounded by a sharp depreciation of the Rupee which makes new operations totally unviable. Leading OEM have seen a drop in deliveries in corporate aviation for the year ending 2103. We hope that 2014 addresses issues that would make the operations of general aviation more user friendly.
Boeing to increase 737 production rate to 47 aircraft in 2017
With a record undelivered backlog of more than 3,400
consolidate the process of â€œbridgingâ€? into production for the
737s on its books, Boeing has announced it will increase
production to 47 aircraft per month in 2017, the fastest rate ever achieved for any jet airliner.
Boeing adds that the combined rate represents almost a 50% increase since 2010. Overall orders for all 737 versions now
The move, which has been anticipated for some time, comes
stand at around 11,200, of which some 6,500 are made up
as Boeing prepares to ramp-up production of the existing
of the CFM56-powered 737 Next Generation. The company
737 Next Generation model to 42 per month in the first half
also holds firm orders and memorandam of understanding
of 2014 and begin assembly of the follow-on 737 MAX family.
for more than 1,600 CFM Leap-1B-powered MAX versions.
Boeing currently makes 38 737s a month at its Renton,
Airbus, which holds orders for around 2,600 re-engined
Wash., site and is setting up a new assembly line within
A320neos, currently plans to increase the production rate
the facility to produce the initial MAX aircraft alongside the
for its single-aisle twinjet from the current 42 per month to
current 737 models. The transition to 47 a month in 2017
44 in 2017. However, the European manufacturer also has
partly reflects the sustained backlog demand for the current
signaled a potential follow-on rate increase to up to 50 a
model, as well as the production build-up to support the
month later in the decade.
MAX, first deliveries of which will begin in the third quarter of that year. Boeing says that the combined 737 Next Generation and MAX output will be 560 aircraft per year, as the company works to 4
Boeing likewise is thought to be contemplating even higher production numbers, having contacted its suppliers with prospective plans to go to a rate as high as 52 per month, pending increased demand for the MAX beyond 2019.
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Bombardier considering options as it proceeds with CSeries tests Bombardier is looking at several scenarios for the rest of the CSeries flight-test
schedule implications, but will only come to conclusions over the next few months, says President and CEO Pierre Beaudoin. Beaudoin, however, declined to confirm if there will be another delay in testing beyond what has already been announced. “We are evaluating what is the right decision from an investment perspective and for everybody involved,” he said yesterday during the company’s third-quarter earnings call. Bombardier is deciding between a tight flight-test schedule, which would require using more prototypes at the same time, or using fewer, which would require a longer flight-test program but limit the cash drain incurred by the company. “All of this is being discussed with many stakeholders and we are trying to get to the best financial result for everybody,” Beaudoin said. Bombardier’s plan always has been to deliver the first aircraft 12 months after the Sept. 16 first flight, but that timing now looks increasingly doubtful. Many investors believe the first CS100 will be delivered in the first quarter of 2015, at the earliest. The company conducted the fourth test flight with its first CSeries prototype on Oct. 30. The calibration flight lasted 1.5 hr. and Beaudoin stressed that the flight-test program is going according to plan. Following first flight, the prototype flew again on Oct. 1 and then again on Oct. 3. The third flight took the aircraft to 25,000 ft. and Mach 0.60. The hiatus of more than three weeks had always been planned, 6
said Beaudoin, and was used to complete software updates and vibration tests that had not been concluded prior to first flight. “We are where we thought we would be,” Beaudoin said. FTV-2, the second flight-test aircraft, is expected to fly “in the coming weeks,” but Beaudoin did not say if that meant by year-end. And in spite of the slow pace of new orders, Beaudoin claims to be confident about the aircraft’s sales prospects. “We feel good about reaching our target of 300 orders at entry into service,” ne noted. Bombardier now has 177 combined orders for the CS100 and CS300. In spite of the dwindling backlogs, Beaudoin still sees “quite a few opportunities” for Q400 and CRJ orders with existing and new customers. He also confirmed that Bombardier is considering a higher-capacity, unstretched variant of the Q400. In the third quarter of 2013, aerospace revenues for Bombardier fell from $2.3 billion to $2 billion due to a lower level of deliveries, partly because of the transition to of the Learjet 70 and 75 programs. The aerospace division achieved a $86 million operating profit, compared to $118 million a year earlier. Mainly because of CSeries-related expenses, Bombardier Aerospace generated a $406 million negative free cash flow
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Embraer aims for market share with new lineage
Embraer is hoping to capture market share in the VVIP
The extra range is a particular advantage for flights out
category from Boeing and Airbus with the rollout of the
of Teterboro, N.J., because it opens up a number of new
Lineage 1000E. The new aircraft is 500 lb. lighter thanks to
markets, including Shannon (Ireland) and Los Angeles, says
the removal of a dozen windows and the forward service
Augusto Salgado da Rocha, senior manager for product
door, and it sports a redesigned five-zone interior.
strategy and sales engineering.
The new version of Embraer’s top-of-the-line Lineage
The range and fuselage changes are among a number of
business jet has an extended range, a redesigned interior,
design efforts on the Lineage. The aircraft will come with a
new equipment and other changes. The new Lineage will
redesigned interior with layout flexibility. It has five zones
have an additional 200 nm of range, which Embraer was able
with two rigid doors to provide separate rooms. Taking
to squeeze out by removing the 500 lb. of weight.
much more of an executive-jet approach to the design,
Since the aircraft is derived from the Embraer 190 jetliner, it was designed with two forward doors. On the original Lineage, Embraer would block off the door, since it was not necessary on a business jet, and plug numerous passenger windows that were blocked by the interior features. Embraer has redesigned the airframe without the second forward door and removed the “mirage” windows to
Embraer looked at details such as reducing galley noise level, Salgado da Rocha says. The 1000E will also host the newest Honeywell Ovation Select inflight entertainment and cabin management package, which is completely digital and has iPad and touch-screen controls. Also new on the 1000E: options for autoland and E2VS (Embraer Enhanced Vision System) with head-up display and EVS together.
provide a cleaner, smoother look on the outside and create a
Marco Tulio Pellegrini, senior VP of operations and COO
substantial weight savings.
for Embraer’s Executive Jets division, notes that increasing
Embraer also redesigned the routing of the harnesses, used lighter attachments for CMS/IFE architecture, and reduced cabinetry weight. The result is more payload for the same range, a range of 4,440 nm at high-speed cruise and of 4,600 nm at Mach 0.78.
market share with the Lineage “was kind of a challenge.” Embraer won Brazilian certification of the aircraft in 2008, and FAA certification followed in early 2009. Since then, the company has delivered about two dozen units, but a number of them are shuttle variants. Only about 14 of those were strictly Lineages. The 1000E is here at NBAA on display at Henderson Executive Airport.
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Beechcraft sale speculation resurfaces once again
Beechcraft reportedly has instructed Credit Suisse to
to buy the company from Raytheon. It also is a little less
approach prospective buyers, including Cessna Aircraft, just
than the $1.79 billion that Chinese-backed Superior Aviation
months after the manufacturer emerged from an extensive
Beijing had planned to pay for Beechcraft.
Chapter 11 reorganization. “I’ve heard that rumor,” Beechcraft’s executive vice president, sales and marketing
While Beechcraft is returning to stability and profitability
Shawn Vick told Aviation Week. “We are not in the business
on its aging family of pistons and turboprops, the King
of responding to rumors – and that’s all it is.”
Air product line is considered a “cash cow” that held up well through the downturn and one with no real direct
Beechcraft is not commenting further on the Bloomberg
competitor. Beechcraft’s services business is also seen as
report, but CEO Bill Boisture last summer noted to Aviation
lucrative, with a customer base of many thousands of King
Week that three of the company’s major shareholders
Airs and Hawkers still in service.
specialize in distressed properties. With that in mind, he said, it was reasonable to wonder if they are long-term owners.
The sale of Beechcraft would likely be independent of its
Talking to Aviation Week, one senior Beechcraft executive
efforts to dispose of the Premier and Hawker 4000 jet lines.
added, “Am I surprised by the suggestion that someone
Beechcraft has been hoping to conclude that sale by the end
might want to buy us? No, given our performance so far in
of the year.
2013, I am not. We have had a terrific year.”
As for speculation surrounding Cessna, Scott Donnelly,
Beechcraft’s creditors took ownership of the company in
chairman of Cessna’s parent company Textron, told
February in exchange for erasing close to $2.5 billion in debt.
analysts last year that parts of Beechcraft were of interest
Beechcraft reportedly could fetch $1.5 billion, less than half
to Cessna and that Textron was monitoring the bankruptcy
the $3.3 billion that Goldman Sachs and Onex paid in 2007
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AgustaWestland still in contention for Indian Helo awards
AgustaWestland is still in contention for two helicopter
Meanwhile, AgustaWestland has formally requested the
contracts in India, despite the bribery scandal surrounding
Indian defense ministry have bilateral discussions with
its sale of AW101 helicopters to the Indian air force. The
the company on the VIP program, in response to Indian
Anglo-Italian defense firm is bidding for a 56 Naval Utility
government maneuvering to cancel the deal.
Helicopters (NUH) contract and to supply 14 twin-engine helicopters to the Indian coast guard.
The Indian government had ordered the AW101s as part of a €560 million ($754 million) contract. The aircraft were to be
Defense Minister A.K. Antony confirms the company is still
used by the IAF Air Headquarters Communication Squadron
in the running for both programs. “Since no decision to
for the VIP/head-of-state mission, replacing a small fleet
debar the company from participation in the procurement
of specially modified Mil Mi-8s. India has already received
process has so far been taken, the bids are under process,”
three of the helicopters; the remaining nine are due to
Antony says. India’s Central Bureau of Investigation (CBI) is
be delivered by this year. According to a defense ministry
investigating 13 people it suspects are involved in bribery
official, 70% of the approximately $700 million due has been
surrounding the purchase of the VIP transport helicopters
put on hold until the federal investigation report is final. But
from the Finmeccanica subsidiary.
an AgustaWestland official says, “the deal is still active, as
India has suspended all payments and has threatened to cancel the purchase of the AW101 helos altogether
we haven’t received any communication from the Indian government regarding the cancelation of the contract.”
if the charges of bribery to middlemen in India and abroad
Finmeccanica denies all wrongdoing, and investigations by
both Italian and Indian authorities are continuing. The CBI’s
The NUH request for proposals (RFP) was issued in August 2012, before CBI’s inquiry into the VIP helicopter case. The RFP for the Indian coast guard helicopters was issued in November 2012. Two companies have bid for NUH, and three for the coast guard program.
probe should be completed in the coming months. The move follows the Feb. 12 arrest in Italy of Finmeccanica Chairman and CEO Giuseppe Orsi by investigators looking into whether AgustaWestland paid kickbacks worth around €50 million ($67 million) to secure the sale when Orsi was in charge of the company. Aviators
FAA grants HondaJet type inspection authorization
“Achieving FAA Type Inspection Authorization is a tremendous
is ready for FAA pilots to perform onboard flight tests
milestone for the HondaJet program and a significant step
required for certification. Nose-to-tail FAA review during
toward type certification,” said Michimasa Fujino, president
this final testing phase will pave the way for HondaJet type
and CEO of Honda Aircraft Company. “We have successfully
certification and the first deliveries to HondaJet customers.
demonstrated through ground and flight testing that the HondaJet will meet certification requirements. We are now
“We have been working closely with the FAA to finalize our
ready to begin the final stage of certification flight testing
certification schedule for the HondaJet,” said Fujino. “Based
with FAA pilot participation.”
on the recent FAA type certification of the HF120 turbofan engine and this TIA milestone achievement, we can expect
Type Inspection Authorization is a pivotal point in the
aircraft type certification in the first quarter of 2015 with
development and certification of a new aircraft. It signifies
deliveries following immediately after.”
that the HondaJet meets type design requirements and
First Eclipse 550 delivered Fred L. Phillips, president of Shreveport, La.-based Petrolift Aviation Services, is taking delivery of the first production Eclipse 550, says Mason Holland, CEO and president of Eclipse Aerospace. Phillips has owned two Eclipse 500 light jets, including a 2007 model originally delivered to DayJet. His new 550 is complete with optional SVS and Lexavia IR EVS, XM satellite weather, dual FMS with WAAS LPV GPS receivers and antiskid brakes supplied by Yankee Pacific. “Love the airplane and I love the company,” Phillips says.
lead vocalist for rock band Iron Maiden, recently earned his
Separately, Holland announced that 7,000-hour ATP-rated
Eclipse 500 type rating. Dickinson now plans to invest in a
pilot and aviation enthusiast P. Bruce Dickinson, former 14
UK-based Eclipse 550 distributorship.
