NEWS · EVENTS · FLIGHT TESTS · PEOPLE · AIRCRAFT DETAILS · COMMENT P1 FEBRUARY 2011 £4.50
F R E S H A I R F O R B U S I N E S S AV I AT I O N
FLIGHT TEST SPECIAL
SIX OF THE BEST EVERY MAJOR CLASS Turboprop single, light jets, fast jets and heavy jets A year of P1 business aircraft reviews from our expert team of pilots
SOCATA · CESSNA · DASSAULT · EMBRAER · BOMBARDIER · HAWKER
TOP STORIES FROM THE BUSINESS AVIATION WORLD
HONDAJET TESTS · WHAT'S ON IN 2011 · LONDON CITY AIRPORT · A380 ENGINE OUT · EXECUTIVE FORD · VALUES STEADY p001.coverDC.indd 1
THE RACE AGAINST TIME H A S A N E W F R O N T R U N N E R.
T H E T E N.
T H E N E W D E F I N I T I O N O F U LT I M A T E P E R F O R M A N C E
Introducing the transformation of the worldâ€™s fastest business jet. The Ten ďŹ‚ies faster and farther than its famed predecessor. Its interior has been completely reimagined. The cockpit is revolutionary. Our condolences to the competitionâ€”and to time and space for that matter. 00-800-6060-0008 www.p1.cessna.com
On 2011 Champion events throughout the year for you and your clients
CONTENTS Februaryy 2011
6-11 News HondaJet progress, Lineage and Phenom 300 arrive 12-14 MEBA News Deals still being done in Dubai 17 Column LEA's patrick Margetson-Rushmore 19 What's on F1 calendar and many more events 23-35 Flight Tests 2010 Best of P1's tests last year 36-37 Nick Heard Prepare before you ďŹ‚y
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NEWSROOM HondaJet starts ﬂight tests »NEW AIRCRAFT
Five conforming prototypes to be built for FAA certiﬁcation
HE high-tech and muchawaited HondaJet has started ofﬁcial ﬂight tests with the ﬁrst ﬂight of its FAA-conforming aircraft. The event is a signiﬁcant step in Honda’s aerospace program leading to delivery of aircraft in 2012, says Honda. The twin-engine jet lifted off from Honda Aircraft Company’s world headquarters at Piedmont Triad International Airport in Greensboro, North Carolina, USA. The HondaJet remained aloft for 51 minutes, during which time the aircraft’s ﬂight characteristics and performance were analysed and systems checks were conducted. Various test data gathered during the ﬂight were transmitted real-time to Honda’s ﬂight test telemetry operations base within the company’s world headquarters facility. “This is a very important milestone for the HondaJet program,” said Michimasa Fujino, Honda Aircraft Company President and CEO. “This aircraft was assembled and tested under strict FAA certiﬁcation processes, and we are very pleased to have achieved this successful ﬁrst ﬂight. "Our team has worked extremely hard to reach this critical step in the HondaJet program, and these results reﬂect Honda’s focus and determination to develop a classleading aircraft.”
To support the company’s certiﬁcation program, Honda has completed its second FAA-conforming aircraft, which already has undergone numerous structural tests required for commencement of certiﬁcation testing. Honda also has completed mating of main assemblies for its third FAAconforming aircraft, which is now in the systems installation phase. This third conforming aircraft, to be used mainly for mechanical systems ﬂight testing, is scheduled to be completed early this year. A total of ﬁve FAA-conforming aircraft, including one additional ﬂight test aircraft and one additional structural test aircraft, are planned to support the
THE HONDAJET MORE than 100 of the $4.5 million HondaJet have been ordered so far with the ﬁrst delivery scheduled for the third quarter of 2012. The proof-of-concept aircraft has accumulated more than 500 ﬂight test hours and attained a top speed of 420 knots and max altitude of 43,000ft. The aircraft is a powerhouse of innovative technologies
including over-the-wing engine-mounts which improve performance and fuel efﬁciency by reducing drag, and also lower ground-detected noise when overhead and allows for a more spacious cabin and greater cargo capacity. The HondaJet is powered by two highly fuel-efﬁcient GE Honda HF120 turbofan jet engines, and features
Gulfstream tests G650 back-up systems TEST pilots recently ﬂew a Gulfstream G650 ﬂight test aircraft for the ﬁrst time using only an electrically powered, ﬂy-by-wire back-up ﬂight control actuation system. Typically, ﬂy-by-wire uses a third hydraulic system to provide redundancy in the event of a dual hydraulic system failure. However, Gulfstream’s ﬂy-by-wire
Gulfstream's G650 in testing.
HondaJet certiﬁcation program. While Honda enters the ﬂight test program with its conforming HondaJet, the company also nears completion of its aircraft production facility on its Greensboro campus. The 266,000sq ft HondaJet production facility is scheduled for completion in early 2011, with the ﬁnal phase of interior build-out now underway. Upon completion of the production facility, Honda will begin the process of moving equipment and personnel into the facility and undertaking pre-production preparations and training necessary to support HondaJet production ramp-up beginning in 2012. www.hondajet.com
architecture uses electric back-up hydraulic actuators – primarily hydraulically powered but offering electric power as a back-up. A selfcontained hydraulic reservoir and motor pump allow full operation should hydraulic loss occur. The ﬂight began with evaluating the electric backup-mode handling qualities in one axis and then progressed to full evaluations in all axes (pitch, roll and yaw). Test conditions consisted of all ﬂap settings at 10,000ft for speeds ranging from 1.13 reference stall speed (VSR) to maximum ﬂap extended speed (VFE). The pilots also initiated an emergency descent proﬁle from FL450 to FL250. www.gulfstream.com
6 | P1 BUSINESS AVIATION MAGAZINE | February 2011
Honda-customised Garmin G3000 nextgeneration all-glass avionics. There are three 14-inch landscapeformat displays and dual touch-screen controllers for avionics control and ﬂight plan entries, and it also has split-screen MFD capability, satellite weather, graphical synoptics, digital audio, and optional Synthetic Vision.
Challenger 850 to UAE DUBAI-based Gama Aviation FZC has become the ﬁrst to register a Challenger 850 in the United Arab Emirates (UAE). The UAE General Civil Aviation Authority issued its certiﬁcate of airworthiness in December. Bob Horner of Bombardier Business Aircraft said, “The Challenger 850 jet has established a unique niche, offering unparalleled ﬂexibility in customised conﬁgurations.”
First Challenger 850 in the UAE goes to Gama Aviation.
NEWSROOM »NEW AIRCRAFT
Hangar8 takes delivery of Europe's first Lineage 1000 Top of the range Embraer business jet arrives at London Oxford Airport, UK HE ﬁrst Embraer Lineage 1000 to be based in Europe has arrived with operator Hangar8, based at London Oxford Airport in the UK. The $52m Lineage 1000, top of Embraer’s business jet range, is the UK’s longest-cabin private jet available for charter. The aircraft is conﬁgured in an executive layout, with ﬁve separate cabin zones including a large lounge area featuring a fully integrated entertainment system, 52 inch screen, separate master bedroom suite with a full sized double bed and private shower. The Lineage 1000 is the largest executive jet by Brazilian manufacturer Embraer and can carry up to 19 VIP passengers. The aircraft has a range of 8,149km enabling it to ﬂy nonstop from the UK to the Middle East, Dubai to Johannesburg, New York to Moscow, or from Singapore to Sydney. The aircraft can use shorter runways such as those at London City Airport and New York’s Teterboro Airport. It is also equipped with the latest electronic ﬂyby-wire ﬂight control system and is one of the quietest aircraft in its class as a result
Expect the Lineage to be a popular choice among sports stars and celebrities
BELOW: Hangar8 boss Dustin Dryden and Lineage.
8 | P1 BUSINESS AVIATION MAGAZINE | February 2011
Inside Embraer's largest executive jet. of its active noise dampening system. Dustin Dryden, CEO Hangar8, said, “We are thrilled to announce Hangar8 has been appointed as the European launch operator of the Lineage 1000, the largest addition to our ﬂeet since the company was formed in 2002. The new aircraft enables us to take our operational
capabilities to a whole new level and with just one fuel stop, we can now ﬂy our customers almost anywhere in the world.” Hangar8 expects the Lineage 1000 to be a popular choice amongst sports stars, high proﬁle celebrities and royalty alike. www.hangar8.co.uk
P1 BUSINESS AVIATION NEWS
Hawker 800XPR upgrade... with winglets THE ﬁrst Hawker 800XPR upgrade is progressing through development and is currently undergoing winglet installation at Hawker’s facility in Chester, UK. Hawker announced the ﬁrst 800XPR upgrade customer, JoinJet of Denmark, during NBAA last year. The Hawker composite winglets effectively increase the wing aspect ratio to reduce lift induced drag.
Once the winglets are in place on the ﬁrst 800XPR aircraft, it will be ﬂown to the United States where Honeywell TFE-731-50R turbofan engines will be installed prior to ﬂight-testing and certiﬁcation of the upgrade. FAA certiﬁcation is expected in early 2011 with EASA certiﬁcation to follow shortly after. Hawker says the 800XPR offers
BELOW: artist's impression of what the 800XPR will look like.
signiﬁcant improvements over the performance and capability of the 800XP – greater range, better time to climb and faster cruise speeds. In addition, optional avionics, a new interior and XPR custom paint designs are available. The upgrade is available through the factory-owned service centre network. www.hawkerbeechcraft.com
Nextant N400XT completes tests FBOs in China AIRCRAFT remanufacturers Nextant Aerospace has completed the ﬁrst stage of ﬂight testing of its 400XT based on the Beechcraft 400. “We have ﬂown more than 120 ﬂight test hours toward the certiﬁcation of the Pro Line 21 avionics and Williams International FJ44-3AP engine installations on the 400A/XP airframe,” said James Miller, President of Nextant Aerospace. “We continue to be impressed with the performance of the 400XT. The aircraft is exceeding our expectation in all key performance and handling aspects. "The ﬂight test aircraft is undergoing ﬁnal conﬁguration changes and FAA conformity in our Cleveland facilities in preparation for the return to the Mojave Flight Test Center and the start of the FAA Certiﬁcation Flight Tests in early December. We remain on target for 400XT Certiﬁcation during the ﬁrst quarter of 2011,” said Miller. The Nextant Aerospace 400XT improves the popular Hawker Beechjet 400A/XP by extending its range more than 50% to over 2,000nm while reducing operating costs by 30%.
The aircraft also beneﬁts from signiﬁcant aerodynamic enhancements including newly designed nacelles, pylons and an improved engine mounting conﬁguration. Nextant intends to deliver the 400XT as a new aircraft with a two-year tip-to-tail warranty, and says it has an order for 40 aircraft from fractional ownership company Flight Options. Nextant expects to deliver 13 aircraft in 2011, 24 aircraft in 2012 and has the ability to ramp production up to four aircraft per month. www.nextantaerospace.com
BELOW: upgrades for the Beech 400, the Nextant.
EXECUJET is opening a full service business aircraft maintenance and management company in China. ExecuJet Haite Aviation Services China will be based at Tianjin Binhai Airport and will expand in due course to include a Fixed Base Operation (FBO). The MRO facility is due for completion in August 2011 and will encompass a 6,000sq m facility capable of housing two large and three smaller aircraft. ExecuJet will obtain a Chinese Part 135 Aircraft Operating Certiﬁcate (AOC) and a Part 145 maintenance certiﬁcate and expects to initially maintain in excess of 40 business aircraft annually. The company will initially employ 50. ExecuJet currently operates a sales ofﬁce in Beijing which will continue. Tianjin Airports is 120km from Beijing – 30 minutes on high speed train. ● Cirrus Aircraft is opening an FBO at the Aviation Industrial Park in Jinwan District and will offer traditional FBO services for both based and transient aircraft. It will also be a Cirrus Aircraft Sales Center and offer Flying Club and Cirrus Service, Training and Import services.
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 9
NEWSROOM FlairJet's new Phenom 300 at London Oxford Airport.
First Phenom 300s arrive FlairJet bring ﬁrst two Embraer Phenom 300s to Europe
HE ﬁrst Embraer Phenom 300 to start commercial service in Europe has arrived in the UK. FlairJet’s aircraft, G-MGNE, touched down at London Oxford Airport just before Christmas 2010. FlairJet CEO, Captain David Fletcher and Captain Gerry Rolls, Flight Operations Director, ﬂew the aircraft from Embraer’s Sao Jose dos Campos facility in Brazil via the Caribbean, eastern seaboard of the USA, Goose Bay and Keﬂavik. A second Phenom 300, G-GEIR, arrived on 31 December.
FlairJet says weather along the delivery route enabled the pilots to test the capabilities of the Phenom 300 in the heat of Brazil and the cold weather of Goose Bay and Keﬂavik. Sector lengths were up to four hours with several hours of operation at the ceiling of 45,000ft. FlairJet pioneered Phenom 100 operations in Europe almost exactly a year ago. It says that during the past 12 months it has ﬂown some 1,000 hours and made more than 1,000 landings. The new Phenom 300s will be based at London Oxford Airport but one
The 300 gives is access to airports such as Moscow and Ankara
Inside FlairJet's Phenom 300, finished in natural wood and leather. 10 | P1 BUSINESS AVIATION MAGAZINE | February 2011
will operate frequently from Cannes Mandelieu in the south of France during the summer. FlairJet plans to recruit additional pilots and operations staff over the coming months. “The aircraft have now been added to our AOC and we are especially proud to be the ﬁrst in Europe to ﬂy the Phenom 300s commercially,” said David Fletcher. “The aircraft is very impressive for both pilot and passenger and is a serious contender to the more established Learjet and Excel aircraft. It also gives us access to airports such as Moscow or Ankara with ﬁve or six passengers and perfectly complements the Phenom 100 as it opens up the Algarve, Malaga and Alicante as possible destinations.” FlairJet’s aircraft have a new interior furnished in natural wood veneer with high gloss ﬁnishing, accommodating six passengers. Swept wings, with winglets, give the aircraft terriﬁc ramp appeal and strong aerodynamic performance. A single refueling port, an externally serviced lavatory, short runway capability and excellent cabin pressurisation are some of the jet’s distinctive features. The Phenom 300 is one of the fastest aircraft in the light jet category, reaching 453 knots, with a ceiling of 45,000ft and a range of 1,971nm. www.ﬂair-jet.com
P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM
War on illegal charters ERADICATING illegal charter activity is top of the agenda for the European Business Aviation Association (EBAA). At the beginning of January, the EBAA launched a campaign for operators, brokers and passengers to curtail illegal charter ﬂight activity within Europe. The operation of illegal charters has been a headache for the EBAA over the past year. Operating without a valid Air Operator’s Certiﬁcate (AOC) and failing to comply with trafﬁc rights are key concerns for the business aviation community. To help eliminate such practices, EBAA has published a document, ‘Is My Flight Legal? Ensure the Safety and Legality of the Business Aircraft You Charter’, which provides guidance to operators and brokers. “It is in the reputational and commercial interest of all in business aviation to ensure that the ﬂights advertised and arranged are legally permissible and in compliance with the regulatory safety standards demanded of AOC holders,” said Brian Humphries, EBAA President and CEO. “EBAA has compiled a document that clearly stipulates what activities fall within the realm of permissible ﬂight activity within Europe, and which do not. This electronic document is addressed to operators and brokers, and has been distributed to all EBAA Members. Furthermore, we encourage
operators and brokers to forward copies of it to as many colleagues to ensure the widest reach possible for this important campaign.” Additionally, EBAA has published a printed brochure entitled, ‘Is My Flight Legal? Your Rights as a Business Aircraft Charter Passenger’ to help passengers and all nonspecialist interested parties better understand the rules. The Association is urging operators, handlers and brokers to pass these out to their clients to ensure that passengers are aware of the hazards of booking illegal ﬂights. “The vast majority of ﬂights operated to, within and from the EU are operated in compliance with legal requirements. Nevertheless, there are some operators who unwisely choose to circumvent the system. The business aviation community must do whatever it can to protect the welfare of passengers and ensure fair competition among operators,” says Humphries. Operators and brokers can contact EBAA at firstname.lastname@example.org to request copies of the printed brochure. Additionally, EBAA is cooperating directly with European regulators to rein in illegal charter activities, and is encouraging anyone who is aware of such ﬂights to report them to the Association so that they can take up these complaints with the relevant authorities. www.ebaa.org
» FOOD FOR ABU DHABI
Business aviation must do whatever it can to ensure fairness and safety
Aprons on at Al Bateen.
