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06 News Full report from October's NBAA show

CONTENTS November 2010

6-14 News Report from NBAA – lots happened! 16-18 News What else is going on in the bizjet world 21 Column The 'grey' market exposed 23 What's on The ski season beckons 24-34 Flight test Hawker 4000 36-40 Airframe mods G1000 glass cockpit retro-fit


42-43 Learjet tour Following a 60XR through 44-47 Airport Focus Coventry Airport revived 48-50 Products Bose A20 headset, Avidyne auto-pilot 51-56 Ultra Porsche Boxster Spyder, new Bentley 57-59 Dossier Pre-owned market issues 60-64 Listings New aircraft data



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P1 Magazine LOOP Publishing (UK) Ltd 9, 10, 11 The Mill Courtyard, Copley Hill Business Park, Cambridge CB22 3GN, UK T: + 44 (0)1223 497060 W: E: ISSN 1749-7337



NEW MEDIA EDITOR Helen Rowlands-Beer E: Watch CONTRIBUTORS Andy Christou, Nick Heard, Patrick Margetson-Rushmore, John O'Connell


NEWSROOM FAST FACTS GLOBAL 7000 Mmo Mach 0.9 Long range cruise Mach 0.85 Range @ L/R cruise 7300nm Takeoff distance 5950ft MTOW 48,194kg Max payload 2585kg Engine 2 x GE TechX of 16,500lb each PAX 19 max Wingspan 31.79m Overall length 33.83m Overall height 8.14m Ceiling 51,000ft Price c.$65m

FAST FACTS GLOBAL 8000 Mmo Mach 0.9 Long range cruise Mach 0.85 Range @ L/R cruise 7900nm Takeoff distance 5800ft MTOW 47,536kg Max payload 2585kg Engine 2 x GE TechX of 16,500lb thrust each PAX 19 max Wingspan 31.79m Overall length 31.1m Overall height 8.14m Ceiling 51.000ft Price c.$65m




New Globals raise the numbers game: more space, more range Bombardier springs two aircraft surprise at NBAA opening day H TO be a product planner... guardian of secrets and knower of things. Brad Nolen at Bombardier took the centre stage in the firm’s major announcement at NBAA 2010 with not one but two major reveals – one more than most had expected. The firm unveiled its two major ongoing projects, the Global 7000 and 8000, as it responds to the enthusiasm in the market for the new Gulfstream range-topper, the G650. Since it was first announced two years ago, the G650 has notched up nearly 200 orders at some $60m each, showing that there is a real appetite for bigger and long-legged (7000nm+) aircraft. The question since then has been: how would Bombardier respond? The Bombardier Global range’s calling card has always been size and range, and the two new models mark a significant shift upwards in both parameters over the existing Global XRS Express – currently the largest Bombardier business jet. The 7000/8000 project started in 2007 as a single new aircraft design, but morphed into two after the firm canvassed opinion from nearly 200 existing customers and subsequently offer differing USPs to operators. Bombardier say the Global 7000 is cabin-focused, with an interior space some 25% larger than the XRS, and the


8000 is range-focused, adding nearly 2000nm range over the XRS. The major selling point of the 7000 is a cavernous 2637cu-ft interior cabin volume, divided up into four distinct areas. The current XRS has a 2140cu-ft cabin. Nolan said that the firm has seen a rising expectation amongst owners that an aircraft should reflect their home, so four interior areas allows distinct living, working, eating, and

Global's calling card has always been size and range

GREENER GLOBALS GET NEW TECH NEITHER of the two new Globals unveiled by Bombardier can be seen as a simple extension of the existing XRS, hence the multiyear development time. Both will feature new technologies and design improvements to cut their fuel burn and produce lower emissions. A major sell to go alongside the new benchmark numbers is improved fuel efficiencies and emissions – and that means new engines,

wings and fuselages, all contributing to offer a targeted 18% overall improvement in overall fuel efficiency. Some 8% of this saving is planned to come from the new TechX engines being developed by GE Aviation as it ramps up its presence in business aviation. These feature major innovations to cut their weight, boost their efficiency, and simplify maintenance. The most obvious is

the switch to lighter composite fan casings, and the use of a new one-piece fan blisk – a combined blade/disk. GE’s Shawn O’Day said: “The single piece blisk means no seams in welding to disrupt airflow in the engine. The TechX will be accessible, light, easy to maintain, 50% inside current stringent standards for NOx, and 13% inside noise standards.” GE hopes to certify the TechX by 2015.

ABOVE: Space and luxury are key for the Globals. FAR LEFT: Bombardier's Global range now four jets.

sleeping zones. It also has a significant increase in range over the XRS, with a maximum range of 7300nm at Mach 0.85, 300nm more than the G650 at the same speed. It’s due to enter service in 2016. The 8000 is not as large, with a 2236cuft cabin volume, but goes yet further, with a maximum range of 7900nm: LA to Sydney, or Hong Kong to New York, in one flight. It is due to enter service a year later in 2017. Both aircraft will come in at around the $65m mark. Not all improvements are restricted to the passenger cabin, or technologies. Pilots get upgrades too. The flightdeck will get an overhauled and updated four-screen Global Vision system, which will include a HUD system with Synthetic Vision overlays. No decision as yet to fly-by-wire controls. Bombardier has opted out of the speed dogfight between Gulfstream and Cessna, however, preferring to highlight the range at Mach 0.9 maximum speed. Nolan said: “The range at maximum speed will be greater than other aircraft in the class.” The first customer for the 7000, announced at NBAA, will be Vancouverbased operator London Air Services which will also be the launch customer for the Learjet 85.



Cessna Ten races to win back ‘fastest bizjet’ crown Upgraded and faster Citation X should pip the G650 for quickest title ESSNA boss Jack Pelton has always said Cessna will be the company to give you the fastest business jet, so when Gulfstream announced its new G650 would pip the Cessna Citation X for ‘fastest in class’ honours, he wasted no time in announcing plans to ensure Wichita kept the crown. NBAA saw the surprise unveiling of a faster and bigger (and renamed) version of the X: the £21.5m Citation Ten. It increases cabin size by some 15-inches – a noticeable increase in legroom between facing rows of seats – and a promise that it will be certified faster than the G650 to reclaim the title of quickest. We think Mach 0.93 is what they will settle on. The current X peaks at Mach 0.92, which the G650 will surpass by just Mach 0.05 at 0.925. The Citation X is widely assumed to have been supersonic in tests, but the Ten will have enhanced 7000lb-thrust Rolls-Royce engines, a cleaner design with standard winglets, and a higher cruise altitude than the X, so should achieve an additional 0.1 in


operation quite easily – with improved fuel efficiency and payload, and an additonal 211nm range too. Cessna might be market leaders in overall fleet size of jets on operations, but their news has been less than upbeat over the last year with thousands of layoffs and job losses. Since axing the large-jet Columbus programme last year, many in the industry have been looking to the firm perceived as a bell-weather for something resembling fighting spirit and good news. They got it at this year’s NBAA. Pelton explained: “The launch of the Citation Ten is an example of our commitment, repeated throughout the recent downturn, to new product development. “It’s a signal that we intend to do what we need to do to maintain a general aviation industry leadership position. We’ve teamed with Garmin and with Rolls-Royce to conceive an almost perfect combination of speed, performance, ease of operation and productivity in one airframe.”

CITATION TEN TOP 5 HIGHLIGHTS • It’ll be the fastest! • New cabin oozing with tech • Winglets as standard • Garmin G5000 flightdeck • New Rolls-Royce engines


FAST FACTS CITATION TEN Mmo Mach 0.93 (est) Range @ L/R cruise 3281nm Takeoff distance 5000ft (est) MTOW 16,600kg (est) Max payload 1142kg Engine 2 x Rolls-Royce AE 3007C2 of 7034lb thrust each PAX 9 Ceiling 51,000ft Price c.$23m

BELOW: Citation Ten will be an X turned up to... err... 11.

Cessna isn’t relying on a headlinegrabbing top speed to be the Ten’s major sell though, and is bringing forth major advancements in two key areas that matter to those on-board: an all-new avionics system from Garmin, the G5000, which marks a move into airliner territory (see separate story), and major upgrades to cabin entertainment capabilities... it's bristling with USB ports and touchscreen controls inside. The Ten will be the launch customer for Garmin’s first venture into ‘Part 25’ aircraft. First flights of the new Ten are planned for late 2011, with first deliveries starting in 2013.

Cabin accent colour easily changed.


New Mustang-based Cessna turboprop on way WITHOUT actually saying it, Cessna boss Jack Pelton all but confirmed gathering industry speculation that the company is working on a new turboprop design, to bridge the gap between its high-end piston singles and the Mustang jet. Pelton confirmed at NBAA that the

Imagine a Mustang with a prop...

firm would like to introduce a new aircraft as a bridge to jets for owner pilots into its range. Subsequent digging across the Atlantic revealed the registration by Cessna of a possible development aircraft with a 500hp Pratt & Whitney Canada PT6 engine as a powerplant. Some speculate it’s being kept at Pelton’s holiday home! Not long after, grainy ‘could it be...?’ photos emerged of a Mustanglike greenframe with a propeller instead of a jet. It's becoming rhe aviation equivalent of Bigfoot! Rumours boiled up that the firm would reveal a design at the AOPA Summit in California in November,

A new aircraft as a bridge to jets for owner pilots BELOW: The Corvalis 400TT could be joined by a turboprop.

Cessna bright sparks work on 172 CESSNA’S electric 172 continues in development, and boss Jack Pelton hopes a partnership with Bye Energy will lead to a flying proof-of-concept in six months. Cessna revealed its electric plans at Oshkosh earlier this year. Coloradobased Bye Energy is a subsidiary of Bye Aerospace, and is leading the way in integrating electric power in flight with existing designs. The plan is to create a 172 with two-hours endurance for the training market, using new technologies to scavenge extra energy in flight.

but Pelton said this was too early. Pelton said: “The airplane would ideally have a cruise speed greater than 300kt... and a price point between $1m and $2.2m.” Cessna highly values its ability to take a pilot from zero hours in a 162, all the way through to high-end twinjets. In that journey, the biggest single leap in aircraft performance and price is from the $645,000 Corvalis 400TT to the $2.76m Mustang. Cessna already has wide turboprop experience with the much-loved Cessna Caravan, but the new aircraft is targeted more at owner pilots than the air transport operators who favour the Caravan.

Bigger jet? One day MUCH gossip at NBAA about Cessna restarting a program for an all-new bigger Citation. Any truth? Maybe... just not any time soon, says Cessna VP Roger Whyte: “It’s not our priority.”

Citation Columbus canned in ‘09. Cessna do pistons, turbines, and jets. Is Electric next? November 2010 | P1 BUSINESS AVIATION MAGAZINE | 9

NEWSROOM Gulfstream’s new G250 flew from Israel to be at the Atlanta show.


Double debut for Gulfstream Home show sees G250 super midsize make its first trans-Atlantic flight, while the new fastest-in-class G650 lurks for buyers to see the production interior ITH their Savannah HQ based a little over 200 miles across Georgia from the NBAA 2010 show in Atlanta, Gulfstream were bound to show off a bit for the biggest bizav show in the world. The roll-out of the 300th G550 was big news for the firm and marked a major milestone in an existing aircraft’s history, but there were two ongoing projects grabbing attention at NBAA


THE NEW SUPER MIDSIZE: G250 One new arrival on display was a flying G250 test aircraft, Gulfstream’s new super midsize entry (i.e. large cabin, medium range) developed from the hugely successful G200. Featuring a longer cabin, revised wings and winglets, new Honeywell engines, a T-tail, an updated version of Gulfstream’s PlaneView glass flightdeck (a souped-up Rockwell-Collins ProLine Fusion installation), and numerous other refinements, the $23m 40,000lb MTOW 10-seater is strengthening Gulfstream’s presence in a spectacularly competitive and busy sector of the market. It is hoped it will be certified next year, and the flight to NBAA marked another major milestone, with its first trans-

Atlantic flight from its base in Israel – 6200nm in three trouble-free legs. The G250 program leader Mark Kohler bubbled with enthusiasm for the G250, and said: “This crossing was a terrific demonstration of the aircraft’s performance and the fact it is meeting all of the objectives we set for it. For an aircraft with just over 65 flight hours, the fact that the three legs were squawk-free was especially pleasing to us.” The flight departed Tel Aviv just below MTOW, cruised at Mach 0.8, peaked at 43,000ft, executed a planned automated go-around on autopilot and autothrottles, and handled severe gusts and crosswinds on landing in the US – all faultlessly, said the crew. Test pilot Ronen Shapira said: “Customers are going to be very happy with the performance of this airplane. When you consider the integration between the airplane, the auto-pilot, the auto-throttles and the new wing, you have an airplane with flying qualities very similar to the G550... and I love flying the G550!” THE NEW RANGE-TOPPER: G650 After all the pre-show hype about the near-supersonic top speed of the new


An airplane with flying qualities very similar to the G550

G250 progress a major point of celebration for Gulfstream.

G650 range-topper, the presence at the show of a model for customers to view the interior and get a look at the first ‘final’ example was a chance to put it into a real-world context. The new $60m ‘Big Dog of Bizjets’ was tested to Mach 0.995 shortly before the show, and will be certified at Mach 0.925, making it the fastest civilian aircraft. It has notched over 700 hours in flight tests, and is undergoing rigorous testing in the process of a planned 2011 certification by the FAA and EASA. Recent tests focused on flight and aileron characteristics at high speeds beyond Mmo – passing with flying colours. The only downside for showgoers was that it was hidden away at a secret location for most of the show: it would certainly have been the star of the huge static display!


Barely a dozen buttons or knobs to worry about.

Garmin's 5000 marks shift upmarket THE new multi-screen touchcontrolled Garmin G5000 integrated glass flightdeck may look like a G3000 on steroids, but it marks the most major development in the firm’s strategy since the G1000. The feature-heavy G5000 shown at NBAA is being developed under FAA Part 25 regulations (for aircraft over 5675kg), which means it will be authorised for use on larger twocrew jets, in theory all the way up to Airbus airliners. Despite its significant extra features and screens, the G5000 is intended to be easier to use than panels like the G1000 which are becoming commonplace in GA aircraft–- nearly 8000 have been installed since it was first launched.

Utilising four separate iPad-style touchscreen control stations arrayed in a row under the four main displays, the entire eight-screen system features few buttons and dials, in stark contrast to earlier glass panels which were surrounded with rows of buttons and dials. G5000 screens are 14in, while the small touchscreen controllers are about twice the screen area of an iPhone. The touchscreen is activated by a fingertip breaking light beams, not physical pressure or temperature change against the screen. Garmin says this is more accurate and positive. Use in turbulent flight conditions has been cited as a reason by some to question touchscreens in

It will be authorised for use on larger twocrew jets, in theory all the way up to Airbus airliners

G5000 is a marked upward shift for Garmin.

aviation: what if the aircraft is being bumped about? Garmin says it has thought of that, with the bezel doubling up as a handrest/grip, and also that dragging a finger from the initial point of contact voids any input, so you shouldn’t activate or select anything you don’t intend to. The icons and visuals of the system on display at NBAA looked refreshingly uncomplicated, with the firm obviously drawing on its experience in selling millions of GPS units to drivers around the world. Cessna has already said the G5000 will be standard fitment in its new range-topping Citation Ten, and so far it is only intended as a standard original fitment item: no retrofits at the moment. TSO certification is targeted for 2012. Garmin’s Gary Kelley said: “We’re eager to serve the Part 25 market and are confident that our fully integrated flight deck and award-winning customer support will exceed the expectations of flight departments and aircraft manufacturers in this segment. “Like other Garmin products, the G5000’s architecture is designed with future growth and technologies in mind. “Customers and aircraft manufacturers will be able to add significant capabilities to the system in the future, often without requiring additional hardware.”


NEWSROOM New name, bigger wing and fuselage for PiperJet.


Altaire marks course change for Piperjet All-new light jet to form basis for new range as bizav beckons for Piper IPER has redesigned the PiperJet and given it a new name – the PiperJet Altaire – as it forms the basis for a range of jets, and becomes more targeted at business operators. The first iteration of the PiperJet featured a stretched fuselage based on the existing PA46 piston/turboprop range, which the firm believed restricted it too much in terms of cabin size and also further expansion into models with larger fuselages. So, time for an overhaul... Piper boss Geoffrey Berger said: ‘While the earlier PiperJet design, with its Piper M-class cabin cross section, provided a


comfortable environment, we wanted to give our jet customers an even roomier light jet that incorporates a scalable design paving the way for a future family of competitive business jets.” The PiperJet Altaire features a new configuration. Its larger redesigned round fuselage is mounted on top of an expanded-chord wing, with a shorter vertical empennage located slightly aft atop an elongated engine nacelle. The tail looks better shaped to become a side-by-side twinjet later too.” The wing features a deeper chord and the empennage is shorter, and over all it just looks more ‘right’ than before. The tail looks as if it is able to take twin jets

Garmin touchscreen G3000 panel.

Roomier cabin in PiperJet Altaire.