Dubai International’s runway closures details
Starting in May 2014, both of Dubai International Airport’s
Talking of maintenance inspections during runway closures,
runways are being overhauled, and for an 80-day period
Rucker explained, “The official version says no general
business aviation will not be permitted to use the airport.
aviation traffic during the 80 days, but we might get one arrival and one departure per week for aircraft coming in for
The northern runway 12L/30R is nearing the end of its design
life and requires resurfacing, new entry and exit taxiways, and upgraded runway lights. The southern runway will also
We will probably try to find outsourcing solutions and take
get new taxiways.
tools and staff to an alternative hangar in Sharjah or DWC. This will be a challenge!”
It is thought that diverted traffic will go to Dubai World Central’s Al Maktoum International Airport (DWC), or to
Dubai Airports CEO Paul Griffiths says that from May 1
Sharja or Al Bateen. “After those 80 days, and when people
there will be full-time closure of the southern runway and
have become familiar with the setup in DWC, I don’t believe
single runway operations on the northern one. The end of
Dubai International Airport will want to take business
May will see completion of the southern runway and closure
aircraft back,” mused Michael Rücker, senior VP and general
of the northern one. Operations from both runways will
manager at Jet Aviation’s facility there.
resume on July 20.
Flexjet expands Learjet 85 order
Flexjet is expanding its recently announced record-breaking
a commitment to place orders and options for up to 245
order with Bombardier to include additional Learjet 85s, the
Bombardier business aircraft valued at $5.2 billion. The deal,
prototype of which is due to make its first flight by year-end.
which is yet to be finalized, sees Dallas-based Flexjet maintain its operations and branding independent of Cleveland-based
The original order, which sees deliveries starting in 2014 and
continuing through 2018, includes 25 Learjet 75s, 30 Learjet 85s, 20 Challenger 350s and 10 Challenger 605s, valued
Kenn Ricci, principal of Directional and chairman of Flight
at $1.8 billion. Options include up to another 160 aircraft,
Options, says the new aircraft will “regenerate the fleet”
raising the total potential value to $5.2 billion, with deliveries
and will provide an opportunity to introduce a series of new
stretching through 2024.
interiors. “Maybe we’ve dumbed down the product too much, so we think there’s an opportunity to do more with
The expansion converts 30 Learjet 85 options into firm
that. So we worked with Bombardier with the Learjet 75 LXI
orders, and adds a further 20 options to the deal. Overall
and modified the interior to provide more space and a series
firm orders have therefore increased to 115 aircraft, and the
of designer interiors. Even though each one will be configured
options to 150. The value also climbs to $5.6 billion.
the same, each will be bespoke in its own way.” The batch of
Directional Aviation Capital on Sept. 5 announced plans to acquire Flexjet from Bombardier for $185 million and
aircraft coming for Flexjet will therefore incorporate up to six different interiors. Aviators
Cessna’s Citations delivers continue to be affected
Cessna Aircraft’s business jet delivery woes continued into
jets. He notes that the company has begun to take orders for
the third quarter with shipments dipping to 25 units, down
the new Sovereign since it has actively marketed the aircraft
from 41 units last year, resulting in another quarterly loss,
in recent months. M2 sales have already been strong enough
Cessna parent Textron reported Oct. 18.
that Cessna last summer was considering adding delivery slots in its production plans. But Donnelly declined to detail
Cessna posted a $23 million loss in the quarter, compared
production ramp-up plans for either quarter.
with a $30 million profit a year ago. The third-quarter results follow a $50 million loss in the second quarter, when
Backlog increased in the third quarter by $61 million to $1.07
deliveries plummeted by 50% to 20 business jets.
billion, in part due to low levels of Citation production. But it also improved on sales activity with the Sovereign, M2s
Textron Chairman and CEO Scott Donnelly, noting slight
and Latitude – which is slated to fly next year. Donnelly
delays in the M2 and Sovereign program and continued
noted that sales of those programs have gotten better and
market weakness, warned in July that the third quarter was
“certainly better in September.”
expected to be down. But speaking to analysts Oct. 18, he called the continued market weakness “disappointing” and
While the new product has been generating interest and
said the market has “gone down lower than we would ever
orders, he concedes that the existing Citation lines are
have imagined it to go down.”
struggling to compete against used copies on the market at depressed prices. Prices continued to soften in the third
Textron scaled back its revenue estimates for Cessna, but
quarter, making sales of new aircraft difficult. Cessna earlier
Donnelly was optimistic there would be better results in the
this year firmed its pricing, saying customers were previously
fourth quarter, with certifications and deliveries expected to
asking for prices that were so low that it wouldn’t make
begin for both the new Cessna Citation Sovereign and M2
sense to produce the aircraft.
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Embraer delivers first Phenom 300 to Chinese customer
Embraer delivers its first Phenom 300 light-jet to a Chinese
small Chinese built turboprop aircraft and is available
customer. Embraer have delivered the first of their $8.76m
Phenom 300 light-jets to a Chinese customer.
More than 200 Phenom 300′s have been delivered but only
The Phenom 300 joins the rapidly expanding fleet of Erdos
three are operated in Asia, with the other two aircraft being
General Aviation Co Ltd – which operates almost 20 mainly
registered in Indonesia.
GKN to create fuel tanks for FlightSafety adds ADS-B Bell relentless course to eLearning GKN Aerospace has won a multimillion-dollar, life-of-
FlightSafety International will offer a new Web-based
program contract from Bell Helicopter to develop and supply
Automatic Dependent Surveillance
crashworthy, state-of-the-art fuel tanks for the new Bell 525
course as part of its eLearning programs. The objective of the
Relentless helicopter. The fuel tanks will be manufactured
course is to develop the pilot’s knowledge of ADS-B system
using the company’s newly developed, lightweight fuel
operation, and both the normal and abnormal operating
cell material, which enables it to produce fuel tanks that
- Broadcast (ADS-B)
weightless than comparable in-service tanks and also meet the rigorous performance requirements for Technical
The training will be conducted in accordance with FAA
Standing Order(TSO C80) and FAR Parts 27 and 29. First
Advisory Circular 90-114 and addresses the requirements of
deliveries of developmental units will be made to Bell in Fort
FAR Part 91.225 and 91.227. The course is expected to be
Worth later this year.
available by the end of November.
Aerion reports progress on aerodynamic quest
Natural laminar flow will play a large role in next-generation
Backed by Robert Bass, an entrepreneur with a $22 billion
business jets, says Aerion Corp. Although best known for
portfolio, Aerion is a viable company, the executives say.
its own supersonic program, its technology is already being
“We’re going to get where we said we were going to go”
tapped to make business jets go farther or faster.
in developing a supersonic business jet to be built by as-
Aerion is working with a couple of manufacturers on nearterm applications for natural laminar flow (NLF) on transonic platforms, “and for them, these will probably be stepping stones to a supersonic business jet,” Aerion vice chairman Bryan Barents and CEO Doug Nichols. These aircraft will feature low-sweep, thin wings with sharp leading edges, optimization of the wing-to-fuselage join to enable minimum drag and maximum efficiency, and cruise speeds in the order of mid-0.9 Mach. They will be optimized for greater efficiency and longer range at high speed for a given aircraft weight and fuel load, or lower speeds and even greater range improvements. “We’re helping develop the next generation with Aerion technology,” they maintain. “To date, performance improvements have been driven by propulsion technology. We’re harnessing the power of aerodynamics as well as propulsion.” 24
yet unknown OEMs. “We’re intensely focused on moving the supersonic business jet forward and making it a commercial reality. There is a lot going on that we cannot disclose publicly.” What Aerion can say is that it is growing. In late 2012 it acquired long-time strategic partner Desktop Aeronautics, bringing its computational fluid dynamics software inhouse, and this year it has hired three more PhD-level aerodynamicists. And in conjunction with NASA’s Dryden Flight Center, it completed tests in April on a natural laminar flow plate flown at up to Mach 2 beneath an F-15. Results will help qualify Aerion’s software and show that tolerance-critical natural laminar flow wings can be manufactured with today’s technology and maintained in service.
BMW Motorrad Mumbai Navnit Motors Atria Mall, Annie Besant Road, Worli, Mumbai - 400018, India Tel: +91 22 2481 3326 | Mobile: +91 9870 677177 | Fax: +91 22 2481 3336 Aviators www.bmw-motorrad.com
Embraer progressing on Legacy 500, 450
Almost a year after Embraer flew its first midsize jet, the
until November 2012 as it worked to address authorities’
Legacy 500, the company is preparing to fly its smaller
concerns about the flight control system.
sibling, the Legacy 450. Now, with three prototypes having logged more than 650 The two models, essentially the same aircraft sized for
of the planned 1,500 hr. of flight tests, authorities appear
different markets, are part of the Brazilian airframer’s
impressed by the system, says Embraer test pilot Eduardo
ambitious agenda to offer a product in every major business
Camelier. FAA and European Aviation Safety Agency pilots
have flown the aircraft within the past six weeks, he says, and their feedback was positive.
Embraer filled the entry¬ level and light¬ jet niches with its Phenom 100 and 300, the super ¬midsize and large markets
While flight testing has not yet hit the halfway point, Embraer
with the Legacy 600/650, and the ultra large with the
has amassed 4,500 hr. of ground evaluations on its “iron
Lineage. Now comes the Legacy 500, an aircraft targeted for
bird” and performed 16,000 hr. of systems testing. A good
the midsize market but with a cabin closer to super¬ midsize.
part of this was accomplished before first flight, setting up a smoother test program.
Delayed more than a year by software issues with its fly¬by-¬wire system, the 500 is progressing toward certification
Embraer is checking off key tasks, with test aircraft SN001
in the first half of 2014. Embraer actually rolled out the
undergoing artificial ice¬ shape trials and scheduled for
initial 500 in December 2011, but first flight did not follow
avionics and autopilot certification, along with steep
approach tests. SN002, which flew in February, will be used
da Rocha, senior manager for product strategy and
for natural icing and crosswind tests, along with external
noise certification. The primary difference is the target market. With its flat SN003, meanwhile, made the Legacy 500’s first public
floor, 6¬-ft. height and 6-¬ft. width, the 500 cabin is more
appearance at the European Business Aviation Conference
comparable to that of a super ¬midsize aircraft. But Salgado
and Exhibition in May and is here this week. It has undergone
da Rocha stresses, “We aren’t trying to be super¬ midsized.”
avionics and cold ¬soak tests and is now in high-¬intensity
That category typically has ranges of 3,400 nm or more, but
radiated fields and lightning trials. Certification of the
he says, “we don’t want to go there.” Instead, Embraer is
450 is expected to follow about a year behind the 500.
comfortable offering a 3,000 ¬nm -range midsize aircraft
Marco Tulio Pellegrini, senior vice president and COO of
with the first full fly¬-by-¬wire system in the category.
Embraer Executive Jets, says it may well fly by year’s end.
The goal, he says, is to “create a new standard for the
The fuselage was joined in August, and wings were mated in
segment.” The same holds true for the 450, which is shorter
but has the same flat floor and cross¬ section and nearly 2,300¬ nm range.