» BASEL BOOST AMAC Aerospace Switzerland recently expanded its maintenance and completion facility at EuroAirport Basel-MulhouseFreiburg. By opening a new hangar and production facility, AMAC is now able to maintain or complete wide body aircraft. www.amacaerospace.com
» FAST FBO AVIATION consultants, Oriens Advisors, has worked with Barcelona architectural company, Cesar Martinell & Associates, to support business development of their innovative new airport construction concept. The Flexible Based Operations building is a semipermanent structure offering the same facilities as a traditional FBO and can be erected in less than two weeks. www.oriensadvisors.com
Embraer Legacy 650s in UK BRITISH entrepreneur Lord Sugar has taken delivery of Embraer’s newlycertiﬁcated Legacy 650. The aircraft, G-SUGA, piloted by Kevin McGrath, was ﬂown from Embraer’s facilities in Sao Jose dos Campos, Brazil to its new home at London Stansted Airport. The aircraft will be looked after and operated by VIP charter operator Titan Airways Executive, who will also be marketing the aircraft for third party charter use. The Legacy 650 will be maintained and supported at Inﬂite. “I am absolutely delighted to be accepting this brand new aircraft. It has a considerably longer range, it’s fast, it has a very generous hold, accessible from the cabin and is ideal for the 300 hours or so of business ﬂying I do every year,” said Lord Sugar. London Executive Aviation has also taken an Embraer Legacy 650 business jet on to the company’s charter ﬂeet. The aircraft’s ﬁrst charter ﬂight for LEA
brought a family from St Petersburg, Russia, to Dubai . Patrick Margetson-Rushmore, LEA’s chief executive, said, “The Legacy 650 acquitted itself superbly on its ﬁrst charter ﬂight for us. Not only did the aircraft’s range cope effortlessly with the leg from Russia to Dubai, but the passengers and crew were struck by the extremely quiet and relaxing cabin.”
AL BATEEN Executive Airport in Abu Dhabi has linked up with Swiss-based Gategroup to provide high quality catering and aircraft provisioning services to business aircraft using the Airport. Gategroup’s core brand, Gate Gourmet, will establish an on-site kitchen staffed around the clock with highly trained chefs producing gourmet meals.
Lord Sugar, left, and Alastair Kiernan of Titan.
Two to build – Oriens' FBO.
» BIGGIN’S WIN BRITAIN’S Biggin Hill Airport has won the industry’s premier accolade in its ﬁeld, the coveted ‘Best Business Aviation Airport’ in a nationwide annual awards scheme. The award was received on behalf of the airport by Peter Lonergan, Airport Director at the recent annual conference of the Airport Operators Association (AOA) in London, attended by 200 delegates from across the UK industry.
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 11
NEWSROOM Falcon 900LX over the distinctive skyline of Dubai.
12 | P1 BUSINESS AVIATION MAGAZINE | February 2011
P1 BUSINESS AVIATION NEWS MEBA2010 SHOW REPORT
Deals done in Dubai Middle East show numbers up by 13% HE fourth Middle East Business Aviation show (MEBA) proved itself a showcase for the region’s strong business aviation industry as it closed its doors following three days of deals, co-operation agreements and commitments on infrastructure investment in the region. The Dubai-based show attracted 6,200 visitors from 77 countries, a 13% increase over the previous show in 2008. The static display included 53 business aircraft and inside the halls there was a total of 338 exhibitors from 33 countries, including business aircraft manufacturers, service providers and suppliers to the industry, in addition to 15 Fixed Base Operations (FBOs). The show opened well with an agreement signed for the construction of the FBO facility at Dubai World Central – Al Maktoum International Airport. Alison Weller of the organisers said, “This agreement, plus other deals and service agreements made during the three days of MEBA, shows also how important private aviation has become as a business tool in the region, although not all the orders were made public.” Bombardier Aerospace announced business aircraft orders worth US$285 million at list price including one from Comlux The Aviation Group for two Bombardier Global 7000 business aircraft, and another for ﬁve midsize Learjet 85s and two large-cabin Challenger 605 jets, for operation in
Germany by Munich-based Jet Air Flug. Dassault says it has a growing ﬂeet of Falcon jets in the region, backed by a solid order book. Dassault Falcon sold 14 aircraft in the Middle East in the last two years and has a backlog of 15 additional aircraft to be delivered to regional buyers by 2013. Dassault’s current regional ﬂeet size is about 60 business jets, expected to grow by onethird over the next three years. The Falcon 7X ﬁlls 40% of the company’s new business jet sales and the company is about deliver its tenth Falcon 7X to the Middle East. Dassault has also expanded its presence and infrastructure with a new Regional Sales Ofﬁce and recently appointed a new Regional Sales Director, in Dubai, as well as a second Authorized Service Center and a new Customer Service Manager in Saudi Arabia. Gulfstream displayed three of its business jets: the large-cabin, midrange Gulfstream G200; the large-cabin, long-range G450; and the large-cabin, ultra-long-range G550. “Gulfstream has more than 100 airplanes in the Middle East, a number that has more than doubled in the last decade,” said Larry Flynn, of Gulfstream. “Part of that growth is attributable to the efforts we extend during MEBA. "
These deals show how important private aviation has become in the region
EXECUJET EXPANDS ExecuJet Middle East and ExecuJet Europe announced a further seven new aircraft into their managed ﬂeet, with
IT'S NOT JUST THE OIL IS it just oil fuelling the Middle East boom? Aviation market analyst Brian Foley thinks otherwise. “Thirty years ago that may have been the case, but today we see a region with multiple, robust ties to all the other world economies. These interests are diversifying, no longer based so narrowly on oil. "Certainly oil still plays a role, but today its inﬂuence is much less direct. Just look at the investment and ﬁnancial front; the need to work with partners in Europe, Asia and the Americas. That alone requires a well developed business aviation ﬂeet and infrastructure.” Foley noted that, of about 550 business jets based in the Middle Eastern countries, nearly 90% are considered medium-
or large-size jets – signiﬁcant, because the worldwide average is closer to 60%. “It is a measure of utility, not just luxury and prestige,” says Foley. “All these Gulfstreams, Falcons and Globals (along with the occasional Boeing and Airbus models) ﬁll a need for range and comfort reaching far beyond the Middle East that smaller jets can’t match.” Business aircraft sales in the Middle East peaked in 2007 and took a tumble with the rest of the world in late 2008. “Here, however, the market swing was less extreme than in the USA,” Foley points out. “The older, more established operators generally survived the downturn rather well. In contrast, some of the newcomers who were more
dependent on credit and cash ﬂow had to leave the market, at least temporarily. But it’s fair to say that all operators took a lesson from this economy. Today they’re a lot more costconscious and increasingly sophisticated in their use of planes and other assets.” Foley sees conditions as improving now, with smart operators snapping up late model pre-owned aircraft at prices 30% lower in this buyer’s market. Flight activity is up too, and not just in reaction to world oil prices. Dubai, for example, has virtually no oil, and that even in oil-rich states many jets are owned by individuals and corporations engaged in banking, real estate, construction, consumer goods, transportation and so forth.
ExecuJet's Hadi Al Abbas and Mike Berry. a further four aircraft in the pipeline. ExecuJet Middle East has just signed a brand new Challenger 605 and ExecuJet Dubai also announced a Hawker 800XP and two Challenger 605s joining the ﬂeet. ExecuJet also announced a partnership with Al Faisal Holding to form a new business aviation company in Doha to be named ExecuJet Qatar. An application process for an AOC is already underway for early 2011. GAMA ON TARGET The Gama Group said its regional company, Gama Aviation FZC, has met its planned targets for its ﬁrst year of operation. A ﬁfth wide-bodied business jet, a privately owned Bombardier Global XRS, is about to come on line, joining a new Embraer Legacy 600, and a Challenger 604, 605 and 850. “Gama Aviation FZC only obtained its UAE GCAA Air Operator’s Certiﬁcate in February this year,” said Managing Director Dave Edwards. “So we are pleased that this development is very much in line with our ﬁrst year aims, especially in view of the fact that it typically takes many months for clients to determine an aircraft management partner in the region and it remains a very competitive market.” Dave moved from Gama’s Farnborough UK headquarters in summer 2009 to concentrate on establishing the new Middle East business. The operation has since grown to support 21 fulltime positions, including pilots. More jobs will be created next year as work progresses on the new hangar and a complementary Fixed Based Operation (FBO) the company is creating at Sharjah International Airport. NEW DORNIER 328 Support Services presented its latest Dornier 328JET VIP conversion, the new 328DBJTM which features the newly installed Wireless Emergency Primary Power System, an emergency lighting technology from STG Aerospace. Now ﬁve years old, 328 Support Services specialises in the maintenance and VIP conversion of Dornier 328s.
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 13
NEWSROOM “VIP conversions are enjoying continued popularity owing to the challenging economic times,” said Dave Jackson Managing Director of 328 SSG. “For a low unit investment of around US$4-5 million and a refurbishment of US$2-4 million, you have an aircraft that looks brand new. There is nothing out there in its class that beats the big cabin comfort of the 328DBJ.” The WEPPS system from STG Aerospace integrates wireless monitoring, realtime MEL diagnostics, and solid-state operation for managing and powering emergency lighting systems. The system uses new operating protocols and approved ‘ﬁt-for-life’ non-rechargeable battery modules to replace conventional NiCad battery/ charger packs, reducing operating costs by eliminating the emergency lighting system’s entire maintenance schedule. PRAGUE BECKONS Prague-based ABS Jets can now carry out maintenance of UAE registered Embraer aircraft including the Legacy 600, Phenom 100 and Phenom 300. ABS Jets says it has increased hangar capacity at Prague airport and refurbished the existing hangar, and also installed new paint and composites facilities. ABS Jets CEO Vladimir Petak said, “We have implemented one of the most intensive and effective series of upgrades and improvements to our facilities resulting in the most state-of-the-art maintenance centre imaginable. “The demands of the UAE CAA are of the highest standards and we are delighted to have been able to work closely with them to fully meet their requirements and create such an MRO facility.” CHARGES DOWN AT AL BATEEN Abu Dhabi Airports Company (ADAC) announced reduced charges at Al Bateen Executive Airport – down by 35% on landing fees and by 17% on parking for all aircraft, effective 1 December 2010. Stephen Jones, the newly appointed General Manager for Al Bateen Executive Airport said, “We created a lot of
P1 NEWS MEBA2010 SHOW REPORT
» GAINJET TRAINING Emirates-CAE Flight Training signed a contract with Gainjet Aviation for Gulfstream G450, Gulfstream G550 and Bombardier Global Express pilot training at the Dubai centre. Gainjet is a leading worldwide private aircraft charter operator and management company with headquarters in Athens, Greece. CAE already provides training for Gainjet pilots on the Phenom 100 at Burgess Hill, and Gulfstream G200 in New Jersey, USA. www.cae.com and www.gainjet.com
Interior of the Dornier 328 bizjet. awareness at the recent Grand Prix by offering free landing and parking services which strengthened our belief in prioritizing the offering of best levels of services at competitive prices. At the same time Al Bateen is supporting the development of based operators and their rapidly growing aircraft ﬂeets.” ADAC has already invested almost US$50 million in turning the 50 year-old military airport into a luxury business aviation gateway with an impressive VVIP passenger terminal. Further plans are in place to develop new hangars and complete apron enhancements, utilities and runway work. Expansion includes new retail facilities catering for crew and local residents. Commercial space for lease and new development will be available for MRO companies, manufacturers and other businesses. There are also plans to complete an on-site hotel. ADAC is forecasting commercial movements of 8,000 for the full 12 months to December 2010, an increase of over 30% versus 2009, and projecting almost 12,000 movements by 2014. Al Bateen is currently home to key operators: Al Jaber Aviation, XO Jet, Prestige Jet and Falcon Aviation Services with a combined ﬂeet of around 30 business jets and helicopters. It is also home to the ﬁrst UAE-based Embraer Lineage 1000, operated by Al Jaber Aviation, which is adding to its ﬂeet two Airbus and two Embraer jets. Meanwhile, XO Jet plans to add a Challenger 605 in the coming months. Five to six more jets are scheduled to be added during 2011.
» CHARTER BUSY Avinode said air charter activity in the Middle East is up by 5% year on year, with the majority of ﬂights arriving or departing from Dubai. It estimates two years before activity returns to 2007/08 levels. Average price of a charter ﬂight in the region is $72,360 – higher than elsewhere because of the preference for bigger jets and longer distances ﬂown. Average ﬂight time is 4.6 hours. www.avinode.com
» GOOD FOR LAWYERS Aviation law ﬁrm Gates and Partners is eyeing opportunities in the Middle East, having closed 25 deals in the region during 2009 and an even bigger number in 2010. Moreover, success rates are running at close to 100% and the company is seeing much more faith in the market from lenders into 2011. “We are seriously investigating opening an ofﬁce in the Middle East as increasingly clients are requesting presence in the region,” said partner Aoife O’Sullivan. www.gatesandpartners.com
Packed static display the Dubai MEBA show.
Aoife O'Sullivan of Gates law firm.
» ARINC UPGRADE ARINC Direct showed off a major upgrade of its ﬂight planning system at MEBA, introducing new interactive planning capabilities with worldwide mapping and navigation data. ARINC has integrated its new map technology from SkyVector, a leading online chart provider, to make ﬂight planning much easier for customers on line. Middle Eastern business aircraft operators can now view in greater detail the current routes offered and the aeronautical map data behind it. www.arinc.com
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TALK patrick margetson-rushmore
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. www.flylea.com
In pursuit of diversity Mixed fleets bring comparative stability I’M lucky enough to be invited to speak at many aviation industry events and, lately, often find myself discussing and debating light jet fleets. On such occasions, diversity is one of my regular recommendations. Choosing to fly a charter operation of light jets alone would be a very brave decision. Light jets offer lower margins than larger business jets, and mixed fleets therefore bring comparative stability. A fleet of light jets alone will be particularly vulnerable to uncontrollable variables, such as interest rates, maintenance costs, exchange rates and fuel pricing – minor fluctuations in which could have a major effect on the low-margin strategy of the business. Any business jet charter operator naturally wants to offer a diverse fleet to meet the range of passenger needs. Not only will the demands of your overall customer base be varied, but even individual customers will have dramatically changing requirements from one day to the next. On Friday, the customer needs a short-haul flight on a light jet to the South of France for a weekend break with his family. On Monday, he needs a long-haul service, with a large group of colleagues, to a vital business meeting in New York. As an operator, you cannot hope to offer a personal service, and maintain a long-term relationship with a customer, if you cannot meet that customer’s changing needs. Reflecting on this fact, assessing our own fleet at London Executive Aviation (LEA), I was struck by another aspect of diversity. I began considering how truly international aircraft manufacture has become. Some of the global hotspots of business jet manufacture, locations that are established industry giants now, would once have seemed very surprising indeed. Who would have imagined, in the late 1960s, that Brazil would soon become a major force in global aircraft manufacture, solidly challenging the established players of North America and Europe?
And yet, a look through our fleet at LEA shows Embraer jets alongside aircraft from France (Dassault), Canada (Bombardier) and the US (Cessna). In turn, those companies operate manufacturing bases in locations as diverse as China, Mexico and the UK. The origins, headquarters and histories of each of these companies are very different indeed, as just a few facts quickly reveal: * Dassault Aviation, which operates assembly and production plants in France and the US, produces the complete line of Falcon business jets. The first such aircraft – the Falcon 20 – was rolled out in 1963. * Cessna Aircraft Company was founded in 1927 and is still the world’s leading general aviation aircraft manufacturer by unit sales. Cessna introduced the Citation line of business jets to the world with a maiden flight in 1969. * Adding to the French-speaking field alongside Dassault, but on the other side of the Atlantic with headquarters in Montreal, Canada, Bombardier Aerospace also operates production facilities in the US, Mexico and Northern Ireland. Bombardier entered aerospace in 1986 with the purchase of Canadair, the manufacturer of Challenger widebody business jets. * And then came Embraer, joining the executive aviation field with the entry-intoservice of the Legacy 600 in 2002. Rapidly expanding, Embraer’s business jet portfolio now includes the Phenom 100, Phenom 300, Legacy 450, Legacy 500, Lineage 1000 and,
Who would have imagined in the 1960s that Brazil would become a major force?
most recently, the Legacy 650. Gathered together in a single fleet, these manufacturers clearly represent quite a celebration of diversity. You might say their backgrounds – whether cultural or historical – are worlds apart. No visitor, for example, would ever mistake Kansas for São José dos Campos. And whilst Dassault’s aeronautical history can be traced back to engineering work before the First World War, Bombardier entered the aviation market in a very different way – through acquisition in the mid-1980s. But each of these companies now plays a leading role in the global manufacture of business jets. They are united in so many ways, not least the pursuit of excellence and innovation. Each manufacturer deserves a place in a business aviation fleet as we enter 2011. And in 2021? Or 2031? Which other nations will join the business jet elite? The HondaJet (based in the US but of Japanese parentage, of course) is scheduled for first delivery in the third quarter of 2012. As Russia prepares to introduce the Sukhoi Superjet 100 regional jet into commercial operation, is a Russian business jet far behind? (Past proposals have included the concept of the Tupolev Tu-444 supersonic aircraft and the Sukhoi-Gulfstream S-21 supersonic jet.) Similarly, stimulated by the impending commercial launch of the ARJ21, the first regional passenger jet from the People’s Republic of China, there is much talk of when and how China will build a business jet. (The Chinese military will be loosening access to the country’s lowaltitude airspace in 2011, which is good news for general aviation.) Will the Indian economy surge, creating first a strong market for the operation of business jets, and then a market for their manufacture? The idea may seem unlikely to us now, but is it any less likely than the idea, not so very long ago, of Brazil breaking through the dominance of Europe and North America? Who’s next?