FAST FACTS PIPERJECT ALTAIRE Max cruise 360kt Max range 1300nm PAX 6 (7 with single pilot) Ceiling 35,000ft Power Williams FJ44-3AP, 2500lb thrust Wingspan 13.5m Length 11.4m Height 4.8m Price $2.5m

mounted low down too – useful as the range grows. Price point for the Altaire is $2.5 million, with a typically equipped aircraft priced at $2.6 million. For those who signed up before the upgrade, at $2.2m, there’s a treat in store: they won’t pay any extra for the revised larger Altaire. It will cost an average of 25% less to operate per hour than comparable production very light jets, says Piper. It will be one of the launch aircraft for the Garmin G3000 system. Max range is targeted at 1300nm with a maximum cruise speed planned at 360kt. Max range on full payload is around 1200nm, miles with a full fuel payload of 800 pounds. Now undergoing CAD modelling and analysis in the program’s detail design phase, the first of four conforming PiperJet Altaire flight test aircraft will begin flying in 2012. Certification and first customer deliveries are planned for 2014, slightly after the previously scheduled date.


Sikorsky to enter jet market in deal with Eclipse Aerospace HELICOPTER giant Sikorsky made the day of hundreds of Eclipse EA500 owners after it announced an agreement for a stakeholding investment in the Eclipse Aerospace firm which owns the rights to the twinjet. The original Eclipse Aviation went bust in late 2008 and was reborn in 2009 under the oversight of Eclipse Aerospace, ensuring that the 250+ owners of EA500s at least had a firm legally able to produce spares and parts for their aircraft. Eclipse Aerospace hasn't been

sitting on its hands and has been busy developing upgrades and improvements for the fleet, with a view to restarting full production. The Sikorsky deal, for which no numbers have been revealed, is focused on Sikorsky’s expertise in supply chains and parts delivery. Sikorsky’s Mark Cherry said, “This agreement in principle affords us an opportunity to invest in a great product and to further leverage our strong aftermarket and product support capabilities for fixed-wing applications.”

The deal is focussed on Sikorsky's supply expertise

Eclipse boss Mason Holland added: “This is great news for all our customers. We are elated about this potential new venture with Sikorsky Aircraft and the phenomenal reach we can extend to Eclipse Jet owners by access to the global service, support and supply chain network of Sikorsky.” Holland confirmed Eclipse intends to restart production but not yet. “The market is not ready yet. Right now we are refining it.” Coincidentally, Sikorsky President Jeff Pino is an EA500 owner.

Eclipse EA500 boosted by deal with Sikorsky on support.

Telex’s Ascend goes modular TELEX’S new Ascend headset aims to solve the problem many pro pilots face of having an expensive ANR headset for work, but which is useless for deadheading or listening to iPods off duty. The new Ascend is a lightweight headset which can go from being a flightdeck tool to an entertainment accessory in just a few seconds. It's claimed to have the high bandwidth frequency response which music

requires. It's also highly adaptable for different aircraft – the secret is removable ear panel modules which allow alternative jacks to be attached. It also means the mic boom can be changed from right-side to left-side just as easily. The ANR is powered in the cockpit from mic bias line power where provided, but for older aircraft or in the cabin a rechargeable 50-hour battery pack can be attached simply to

an ear panel. Main jacks are traditional dual-connector or Airbus-style 5-pin XLR connector. It’s very light weight, and the ear cups rotate through 180-degrees, which means it stows flat and takes up less bag space. It comes with a three-year warranty. ascend



P1 NEWS NBAA 2010 SHOWSTOPPERS HondaJet aiming for first deliveries end of 2012.

HONDAJET HIGHLIGHTS • Natural Laminar Flow airfoil slashes drag • Engines over wings boost cabin space/cut noise • Launch customer for the Garmin G3000


Honda leads charge of the newcomers O New designs on the way from well-known firms breaking into jets

H, HONDAJET, wherefore art thou? Still we watch the clock tick for one of the most eagerlyawaited new designs to reach certification, as supplier delays pushed back dates. It’ll be worth it, we’re convinced. The first conforming example is now undergoing ground tests, as the firm says its flight test program starts in 2012 with

HondaJet boss gave an update at NBAA.

a view to certification later that year. Meanwhile, two other firms new to jets are working on designs too See below). The GE-Honda engines for this aircraft are now ready to be fitted, having undergone hailstorm testing recently. Meanwhile, the Garmin G3000 avionics suite which will be standard is already in the flying test aircraft. The original proof-of-concept aircraft now has over 500 hours of flights under its wings, while the subsequent conforming prototype has successfully completed landing gear deployment tests, and flight control and steering and braking tests too. For NBAA we saw a funky new silver and while paint scheme, and a look at the production-spec interior and cockpit too: both a tidy as you’d expect.

FAST FACTS HONDAJET Mmo 429kt MTOW 4173kg Range 1400nm Takeoff distance 951m Landing distance 762m Height 4.03m Length 12.71m Wingspan 12.15m PAX 6 max Engine 2 x GEHonda HF120 of 1880lb thrust each Cabin 346cu-ft (est) Ceiling 43,000ft Price $4.5m

A second conforming example was completed earlier this year for static ground testing, which will focus on fullload wing and horizontal stabiliser tests, load-bearing structures, pylons, gear, and pressure testing of the composite fuselage, while a third and fourth are in the pipeline. Honda Aircraft boss Michimasa Fujino said: “In addition to the more than 500 flight hours we have accumulated on the proof of concept HondaJet, the successful completion of this robust range of static structural stress tests on the conforming aircraft significantly reinforces the advantages of the HondaJet’s design.” The flying test aircraft has reached 420kt and 43,000ft in flights so far. The price is still pegged at $4.5m.

TBM AND PIAGGIO JETS ON THE WAY THE firms behind two of the best-known turboprops in aviation are both working on jets, as a race to market brews between Piaggio and Daher-Socata. Piaggio, manufacturers of the distinctive P180 Avanti II, are pushing ahead with the development of a new twinjet codenamed 'P1XX'. France’s Daher-Socata of TBM850 ‘world’s fastest

single-engine turboprop’ fame is investigating the Grob SPn design as the basis for a new ‘TBM Jet’. Major Piaggio shareholders Mubadala and Tata are both fully behind the jet program, with snippets of news indicating a 2018 target and eventual manufacture in the Emirates as Abu Dhabi drives ahead with


creating a global aerospace development hub. Piaggio’s US boss John Bingham revealed the first public announcement and unveiling of P1XX could be at the May 2011 EBACE show in Geneva, with supply contracts currently being firmed up. Meanwhile, Grob’s orphan SPn program is being studied by Dohaer-Socata,

which could leapfrog it ahead in the development race to get a twinjet to market. Grob went bust in 2009, administrators slicing off the SPn project and selling it to Allied Aviation Technologies. At that point, the SPn was said to be within a year of certification, with four prototypes built and hundreds of hours of

test flights completed. Tragedy had earlier struck the program when one prototype crashed in 2006, killing the test pilot.

Grob SPn in better times.

OUR JETS AREN’T BUILT TO AIRLINE STANDARDS. FOR WHICH OUR CUSTOMERS THANK US DAILY. Some manufacturers tout the merits of building business jets to airline standards. We build to an even higher standard: our own. Consider the Citation Mustang. Its airframe service life is rated at 37,500 cycles, exceeding that of competing airframes built to “airline standards.” In fact, it’s equivalent to 140 years of typical use. Excessive? No. Just one of the many ways we go beyond what’s required to do what’s expected of the world’s leading maker of business aircraft.


The Citation MUSTANG


Embraer win recession-busting super order from NetJets Pledge of tailored aircraft seals order for up to 125 Phenom 300s E’RE all too battle hardened to see any single deal as the sign of a widespread recovery, but an order for up to 125 $8.4m jets was enough to inject a sense of optimism to anybody in business aviation last month – unless you were in competition with Embraer that is. The Brazilian manufacturer has secured an order for at least 50 of the light twinjets from fractional giant NetJets, with the word that it is very likely to take up options on 75 more – which would bring the order to over $1bn in total. The deal is understood to have been


Expect a custom interior for NetJets.

at the centre of a fierce tendering war between manufacturers, and it appears the clincher was Embraer’s pledge to create a special ‘NetJets-only’ edition of the aircraft: the Phenom 300 Platinum. It’s not been specified what will be different about the Platinum, but it’s likely to mean a custom interior and ICE options. After years squeezing their fleet, seeing NetJets make a return to placing orders for new jets is a definite sign of encouragement for the industry: where they go, others will follow. It also means a likely return to hiring of aircrew. The order came just as NetJets parent Berkshire Hathaway revealed the firm had seen a rise of 17% in revenues for the first three quarters of 2010 over the same period in ‘09. More importantly, it swung from a pre-tax loss of $531m in the ‘09 period to a pre-tax profit of $158m Jan-Sep 2010 – despite rising fuel prices too. NetJets currently has over 800 aircraft in its fleet, of 13 different types from Cessna, Dassault, Gulfstream and

The clincher was Embraer’s pledge to create a special ‘NetJetsonly’ edition of the aircraft

Hawker-Beechcraft, and it says it still has too many aircraft for its needs, so expect it to keep selling off its older aircraft while it brings in newer models with greater flexibility for the future. It also has some $2.9bnworth of other orders for new aircraft outstanding in addition to this new order of Embraers. NetJets boss David Sokol said: “NetJets is making an investment in the future, and we continue to be guided by our vision to maintain our leadership position by delivering extraordinary safety and service to our owners. No one is more confident about the future of private aviation than NetJets. We are pleased to be in a strong position in our industry and proud to be announcing this order for an exceptional aircraft.” Embraer has also signed a maintenance and service agreement for the aircraft, which will be deployed throughout North America and Europe. Deliveries are expected to begin in 2013.

Is this the first of a slew of new orders from the big operators?



Farnborough and GAMA bag BACA awards THE annual Baltic Air Charter Association awards honoured the best in aviation last month, with Farnborough and GAMA picking up two of the most prestigious gongs. TV star John Inverdale hosted the association's Autumn Lunch and Excellence Awards bash at the London Guildhall. The full awards list is: • Best Passenger Charter Airline TITAN AIRWAYS • Best Cargo Charter Airline VOLGA-DNEPR AIRLINES • Best General Aviation Operator GAMA AVIATION • Best Airport FARNBOROUGH • Best Handling Agent INFLITE • Global Excellence Award TYROLEAN JET SERVICES

A good day for Farnborough and its residents!

EBAA membership grows Be real about China FIVE new national associations representing the local interests of bizav operators have affiliated to the European Business Aviation Association (EBAA) this year. They are: • RUBAA – Russian United Business Aviation Association • AESAVE – Spanish Executive Aviation Association • EBAA Belgium • MBAA – Malta Business Aviation Association • ABAA – Austrian Business Aviation Association They join the existing members: British Business & General Aviation Association (BBGA), EBAA France, EBAA Switzerland, the German Business Aviation Association (GBAA), Italian Business Aviation Association (IBAA) and Norwegian Aircraft Operators Association (NAOA). EBAA boss Brian Humphries

said: “The importance and reach of business aviation in Europe continues to increase. EBAA supports the new, non-profit, national associations that represent the interests of business aircraft operators and to advocate on their behalf locally, and at European level and globally by satisfying the requirements of IBAC membership.” RUBAA President Leonid Koshelev added: “One important RUBAA activity is to implement and promote within Russia internationally-accepted voluntary standards for the operation of business aircraft. To achieve this, we rely heavily on our cooperation with EBAA and IBAC.” • EBAA is hosting a two-day summit in Vienna, Austria on January 20/21 looking at improving bizav ties with eastern Europe. The EBAA website has more details.

TOP bizav analyst Brian Foley says it is unrealistic to hope that China will overnight become the biggest market in the world – but he says it will prove to be a very useful growing addition to the overall business aviation sector. Inherent issues with airspace, and a tiny infrastructure of fewer than 200 airports open to civil use, mean that while China will expand from its current small base it is unlikely to be the new USA that the most optimistic are hoping for. Foley said: “We think China will account for 3-4% of worldwide fleet uptake over the next decade, which is roughly five times what it is today. In absolute numbers this may still be small, but China promises to be a welcome adjunct to manufacturers’ business at a time when every additional sale counts.” He says the appetite in China seems to be for larger-cabin and longerrange aircraft.

Foley likes the look of China... but says it has furthest to go.

EASA back away from N-reg ban THE cataclysmic changes mooted by EASA to FAA-licensed pilots and aircraft on the N-register are off... for now. A meeting in October to write into law proposals that would require all pilots licensed outside the EU to get an EASA licence, and for foreign-registered aircraft to move to EU registers, was shelved as the potential fall out is analysed more closely. Pilot and aviation groups around the world reacted in horror at the proposals, which have no basis in

safety and are all about politics, and the scale of condemnation seems to have got through to the men at the top who would have to add their names to the document if it became law. With so many pilots undergoing training in the US or Canada, it was glib to say the least to assume that all the infrastructure that goes with jet training could be replicated in Europe overnight. It also ignored another reason so many pilots decamp to the US for work and training: the sheer scale of jet use

Pilot and aviation groups reacted in horror

and deep pool of expertise in the US compared to the rest of the world. Lastly, it also raised the spectre of similar measures being taken in retaliation by the US – a lose-lose situation for anyone in aviation. It’s another prime example of regulators knowing little about the industry they are expected to be experts in and make high-impact decisions upon. It is expected to be reassessed in December. Fingers crossed something close to sense prevails.





ExecuJet in Paris FBO partnership French Jet Services Group underpins Le Bourget expansion XECUJET has partnered with Advanced Air Support to unveil a new FBO at Paris Le Bourget. The hangar and facilities have undergone a full refurbishment and incorporate joint branding. “We are delighted to be forming a partnership with ExecuJet at Le Bourget.


As a business aviation industry leader we believe their industry knowledge will attribute towards the exceptional level of service already provided at the FBO,” said Mme Dain, CEO of The Jet Services Group, owner of Advanced Air Support. The FBO provides luxury and comfort for both clients and crew, with two

The FBO provides luxury and comfort for both clients and crew

New FBO facilities for ExecuJet at Paris.

Caribbean life for 2000th Caravan CESSNA has delivered its 2000th Caravan turboprop - and what a life it has in store! The 2000th Caravan is going to Air St Kitts-Nevis to be used as part of the carrier’s DHL courier operation in the Caribbean. Two new Garmin G1000 Grand Caravans will replace two older models. The single-engine turboprop Caravan is certified in 100 countries and the fleet has amassed more than 13 million flight hours. It received FAA type certification in 1984 and marked its first customer delivery in 1985.

passenger lounges, a pilot lounge and separate relaxation room for crew and two bedrooms. The facilityhas wi-fi throughout, satellite TV, catering, parking, meeting rooms and a complete concierge service. The FBO is the third in the European network for ExecuJet and its seventh worldwide, with further plans for expansion expected. “Our FBO network is a really important part of the complete business aviation service that we offer at ExecuJet,” said Cedric Migeon, MD ExecuJet Europe. The Jet Services Group has five subsidiaries: Advanced Air Support. Uni Air Entreprise, based at Paris-Le Bourget and Toulouse-Blagnac, is a Part 145 maintenance centre. Aerovision, at Toulouse-Blagnac, manages a seven aircraft fleet operating executive, corporate or emergency flights, and also air to air filming. Camo Air Support, also at Toulouse-Blagnad, is certified EASA Part MG+I. Finally, Business and Commuter Aircraft, at Lyon-Bron airport, operates all aspects of maintenance.

More hangar space for Prague JET operator ABS Jets broke ground on a new hanger at Prague Ruzyn Airport in October. The new 6000sq m facility will triple ABS Jets’ currently available hanger capacity and should be ready by September next year. “Hanger space in the new facilities, pre-construction, is already 50% sold,” said Radomir Sanak, ABS Jets Commercial Director. The company currently has 11 planes having added one plane a year since 2004.

No a bad life: Caravan off to work for DHL in the Caribbean.


Eastern Atlantic FP



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PATRICK MARGETSON - RUSHMORE Patrick is chief executive of London Executive Aviation, one of Europe's largest executive air charter operators. The company has a worldwide AOC and provides aircraft management and air charter services. Its diverse fleet contains King Airs and Citation Mustangs through to the Falcon 900EX longrange jet.

