Altitudes Arabia #27

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By Ivan Veretennikov

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Falcon 2000LXS Twin New World

Today’s ultimate twin from the Dassault nest is up against tough competition, but the neat touches that turned an LX into an LXS give this Falcon 2000 a head start.

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Essentially, the new Falcon 2000LXS is still considered the 2000EX as far as its type rating is concerned.

Some enhancements such as blended winglets, up-dated avionics and various cabin improvements effectively turn the 2000 into the 2000LXS

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There’s no debate that Dassault Aviation has perfected the trijet, but it also never abandoned its roots. Ever since its first aircraft, the Mystère 20, took to the skies in 1962, it has been mating two engines to a state-of-the-art airframe, adding the best available avionics, equipment, and safety features of the time, to build a new Falcon Jet: 20, 200, 10, 100, 2000... The current flagship, Falcon 7X, is the most advanced trijet ever. Although it is an exceptional plane, it also owes to the fact that there are no other trijets, except the 900LX by the same company, in production today. The new 2000LXS is surely not alone out there, with contenders as diverse as the Challenger 605, Challenger 850, and Embraer Legacy 650 fighting for customers in the same price segment. Surely there’s more than just the letter «S» in the name (makes it more of a car name, really). The Falcon 2000LXS is the ultimate upgrade – one that makes you wonder: «why didn’t they do it before?»

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A big development is the inboard slats from the 900LX. Although it wasn’t substantial enough to grant a new type certificate, the upgrade opens up many more airfields by reducing takeoff by 300 metres.

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In recent years Dassault Aviation has been reinventing its lineup, cutting out the lower-priced and less-performing DX versions of both the 2000 and 900, and turning the EX into LX via some enhancements, such as blended winglets, updated avionics, and various cabin improvements. Essentially, the new Falcon 2000LXS is still considered the 2000EX as far as its type rating is concerned. The above changes are put down as modifications to the basic structure and do not affect the initial certificate, so don’t expect it to have fly-bywire or new engines. However, it’s not possible to retrofit an older plane to make it an LXS, so if you ever wanted to put your money into a Dassault twin, make sure it’s this one.

To understand the aircraft better, let’s take a step back in time. Not right into the carefree 60s and the dawn of the business jet era - just a small one, to see the Falcon 2000LX

The Falcon 2000LX can be compared to the much smaller Challenger 300 in terms operating costs, while offering true large-cabin comfort.

enter service in 2009. It was (and in fact, still is, because it’s in production) a substantial boost to the 2000 series in terms of performance and looks. Its blended winglets, which required certain changes to the wing structure, added a whole 5% to max range while also giving the aircraft a much more attractive, trendy exterior look. It's interesting to note that Dassault engineers had been reluctant to use winglets for some time. When they did resort to them,however, they made the most of it: apart from giving a range increase, Hi Mach blended winglets improved the rate of climb, takeoff and landing distance, as well as fuel efficiency. Speaking of the latter, the Falcon 2000LX can be compared to the much smaller Challenger 300 in terms operating costs, while offering true large-cabin comfort and 25% more range.

While the aircraft, with its 7400 km range, 10-12 passenger stand-up cabin, great handling characteristics, sound insulation, impressive field and climb performance turned out good enough for Dassault to sell over a hundred of them, arguably some details separated it from perfection.

One thing that many operators and owners of the Falcon 2000 wanted was an upgrade of the EASy cockpit, although already state-of-the-art. The time has come for additional capability, and the Falcon 2000LXS features the EASy II flight deck with optional sythetic vision and other improvements that will allow a wider range of operations, especially in low visibility. Otherwise, the trademark cockpit devised by Dassault is a piece of art: ergonomic, intuitive,

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DASSAULT FALCON 2000LXS External dimensions Length 20.2 m Height 7.1 m Wing span 21.4 m Internal dimensions Cabin length 7.98 m Cabin width 2.34 m Cabin height 1.88 m Cabin volume 29 m3 Weights Maximum take off weight 19,414 kg Maximum landing weight 17,827 kg Maximum zero fuel weight 13,472 kg Engines Manufacturer P& W Canada