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 17
UP AND COMING
What’s on 2011 Major events for you and your clients JANUARY 17-30 Australian Open (tennis), Melbourne Park, Australia. www.australianopen.com 18-19 Asian Business Aviation Conference & Exhibition (ABACE), Hong Kong. www.abace.aero/2011 20-21 EBAA Regional Forum, Hilton Vienna, Austria. ‘One Europe - A Roadmap for Aligning East & West’. www.ebaa.org 20-23 US Sport Aviation Expo, Sebring, Florida. Light Sport Aircraft. www.sport-aviation-expo.com 21-23 Wings over Wairarapa, Hood Aerodrome, Masterton, New Zealand. Warbirds. www.wings.org.nz 22-30 Balloon Festival, Chateau d’Oex, Switzerland. www.ballonchateaudoex.ch
FEBRUARY 1-2 MRO Middle East, Dubai 2-5 Al Ain Aerobatic Show, UAE. www.alainaerobaticshow.com 3 Chinese New Year - ‘Year of the Rabbit’ 6-20 March RBS Six Nations Rugby. UK based rugby tournament. www.rbs6nations.com 16-17 Corporate Jet and Helicopter
13-16 APRIL AERO FRIEDRICHSHAFEN Finance 2011, The Churchill, Hyatt Regency, London, UK. Conference. http://tinyurl.com/32dcopx 19-2 Apr ICC Cricket World Cup, Bangladesh, India and Sri Lanka. http://icc-cricket.yahoo.net 22-24 Indian Business Aviation Expo, Delhi, India. www.miuevents.com/ibae2011 27 The Oscars, Hollywood, USA. Annual movie awards. www.oscar.go.com
4-6 1st round of 2011 Davis Cup (tennis). www.daviscup.com 5-8 Heli-Expo 2011, Orlando, Florida, USA. World’s top helicopter show. www.rotor.com 15-18 Cheltenham Festival, Cheltenham Racecourse, Glos, UK. Horse-racing. www.cheltenham.co.uk 26 Dubai World Cup, Meydan Racecourse, Dubai, UAE. World’s richest horse race. www.dubairacingclub.com 29-3 Apr Sun n Fun, Lakeland, Florida. Light aviation. www.sun-n-fun.org
APRIL 4-10 US Masters Golf, Augusta, Florida. 13-16 AERO 2011, Friedrichshafen, Germany. Europe’s top GA show. www.aero-expo.com 22-25 Easter 27-29 AeroSpace Supplier X, Singapore. www.aerosupplierx.com/2011/en/
MAY MARCH 1-6 Australian Internationa Airshow, Avalon, Victoria. www.airshow.net.au
11-22 Cannes Film Festival, Cannes, France. Europe’s top ﬁlm event. www.festival-cannes.com
6-20 FEBRUARY SIX NATIONS RUGBY UNITED KINGDOM
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UP AND COMING
17-19 EBACE, Geneva, Switzerland. Europe’s top business aviation show. www.ebace.aero 22-5 Jun French Open (tennis), Paris. http://tinyurl.com/2df83mg 28 Champions League Final (football), Wembley, UK. www.uefa.com 30-10 Jun TT Races, Isle of Man, UK. Motorcycle races round the famous Mountain Circuit. www.iomtt.com
25-31 EAA AirVenture Oshkosh, USA. World’s biggest air show, mainly light aviation and warbirds but with some business aircraft presence. www.eaa.org
9-11 JUNE CANNES AIRSHOW
JUNE 9-11 Cannes AirShow, Cannes-Mandelieu Airport, France. General Aviation show, linked with AOPA. www.cannesairshow.com 20-26 Paris International Airshow, Le Bourget, France. Europe’s top aerospace shopw this year. www.salon-du-bourget.fr 20-3 Jul Wimbledon Tennis Championships, UK. www.wimbledon.org
JULY 2-4 Festival of Speed, Goodwood, UK. Classy motor racing event, with GA show attached. www.goodwood.co.uk 2-24 Tour de France. www.letour.fr
7-9 Newmarket Festival (horse-racing). www.newmarketracecourses.co.uk 8-17 World Equestrian Festival, Aachen, Germany. Jumping, dressage, eventing. www.chioaachen.com 9-10 Flying Legends, Duxford. Warbirds show. http://duxford.iwm.org.uk 14-17 Expo Aero Brasil, Sao Jose dos Campos. Brazil’s major aerospace show. www.expoaerobrasil.com.br 14-17 British Open Golf Championship, Sandwich, Kent. www.britishopengolf.co.uk 16-17 RIAT, RAF Fairford, UK. Major military show. www.airtattoo.com
2-4 JULY FESTIVAL OF SPEED GOODWOOD
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6-13 Cowes Week, Isle of Wight, UK. Top sailing event. www.cowesweek.co.uk 27-4 Sep World Athletics Championships, Daegu, South Korea. www.iaaf.org/wch11 29-11 Sep US Open (tennis), Flushing Meadows, New York, USA. www.usopen.org 31 - 11 Sep World Aerobatic Championships, Ravenna, Italy. Ultimate aerobatics event. http://tinyurl.com/28eoch2
SEPTEMBER 8 Battle of Britain Air Show, Jersey & Guernsey, Channel Islands, UK. www.jerseyairdisplay.org.uk 9-23 Oct Rugby World Cup, New Zealand. www.rugbyworldcup.com 14-18 Reno Air Races, Reno, Nevada, USA. World’s fastest motorsport! www.airrace.org
P1 BUSINESS INFORMATION
21-24 Monaco Yacht Show, Port Hercules, Monte Carlo. World's most expensive yachts and latest designs. www.monacoyachtshow.com 22-24 AOPA Summit, Hartford, Connecticut, USA. GA show and conference covering all sorts of pilot and aircraft issues. www.aopa.org 27-29 Helitech Duxford, UK. Europe’s top helicopter show. Business-orientated. www.helitechevents.com
2011 FORMULA ONE GP DATES
21-24 SEPTEMBER MONACO YACHT SHOW
OCTOBER 2 Prix de l’Arc de Triomphe (horse-racing), Longchamp, Paris. www.prixarcdetriomphe.com 10-12 NBAA 2011, Las Vegas. The Business Aviation Show with a convention attached. You must make plans to attend! www.nbaa.org 15-21 World Microlight Championships, Beer Sheva, Israel. www.wmc2011.co.il
4-5 Breeders’ Cup (horse-racing), Kentucky, USA. www.breederscup.com 13-17 Dubai Airshow, Airport Expo, Dubai, UAE. ME aerospace show. www. dubaiairshow.aero 21-27 Barclays ATP World Tour Finals (tennis), O2, London, UK. www.barclaysatpworldtourﬁnals.com
DECEMBER NOVEMBER 3-4 G-20 Summit, Palais des Festivals, Cannes, France (date provisional). www.g20.org
8-11 Dubai Golf World Championship, Jumeirah Golf Estates. www.dubaiworldchampionship.com 25 Christmas! www.xmasclock.com
11-13 March Gulf Air Bahrain GP, Sakhir, UAE 25-27 March Qantas Australian GP, Melbourne 8-10 April Petronas Malaysia GP, Kuala Lumpur 15-17 April UBS Chinese GP, Shanghai 6-8 May Turkish GP, Istanbul 20-22 May Spanish GP, Catalunya 26-29 May Monaco GP, Monte Carlo 10-12 June Canadian GP, Montreal 24-26 June European GP, Valencia, Spain 8-10 July Santander British GP, Silverstone 22-24 July Santander German GP, Nurburgring 29-31 July Hungarian GP, Budapest 26-28 August Belgian GP, Spa Francorchamps 9-11 September Italian GP, Monza 23-25 September Singapore GP 7-9 October Japanese GP, Suzuka 14-16 October Korean GP, Yeongam 28-30 October Indian GP, Delhi 11-13 November Abu Dhabi GP, Yas Marina 25-27 November Brazlian GP, Sao Paulo www.f1.com
11-13 MARCH 2011 F1 SEASON STARTS!
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 21
BEST OF THE BEST A YEAR OF FLYING Review of P1 ямВight tests over the past year
FLIGHT TEST THE BEST OF 2010 J JANUARY 2010 TBM850
CLOCKWISE FROM MAIN: latest glass cockpit equipped TBM850 over the threshold at Tarbes, France. Large door makes loading easy. Garmin G1000 fully integrated into TBM's systems.
IS there a business case for a single-engine tturboprop such as the Daher-Socata TBM range? The TBM’s superb ﬂying qualities and d relatively l ti l llow operating costs are such that it could be a business machine, if only EASA can be persuaded to change the rules for Single-Engine IMC operations. Until then, it’s reserved for the lucky owner-pilot mostly. Socata has taken a bold initiative in pitching the latest TBM, the 850, as the ‘Very Fast Turboprop’, a clear broadside at Very Light Jets such as the Cessna Mustang, Embraer Phenom 100 and Eclipse EA-500. Socata claims the 850 performs almost as well as the jets for considerably lower operating costs, and the latest are ﬁtted with Garmin’s G1000 glass cockpit in common with many of the jets. Performance ﬁrst: Socata’s ﬁgures show the TBM can climb to FL260 in 15 mins or 31,000ft in 20 mins, ﬁgures up there with the Mustang and Phenom. That’s important because at the higher altitudes you burn less fuel. Max range of the TBM is 1400nm with reserves, and it has a cruise speed of 320 KTAS at FL260 – a touch slower than the jets but a more attainable Flight Level in Europe’s congested airspace. The VLJs can’t go high enough to go over the airliners (unlike, say, a Learjet 60 XR) and may be denied the Flight Levels they ask for because they’re also slower. An example from Socata’s own ﬁgures shows
FACT FILE BASE PRICE $2.9m CRUISE 320kt @ 26,000ft MAX RANGE 1585nm CEILING 31,000ft MTOW 3350kg EMPTY 2081kg FULL FUEL PAYLOAD 407kg (900lb) WINGSPAN 12.68m LENGTH 10.645m PAX SEATS 4+2 ENGINES 1 x Pratt & Whitney PT-6 turboprop MANUFACTURER Daher-Socata www.tbm850.com
that a 600nm trip at FL260 will take deadon two hours, which a light jet may beat but not by much. Two other performance ﬁgures to embarrass the jets: the TBM can get in and out of some pretty short strips and even some of the Alpine mountain runways – 2100ft is all it needs; the payload with full fuel is 849lb, 249lb more than the Mustang, and 269lb more than the Phenom 100. Suddenly, the TBM looks decidely attractive. When you start to assess other factors such as insurance, pilot training and the all-important direct operating costs (DOC), the TBM 850 starts to walk away with the argument. The TBM 850’s DOC according to Jetex is $559 per hour (US prices), which compares with the Mustang at $724 p/h and the Phenom 100 at $886 p/h. Insurance is estimated at $30,000 a year, and training at $3500 a year. The factory 24 | P1 BUSINESS AVIATION MAGAZINE | February 2011
warranty is impressive too. Airframe excluding systems and major components: 7 years/3500hr; Engine: 5 years/2500hr; Hartzell propeller: 2 years/1000hr; Paint and interior: 2 years/1000hr; Garmin G1000 avionics: 2 years; Systems: 2 years/1000hr. Socata has a proud boast of not a single airframe break since the TBM programme begain in 1992. Seeing the airframes coming together on the production line at the Tarbes, France factory, you can see why. It uses several ‘fail-safe’ structural design techniques, including the use of multiple load paths and a crack-stopper band to maximise structural life. The TBM 850 aircraft is essentially identical to that of the TBM 700C2 model and is constructed from a variety of aluminium alloys, high strength steel and titanium as well as advanced composite materials. The wings are built around two wing spars, one forward and one aft,
milled from a block of aircraft aluminium alloy. Two milled aluminium carry-through spars provide additional rigidity. The big difference between the TBM 850 and its predecessor, the 700C2, is the engine. The PT6A-66D model used on the TBM 850 has a thermodynamic rating of 1825 horsepower but is ﬂat-rated 850shp (shaft horsepower) which gives a substantial safety margin – it’s rated at less than half of the engine’s absolute max power. Its single-crystal compressor turbine blades enable higher operating temperatures and, coupled with a new ﬁrst-stage compressor design, gives the TBM 850 its enhanced high-altitude performance. For takeoff, torque is pushed to 100% – there’s an automatic torque limiter and it’s limited to 700shp for takeoff and landing, plenty in an aircraft this size. It took us just under six minutes from
Controls aren't light but proved quite powerful
takeoff to FL100, and we continued up to FL150 to ﬂy over the Pyrenees. The controls aren’t light but proved quite powerful, giving a decent roll rate and a lovely balance between agility and stability. The stall was very docile, very predictable and with no vices I could ﬁnd. There’s pronounced airframe buffet 7-8kt before the stall. Recovery is achieved just relaxing back pressure. Landing this turbine saw approach initially at 180kt, then not much to do: just set the power, gear and ﬂaps. At 500ft I chose to continue the approach manually and we brought the approach speed down to 85kt – it can go to 80kt if you’re lightly loaded as we were. With the gear down and full ﬂap, it has a remarkable nose-down attitude resulting in fantastic forward visibility even over that long nose. All in all, a remarkable aeroplane. Phil O'Donoghue
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 25
FLIGHT TEST THE BEST OF 2010 MARCH 2010 CITATION X IF we are in ofﬁcial swansong time for the current Cessna Citation X, it certainly goes out X with a bang. There may w be a faster version on b the way, th the Cit Citation th ti 10 revealed at 2010’s NBAA show, and Gulfstream’s forthcoming G650 may also pip it for fastest honours later this year, but for now the 300 or so Xs delivered since 1996 are still the fastest civilian aircraft you can get – and top of the Cessna tree. The X inhabits a world where speed is everything, and with a max speed of 525ktas or .92 Mach (92% the speed of sound) performance is truly outstanding, coupled with a luxurious, well designed and comfortable passenger cabin. The new Ten will be a we reckon .01 Mach faster
and greener, a little larger inside, and have revised avionics, but it hardly relegates the X to the Championship. It’s not as big as some for the $21m base price, with a max occupancy of 12 pax, but you don’t buy a Bugatti Veyron for the boot size. If you want to get from northern to southern Europe, or east coast USA to the west in lightning speed, the X is unbeatable – a high performance sports limo as fast is it looks, and a focus of serious ramp envy. A major focus of the new Ten is an interior makeover with new seating and cutting edge entertainment, but the X has comfy leather fully-reclining seats and options for ﬂat screen entertainment systems, so it’s not leaving pax in minibus conditions. For pilots, it’s a snug ﬁt – especially on longer ﬂights – yet the seats are comfortable and fully adjustable with good
FACT FILE BASE PRICE $21m CRUISE 525ktas/ Mach .92 MAX RANGE 3,070nm CEILING 51,000ft MTOW 16,375kg EMPTY 10,024kg FULL FUEL PAYLOAD 621kg WINGSPAN 19.48m LENGTH 7.29m PAX SEATS 9 ENGINES 2 x RollsRoyce AE3007C1 MANUFACTURER Cessna Aircraft Company www.cessna.com
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The Citation X inhabits a world where speed is king
arm rests. Environment and most cockpit controls are easily accessed and vision from the cockpit is good, though keep an eye on the 64ft wingspan as the swept wing tips are a fair way back. The aggressive appearance is dominated by two huge Rolls-Royce AE3007C1 engines of a massive 6764lb of thrust each. Bearing in mind the X’s MTOW is 36,100lb, it has a serious power to weight ratio. Advancing the power levers really delivers acceleration that pushes you into your seat, and in normal weather even on one engine at MTOW it climbs with relative ease. Ceiling is 51,000ft and once cleared above FL100 with no speed restrictions, it’s normal to climb at 300kt indicated, Mach .80: this rocketship climbs faster than most jets cruise. Max cruise is Mach .92 and it’s a lot of fun sitting up there at FL470 absolutely racing past all other air trafﬁc! The best question in the world is when ATC
ask your Mach number. You tell them “.92” and there is usually a silence followed by some airliner saying “show-off”! Pax seem to love overtaking other aircraft too – it’s a good feeling for all concerned. Crossing the north Atlantic is interesting. Gander (Newfoundland) to London can be done in a little over four hours and the X feels similar to London-Naples in a Beech 200. It’s apparent how fast you are ﬂying when you see how quickly the aircraft eats up reporting points. The new Ten will feature Garmin’s latest touchscreen G5000. In the X, Honeywell’s Primus 2000 avionics system isn’t bad but is becoming slightly outdated compared to more modern kit. It has dual FMS, ﬁve CRT Display Units, two PFDs, two MFDs and the centre screen is the Engine Indication and Crew Alerting System (EICAS). However, there are upgrades available such as Honeywell’s Runway Awareness
and Advisory System (RAAS), Stabilized Approach Monitor (SAM), WAAS LVP and the DU-875/885 Flight Deck Upgrade which replaces the older CRTs with LCD screens. Autopilot operation is straightforward and it’s excellent at cruise and higher levels, but when low or on ﬁnal approach in turbulent conditions I ﬁnd it more stable to hand-ﬂy. There is no auto throttle so airspeed control is down to you. Normally, set power, ﬂy the attitude and it comes gently down the slope. Landing is quite nose high which takes a bit of getting used to. The max demonstrated crosswind component is 21kt and, due to the 40-degree wing sweep the tips are quite close to the ground in the ﬂare so the wing-down technique must never be used in crosswinds for obvious reasons. As for hauling up, when the Thrust Reversers are deployed it decelerates like you wouldn’t believe.