With about 95% systems commonality, much of the work accomplished on the 500 can roll over to the 450, particularly
Embraer is not detailing sales of the 500, which is priced
for iron¬ bird trials. Some cables and tubing need to be
at $18.4 million, more than $1 million less than Cessna’s
shortened, but the same rig will be used.
Citation X but also $1 million more than Bombardier’s new Learjet 85. Embraer is also mum on the 450, priced at $15.25
Embraer is working toward a common type rating for
million, just above Cessna’s new Latitude.
both aircraft, which are powered by Honeywell HTF7500E turbofans producing 6,500 lb. thrust for the 500 and 6,080 lb.
But Pellegrini points to a Jetnet forecast that midsize jets
for the 450. The aircraft share the same cockpit with Rockwell
will be among the fastest growing categories in the next
Collins Pro Line Fusion avionics. Operating procedures and
few years. And company executives believe they are well
aircraft handling will be the same, says Augusto Salgado
positioned to capitalize on that growth.
Beechcraft investing in new Turboprop development Beechcraft is upping its product development
300% as the company studies potential for a new singleengine turboprop, derivative diesel variants of its Beechcraft Bonanza and Baron aircraft and upgrades and/or derivatives of its King Air and other models, says Shawn Vick, president of
Services Co. The increases in research and development spending follow the February emergence of the company from Chapter 11 bankruptcy protection, which enabled Beechcraft to shed more than $2 billion in debt. It also comes as the company recently increased its deliveries overall by nearly 50% and King Air deliveries by 80%. At the same time, the company took in the highest number of bookings in three years. Vick says the company was not yet ready to detail specifics on the new product development efforts, but he stresses that they will be focused on only turboprop and piston aircraft. He does say, however, that the company expects to bring new diesel variants of the Bonanza and Baron aircraft to market by the end of 2014. The company in the fall indicated interest in exploring a new single-turboprop, and Vick says the company remains “highly interested” in that market. Research is continuing on
such a product with more specifics anticipated over the next couple of years. Beechcraft is not working on a new twin turboprop “for now,” Vick says, but would not rule out the possibility longterm. However, the company is looking at enhancements throughout its product line, including the King Air series. Beechcraft, meanwhile, has been encouraged by the stronger market for the King Airs, particularly in Europe, where sales grew by nearly 50% from 2008 to 2012, compared with the previous five years. France and Germany are the largest markets for the King Air, at 78 each, with the U.K. following, at 74 aircraft. Aviators
Honeywell: Fewer deliveries, but $250B market through 2023
A softening of purchase expectations in several regions
But Honeywell says this dip is more due to program delays
led Honeywell Aerospace to scale back its 10-year forecast
than a decline in demand. This is true for a number of
for new aircraft deliveries, but the increasing preference
programs. Cessna’s new Citation X has been pushed into
for large-cabin, long-range aircraft is keeping the
2014, while the Learjet 70/75 series was not expected until
anticipated dollar value of those deliveries at the same level
this quarter. The Learjet 85 and Embraer Legacy 500 had
as previous forecasts.
already been delayed until 2014, while other programs may
In its latest Business Aviation Outlook, Honeywell predicts a market for 9,250 new business jets valued at $250 billion
be slowed by the recently ended government shutdown that lasted more than two weeks.
through 2023. The forecast is down from last year’s prediction
Rob Wilson, president, Honeywell Business and General
of 10,000 new business jets through 2022. Honeywell, which
Aviation, says the market is still “spotty,” depending on the
surveys more than 1,500 business jet operators along with
region, but that it is showing all the classic signs of the early
original equipment manufacturers to develop its annual
rebound stages. Honeywell is more optimistic for 2014, with
outlook, found operators plan to replace 28% of their fleets
a number of new aircraft slated to head to market. More
over the next five years.
operators are also indicating plans to take delivery sooner
This is down by 2% from last year’s survey, but still up from pre-2006 averages of about 25%. Honeywell’s forecast sees
than they had in previous surveys, giving Honeywell more confidence that modest growth may return next year.
an average of 4%-5% annual growth, although that likely
The preference for large cabins continues to grow, pushing
won’t begin until next year. Honeywell believes deliveries
up the overall value of the business aviation market over the
will be down again this year, coming in at between 600-
next 10 years. When asked what were the most important
625 business jets. This is a decline from the 672 business
factors in purchase decisions, operators ranked range at the
jet deliveries that the General Aviation Manufacturers
top of the list, followed by cabin size, Wilson says. Honeywell
Association reported for 2012.
found that 55% of new purchase plans are for large-cabin
aircraft. The large-cabin group will also represent 80% of the value of new business jets, the forecast predicts. “The trend toward larger cabin aircraft with ever-increasing range expectations and advanced avionics is seen more strongly than ever in this year’s survey,” Wilson says. But at the same time, he says midsize aircraft will also be a growing segment and may actually eclipse large-cabin deliveries based on a compound annual growth rate. Purchase expectations are pointing to a shift back to the North American market, which accounts for
in Latin America. Like the BRIC countries, purchase plans in
61% of projected demand. Demand from North America
Latin America are well above the world average of 39% that
was up eight points from last year’s survey, the first time in
plan to make a purchase. Of those purchase plans, 52% are
recent history that demand has grown from North America,
anticipated in the next three years – again far more “front-
Honeywell says. Wilson calls the potential improvement
loaded” than the world average. The stability in Latin America
in the North America market welcome news and says it
and jump in North America bodes well for the midsize and
should help spur momentum as other regions soften their
light-jet markets that have struggled over the past five years.
anticipated growth rates.
Honeywell sees development work across all platform sizes,
Operators in the so-called BRIC countries – Brazil, Russia,
in both announced and unannounced projects, Wilson
India and China – have lowered their purchase expectations
says. He sees flight and fuel efficiency, along with evolving
from 46% of their existing fleets to 42% this year, but still rank
next-generation air traffic management technologies such
among the strongest markets for demand. China remains a
as ADS-B, serving as drivers in upcoming projects. The
strong market, Wilson says, but anticipated demand from the
fractional market has not played a significant role in new
Asia-Pacific Region overall dropped from 34% of the fleet last
deliveries in recent years, accounting for only 20 new jets
year to 24% this year. Honeywell believes this is a short-term
this year. But a number of major orders have boosted the
decline that could stem in part from “moderations of past
industry’s backlog, and Honeywell believes these deliveries
exuberance and economic tempering affecting the region’s
should begin picking up in 2014. But it is unclear whether
major economies.” Honeywell notes that forecasts predict a
future fractional deliveries will be replacements or represent
strong recovery in the region next year. Wilson also cautions
a fleet expansion.
that a smaller pool of operators can skew the numbers with small changes.
Flight activity has been improving for both fractional and charter operations, but overall remains flat. North America
Purchase expectations also dropped for operators based in
has shown signs of slight increases, but Wilson notes this
Europe, the Middle East and Africa, while remaining stable
stems primarily from international arrivals and departures. Aviators
Nextant to rebuild King Air C90s with GE engines “I love the King Air,” says McGeough, a former senior Beechcraft executive. “It’s a great entry-level product.” Nextant retained business aviation analyst Argus to conduct market research before it finalized its plans for the King Air. Nextant is hoping to bring the new G90XT to market next year, a timeline that is much more aggressive than the Nextant Aerospace is returning to Beechcraft products to add a second airframe to its remanufacturing business, this time targeting the King Air C90 twin turboprop. Nextant has teamed with both GE and Garmin to offer the G90XT, an upgraded C90 with GE H80 engines in place of the current Pratt & Whitney PT6As, and a Garmin 1000 avionics suite instead of the Rockwell Collins Pro Line 21.
nearly four years it took to bring the 400XT – now the XTi – to market. But McGeough believes the timeline is doable, particularly since both Garmin and GE hold supplemental type certificates for their products on the C90. Systems integration and other engineering work remains, leading Nextant to hold back on firm specifications. Nextant also is not yet ready to provide a firm price, McGeough says, adding that it will follow the company’s philosophy of coming to market at about half the price of new, or roughly
While Nextant’s move to add another Beechcraft aircraft to
$2 million. Nextant plans to follow the same formula with
its product line is not a surprise, the choice of the King Air is.
the G90XT as the 400XTi, where it is stripped down and
Nextant was long believed to have been eying the Hawker
returned to “like new” status. The aircraft will come with
series to join its 400XTi jet, which is a remanufactured
new warranty and support, along with training options.
Beechjet 400 with new engines, avionics and interior.
Asked about going head-to-head with Beechcraft once again,
Nextant President Sean McGeough maintains that the King
McGeough says he does not see the G90XT competing with
Air is a logical choice for a number of reasons. The King Air
new C90GTxs, but rather attracting a different customer
remains a strong seller, particularly in the current economy.
base. He also believes it will help the market for new as the
More than 2,000 C90s have been delivered, providing a large
program will help shrink the available fleet on the market,
population of used aircraft upon which to draw.
which will strengthen values for both used and new.
A high percentage of the fleet is on the market, driving
Beechcraft is competing head-on with Nextant’s 400XTi,
down resale values and making it easier to acquire for
offering an upgraded 400XPR version with winglets, new
remanufacturing. Also, McGeough notes, the C90 is in the
engines and avionics. But Nextant has a several years jump
entry-level market niche, which Nextant “knows pretty well.”
on the 400XPR, which has not yet reached market, but is
And, not the least of which, it is a family that could provide
anticipated in upcoming months. Beechcraft also has been
growth opportunity for Nextant down the road.
working with Rockwell Collins on a new Fusion flight deck for the King Air 350.
Bombardier derives additional capacity from Q400 Today’s standard Q400 carries as many as 80 seats. Rather than going the way to develop an additional large turboprop Bombardier found a way to squeeze another six seats into its Q400 by offering an option to convert the airplane’s forward baggage door into a passenger exit. The new interior design would replace cargo capacity with as much as another row and a half of passenger seats, raising the Q400’s total seating capacity to 86. Still, to gain enough room for the 86 seats, designers needed to limit seat pitch to 29 inches.
India threatens Finmeccanica with blacklisting The Indian defense ministry has threatened to carry out the
strongest action provided in the integrity pact ... that
“strongest action” if Finmeccanica acted corruptly in the sale
includes cancellation of the contract and blacklisting the
of helicopters to the Indian air force (IAF).
companies. But before CBI’s report, I don’t want to jump
The move follows the arrest in Italy of Finmeccanica chairman and CEO Giuseppe Orsi on Feb. 12 by investigators exploring whether AgustaWestland paid kickbacks worth around €50 million ($67 million) to secure the sale of 12 AW101 VIP helicopters to the IAF in 2010, when Orsi was in charge of the AgustaWestland division. Finmeccanica has promoted COO Alessandro Pansa to take over for Orsi. He will serve as both COO and CEO. The current head of AgustaWestland, Bruno Spagnolini, was placed under house arrest at the same time as Orsi. India has opened its own investigation into the scandal and the purchase of the helicopters has reportedly been put on hold, with payments
to any conclusion. “Under the terms of the integrity pact, if corruption is proved, then we can cancel the contract and get back whatever money that has been paid,” he says. “We are examining everything.” he pointed out that in the recent past, the government had blacklisted six firms, four of which were “big” international companies. “Nobody will be spared,” he added. Antony pushed aside any suggestions that the IAF’s original requirements were modified to suit the Italian firm. “The recommendation was made by the IAF and the Special Protection Group on security considerations,” he said. “The government accepted this.”
being withheld until the inquiry is complete. Indian Defense
Asked whether other deals with Finmeccanica will be
Minister A.K. Antony says his ministry won’t allow corruption
affected, Antony says it will depend on the CBI report on the
in any military deal and strong measures will be taken if the
deal. Finmeccanica officials were expected to meet late on
federal investigative agency detects bribery in the deal.