Nbr/Type 2 x PW308C with new TALON II™ combustor Thrust 31.14 kN Performance Range with 6 passengers, M.80, NBAA IFR reserves 7,408 km Climb time to FL410 (MTOW) 20 min Maximum speed 907 kph Maximum operating altitude 14,325 m Takeoff distance (MTOW, SL, ISA) 1,425 m Landing distance (SL, 6 passengers, Adopting blended winglets has NBAA IFR Reserves) 689 m Price $32,300,000

easy to use. The big flight displays can be configured to the liking of the pilots, and their functions are easily accessible through well-placed trackballs. The cockpit windows that give the Falcons their unmistakable appearance also offer pilots good visibility.

A significant development of the 2000LXS are the inboard slats that found their way to this series from the 900LX. An upgrade that is not viewed substantial enough by the FAA or EASA to grant a new type certificate is nevertheless rather complex. It will not be possible to install such slats onto previous versions of the Falcon 2000, although winglets and EASy II cockpit were available for the 2000LX. In practice this gives the new 2000 much better field performance - a whole 300 metres better on takeoff than the previous model - opening many more airfields around the world. While this may not be a big deal in Russia, for example, where there are only that many fully-equipped airports (about 70, in fact), all with very long runways, in the U.S. and Europe such an advance will give the aircraft additional flexibility. Landing as close as possible to the place you need to be - this is what business aviation is all about. It will be certified for London City operations just like all other Falcon jets.

Another hugely important improvement from the passenger standpoint is the quieter cabin. Dassault jets are known for being whisper-quiet, yet the engineers have managed to bring noise levels down a further 2 dB, making the 2000LXS a benchmark for others. As for other comfort criteria, let’s just say that the cabin is of ideal proportions for an aircraft that’s actually about the size of a midsize Challenger 300 on the outside: 29 cubic metres of space (almost 5 more than on the CL300, but 4 less than on the CL605) with 9.5 x 2.34 x 1.88 dimensions. The pressurization system will keep a sealevel cabin at a higher altitude than competing aircraft. Another called-for addition should make the ride more fun: the

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increased its range by five percent to its range taking it up to 7400km

cabin management system has been upgraded to the Falcon Cabin HD+, meaning more convenience and functionality.

You can now control cabin features such as audio, video, window shades, lights, air conditioning using an iPhone or iPod Touch. The Rockwell Collins Skybox system contains one terabyte of media that can be streamed to Apple iOS devices on board – basically, you connect your iPad to a huge library of films and music and enjoy your flight. Plus, when you want some 21st Century recreation, switch on the augmented reality map that will move as you turn the iPad – or as the aircraft turns.

Let’s be straight: all these modifications don’t really make the Falcon 2000LXS a new aircraft, but they do make an existing one a whole lot better. Consider this as a whole bunch of game-changing options thrown in at no extra cost, and you will see that this is the perfect Falcon 2000. It has all the advantages of the series – up to 40% less fuel burn than competitors, spectacular performance, quiet and spacious cabin, beautiful interior design. Additionally, the new TALON II™ combustor reduces the PW308C’s NOx emissions by an additional 20%, outdistancing margins set by current Committee on Aviation Environment Protection (CAEP/6) regulations by 40%. It also has what the others don’t: improved field performance, remarkable new cockpit, improved cabin management system, and an even quieter interior.

With certification in the first half of 2013, it is just around the corner. If you were looking for the perfect twin to fly 7000+ km with 6 passengers at M.80 – this is it. Paying more on acquisition than for competing aircraft, chances are you will win the difference on operations and slower depreciation rates. Not many rely on mathematics alone, however. And with MEBA coming up very soon in Dubai, there’s a good opportunity to see the Falcon 2000 on the tarmac. Just keep in mind that whichever version you see, the 2000LXS ■ will still be a little better.