The ‘grey’ market is a shady practice we should close off Chartering a private aircraft without an Air Operator's Certificate is illegal and involves risks which cannot be excused THERE is a very dark shadow lingering over our industry at present, a shadow that we appropriately call ‘the grey market’. The grey market refers to the illegal practice of chartering a private aircraft without having an Air Operator’s Certificate (AOC), the approval granted by a national aviation authority to use aircraft for commercial purposes. First and foremost, let’s make one point clear: there is no grey area about the legality of the grey market. Operating an aircraft for commercial purposes without an AOC, which includes simply leasing a jet (with crew) to a third party, is against the law. Pure and simple. Black and white. Why do I say the shadow is lingering? The grey market has existed for many years. If anything, the practice has intensified during the recession, as irresponsible pilots and operators have decided to bypass legality to offer cheaper fares than legitimate operators. Pressure on rates in a difficult economic climate increases the temptation to undercut approved operators. Cheap fares can come at a high price, though. The grey market involves risks that cannot be excused by anyone. If someone is paying to use your aircraft, you must have an AOC. To hold an AOC, an operator must demonstrate adherence to strict standards, including (but not limited to) operational procedures, fuel policy, communications and emergency equipment, maintenance, flight crew qualifications, training and flight time limitations. I’m astonished that there are still wealthy individuals who believe the pilots or advisers telling them that ‘leasing’ an aircraft to somebody, in return for payment, is a legal way

to bypass the regulations. These individuals are simply risking everything they have achieved in their careers, for the sake of a few thousand pounds! They must realise that if an accident were to take place, they would be liable for massive claims from the passenger, or indeed his or her estate. Furthermore, the reputational damage would be irreparable. Banks should be paying attention to the grey market too, as part of their due diligence when financing an aircraft. After all, the financial ramifications of grey market operations – and more specifically accidents – are extensive and extreme. For example, any insurance policy governing an aircraft will stipulate that the aircraft be operated in accordance with the requirements of the relevant regulator. Illegal chartering is likely to void any insurance cover on the asset (as well as invalidating the passenger’s life assurance). In the case of an accident, the owner of the aircraft might therefore be named on a substantial claim for which he or she has no valid insurance coverage. More often than not, the financier will be entitled to call for repossession of the aircraft for default, under the terms of the finance documents, so any residual scrap value

Some pilots and operators bypass legality to offer cheaper fares

in the aircraft will fall to the bank. Money is hardly the priority, though. In aviation, as always, the priority is safety. Operators who do not hold an AOC will not have undergone the rigorous operational safety oversight of the Civil Aviation Authority. The pilots may well have been subject to a less comprehensive training and testing regime than is required to fly public transport operations. Regulations controlling crew working hours – regulations that exist for safety reasons – may not be followed as closely by grey market operators as by law-abiding companies. The high maintenance standards required to fly aircraft commercially may not be matched by operators or private individuals without an AOC, even if the aircraft superficially appears to have been maintained perfectly. By definition, therefore, the risk of an accident is higher in the grey market than among law-abiding, AOC-holding operators. And the trend for criminal proceedings to be brought, following an aircraft accident, is growing globally. Plaintiffs are increasingly likely to seek to attach responsibility and liability for a grey market accident to the aircraft owner or lessor. Again I make the point: if you are sufficiently wealthy to own a private jet, is it really worth risking criminal proceedings that would destroy your career and reputation, just to make a few thousand pounds (illegally)? Could you live with a fatal accident on your conscience? Policing the grey market is no easy task but this issue needs to be taken very seriously. Civil aviation authorities must cooperate among themselves, and the industry at large needs to support their efforts in every way possible. It’s time the grey market closed for good.


Know More.



What's on, where Events coming up for you and your passengers... DECEMBER 2010 7-9 Middle East Business Aviation Show (MEBA), Dubai. Dedicated to business and corporate aviation. 14-20 London International Horse Show, Olympia, London.

JANUARY 2011 17-30 Australian Open Tennis Championships, Melbourne.

FEBRUARY 2011 4-19 March RBS Six Nations Rugby. Opening match Wales v England at Cardiff’s Millennium Stadium. 6 American Football Super Bowl, Dallas Cowboys Stadium, Arlington, Texas. 9-13 Aero India, Air Force Station Yelahanka, Bengaluru, India. 18-23 London Fashion Week, London, UK.

5-8 Heli-Expo 2011, Orlando, Florida, USA. 11-13 Gulf Air Bahrain F1 GP, Sakhir, UAE. 15-18 Cheltenham Festival, horse racing. Cheltenham, Glos, UK. 25-27 Australian F1 GP, Melbourne.

APRIL 2011 4-10 The Masters, golf, Augusta, Georgia, USA. 8-10 Petronas Malaysia F1 GP, Kuala Lumpur. 9 Grand National Horse Race, Aintree, Liverpool, UK. 15-17 UBS Chinese F1 GP, Shanghai. 13-16 AERO 2011, Friedrichshafen, Germany. 21-25 Badminton Horse Trials, Glos, UK.

MAY 2011 17-19 EBACE, Geneva, Switzerland.

MARCH 2011 1-6 Avalon 2011 Australian International Airshow, Aerospace and Defence Exhibition.

JUNE 2011 20-26 Paris International Airshow, Le Bourget, France.

2011 AUDI FIS SKI WORLD CUP November to March THE 2011 ski season kicks off amazingly early on 13-14 November with the opening round of the Ladies and Mens Slalom event - but you have to go a long way north to Levi in Finland. But the event all ski enthusiasts want to see is the Men’s Downhill which is on 27 November at Lake Louise, Canada. Can surprise 2010 Olympic Champion Didier Defago repeat his gold medal winning form? Will US favourite Bode Miller get revenge? It’s followed by the Men’s Super G and then the Ladies Downhill and Super G, where all eyes will be on Lindsay Vonn. The ski circus stays in North America for the US rounds at Beaver Creek, then comes to Europe on 11 December. The Men’s Downhill will be at Val d’Isere, and the Ladies Super G at St Moritz. The full (and complicated) schedule of events, venues and dates can be found on the FIS Alpine website but one to put in your diary is the Men’s Downhill at Kitzbuhel, Austria on 22 January. Not only is this one of the toughest courses on the ski circuit, but it's also one of the best supported. Get your cow bell ready! PHOTO Samo Vidic/Red Bull Photofiles




Hawker’ s Headturner Hawker took almost ten years to complete its composite construction 4000. John O’Connell flies the super-mid-size jet and asks if it’s good enough to match the stiff competition


Hawker 4000 cabin is quiet and comfortable. Note Airshow display monitor.

HERE it is again! A few years ago I began noticing an interesting aircraft popping up at various airports around Europe and the US. I had no idea of what it was and I was intrigued. It looked a bit like a Hawker 125 and it seemed to have some of the familiar lines of the British classic but was a lot bigger. What was it? It was only after meeting some crew at an FBO I discovered it was the new Hawker 4000. I recently got the opportunity to air test this interesting machine and this is what I found. Hawker Beechcraft of Wichita, formerly Raytheon, produce some of the world's most tried, tested and popular airframes, such as the King Air series, Hawker 400XP, 750, 850XP, 900 and 1000 aircraft. The company's products are hugely popular with both civilian and military operators throughout the world and the Hawker name has a heritage which goes back well over 90 years. The Hawker 4000 is the company’s latest offering, already type certified with EASA, and is aimed at the popular super-midsize bizjet market. This market is already well catered for with types which include the Bombardier Challenger 300 and Gulfstream G200, so how does this machine compare and what does it have to offer in comparison to other similar types? Hawker advertises the 4000 as being ‘the most advanced bizjet in the world’ and certainly gives the competition a good run for its money. It should do for it took a long time to develop and get through certification. Originally announced in 1996, the 4000 took until November 2005 to make its debut. The 4000 typically carries eight passengers and two crew, with a maximum occupancy of 12. It is powered by two FADEC (Fully Automated Digital Engine Control) controlled Pratt & Whitney Canada PW3008A turbofan engines, each producing a healthy 6900lb of static thrust. Unlike some other aircraft in its class the Hawker has two ACMs (air cycling machines) for pressurisation and air conditioning which is an extra bonus as far as redundancy is concerned. The 4000 has a split bus electrical system


with four independent methods of generating electric power: both engine driven generators, the APU generator, and finally it is possible to use a hydraulic motor-driven generator and of course the hydraulic system is also duplicated. All of this in-built redundancy means the 4000 is ideal for those long over-water transcontinental flights.

COMPOSITE FUSELAGE The 4000’s most noticeable feature has to be the revolutionary advanced composite carbon fibre/nomex honeycomb/carbonfibre sandwich fuselage. According to Hawker, this is up to 70% stronger and 20% lighter than the aluminium equivalent. It doesn’t corrode and has no life limit. A normal fuselage is constructed with thousands of individual components

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but this outstanding machine has only three major fuselage sections. Composites are also employed in the construction of various components on the tail such as the skins on both horizontal stabilisers and on the fin. In my opinion this represents a huge step forward in construction techniques. With a maximum range of 3775 statute miles at mach 0.82, the 4000 has a good trans-atlantic capability and with four passengers has the ability to do Europe to the Middle East with relative ease. The 4000 has excellent short field capabilities and the fact that it can climb to its ceiling of FL450 quickly is what enables the 4000 to have such a good range (getting to higher altitudes quickly means less overall fuel consumption). In my opinion this range coupled with a max cruise of

In my opinion, the 4000 represents a huge step forward

mach 0.84 puts the 4000 into a similar category as the big boys of the bizjet world. The air test was flown from London Oxford Airport and after the usual formalities of meeting the crew and carrying out a thorough briefing we walked out of Oxford's FBO to be greeted by the sight of this very modern looking machine glistening in the sun. As always, the walkaround gave me a closer look at the 4000’s finer points. Even though it retains some classic Hawker looks, the 4000 was designed as a clean sheet. The 4000 is a handsome ship with ultra clean lines, the composite construction gives a very smooth ‘spaceship’-like finish to the fuselage, with not a rivet or seam in sight. As with most modern machines in this class, it has a T-tail with the engines

mounted on either side of the rear fuselage, all of which looks pretty tidy. The elevator is manually operated but the rudder is fly-by-wire. In the event of an engine failure there is a form of fly-by-wire rudder boost available to the crew. The 4000’s supercritical wing is constructed primarily of aluminium, has a sweep of 28.4 degrees and a span of 62 feet. Whilst having a more modest sweep than other types in its class, the 4000’s wing is still an impressive modern design which includes ailerons and hydraulically powered roll spoilers. These also act as speed brakes and automatically deploy on landing and in the event of a rejected takeoff. The fact that the 4000 does not have any leading edge devices is testament to how good the wing design is. Flaps extend most of the way along the trailing



Cabin is 6ft high with flat floor, and wide too, making it a light and airy place. Typical set up is for 8 pax, with a max of 12.

edge of the wing and this is what enables the machine to perform so well at low speeds and to operate so successfully from relatively short strips. Another obvious detail I noticed on the walkaround was the narrow track undercarriage, unlike the other Hawkers but not unusual these days. Many aircraft such as the Global Express, Cessna's Citation X and Sovereign, and Gulfstream's G200 show a similar design trait. The 4000 sits quite low and the main landing gear has trailing link suspension with double wheels and carbon brakes on each leg; the nose gear is solid looking and also sports double wheels. The baggage hold is located behind the passenger cabin and is accessible from the rear of the cabin and a good sized cargo door which is positioned on the port side of the rear fuselage. It is possible to carry up to a maximum of 990lb of luggage/cargo in the hold. The large and well constructed main entrance door is located on the port side of the fuselage behind the flight deck


as is standard with most bizjets.

BY PILOTS FOR PILOTS As Hawker says, the flightdeck is ‘designed by pilots for pilots'’ and this becomes immediately apparent as you enter the jet. With large wrap-around windscreens and side windows, the cockpit is a generous size and I could quite happily see myself working there for long periods with relative ease. The control columns are the ‘ram's horn’ design like most of the other Hawker jets and some old Islanders too! Power levers and the speed brake control are located on the centre pedestal. Seats as you would expect are super comfortable and easily adjusted with a five-point harness. If I am off for a long drive, comfort is of utmost importance in my book. There is plenty of room at the business end – one good indication of this is the distance between the centre console and the pilots’ seats. The flightdeck looks modern with

no fewer than five 8in x 10in LCD EFIS displays. These are part of the Honeywell Primus Epic integrated flight control system, which is modelled on the Boeing 777’s advanced avionics. This includes an integrated performance computer, dual FMS (located on the centre pedestal), dual GPS, dual IRS, dual on-screen cursor control, full engine indicating and crew alerting system (EICAS), central maintenance computer, and dual channel full authority auto throttle as standard. This standard to flightdeck is not the case with all midsized bizjets! The Primus Epic system meets all of the required navigational performance (RNP) standards. The start sequence was very straightforward. FADEC makes life so easy these days and the Primus Epic gives both flight crew a good indication of what is actually happening on each engine. It gives a pictorial representation of the start sequence, showing fuel flow and movement of valves, etc, on the multi function display (MFD).

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Various pages on the MFD and radio frequencies can be selected by using the on-screen cursor control. These controls are located to the left of the captain's seat and to the right of the co-pilot's seat and are a neat piece of kit. Taxiing was a non event considering the overall size of the 4000, even on the relatively narrow taxiways at Oxford. Although the carbon brakes are operated by applying toe pressure to the rudder pedals, there is a (steer-by-wire) tiller located on the captain’s side and it is very effective indeed, giving the 4000 excellent manoeuvrability on the ground. There is no nosewheel steering available through the rudder pedals which is an historic feature found on most Hawkers, such as the 400XP, 750, 850XP, 900 and 1000. We carried out a radio check with the cameraship and were cleared to line up on runway 19 at Oxford. We completed our checks and once cleared for takeoff, it was just a matter of engaging the auto throttles, advancing the levers to half

We very rapidly reached our 110kt rotation speed

way and the auto throttles took over to set takeoff power. The large LCD displays and good graphics make it easy for the Pilot Not Flying (PNF) to monitor all engine parameters on both engines. The aircraft accelerated well and we very rapidly reached our 110 knot rotation speed. As we gently eased back on the control yoke, the 4000 pitched up beautifully. The 4000 was responsive

and sharp to hand-fly as we accelerated through 180kt indicated – the flight was carried out at relatively low level so we opted to hand fly the aircraft. We quickly caught up with the cameraship and began to formate on it. As a rule, you don't tend to hand-fly modern bizjets other than for the takeoff and landing phases of flight due to the high level of automation available. Even

No leading edge slats but 4000 still has low takeoff and landing speeds. November 2010 | P1 BUSINESS AVIATION MAGAZINE | 29

FLIGHT TEST HAWKER 4000 FLIGHTDECK The Hawker 4000's cockpit and panel are the result of extensive research into what bizjet pilots want ‘in the office’. Ipeco crew seats and five-point harnesses offer comfort and functionality and, claims Hawker, every display, control and switch is where it should be. The panel features Honeywell’s Primus Epic integrated flight control systems and avionics. Highlighting the package are five 8in by 10in active-matrix liquid crystal displays (LCDs) . The Epic avionics suite includes an integrated performance computer in the flight management system (FMS), which is coupled to a dual-channel full authority auto-throttle system. The suite also has a dual global positioning system (GPS) and dual Laseref inertial reference system (IRS) . The Primus Epic system has a fully digital, dual, integrated, fail-passive autopilot/ flight guidance system. Automatic altitude preselect, flight level change mode and vertical navigation (VNAV) capability combine with control servo authority to match flight conditions and aircraft configuration. Note the large windshields and flightdeck side windows whch really help when taxiing. FEATURES Q Hawker signature ‘Ram’s Horns’ control yokes Q Five 8in x 10in displays: two Primary Flight Displays (PFDs), two Multi Function Displays (MFDs) and one Engine Indication and Crew Alert System (EICAS) display Q Dual Flight management System Q Iridium Satellite Telephone Q Central Maintenance Computer: an interface that provides a complete history of aircraft systems performance. This information can link data directly to electronic maintenance manuals to reduce maintenance downtime Q Dual automatic flight control systems Q HF radio with Selcal Q Dual air data systems Q Dual cursor control: on-screen point-andclick functionality via drop-down menus that are all controlled by Honeywell’s cursor control device (CCD). Honeywell says it’s like using a computer mouse to scroll, point and click Q Dual channel full authority auto-throttles Q Turbulence detection weather radar Q Tiller by captain’s seat to steer when taxiiing

though the 4000 was not designed with close formation flying in mind, it did a valiant job and with relative ease. The 4000 happily formated with our Cessna 208 cameraship at 155kt indicated. The 4000 was a delight to fly, with the large windscreens giving excellent visibility. This machine is very well balanced and once trimmed correctly, the handling was precise and sharp. In the turn, all it took was a very gentle input on the yoke and the 4000 responded with ease. The weather on the day of the air test was pretty good but even as we flew

quite close to some cumulous clouds, the Hawker remained stable and felt rock solid. We did not get the chance to climb to high levels but what I have to say is, the 4000 performed incredibly well. I got an opportunity to have a look at the automatic pressurisation system and of course the Flight Guidance Computer (FGC), both of which were quite straightforward to operate. The auto throttle system is another labour saving device which many pilots of smaller bizjets may not be used to. Set


Once trimmed correctly, handling was precise and sharp

the required indicated air speed into the system and let the aircraft do the rest. Believe it or not, some relatively large jets still don’t have auto throttle. After a good deal of general handling and formation flying we headed back to Oxford for a visual arrival to runway 19. The 4000 handled beautifully even with flaps and gear extended. The normal approach speed seemed incredibly low for this size of machine but the 4000 felt responsive and agile even as we approached VREF which was 115kt. The final approach was smooth and

speed control was spot on. Attitude in the flare was quite flat but the aircraft landed beautifully – trailing link suspension works wonders for your landings! The speed brakes deployed automatically and the 4000 decelerated smoothly to a walking pace. Overall, it was a very pleasant aircraft to fly.

STYLISH CABIN As far as the passenger cabin is concerned, as you enter the 4000, the first thing you see is the galley which is quite spacious and includes an oven, sink and plenty Month 2008 8 | P1 BUSINESS AVIATION MAGAZINE E | 00


ABOVE: gear folds away as the 4000 departs London Oxford Airport for the air test. BELOW: Hawker's very clean lines with a hint of the original 125

of useful storage space. There is some good closet space beside the entry door which is ideal for storing jackets, coats etc, and it is perfectly located for both crew and passengers. As you would expect, the passenger cabin is stylish and well appointed with the highest quality carpets, fixtures and fittings. It is separated from the galley by a small corridor and sliding doors. Amongst the most noticeable features is the flat floor (which extends throughout the whole length of the fuselage), and stand-up cabin with an average of six feet height throughout. This, added to a good cabin width of 6ft 5.5in, gives the impression of an uncluttered area with a

lot of space and light. The aircraft we flew had a double club four configuration, and unsurprisingly, the well designed seats were leather, fully adjustable and incredibly comfortable. There is an extra seat in the sizeable lavatory which is located at the rear of the passenger cabin, and a jump seat located between and behind the two pilots. There are two good sized LCD monitors which can be used for a variety entertainment options including Rockwell Collins Airshow. There is one monitor located at each end of the passenger cabin, easily viewed by all passengers. Overall, the passenger cabin is very impressive for this size of aircraft.