Feb. 13 to discuss governance during the crisis. The arrests
“We have requested CBI [Central Bureau of Investigation] for an early inquiry,” Antony says. “I can assure you that the moment we get a report from CBI, we will take [the]
have essentially decapitated two of Italy’s largest companies. Shares in the conglomerate, which is 30% owned by the Italian government, closed down 4% that evening. Aviators
Nextant: G90XT ‘Natural Fit’ despite Beechcraft objections
After the 400XTi, everybody knew that Nextant would do
although he says that it won’t be defined until the G90XT is
another aircraft, but nobody guessed it would be the King
properly established in the market. The next aircraft will be
Air C90. Nextant did consider new modifications for Hawker
in a class above the 400XTi.
or Falcon jets, but the enthusiasm and support from GE and Garmin pushed the King Air to the top of the line, says
McGeough is disappointed, but not surprised, at Beechcraft’s
Nextant Aerospace president Sean McGeough. “Our secret
hostility to the G90XT – if only because the OEM reacted in
sauce is to pick a solid airframe then go to work on the
the same way to the 400XTi program. “Every one of those
engines, avionics and interior. The C90 was a natural fit to
aircraft could provide aftermarket business for the OEM,
those criteria; it allows us to start walking customers up our
a business that they really need, so I am surprised that
product line – and there are 1,500 C90s out there that we
Beechcraft wants to turn away potential customers. But it
doesn’t stop us. They keep forgetting that the FAA sanctions what we do, the same as any OEM. Our STCs are blessed and
Nextant’s G90XT was actually born in Geneva at this year’s
authorized by all the proper authorities, who have given us
EBACE convention, where the three partners sat down and
their full support.”
identified the King Air as the perfect entry-level product at the right price. “$2 to 3 million is the sweet spot,” says
For the G90XT program Nextant will use the existing STCs
McGeough; “it allows you to transition up from a single, then
held by Garmin and GE – “We just have to merge the two,”
to the 400XTi and then to our next product.” McGeough
says McGeough, “and we’ve already proved we can do that.
is clear that a third Nextant aircraft program is coming,
Those STCs are in place, and that’s why we say we can make the first deliveries this time next year.”
Flexjet, flight options position as complementary siblings The Flexjet acquisition originally stemmed from a desire to increase the Flight Options fleet, with a larger medium-sized or super midsized fleet, Ricci says. Directional and Flight Options executives had been negotiating with both Embraer and Bombardier over the potential acquisition of either a fleet Legacy 500s or Learjet 85s. Bombardier has long been thought to have wanted to spin off Flexjet, and rumors of a potential sale heightened after the manufacturer began selling Challengers to rival fractional operator NetJets. Former Flexjet President Fred Reid had told that Bombardier had been pushing Flexjet to become ---a more independent operation, and said, “There was never a hard and fast rule that said Bombardier will only sell its planes in the fractional space … to Flexjet. Bombardier is first and foremost a manufacturer.” Flexjet officials have also long maintained that operation was an important venue for Bombardier aircraft, helping to launch The acquisition of Flexjet assets by Flight Options owner Directional Aviation Capital will spur an evolution of both fractional ownership providers, with one positioned as the premium, high-end brand and the other selling a value proposition, company executives say.
to acquire Flexjet from Bombardier for $185 million and a commitment to place orders and options for up to 245 Bombardier business aircraft valued at $5.2 billion.
its operations and branding independent of Clevelandbased Flight Options. While the two are competitors, Kenn Ricci, principal of Directional and Flight Options chairman, companies
complementary operations, serving different clientele with different requirements. 36
for Flexjet’s assets from Directional, it is maintaining that pipeline. Directional has stated an interest in maintaining its focus on Bombardier aircraft. And, that price is augmented the Challenger products, but the Learjet program – which has struggled during the economic downturn. The firm order, which will begin delivery in 2014 and continue through 2018, includes 25 Learjet 75s, 30 Learjet 85s, 20
Under the plans, Dallas-based Flexjet will maintain
Bombardier is collecting a relatively modest $185 million
with an important order that ensures a pipeline not only for
Directional Aviation Capital on Sept. 5 announced plans
products and work out a service history on them. While
Challenger 350s and 10 Challenger 605s valued at $1.8 billion. Options include up to another 160 aircraft, raising the total potential value to $5.2 billion, with deliveries stretching through 2024. That order not only will provide some replacement, but Flexjet President Deanna White says it includes a growth
component. This is important for Flexjet, which has not grown since the downturn and remains a smaller version of the operation it was in 2008. The fleet has roughly maintained around the 80-aircraft mark, while new fractional business remained a tough sell. White says that with Directional’s background in operations, “It’s a great opportunity to take Flexjet to the next level.” At the same time though, both Directional, Flight Options and Flexjet executives are cognizant of the fine lines of operating two entities that at least in a broad sense are competitors.
He also notes that neither operation is in a distressed
Executives are saying having both operations will provide a
situation. Both are operating well. “Time is on our side to
range of choices. Flexjet will remain the “premium brand,”
take a thoughtful look at the two products.” The overarching
maintaining a fleet of Bombardier aircraft that are among
plan, though, is “to maintain the Flight Options and Flexjet
the youngest in the industry.
Flight Options, meanwhile, will be the “value brand,”
White says she does not rule out collaboration between
primarily offering shares in the Nextant remanufactured
the two companies where it makes sense. “There will
400XTs, along with a fleet of Embraer Phenoms and Citation
always be opportunities for us to work together,” she says.
Xs, White says.
But she adds that the companies will work to rationalize their differentiation.
Ricci acknowledged the potential overlap between Flexjet’s Learjet 75 and Flight Options’ Phenom 300. But taking that into account, the executives custom designed the Learjet 75 to differentiate between the two products. The Flexjet Learjet 75s will be an “lxi” model that will be designed with two fewer seats (four), more legroom, a cabin door, ottomans and a number of high-end amenities that cater to a
As for Directional, Flexjet is its single largest acquisition, Ricci says, but likely will not be its last. The focus to date has primarily been on the U.S. market, but “we can’t ignore the global market.” He hints that may be the next target of opportunity, particularly at a time when things are being sold at bottom-level prices.
higher-end customer. Ricci says the company is comfortable
Directional already has one of the largest independent
with downsizing seating capability in the Learjets since the
business aviation portfolios in the market, and says, “With
smaller planes average 2.3 passengers. “We were more
its commitment to investing in private aviation, Directional
interested in legroom,” he says. Ricci says the company will
will continue to seek out additional businesses that can join
display the new interior at the National Business Aviation
its continually expanding portfolio.”
Association Business Aviation Convention and Exhibition next month. Aviators
Bell Helicopter announces new helicopter assembly facility in Louisiana
ompany will create 115 jobs and invest $11.4
while Bell will invest $11.4 million in equipment and tooling.
million in equipment and tooling; State will
LED estimates the aerospace project will result in another
fund new hangar at Lafayette Regional Airport
136 new, permanent indirect jobs, for a total of more than 250 new jobs in Acadiana. Bell Helicopter selected Louisiana
LAFAYETTE, Gov. Bobby Jindal and Bell Helicopter CEO
for the new facility after a highly competitive site-selection
John Garrison announced the company will build its
process in which several states were seriously considered.
new SLS helicopter line at Lafayette Regional Airport, leading to the first modern-era aircraft assembly facility in
Bell Helicopterâ€™s production of the five-seat, single-
Louisiana history. The project will create 115 new direct
engine, turbine helicopter will unveil a contemporary
jobs averaging more than $55,000 per year, plus benefits,
version of the aircraft pioneered by the company
Bell Helicopter more than 50 years ago as the JetRanger. The SLS – or
officials in Fort Worth, Texas. The Lafayette Economic
Short Light Single – will focus on safety, efficiency and
Development Authority, or LEDA, and the Lafayette Airport
reliability through the use of advanced technology.
Commission also played key roles in landing the assembly facility. To secure the project, the State of Louisiana offered
Gov. Jindal said, “Bell Helicopter ranks among the most
a competitive incentive package that includes performance-
well-known aerospace companies, and we are proud that
based grants of $4.0 million for lease support, $3.8 million
Louisiana’s world-class workforce, outstanding business
for infrastructure and equipment, and $0.2 million to
climate and incomparable infrastructure combined to
reimburse relocation expenses. Louisiana also will provide
attract this exciting project to our state. Louisiana is a
the comprehensive solutions of LED FastStart® – the nation’s
state with a long history in helicopter and aerospace
No. 1-ranked state workforce development program.
production. Companies in our state include three of the largest civilian helicopter operators in the world, along
Bell Helicopter will lease space for its SLS assembly operation
with aerospace production from contractors like Lockheed
in a new 82,300-square-foot, $26.3 million hangar facility at
Martin and Boeing. Today’s announcement signals that
Lafayette Regional Airport that is being funded by the State of
Louisiana is ready to further expand its presence and
Louisiana. The new hangar facility will be owned by Lafayette
leadership in the aerospace industry, creating quality career
Regional Airport and built on a 14.5-acre site there that is
opportunities for our people for generations to come.”
located adjacent to U.S. Highway 90. Construction will begin in the first half of 2014. Bell will begin hiring employees for
Bell Helicopter announced plans to re-enter the SLS market at
the new facility by 2015, and assembly operations will start
the 2013 Paris Air Show in June. The SLS aircraft will feature
by 2016 following certification of the facility and the aircraft.
a load capacity of 1,500 pounds, a speed of 144 mph, and a cruising range of more than 400 miles. The SLS is designed to
The Bell Helicopter assembly facility represents the latest
support a wide variety of operations and is aimed heavily at the
in a series of aerospace industry project wins for Louisiana.
export market. Target customer segments include utility, law
In August, AAR Corp. announced the establishment of a
enforcement, civilian flight training and other applications.
750-employee Aircraft Maintenance, Repair and Overhaul (MRO) facility for wide-body aircraft at Chennault
“Bell Helicopter defined the short light single market nearly
International Airport in Lake Charles, La. In conjunction
50 years ago with the JetRanger, and our customers are again
with the AAR project, Louisiana is establishing a national
asking for a high-performance, high-value Bell product in
Aircraft MRO Center of Excellence that will serve Northrop
this category,” Garrison said. “We have taken this challenge
Grumman and other aviation service providers. Northrop
seriously and are focused on delivering an aircraft that is not
Grumman and its predecessors have performed Aircraft
only competitively priced, but offers features and capabilities
MRO operations for more than two decades at Chennault.
customers have come to expect from Bell Helicopter. We considered several sites for this new facility, and Louisiana’s
Louisiana’s aerospace industry also includes a long lineage
proposal demonstrated the state’s commitment to
of spacecraft assembly operations at Michoud Assembly
economic development. The state’s established aerospace
Facility in New Orleans, ranging from the first stage of
industry and exceptional workforce training programs
NASA’s Saturn V rocket to the Space Shuttle external tanks
were also key factors in our decision to make Louisiana
and current development of NASA’s Space Launch System
a partner in expanding our manufacturing footprint.”