CLOCKWISE FROM MAIN: wings are swept back at 40 degrees. Huge engines dominate the front view. Cabin isn't the biggest but it is the fastest! Cockpit being revised in new Citation Ten. This is the current upgrade for the X.
The typical conﬁguration for use is 4+4+1, and there is space for a galley behind the cockpit by the entrance door. A 700lb capacity baggage compartment in the rear is heated and pressurised, but cannot be accessed from the cabin. Fuel capacity is 13,000lb; fuel is stored in the wings with 3500lb a side, and 6000lb in the centre and forward fairing tank located under the fuselage. The single point refuelling system makes taking on fuel a breeze and really speeds up what can be a slow process on some smaller bizjets. In conclusion, the X is a truly awesome aircraft. It is challenging to ﬂy and there is a great sense of satisfaction being able to ﬂy it well. It was designed with safety in mind, and there are multiple redundancy systems and of course its most obvious attribute is the blistering performance, which is – for now – second to none. John O'Connell
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 27
FLIGHT TEST THE BEST OF 2010 MAY 2010 DASSAULT 2000LX DASSAULT is a major proponents of making p business aircraft greener b and more economical, a and the 2000LX a bears consequent b proudly iinnovations ti ud and with signiﬁcant effect: winglets that look almost disproportionately large on the ramp but add 5% range to the preceding EX model. The extra 200 miles gives the wide-body twinjet a range of 4000 miles with fuel economy better than many competitors. Designed for eight passengers but with a capability for up to 19 pax, it displays some impressive performance ﬁgures. MTOW is 42,200lb, where it can take-off on a runway of 5200ft and climb immediately to FL410 in around 19 minutes. The Falcon can ﬂy 4000 miles at 0.8M, up to a maximum of FL470, and encompassing London or Paris to India, central Africa, and eastern USA; the extra 200 miles given to the LX by the winglets have made it genuinely trans-Atlantic. The 2000LX is powered by two PW308C turbofan engines, each rated at 7000lb thrust at ISA + 15°C, with FADEC, Automatic Power Reserve (for engine failure on take-off or climb), and thrust reversers (which cannot be used to move the aircraft backwards). With one engine inoperative, at 41,000lb and ISA conditions, the Falcon 2000LX can maintain around FL220, which will keep it safe in the event of engine failure in most parts of the world. Dassault advances a strong economic case for the LX, claiming 60% improvement on other manufacturers’ fuel economy, bringing enormous savings in fuel costs for
Dassault claims 60% better fuel economy over rivals
any operator. So what’s it like for pilots? With three trips of varying proﬁles in one busy morning, I got a fantastic opportunity to really ﬁnd out. Getting into the ﬂightdeck is a little harder than the larger 7X, the 2000LX featuring a control yoke instead of a sidestick, but it’s very comfortable. Starting is simple with the EASy ﬂight control system: battery on, APU start via a simple push button overhead. Running through the Electronic Check List (ECL), engine start is very simple, moving the throttle to idle from cutoff and selecting START on the rotary engine start selector. Ignition occurred after 20 seconds, with start complete after 40s. Residual idle thrust is sufﬁcient to get the aircraft rolling, and manoeuvring on the pan was comfortable with the nosewheel control on the left side, with just a light touch required. The brakes felt smooth
CLOCKWISE FROM MAIN: Handling of the 2000LX is, like other Falcons, impressive. Winglets add to the aircraft's ramp appeal as well as fuel economy. Cabin is luxurious and large.
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BASE PRICE $30m CRUISE Mach 0.80 MAX RANGE 4,000nm @ Mach 0.80 CEILING FL470 MTOW 42,200lb EMPTY 23,465lb FUEL CAPACITY 16,660lb WINGSPAN 66ft 4in LENGTH 26ft 2in PAX SEATS Up to 19 ENGINES Two PW308C turbofans MANUFACTURER Dassault www.dassaultfalcon. com
and effective. Take-off clearance received and throttles forward to the full power position, engine spool-up was relatively slow, similar to the 7X, but there was no mistaking when full power had been achieved – the 2000LX leapt forward with astonishing acceleration. 80kt quickly arrived, at which point the rudder was biting. With gear raised and autopilot on at 500ft, the Rate of climb was a very impressive 4000ft/min almost all the way to FL180. I had quickly noticed a ‘machine gun’ clicking noise in my headset while the electric elevator trim was in use, during both manual and automatic ﬂight. This generated noise is a certiﬁcation requirement: in the absence of a manual trim wheel, the clicking indicates trim operation but also gives a rapid indication of trim runaway. In handling, I immediately felt at home
with the FPV display on the PDU; steep turns up to 45° AOB were easily ﬂown very accurately by pinning the centre dot of the FPV on the horizon bar, and roll rate was smooth. In manual ﬂight, as we approached the amber low-speed PFD cues, a call of ‘Increase Speed’ gave us a clue as to our situation, with a further call of ‘Stall’ as the red cues approached in our continuing deceleration. In manual ﬂight, that’s as far as it went – although you are warned, the philosophy is then to leave it for the pilot to sort out. Repeating the same exercise with the autopilot engaged gave the same warnings but, at the ‘Stall’ call the autothrottle kicked in to engage full power to recover the situation. In a later ﬂight, formatting on the photo aircraft, I continued to be impressed with the ﬂight characteristics of the Falcon as we
went through some high wingovers to get some excellent shots. I ﬂew the second arrival, where the weather was still miserable, but I felt very comfortable in slotting back into Dijon from a visual straight-in approach through a convenient break in the clouds. I wanted to ﬂy the ﬁnal trip into the Paris TMA as a typical ‘line’ ﬂight. The arrival and approach were entered into the FMS, and the vertical navigation display at the bottom of the Interactive Navigation (INAV) display gave a very intuitive indication of how the vertical proﬁle looked, making adjustments easy to assess so as to achieve a fuel-efﬁcient continuous descent approach as far as was possible. ILS localiser capture was smooth, and I was warned that the 2000LX would tend to accelerate down a glideslope if clean, necessitating the use of airbrake. To avoid this inelegant situation, I began
Rapid starting enables a smart getaway
conﬁguring with SF1 and SF2 before capturing the glideslope, and we ﬂew a ‘standard’ ILS with 180kt to eight miles and 160kt to four miles. The EASy cockpit, as with the Falcon 7X, gives pilots the ability to quickly set the aircraft up from any departure airport. Rapid starting enables a smart getaway, and the tremendous performance gets the aircraft up to FL410 (where the direct routings are) and cruising at 0.8M in short order, with fuel economy better than others in its class. Its ﬁghter-like handling means that the Falcon 2000LX pilots can get into tricky airﬁelds, while conﬁdently maintaining situational awareness of terrain. So once again, Dassault has managed to dress up another of its ﬁghters as a magniﬁcent business jet. It can only be a winner. Nick Heard
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 29
FLIGHT TEST THE BEST OF 2010 FACT FILE BASE PRICE $3.68m CRUISE 390kt MAX RANGE 1178nm CEILING 41,000ft MTOW 4750kg EMPTY 3235kg FUEL CAPACITY 1272kg WINGSPAN 12.3m LENGTH 3.4m PAX SEATS 5 ENGINES 2 x PWC 617F-E MANUFACTURER Embraer www.embraer.com
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J JULY 2010 PHENOM 100 T THE Phenom 100 is Embraer’s ﬁrst attempt at a ‘light jet’ – the term a Very Light Jet (VLJ) is not V so popular with insurers tthese days, In contrast Embraers I’ve seen, it tto some other th E b doesn’t look like any other light jet. To my eyes, it’s less toy-like than the diminutive Eclipse, and punchier and higher-sitting (and with a taller cabin) than the Cessna Mustang, its main rival. Important differences: the Phenom is around $500,000 more than the Cessna. Construction is mostly metal with only occasional composite pieces, and the wings have almost-straight leading edges similar to smaller Citations and the Mustang, and low enough for over-wing refuelling. A beautiful T-tail means a stepladder for a proper walkround! Between the cockpit and the cabin is a short, narrow corridor formed by the cabin storage area and a small loo (a little more practical than the Mustang’s). The cabin is big enough for four adults seated face to face, although with one pilot you could carry seven in total if you strap one to the loo seat. There’s plenty of baggage space in the nose, and a large locker in the rear. In the cockpit, initially I felt a bit cramped, but adjusting the pedals and seat I ﬁtted in OK. I’m 6ft 2in with a 34in inside leg and my guess is you wouldn’t want to be much taller ﬂying the Phenom;
the Mustang cockpit felt larger. Some 20% of Phenom owners are expected to be owner/ﬂiers and for taller buyers the Phenom vs Mustang choice will be tough. I liked the ram’s horn control yokes, though surprised they came straight from the base of the panel like a Cessna 172! Embraer’s Prodigy avionics system utilises the Garmin G1000 avionics/ navcom with three main screens across the panel. Left and right screens are normally Primary Flight Displays (PFDs), while the centre Multi Function Display shows in three vertical strips the engine info (left strip), navigations (centre), and aircraft status (right). Any screen can be used for any task, and even standby instruments can be displayed on one of the big screens. Impressive warning alerts and displays are similar to those on much larger jets and airliners. The 100’s two PWC 617F-E engines (1695lb thrust each) are FADEC so starting is very easy; select the engine you want to start on the centre console, hit start, and leave it. Engines self-monitor and shut down if any parameters are exceeded during start (obviously not during ﬂight– that’s still our job). Taxi steering is by pedal, with differential power and braking for tighter turns. Using pedal alone, turn radius isn’t up to much. MTOW is 10,472lb is a little over the old VLJ ceiling of 10,000lb), and range is just under 1200nm with reserves, similar to the Mustang and pricier Citation CJ1. Holding the brakes, I brought the thrust
For taller buyers the Phenom Mustang choice will be tough
CLOCKWISE FROM MAIN: Hand-flying the Phenom 100 is more like a light aircraft. More comfortable than some other light jets, and it has an toilet that could actually be used.
levers up to 50% N1 and then released as I simultaneously ﬁrewalled the throttles. We surged forward under strong, smooth acceleration, rotating and pulling up to match the crosshairs on the ﬂight director. I quickly realised how easy this aircraft is to ﬂy. We accelerated at 1000ft/min, raising ﬂap at what seemed a ludicrously slow 136kt., and able to formate with the Cessna Caravan cameraship without using ﬂaps. The Phenom was close to its clean limit at these speeds, but that’s no criticism – after all, it’s not designed just to formate with cameraships! It needed a little more trimming than the Mustang, less directionally stable and more like a light aircraft whereas the Mustang seemed on rails even at minimum clean speeds. But, the Phenom is deﬁnitely an easy aircraft to ﬂy and experienced pilots would have no problem at all. The stall exercise was done down to stick shake and the recovery was achieved big jet style: hold attitude, and power away with full thrust. We literally didn’t lose a foot in height – the most benign incipient stall recovery I’ve ever ﬂown in any turbine aeroplane, and the majority of others. Think jet-powered Piper Cherokee... It’s certiﬁed to Mach 0.7 and will typically be at 380kt at FL350. A long-range cruise at the same ﬂight level would be at 340kt burning 650lb of fuel an hour. In practical terms then, it’s faster than a Mustang and similar to a CJ1. Approach and landing posed no problems. The Phenom doesn’t have speed brakes, but the gear can be extended at high speed when required (and also as part of the emergency descent drill). The sequencing of ﬂaps and gear... and then more ﬂaps... is the easiest I can recall. First stage of ﬂaps at 200kt, gear at 180kt, next stage 160kt and also ﬁnal stage if you need it. Final approach was at 110kt and 100kt over the fence. I landed in the same way I would put a high-performance single or twin down – ﬂare a little ﬁrst before closing the throttles. The braking is computerised ‘brake by wire’ which can take some getting used to as it seems to have reduced feedback vs normal braking. The Phenom is a superb bit of kit and faces up well against the cheaper but smaller Mustang. From the operator’s point of view, it will come down to manufacturer preference and types of operation: is the upmarket interior and a loo you could actually use in ﬂight important to you? If you have a ﬂeet of Citations already you might be unwilling to break the mould. But what a terriﬁc choice to have to make – both are great aircraft. Thanks to FlairJet at London Oxford Airport for the use of its aircraft – the company is the ﬁrst to operate the Phenom 100 in the UK and has had an impressive start with the aircraft in almost continuous use. Bob Davy
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 31
FLIGHT TEST THE BEST OF 2010 S SEPTEMBER 2010 GLOBAL 5000 T Global 5000 is THE Bombardier’s high speed, stylish, luxurious and technologically a advanced, long range a corporate jet, developed using gained from long-range i experience i eg aircraft like the Global Express. With a range of 5200 nautical miles (9680km) at an average speed of Mach 0.85, it can whisk non-stop from mainland Europe to Los Angeles or San Francisco amazingly quickly. The 5000 has multiple redundancy features built in to many of its systems including electrics, hydraulic and fuel systems. It was designed with ETOPS (Extended-range Twin-engine Operational Performance Standards) in mind and comfortably ticks all of the required boxes. With a max speed of Mach 0.89, the 5000 has a maximum occupancy of three crew and 17 passengers.