On the day of the air test we flew two sorties. I was in the passenger cabin for one takeoff and I have to say, the cabin is unbelievably quiet. When the lavatory doors are closed and the acoustic seal is inflated on the main entry door, you can hardly hear the engines. I quite honestly could not believe we were on the takeoff roll. I would compare the engine noise on takeoff to a normal bizet descending at idle power. Maybe the fuselage’s honeycomb construction has some bearing on the quietness in the cabin. It is outstanding. The quietness of the cabin alone can be seen as a massive plus factor for most customers. I have to say, even though the 4000 is entering a busy market with a lot of competition, it stands out. It is a capable machine and is certainly one of the most technologically advanced machines on the market at the moment.


P1 is our business aviation magazine, published bi-monthly. It brings alive the glamorous, exciting world of business jets, turboprops and high performance piston aircraft, with flight tests, news, focus features on business operators and useful facts and figures.

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Even though the 4000 is entering a busy market, it stands out LEFT: range map issued by Hawker centred on the test aircraft’s base with operator Hangar 8 at London Oxford Airport. The aircraft is available for charter.


Hawker 4000 CATEGORY Super midsize jet BASE PRICE $21m DOC $2866/hr (US prices) MAX CRUISE 482kt MAX RANGE 3208nm CEILING 45,000ft MTOW 17,917kg EMPTY 11,793kg FULL FUEL PAYLOAD 726kg FUEL CAPACITY 6622kg WINGSPAN 18.82m CABIN LENGTH 7.62m CABIN HEIGHT 1.83m CABIN WIDTH 1.97m PAX SEATS 8-12 ENGINES 2 x PWC PW308A POWER 2 x 6900shp AVIONICS Honeywell Primus Epic MANUFACTURER Hawker Beechcraft TEST AIRCRAFT OPERATOR Hangar 8, London Oxford Airport

Indian Business Aviation Expo 21-23 February, 2011 New Delhi, India




LTHOUGH this is a retro-fit, it’s actually like manufacturing the aircraft,” said Gary Joyce, avionics specialist and director of IAE at Cranfield, UK. “From an avionics point-of-view, it is a new aircraft.” Installing Garmin’s acclaimed G1000

glass cockpit into a 1983 Beechcraft King Air is not a simple job, as Garry is at pains to point out. In fact, this is the first one of its kind in Europe, although 15 or so conversions have been done in the US. It took four months from start to finish (although this will be quicker for subsequent conversions) and the


ABOVE: Garmin G1000 transforms King Air cockpit.

Bring an old King Air up to date with the first Garmin G1000 retro-fit in Europe, that was IAE’s task...

total bill was in the region of $350,000. “We’ve not spliced into the old wiring loom at all,” explains Garry. “It’s all brand new wiring. The US company that holds the STC (Supplemental Type Certificate) said, ‘Just chop it all out and make a clean start’. There are about ten wires of the old system that

are needed and it’s much easier to wire them into a new loom.” And we’re not just talking about the wiring behind the new panel either. This aircraft has been re-wired from front to back – even the servos for the brakes are all new. As Garry says, it’s not necessarily the kind of avionics fit that an operator using the aircraft regularly might want to do because of the downtime, let alone the cost. However, if the aircraft is ‘in-between owners’ or coming up for sale, then it makes a lot of sense. The book price between a G1000-equipped King Air and a standard analogue instrument aircraft is about $400,000 so the margin isn’t great. However, a King Air with a G1000 retrofit is still a lot less

than a brand new King Air fitted with a Proline glass cockpit – and in Garry’s opinion, the G1000 has much more capability. “Half to two-thirds of the price and a better aircraft,” is how he sums it up. This particular King Air is operated by the Pakistan Air Force for the country’s Intelligence Services... ie, it’s on ‘Secret Squirrel’ missions at least some of the time. There’s little on the outside, or inside for that matter, to give away its ownership and role. The King Air arrived at IAE’s hangar at Cranfield after its old auto-pilot started to play up and become unreliable. No replacement parts or suitable auto-pilots were available to make a straight swap so the choices

The aircraft has been re-wired from front to back

were either changing the aircraft... or the G1000 retro-fit with its built-in Garmin GFC 700 digital three-axis ‘fail passive’ auto-pilot. Garmin says the GFC 700 is capable of using all data available to G1000, enabling it to maintain airspeed references and optimise performance over the entire airspeed envelope. We’ve flown behind the G1000 and GFC 700 fitted to a Cirrus SR22 and can confirm the auto-pilot is a marvellous piece of kit, integrating smoothly with the G1000 and its Flight Management System. Since the PAF and its pilots liked the King Air, they opted for the upgrade, choosing to have a sparkling new cream leather interior fitted at the


SPECIAL REPORT AIRFRAME MODS same time. That was installed by another UK specialist, Aircraft Interiors based at Elstree Aerodrome, and very nice it is too. Six main leather seats, plus three in the back making nine in total, lovely light beige carpet and matching headlining, new cabinetry and woodwork... makes you wonder how it’ll get on with war-weary Special Forces types heading back for some R&R after a mission in the field. The most obvious elements of the Garmin conversion are the three huge displays on the panel: a central 15-inch Multi Function Display (MFD) with 10.4in Primary Flight Displays (PFDs) either side, plus three standby analogue primary instruments. A keyboard for the Flight Management System, two audio panels, a new Circuit Breaker (CB) panel overhead lights are the other visible bits of new kit. The GFC 700 auto-pilot and many other components (weather radar, transponder, GPS) are built-in. Remote items located in the nose are the dual integrated solid-state Attitude and Heading Reference Systems (AHRS), and dual integrated RVSM-

This is the lightest King Air that IAE has ever weighed

BELOW: New mixing with the old in King Air's new panel.

capable digital air data computers. The whole lot weighs considerably less than the analogue instrumentation and auto-pilot that it replaces. Garry says this is the lightest King Air he’s ever weighed. Of course, the aircraft’s weight & balance figures had to be recalculated. The new displays fit into a brand new top part of the instrument panel, looking very clean and modern. It’s a slightly odd mix of modern and early 1980s classic Beechcraft, with the iconic Beechcraft yokes, power levers and huge trimwheel, and the wonderful classic car-like DV quarterlights. But it all works superbly. The PFDs are equipped with Garmins Synthetic Vision Technology (SVT) which gives a 3D view of what’s ahead - once used, you’d never go back to standard. The MFD seamlessly integrates Garmin’s built-in terrain, obstacles and navigation databases, providing a clear, concise picture of where you are and where you’re heading. An additional Jeppesen database supports on-screen navigation,

King Airs covered THE existing G1000 retro-fit STC is eligible on Beechcraft King Air 200/200C/B200/ B200C series aircraft - SN# BB-2 through BB-1842, and BL1- through BL147. These aircraft will remain eligible

with any of the following engines PT6A-41,-42,-52, and -61. It is also eligible on King Air C90A, C90B, and C90GT aircraft - SN# LJ-1063 and above. Aircraft must be equipped with


four-blade propeller. These aircraft will remain eligible with PT6A-21 and PT6A135A engines. Garmin anticipates receiving the STC for the King Air 300 and King Air 350 in mid-2011.

Two Primary Flight Displays plus a huge central Multifunction Display. communication and mapping functions. Class-B TAWS (Terrain Awareness and Warning System) is standard with Class-A TAWS optional. In the US, additional weather capabilities are available, and also a very useful facility called ‘Safe Taxi’ which shows the taxiway plan of most US airports, where you are at any time and also any ‘hot spots’ where an additional clearance may be required. When we caught up with the PAF King Air, it had undergone two weeks of ground tests, which had gone very smoothly, said Garry Joyce, and it was just awaiting a break in the weather for the flight test. The pressure was on with pilots from the PAF chomping at the bit to get on with their flight back to Islamabad, which would entail hopping across France, Italy, Egypt, Iran. The pilot hadn’t taken any particular G1000 training but was very familiar with the Garmin GN430 navcomm unit - and he had a long flight ahead of him to get used to it!


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MCA GIVES YOU WINGLETS ONE of the more useful airframe mods is the addition of winglets. UK based engineering company, MCA Aviation, based at Shoreham Airport has completed its first conversion for the Beechcraft King Air 90 using a modification and Supplemental Type Certificate from BLR Winglets. MCA is the top-selling distributor of BLR winglets outside the USA. The BLR STC for the C90 was granted earlier this year. The initial certification

will apply to all King Air C90As, C90GTs and C90GTis. Follow-on certifications will expand coverage to earlier C90s and C90Es. The BLW Winglet was already certified and installed on King Air 200s, 200GTs, and 300s. Some 200 BLR Winglet systems have been delivered to date, says the US company. Additionally, Hawker Beechcraft Services (HBS) offers a Beechcraft King Air 90x upgrade package, including BLR Aerospace winglets, to enhance handling and performance for King Air C90GTi

aircraft. The HBS upgrade package also includes a gross weight increase to 10,485lb. BLR says the performance characteristics will be improved in terms of lower take off/ lift off speed, high altitude stability, better cruise efficiency with improved climb performance, improving stable access to RVSM flight levels. The aesthetics are also greatly improved, giving a more up to date and cutting edge appearance. MCA Aviation is also an agent for other mods including Blackhawk Engines and Raisbeck Performance Enhancements, and Frakes Exhausts.

MX-VIZ EVS-1500 CERTIFIED THE Max-Viz EVS-1500 Infrared Enhanced Vision System is now available on an STC for King Air 200 and 300 series aircraft. The Installation Kit for the EVS-1500 on King Air aircraft includes all components (including Infra-Red sensor) and documentation required to install the System in King Air aircraft equipped with a video compatible Integrated Display System (IDS) or stand alone display monitor.

The initial release of this STC applies to King Air Aircraft equipped with the Rockwell-Collins Proline-21, with software enabled for video display. Aftermarket retrofits to aircraft not factory equipped with the video enabled Proline-21, can be accomplished via revision, to include a certified video capable IDS such as the Garmin G1000 and Universal 890R or a standalone video-capable MFD. The photo above shows a Max-Viz system


fitted to a Cirrus SR22 with a Garmin Perspective panel based on the G1000. No pic was available of the King Air fit. Elliott Troutman, president of Max-Viz, said, “Our system turns night into day to help pilots avoid runway incursions, inadvertent flight into IMC, night-time VMC spatial disorientation and in general, enables pilots to see clearly and to fly even more safely.”








LEARJET 60XR: START TO FINISH Learjet's facility in Wichita, USA is one of the last to make a whole aircraft from raw materials through to finished, customer ready aircraft


T'S rare these days for one factory to make a whole aircraft from raw materials. Usually, the fuselage is made in one place, wings another then the whole thing assembled somewhere else. But not for Learjet's 60XR. Billets and sheets of aluminium arrive at one end of the plant and go into milling and sheet rolling machines. The

aircraft proceeds through different stages, taking shape. Even the wiring looms are made at the plant. Engines are delivered, prepared and mounted, avionics and interiors installed. Finally, the aircraft goes to the paintshop for finishing before ground and air tests, also on site... then the aircraft is ready for collection.





48 | P1 BUSINESS AVIATION MAGAZINE | October-November 2009





FOLLOWING THE 60XR THROUGH LEARJET'S BUILD PROCESS 1 Workers at Learjet's Wichita plant say work processes and facilities have improved immensely since Bombardier took over. 2 Build starts with the fuselage, adding in the wiring and systems. 3 By the time the wing and engines are added, aircraft needs a bit more space. 4 Laying the top wing skin onto the completed main wing structure. 5 Good team spirit abounds in the factory! 6 Honeywell engines delivered in a crate, have 60XR cowlings fitted, then are mounted onto the fuselage. 7 Fitting and integrating modern avionics is a seriously big job. 8 Immaculate finish takes hours of finishing then painting in the on-site paint shop. 9 Learjet 60XR ready for collection ceremony by the customer. A big day all round!


October-November 2009 | P1 BUSINESS AVIATION MAGAZINE | 49


Airport: Coventry EBGE | Location: Midlands, UK | Business: Executive Jet Centre

Sent to Coventry Nothing wrong with being sent to Coventry any more. The West Midlands airport is on the up after recent takeover THE past couple of years have seen plenty of action at Coventry Airport in the UK’s West Midlands, close to the heart of one of the country’s major manufacturing areas. For a while late last year and earlier this year, the airport was operating unlicensed which obviously restricted its commercial activities but the great news is that its future is now assured under the ownership of UK-based Patriot Aerospace and its energetic and aviation-mad chairman, the serial entrepreneur Sir Peter Rigby.

Patriot took over at Coventry in April 2010 and Sir Peter immediately announced his vision for the airport. “I’m truly excited to be launching a new era in the long history of Coventry Airport,” he said. “With the groundwork done, we can now handle business jets, cargo, light aircraft and helicopters, but this is just the beginning of what we would like to achieve. “Coventry is an airport with a big future. We intend to make it one of the crown jewels of the local area, providing economic growth and jobs in the community, and we will leave no


stone unturned in our efforts to develop the business.” One of those stones is the ongoing ambition to operate scheduled passenger flights which Patriot has identified as a key potential source of growth. It says it is currently searching for viable airlines capable of offering passengers the right routes at the right prices, and also has plans to develop existing customers, suppliers and tenants. Scheduled flights have long been a bone of contention with local residents and Warwickshire County Council, just one of




A German-reg Cessna Citation making a flying visit to Coventry Airport. the local authorities the Airport has to deal with. Strong resistance to this type of activity led to Thomsonfly moving elsewhere. However, Patriot is also looking at all form sof General Aviation – including business and corporate operators for whom Coventry’s proximity to Birmingham, as well as Coventry itself, will be appealing. Sir Peter added, “Coventry Airport is located in the centre of the country and we’ll maintain a full air traffic service and capability to continue handling a wide range of GA traffic, including business jets, cargo, light aircraft and helicopters. I would like to think that in the future I can also bring in some scheduled flights. “The airport sector and aviation in general have had a difficult few years, however, I expect it will pick up in line with an overall economic recovery and the region will be better positioned to benefit from this with a well managed local airport.” Most of the existing tenants, whose businesses had been under threat of closure last December, are now looking forward to a brighter future. “We will work hard to attract both flyers and suppliers to base themselves at Coventry, sustaining and creating new employment opportunities.” said Sir Peter. Importantly, Patriot has the confidence and backing of Coventry City Council.

“The owners have immense commercial experience and an excellent track record and we look forward to working closely with them,” said Councillor Linda Bigham, Coventry City Council Cabinet member for City Development. “This is excellent news and is evidence of Patriot Aerospace’s commitment to the future of Coventry Airport. It supports hundreds of jobs and its long-term development and viability is essential for the local economy. “I believe that a city like ours should have its own airport and a successful Coventry Airport provides an enormous opportunity to raise the profile of our city and sub-region.” Louise Bennett, Chief Executive of Coventry and Warwickshire Chamber of Commerce, agreed: “The Chamber has been a long advocate of a vibrant airport in the city and this is extremely good news. The airport generates and supports hundreds of jobs and has far greater potential than has been realised in recent years.” For business operators, the good news is that the necessary infrastructure has already started to be put in place. An Executive Jet Centre has been constructed. “We can provide customers with a beautifully furnished, tranquil lounge with refreshments on hand, together with wifi, workstations and fully equipped meeting room,” says the Centre.


“Crew are well looked after with a well appointed rest room and en-suite shower facilities. Flight planning and weather are all part of the service. Our professional staff are on hand to meet your needs and can arrange catering, hotels, flowers and limousine hire.” Although Coventry Airport has had its recent issues, in fact the Airport goes right back to 1933 when the City Council decided to develop a civilian airport on land it owned. Coventry Airport opened in 1936 and an aircraft manufacturer, Armstrong Whitworth, based nearby at Whitley Aerodrome, constructed an aircraft factory on the site soon after. Like many UK airports, Coventry was taken over by the military during WW2. It was known as RAF Baginton and used as a fighter base – Coventry was a major target because of the concentration of aircraft and military vehicle factories in the area which led to the infamous raid of November 1940. Various operators have flown all sorts of sorties in the years since WW2, starting with flights to the Channel Islands, later expanding further afield to Spain, Italy and Austria. But when Thomsonfly and Wizz started operating holiday flights, the battle with Warwickshire Council overheated, especially over planning permission for a new terminal, and the airlines left for other airports. The battle left Coventry in a pickle, reduced to

ON THE AIRPORT • EGBE COVENTRY AIRPORT Siskin Parkway, Airport South, Coventry CV3 4PB, UK T: 024 7630 8600 (admin) T: 024 7630 8638 (ATC) T: 024 7651 6404 (handling) Customs & Immigration: On request Alternate: Birmingham International Position: Lat 522211N Long 0012847W 3nm SSE of Coventry Runway: 05/13 2008m x 46m Fuel: Avtur Jet A-1, Avgas 100LL De-ice: Yes, AD hours Elevation: 267ft Time: UTC

HOURS WINTER: Mon-Fri 0800-0100 Sat-Sun 0900-1900 SUMMER: Mon-Fri 0530-2359 Sat-Sun 0800-1800


unlicensed status from December 2009 to April 2010 when Patriot Aerospace rescued it. So who is Sir Peter Rigby? He's a British entrepreneur with experience of working on a global basis while remaining committed to the UK's Midlands. He is a regional ambassador, vocal champion and major employer in the area, with 40 years experience in the IT industry. He founded, owns and chairs one of the UK's top ten largest privately owned companies, the SCH group, which has its international business headquarters in the centre of Birmingham. The Group employs some 7,000 professionals based in seven European countries with affiliated partnerships worldwide. Sir Peter was knighted in the Queen's Jubilee honours for services to information technology and business in the community. Committed to investing in the Midlands, Sir Peter's business interests have grown around his passion for aviation and hospitality. An enthusiastic and experienced fixed wing and helicopter pilot, he owns the Patriot Aviation Group which has bases at Cranfield, Enniskillen, Gloucester, Redhill and Wolverhampton. Sir Peter also owns the Eden Collection hotel group, which includes Mallory Court near Leamington Spa, and is joint venturing with the Royal Shakespeare Company to re-open Stratford-Upon Avon's Arden hotel, in the Autumn of 2010.