and Orion spacecraft. The Shreveport-Bossier City metro area in north Louisiana is home to the U.S. Air Force Global
LED began discussions with Bell Helicopter about a potential
Strike Command and Eighth Air Force, both headquartered
assembly facility in July, following a May visit with company
at Barksdale Air Force Base, while the Naval Air Station Aviators
Bell Helicopter Joint Reserve Base in Belle Chasse, La., near New Orleans, represents a strategic air defense hub. Lafayette and the Acadiana, Bayou and Southwest regions of Louisiana anchor a helicopter industry that has served the offshore oil-and-gas, aerospace training and emergency services sectors for decades. PHI Inc. (headquartered in Lafayette), ERA Helicopters LLC (headquartered in Lake Charles) and Bristow Group Inc. provide extensive, state-of-the-art helicopter services throughout Louisiana, the Gulf of Mexico and other global regions. In addition, AvEx – Aviation Exteriors Inc. – is a global leader in aviation exterior painting services and is based at the Acadiana Regional Airport in New Iberia, La. “As the first complete aircraft assembly plant in Louisiana, this project is significant not only for our city but the whole Acadiana area and our entire state,” Lafayette City-Parish President Joey Durel said. “This is an opportunity for an entire industry to take note of what is going on in our state. I am thrilled to see that while we were competing for this company to come to Louisiana – and while we knew that we were competing against states that had done a stellar job in aerospace in the past – that we were seen as being the most competitive location. Winning a world-class project from a company like Bell Helicopter is proof of that.” “Bell’s commitment to build a state-of-the-art manufacturing facility and guarantee at least 115 full-time positions is a testament to the strength of the Lafayette economy,” said Chairman Matt Cruse of the Lafayette Airport Commission. “This deal is a true collaborative effort, and would not have been possible without the hard work of Governor Bobby Jindal and his administration, LED, and the Lafayette Economic Development Authority. Lafayette Regional Airport was selected in a competitive process and won the selection based upon many factors, such as airport compatibility, local economic strength, workforce availability and a strong economic incentive package.” “LEDA has actively worked with various divisions of Bell since 2005,” LEDA President and CEO Gregg Gothreaux said. 40
“Along with a new Bell facility currently under construction in LEDA Industrial Park, today’s announcement further demonstrates Bell’s confidence in Lafayette, Acadiana and Louisiana. The fact that this will be the first aircraft final assembly plant in Louisiana in many generations emphasizes Bell’s commitment and belief that our community’s workforce will deliver a world-class product in a worldclass manner. Bell will be a valuable addition to Acadiana’s thriving specialty and advanced manufacturing sector – an area we are concentrating on as a significant part of LEDA’s targeted industry strategy. Most of all, we appreciate the quality employment opportunities Bell will provide for our region’s experienced manufacturing workforce.” “This exciting investment by Bell takes the helicopter industry presence in Acadiana to the next level with the addition of a state-of-the-art assembly facility,” said President and CEO Jason El Koubi of the Greater Lafayette Chamber of Commerce. “It also demonstrates the extraordinary opportunity we have to grow and diversify our regional economy and create jobs by working together. In addition to welcoming Bell to our community, I want to applaud Governor Jindal and LED, the Lafayette Economic Development Authority, and the Lafayette Regional Airport for winning this multistate site selection process and securing new jobs and investment for the Lafayette area.” In addition to creating 115 new jobs at its SLS assembly facility, Bell Helicopter will maintain 63 existing jobs in the Lafayette area associated with two existing facilities involved with helicopter components and service operations.
Bombardier Challenger 300
Bombardier’s Challenger 300, historically a best seller for almost a decade, continues to reign supreme as the definitive super-midsize business jet, according to operators. “This is the gold standard airplane,” says one Fortune 50 flight department manager. “Bombardier made this class with the airplane and now it’s the master.” Originally called the Continental, the Challenger 300 was intended from the outset to be an aircraft that could fly eight passengers nonstop between the east and west U.S. coasts. It would bridge the gap between Bombardier’s midsize 2,300-nm range Learjet 60 and large-cabin 4,000-nm-range Challenger 604. With cabin dimensions similar to those of a Gulfstream II, it would offer passenger comfort and utility similar to large-cabin aircraft, including a flat floor and inflight access to a capacious aft baggage compartment. But its acquisition and operating costs would be closer to those of contemporary midsize jets, especially the popular Hawker 800. The Challenger 300’s design was based on extensive market research conducted by Bombardier in 1996 and then confirmed the following year. Operators told the researchers that their midsize aircraft were too cramped and they fell short on range, climb performance and cruise speed, plus their aft baggage compartments weren’t accessible in flight. In the case of the Hawker 800, it had only a forward cabin baggage closet and no external baggage compartments at all.
Bombardier carried a base price of $14.25 million. Equipped with popular options, it sold for $16 million to $18 million, which made it far more expensive than midsize aircraft, but far less costly than large-cabin jets. However, Bombardier’s prediction that the aircraft would carry eight to nine passengers with full tanks was based on a super-lean 22,350-lb. “spec. basic operating weight” printed in brochures. Equipped with typical options and upgrades, though, customer aircraft had average BOWs that ballooned to 24,000 lb. or more. Some customers added forward pocket doors separating the galley from the cabin, heavier acoustic insulation and plusher cabin furnishings, along with dual FMS and GPS, flight crew to dispatcher air-to-ground data link services and a hydraulically powered, backup generator. Bombardier engineers responded by increasing maximum zero fuel weight by 1,850 lb. and max ramp and takeoff weights by 1,350 lb. But max landing weight remained fixed at 33,750 lb., cutting unrefueled range after a stopover to about 1,500 nm. With such shortcomings, we asked operators why they continue to give the Challenger 300 such high overall marks.
Stepping up to legacy large-cabin aircraft could solve those
Operator and Mission Profiles
problems for many companies, but the cost of heavy-iron
To its credit, Bombardier elected in early 2004 to deliver the
business jets exceeded their budgets. Even quasi super-
first Challenger 300 to Business Jet Solutions (BJS), the formal
midsize aircraft with transcontinental U.S. range, such as
name for the manufacturer’s Flexjet fractional ownership
the Cessna Citation X and Dassault Falcon 50EX, were pricey
subsidiary. This move would enable the aircraft to mature
step-ups from midsize aircraft.
rapidly as the fractional operation would fly it in excess of 1,000 hr. per year. Flexjet went on to take delivery of more
Focus groups told the Montreal planemaker that they
than two dozen Challenger 300s, and in so doing tested the
needed a “true” eight- to nine-passenger aircraft that could
limits of Montreal’s technical and parts support capabilities.
fly at least 3,000 nm at Mach 0.80 and operate out of 5,000-
This was intentional. Bombardier’s product support went
ft. runways. Of key importance, the aircraft needed to be
through a steep, painful learning curve. Now, it’s significantly
priced at less than $15 million.
improved, operators say.
Bombardier delivered on most of those goals. The Challenger
XOJet, a 2006 start-up, thought so highly of the Challenger
300 could fly nonstop from Bangor, Maine, to San Diego,
300 that it bought 15 reconditioned and new aircraft for
Miami to Seattle or from Washington, D.C., to San Francisco
use in its high frequency air charter operations. While the
against 99% probability headwinds. It also could fly across the
firm may fly the aircraft fewer hours, charter operations
North Atlantic from Europe to virtually any North American
demand very high dispatch reliability rates. And operators
city with one fuel stop. For late 2003 deliveries, the aircraft
say dispatch reliability is one of the aircraft’s key attributes.
Bombardier About three-quarters of the fleet are based in North America,
they needed, but their cabins seemed cramped when loaded
with U.S. operators accounting for more than two-thirds of
with six or more passengers on 5- to 6-hr. trips.
all aircraft in service. Canadian operators account for about 5% of the North American fleet, while half that number are
The Gulfstream G200 had a comfortable cabin and
based in Mexico.
transcontinental U.S. range, but its lackluster airport and
In the U.S., large corporations such as Exxon Mobil, FedEx,
to the aft baggage compartment, eliminated it as a viable
Union Pacific and The Limited, along with Eaton Corp., PNC
competitor during the purchase selection process for many
Financial Group and XTO Energy, operate fleets of the aircraft,
potential buyers. The strong performing G280 was not
according to FAA registration records. In mixed fleets, the
yet available when operators decided to step up to the
Challenger 300 often flies shorter missions formerly flown
by heavy-iron jets such as the Challenger 604/605 and Gulfstream IV/450/550, because its operating costs are close to one-half lower. Operators save their large-cabin aircraft
climb performance, along with the lack of inflight access
Yet, U.S. operators typically fly the aircraft on missions that average 2 hr. or less because of frequent short trips to
for missions longer than 3,000 nm.
shuttle employees or company guests from headquarters
FAA records also list McDonald’s, Nestlé Purina, Regions
load the aircraft with six to eight passengers for most flights
Financial and the Richards Group, plus Cargill, Verizon,
and in a year’s activity log 300 to 500 hr. per aircraft. Smaller
Raytheon and NCR, along with Abbott Laboratories,
firms, especially ones with one or two aircraft, tend to fly
Worthington Industries, Koch Industries, MedImpact and
fewer hours and fewer passengers.
Ball Corp. as members of the Challenger 300 club. Close to a dozen or more aircraft are flown by high-net-worth individuals, such as New Orleans Saints owner Tom Benson
to outlying facilities. Large firms with mixed fleets typically
Close to 20% of the fleet is based in Europe. That’s up from 10% in 2007. The largest number is registered in Austria. Six
and country music star George Strait.
are operated by Vienna-based Amira Air, a charter firm that
Many individuals and companies said they had outgrown
and a Global Express. Vienna-based Avcon Jet operates five
their legacy midsize aircraft because they needed to fly
Challenger 300s among a fleet of more than 30 aircraft. These
farther, higher and faster on many missions. The Citation X,
aircraft can fly nonstop to any city in Europe, the Middle East
Sovereign and Dassault Falcon 50EX had the range and speed
or northern Africa.
also flies a Citation CJ2+, a Challenger 605, a Global 5000
The Isle of Man ranks a close second in European registrations
amenities. This adds as much as 400 to 800 lb. to empty
for tax purposes. Germany ranks third, with most others
aircraft weight and reduces tanks-full payload to as few as
based in Russia, the U.K. and Switzerland.
two to three passengers.
The aircraft’s popularity is growing in Asia. Eight aircraft are
Best and Worst Features
registered in China with five being operated by Shenzhenbased Donghai Jet. These aircraft can fly nonstop to all cities
Operators who flew conventional midsize aircraft before
in China, plus most destinations in the Far East.
they stepped up into the Challenger 300 tend to view it quite
Four aircraft are registered in Turkey, including two aircraft
are more sparing with their praise. But virtually all operators
operated by Palmali Group and one each with Halk Financial
said the aircraft has been remarkably reliable and it’s getting
Leasing and Cukurova Holding in Istanbul. Three are based in
better. Dispatch reliability ranked near the top of their five
India. Brazilian operators fly nine Challenger 300s, but there
favorite features about the aircraft with both commercial
are few others based in South America.
and private operators.
Most operators climb the aircraft directly to FL 400 or
Comparatively low direct operating cost is another strong
FL 410 on all but the shortest missions. They cruise at Mach
characteristic. One firm said that it charges back to users a
0.80 or faster. The aircraft burns 2,200 to 2,500 pph the first
cost per mile that’s close to half that of a G550 it operates.
hour and 1,800, 1,700 and 1,600 pph during subsequent hours. They can comfortably fly the aircraft 5 to 6 hr. A 3,000nm mission takes about 6+40 and that’s a stretch unless there is good weather and plenty of suitable alternates near
favorably. Those who added it to fleets of large-cabin aircraft
The aircraft has a rugged, semi-mono–coque aluminum airframe and relatively simple systems, not unlike those of a Learjet. The electrical system, for instance, is a 28-volt DC
design. But it’s powered by long-life brushless generators
An increasing number of operators are flying the aircraft
1,000 hr. Jet pumps transfer fuel from tank to tank and supply
on international trips. They’re loading it with life rafts,
the engines. DC boost pumps supply pressure for starting.
provisioning the large galley and adding plenty of passenger
The hydraulic system powers the usual utility functions, such
rather than starter-generators that require overhauling at
Bombardier as landing gear, thrust reversers and wheel brakes. Unlike
operators have chosen to swap out two facing chairs for the
that on Learjets, the system also powers the Challenger
optional three-place divan to accommodate nine, except for
300’s nosewheel steering and power control actuators for
landing and takeoff. For a ninth passenger, the aircraft must
the rudder and elevators. Both aircraft have hydraulically
be equipped with a belted potty seat used for occupation
actuated multifunction spoilers.
during takeoff and landing.