Being up close to the 5000 really gives you an indication of its size. At 96.8ft long the fuselage looks larger than other jets in its class, but it is sleek and well proportioned, purposeful and with great ramp appeal. The two Rolls-Royce BR710A2-20 full FADEC turbofans produce an incredible 14,750lb of thrust each, mounted on either side of the empennage. They are ‘decoupled’, ie behind the passenger cabin, greatly reducing vibration and noise in the cabin. The 94ft span transonic wing is an incredible design. When clean it gives speeds of up to Mach 0.89, yet when the leading edge slats and the ﬂaps are extended it enables the aircraft to approach at REF speeds as low as 114kt and provides incredible short-ﬁeld performance (for such a large aircraft). The T-tail is imposing and has a span greater than the wing on many smaller jets. The cockpit is vast by bizjet standards and comfort was obviously high on the
FACT FILE BASE PRICE $40m CRUISE Mach 0.89 MAX RANGE 4800nm @ 0.89M CEILING 51,000ft MTOW 39,780kg EMPTY 23,054kg FUEL CAPACITY 16,112kg WINGSPAN 28.6m LENGTH 12.94m PAX SEATS 8-17 ENGINES 2 x RollsRoyce BR710A2-20 MANUFACTURER Bombardier www.bombardier.com
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The 94ft span wing is an incredible design
agenda when Bombardier designed the ﬂightdeck and what you need when on a 5000-plus mile ﬂight. There are control yokes which are pillar-mounted and adjustable rudder pedals, and all of the controls on the centre console looked solid. I thought the cockpit had a very modern ‘pilot friendly’ feel to it and immediately felt at home. The aircraft I ﬂew had the Honeywell Primus 2000XP avionics suite with six LCD screens – three for each pilot, three FMS, a ﬁghter-like Rockwell Collins HUD which shows advanced ﬂight information, and an Enhanced Vision System. As of 2011 the Rockwell Collins Pro-Line Fusion ‘Global Flight Deck’ avionics suite is standard ﬁt for the 5000, with four 15-inch high resolution LCDs arranged in a T-shape and the Rockwell Collins HUD giving improved situational awareness. We began with the standard pre-start checks and once we had received our start clearance, it was just a matter of ﬂicking the start switches, one at a time. With most
FADEC controlled engines this is the easy part of the job; all you have to do is monitor the start sequence for any abnormalities and off you go. We completed the taxi checks which included ensuring the auto throttle, trim (stab), ﬂaps, V speeds and FMS were set and checked for departure. As the power increased I could feel the auto-throttle take over and both levers pull forward automatically. With an incredible VR of 95kt and V2 of 120kt, we were airborne shortly. Control forces were ﬁrm but smooth, and bearing in mind it was a showery day with lots of turbulence I felt conﬁdent with the 5000 quite quickly – a lovely honest aircraft to hand-ﬂy. We climbed initially at 250kt up to FL100, and above FL100 the speed automatically increased to 300kt indicated. At higher levels, the aircraft remained smooth and noise in the cockpit was minimal. It’s very friendly too, and I was impressed with the HUD and EVS and can see why
CLOCKWISE FROM MAIN: A big aircraft but with impressive low speed and short field abilities. Cockpit about to be upgraded. On the ramp at Bombardier's Montreal base. Cabin finished to an extremely high standard.
this technology is the way forward. It’s a very comfortable aircraft to land too. With almost 100ft of wingspan it just sat beautifully down on the runway, and frankly I could quite happily have ﬂown the 5000 all day. At 45ft 9in long, 8ft 2in wide and 6ft 3in tall, the passenger cabin has the largest interior in its class, a good-sized crew lavatory behind the cockpit and a large well appointed lavatory at the back for passengers. The baggage hold has a large amount of space and is accessible from the rear of the passenger cabin. The ethernet-based (CES) cabin electronic system is excellent. There are large LCD monitors at the front and rear of both cabins. This combined with an airliner type waste water system makes it one of the most advanced
passenger cabins available. On the aircraft I ﬂew the passenger cabin was split into two sections, with a large forward suite and a private aft ‘state room’ which is the quietest section of the aircraft. It had a fold-out double bed and two fully reclining and fully adjustable seats. I was very impressed by the quality of workmanship on the internal cabin ﬁttings and an attention to detail lacking on some other biz-jets. Overall the Global 5000 is an exceptional aircraft in all areas. It is well designed and is a joy to ﬂy. This business jet has really set the bar very high. The only downside for me is due to its long range I’d have to buy a bigger suitcase! At NBAA 2010, Bombardier announced two new Globals, the 7000 and 8000. John O'Connell
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 33
FLIGHT TEST THE BEST OF 2010 NOVEMBER 2010 HAWKER 4000 HAWKER bills the 4000 as ‘the most advanced a bizjet in the world’, and b it’s up against some ttough opposition in the busy ‘super midsize’ b sector, t such h as the Bombardier Challenger 300 and Gulfstream G200. It typically carries eight passengers (max 12), and is powered by two FADEC PWC PW3008A turbofans of 6900lb thrust each. But most of note is the revolutionary advanced composite carbon ﬁbre/nomex honeycomb/carbon-ﬁbre sandwich fuselage. Getting the fuselage construction and production has taken Hawker more time and money than it had originally planned, making the aircraft late, but it's been worth it. The construction is claimed to be up to 70% stronger and 20% lighter than aluminium, non-corroding and without life limit. It's also only three major 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. Max range of 3775 miles gives the 4000 good trans-Atlantic capability, its range aided by quick climb to FL450 and usefulness boosted by good short ﬁeld ability and a max cruise of Mach 0.84
– putting it overall right up with much bigger jets. The preﬂight walkaround reveals ultra clean lines and not a rivet or seam in sight. The supercritical wing is primarily aluminium, swept 28.4 degrees and 62ft wide, and lack of leading edge devices shows how good it is, while ﬂaps widely placed on the trailing edge help low speed and short strip performance. Hawker says the ﬂightdeck is ‘designed by pilots for pilots’, and it’s immediately apparent with large wrap-around windscreens and side windows, and a generous working space. Control columns are the ‘ram’s horn’ design like most Hawker jets, and the pilots seats are super comfortable – of utmost importance in my book! The modern Honeywell Primus Epic integrated ﬂight control system ﬂightdeck has ﬁve 8in x 10in LCD EFIS displays, and bristles with features as standard: integrated performance computer, dual FMS, 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. Starting up is 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. Pictorial representations showing fuel ﬂow and movement of valves, etc, on the MFD. Pages on the MFD and radio frequencies can be selected by
FACT FILE BASE PRICE $21m CRUISE 482kt MAX RANGE 3208nm CEILING 45,000ft MTOW 17,917kg EMPTY 11,793kg FULL FUEL PAYLOAD 726kg WINGSPAN 18.82m LENGTH 7.62m PAX SEATS 8-12 ENGINES 2 x PWC PW308A MANUFACTURER Hawker Beechcraft www.hawker beechcraft.com
CLOCKWISE FROM MAIN: Clean lines and smooth finish of the Hawker are due in part to the new manufacturing techniques. Wraparound cockpit windscreen gives pilots a good view. Avionics are the Honeywell Primus Epic suite.
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using the on-screen cursor controls, a neat piece of kit. Taxiing was a non-event considering the overall size of the 4000, even on relatively narrow taxiways, and a steer-by-wire tiller gives excellent manoeuvrability. Once cleared for takeoff, engage the auto throttles and advance the levers to half way where the auto throttles take over to set takeoff power. We very rapidly reached 110kt rotation, and easing back on the yoke it pitched up beautifully, responsive and sharp to handﬂy as we accelerated through 180kt. It’s a delight to ﬂy, with only gentle inputs needed and a sense of rock solid stability even in heavier cloud, large windscreens giving excellent visibility, and many labour-saving features such as the auto throttle. Many pilots of smaller bizjets may not be used to auto throttle – actually, many
larger jets still don’t have it – but simply set the required indicated air speed into the system and let the aircraft do the rest. After a good deal of general handling and formation ﬂying we headed back for a visual arrival: the 4000 handled beautifully even with ﬂaps and gear extended. Normal approach speed seemed incredibly low for this size of machine but the 4000 felt responsive and agile even as we approached VREF of 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! Speed brakes deploy automatically and the 4000 decelerated smoothly to walking pace. Overall, a very pleasant aircraft to ﬂy. As far as the passengers are concerned, as you enter the 4000 the ﬁrst thing you
see is the spacious galley (including oven, sink and plenty of useful storage space). There’s good closet space is ideal for jackets, coats etc perfectly located for both crew and passengers. Notable is the ﬂat ﬂoor and stand-up cabin extending the length of the fuselage, averaging 6ft height throughout, and 6ft 5.5in wide – uncluttered with lots of space and light. The 990lb baggage hold is behind the passenger cabin, with access from inside and also a good sized cargo door on the port rear fuselage. As you’d expect, the cabin is stylish and well appointed with the highest quality carpets, ﬁxtures and ﬁttings, separated from the galley by a small corridor and sliding doors. The seats were incredibly comfortable, and there is an extra seat in the sizeable lavatory located at the rear of the passenger cabin, and a jump seat between and behind the pilots.
One of the most advanced aircraft on the market at the moment
There are two good sized LCD monitors which can be used for a variety entertainment options including Rockwell Collins Airshow. Sampling one of our takeoffs from the passenger cabin, 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. Maybe the fuselage’s honeycomb construction has some bearing on the outstanding quietness in the cabin, a massive plus factor for most customers. 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. John O'Connell
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 35
series operating light jets pt4
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getting going In the fourth of his series on operating light jets, Nick Heard discusses the importance of being earnest in your pre-flight preparation
ERHAPS the main philosophy that a new owner/operator should follow in flying a light jet is the ubiquitous ‘Prior Planning Prevents Poor Performance’ – an extra ‘P’ word can be added, of course. Everything happens a lot faster in a jet compared to a piston type and flight preparation will help you get ahead of the aircraft, rather than finishing up miles behind it. As an airline pilot I have lots of advantages in operating my jet – flight planning completed by other staff, engineering support, regular handling practice, no concerns about other business commitments, and tiredness (to some extent) under control with a flight time limitation scheme. As a single pilot owner/operator, you need to be able to look after yourself much more with procedures that you can fall on to cater for a trip on that worst day – the end of a long tiring day, perhaps, having failed to complete a deal, night time, icing conditions, maximum range trip home, with weather forecast to be borderline. These are the trips where links in the chain of a potential incident can start to join up, so it’s vital to be able to shut off whatever has happened during the day and focus on the flight in hand. In the airline world we tend to try to do everything the same way every trip. This becomes a cockpit routine which becomes very familiar and which will pick up items in the sequence that need to looked at. You will have seen how to get the jet going during your conversion training, and it’s important to follow that guidance. You should now introduce the other operational aspects into those procedures to set up the full picture. There are many ways to ‘skin the cat’ of flight preparation, but here are some ideas based on what I do.
Flight Planning Flight Planning is ideally done in a warm building with all the relevant information available; clearly an FBO is the ideal. This gives you the opportunity to check the weather (Departure, En-route, Destination, and Alternates) and NOTAM to decide your fuel plan – can you make it to your destination, bearing in mind headwinds and ATC restrictions, with enough fuel to divert to the alternate
with your required reserves? If it’s tight, do you have a plan to drop into an en-route airport to refuel? Is that airport open, and are you familiar with its procedures? Whatever the final solution, a flight plan needs to be filed (this can be done much earlier, of course), a process which should be reasonably easily completed with the help of the FBO staff. Alternatively, of course, there are commercial organisations who you can call to arrange all aspects of flight planning for you.
Aircraft Preparation Having got to the aircraft you can set about getting it ready to go. An early decision should be made on de-icing if it’s that sort of day – even to clear just frost. Those beautiful smooth laminar flow wings are very prone to losing their lift qualities with ice on them, so do not ignore the issue – make arrangements to get de-icing completed as close as possible to departure time. Complete a walkround of the aircraft in the usual way, being extra careful to remove pitot covers and gear pins.
Operational Preparation We can now focus on getting the aircraft cockpit set up for our flight. A suggested sequence of events to follow is as follows: 1 ATIS Get out the airport chart and note down the ATIS for the airfield, if available. You will then know departure runway in use, the weather (including surface wind), and QNH (set it now), so you can then start to work out which SID is likely for your airways route. If there is no ATIS, ask ATC for the information. 2 Navigation System Now set up the route in the navigation kit. There are various flight management systems, of course, but the general idea is to enter your airways route, joining it up with the departure SID, and (for a very short trip) perhaps enter the expected STAR and approach for the destination airport – this will take some of the load off when airborne. Enter any other relevant information into the box, perhaps some take-off data and planned cruise level, and cross-check that the FMS ‘legs’ page is the same as your flight plan routing to avoid confusion with ATC. Tune any navaids required for the SID, if required. 3 Cockpit Setup With the nav kit ready, now is the time to check
ABOUT THE AUTHOR Nick Heard has been flying jet and turboprop aircraft for nearly 30 years, from the Jet Provost, Hawk, and Tornado GR1 while a pilot in the UK RAF, to the Dornier 328, Fokker 50, and Boeing 747-400 in civilian life, and has experience in the Dassault Falcon 7X and 2000LX. He is Sales Associate at brokers EnvoyJet.com
around the cockpit as per the checklist. Align the flight director and autopilot systems with the what has gone into the box, such as the heading bug (runway heading or first SID heading), speed ‘bug’ to initial climb speed after take-off (eg V2), and altitude set to the first ‘stop’ altitude for the SID. Set radio frequencies up in expected sequence (eg Delivery/Ground/Tower). 4 Self Briefing You can hopefully now obtain an airways clearance from ATC. If that is not available (which may well be the case if you are departing from a quiet GA airfield), consider at what point you will attempt to get it once airborne – ideally in some low workload period, such as initial cruise. Whichever way exists, take a few moments to brief yourself now on start up, taxy, take-off, and departure to cruise level, to mentally visualise the events of this first high-workload period. Note parking position and expected taxy routing. Consider the take-off point on the runway (perhaps from an intersection), and think about your actions if you were to abort your takeoff from high speed. Refer to the SID chart (if relevant) to review the departure sequence – initial headings, altitudes, speeds, and widen that to encompass terrain considerations (relevant MSA), weather conditions (such as icing or thunderstorm activity), and any unusual operational considerations. Finally, modern cockpit management techniques suggest now carrying out a final review of the major threats that will affect the initial part of the flight, such as crossing an active runway whilst taxying or taking off into an area affected by high terrain, and considering strategies to negate these threats. All this is completed much more easily before engine start!
Ready to start
MAIN IMAGE: Author Nick Heard at the helm of a Falcon business jet.
So after all this, we are now ready to start engines and get going, which will be the next article. All I have detailed above are some basic considerations for setting up a modern light jet for an IFR flight. What I am trying to emphasise is to get as much as possible done on the ground before starting to turn any turbine blades. The moment we release the brakes, situations may not necessarily remain under our control, so it’s really best to have as much sewn up as possible before that happens. In the next article we can look at the flight itself.
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OPERATOR FOCUS LONDON CITY AIRPORT
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REPORT Dave Rawlings
AIRPORT: LONDON CITY | LOCATION: EAST LONDON, UK | BUSINESS: JET CENTRE |
Location, location, location Boasting stunning views, this waterside location beneﬁts from close proximity to local amenities and the City two and is only two miles from the Olympic site; who wouldn’t want to ﬂy to London City Airport? WHEN it comes to premium positions for an airport you’d be hard pushed to ﬁnd a more central location than London City Airport (LCY). With its own train station you can be in the West End in 20 minutes. If driving you can be in the business district in less than ten minutes and when 2012 arrives with the Olympics, the airport is only ten minutes from the stadium. So is London City Airport ready to serve all these markets? Well the short answer is: it seems so. The main terminal building is currently undergoing
a refurbishment. The apron has been extended and four more parking spaces added – with the potential to extend over King George V Dock, plus in the long term extending the terminal building. The Jet Centre, based at London City will also beneﬁt. The Jet Centre is London City’s business jet side of the airport. Based at the east end of the airport it is a busy building and at its peak can see 70 movements in a day. It will beneﬁt because as the airport grows, so will the space for the Jet Centre. Apart from it’s location LCY prides itself on
the speed at which you can get through the airport and onto your aircraft. Darren Grover is the Chief Operating Ofﬁcer, but ﬁrst joined LCY to set up and manage the Jet Centre. He now oversees the day-today running of the airport including terminal services, safety, aerodrome operations, engineering, projects, property, sales and Jet Centre and thinks speed is essential and one of the main reasons people use LC. “Every airport in the world is there to process passengers and turn around aircraft as quickly as possible. Our passengers love the fact
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 39
OPERATOR FOCUS LONDON CITY AIRPORT Clockwise from left: Efficient public transport for crews. From aircraft to terminal is a matter of yards. The airport's mission is to get passengers through as quickly as possible.