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Factory Tour

G-Base Visiting the Gulfstream Headquarters

There is a lot going on at Gulfstream, with two new models recently certified and many jets ready to go to lucky customers. Company headquarters in Savannah, Georgia, are a good place to appreciate the heritage, dedication, and scale of this famous manufacturer.

THE FLIGHT It was just three days before Hurricane Sandy hit New York. The clouds were low and of a particularly gloomy grey that leaves no hope for a ray of sunlight.

We were to assemble at the Jet Aviation FBO, Teterboro airport, 9 o’clock sharp.

N280GD, a beautiful G280 in trademark livery, was to take us up and above the awful weather and to Savannah, Georgia. This was my first flight in a Gulfstream, so I was naturally excited. And although this particular model is technically a successor of the Israeli IAI Ga-

By Ivan Veretennikov

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Factory Tour Masses of headroom in the G280. With a cabin height of 191cm, the "trench" down the middle is an additional bonus that makes walking around, even for the tallest people, easy.

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Factory Tour

I had time to pull out the divan to test its dimensions first hand. This will definitely be the place for longer legs with enough range to go from New York to London or London to Dubai nonstop laxy, and green aircraft are manufactured in Israel, it is unmistakably a G-jet inside and out after all the changes made

by Gulfstream to the wing, fuselage, tail, cockpit, and cabin.

There were ten of us: three crew, two company representatives, and five journalists. Quite a number for a midsize business jet it would seem, but we all settled down very comfortably. This says more about cabin size and comfort than abstract photographs or crosssections. The “trench” running down the middle is not a desperate effort to raise the ceiling as in some other jets – there would have been enough headroom without it. Thrown in as an additional bonus, it makes walking around much easier even for tall people, giving the cabin a height of 191 cm.

Until we went racing down the runway and swiftly took off, gaining altitude like a rocket, there was no saying if first impressions would prove correct. After all, I’ve seen a spacious interior, comfortable chairs, fold-out divans, great leathers, fabrics, and veneers on a Tupolev 134. Once the engines revved up and we were squeezed into our seats, however, I saw that the G280 is a different bird to all I’ve flown before. It is literally whis-

It is literally whisper quiet even on high thrust and cabin pressure changes are unnoticeable

per-quiet even on high thrust, and cabin pressure changes are unnoticeable. And while any business jet has its “performance takeoff”, the climb rate and speed here are very sporty in comparison. It could have gone straight up to 13100 metres in just 22 minutes, but we didn’t get clearance for that and had to stay quite low, in and out of thick clouds. The outdoor camera installed high in the tail offers plenty of entertainment when gaining altitude and manoeuvring – this airplane is so agile it could easily fit into a fanciful computer game.

Very soon we were served breakfast and could appreciate the broad and steady tables that, if necessary, cater just as well to flying office needs. Onboard Wi-Fi was another nice addition and worked perfectly at an altitude of about 12 km. Engaged in pleasant conversation, we barely noticed when it was time to land. I did, however, have time to pull out the divan and test its dimensions first-hand. This will definitely be a place of choice on longer legs. The aircraft has enough range to go from New York to London and from London to Dubai nonstop, offering more than others in its class, as one would expect

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Factory Tour

"Gulfstream builds its top end here, the G450, G550 and G650. There must have been a few dozen ready, some as green aircraft, others ready to go to lucky customers"

of a Gulfstream. Surprisingly, it costs about the same to acquire and operate as the competition.

Soon enough we were on the ground and saw the Gulfstream Savannah customer reception centre on our screens, broadcast by the tail cam. It was time for the factory tour.

THE FACTORY The factory in Savannah is a lot more than just the production facilities – this is the global Gulfstream headquarters.

On the technical side, there’s a state-ofthe-art service centre and an R&D centre. The much-praised 24-hour Technical Support team that will be mentioned later is also located here. For the customer, there is a very nice reception centre with meeting rooms and a dining room where we were served a wholesome lunch, and a history corner with lots of interesting facts about Gulfstream aircraft, old magazine adverts, model airplanes, etc. Even the studio of Gulfstream’s own TV channel, broadcast to customers worldwide with the latest news, is also here.

Then there are the production facilities.