• OPERATORS Coventry Airport Executive Jet Centre Patriot Aerospace Atlantic Express

• OTHERS Atlantic Flight Training Almat Aviation (flight training) Prestige Airport & Business Transfers

• AIR FREIGHT Atlantic Airlines In Transit

• NEARBY HOTELS Budget The Baginton Oak, Coventry Rd, Baginton, Coventry CV8 3AU. Business Holiday Inn Hotel Coventry-South, London Rd, Coventry CV8 3DY. Upmarket Coombe Abbey Hotel, Brinklow Road, Binley, Coventry CV3 2AB.

• MRO Atlantic Aero Engineering Aerotech Aircraft Maintenance CFS Aeroproducts



Best of the best?

It’s taken Bose 12 years to replace its market-leading X headset with a new one – the A20. Is the new headset that much better?

REPLACING the Bose X with a headset that actually is better, rather than just a bit of marketing fluff, must have been a difficult task for the US company. After all, the X has been lauded by pilots all over the world and is usually found hard-wired into many top of the range aircraft. But according to Bose, it was determined not just to add new features which many pilots had been asking for, but it also wanted to improve the acoustic performance. There were chinks in the X’s armoury, small chinks admittedly, but that’s what Bose has worked to overcome with the A20.

AT A GLANCE » BOSE A20 • Price £920 • Enhanced Active Noise Reduction with input mikes inside and outside the ear cups • Bigger, comfortable ear cushions, boosting passive noise reduction

P1 was given one of the first A20 headsets in Europe for review. First up, let’s talk about the primary function of any headset – the sound. Using the A20 was a real delight. The clarity of the messages coming in was the best I’ve ever heard, and my returning calls were understood ok. The sound quality of the A20 is astonishing – it really does strip out all the unnecessary sound leaving just the voice you want to hear. In fact, it even seems to enhance the quality of the incoming voice transmission to improve clarity. That’s a real bonus when the workload is high, such as when calculating a new heading and ETA • Lighter, simpler headband • Modern design and materials • Bluetooth mobile phone connectivity • External audio input (iPod etc) • 8 Five year warranty • Weight 340gm


The quietness induced by the A20 is something to be marvelled at

BELOW: A20 construction is immaculate.

for a diversion, while also keeping an ear out for your callsign. And yes, that exact scenario did happen. Despite being on a ‘Basic’service with Farnborough, they still called to point out traffic closing in on our left, requiring an acknowledgement. The ANR doesn’t completely remove all outside noise, but it’s reduced to a minute level of being ‘just there’. So if there was an engine problem, for instance, I’d probably be aware of the lack of sound as well as the missing underlying vibration. I didn’t try switching off the engine in flight to check, sorry. The quietness induced by the Bose A20’s ANR is something to be marvelled at, particularly if your aircraft has a noisy cabin, as many composite construction aircraft have. Bose says it has uprated the ANR by having microphones both inside and outside the ear cup to more effectively detect, measure and react to cockpit noise, thus creating a more precise noise cancelling signal. New electronics achieve and this and

can cope with higher noise levels than before. That’s with the ANR switched on. It does have to be manually switched on, even if you have taken the option of hard-wiring the headsets into your aircraft’s intercomm. It switches itself off after 3-9 minutes inactivity, says Bose, and I can confirm that. Useful – if you forget to switch off and pack the headset away in your bag, it means the batteries won’t be flat next time. With the ANR off, the sound quality is ok and there’s a definite improvement in the ‘passive’ noise reduction, ie ‘built-in’ insulation. This is down to the new ear cushions, says Bose. They’re plump and lush, very tactile, and finished in a very soft leather. However, once you’ve tried the ANR, you won’t go back – the difference is outstanding. The new ear cushions contribute hugely to the A20’s overall comfort level which is nothing short of extraordinary. The new bigger ear cups/cushions seem to embrace the ears with just the right amount of pressure, claimed to be one-third of the pressure of other leading headsets. The new headband is a very clean redesign of the X, though the family resemblance is kept and it sits on the head so lightly you forget it’s there. The headband is lighter with easily adjustable extensions and simple swivel joints on the ear cups. The company says the weight-saving on the headband balances the extra weight of the new technology in the ear cups. The A20 weighs 340gm, exactly the same as the X. You’d never notice the weight redistribution – it just works. Materials used in the A20’s construction are stylish and high

quality, as you’d expect in a £920 headset. Strong, quality plastics of varying shades of dark grey and black, with precise shutlines and chamfered edges. The outer side of the ear cups looks very modern and neat, with two exterior microphones recessed into each cup. The only slight naff touch is a small clamp held by two crosshead screws in each ear cup swivel – hidden from outside view so barely noticeable. So, importantly, the A20 is a major step forward from the X in its primary function and comfort. But what’s also happened is that Bose has listened to pilots about what the few glitches the Bose X had, and also to what extra features they’d like. One important change is to the inline control unit. It too has been redesigned, not only to incorporate new features and look modern, but the old exposed volume controls are now set within a plastic surround – so the volume isn’t accidentally increased or decreased by brushing against the unit. The ANR is switched on by pressing the power button. You can either use the A20 powered by 2 AA batteries, said to last 45 hours, or if they are hard-wired in the aircraft, they can run off the aircraft’s power. A flashing green light confirms the unit is on and batteries are ok – as these start to exhaust the light changes to amber, then red before the power’s gone. Below the power button is another LED and another button – these are for the Bluetooth connectivity. It can pair with a mobile phone to make or take a phone call. The process is simple and, after an initial misunderstanding, the headset paired with an Apple iPhone in

Bose has listened to pilots about what few glitches the X had

BELOW: Hand controls of the new A20.

seconds. We made a call while on the ground to test the system and it worked perfectly giving a clear signal to both parties. At the base of the hand unit is an auxiliary input socket for an external audio source, such as an iPod or handheld GPS. Also on the hand unit is a threeposition switch which allows the pilot(s) to choose who hears what. In the ‘Mixed’ setting, an incoming R/T call can be heard along with an external audio input. In ‘Prioritised’, the external source is muted when there’s an incoming call. The third position is ‘Off’, removing the external source completely. This means that you can set, say, four headsets to different responses. The pilot(s) will want ‘Prioritised’ while passengers can continue with the ‘Mixed’ setting. Various options are available. Without Bluetooth, the price comes down to £835. It can be had with the standard GA plugs or the six-pin connector for hard-wiring into an aircraft. The A20 will also shortly be available with a U174 helicopter plug. It comes with a carry case, external audio cable and a 5-year manufacture’s warranty.



THE story of Bose goes back to 1956 when Dr Amir Bose, recently graduated from the US famed Massachusetts Institute of Technology, was disappointed with the sound of a stereo he bought for himself. After a period of intensive research into the behaviour of sound, he created his first product, a speaker. In 1964 he created the Bose Corporation and gradually grew the product line. Now there are 400 products and 9000 employees worldwide.

There’s a similar tale behind the Active-Noise Reduction (ANR) technology that underpins both the Bose X and latest A20 headsets. In 1978 Dr Bose was on a flight and offered the in-flight headphones. Again, he was disappointed with the result, finding cabin noise intruded and that turning up the volume to compensate distorted the sound. On that flight, he decided the answer was ANR and he started a development programme immediately. Various prototypes using ANR were

built for the US military and others, and in 1986 Dick Rutan and Jeana Yeager – two famous names in American aviation – used a set for their successful Voyager non-stop round-the-world flight. By 1989 Bose had the first commercially available ANR headset available for light aircraft and helicopters. This was followed in 1995 with the Series II, awarded Product of the Year by AOPA in the US, and in 1998, the Bose X followed which has set the standard by which all other headsets are measured.



Avidyne’s extra protection Speed-based Flight Envelope Protection added to auto-pilot AVIDYNE has received an amended FAA Supplemental Type Certificate (STC) for the DFC90 Digital Flight Control System which enables speed-based Flight Envelope Protection. It is claimed to guard against auto-pilot and flight director-induced stalls and overspeeds. According to Avidyne, accident data has pointed to many scenarios where Flight Envelope Protection could have made a positive difference. One example is when the pilot is descending at reduced power to the Final Approach Fix, where the auto-pilot captures the preselected altitude. If the pilot were to get distracted on the radio or for other reasons and forgets to apply adequate power to maintain altitude, the DFC90’s aural and visual ‘Underspeed’ warning would make the pilot aware of his dangerously decaying airspeed and prompt him to take action. The auto-pilot’s Flight Envelope Protection would gently reduce the pitch of the aircraft to maintain a

DFC90 auto-pilot includes a 'Straight & Level' button to save the day.

20% airspeed margin above stalling airspeed (1.2 x Vs). For Flight Envelope Protection, available lift and speed margin are calculated constantly whenever any auto-pilot or flight director modes are in operation. As the aircraft approaches stall, the auto-pilot gradually reduces bank (if in a turn) and pitch just enough to maintain a 20% airspeed margin over the stall speed, while visually and audibly annunciating the condition to the pilot.

ABOVE: 'Underspeed' warning appears on Avidyne PFD to warn pilot.

In Flight Director modes, all these actions appear as guidance cues with corrections blended into the ‘V-bar’ commands. The DFC90 has the standard vertical and lateral modes of operation of a turbine-class autopilot system, including Flight Director (FD), Altitude Hold (ALT), Airspeed Hold (IAS), Vertical Speed Hold (VS), Heading (HDG), and Navigation (NAV, APPR, LOC/GS, GPSS).

Eco-friendly de-ice

Be found

KILFROST has received FAA approval for its new TKS Sustain de-ice fluid for use with Quest Aircraft Kodiak 100. The fluid has passed rigorous flammability, compatibility and in-flight testing. Testing is currently underway for several other manufacturers. The new fluid is based on Bio-PDO rather than the more traditional ethylene glycol. “Because the fluid is based on glycol from a sustainable source it’s much more environmentally friendly, but it also boasts significant handling benefits and ease of storage – in fact the toxicity is so low that containers don’t even have to be marked with a hazard symbol,” explained Kilfrost’s CEO, Gary Lydiate.

ELECTRONIC tracking company Spidertracks has just launched its next generation aircraft emergency location system. Spidertracks Aviator turns on automatically, tracking the aircraft from takeoff to landing, with position reports sent via the Iridium satellite network, to the Aviator website. It will automatically send emergency SOS messages within minutes of an accident, with guaranteed reliability because the alerts are generated by the system, not the hardware in the aircraft. Spidertracks Aviator is being launched with a new tracking device, the S3, which is smaller and lighter, but still portable with integrated antenna and

“The fluid is also more ecological than ethylene glycol-based alternatives, with testing data suggesting a 65% increase in the speed of biodegradation. The high ‘green’ glycol content ensures the fluid is a lower density which impacts positively on weight – reducing fluid weight by as much as 10%,” he added. The fluid’s freezing point is -70˚C rather than -60˚C expected from generic TKS.

'Weeping wung' TKS system.


keypad, and powered by auxiliary power. The S3 will retail at $995 and Spidertracks is offering new pricing plans to suit the number of hours pilots fly. Spidertracks Aviator will be sold alongside the existing Spidertracks offering, to be renamed Fleetpro. Fleetpro is more flexible and has additional functionality making it ideal for managing aircraft fleets.

SpiderTracks Aviator unit.







SPYDER: LOW CALORIE RIOT Porsche's new Boxster Spyder is a very special sportscar. Dave Calderwood reports













OVE driving? I mean really love driving? Then you’ll appreciate the Porsche Boxster Spyder. Put simply, this is one of the ultimate driver’s cars, with outstanding performance, incredible roadholding and agile handling, the best brakes I’ve ever stomped on... and a sensational engine and exhaust note. Oh, and it looks a million dollars as well. To create the Spyder Porsche has taken its successful Boxster S and systematically stripped out weight wherever it could. Aluminium doors save a whopping 15kg, bucket seats another 12kg and that impressive one-piece rear lid, aluminium again, saves 3kg. Even the ten-spoke alloy wheels are the lightest 19in wheels in Porsche’s range.

All this plus a few more weightwatching moves have cut the Spyder to 1275kg in total, 80kg lighter than the Boxster S. Just as important, the weight saving has also lowered the car’s centre of gravity by 25mm or a whole inch, thus reducing the car’s roll when turning. The engine is the Boxster’s familiar 3.4-litre flat-six, uprated by 10bhp to a max output of 320bhp. It also revs a bit harder, all the way to 7500rpm at which point the world really knows you’re coming. The mid-mounted engine delivers its power to the rear wheels via a six-speed manual gearbox in the standard model, or the sevenspeed PDK Doppelkupplungsgetriebe or Double-Clutch Gearbox. This piece of wizardry is claimed to shift


The most strikingly obvious part of the Spyder is the top

gears 60% faster than the standard box. Worth it for the name alone... Doppelkupplungsgetriebe... but also if you plan to use the Spyder as a track day car. Which, I would suggest, is the place to get the most out of the car. The most strikingly obvious part of the Spyder though is the top. It has been uncompromisingly designed as an open cockpit car. Lower side windows and two domes behind the seats give it a very distinctive look. Yes, there is a bad weather soft top which is completely


manual to erect or put away – it’s in two parts and fits under the rear lid – but this is a car begging to be driven open. Sitting inside it for the first time, you realise that this is a serious sports car. A race-type bucket seat holds you firmly in place, with a high lip to the sides to stop you moving around. It feels as though it should have a full race harness but no, on the road car at least ordinary three-point seat belts are fitted. Driving position is low down giving you tremendous seat of the pants feel through the lightly padded

With weight stripped out of the Boxster, bucket seats, more power and few frills, the Spyder is a n uncompromising driver's car.

seat. The steering wheel is adjustable for angle and this is one car you want to spend time getting the driving position exactly right. Start up is conventional – put the key into the dash (not on the steering column), turn the key and the engine immediately fires up into what seems quite a fast idle. It’s just behind your head so you’re very aware of the noise. The gear lever in the perfect position but it’s quite stiff to operate and takes a while to get used to it. For instance, finding third and fourth in a hurry takes bit of learning. A t first I cheated, taking it out of fifth or sixth into neutral and then letting go of the lever momentarily. The lever is sprung to align with third/ fourth so then you can slot the gear

in. However, finding second in a rapid downshift for a tight bend is no problem. Joy of joys, the brake and throttle pedal are perfectly positioned for ‘heel and toe’ operation so you can blip the throttle on downshifts to ease the lower gear takeup. Makes a fantastic noise too! In fact, some of my best memories of the Spyder are the noise it makes, especially as it winds up through second to fourth. By the time you’re selecting fifth, as the revs come on song you’re going too damn fast to listen – your eyes are fixed on the road ahead. There’s lots of intake induction roar if you change up too early, then a slight wait until the power kicks in and the exhaust note comes alive. In the power band, the engine revs rise and fall


Handling and roadholding are just superb, and it begs to be driven top down.

incredibly quickly. There’s a real push in the chest feel as you nail it coming out of turns and you can believe Porsche’s claim that the power to weight ratio is below the ‘magic’ 4kg per bhp threshold. It's actually 3.8kg/bhp, better than the 911 Carrera S. The standing start 0-62mph acceleration test comes in at 4.8 seconds, top speed 166mph (limited to 124mph with the soft roof up). Straightline performance is one thing, but what really makes a sporting car enjoyable is its handling (the way it steers and changes line) and roadholding (the way it grips the road and maintains the chosen line). The Spyder delivers... delivers so much that on one particular drive, I was laughing at just how well it held the road and attacked the bends. The steering is perfect, just the best I’ve ever driven. The car feels totally planted on the road, absolutely secure, and you can turn in with total confidence.