that they can leave their ofﬁce 30 minutes before the ﬂight is due to leave and still make it in time.” London City is clearly a business-based airport and as such has two peak times: ﬁrst thing in the morning and late afternoon. Although the airlines ﬂying out of London City have started adding leisure routes, the Jet Centre is purely business based. “Our location is so prominent in London that a customer might want to land here at 8.30am for a meeting at 10,” said Donie Braddick, manager of the Jet Centre. “If that time clashes with another ﬂight then we can offer another time close to it. The customer will often take it as written that they will still be on time for their meeting. No other airport in the London area can offer that. Their location would mean that the customer would be late,” he added. Since opening in 2002 the Jet Centre has been very consistent with type of passenger. "Just occasionally the outright owners of aircraft will use their aircraft for leisure from here," said Donie, "but that’s in peaks and troughs, when the private schools break up and in the summer holidays when someone will take their whole family away for the weekend. But 95% is business and I don’t see that changing for a couple of years.” Even during the recent economic meltdown the Jet Centre has seen a steady ﬂow of trafﬁc. “In the last couple of years GA has seen a huge drop in Europe. Before the world went mad, across our two sites [Jet Centre at RAF Northolt is the other] we represented around 25% of GA movements in the London area. And today, even with a total number dropping signiﬁcantly we still represent 25%. And that’s consistent with what we're seeing in the commercial sector,” said Darren. “We’ve also seen a lot of the airlines consolidate their routes over the last 18 months and that’s allowed the Jet Centre to take up the
spare capacity especially in the peak times so GA compliments London City very well. "It has enabled us to grow this section of the business in line with the main airport. And when we return to proper growth in the airport we feel that the Jet Centre will grow with it,” added Donie. Growth is very important to London City, but so is their business model of getting people in and out as quickly as possible. “We have permission for 120,000 movements but we’re nowhere near that right now, which gives enormous potential to grow,” said Darren. “We’ve looked at plans that say we could grow to 170,000 movements a year but the problem is [congested] airspace. The plan is to grow to 120,000 movements with the correct infrastructure and maintain the service we provide today. "We want to stay true to our brand – by offering the customer the quickest, slickest way through an airport and on the aircraft. We are the only airport with room for growth. Heathrow is pretty much full as is Gatwick and both have been refused new runways. “We will always be predominantly a business airport. Canary Wharf is still only half-built. That might have slowed down due to the economy but will start up again. There is a lot more of London moving over this way in the next 10 years. So it’s misguided for anyone to think that we will move into the leisure market. "What will change is the number of leisure ﬂights that carriers offer from this airport. Last year British Airways launched Ibiza and Palma and I was sceptical, but they have been so successful that BA are going to run ﬁve leisure routes this year. These will probably ﬂy when the busy peak times are ﬁnished – the airlines have realised that it is the same passengers who ﬂy business will use these leisure routes," added Darren. A big ﬂag in the diary is the Olympics coming in 2012 – only a year away! LCY will be the
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closest airport to the majority of the events so it’s a busy time for the management at the airport as they start to get everything in place. “The question at the moment is how busy are we going to be?” said Darren. “That is driven by the airlines. The airport is a receptacle – come in and we’ll handle you and look after your needs and do whatever you need, but we need to know if they’re coming and we don’t at the moment. All we can do as an airport is put our plans in place – and we’re talking to all the right people and we telling them that we’re here, we’re ready for them.” The Jet Centre will see a huge increase in leisure ﬂights over that period. Although the Olympics itself is only four weeks long, Doni expects a busy summer. “I sit on the BBGA (British Business and General Aviation Association) and we’ve discussed the Olympics and we’ve all agreed that it’s better to have control over chaos. "So we’re looking to ACL (Airport Coordination Limited), the European slot coordinator, who organise all the major London
airports. They are looking to take control of the complete London access so operators will apply for a slot via them and then they will tell us. You can’t have all these operators from across Europe doing what they want in London’s TMA. It's better to have one organiser. “We are looking at how do we deliver this product to the end user – we have to deliver it correctly. Although it is the Olympics, it’s also the Queen’s Golden Jubilee and there are several other major sporting events so there will be three months of intense trafﬁc. Plus we also have to carry on businees as usual. "Our main aim at the moment is to make sure we can service the normal business properly and cater for the Olympics. There will be several heads of state and dignitaries landing, so we have to cater for them alongside my normal guy landing on a Monday morning for his meeting.” As with anything in London space is of a premium and there is very little space for aircraft parking – especially if they want to stay for a few days. “We have limited space but our goal is for
FLYING INTO CITY The question at the moment is 'how busy will we be over the Olympics?' We're ready for them
LONDON City is renowned for its steep approach which means that a lot of aircraft don’t have the correct approval to land. “Getting approval is in the hands of the OEMs although we do have a team working very closely with the airlines talking to them about the aircraft they are looking to add to their ﬂeets,” said a spokesman. The problem at London City is that the approach is 5.5 degrees, where as a normal runway approach is 3 degrees. For an aircraft to be able to get approval for a 5.5 degree approach it has to demonstrate an ‘abuse case’. They have to prove the aircraft can ﬂy at 7.5 degrees in case of emergencies. The manufacturers have to
prove that the airframe will remain stable. “For example, a G4 can land and stop on the runway no problem. But once it gets beyond 6.5 it’s unstable. “You’ll notice that you won’t see to many aircraft with sweptwings at LCY because it’s a lot easier to slow down an aircraft with a straight wing. "It would be different if we had three miles of runway to stop on, but here you’ve got two bounces and a river. So the manufacturers have to address the key issues of keeping it stable and being able to slow it down.” Among the aircraft cleared for LCY is Dassault's Falcon 7X and Gulfstream G150.
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OPERATOR FOCUS LONDON CITY7X AIRPORT FLIGHT TEST DASSAULT FALCON the passenger so it will become a 'drop and go' service. What is key is that the aircraft has landed the passenger and can get them out again. So long as we serve the customers' needs, we’re happy. "When we peaked in 2007 we saw a lot more rotations rather than parking. But we do talk to the operators very closely about where they can take their aircraft as well as the end user getting what they want. This airport is about getting access to London and if you need to park your aircraft for three or four days, I’d rather you’d leave it elsewhere! "We’re not looking to become a long-term parking solution – it would choke the business,” added Donie. Airports and aircraft are not popular amongst the general public and LCY is situated in a very highly populated area, but they work very hard to keep the local community onside. "We are the only airport in the UK that doesn’t have a focus group against it. We have a team of full-time staff whose job it is to engage in the local community,” said Darren. “We always recruit locally, a certain amount of our staff must be from the local borough. We engage our entire management team to do four things each year in the community, such as paint the local activity centres and mow church lawns. "We help the local small business that needs it – it’s all about understanding that we are big grown up business that adds real value to the local community. But that’s not enough – we need to engage with them, talk to them and make them understand what’s going on and why, and listen to them and we can work together. “We have a fun day each year. We close the airport on the Saturday afternoon and we have around 30,000 visitors and hold the only airshow in London on the day as well. No other airport in the country does that. We just open the doors and it's our way of saying thanks to the local community. "We are very proud of the relationship with the local community.” London City’s business model, both in the
The Falcon 900DX, one of the aircraft on the approved list to land at LCY.
main terminal and at the Jet Centre, is to keep the customer and end user happy. The Jet Centre has small but comfortable lounges – although the plan is not to use them. “Customers don’t want to sit in my building,” said Donie. “They want to get out of their car walk through security, be given a newspaper, get onboard and ﬂy home. “We are fortunate to have returning customers here so we can always improve their experience. We talk directly to the passengers to make sure they’re happy. We always ask for their feedback and keep a record of what meal they had, what newspaper they read and make sure it’s ready for them when they next pass through. “From getting out of the chauffeur-driven car to going through the security and getting
on the aircraft will take less than eight minutes. Any more than that and something has gone wrong and my team will be on it. More often than not it’s a delay due to the weather at the destination. And will offer them an alternative should the destination airport be a problem.” The whole airport is aimed at the business traveller. “We refreshed the lounge three years ago. We decided that this was a business airport but because we’re so small we couldn’t offer the airlines space to build their own business lounge. Instead, we decided to build a lounge that would be business class for every passenger. "With marble ﬂooring, more comfortable seating, free wiﬁ, it all helps the business traveller and that shows by the fact that people use us time and again,” said Darren.
ON THE AIRPORT EGLC LONDON CITY AIRPORT ROYAL DOCKS, SILVERTOWN, LODNON E16 2PX, UK T: +44 20 7646 0000 (admin) T: +44 20 7646 0205 (ATC) T: +44 20 7646 0400 (Jet Centre) Customs & Immigration: on site Alternate: London Biggin Hill Position: Lat: 513019N Long: 0000319E 6nm E of City of London
Runway: 09/27 1508m x 30m Fuel: Avtur Jet A1 De-ice: via handling agent Elevation: 19ft Time: UTC Overﬂight and landing clearances can be arranged Flight Following: if required, using CFMU equipment Dedicated VHF frequency (131.475) for efﬁcient communication
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SERVICES AVAILABLE Catering Parking Line maintenance Aircraft cleaning CREW FACILITIES Dedicated crew lounge Brieﬁng station Free computer and Internet access with weather brieﬁng Easy access into central London
by train, bus or taxi. Preferential rates at selected London hotels Car hire: on site VIP SERVICES Customs & Immigration: Preclearance by arrangement. Chauffeur driven cars available Preferential rates at selected London hotels www.londoncityairport.com
Air BP. The fuel supplier that never sleeps. Dedicated Air BP teams around the globe work 24/7 to meet your needs. So wherever and whenever you land within our network, itâ€™s good to know Air BP. For further information on Air BPâ€™s Sterling Card contact: +44 845 082 1701, e-mail email@example.com. Air BP Out of Hours Service +971 50 4536032, e-mail firstname.lastname@example.org
the people on the ground who keep you in the air
SPECIAL REPORT INCIDENT REPORT
A VERY CLOSE CALL All ended well for the Qantas A380 that suffered engine failure over Indonesia but the Australian investigation shows it could easily have gone another way
WO loud bangs were the ﬁrst indications that the crew of the Qantas Airbus A380 had that they had a problem – a big problem, as it turned out, a blown engine on ﬁre and extensive damage to the aircraft. Although the crew eventually landed the plane safely, the story made headlines all around the world, grounded A380s and has not done engine maker Rolls-Royce a great deal of good either. The Australian Transport Safety Bureau (ATSB) has been leading the investigation into the incident and has released its preliminary report. It makes chilling reading and it was good fortune that there was such an experienced ﬂight crew on board to handle the crisis and effectively share the workload. A precis of the reports follows – the full report can be downloaded from the ATSB’s website: www.atsb.gov.au
HISTORY OF THE FLIGHT On 4 November 2010, a Qantas Airbus A380 aircraft, reg VH-OQA (OQA),
departed from runway 20 at Changi Airport, Singapore for Sydney, New South Wales. On board the aircraft were ﬁve ﬂight crew, 24 cabin crew and 440 passengers. The ﬂight crew was comprised of: • Captain, as pilot in command (PIC) • First Ofﬁcer (FO), acting as copilot • Second Ofﬁcer (SO) • Second Captain, who was undergoing training as a Check Captain (CC) • Supervising Check Captain (SCC), overseeing the training of the CC. The ﬂight included a route check on the PIC by the trainee CC under the supervision of the SCC. The pre-ﬂight brieﬁng included tracking to the east of the active Merapi volcano in Indonesia and the PIC added 2t of fuel to allow for manoeuvring around the volcanic area.
ENGINE FAILURE Following a normal takeoff, the crew retracted the landing gear and ﬂaps. While maintaining 250kt in the climb and passing 7,000 ft, the crew heard heard two, almost coincident
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The ECAM continued to display numerous other warnings and alerts to the crew
loud bangs. The PIC immediately selected altitude and heading hold on the autopilot control panel, and the FO started his chronometer. The crew reported a slight yaw and that the aircraft immediately levelled off in accordance with the selection of altitude hold. The PIC expected the autothrust system to reduce power on the engines to maintain 250kt as the aircraft levelled off; however, it became clear that the autothrust system was no longer active, so the PIC manually retarded the thrust levers to control aircraft speed. Both ﬂight directors remained available. At the same time, the Electronic Centralised Aircraft Monitor (ECAM)2 system displayed an ‘overheat’ warning in the No 2 engine. Soon after, multiple ECAM messages started. The PIC conﬁrmed with the ﬂight crew that he was maintaining control of the aircraft and called for the commencement of the requisite ECAM actions by the FO in response to those messages. The procedure for the overheat
message was to move the affected engine’s thrust lever to the IDLE position and to monitor the situation for 30 seconds. During that 30 seconds, the crew transmitted a PAN3 radio call to Changi air trafﬁc control (ATC). The FO looked down at the ECAM and saw a warning indicating a ﬁre in the No 2 engine that displayed for about 1 to 2 seconds. The crew elected to shut down the No 2 engine and, after they had selected the ENG 2 master switch OFF, the ECAM displayed a message indicating that the No 2 engine had failed. The aircraft’s engine failure procedure required the crew to determine whether serious damage had occurred to the affected engine. The crew reported assessing that there was serious damage and discharged one of the engine’s two ﬁre extinguisher bottles into the engine but the ﬂight crew did not receive conﬁrmation the extinguisher had discharged. They repeated the procedure but again did not receive conﬁrmation. After repeating the extinguisher discharge, the crew continued engine failure procedure, which included initiating an automated process of fuel transfer from the aircraft’s outer wing tanks to the inner tanks. The crew also noticed engine display for Nos 1 and 4 engines had reverted to
a degraded mode4. The display for the No 3 engine indicated the engine was operating in an alternate mode.
WARNINGS & ALERTS During this time, the ECAM continued to display numerous other warnings and alerts to the crew: • engine No2 failed • engines No 1 and 4 operating in a degraded mode • hydraulics, low system pressure and low ﬂuid level • hydraulics, engine No 4 pump errors • failure of the alternating current (AC) electrical No 1 and 2 bus systems • ﬂight controls operating in alternate law • wing slats inoperative • ailerons partial control only • reduced spoiler control • landing gear control and indicator warnings • multiple brake system messages • engine anti-ice and air data sensor messages • multiple fuel system messages, including a fuel jettison fault • centre of gravity messages • autothrust and autoland inoperative • No 1 engine generator drive disconnected • left wing pneumatic bleed leaks • avionics system overheat. The ﬂight crew discussed the options
ABOVE: Failure of the engine ejected a number of components that struck the aircraft or were liberated overboard. Sections of the turbine disc penetrated the left wing, resulting in damage to the leading edge structure, the wing spar and upper surface of the wing.
including an immediate return to Singapore, climbing or holding, and decided the best approach would be to hold at the present altitude while they processed the ECAM messages. The ﬂight crew frequently assessed the amount of fuel on board, which was sufﬁcient to hold. They contacted ATC and advised they would need about 30 minutes to process the ECAM messages and associated procedures, and sought an appropriate hold. Singapore ATC initially cleared the ﬂight crew for a holding pattern to the east of Singapore. However, the ﬂight crew advised ATC of the requirement to remain within 30nm of Changi Airport in case they should need to land quickly. ATC acknowledged and advised of reports of components found on the Indonesian island of Batam. The SO was dispatched into the cabin to visually assess the damage to the No 2 engine. As the SO moved through the cabin a passenger, who was also a Qantas pilot, pointed out the view of the aircraft from the vertical ﬁn-mounted camera displayed on the aircraft’s in-ﬂight entertainment. It showed some form of ﬂuid leak from the left wing. The SO proceeded to the lower deck on the left side and observed damage to the left wing and fuel leaking from the wing. The ﬂight crew elected not to initiate
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 45
SPECIAL REPORT INCIDENT REPORT further fuel transfer as they were unsure of the integrity of the fuel system. In addition, the crew could not jettison fuel due to the ECAM fuel jettison fault. The SCC and PIC made a number of announcements to the passengers about the technical issues, and the SCC and SO returned to the cabin on numerous occasions to visually assess the damage and to provide feedback to the cabin crew and passengers. It took about 50 minutes for the ﬂight crew to complete all of the procedures associated with the ECAM messages. The aircraft’s autopilot was engaged and then they assessed the aircraft systems to determine which were damaged or degraded. They considered the status of each system had the potential to affect the calculation of the required parameters for the approach and landing. The crew also believed No 1 engine may have been damaged, and that there were lateral and longitudinal fuel imbalances.
Aircraft weight was estimated as 50 tons above max landing weight
APPROACH AND LANDING The FO and the SCC estimated the weight as 440 tons – 50 above max landing weight. Calculations showed a landing on runway 20C was feasible, with 100 metres of runway remaining. The crew advised ATC they would require emergency services to meet the aircraft at the upwind end of the runway, and that the aircraft was leaking ﬂuid from the left wing that was likely to include hydraulic ﬂuid and fuel. The crew conducted a number of manual handling checks and decided the aircraft remained controllable, and advised ATC they would like a 20nm ﬁnal approach to runway 20C starting at 4,000ft. Because of landing gear-related ECAM messages, the landing gear was lowered using the emergency extension procedure and a further controllability check was conducted. The landing performance application indicated an approach speed of 166kt.
BELOW: A section of turbine disc penetrated the left wing-tofuselage fairing damaging numerous components, the fuselage and electrical wiring. Engine taken away for thorough investigation.