Gulfstream builds its top end here: the G450, G550, and G650. The latter has its own building with an area of 29000 sq m, and the output is fantastic. There must have been a few dozen ready,

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Factory Tour

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Factory Tour

"Tools can only be taken in exchange for cards that each employee has. This serves as a reminder and allows Gulfstream to double check that nothing has been left aboard the aircraft." some as green aircraft, others ready to go to lucky customers. I presume that “first delivery” will quickly turn into “first batch”, and at least several units of the new flagship will fly out to various corners of the world before year-end.

While every manufacturer claims attention to detail, Gulfstream production facilities take it to a new level. The factory is very busy, a lot is going on at any single moment, yet it is exceptionally tidy and well-organized. Some very advanced methods are in place to keep it so.

Tools, for example, can only be taken in exchange for corresponding cards that each employee has a set of. This serves as an extra reminder and allows Gulfstream to double-check that nothing has been left aboard the aircraft. When you are there, it is easy to see where the famed production quality is coming from: there’s so much running in the background to make sure processes are well-executed and controlled, and all results tested.

THE SUPPORT Gulfstream proudly announces that it has consistently been ranked number one in product support in the annual

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survey conducted by Professional Pilot magazine and in the AIN Product Support Survey. Operators of these aircraft seem very happy with the support they get, and once you see the 24-hour Technical Support team at work, it shows why. There’s always someone on duty among the mock-ups of various Gulfstream cockpits, where any sorts of failures can be simulated to get to the root of the problem. A big screen in the middle of the room shows the status of Gulfstream aircraft operated around the world, and any one in service (and a very significant share of even the oldest ones still are) can be brought up with a detailed history.

Some responses can be handled by phone, while others may require a visit to the nearest service centre or even delivery of a certain spare part to wherever the aircraft was grounded (Gulfstream mentions dispatch reliability rates in excess of 99.5 percent, so it doesn’t happen often). This is where FAST, or Field and Airborne Support Teams, kick in. Travelling by land or plane (there are two G100, eight pilots, and one supervising manager always on duty), FAST team members can bring the required

parts and get the aircraft fixed. They are part of the company-owned product support network staffed by more than 3700 professionals.

THE FAREWELL The short but eventful flight, a comprehensive tour, and a lovely evening spent in warm Savannah – unaffected by the troublesome weather arriving from the East – all rounded up with yet another ride in the G280, this time using half Jet A and half biofuel. Taking off for Orlando we ripped straight up through the sky, unrestricted by the traffic controller, and reached our flight level within minutes. Obviously, the biofuel had not affected the outstanding performance of the new super-midsize aircraft. Gulfstream headquarters are a good place to understand how the company manages to consistently push the boundaries in quality, performance, comfort, and support. There is a great deal of well-structured work performed by highly skilled people surrounding each Gulfstream jet from start to finish, and beyond. They do a lot to make sure these aircraft deserve ■ the praise they get.

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LEGEND

Helicopter pilot extraordinaire

©reportage.co.uk

Quentin ‘Q’ Smith

Helicopter pilots and enthusiasts around the world know this stylish Englishman with a great sense of humour simply as ‘Q’. You’d never believe a Robinson R44 was such an exciting machine until you see him fly, but he says he doesn’t take risks. Touring around the world, he inspires new helicopter enthusiasts, confident that it’s time for cars to give way to personal flying transport.

By Ivan Veretennikov Photos HQ, Larisa Repina, www.reportageby.co.uk

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The son of a pilot on the Royal Navy, Quentin was used to living life in a suitcase and grew up around helicopters

Quentin started helping his parents at the flight controls around the age of five, but real flying came later

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“Ok, settled down? Now buckle up, then pull this handle and off we go.”

Quentin Smith, the legendary helicopter pilot who is well-known for his daring (if not even crazy) adventures, was absolutely serious. We were looking out of the bubble windows of his Robinson R44, waving its rotor blades lazily on the grass of Denham, an airfield about an hour’s drive from London. The weather was surprisingly wonderful after all the rain and cold of Farnborough Airshow. The time – about 8 p.m. Just to make sure everyone knew what they were in for, I decided to confirm: “Did I tell you I’ve never flown before?”