The Challenger 300 has a brake-by-wire system with carbon
The aircraft’s flat floor, as opposed to the dropped aisle
heat packs rated for 2,000 landings. That arrangement
found on many midsize jets, along with its 105-cu.-ft. aft
results in fewer shop visits for brake overhauls and more
baggage compartment — again, accessible in flight — get
time in service. Pilots smile when discussing the aircraft’s
high passenger marks as well.
stopping performance, especially when compared to that of midsize legacy Learjets.
The cabins of early aircraft weren’t especially quiet and the
Runway performance, especially when departing hot-
subsequently upgraded cabin amenities, expanded outfitting
and-high airports, is another favorite with operators. The
choices and made available an optional sound suppression
Challenger 300 has a large, 522-sq.-ft. wing and strong
kit. Operators also say the optional 80-lb. pocket doors for
performing Honeywell HTF7000 turbofans. It needs only
the bulkhead between the galley and main seating area are
4,810 ft. of runway when departing sea-level ISA airports and
quite effective in reducing wind noise from the entry door.
6,860 ft. of pavement at BCA’s 5,000-ft. elevation, ISA+20C airport. The APU may be used to pressurize the cabin to conserve engine thrust for maximum performance takeoffs from hot-and-high locations. Airport performance is second
furnishings were comparatively spartan, but Bombardier
intercontinental-range aircraft and the Challenger 300 seem perfectly at ease in the latter despite its more compact size
only to that of the sprightly Gulfstream G280.
because cabin cross sections of both are nearly the same.
Cabin size and passenger comfort rank high with operators.
Several flight department managers said the aircraft provides
Overall cabin length is 23.7 ft. and the main seating area is 16.5 ft. long. The standard double club seating layout comfortably accommodates eight passengers. Some
large-cabin aircraft passenger comfort without the ramp presence “optics” of a heavy-iron jet. Pilots, overall, gave the Challenger 300’s Rockwell Collins Pro Line 21 cockpit and avionics suite high marks.
The instrument panel has four, portrait configuration, 12-
They also say that while Bombardier has upped its spec
by-10-in. flat-panel displays. The outer two screens are
BOW for the aircraft to 23,850 lb., that’s still not
PFDs, while the inner pair function as navigation and EICAS
representative of most typically equipped aircraft, especially
displays. Features include systems synoptic diagrams and
ones flown on transatlantic missions or between North and
electronic checklists. FMS programming is straightforward,
South America. And thanks to the Challenger 300’s operating
embracing user interface conventions favored by many
economics versus large-cabin aircraft, that represents an
airline pilots. Flight department managers also said avionics
reliability is top notch.
The BOWs for aircraft equipped for international missions
But pilots said that the autopilot tends to wander in pitch
typically range between 24,400 and 24,800 lb., particularly
when climbing while using the flight level change mode.
if they’re fitted with deluxe forward galleys and the hefty
They prefer to use the vertical speed mode because it’s more
weight, backup hydraulically driven motor generator.
comfortable for passengers. They also say that when flying
Operators also say Bombardier needs to offer an alternative
the aircraft by hand it has a somewhat numb on-center pitch
progressive maintenance inspection program that would
and roll feel, plus rather heavy roll control forces. It handles
allow them to break up large maintenance tasks into small
more like a large-cabin Challenger 604 than a midsize Learjet,
chunks that mostly could be accomplished during overnight
Flight crews also note that, prior to starting the APU before
Looming Super Midsize Competition
engine start, it’s essential to power up the electrical system and let the avionics system run through the built-in tests, a hands-off period. It takes a few moments for the system to prepare itself for pilot inputs. Start tapping too soon and the
When the Challenger 300 entered service in early 2004, Bombardier faced little competition in the super-midsize class. The Hawker 4000 (nee Horizon) program was mired in
BIT check may fail, thereby requiring a shutdown and reboot.
problems and the Gulfstream 200 (nee Galaxy, nee Astra IV)
Operators credit Bombardier’s customer service with marked
Bombardier owned the niche and Challenger 300 deliveries
improvement since the Challenger 300 made its debut. But
soared. But now two strong competitors are emerging. The
they also say parts support still isn’t yet to the high standard
3,600-nm range Gulfstream 280 overcomes virtually all the
set by Gulfstream.
deficiencies of its G200 predecessor. Recently certified,
was hamstrung by its anemic airport and climb performance.
Bombardier that aircraft has the strongest performance in the super-
upgrade begins with serial number 20405 this year. Laser IRS
midsize class, along with the largest cabin and aft baggage
will become the standard AHRS, synthetic vision will become
compartment, the most range and the best fuel efficiency.
available for the Pro Line 21 PFDs, a HUD will be offered as
As more Challenger 300 operators fly internationally, the G280 could prove to be an attractive alternative because of
an option and close to a dozen other functions will be added to the avionics systems, operators say.
its 400+ nm range advantage and higher tanks-full payload
The 2013 block point upgrade has been an effective sales
when typically equipped.
tool. Some operators of older Challenger 300s are increasing
From Embraer, the 3,000-nm EMB-550 Legacy 500 arrives this year. It has full fly-by-wire flight controls, and about the same cross section as the Challenger 300, but its cabin is about a foot shorter. While the range of the Brazilian jet
the size of their fleets by adding these new aircraft. They’ve grown very loyal to the Bombardier super midsize jet because of its proven value as a reliable business transportation asset, and they’re not likely to switch brands.
is 200 mi. less than that of the Challenger 300, it offers even
Bombardier also has shown plenty of pricing flexibility, while
better runway performance on equal-range missions. And
Gulfstream has been much tougher on holding to book
although it doesn’t provide inflight access to the aft baggage
listings and thus appears to have given the Challenger 300 a
compartment, it does have a 40-cu.-ft. aft internal luggage
significant price advantage.
bay behind the lavatory.
The Canadian jet also could be price competitive with the
When compared to the Challenger 300’s flight deck, both
Brazilian alternative, depending upon how Embraer prices
the EMB-550 and G280 have considerably more advanced
optional equipment. The Legacy 500 currently carries a base
avionics suites, ones that offer standard auto-throttles,
price of just under $20 million, but options could increase
synthetic vision and optional head-up displays with IR
typical retail prices by 10% or more.
cameras, along with WAAS LPV approach capabilities, RNP 0.3, CPDLC and ADS-B functionality. Both of the new competitors have standard or optional auto brake systems and both have better equipped standard galleys, higher
For now, the Challenger 300 continues to dominate the super-midsize class. “It’s done everything as Bombardier advertised,” says one flight department manager. He and
pressurization and high-capacity vacuum lavatories.
other operators say it would take heady persuasion from
Challenger 300 operators note, however, that Bombardier
ones built elsewhere.
has been continuously upgrading the aircraft and periodically
competitors to make them abandon their Canadian jets for Courtesy: Bombardier
introduces block point upgrades. The next block point
SKYACHTONE SKYACHTONE SKYACHTONE December 11, 2013 December 11, 2013
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SKYYACHT ONE ONE December 2013 SKYYACHT December11, 11, 2013
“ Skyacht One defies being a pastiche, it is intrinsically elegant and “ Skyacht Onemodern, defies while beingata pastiche, it is the sameintrinsically time softly recalls a bygone era.” elegant and modern, while at Robert Ross,the Columnist Robb Report same time softly
recalls a bygone era.”
Robert Ross, Columnist Robb Report
Then is the new now. Skyacht One redefines the inflight experience. ™
Then is the new now. Skyacht One redefines the inflight experience.
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Dassault Unveils Falcon 5X
igger is better in the booming large-cabin business
The 5X will be the first clean-sheet Falcon Jet in a decade.
aircraft segment. Just look at the 200+ orders
The airframe shares little in common with the Falcon
Gulfstream has for its G650 uber-jet, an aircraft
7X that entered service in 2007, having a new fuselage,
with the largest cabin cross-section of any purpose-built jet
new wing, new engines and new digital flight control
in current production.
Dassault Aviation, though, set an even larger cabin size
The G650’s cabin is longer than that of the Falcon 5X, so
standard when it introduced its $45 million, 5,200-nm
the big Gulfstream offers 21% more overall interior volume.
range Falcon 5X at the 2013 NBAA Convention. Compared
That’s an essential design provision because Gulfstream’s
to the G650, the Falcon 5X has 1 in. more headroom, 2 in.
flagship has 3 hr. more endurance than the new Falcon
more floor width and equal maximum internal width. Those
Jet, virtually necessitating a forward crew rest area nestled
measurements allow Dassault to claim it will offer the most
ahead of the front galley. The Falcon 5X will have 1,770
generous cabin cross-section in a purpose-built business jet
cu. ft. of net cabin volume available for use by passengers,
when the Falcon 5X enters service in 2017.
a little less than the G650 with a crew rest compartment
Falcon 5X but 220 cu. ft. more than the Falcon 7X trijet, currently
(now G280) and Embraer Legacy 600 in the super-midsize
Dassault’s largest aircraft.
segment. But when world financial markets tanked in 2008, demand fizzled for SMS and smaller aircraft. Soon, it became
But the Falcon 5X isn’t intended to compete against the
apparent that those markets, and particularly the lighter
Gulfstream G650 or replace the Falcon 7X. Instead, the
jets, might not fully recover for a decade or more. The large-
French are taking aim at Gulfstream’s aging 4,250-nm range
cabin market, however, began to rebound as soon as the first
G450 and Bombardier’s fuel thirsty 5,500-nm range Global
green shoots of economic recovery sprouted in 2009.
5000. The Falcon 5X will have a considerably larger cabin than either of those heavy-iron competitors, yet it will weigh
So, Dassault engineers went back to their CATIA screens and
less and its wing will have better lift-to-drag characteristics.
completely revamped the SMS design. By the end of 2009,
It also will be fitted with new technology Snecma engines
the SMS had become a much different aircraft. Indeed, it
than are 10-15% more fuel efficient than current engines
would become the largest and most-advanced Falcon Jet yet
having similar thrust output.
built, requiring an investment of well over $1 billion. As such, the Falcon 5X will provide the basis for larger and longer
The Falcon 5X’s more fuel-efficient engines, combined with its lower weight and advanced wing lift-to-drag characteristics should slash fuel consumption by one-third on average
range Falcon Jets into the future.
Dassault’s most commodious cabin yet
compared to competitive aircraft. Dassault also claims the Falcon 5X will have a direct operating cost 30% lower than
The Falcon 5X’s circular fuselage has a diameter that is 8 in.
the G450’s and 35% less than that of the Global 5000.
larger than any previous Falcon Jet. Overall cabin length only is 5 in. shorter than that of the Falcon 7X, thus the Falcon
The new Falcon wasn’t always to be as large or as long-
5X’s cabin volume is 14% greater than that of its trijet sibling.
legged as the final iteration. When Dassault launched initial
The increased cross section affords 4 in. more headroom and
Falcon SMS (for “super midsize”) design studies in 2006,
10 in. more floor width than the Falcon 7X, thereby allowing
it was intended to compete against the then hot-selling
the use of wider seats while still increasing available aisle
Bombardier Challenger 300, as well as the Gulfstream G250
width by 5 to 6 in. in most areas of the cabin.
Falcon 5X Noise will be sopped up by an acoustical insulation package
Dassault customers said they wanted more ambient light
similar to that used aboard the Falcon 7X, assuring interior
in the cabin, so the Falcon 5X will be fitted with 28 of the
noise levels at or below those of any current production
largest cabin windows ever used on a Falcon Jet. They’re 1
in. taller than the transparencies used on the Falcon 7X. They indeed provide as much window area per cubic foot of cabin
Similar to most other long-range, large-cabin business
volume as the 16 wide oval cabin windows of the G650, so no
aircraft, the heart of the cabin is divided into three sections.
business aircraft will have more ambient light.