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The ﬂight crew reported being aware that reverse thrust was only available from the No 3 engine, no leading edge slats were available, there was limited aileron and spoiler control, anti-skid braking was restricted to the body landing gear only, there was limited nosewheel steering and that the nose was likely to pitch up on touchdown. An ECAM message indicated that they could not apply maximum braking until the nosewheel was on the runway. The ﬂaps were extended to No 3 position. The PIC was aware accurate speed control on ﬁnal would be important to avoid either an aerodynamic stall or a runway overrun. Consequently, he set thrust levers for Nos 1 and 4 engines to provide symmetric thrust, and controlled the aircraft’s speed with the thrust from No 3 engine. The autopilot disconnected a couple of times during the early part of the approach as the speed reduced to 1kt below the approach speed. The PIC reconnected the autopilot but, when it disconnected again at about 1,000ft, he elected to ﬂy the aircraft manually. The ﬂight crew briefed the cabin crew to prepare the cabin for a possible runway overrun and evacuation. The aircraft touched down and once the nosewheel was down, the PIC commenced maximum braking and selected reverse thrust on the No 3 engine. The ﬂight crew observed deceleration appeared to be ‘slow’ in the initial roll, but with maximum braking and reverse thrust, the aircraft began to slow. The PIC recalled feeling conﬁdent that, as the speed approached 60kt, the aircraft would stop in the remaining runway. No 3 engine was gradually moved out of maximum reverse thrust. Manual braking was continued and the aircraft came to a stop about 150 metres from the end of the runway. The aircraft was met by emergency services. The crew shut down the remaining engines and the aircraft’s electrical
system went into a conﬁguration similar to the emergency electrical power mode, rendering many of the cockpit displays inoperative. Just before the cockpit displays went blank, the crew noticed the left body landing gear brake temperature was indicating 900 degrees C, and rising.
ENGINE RUNNING After some initial confusion about which radio was functioning, the FO contacted the emergency services ﬁre commander, who asked for the No 1 engine to be shut down. The FO responded they had done so already, but was advised by the ﬁre commander that the engine continued to run. The crew recycled the engine master switch to OFF, but the engine did not shut down so the emergency shutoff and ﬁre extinguisher bottles were used to shut down the engine – the engine continued to run. The ﬁre commander said there was fuel leaking from the left wing. The FO advised the commander of the hot brakes, and requested foam be applied over that fuel. The crew decided disembarkation via stairs on the right side of the aircraft would be the safest course of action, electing to use a single door so passengers could be accounted for. The other doors remain armed, with crew members at those doors ready to activate the escape slides if necessary. until all of the passengers were off the aircraft. Passengers started disembarking about 55 minutes after the aircraft touched down and it took one hour for everyone to leave. Four of the wheels on the left body landing gear had deﬂated. The crew continued attempts to shut down No 1 engine but without success. Finally, the engine was ‘drowned’ with ﬁre-ﬁghting foam, ﬁnally shutting down at 0653, about 2 hours and 7 minutes after the aircraft landed.
Communicate the easy way chat . text . browse . trade . buy . email . talk . tweet . stream . watch . listen . search . blog . receive . report . direct . verify . shop . Whenever you ﬂy . live . work . play communicate . . . Swift as . . .
A new age of in-ﬂight connectivity
SWIFTBROADBAND DIRECT FROM ARINC
PRODUCTS FOCUS WINGLETS
King Air gets performance enhancing BLR winglets BLR Aerospace now offers its winglets for the King Air 250 HAWKER Beechcraft has announced that it will be using BLR Aerospace’s winglets on its new King Air 250. Earlier this year Hawker introduced the King Air 90GTx with BLR winglets as standard equipment and on the 90, 200 and 300 as an aftermarket option. BLR claims its design results in a drag reduction as well as low speed handling improvement. The winglets also offer lower takeoff and landing speeds resulting in shorter runway requirement and better short ﬁeld capabilities. With lower actual Vso means larger safety margins at takeoff, or lower lift-off speeds for short ﬁeld operations. Winglets also improve high altitude stability for reduced Dutch roll tendencies and better cruise efﬁciencies and signiﬁcantly improve climb performance which allows easy, stable access to RVSM Flight Levels. BLR, now in its 20th year, holds patented technologies for both ﬁxed and rotary-wing aircraft, and has certiﬁed over 60 Supplemental Type Certiﬁcates. BLR specialises in aftermarket aircraft modiﬁcations such as Winglets, Dual Tailboom Strakes and
vortex generators. Both Hawker Beechcraft and Bell Helicopters install BLR’s products as factory equipment, and BLR’s entire portfolio of Winglet Systems has been certiﬁed by the FAA, EASA and ANAC (Brazil). The company has 320 systems operating worldwide. “This growing acknowledgement of our technology represents an
ABOVE: King Air 250 ﬁtted with BLR winglets as standard.
important milestone and a new level of success for BLR,” said Dave Marrone, Vice President of Sales and Marketing of BLR. “Having a close association with Hawker Beechcraft is a point of pride for our team. Most importantly, it‘s a validation of two value-added technologies,” added Marrone. www.blraerospace.com
Film your ﬂight
BBJs to see better
SPORTY’S has launched a new all-in-one video system. The system records in HD (1080pixels at 30fps (frames per second) or 720pixels at 60fps) and also comes with a headset interface so users can record all in-ﬂight communications including intercom and radio. Sporty’s has also released a new GPS-enabled cockpit video system. It uses a built-in GPS receiver to log your exact location as it records video. With the included software, you can play back your video alongside speed, altitude and even your position overlaid on a Google Earth map. Both cameras have a rotating lens and laser alignment system so users can mount the camera at any angle, without
LATE last year CMC Electronics SureSight integrated sensor system was certiﬁed by the FAA on Boeing’s Business Jets (BBJ) and is now available to current and future BBJ operators as a post-production modiﬁcation. The certiﬁcation is for the Rockwell Collins Enhanced Vision System (EVS). EVS capability enhances situational awareness for pilots during approach, landing, taxi and takeoff by presenting an image of the external environment on the head-up guidance system and headdown displays. The EVS system uses CMC’s infrared sensor to improve the pilot’s view of the runway in various conditions, including bad weather and darkness.
distorting the video. The 135 degree lens can capture the entire cockpit, including pilots, instrument panel and the forward view. “This video system is also useful for ﬂight instructors,” said Sporty’s. “A post-lesson debrieﬁng can become so much more valuable with an instant replay.” The Cockpit Video System is available for $399 ($499 with the GPS included). www.sportys.com
Sporty's in-cockpit camera.
This will help pilots avoid potential problems and clearly identify the runway, including any obstructions, such as wildlife, early in the approach. It also assists pilots with 'black hole' approaches to airports not equipped with precision landing aids. CMC says its SureSight family of integrated sensor systems is designed to meet demanding reliability, quality and video performance standards. www.cmcelectronics.ca
CMC's infrared sensor for EVS.
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Indian Business Aviation Expo 21-23 February, 2011 New Delhi, India
FRESH AIR FOR BUSINESS AVIATION
F O R
W H E N
Y O U ' V E
L A N D E D
THE VIP MPV
Need to get your VIPs and their luggage across town in the comfort to which they have become accustomed? The New Ford Galaxy Titanium X
W E A R
D R I V E
F L Y
L I V E
PHOTOGRAPHY: DAVID SPURDENS
A forgotten hero at work William Spurdens finds Ford's Galaxy Titanium X a piece of understated brilliance
E HONEST, how much did you squirm when the CEOs of the ‘Big Three’ car firms blundered into a publicity minefield in ’08 by flying in separate private jets to beg for a tax-payer bail-out of billions of dollars? Lots of us did: executive jets suddenly became a totem for profligacy, toxic debt, and an emburdened public purse in a testing moment for the industry. For Ford CEO Alan Mulally, it was a rare misstep in a career marked at Boeing and Ford by intelligent decisions. Next time round he drove to Washington in a hybrid, and Ford was ultimately alone among the three in avoiding using Government funds or being bankrupted. If 'less is more' as a policy has served low-key Mulally well, he’ll be very proud
of the Galaxy Titanium X MPV/people carrier, a shining example of not making a fuss, being professional, getting the job done, no palaver, no limelight. And as we know, there’s many an executive traveller who wants zero limelight and zero indication of their status beyond the arrivals welcome desk. The Titanium sees Ford give the Galaxy the complete VIP treatment, ideal for delivering businessmen and celebrities to meetings and performances without their even thinking about how they got there. Cocooned in leather and anti-pap glass it’s ideal for any private aviation company needing to move clients seamlessly from aircraft to appointment. Don’t expect any thanks for it, as the Galaxy does perfection unnoticed, and miles drift away without a thought or a
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Equipment levels embarrass some private jets... jampacked with in-car tech to keep the passengers in mind of First Class
peep from the back. Hidden in plain sight, it’s bad news for the chrome Range Rover brigade, but great news for the rest of us. So what is there to notice about the Galaxy? First up is how smart it looks: flashes of chrome, sculpted bodywork and big alloys are more executive limo than four-wheeled bouncy castle. The trend continues inside. Behind solid doors is an aroma of leather, incredibly comfortable seats, and equipment to embarrass some exec jets, jampacked with in-car tech to keep the passengers in mind of First Class. Economy is a big selling point, with low CO2 and good MPG a major draw for the MPV sector. The entry level engine is a 143bhp 2.0l petrol, with three turbodiesels ranging from
If the business of executive flight is second nature to you, you don't necessarily need a stretch limo when you get to your destination. In fact, it might be the last thing you want. The Galaxy X is no-one's idea of gauche.
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Ford's stress buster 113bhp to 161bhp. Ours was the 200hp 2.0l EcoBoost petrol, giving a reasonable 35mpg with plenty of power, and no slouch with its six-speed powershift double-clutch box. I was convinced this Galaxy would go the way of most MPVs under anything like decent power, and get messy when asked to turn. Not so. It remains composed, eager even, when fully loaded with PAX and luggage. And not at the cost of a bone-jarring ride, staying wonderfully comfortable without turning into what my children affectionately call our own seas-sick inducing MPV: the jelly bus. Riding in the back reveals why it's chosen by many exclusive private hire taxi firms: keep your customers happy and they'll keep coming back. My wife picked an exhausted me up from the airport after a much-delayed 11-hour flight, and with son up front, and daughters in the rearmost of three rows, I felt like I had just been elevated to First Class by having the middle row all to myself. As I unfolded into the genuinely cosseting leather seats, all that was missing was a glass of champagne and a copy of the FT. I was out like a light. (Sorry, darling…) Not many MPVs have the true seven-seat option but the third row can seat adults, albeit at the loss of luggage space, and the middle row offers the greatest comfort and legroom. Try to remember where you put your sunglasses though as there are innumerable pull-out drawers, cubbyholes and hidden compartments above, below, by the doors, behind seats, and even under the floors. The Galaxy is the perfect car for executive and family ferrying, exuding a business-like demeanour which sits as comfortably in the driveway as it does on the apron next to a jet – waiting to take its next passengers on a journey it will unlikely be remembered or thanked for. A low-key master at work. 54 | P1 BUSINESS AVIATION MAGAZINE | February 2011
Galaxy prices stretch from £24,195 to £34,345 – not really a stretch, actually – with equipment levels rising to match. A full-spec version with all extras is towards £40,000. Seat-back TVs show DVDs, while there's an MP3 and USB interface for making it a mobile disco. Leather seats are remarkably comfortable.
The Focus RS has a maniac look which promises much and threatens more... William Spurdens discovers a cure for the ills of the world wrapped up in a raucous package
LOVE this car! There it is, out in the open with a sigh of relief; my guilty pleasure announced. You will also love this car… just drive it and fall headlong. It might not suit, but for the same reasons politicians marry lovely, intelligent like-minded women then get caught being whipped red by a posse of orange-skinned ladies/men, some things make no sense. Maybe it's the one guilty pleasure you owe yourself. Let's face it if you're an MP living in the Parliament Square apartment block what better diversion do you need than an RS Focus. Your guilty pleasure is already taken care of. Hey presto an anti-tabloid machine at the ready, that also takes care of the sort who point fingers and decry you’re “not down with the kids”. Perhaps David Cameron will get one, as I can see how pulling up at Number 10 in an RS would confound expectations. Think less about how it would look next to the XK, and think of the excuses you'll need to magic up when your wife asks why you’re smiling so much. Maybe work in the regular cost of flowers into the running costs. It'll be worth every penny, and I wager none of your friends get this much enjoyment from so little – its £28,475 RRP seems a steal. Compared to something more heftily badged, the savings would make a down payment on a Tuscan villa. The first sight of the RS left me thinking there's no way the mouth will match trousers, resembling a rally car for the road with bits poking out all over the place and winglets to match an A380, so it has a lot to prove. I do hope this isn't a Pitts Special with a Rotax bolted in. Push the start button and it sounds pretty tame, ushering in a false sense of
FORD FOCUS RS Work that smile! Our William finds that irrespective of the stresses of the day, the Focus RS is one of those magical machines that intrinsically makes you smile. With 300hp, speed is plentiful.
It makes a statement, to be sure. Aeronautical aerodynamicists might wince at all the protrusions!
disappointment for about as long as it takes to exploratively trample the right pedal. A rip, snort, bang, burble and pop later, I was laughing in the same way I did when taking a Honda Fireblade for a test after a four year absence from bikes. Surely it can't be that different to other fast front-wheel-drive cars? Having run a fast turbo FWD car for the last four years, I can tell you that it’s completely different. Yep, it's front wheel drive. Ford decided they would roll out this 300hp lightweight rally rep without four-wheel drive, thanks to the introduction of a new front end technology called, improbably,
the RevoKnuckle, and new suspension tech to match. And far from having torque steer to tax an arm-wrestling champ – something older less-powerful RS managed – the Focus RS tracks straight and true with brilliant traction. It will have the odd moment over a bumpy back road under hard acceleration but without that feedback you wouldn’t know where you were anyway so that's a good thing. Even in the wet the RS managed to lay down the power with grace, and brake and corner with incredible confidence, enough to leave you feeling as if you're
A BIG THANKS Thank you to the ﬁne folk at Marshalls Business Aviation at Cambridge Airport for their help and patience with feature. The site is a Cessna Authorised Service Centre, has full FBO and VIP facilities, 50,000sq-ft of maintenance space, and boardrooms for executive use. Call 01223 373214 www.marshall businessaviation.co.uk
nowhere near the limit. Probably best left for a track day to find it. Cornering must be a problem, I thought. FWD cars have a tendency under fast cornering to lighten the inside front wheel and start spinning, especially if powering out of a corner. In fact, the stiffly-sprung RS barely rolls at all and presses on like no other. The RS doesn’t embarrass you when it comes to cabin luxury either,. You might expect a stripped out interior but it’s nothing of the sort. The all-singing all-dancing touch-screen multi media interface would give a small modern jet a run for its money, the traffic system actually works, and the SatNav is intuitive – though you will need to be a master ninja to actually hit the correct spot whilst on the move because of the stiff suspension… motorways good, back roads no chance. Seats hug you like you haven't seen them for a while and are excellent when you start cornering in a sporting fashion. The Focus RS is a sporting car that demands sporting driving. What ever your mood, the RS sets the pace. If you leave the office a grumpy old git, expect to arrive home a full-spirited young buck politician with positive change in mind. Buy an RS, it's good for the country.
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 55
ORIS JHDGJHDG HJDG
Perfect impressions of flight Don't let your office down - give it some artfully wondrous wings
Some of David Bent's biggest fans are former Vulcan pilots, and the distinctive Delta shape appears in some of his works – in serenity, and in flux.
F THERE is a rising superstar in the firmament of aviation artists, David Bent is it. Let’s be honest: he probably is the firmament. The well-travelled UK-based artist and gallery owner’s work is sold around the world, and has fans in every aspect of aviation. Add to that his role as effectively the official artist of the Red Arrows, and you start to get a hint of how well regarded his pieces are. Quite some CV. His art covers every aspect of life, not just flying. But the clear honesty of his love for flight in his Art of Flight Collection, and his outright talent as an artist, notably brings together not only those who love aviation but those who love art for itself, with serious collectors
circling his works like hungry sharks – even if they have no prior link to aviation. Quite some talent. Mixing traditional oil and canvas techniques, and elsewhere remarkably composed photocollages, his work is a bold statement not only of the deep love he feels for how aviation can move hearts, but of its owners’ love too: having a Bent on the wall proudly says you believe flying is emotional, technological, and sometimes life-changing. And, most important of all – they look damn cool! From the aviation world, his wide range of patrons include the Arrows, RAF Air Marshals, boardroom heavyweights from the likes of Lockheed Martin and Northrop Grumman, the Air League, and officials from events as
His work is a bold statement of the deep love he feels for how aviation can move hearts
varied as Farnborough, RIAT, and El Ain. And, as they said in the K-Tel adverts, many many more. We can’t think of an office or living space that wouldn’t look better for having some of his works, and if you want to make a statement about your love of flight that humbles a calendar and a model on your desk, it starts here. David's aviation subject matter covers every aspect of the aircraft and flying that caught his artistic imagination, from the Arrow’s Hawks, to Bell’s Osprey tilt-rotor, to F-16s, to the Enola Gay Superfortress, from around the world. Print and canvas go to well over a metre square, and prices range from the mid-£200s, to £30,000+. www.bentartgallery.co.uk
Give your meeting a bit of lift FURNITURE as art is a tricky concept when it puts the burden of artistic appreciation on the buyer and user: what you interpret as a homage to Picasso might be misread by another as some kind of personal statement on the Spanish Civil War. No such problem with the works from MotoArt, the US firm increasingly famed for its dazzlingly inventive and well executed collection of aviation 'furnitu-art'. There’s no danger of misinterpretation here, elevating any office to gallery status in no time. From its signature free-standing Flying Fortress props to airliner engines as reception desks, MotoArt has made its name innovating with genuine aerograde metals and components. Ejector seat executive chairs, anyone? Custommade WWII nose art? They can do it. Short of having an aircraft parked in your office, not much more will mark your business or home out as that of a flyer. It’s latest titan project was turning a wing from a beautiful Waco 1930s classic biplane into the 24ft 14-seat conference
table – at which it must be virtually impossible for any appreciator of engineering to actually do any work, instead of gazing at the painstaking work of the wing. This custom job with art deco extras, working ailerons, and cable routing weighed in at $70,000, but MotoArt say similar versions could be from half that. Either option knocks a plain walnut’n’leather slab with moulded legs into a cocked hat. For a fascinating look at how the
56 | P1 BUSINESS AVIATION MAGAZINE | February 2011
MotoArt know most aircraft so intimately that they could likely overhaul one with ease. Instead, they create aero art from aero parts.