Precision, grip, confidence inspiring! This car needs the track


I tried harder and harder to find the levels of grip on the front end, but it just took everything. You could snap into a sharp, lower speed turn and it would grip and run round on rails, or you could aim in a more considered way into a fast long bend with precision. The steering feedback is absolute and the pressure required to turn was just right – not too light or too heavy. Going through switchback bends, or

through roundabouts where you go one way, then right back the other, were a revelation. Precision, grip, confidence inspiring! This car needs the track. Of course, it’s fitted with electronic traction aids but none came into play, so far as I could tell. But with 320hp available, they’re a good fail-safe if you are too enthusiastic with the right foot. For the record, the electronic aids are known as Porsche Stability Management



First Porsche Spyder was the 1953 550, raced extensively

Porsche’s Boxster range is linked right back to the the legendary 550 Spyder built back in 1953 – mid-engine roadster concept, low weight, purist technology and style, superior agility. That 1953 550 Spyder was Porsche’s first sportscar built for motorsport. It was powered by a 1.5-litre light-alloy four-cylinder engine known as the ‘Fuhrman’ engine after the engineer (and later, CEO) who designed it. Highly advanced for the period it had four overhead camshafts with side shaft drive, double ignition, a crankshaft running in four bearings and dry sump lubrication for a maximum output of 110bhp, increased over the years to 180hp. The Porsche 550 A Spyder with even lighter and stiffer tubular spaceframe and 135 bhp, made its debut in 1956 and gave Porsche its first overall win in a race for the Manufacturer’s World Championship. Italian driver Umberto Maglioli won the 1956 Targa Florio, at the time the most challenging road race in the world. The 550 was followed by other successful versions such as the Porsche 718 RSK raced for the first time in 1957. The current Porsche RS Spyder was developed in 2005 as a completely new car from the ground up for LMP2 (Le Mans Prototype 2) racing regulations. In the 34 races held in the American Le Mans Series up to the end of 2008, the RS Spyder entered by Penske brought home a total of 24 class and 11 overall victories. It also won the Manufacturer’s, Team and Driver’s Championships in the LMP2 class in 2006, 2007 and 2008. The Boxster Spyder has a lot to live up to! (PSM) and include Anti-lock Brakes (ABS), Anti-Slip Control (ASR), Engine Drag Force Control (MSR), Automatic Brake Differential (ABD) and it also has Brake Pre-Filling and Brake Assistant functions. Pre-filling? Yes, I had to look this up too. It senses when the driver has lifted off the accelerator pedal quickly, typical of an emergency situation, and the hydraulics automatically move the brake pads closer to the discs, significantly improving the stopping distance. Brake Assistant senses when such an emergency stop is underway and automatically increases the brake pressure. There’s a switch to turn this off for, say, racing or a track day. It would be hard to use the Spyder as an everyday car. Not just because of the fiddly soft roof but also because it delivers a very hard ride, which coupled with firm seats, is a bit wearing. I did a couple of long driving stints of 250

miles/four hours and my back took it OK... until I woke up the next day feeling a bit stiff. The low ride height too, while excellent for handling, is something to watch when driving over, say, speed humps. No matter how carefully you take them, something always seems to scrape, usually the front spoiler. The test car had no stereo either to save more weight, not that you could have heard much above the wind noise at higher speeds. This is a really special car. It competes with track days cars like the Lotus Exige but with typical Porsche build quality, in other words, terrific. It’s beautifully finished and robust though there was an irritating rattle behind my right ear with the hood up. To sum up then, if you’re looking to give yourself a very special toy and you’ve already got the Pitts Special, then go for a demo drive in the Boxster Spyder. You’ll love it.

From the top: rear lid lifts to stow the soft top. Six-speed manual gearbox fitted to test car. That red ribbon is the door handle. Interior not too spartan. As always, Posrche puts the rev counter in centre position.

THE SPEC PERFORMANCE Top speed 166mph 0-62mph 5.1s 0-99mph 10.8s Fuel burn 30.1mpg (combined) CO2 221g/km TECH Engine 3.4 litre flat-six, mid-mounted Max power 320hp @ 7200rpm Max torque 273ft-lb @ 4750rpm Transmission 6-speed manual, rear wheel drive DIMENSIONS Length 4.3m Width 1.8m

Height 1.2m Unladen weight 1275kg Seats 2 Boot capacity Front, 150 litres; rear, 130 litres Fuel capacity 54 litres PRICE Base £46,862 As tested £56,653 (includes leather interior, ceramic brakes, Chrono package, sports exhaust, short gearlever) MANUFACTURER Porsche AG Zuffenhausen Stuttgart Germany



Action homme’s new watch Latest from Oris is linked to elite French Helicopter Special Forces unit


O do you cultivate an Actio Man image or know someone who does? This latest watch from Oris could be just the right Christmas present. It’s the Oris 4e RHFS Limited Edition, named after an elite French Special Forces unit which uses helicopters to go into action. It’s based on Oris’s BC4 specilist viation collection and is a professional flight instrument with a quality Swiss chronograph movement. Oris says members of the regiment have tested the watch to extremes. The multi piece stainless steel case is coated in gun metal grey PVD to ensure it is nonreflective, helping the troops to maintain camouflage during missions. The regiment’s logo sits behind the small second display in discreet grey against the black dial and on the case back with

the limited edition number. The tip of the second hand is in the blue, white and red of the French flag. Features include: * Automatic mechanical movement with chronograph function. Date display. * Multi-piece stainless steel gun metal PVD coated case. Stainless steel Quick Lock Crown and pushers gun metal PVD coated. Water resistant to 10 bar/100m. * Black two piece dial with Superluminova numerals. * Black leather strap with contrast stitching and gun metal grey PVD coated folding safety clasp. * Case back with official logo of 4e Regiment and engraved with limited edition number. * Special set with certificate and key ring with 4e Regiment logo.


THIS is the 122 concept designed for specialist yacht builders Strand Craft by Gray Design of Sweden. It’s a high performance super yacht with an amazing Art Deco interior comprising four double staterooms, heads, reception and salon areas and crew cabins. The yacht is powered by twin 7000hp engines capable of pushing the 122 along at 55 knots. But while the yacht is stunning, there’s a big surprise in the stern garage – a handcrafted supercar powered by a 880hp twin turbo V12 engine with a top speed of 233mph.

Bentley puts on the style THIS is the latest Bentley Continental Flying Spur ‘Series 51’ which has no fewer than 14 colour and trim design options, as well as as advanced touchscreen infotainment technology. Bentley says the Continental Flying Spur and its sporting stablemate, the 200mph Flying Spur Speed, are the most successful four-door Grand Tourers in the company’s history. Dirk van Braeckel, Bentley’s director of design said, “The Series 51 design concept provides for a virtually bespoke ordering service due to the thousands of configurations available.” The Bentley styling team operates on a ‘rule of three’ principle to create complex but harmonising colour schemes of depth and beauty, inspired

by a customer’s simple choice of three contrasting colours. With luxurious wood veneers and leather hides as the main canvas, the colour and trim specialists begin with a main interior colour (typically a darker shade) and then select a second insert colour to provide an eye-catching contrast. A critical skill is identifying the third colour for the stitching and piping. Bentley has reserved the limitededition Sapelli Pomelle veneer (which provides a rare, naturally occurring quilted effect in the wood) for the Series 51 Flying Spur and there’s a range of further options, including Bentley’s leather trimmed child seat and scatter cushions for the rear seats.


Tailor your Bentley Flying Spur to your tastes.



Banks are lending for aircraft sales... but not to everyone

58 Banks are picky over aircraft loans 59 Inventories of used jets sticking 60 New aircraft details PLACE DOSSIER THE MARKET

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PLANE FOCUS CESSNA CITATION CJ4 Base price $8.76m Cruise 435kt Range 1825nm

DASSAULT FALCON 900LX Base price $41m Cruise 474kt Range 4750nm WHAT IS IT? Cessna's latest Citation jet, certified earlier this year, and the result of lots of feedback from owners and operators.

WHAT IS IT? The 900 is Dassault's middle of the range Falcon and the LX is the long range version.

WHAT DO YOU GET? Big 51ft wingspan from the Sovereign and powerful Williams engines give the CJ4 plenty$ of " performance. Features inside  tooSZSdSZOa/ with the ^`WZbVWa Rockwell Collins /QbWdWbgWaV]dS`W\UO`]c\RbVSaO[ bV S ]\bVS ]\bVS Venue OaSR OaSR POaSR]\bV P POaSR Cabin O O^VP ` 5`O^V 5` '5`O^V '5`O^V '  Managem T ] ]T b]T b a ]ab] [ []ab & T ] ]T ]T[]a ent O SOR]T[]a VSO OVSOR cb P Pcb PcbOVSOR SO ggSO` gSO` gSO`PcbOV System V which $ `]cUV bVcombines RRbV`]cUV bSRbV ba`S_cSab W Vba`S_cSabS T TZWUVb T]` ZcST]`TZWUV R dOZcS `RS` Zg]`RS`dOZ R WZg] USROWZ OdS`O OdS`OUSROW " in-flight  and eSSYaent eSSYa Sfb"""eSSYa \infotainm bVS\Sfb W\bVS\Sfb eWbVW\bVS \UeWbVW\ O`bW\UeWbV RS^O`bW\U [RS^O`bW gabS[RS^ agabS[ RS aagabS  /dW\]RS¸a /dW\] /dW\]RS¸aa air-conditioning. Cockpit is OUSROWZg VORO\OdS`  7\RSf+8O\cO`g 'eVWQV absolute state of the art. 8/<

23;/<27<23FF ' 

7<<223FF 7<23F


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C F Ta La AIRCRAFT ESSENTIALS QS`bWTWSR PERFORMANCE CESSNA One Cessna Boulevard, Wichita, KS 67215, USA. T: +1 316 517 6000 W: Skylane 182 SEP $0.4m 1956 176 915 1,039 20,000 1,385 1,350 350 SEP $0.535m 1997 191 1,395 1,225 18,000 2,300 2,350 400 SEP $0.62m 2004 235 1,250 1,400 25,000 1,900 2,600 Stationair 206H SEP $0.55m 1962 178 630 1,051 27,000 1,743 1,395 Grand Caravan SETP $1.93m 1985 184 917 975 25,000 58 2,420 1,795 Citation Mustang VLJ $2.76m 2006 340 1,150 3,010 41,000 100 3,110 2,380 Citation CJ1+ LJ $4.75m 2006 389 1,300 3,290 41,000 122 3,250 2,590 Citation CJ2+ LJ $6.67m 2005 418 1,613 4,120 45,000 137 3,360 2,980 Citation CJ3 LJ $7.49m 2004 417 1,875 4,478 45,000 156 3,180 2,770 Citation Bravo LJ $6.2m 1997 402 1,744 3,190 45,000 148 3,600 3,180 Citation Encore+ LJ $8.7m 2006 428 1,780 4,620 45,000 180 3,520 2,770 Citation CJ4 LJ $8.76m 2010 435 1,825 45,000 3,300 2,665 Citation XLS/XLS+ SLJ $11.86m 2008 441 1,858 3,500 45,000 211 3,560 3,180 Citation Sovereign MSJ $17.06m 2004 458 2,847 4,016 47,000 269 3,640 2,650 Citation X SMJ $20.67m 1996 525 3,070 3,650 51,000 298 5,140 3,400

) SG) (Ib ) (ft) (Ib d ff cap (U span ax) (ft) (in) in) pty ayloa l g gth eight idth ( ats (m gines Em P Fue Win Len H W Se En


3,100 2,082 508 3,400 2,475 313 3,600 2,575 413 3,600 2,349 746 8,750 5,013 1,548 8,645 5,550 600 10,700 7,020 560 12,500 7,950 745 13,870 8.700 660 14,800 736 16,830 10,500 1,130 20,200 12,800 860 30,000 18,120 1,214 36,100 22,100 1,369


87 102 102 87 370 247 308 377 452 517 646 1,076 1,240

36 35.66 35.66 36 52.09 43.16 46.91 49.83 53.33 52.16 54.92 50.83 56.33 63.41 63.92

9.75 54 11.00 57 13.58 57 15.67 57 56 17.33 57 17.33 57 17.16 68 25.25 70 23.92 68

POWER 42 49 49 44 64 55 58 58 58 57 58 58 66 67 66

4 4 4 6 10 5 7 8 8 7 11 9 9 9 8

WHAT DO YOU GET? A luxurious interior that's the same width and height as the top of the range 7X, with full office and multimedia capabilities. Interior layout to your requirements. It has the same tri-engine layout as the 7X with three Honeywells producing 5000lb thrust each. <=D =1B /C5from A3> 8C: Travel Dubai to Tokyo non-stop with 6 pax.

lb er ( Pow


) ust thr VERDICT

Lycoming TIO-540-AK1A 230hp Continental IO-550-N 310hp Continental IO-550-C 230hp Lycoming TIO-540-AJ1A 310hp Pratt & Whitney PT6A-114 1262shp 2 x PWC PW615F 2 x 1,460 2 x Williams FJ44-1AP 2 x 1,965 2 x Williams FJ44-3A-24 2 x 2,490 2 x Williams FJ44-3A 2 x 2,820 2 x PWC PW530A 2 x 2,877 2 x PWC PW535B 2 x 3,400 2 x Williams FJ44-4A 2 x 3,400 2 x PWC PW545C 2 x 4.119 2 x PWC PW306C 2 x 5,770 2 x Rolls-Royce AE3007 C1 2 x 6,764


CHALLENGER Bombardier Aerospace, 800 Rene-Levesque, Montreal, Quebec H3B 1Y8. T: +1 514 861 VOdSOZ`SORgPSS\ 9481 W: www.bombardie 4ZOW`8Sb3 300 r.comc`]^S¸a¿`ab SMJ $20.97m 2003 470 3,100 4,250 T]`Wba:]\R]\ 45,000 266 4,810 2,600 38,850 23,500 WOZ]^S`Ob]`]T 605 Q][[S`Q1,350 1,357 63.84 28.6`SQ`cWbSR LBJ $28.08m 2006 470 4,045 4,300 73 86W`^]`bPOa 41,000 258 5,184 2,777 48,200 26,985 9 S 2 x HTF7000 850 SLJ $31.62m 1992 459 2,770 1,315 1,917 [ OS`>VS\] 64.33 28.42=fT]`R/ 73 98 12 41,000 343 6,305 2,910 53,000bVS3[P` 2 xQ`Se GE CF34-3B Q`Se 34,790 186 1,752 73 98`abaSb]T 50 2 x GE CF34-3B1 S\b`gZSdSZXSbWa69.58 48.42O\RbVS¿ CIRRUS 4515 Taylor Circle, Duluth, Minnesota 55811-1548, USA. T: +1 218 788 3876 W: wwwcirrusdesign com b`OW\W\U eOa Q][^ZSbSR S W T bVS O``WdOZ

Workhorse single-engine piston Used to be the Columbia 350 Turbocharged version of the 350 Another load-lugger, often jumpers 8Sb OW``8S 4ZO 4ZOW`8Sb At the heart of the SE-IMC battle Zg ZZg aaTcZZZ acQQSaaTc Entry-level jet arrived at the right time acQQSa U \U ObW\ `Ob ]^S` ]^S`ObW\U CertiďŹ ed for single-pilot ops `][ T`][ aTTT` As CJ1+ but stretched >VS\][a >VS\][ Stretched version of the CJ2 R ]``R fT]` = =fT]`R Final new aircraft built in 2006 Used to be known as the 560 Top of the CJ range of Citation jets World's best-selling business jet Stretched version of the XL Fastest business jet at Mach WQSO\R>O`Wa 0.92 1O\\Sa< ]^S`ObSabV`SS

Qc``S\bZg ÂľBVS>VS\][Wa >VS\][aO\RVOa ^`]dW\UdS`g^]^cZO` `ObW\UĂ&#x20AC;WUVba PSS\]^S 2 x 6,826 Clean sheet design, a best-seller RW\U eWbVgOQVb]e\S`aÂśaOga b]RSabW\O 2 x 8,729bW]\aW\QZc Popular corporate choice, EVS available bQVS`13=O\R 2 x 8,729O`RW\WO Flagship Challenger, based2OdWR4ZS 1]`aWQOA on CRJ200 T >WZ b



TOP TEN EURO DEPARTURE AIRPORTS OCTOBER 2010 1. UUWW Vnukovo 2. LFPB Le Bourget 3. EGGW Luton 4. LSGG Geneva Cointrin 5. LFMN Cote d’Azur

6. ULLI Pulkovo 7. EGLF Farnborough 8. LSZH Zurich 9. UKBB Boryspil 10. LIML Linate

PRICE COMPARISON THREE MOST POPULAR JETS 1. CHALLENGER 604 $4677 (3mth ago £4682/6mth ago $4519) 2. CITATION EXCEL $2677 (3mth ago £2666/6mth ago $2579) 3. CITATION JET $1579 (3mth ago £1527/6mth ago $1535) Shows average price per hour (taxi rate + fuel surcharges) for the three most popular aircraft in Avinode’s marketplace (outside America). The reference group consists of 34 Challenger 604s, 26 Citation Excels and 25 Citation jets.

SHAKE UP FOR LOAN APPROVALS Analyst says borrowers’ balance sheets are the deciding factor


VIATION analyst Brian Foley has highlighted an interesting dichotomy in the finance world today, one affecting potentially every pre-owned bizjet buyer. On the one hand, with 2009’s credit crisis now abated, banks are back in the game and ready to lend (or so they say). On the other hand, pre-owned aircraft brokers complain client’s loans are often not approved. Why? What every buyer needs to understand, Foley says, is that loans are evaluated very differently now. Residual values have plummeted, so today’s loans are based

Newer jets attracting finance ok.

more on the borrower’s balance sheet and less on the [repossessed] asset value of the aircraft, although that continues to play some role. Most banks won’t finance jets more than 20 years old. For some, even 10 years is the cut-off point. Down payments are also higher. Gone are the days when a buyer could borrow more than the aircraft’s price (say, 115%) with no money down and invest the difference in improvements. Today’s buyer can expect to pay 10% to 20% down. As a result of this tighter lending situation, Foley’s brokerage contacts report that upwards of 70% of their sales this year

Heavy aircraft prices stabilising.