The 25.3-ft.-long main seating area has a forward, four-chair club section, a mid-cabin four-seat conference grouping
The cabin has several new design features. The chairs, for
flanked by a credenza with occasional bench seating and
example, have a more contemporary look with hollowed
a separate aft lounge that can be configured several ways,
out armrests and cocoon-like, wraparound seat bases and
including with two three-place divans. The three lounges will
backs. The cocoon chairs make passengers feel as though
berth six passengers on overnight missions.
they occupy a space that’s dedicated solely to them, not unlike belting into the front seat of a luxury automobile.
Up front, there’s a 7-ft.-long vestibule with crew lavatory,
The side rails are split-level affairs. The foldout worktables
galley and storage that is longer and has about 25% more
extend so that the top surfaces are flush with the side rail
volume than the vestibule of the Falcon 7X. The galley area
upper ledges, effectively increasing their usable width to the
also is considerably larger than those of the G450 and Global
5000. The galley has more usable storage space and better ergonomics than the one in the Falcon 7X.
On the lower sidewall step, there are storage pockets that are level with the outboard armrests of the passenger chairs.
Overhead in the vestibule is business aviation’s first large
Sliding lids above the storage pockets reveal spaces to stow
skylight (the HondaJet has a pair of small skylights in its
and plug in iPhones, iPods or PDAs. Each individual chair also
lav) because there’s almost never too much ambient light
has ergonomic cabin management controls with hard line
available in the galley area. When the sun is too bright,
select keys for frequently used functions, plus touch screen
electro-chromic filters will dim the skylight, as well as all
controls and a rotating knob for adjusting variables. There
cabin side windows.
are plug-in ports for individual seat monitors and Wi-Fi will
As there is 5 in. more floor width in the galley area and the cabinetry has gentle convex curves, passengers won’t feel as though they’re squeezing through a tunnel as they walk through the forward vestibule area. The galley was designed with extensive input from flight attendants who work aboard current generation Falcon Jets.
support using iPads or iPhones as IFE monitors. Broadband Internet connectivity will be provided by satcom and also perhaps by air-to-ground data links. It’s likely that the aircraft also will have an Iridium phone, but Dassault hadn’t yet released the initial specifications and description document as we closed this issue. The mid-cabin section has the feel of an informal conference room. There are four conventional chairs arranged around a conference table, plus a credenza on the opposite side that has a long bench cushion that provides a perch for other passengers to join the conversation with those at the table.
The aft section of the cabin may configured as a private stateroom, with selective electro-chromic filters that transform bulkhead partitions into privacy curtains. Some
Conventional Structure, Advanced Systems
operators may choose to fit the aft area with a single
Construction of 5X components is well underway at
workstation chair and a pull-out divan on the opposite side.
Dassault and its subcontractors. No surprises here. Similar
Others may opt for one divan on the left and another on the
to all previous Falcon Jets, Dassault will use high strength
right. Still others may elect to fit one side with a pair of facing
aluminum alloys for most of the primary airframe structure
chairs and a divan on the opposite side — or any combination
of the Falcon 5X. Most of the parts will be joined with
of those modules.
conventional hardware. A few components will be fused
The aft lavatory is shorter than the one in the Falcon 7X, but it’s actually quite roomy because of the larger crosssection. In addition, the fuselage doesn’t begin to taper
together using friction stir welding, a first for a Falcon Jet. Composites will be used for the empennage, engine nacelles, fairings and radome, among other secondary structures.
until aft of the internal baggage door. The lav features a
Work share is similar to that on the Falcon 7X, with Dassault
vacuum toilet, vanity with hot and cold running water, and
building the forward and aft fuselages, plus the wings;
generous storage. Notably, the forward and aft lavs do not
Daher-Socata is constructing most center fuselage parts; and
share common water and waste systems. The forward lav
Fokker is making the composite empennage with extensive
is available with either a conventional chemical or vacuum
use of resin transfer molding. In addition, Belgium’s SABCA
toilet and is not linked to the aft lavatory.
is building the aft, lower center fuselage section; GKN is
The 155-cu.-ft. aft baggage com–partment will be accessible in flight with no altitude restrictions because the engine rotor burst plane is behind the aft pressure bulkhead. The external access door translates aft of the doorway when opened so that it doesn’t obstruct the opening. There is a ladder that will ease luggage loading chores for the crew.
constructing the wing’s aft control surfaces; Safran’s Snecma supplies the nacelles as part of the integrated powerplant package; Corsica’s Corse Composite Aeronautique is building the wing to body fairing; and Potez, in southwest France, is supplying the main entry door. The aero loft contours depart from those of previous Falcon Jets, starting with the 779-sq.-ft. clean-sheet wing, the first Aviators
Falcon 5X Dassault airfoil to have winglets as part of the initial design. It
starters and DC starter-generators used on legacy Falcon
features a straight leading edge, a relatively modest 33 deg.
Jets. AC power will also be used for high electrical loads,
of leading edge sweep and a 5% to 10% better lift-to-drag
including windshield and probe anti-ice heating along with
ratio than the airfoil of the Falcon 7X. High-altitude Mach
cabin management and IFE systems. Two 35 AH sealed lead-
buffet boundaries should be at least 15% better than those
acid batteries will anchor the DC electrical system, used
of legacy large-cabin Falcon Jets. And the wing weighs 500 lb.
for critical power functions such as the digital flight control
less than that of the Falcon 7X because of improved structural
system (fly by wire). Transformer rectifiers will convert AC to
efficiency, in part due to the wing’s straight leading edge that
DC. The overhead electrical control panel has been simplified
makes possible a wider chord, more rigid internal wing box.
and the electrical system has enhanced automatic bus tie
The signature cruciform Falcon Jet tail design is retained, but the horizontal stabilizer has no anhedral. The nose has completely new loft contours, including cockpit
functioning to protect it in the event of malfunctions. The dual-redundant 3,000-psi hydraulic systems are simpler than the triple-redundant systems of the Falcon 7X.
windows that are 32% larger than those of the Falcon 7X. This
Four engine-driven pumps supply System A and System
will make it much easier to see over the nose during takeoff,
B hydraulic circuits, each one having left and right engine-
approach and landing. The flight deck is considerably more
driven pumps. System B also has a DC standby pump. Systems
comfortable, including increased headroom and sufficient
A and B also have electrically powered, backup subsystems
room aft of the pilot chairs to recline either one to 130 deg.
that power some of the flight control actuators in the event
for short crew rest breaks.
of dual failure of the normal hydraulic system. MIL-H-5606 is
There’s also a new jump seat for a third crewmember that
retained as the standard for hydraulic fluid.
stows full size behind the right pilot seat. It slides laterally
The fuel system is vintage Falcon Jet, having pressurized
into position in the center aisle and it pivots and reclines for
tanks and dual-redundant fuel boost pumps.
greater comfort — a welcome replacement for the origamilike folding jump seat of older Falcon Jets.
Heroux Devtek will supply the landing gear, with soft landing touchdown assured by trailing link main gear and a dual
The 5X will be the first Falcon to have a primarily AC electrical
chamber olio nose gear. The steer-by-wire system will be
system, one with starter-generators that will produce
controlled through the digital flight control system. Notably,
115/200 VAC, three-phase, variable frequency power. AC
the nose gear doors will be closed when the gear are fully
power, supplied by either the APU or GPU, also will be used
retracted or extended, greatly reducing cockpit noise during
to start the main engines, a departure from the air turbine
landing approach. Meggitt will furnish the dual-channel brake-by-wire system with high-energy carbon heat packs. Remote tire pressure monitoring and brake temperature indicating systems will be optional. If the air-conditioning and pressurization system follows the 7X design, there will be a second emergency “pack” having only heat exchangers, but no turbine, compressor and fan. Similar to legacy Falcon Jets, the Falcon 5X will have a single air-cycle machine pack. It’s supplied by
Liebherr. There will be separate temperature controls for the
mid-span flaperons will move down, thereby increasing drag
cockpit, galley, and forward and aft cabin. The Falcon 7X only
while minimizing wing bending moment. The flight control
has a three-zone system.
surface geometry also virtually eliminates turbulence over
The 9.9-psid pressurization system will provide a 3,900-ft.
the horizontal tail that’s felt as airframe buffet.
cabin altitude at FL 410 and a 6,000-ft. cabin at FL 510. On
The new function especially will be appreciated by
most long-distance flights, cabin altitude won’t exceed 5,000
passengers when the aircraft is descending with bleed air
ft. because the aircraft normally cruises at or below FL 450.
anti-ice on. Engine power must be increased for adequate
The digital flight control system, designed and built by Dassault, is based upon the Falcon 7X architecture, but it will integrate more functions. In addition to carefree handling, flight path stability and envelope protection, the fly-by-wire
bleed air supply. During descents, the speed brakes on older Falcons had to be used to control speed with anti-ice on. That should no longer be necessary with the split aileron/ flaperon function.
(FBW) system will host control of mid-span flaperons that
The 5X has conventional air brake panels, but they only begin
can function as ailerons, flaps and/or spoilers.
to deploy when speed brakes 2 is selected. The split aileron/
The cockpit will have left and right sidestick controls; three main or primary, dual-channel flight control computers that host normal, alternate and direct law functions; plus three backup, or secondary, single-channel flight control
flaperon geometry, along with the aircraft’s full-span leading edge slats, will be key to enabling Dassault to earn steep approach certification for the 5X, enabling it to use London City Airport.
computers that only host direct law functions, including yaw
Bleed air will be used for wing leading edge and engine
damper. Unlike the Falcon 7X, the Falcon 5X won’t be fitted
inlet anti-ice heating. Unlike previous Falcon Jets, pilots
with an analog emergency computer used for temporary
will be able to select wing anti-ice while on the ground. It
control to be used only in the event that all six main and
automatically will activate with weight off wheels. UTC
backup flight control computers fail. But the aircraft can be
Hamilton Sundstrand in San Diego will furnish the ground-
dispatched after any single electronics failure.
Most primary and secondary flight control surfaces will be
hydraulically powered. But in a departure from the Falcon 7X, the trailing edge flaps will be electrically powered rather
Falcon Jets are known for their class leading fuel efficiency
than hydraulically actuated. Use of flaperons is a first aboard
and the Falcon 5X will be no exception. No other large-
a business jet. When the crew selects speed brakes 1, for
cabin aircraft, except for Dassault’s own Falcon 2000S and
instance, the outboard ailerons will deflect up while the
2000LXS, should squeeze more miles out of a pound of jet Aviators
Falcon 5X fuel on equal length trips. One reason is the Falcon 5X’s
MSG-3-compliant and scheduled maintenance will come at
Mach 0.80 design cruise speed, which is relatively placid
800-hr. or 12-month intervals. Custom-tailored maintenance
by current standards. Some large-cabin business aircraft
programs will be offered to operators.
makers now tout cruise speeds of 0.85 to 0.90 Mach, shaving as much as an hour off of longer trips.
Extensive high-stress, high-cycle testing of components and systems should minimize growing pains associated with early
The Falcon 5X easily can speed up to 0.85 Mach, but doing
serial number airplanes. Dassault also is developing a new
so increases fuel consumption by close to 9% and shortens
onboard maintenance monitoring system that will watch up
max range by 450 mi. Dassault’s market research, though,
to 10,000 parameters, not unlike the orange flight test boxes
indicates that the most likely Falcon 5X buyers will value
bolted into the aircraft for development work. Aircraft health
cabin comfort, range and price above the need for speed.
signs and symptoms will be broadcast back to Dassault in real
Having 5,200 nm of range at 0.80 Mach, the Falcon 5X will be able to fly eight passengers from London to Tokyo, Beijing to
time for analysis. Warranty coverage will be more extensive than with previous Falcon Jets.