Waco Table was made have a look at the MotoArt site, which hosts a great time lapse video of the guys at work. All the movement of other works in the background hints at how long: weeks! MotoArt are based in California, and have agents worldwide. www.motoart.com
THEDOSSIER ALL THE BUSINESS JET STATISTICS, MARKETPLACE ANALYSIS AND INDUSTRY INFORMATION UNDER ONE ROOF
OPPORTUNITIES ARE 'FLOURISHING'
Valuation experts from the Aviation Blue Book report brokers are doing deals and transactions are closing. The opportunities for doing business are getting better
INSIDE THIS MONTH
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LEARJET 60XR Find all the info you need on page 64
BOEING 747-8 VIP Base price $300m Cruise 492kt Range 9,400nm
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PLACE DOSSIER THE MARKET
DOSSIER NEW AIRCRAFT LISTINGS All you need to know about the world's busine ss aircraft in one place! $ " & $ "
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WHAT IS IT? The BBJs are based on Boeing range of airliners so proven, with great worldwide support.. WHAT DO YOU GET? Whatever you want, pretty much. Extraordinary amounts of space to create such fantastic effects as this concept interior left plus a king size
Base price $1.5m Cruise 295kt Range 1592nm
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BVSR]e\bc`\VOa W\`SQ]dS`gPcbbVS W[^OQbSRbVSZWUVbO\R e]`ab]TbVS[O`YSb [WRaWhSPcaW\SaaXSb R]e\bc`\Wa]dS`Âś ``SbVO\Wb aSQb]`aTO OQS aOWRAS\W]`/S`]a^ VOabVSZO`USQOPW\O\R /\OZgab@Og\R Z]\U`O\USaSU[S\ba 8Oe]`]eaYW ]TbVS[O`YSb bOYS Âľ=`RS`W\bOYS BVSb]^bV`SS `S[OW\aaZcUUWaVPcb [O\cTOQbc`S`aW\ bVS[OaaWdSeOdS c\Wb^`]RcQbW]\ R R ]TQO\QSZZObW]\aO\ S ' Rc`W\UbV RSTS``OZaSf^S`WS\QSR T]`SQOab^S`W]ReWZZ W\ZObS &O\R[cQV PS1Saa\O3[P`OS` ]T 'VOa`SQSRSR WHAT IS IT? The Jetstream O\R0][PO`RWS`aOga SbWa\] BVS[O`YSbWa\] 41 is a stretched version47EVS\ of the [SOac`SR T`SSTOZZÂś Z]\US`W\ twin turboprop Handley Page T\SbO`g W\bS`[a] QYZ]UaO`S =`RS`PO regional airliner. dOZcSbVSb]^bV`SS OaVOR]e]TeVOb b`SO[ O`S5cZTa be]gSO`a bVSgeS`S WHAT DO YOU GET? A 0][PO`RWS`O\R ZSaa \SdS`bVS OU]Pcb roomy cabin due to the2OaaOcZb fact aa ]TPcaW\S Vc\R`SRa the wing is mounted below the QOab eeeT]`SQOab \ O`SabWZZ] XSb]`RS`a fuselage. The all-new fuselage W\bS`\ObW]\OZQ][ P]]Ya bVS adds 16ft over the origin
DOSSIER THE MARKETPLACE
KEEPING TRACK OF WHERE, WHAT, AND WHEN IN BUSINESS AVIATION SUPPLIED BY AVINODE
TOP TEN EURO ARRIVAL AIRPORTS DECEMBER 2010 1. Vnukovo (UUWW) 2. Luton (EGGW) 3. Geneva (Cointrin LSGG) 4. Le Bourget (LFPB) 5. Aix les Bains (LFLP)
6. Côte d’Azur (LFMN) 7. Pulkovo (ULLI) 8. Zürich (LSZH) 9. Farnborough (EGLF) 10. Boryspil (UKBB)
PRICE COMPARISON THREE MOST POPULAR JETS 1. CHALLENGER 604 $4,902 (3mth ago $4,575, 6mth ago $4,683) 2. CITATION EXCEL $2,762 (3mth ago $2,676, 6mth ago $2,633) 3. CITATION JET $1,590 (3mth ago $1,559, 6 mth ago $1,533) Shows average price per hour (taxi rate + fuel surcharges) for the three most popular aircraft models in Avinode’s marketplace (outside America). Reference group is 33 Challenger 604s, 23 Citation Excels and 26 Citation CJs
PRE-OWNED AIRCRAFT TRADING CONTINUES AT MODEST PACE Aircraft valuation experts predict business opportunities coming back
BY CARL JANSSENS Aicraft Bluebook www.aircraftbluebookmarketline.com
RADING in the pre-owned aircraft market continued at a modest pace as the third quarter came to a close and aligned itself on fourth-quarter activity for 2010. Inventories available for sale grew slightly.
Noteworthy was the decrease of aircraft being sold with minimal time-inmarket exposure. Days on market were signiﬁcantly higher, which allowed a better opportunity to fetch maximum value in current market conditions. Time and condition also contributed to being a variable in the equation. Well-equipped, ready-to-ﬂy aircraft had the largest audience of interest. Price competition remained limited. Sale prices continued in a downward trend or remained stagnant according the particular model group. Several noted outside indicators have a relationship to the health of the pre-owned aircraft market. The General Aviation Manufacturers Association (GAMA) reported that shipments of turboprops
and business jets manufactured worldwide were down when compared to the same time frame in 2009. Large ﬂeet sales, such as those announced by Embraer recently, will have a future impact on pre-owned inventories when new deliveries replace current aircraft. On related business fronts, brokers dealing with the sale of corporations and businesses are reporting more activity with transactions closing after a long drought. Opportunities to do business are again starting to ﬂourish. JET • Increased - 14 • Decreased - 502 • Stable - 370 Bombardier Global Express experienced a $1 million upward trend for select model years. Bombardier Challengers were trending downward for the most part. Late-model Gulfstream G550s were reported with a $1 million positive trend when compared to the fall Aircraft Bluebook. The Citation X was off a half million while the Sovereign was also down about $400,000. Depending on the model, most Dassault Falcons were also off when compared to the last quarter. The
58 | P1 BUSINESS AVIATION MAGAZINE | February 2011
Brokers are reporting more activity after a long drought
Hawker 800 was down $300,000. Light jets, such as the Cessna 525 were generally trending downward. Legacy Citation aircraft, such as the Citation II, were also off by about $100,000. TURBOPROP • Increased - 40 • Decreased - 111 • Stable - 444 The DeHavilland Twin Otter DHC-6 again trended upward when compared to the previous quarter. The Piper Meridian PA 46TP was raised $100,000 for the winter Bluebook. Select model years of the Piaggio P180 were also up in value. Legacy aircraft, such as the Cessna Conquest and Fairchild Metro, were down for this reporting period. Select late-model Beechcraft King Airs were also down. The majority of turboprop aircraft reported in Bluebook remained stable. MULTI • Increased - 14 • Decreased - 106 • Stable - 534 Positive gains were limited for the multi engine category. Select 340s and 414s were up about $5000. The Twin
January is traditionally slowest month of the year and demand fell after December peaks. However, demand held up well compared with 2009 and 2010 – almost 25 points up. Holiday and business travel usually picks up again in late January and early February. Index 100 = January 1, 2009, average daily order value of $11,291,950
Time 'on market' before being sold grew for many jets – actually allowing better prices to be reached.
DEMAND INDEX 2009, 2010, 2011
160 140 120 100 80 60 40 20 0
THE WORST IS OVER, SAYS LATEST FI STUDY A NEW study released by Forecast International projects a total of 11,437 business jets, worth an estimated $217.5 billion, will be produced from 2010 through 2019. The study also indicates that business
jet production, which has dropped sharply since late 2008, will continue declining through 2011. A recovery in business jet build rates will not occur until 2012. “The business jet market is not yet
Builds of new jets will receover on 2012, says FI.
in recovery, but the worst of the market downturn is over,” said Senior Aerospace Analyst Raymond Jaworowski. “Order intake remains sluggish, but the massive wave of cancellations and deferrals experienced in late 2008 and much of 2009 has receded. The market is no longer in freefall.” Order backlogs are a shadow of what they were two years ago but, nevertheless, hundreds of business jet orders are still on the books.
The downturn has impacted the light and mid-size business jet sectors far more than it has the large-cabin and long-range segments of the market. The top three manufacturers in unit production during the 2010-2019 forecast period will be Cessna, Embraer, and Bombardier, says FI. When measured in terms of monetary value, the top three are Gulfstream, Bombardier, and Dassault. www.forecast international.com
COLT UNVEILS EU-ETS REPORTING SOLUTION
Commander Fuji 700 increased by $10,000. Most Beech Barons were off about $5000. Select Piper Twins were also down an average of $5000. Values for the majority of the multi engine category remained unchanged. SINGLE • Increased - 323 • Decreased - 261 • Stable - 1913 Bellanca experienced some positive gains. Average retail prices for select models were up slightly from the previous quarter. See the Bluebook for details. Select legacy Cessna and Piper singles also had minor increases when compared to the previous quarter. The majority of the single engine market segment remained unchanged. HELICOPTER • Increased - 20 • Decreased - 197 • Stable - 831 The Bell 205 trended upward for the winter edition of Aircraft Bluebook. The Enstrom 480 also improved in retail value when compared to the previous quarter. The majority of the helicopter segment remained unchanged.
COLT International is offering a turnkey solution for ﬂight departments burdened by the European Union Emissions Trading Scheme (EU-ETS). Colt says its Emission Reporting Program ensures operators comply with the 31 March 2011 deadline to submit veriﬁed 2010 emissions data. The program will
record, monitor, error check, and safeguard all relevant ﬂight data and then build the proper reports necessary for veriﬁcation. "These regulations are a challenge for any ﬂight department," said Colt International's Flight Operations Manager, Pete Bennett. "The investments of time and manpower necessary for managing
and reporting emissions data can be a big distraction. Inaccuracies or errors in the data will result in overpayment of emission charges, under allocation of carbon credits, and eventually ﬁnes or penalties. "Our Emission Reporting Program is a complete turnkey solution that will take care of every aspect of an
operator's compliance requirements." Bennett explained that there is no need for aircraft managers to wade through regulations, input data, ﬁx inconsistencies, and then prepare their annual Emissions report and Veriﬁcation audit. "We do it all for the operator," he said. www.colt international.com
airframes is being viewed by end-users as the most cost-effective way of increasing their airplanes’ value while at the same time enjoying greater performance and productivity. “We are already seeing this trend with a backlog through the first part of 2011, and expect the upward trend to continue.” The company says 25 aircraft were equipped with Raisbeck Systems in December alone, four for
the Hawker Beechcraft 350 production line and 21 in-service aircraft through Raisbeck’s global network. Totals for the year are 48 in-production 350s, and 217 in-service King Airs of all models. These numbers are expected to increase for 2011 because the Raisbeck Engineering Ram Air Recovery System is now standard on the new King Air 250, due out the beginning of Q2. www.raisbeck.com
UPGRADES ON THE UP RAISBECK Engineering ended 2010 with a record December and a 26% increase in its 4th quarter sales and deliveries. Total 2010 sales were above
2007, Raisbeck’s second best year, with only 2008 being higher. Mike McConnell of Raisbeck said, "The trend in upgrading existing
Raisbeck's upgrades for the King Air proving popular.
February 2011 | P1 BUSINESS AVIATION MAGAZINE | 59
DOSSIER NEW AIRCRAFT LISTINGS All you need to know about the world's business aircraft in one place! Facts and ﬁgures of current new business aircraft, including jets, turboprops and high end piston aircraft at your ﬁngertips
LEARJET 60XR Find all the info you need on page 64
PLANE FOCUS BOEING 747-8 VIP Base price $300m Cruise 492kt Range 9,400nm
AVRO JETSTREAM 41 Base price $1.5m Cruise 295kt Range 1592nm WHAT IS IT? The BBJs are based on Boeing range of airliners so proven, with great worldwide support..
WHAT IS IT? The Jetstream 41 is a stretched version of the twin turboprop Handley Page regional airliner.
WHAT DO YOU GET? Whatever you want, pretty much. Extraordinary amounts of space to create such fantastic effects as this concept interior, left, plus a king-size bed! There's a total of 445sq m of space - more than the average house. Plus enough range to go almost anywhere you want non-stop.
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: www.airbus.com 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: www.britten-norman.com 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: www.boeing.com 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: www.regional-services.com 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 | February 2011
DOSSIER NEW AIRCRAFT LISTINGS 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? 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: www.cessna.com 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: www.bombardier.com 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: www.cirrusdesign.com 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 -
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: www.compairaviation.com 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: www.dassaultfalcon.com 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: www.diamond-air.at 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
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: www.328support.de 1999 400 1,300 3,690 35,000 226 4,485 4,285 34,524 21,900 328 LBJ -
2 x PWC PW306B
ECLIPSE 2503 Clark Carr Loop SE, Albuquerque, New Mexico 87106-5611, USA. T: +1 505 245 7555 W: www.eclipseaerospace.net 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: www.embraer.com 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 -
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: www.epicaircraft.com 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
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
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
4,000 2,700 4,000
High performance four-seater Single-engine personal jet, in development
TURN FOR MORE MINI REVIEWS AND AIRCRAFT FACTS 62 | P1 BUSINESS AVIATION MAGAZINE | February 2011
DOSSIER NEW AIRCRAFT LISTINGS PLANE FOCUS HONDAJET Base price $4.5m Cruise 420kt Range 1180nm
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: www.extraaircraft.com 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: www.gippsaero.com 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
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: www.bombardier.com 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
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: www.gulfstream.com 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: www.hawkerbeechcraft.com 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 800XPR under development Long-range version Carbon-composite construction
HONDA 6430 Ballinger Road, Greensboro, North Carolina 27410, USA. T: +1 336 662 0246 W: www.hondajet.com 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: www.bombardier.com 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 -
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: www.mooney.com 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: www.pilatus-aircraft.com 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: www.piaggioaero.com 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: www.newpiper.com 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: www.tbm850.com 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: www.questaircraft.com 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: www.tecnam.com 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: www.vikingair.com 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
64 | P1 BUSINESS AVIATION MAGAZINE | February 2011
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P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM
On the road to certification: the first conforming HondaJet takes off.
Stratos aircraft to conduct wind tunnel tests NEW START-UP Stratos Aircraft will start wind tunnel tests of its 714 single-engine personal jet in April/May. Purpose of the tests is to verify that extensive computational fluid dynamics studies confirm aircraft performance projections. To achieve this, Stratos will build a 1/8th scale model. Stratos mockup shows aircraft's clean lines.
“Among other things, the tests will give us valuable data on lift and drag for the wing and fuselage along with a number of parameters to verify stability and control,” said Alexander Craig, CEO of Stratos. “From the wind tunnel results, we’ll be able to refine the profile of the Stratos 714.” The Stratos 714 is a single-engine jet
capable of carrying four/five people to FL 410 with cruise speeds of over 400kt and a range of 1500nm. It features side-stick controls, state-of-the-art glass cockpit, and fully integrated autopilot. Landing speeds and distances are considerably less than competing twin jets. www.stratosaircraft.com
Location of the single jet engine crucial to Stratos.
February2011 | P1 BUSINESS AVIATION MAGAZINE | 7
Published on Feb 17, 2011
P1 is Loop Publishing's business aviation magazine, published bi-monthly. It brings alive the glamorous, exciting world of business jets, tu...