The new aircraft market won’t move until the used inventory sells

have been all-cash, very different from in the past. All this relates back indirectly to the new aircraft market, Foley says. That won’t really move again until the glut of quality used inventory sells first. But with lending more restrictive now, the road to recovery feels like it is paved with quicksand. Even so, as far as pre-owned buyers are concerned, there is still good financing available – but only to the best credit-risk operators seeking younger, better-quality aircraft. PRE-OWNED MARKET STALLED According to the latest Business Jet Report by US bankers JP Morgan, the decline in used inventories for sale in the twelve months following the July 2009 peak has lost some steam – inventories have now increased for the second consecutive month, albeit only by small amounts. However, Morgan expects the trend of gradually declining inventories to continue.

Activity is hovering around the same level as April this year, but ahead of most of 2009. Graph based on the average daily order value for flights requested through Avinode’s system, departing within the next 4 weeks. Index 100 = 1 January 2009, which had an average daily order value of $11,291,950.


DEMAND INDEX 2009/2010

160 140 120 100 80 60 40 20 0













Embraer's Legacy 650 has just been certified.

Flair Jet successfully operating Phenoms from Oxford.

PHENOM 300 FOR FLAIRJET FlairJet, Europe’s first commercial operator of the Embraer Phenom 100 entry level jet, is preparing for the arrival of two Phenom 300 light jets. Two pilots

have already been recruited for its London Oxford Airport base and the first set of crew training was completed in Dallas at the end of August. FlairJet

currently operates three Phenom 100s and has been operating flights to destinations including Corsica, Sardinia, Dubrovnik, Lisbon, and has regularly flown to

Cannes, Nice and Paris. “The Phenom 100 is proving very popular with yacht owners,” says David Fletcher, CEO and Chief Pilot.

at 48 hours’ notice. Competitive prices are inclusive, and features include: aircraft cabin upgrades or downgrades are permitted, no peak day restrictions, return trips qualify for a 15% discount, unused airtime can be refunded and flight credit never expires. Air Partner’s Middle East service area

encompasses Cyprus, Egypt, Iraq, Jordan, Kuwait, Kingdom of Bahrain, Lebanon, Oman, Qatar, Saudi Arabia, Syria, Turkey, United Arab Emirates and Yemen. Prices: midsize jets (up to seven pax) US$230,000, large cabin aircraft (10 pax) US$358,750, global jets (14 pax) US$487,500.


It says used prices have fallen to 1997 levels and regardless of where prices go, however, it will likely take an improved [economic] macro outlook to generate demand among potential buyers of the large number of inexpensive used jets currently available. Morgan’s report goes on to say that Cessna has already announced another production cut. “We expect more from other manufacturers. ERJ [Embraer] may cut its bizjet forecasts – management is targeting 17 mid/large bizjet deliveries in 2010 but posted only three through 1H. Certification of the Legacy 650 should provide a boost. Also, ERJ had not sold out its 2010 slots.” On inventory prices, Morgan says aircraft for sale as a % of the active fleet increased to 11.7% in September although average asking prices were essentially unchanged. Medium and Light jets experienced “meaningful price contraction” while Heavy jet prices continued moving higher and are now up 6% off the May bottom.

AIR Partner has launched a new 25 hour Middle East JetCard. “Demand from clients worldwide, and the significant improvement in the quality and quantity of private aircraft available for charter in the Middle East over the last 12 months, prompted us to expand our JetCard offering,” said Kevin Ducksbury, Air Partner’s

Dubai-based Director of Middle East and Asia. Air Partner's Middle East card is aimed at local business and leisure travellers wishing to fly within their home region, and at overseas visitors who want to undertake multi-centre trips. The Air Partner Middle East JetCard promises fixed price aircraft availability guaranteed

JETBROKERS LAND AT FARNBOROUGH JetBrokers Europe, the European arm of JetBrokers Inc, has opened an office at Farnborough Airport. “Having a presence at such a renowned airport alongside management companies, charter operators and OEM representatives positions JetBrokers at the heart of Europe’s growing business

aviation community,” said Tim Barber, Europe Managing Director. "Having a base here will benefit clients and vendors by offering the perfect environment for negotiating aircraft sales. It also provides an ideal venue to host international meetings for our European based sales team.” www.

SHOP TIL YOU DROP THEN FLY Emtjets has partnered with London store Harrods. The Emtjets fleet includes Beech King Airs, Cessna

Citation II, Learjet 45, Hawker 850XP, Gulfstream 550, Saab 2000 and BBJs.

London's famous Harrods store linked to Emtjets. November 2010 | P1 BUSINESS AVIATION MAGAZINE | 59


All the world’s business aircraft Facts and figures of current new business aircraft, including jets, turboprops and high end piston aircraft at your fingertips

PLANE FOCUS AIRBUS A380-800 VVIP Base price $317.2m Cruise 510kt Range 8,900nm

AVRO JETSTREAM 41 Base price $1.5m Cruise 295kt Range 1592nm WHAT IS IT? Imagine Buckingham Palace with wings and you get some idea of the VVIP version of Airbus's A380.

WHAT IS IT? The Jetstream 41 is a stretched version of the twin turboprop Handley Page regional airliner.

WHAT DO YOU GET? The layout includes two dining areas, a 600 sq ft master bedroom, a jetwhirlpool hot tub and a games room. The plans also call for a lounge with giant curtains that will mimic tents of the Arabian desert, and a fibre-optic mosaic depicting a shifting desert scene.

WHAT DO YOU GET? A roomy cabin due to the fact the wing is mounted below the fuselage. The all-new fuselage adds 16ft over the original design, demanding a greater wingspan, which include larger root fairings leading to increased baggage capacity. The flightdeck is fitted with a modern EFIS.

AIRCRAFT ESSENTIALS PERFORMANCE AIRBUS 1 Rond Point Maurice Bellonte, 31707 Blaganc, Cedex, France. T: +33 5 61 93 32 59 W: 2005 447 3,980 41,000 4,429 4,396 A318 Elite CA $65m ACJ CA $80m 1999 486 6,100 41,000 616 A320 Prestige CA $85m 1987 486 4,950 41,000 A380 VIP CA $346m 2007 510 8,900 41,000 -



145,504 168,650 169,785 1,235,000


6,909 8,710 20,117 79,244

6,375 9,107 7,835 81,890

111.83 111.83 11.83 261.66

70.1 78 90.2 163.66

87.6 87.6 87.6 -

16,204 24,000 84,000


2,557 3,477 -


17.66 60.45 -

24.2 31.33 50.5

BRITTEN-NORMAN Bembridge Airport, Isle of Wight, PO35 5PR. T: +44 870 881 5060 W: 1,050 25,000 1,250 1,110 7,000 Islander BN 2T TPT $1.65m 1967 170 590




BOEING PO Box 3707, Seattle, Washington 98124-2207, USA. T: +1 312 544 2000 W: BBJ CA $48m 1998 469 5,380 3,300 41,000 728 6,085 2,335 BBJ2 CA $58m 1998 469 4,750 3,100 41,000 763 7,000 2,490 BBJ3 CA $64m 2007 470 5,435 3,100 41,000 8,560 2,490 BBJ 747-8 VIP CA $300m 492 9,400 43,000 -

11,907 14,200 -

10,707 10,445 10,966 -

117.45 117.45 117.45 224.58

AVRO-BAE 1 Bishop Square, Hatfield, AL10 9NE, UK. T: +44 1707 271777 W: 260 1,107 2,240 25,000 91 3,937 3,937 Jetstream 32 TPT $0.6m Jetstream 41 TPT $1.5m 1992 295 1,592 2,200 25,000 138 4,997 4,199 ABJ RJ70 CA $5m 350 1,620 31,000 856 -

171,000 174,200 187,700 975,000

95,960 103,220 110,350 -

Pow er ( lb t hru st)

Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( nm ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist ( f t) MT OW (Ib ) Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s


POWER 146.5 146.5 146.5 259


120 156 179 555

2 x CFM56-5B9/P 2 x CFM56B-5B7P 2 x CFM56-B4/P 4 x R-R Trent 900

2 x 23,800 2 x 26,500 2 x 26,500 4 x 70,000

Baby of Airbus corporate range ACJ? Airbus Corporate Jet Bigger ACJ Palace with wings

71 73 70 73 69.5 129

19 30 -

2x Honeywell TPE331-12 2 x 940shp Dates back to 1965 Handley Page design 2 x Honeywell TPE331-14 2 x 1,650 Stretched version of the 32 4 x Honeywell LF507 4 x 7000 Corporate version of the BAe146





2 x Rolls-Royce 250-B17C

2 x 320shp

Land Rover of the skies

79.12 98.33 107.12 207.45

85 85 85 94

139 139 139 242

149 189 215 467

2 x CFM56-7B27/B3 2 x CFM56-7B27/B3 2 x CFM56-7B27/B3 4 x Genx-2B67

2 x 27,300 2 x 27,000 2 x 27,000 4 x 66,500

Smallest of the BBJ range Middle BBJ Bigger BBJ Another palace with wings

TURN FOR MORE MINI REVIEWS AND AIRCRAFT FACTS 60 | P1 BUSINESS AVIATION MAGAZINE | November 2010 is an international dealer for new and pre-owned aircraft, which, as an inventorying broker, welcomes trade-ins. We look forward to serving you at

2001 Cessna Citation Bravo TT 5,900 h; ET 1,000 h SOH on ESP Gold Fully JAR OPS I compliant; Fresh Phase I – V, Delivered with new paint and interior – choose your desired colours and materials, paid for by seller. RVSM, FDR, CVR, TCAS II/7, Mode S. Enhanced Transponders, UNS-1K- FMS, Mark VII EGPWS, ELT 406 Aircell phone.

2009 Eurocopter EC120B TT 60 h; Garmin 430, KY 196 Com, Garmin GMA 340, Garmin GTX 327 Transponder, Bose X headsets. Aircondition, Under Warranty until January 2012 or 500 h Total Time.

Additional aircraft for sale 2012 Embraer Phenom 300 • 1996 Cessna CJ • 2002 Cessna CJ1 • 1992 Cessna Citation II Call us at +43 6227 202 580 for further information


DASSAULT FALCON 900LX Base price $41m Cruise 474kt Range 4750nm WHAT IS IT? Cessna's latest Citation jet, certified earlier this year, and the result of lots of feedback from owners and operators.

WHAT IS IT? The 900 is Dassault's middle of the range Falcon and the LX is the long range version. WHAT DO YOU GET? A luxurious interior that's the same width and height as the top of the range 7X, with full office and multimedia capabilities. Interior layout to your requirements. It has the same tri-engine layout as the 7X with three Honeywells producing 5000lb thrust each. Travel from Dubai to Tokyo non-stop with 6 pax.

WHAT DO YOU GET? Big 51ft wingspan from the Sovereign and powerful Williams engines give the CJ4 plenty of performance. Features inside too with the Rockwell Collins Venue Cabin Management System which combines in-flight infotainment and air-conditioning. Cockpit is absolute state of the art.

Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( nm ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist ( f t) MT OW (Ib ) Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s

Pow er ( lb t hru st)




CESSNA One Cessna Boulevard, Wichita, KS 67215, USA. T: +1 316 517 6000 W: 1,039 20,000 1,385 Skylane 182 SEP $0.4m 1956 176 915 350 SEP $0.535m 1997 191 1,395 1,225 18,000 2,300 400 SEP $0.62m 2004 235 1,250 1,400 25,000 1,900 Stationair 206H SEP $0.55m 1962 178 630 1,051 27,000 1,743 Grand Caravan SETP $1.93m 1985 184 917 975 25,000 58 2,420 Citation Mustang VLJ $2.76m 2006 340 1,150 3,010 41,000 100 3,110 Citation CJ1+ LJ $4.75m 2006 389 1,300 3,290 41,000 122 3,250 Citation CJ2+ LJ $6.67m 2005 418 1,613 4,120 45,000 137 3,360 Citation CJ3 LJ $7.49m 2004 417 1,875 4,478 45,000 156 3,180 Citation Bravo LJ $6.2m 1997 402 1,744 3,190 45,000 148 3,600 Citation Encore+ LJ $8.7m 2006 428 1,780 4,620 45,000 180 3,520 Citation CJ4 LJ $8.76m 2010 435 1,825 45,000 3,300 Citation XLS/XLS+ SLJ $11.86m 2008 441 1,858 3,500 45,000 211 3,560 Citation Sovereign MSJ $17.06m 2004 458 2,847 4,016 47,000 269 3,640 Citation X SMJ $20.67m 1996 525 3,070 3,650 51,000 298 5,140

DIMENSIONS 1,350 2,350 2,600 1,395 1,795 2,380 2,590 2,980 2,770 3,180 2,770 2,665 3,180 2,650 3,400


87 102 102 87 370 247 308 377 452 517 646 1,076 1,240

36 35.66 35.66 36 52.09 43.16 46.91 49.83 53.33 52.16 54.92 50.83 56.33 63.41 63.92

9.75 11.00 13.58 15.67 17.33 17.33 17.16 25.25 23.92

54 57 57 57 56 57 57 68 70 68

42 49 49 44 64 55 58 58 58 57 58 58 66 67 66

4 4 4 6 10 5 7 8 8 7 11 9 9 9 8

Lycoming TIO-540-AK1A Continental IO-550-N Continental IO-550-C Lycoming TIO-540-AJ1A Pratt & Whitney PT6A-114 2 x PWC PW615F 2 x Williams FJ44-1AP 2 x Williams FJ44-3A-24 2 x Williams FJ44-3A 2 x PWC PW530A 2 x PWC PW535B 2 x Williams FJ44-4A 2 x PWC PW545C 2 x PWC PW306C 2 x Rolls-Royce AE3007 C1

230hp 310hp 230hp 310hp 1262shp 2 x 1,460 2 x 1,965 2 x 2,490 2 x 2,820 2 x 2,877 2 x 3,400 2 x 3,400 2 x 4.119 2 x 5,770 2 x 6,764

Workhorse single-engine piston Used to be the Columbia 350 Turbocharged version of the 350 Another load-lugger, often jumpers At the heart of the SE-IMC battle Entry-level jet arrived at the right time Certified for single-pilot ops As CJ1+ but stretched Stretched version of the CJ2 Final new aircraft built in 2006 Used to be known as the 560 Top of the CJ range of Citation jets World's best-selling business jet Stretched version of the XL Fastest business jet at Mach 0.92

CHALLENGER Bombardier Aerospace, 800 Rene-Levesque, Montreal, Quebec H3B 1Y8. T: +1 514 861 9481 W: 300 SMJ $20.97m 2003 470 3,100 4,250 45,000 266 4,810 2,600 38,850 23,500 1,350 605 LBJ $28.08m 2006 470 4,045 4,300 41,000 258 5,184 2,777 48,200 26,985 1,315 850 SLJ $31.62m 1992 459 2,770 41,000 343 6,305 2,910 53,000 34,790 186

1,357 1,917 1,752

63.84 64.33 69.58

28.6 28.42 48.42

73 73 73

86 98 98

9 12 50

2 x HTF7000 2 x GE CF34-3B 2 x GE CF34-3B1

2 x 6,826 2 x 8,729 2 x 8,729

Clean sheet design, a best-seller Popular corporate choice, EVS available Flagship Challenger, based on CRJ200

CIRRUS 4515 Taylor Circle, Duluth, Minnesota 55811-1548, USA. T: +1 218 788 3876 W: 1,594 2,344 SR22 GT3 Turbo SEP $0.66m 2000 219 1000 1,400 25,000 Vision SJ50 PJ $1.3m 300 1000 25,000 -

558 -

92 -

38.33 -


50 -

49 -


1 x Continental IO-540-N 1 x 310hp 1 x Williams FJ33-4A-19 -

COMPAIR 900 Airport Road, Suite 3, Merrit Island, Florida, 32952 USA. T: +1 321 452 7168 W: 2010 310 2,535 2,800 10,800 12 SETP -








1 x Honeywell TPE331-14GR 1 x 1, 650shp Aiming for Type Certification

DASSAULT FALCON 78 Quai Marseille, 92552 St-Cloud, Cedex 300, France. T: +33 1 61 62 61 62 W: 42,000 254 5,075 3,320 28,660 20 MSJ 1965 466 1,780 50EX SMJ 1996 492 3,075 2,053 49,000 278 4,890 2,920 39,700 2000DX LBJ 2007 476 3,250 2,412 47,000 244 4,800 41,000 23,190 2000EX LBJ $29.2m 2003 480 3,800 1,952 47,000 254 5.374 5,839 42,220 2000LX LBJ $29.77m 493 4,000 47,000 5,878 2,630 42,200 23,465 900EX SLJ 1995 474 4,500 3,880 51,000 267 5,215 3,522 48,300 24,700 900DX SLJ $35.55m 2005 474 4,100 2,055 51,000 265 4,890 3,530 46,700 24,470 900LX SLJ $41m 2010 474 4,750 1,950 51,000 5,050 2,400 48,300 25,080 7X LRBJ $45m 2007 515 5,950 51,000 5,505 2,262 69,000 34,272