Minneapolis or New York to Tel Aviv in 11 hr. 30 min. At 0.85
Performance and efficiency numbers notwithstanding, the
Mach, it will be able to fly from London to Houston, Detroit
Falcon 5X’s trump card is cabin size. No other purpose-built
to Moscow or São Paulo to Lisbon in under 10 hr.
business jet priced less than $55 million equals it.
Glance please at the accompanying specifications box. The
The Falcon 5X is the most technically advanced civil jet from
Falcon 5X will have a favorable power-to-weight ratio and
Dassault, but all of its new systems have been wrung out on
relatively low wing loading for a large-cabin aircraft with
other aircraft. Almost nothing on the aircraft is “bleeding
slats. It should offer virtually the best takeoff field length
edge” technology that might risk the aircraft’s spending
performance of any aircraft capable of flying 5,200 nm.
excessive time in the hangar. Wild frequency AC electrical
Dassault is striving to make the 5X its most reliable and most maintainable business jet yet. It will be fully
systems have been used on business aircraft for more than 15 years. The Falcon 7X pioneered the use of digital flight controls on board a purpose-built business aircraft six years ago. The hydraulic system is a basic dual-redundant design with two extra subsystems to provide triple-redundant hydraulic power for the flight control actuators. Most notably, the Falcon 5X provides a clean-sheet foundation for larger and longer range Falcon Jets, ones that will compete directly against the newest de–signs being developed by Bombardier and Gulfstream. As such, the Falcon 5X isn’t just the latest business aircraft to be announced by Dassault, it’s also a milestone in the history of the company. It also marks the end of the trijet era at Dassault and the beginning of a whole new line of twinengine large-cabin aircraft from the French firm that will be more comfortable, more capable and more cost-effective to operate. Construction of the first flight test aircraft is well underway. First flight is slated for the first half of 2015.
Dassault Falcon 5X Preliminary Specifications Characteristics Wing Loading 89.3 Power Loading 3.04 Noise (EPNdB) NA Seating 3+8/19 Dimensions (ft./m) External Length 82.6/25.2 Height 24.5/7.5 Span 85.1/25.9 Internal Length 44.0/13.4 Height 6.3/1.9 Width (Maximum) 8.2/2.5 Width (Floor) 6.8/2.1 Thrust Engine 2 Snecma Silvercrest Output/Flat RatingOAT°C 11,450 lb. ea./ISA+15C TBO OC Weights (lb./kg) Max Ramp 69,800/31,661 Max Takeoff 69,600/31,570 Max Landing 66,100/29,983 Zero Fuel 43,500/19,731 BOW 38,170/17,314 Max Payload 5,330/2,418 Useful Load 31,630/14,347 Executive Payload 1,600/726 Max Fuel 28,200/12,791 Payload With Max Fuel 3,430/1,556 Fuel With Max Payload 26,300/11,930 Fuel With Executive Payload 30,030/13,622 Limits Mmo 0.900 FL/Vmo FL 270/370 PSI 9.9 Climb Time to FL 370 NA FAR Part 25 OEI Rate NA FAR Part 25 OEI Gradient NA Ceilings (ft./m) Certificated 51,000/15,545 All-Engine Service ≥41,000/≥12,497 Engine-Out Service NA Sea-Level Cabin NA Certification FAR/EASA Part 25 Scheduled for 2017
Great Eastern Fly-In
Evans Head, NSW, Australia
Bahrain International Airshow
Sakhir Air Base, Bahrain
Panama Air Festival - Festival Aéreo 2014
Aeropuerto Scarlett Martínez, Río Hato, Panama
25-26 Jan Show Aéreo Ilopango 2014
Ilopango Int’l Airport, San Salvador, El Salvador
Tauranga City Air Show
Tauranga, New Zealand
Guatemala Air Show
February 2014 02 Feb
11-16 Feb Singapore Airshow 2014 Singapore
New Changi Exhibition Centre,
25-27 Feb Abu Dhabi Air Expo 2014
Al Bateen Executive Airport, Abu Dhabi, United Arab Emirates
March 2014 01 Mar
Red Bull Air Race
Abu Dhabi, United Arab Emirates
Centenary of Military Aviation Air Show 2014
RAAF Williams, Point Cook, Victoria, Australia
AeroExpo 2014 Toluca, Mexico
Lic. Adolfo Lopez Mateos Int’l Airport,
Tyabb Air Show 2014
Tyabb, Victoria, Australia
Santiago Int’l Airport, Santiago, Chile
AAAA National Fly-in: Celebrating 40 Years
Temora Airport, Temora, NSW, Australia
ABACE2014 Asian Business Aviation Conference & Exhibition
Shanghai Hongqiao Airport, Shanghai, China
Warbirds Over Wanaka 2014
Wanaka Airport, Otago, New Zealand
Marrakech Aero Expo & Air Show 2014
Menara Airport, Marrakech, Morocco
May 2014 04 May
Wings over Illawarra 2014 Wollongong, Australia
Illawarra Regional Airport,
Cozumel Aero Show 2014
Red Bull Air Race
Watts Bridge All-In Fly-In Queensland, Australia
Watts Bridge Airfield, Toogoolawah,
July 2014 19-20 Jul Anjo da Guarda Fest Brazil
Balneário Camboriú, Santa Catarina,
September 2014 06 Sep Wings Over Warwick Fly-in
Warwick Airport, Warwick, Queensland, Australia
Africa Aerospace & Defence - AAD 2014
AFB Waterkloof, Centurion, South Africa
19 Sep 62 n Aviators
Glorias del Ejército (Armed Forces Day)
Parque O’Higgins, Santiago, Chile
LEADING BY DESIGN AVA I IN S LABLE TOC K
Sales Offices Hyderabad: +91-40-4445 0000 | Mumbai: +91-22-4090 7066 Service Locations Hyderabad | Mumbai | Veraval | Goa | Cochin | Kollam | Vizag | Kolkata For Dealership Enquiries Mobile: +91-9676 56 3344 | Phone : +91-40-4445 0001 Email: email@example.com | Visit: www.esmario.com
Life Style Living
London’s Posh Private Clubs Now In India
anctum Club is modeled on London’s posh private
mention an event line up of some of the most cutting
clubs, providing members with an exclusive
edge events in Bangalore city, headlining pivotal concepts
environment to unwind, indulge, network and
of audio – visual communication, contemporary art, and
impress. It is where business and pleasure meet.
quality electronic music.
Members are pampered with old school charm, concierge
Sanctum is for the young, stylish and cosmopolitan
services, business amenities, and an exquisite cuisine
executive to wine, dine and impress clientele, as well as for
featuring the latest in innovative food pairing, crafted by
personal pleasure and indulgence.
the world renowned Spanish Chef, Joaquim Albarreal. The club’s present membership base consists of over 600 The space also features a breathtaking Honey Onyx Bar
of the city’s most prominent personalities, providing an
stocked with rare premium quality beverages, not to
excellent networking platform for all those involved. Sanctum is well known for its unique and trendy events. The Audi event featured a smoking hot fashion show spilling out of snazzy Audi TT’s and R8s, with one of Hollywood’s best known DJs flown down for the evening. The event saw the city queuing up at the gates to get in! This display of glamor was then followed up with the smashing launch of Cattier Champagne in the country. One of the most luxurious
Life Style Living stationary,
secretary to document minutes of a meeting, and
facilities are available in this regard. Members
discounted room rates, as well as access to the pool and gym at the Chancery Pavilion Hotel. The hotel is centrally located, and is the cityâ€™s top business hotel. champagnes since 1763, Cattier Champagne is world renowned for its deep-rooted French heritage, the House
Safe transportation is also at the forefront of things at
of Cattier having owned vineyards for over 200 years. The
Sanctum, in order to ensure that members, especially
event saw Jean Jacques Cattier, the owner and head wine
female, are always made to feel comfortable and secure.
maker of Chateau de Cattier unravel the mystique behind the great champagne. Sanctumâ€™s inner circle were the first in the country to break the flutes and pop the corks!
The Kitchen at Sanctum is known to be one of the finest, offering a range of exquisite Spanish, Mediterranean and Indian tapas, from Emu Crostini, Braised Rabbit, Authentic
Apart from being the first to share in the spoils of some
Seafood Paella, Smoked Salmon with Keta Caviar, to truly
of the cityâ€™s most exclusive events, members are also
delicious Daal Makhni, Beetroot Tikkis, Vanilla Lava Cakes,
spoilt by various personalized secretarial services that
Chocolate and Coconut truffles and much more.
range from travel bookings, to bill submissions, banking and insurance requirements, to even organizing personal events including birthdays
The breathtaking and dramatic Honey Onyx Bar that cost the Club a staggering one crore to build, is stocked with rare and premium quality liquor for
provides a range
business meeting, or
for that indulgent night
e n a b l i n g
of reckless splurging
on bottles of Veuve
Cliquot champagne, a
common practice seen
amongst the trendy
frequent the place.
Life Style Living
The extensive bar menu features a range of some of the
Interesting zones of comfort
worlds most expensive whiskeys, exotic liqueurs, Grappa
have been carefully planned,
Nino being one such example, that one would normally
from expansive dining areas and
not see on the menu at the local bar. The range of fabulous
breezy cabanas, to cozy spots
imported sparkling wines and wines are also a popular
carved out for small groups.
feature of the Onyx bar, some of these even available by
The space features both indoor
the glass, an uncommon practice as wines as expensive
and outdoor lounge areas.
as these, are generally only served by the bottle. But at Sanctum, the vision is to provide members with the best
associated with luxury. Sanctum has been designed by the well-known Architect, Anshul Chodha of Sanctuary Architects
Crafted with an aura of luxury, the space features rich metallic infusions of copper and beige, complimented
reflections in tinted mirrors. 66
Life Style Living
spend it at the city’s trendiest place, be it for business or personal recreation. Sanctum Club was conceptualized by a group of young, successful and well-traveled entrepreneurs that love their food, have a passion for non- commercial, quality electronic music, and feel the need for an exclusive environment to enjoy the same, as well as compliment their business requirements. Membership to the Club is presently open, but will close over the next few months in order to maintain the Club’s exclusivity. Once membership closes, one will only be able to apply for membership on referral. The club also extends a provisional membership to those traveling from out of town. This is an excellent option for the cosmopolitan executive that has just a day to spend in the city, and wants to
For details on Sanctum Club and membership: Call: +91 80 3040 5400/1/2/3/4. Email: firstname.lastname@example.org Website: http://www.sanctum.co.in/ Facebook: https://www.facebook.com/sanctumindia Address: Sanctum Club, Chancery Pavilion Commercial, No. 135 Residency Road, Bangalore – 560025 Aviators
PC-12 aircraft available for charter
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Pilatus PC-12 / 47
1309, Brigade Towers, 135, Brigade Road, Bangalore 560 025. INDIA Tel: +91 80 22219838 / 39 Fax: +91 80 22213849 Email: email@example.com / Sathya : firstname.lastname@example.org Website: www.aviatorsindia.com Toll Free: 1800-425-77777 68
Aviators INDIA’S # 1 FLIGHT MAGAZINE
December - March 2012
CORPORATE AVIATION INDIA’S NEW GENERATION MILLIONAIRES UB CITY- BANGALORE A LIFESTYLE DESTINATION
Aviators INDIA’S # 1 FLIGHT MAGAZINE
December - March 2012
CORPORATE AVIATION INDIA’S NEW GENERATION MILLIONAIRES UB CITY- BANGALORE A LIFESTYLE DESTINATION
Aviators INDIA’S # 1 FLIGHT MAGAZINE
December - March 2012
CORPORATE AVIATION INDIA’S NEW GENERATION MILLIONAIRES UB CITY- BANGALORE A LIFESTYLE DESTINATION
Published on Feb 20, 2014
Aviators magazine has been in publication for the past 15 years. It is published by Aviators as a quarterly and covers all current Aviation...