2,380 3,410 1,450 2,275 2,800 3,600 2,420 2,988

2,179 2,487 3,129 2,810 3,129 4,767

53.58 61.83 63.41 63.41 70.16 63.41 63.41 70.16 86

24.42 23.50 26.16 26.16 26.16 33.16 33.16 33.16 39.09

68 71 74 74 74 74 74 74 74

73 73 92 92 92 92 92 92 92

14 19 19 19 19 19 19 19 19

2 x GE CF700-2D2 3 x Honeywell TFE731-40 2 x PWC PW308C 2 x PWC PW308C 2 x PWC PW308C 3 x Honeywell TFE730-60 3 x Honeywell TFE730-60 3 x Honeywell TFE730-60 3 x PWC PW307A

2 x 4,500 2 x 3,700 2 x 7000 2 x 7000 2 x 7000 3 x 5000 3 x 5000 3 x 5000 3 x 6400

The original business jet from Dassault Popular long-range corporate jet Smallest of the current Falcon range Longer range version Longest range Three engine, 8 pax Three engine, 8 pax Longest range version Top model, fly by wire controls

DIAMOND N A Otto-Strasse 5, A-2700 Wiener-Neustadt, Austria. T: +43 2622 26700 W: 1,052 18,000 11 1,130 1,069 3,927 DA42 TwinStar MEP $0.85m 2004 163 852 DA50 SuperStar SEP 160 1000 3,262 D-Jet PJ 2009 315 1,666 25,000 2,034 5,071

2,804 2,172 2,831

837 576 500

52 50 167

44 38.33 35.09


39 56

46 55

4 4 5

2 x Austro AE300 1 x Continental IO-540 1 x Williams FJ33-4A-9

2 x 170hp 1 x 310hp 1 x 1,900

New engines for economical twin Cirrus-beater? Austro also available Personal jet nearing delivery

DORNIER 328 Support Services GmbH, PO BOx 1252, DO82231 Wessling, Germany. T: + 49 8153 881110 W: 1999 400 1,300 3,690 35,000 226 4,485 4,285 34,524 21,900 328 LBJ -






85.5 -

2 x PWC PW306B


Commuter airliner

ECLIPSE 2503 Clark Carr Loop SE, Albuquerque, New Mexico 87106-5611, USA. T: +1 505 245 7555 W: TE-500 VLJ $2.15m 2006 380 1,300 3,424 41,000 78 2,342 2,250 6,000 3,634








2 x PWC PW610F

2 x 900

Back in business

EMBRAER Av Brigadero Faria Lima 2107, Sao Jose Dos Campos, SP 12227-901, Brazil. T: +55 123 927 1000 W: 41,000 125 3,400 10,472 Phenom 100 VLJ $3.6m 2008 390 1,178 Phenom 300 LJ $7.335m 2009 450 1,800 2,916 45,000 3,700 2,950 Legacy 450 SLJ $15.25m 470 2,300 45,000 4,000 2,300 Legacy 500 MSJ $18.4m 470 3,000 45,000 4,600 Legacy 600 LBJ $25.41m 2001 460 3,250 3,052 41,000 299 5,453 2,685 49,750 31,148 Lineage 1000 SLJ $40.95m 469 4,200 41,000 626 6,900 120,150 -

1,312 1,600 1,600 1,440 -

2,712 -

40.33 53.16 68.91 94.16

11 16 49.67 85

59 59 72 72 72 79

61 61 82 82 83 106

6 8 8 8 19 106

2 x PWC PW617F-E 2 x PWC PW535E 2 x Honeywell HTF7500E 2 x Honeywell HTF7500E 2 x Rolls-Royce AE3007 2 x GE CF34-10E7

2 x 1,695 2 x 1,615 2 x 6,540 2 x 8,100 2 x 18,500

Very Light Jet, just certified Bigger brother, still flight testing Filling out Embraer's mid-size range As above Useful size corporate jet Top of the range

EPIC 22590 Nelson Road, Bend, Oregon 97701, USA. T: +1 541 318 8849 W: 340 1,874 2,777 31,000 1,600 Dynasty SETP Victory PJ $1.3m 320 1,200 2,800 28,000 Elite jet VLJ 2009 412 1,400 2,412 41,000 -

1,350 900 1,330


43 36.3 44

15 14.5 17

59 53 60

55 6 56 5 57.6 8

1 x PWC PT6-67A 1 x PWC PW600 2 x Williams FJ33-4A

1,200shp 2 x 1,550

Future uncertain after going into administration as above as above

3,400 -

7,300 5,500 7,700

2,082 2,475 2,575 2,349 5,013 5,550 7,020 7,950 8.700 10,500 12,800 18,120 22,100


508 313 413 746 1,548 600 560 745 660 736 1,130 860 1,214 1,369

1,840 -

3,100 3,400 3,600 3,600 8,750 8,645 10,700 12,500 13,870 14,800 16,830 20,200 30,000 36,100


2,320 -

4,000 2,700 4,000

High performance four-seater Single-engine personal jet, in development


91712 Shannon Key A4.indd 1

17/11/2010 09:44


TECNAM P2006T Base price 295,000 euro Cruise 145kt Range 710nm WHAT IS IT? The HondaJet will be Honda's first jet aircraft and a technological tour de force. First delivery due Q3 2012.

WHAT IS IT? Newly certified piston twin powered by two mogas-burning Rotax engines. Main markets are for training, private flying and surveillance/ aerial inspection.

WHAT DO YOU GET? The fastest, most efficient Very Light Jet. With an all-composite construction, natural laminar flow wings and two HF120 engines mounted on pylons above the wings and G3000 cockpit, nothing about the HondaJet is ordinary.

WHAT DO YOU GET? The most economical twin to buy and operate. High wing gives excellent down and side visibility. Cockpit options include analogue or electronic flight information system. Retractable undercarriage.

AIRCRAFT ESSENTIALS PERFORMANCE EXTRA 214 Overlook Circle, Brentwood, Tennessee 37027, USA. T: +1 615 564 1210 W: 2,050 1,991 EA500 SETP $1.4m 2004 230 1,673 1,335 25,000 -



GIPPSLAND Latrobe Regional Airport, PO Box 881, Morwell, Victoria 3840, Australia. T: +61 3 5172 1200 W: 787 20,000 1,548 1,218 4,000 2,233 GA8 Airvan SEP $0.46m 2000 124 930


Pow er ( lb t hru st)

Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( nm ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist ( f t) MT OW (Ib ) Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s











1 x Rolls-Royce 250-B17F/2


Unusual high-wing design




Turboprop version on the way



44.9 50


1 x Lycoming IO-540-KIAS

GLOBAL Bombardier Aerospace, 800 Rene-Levesque Ouest, 29E Etage, Montreal, QC H3B 1Y8, Canada. T: +1 514 861 9481 W: 5000 SLJ $38.7m 2004 513 4,800 4,850 51,000 461 5,000 2,670 92,500 50,840 2,410 5,858 Express XRS LRBJ $50.1m 2005 513 6,150 3,350 51,000 450 6,190 2,670 98,000 51,200 1,825 6,712

94 94

42.47 48.35

75 75

98 98

17 19

2 x Rolls-Royce BR710A2 2 x 14,750 2 x Rolls-Royce BR710A2 2 x 14,750

Long-range large jet Even bigger

GULFSTREAM PO Box 2206, Savannah, Georgia 31402-2206, USA. T: +1 912 965 3000 W: G150 MSJ $15.05m 2005 459 2,950 3,340 45,000 197 5,000 2,880 26,100 G200 SMJ $22.78m 1998 459 3,400 3,700 45,000 222 6,083 3,280 35,450 G250 SMJ $24m 2011 470 3,400 45,000 4,960 3,180 39,600 G350 LBJ $31.96m 2004 459 3,800 3,960 45,000 399 5,050 3,260 70,900 G450 SLJ $35.86m 2004 459 4,350 3,760 45,000 400 5,450 3,260 73,900 G500 SLJ $40.95m 2003 487 5,800 3,950 51,000 343 5,150 2,770 85,100 G550 LRBJ $48.99m 2003 487 6,750 3.650 51,000 360 5,910 2,770 91,000 G650 LRBJ $58.5m 2012 530 7,000 51,000 6,000 3,000 99,600

1,537 2,239 3,880 4,403 5,254 6,164 6,597

55.58 58.09 63 77.83 77.83 93.5 93.5 99.58

17.66 24.42 25.83 45.09 45.09 50.09 50.09 53.58

69 75 75 74 74 74 74 77

69 86 86 88 88 88 88 102

8 10 19 19 19 19 18

2 x Honeywell TFE731-40 2 x PWC PW306A 2 x Honeywell HTFE250G 2 x Rolls-Royce Mk611-8C 2 x Rolls-Royce Mk611-8C 2 x Rolls-Royce BR710 C4 2 x Rolls-Royce BR710 C4 2 x Rolls-Royce BR725 A1

2 x 4,420 2 x 6,040 2 x 7,445 2 x 13,850 2 x 13,850 2 x 15,385 2 x 15,385 2 x 16,100

Gulfstream's first proper mid-size bizjet Originally the Astra Galaxy Much anticipated upgrade of the G200 Shorter range version of the G450 Replacement for GIV series Shorter range version of G550 Currently top of the range All-new design, fly by wire, due 2012

HAWKER BEECHCRAFT 10511 E Central, Wichita, Kansas 67206, USA. T: +1 316 676 6614 W: 3,650 2,530 Bonanza SEP $0.6m 1947 176 1,063 1,230 18,500 16 1,913 950 Baron MEP $1.1m 1961 202 1,388 1,700 20,688 33 2,300 1,300 5,500 3,880 King Air C90GTi METP $2.95m 2007 270 1,321 1,953 30,000 90 2,392 2,355 10,100 6,950 King Air B200GT METP $5.3m 2007 305 1,800 2,460 35,000 126 2,600 2,845 12,500 8,520 King Air 350 METP $5.97m 1990 312 1,765 2,731 35,000 127 3,300 2,692 15,000 9,326 Premier 1a/11 LJ $6.21m 2005 451 1,360 3,800 41,000 138 3,792 3,170 12,500 8,430 Hawker 400XP LJ $7.22m 450 1,482 45,000 178 3,906 3,514 16,300 10,550 750 SLJ $12.4m 2008 466 2,200 41,000 4,696 2,650 27,000 16,200 850XP MSJ $13.78m 2005 448 2,642 2,990 41,000 277 5,032 2,650 28,000 15,670 900XP MSJ $14.29m 2007 466 2,950 3,750 41,000 5,032 2,650 28,000 16,420 4000 SMJ $20.89m 2006 482 3,280 2,642 45,000 253 5,200 2,995 39,500 22,800

619 74 309 194 1,963 539 490 548 638 733 2,250 1,790 1,492 1,600 2,180

33.5 37.83 50.25 54.5 57.92 44.5 43.5 51.33 54.33 54.33 61.83

12.58 16.66 19.5 13.5 15.5 21.33 21.33 21.33 25

50 50 54 54 54 65 58 69 69 69 72

42 42 57 57 57 66 59 72 72 72 77.5

6 6 12 15 15 6 9 15 15 15 14

1 x Continental IO-550-B 2 x Continental IO-550-C 2 x PWC PT6A-135A 2 x PWC PT6A-60 2 x PWC PT6A-2A 2 x Williams FJ44-2A 2 x PWC JT15D-5 2 x Honeywell TFE731-5BR 2 x Honeywell TFE731-5BR 2 x Honeywell TFE731-5OR 2 x PWC PW308A

1 x 300hp 2 x 300hp 2 x 550shp 2 x 850shp 2 x 1050shp 2 x 2,300 2 x 2,965 2 x 4,660 2 x 4,660 2 x 4,660 2 x 6,900

Iconic piston single Equally iconic piston twin Smallest of the King Air range Workhorse of the range Flagship model, appeals to military Beechcraft's Very Light Jet Originally a Mitsubishi, renamed Derivative of the Hawker 800 Developed from the HS-125 Long-range version Carbon-composite construction

HONDA 6430 Ballinger Road, Greensboro, North Carolina 27410, USA. T: +1 336 662 0246 W: 3,990 43,000 3,120 2,500 HondaJet VLJ $4.5m 2012 420 1,180




2 x GE Honda HF120

2 x 1,880

Technological tour de force

15,100 19,950 24,150 42,700 43,000 48,000 48,300 54,000





LEARJET Bombardier Aerospace, 800 Rebe-Levesque Ouest, Montreal QC H3B 1Y8, Canada. T: +1 514 861 9481 W: 45XR SLJ $11.8m 2004 465 1,975 2,630 51,000 214 5,040 2,660 21,500 14,094 1,594 60XR MSJ $13.7m 2006 466 2,338 4,450 51,000 204 5,450 3,420 23,500 15,081 759 85 MSJ 2014 3,000 51,000 -

905 1,181 -

47.78 43.79 -

17.7 25

59 61.4 9 68.5 71.4 9 71 73 8

2 x Honeywell TFE731-20 2 x 3,500 2 x PWC PW305A 2 x 4,600 2 x PWC PW307B 2 x 6,100

Fabulous hot and high performance Fast and comfortable All-new composite under development

MOONEY 165 Al Mooney Road, Kerrville, Texas 78028, USA. T: +1 830 896 6000 W: 2006 242 1,852 1,240 25,000 Acclaim Type S SEP -










1 x Continental IO-540


Fastest piston-single tourer

PILATUS PO Box 992, 6371 Stans, Switzerland. T: +41 41 619 61 11 W: 2008 280 1,573 1,920 30,000 58 2,650 PC-12 NG SETP $4m











1 x PWC PT6A-67P


Excellent handling workhorse

PIAGGIO Via Cibrario, 4, 16154 Genova, Italy. T: +39 10 648 1885 W: Avanti II METP $6.5m 2006 402 1,407 2,950 41,000 94 2,850











2 x PWC PT6A-66B

2 x 850shp

Stylish, with canard wing

PIPER 2926 Piper Drive, Vero Beach, 32960, Florida, USA. T: +1 772 567 4361 W: 15,000 2,200 Seminole MEP $0.51m 1978 162 770 Seneca V MEP $0.76m 1971 197 828 25,000 1,707 Matrix SEP $0.76m 2008 215 1,367 25,000 2,090 Malibu SEP $1.41m 1988 213 1,345 25,000 2,090 Meridian SETP $1.9m 2000 260 1,000 30,000 41 2,438 PiperJet PJ $2.2m 2011 360 1,300 35,000 -

1,490 2,180 1,968 1,968 2,110 -

3,800 4,750 4,358 4,358 5,092 -

2,609 3,393 2,937 3,153 3,436 -

483 562 701 485 559 800

108 122 120 120 170 -

38.6 38.9 43 43 43 33.66

10.33 12.33 12.33 12.33 -

42 47 47 47 -

49 49.5 49.5 49.5 -

4 6 6 6 6 7

2 x Lycoming IO-360 2 x Lycoming TSIO-360 1 x Lycoming TIO-540 1 x Lycoming TIO-540 PWC PT6A-42A 1 x Williams FJ44-33AP

2 x 180hp 2 x 220hp 1 x 350hp 1 x 350hp 1 x 500shp 1 x 2,400

Training piston twin Workhorse piston twin Cabin class piston single As above, pressurised As above, turboprop Under development










1 x PWC PT6A-34

1 x 750shp

Rival to the Cessna Caravan

SOCATA Aeroport de Tarbes-Lourdes, 65921 Tarbes, Cedex 9, France. T: +33 5 62 41 73 00 W: 2005 320 1,585 31,000 70 2,840 2,430 7,394 TBM 850 SETP $3m

QUEST 1200 Turbine Drive, Sandpoint, Idaho 83863, USA. T: +1 208 263 111 W: Kodiak SETP $1.2m 2007 179 1,032 1,540 25,000 47 -


850 650 1,000 2,600 1,800 2,300 1,800 1,800









1 x PWC PT6A-66D

1 x 850shp

Fast, excellent handling

TECNAM Costruzioni Aeronautiche Tecnam srl , via Maiorise 81043 Capua , Italy tel. +39 0823 622297 W: 2010 155 620 1260 15,000 1,476 1,050 2,601 1,675 P2006T MEP $








2 x Rotax 912

2 x 98hp

New light twin

VIKING 9574 Hampton Road, Sidney, British Columbia V8L 5V5, Canada. T: +1 250 656 7227 W: 775 1,600 26,000 1,200 870 12,500 Twin Otter METP $3.5m 2008 -








2 x PWC PTA-34 or -35

2 x 750shp

Updated version of the Twin Otter



The Executive Approach


w... no it

Are you AL Nc e

not tha nd o

If ed? ifi rt

Arrive in style with Sentinel; whether you are flying into town, or visiting the country; Sentinelâ&#x20AC;&#x2122;s presentation of low level charts and obstacles, coupled with traffic, weather & terrain information helps you to maximise flight safety. With Sentinel you can travel in safety and arrive in style.

ified Cert

Honeywell UK Limited (Skyforce) Enquiries: Website:


The new Princess 32M launching at the London International Boat Show. For more information on this and other exciting new additions to the Princess range please visit us on stand L40.

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P1 November 2010  

P1 is Loop Digital Media's business aviation magazine, published monthly. It brings alive the glamorous, exciting world of business jets, tu...