“Well, you have to start somewhere, don’t you? Come on, bring this thing up and let’s see how it goes.”

It was hard to argue, and harder still to resist. I had to convince myself that the fate of two passengers, as well as us two in the front, was in the hands of the legendary ‘Q’, and then I pulled that handle.

Spins and turns, up and down, going sideways, then back, then forward and turning around. Hovering over the tranquil English countryside, then diving down to the fields, skimming the surface, then over trees and back...

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I have no idea how long we were up there. My memory is a little better when it comes to who did what. What I did understand perfectly well is why there is so much talk about this ‘Q’.

Helicopters were in his life from the start. His father was a pilot in the Royal Navy, so the family moved around quite a bit. His mother was “living on a packed suitcase”, ready for a bit of travel whenever the chance came. Little Quentin started helping his parents at the flight controls around the age of five, but real flying came later. As a youth, he went through his deal of indecision and pursuit of different careers.

He declined an offer to join the RAF when he was 16 – a thing he regrets – earned a degree in physics, became a racing driver, and even looked at becoming a futures broker in the City. By that time he was an experienced pilot, flying a lot with his dad. And still he wasn’t sure if he wanted to spend his life around helicopters: “When you have been flying since you were a little child, you don’t really feel that it’s something special. You think there are lots of other things out there.”

Nevertheless, in 1986 he became the best private pilot in the UK, winning this trophy in the British Helicopter Cham-

pionships, then went to work as a commercial pilot in the USA and came back home with a clear idea of his future. By 1993, with the help of his father Mike, he opened his own operations at that very Denham Airfield – although they were admittedly much less impressive back then: “I had a school desk, broken phone that I repaired myself, and a Robinson R22 borrowed from a friend.”

It may not seem logical, but the person who is known for breaking the boundaries and performing breathtaking stunts on light Robinsons actually doesn’t take risks. At least he says so:

Q declined an offer to join the RAF and earned a degree in physics before becoming a racing driver and futures broker

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“After some years of teaching ‘Q’ got a chance to make the headlines.

His pupil Jennifer Murray had bought a Robinson R44 and after some discussion they decided to go all the way around the world.”

“I was always a very slow learner and made sure I understood what the machine will do before trying anything new.

It took me very long to learn all the different manoeuvres, to make sure I was comfortable about performing them. I look at others and it surprises me how brave they are to be in such a hurry!”

After some years of teaching ‘Q’ got a chance to make the headlines. His pupil Jennifer Murray had bought a Robinson R44, and after some discussion they decided to go all the way around the world. Allegedly, even the inventor of the helicopter, Frank Robinson, had doubts whether this feat could be achieved. ‘Q’ and Jennifer managed, and there was a spectacular story behind the scenes. It is so funny that it probably couldn’t have happened in the life of anyone else: “Flying around the world in a helicopter was exciting in itself, but what my father did made it ever more fun. When he found out that we intended to circumnavigate the globe, he decided to do it as well, but setting a speed record in the process. He and a friend of his prepared

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his good old Hughes 500 for the race.

We agreed that he would give me a head start, to make sure I come back to England before he does. After all, we thought of this first! So Jennifer and I are going along the route, taking our time, meeting people on the way. Enjoying ourselves tremendously. And suddenly I catch my dad at Niagara Falls, already speeding towards his record! Well, I wasn’t going to lose this one. We were supposed to keep touring for another two weeks, but we headed straight back to Denham, arriving a week earlier. There we got some press together, took pictures, and headed back to the Faroe Islands as if we hadn’t steered from our course. When we stood on English soil for the second time, we were greeted by my father, very happy with his clever trick. Imagine his face when I showed him a newspaper with our picture, published a week ago!” Adventures are not everything though. ‘Q’ is an avid proponent of helicopters, confident that flying machines must take over from cars in the future. We were hovering above Denham when he said to me:

“Look down there. Do you see these people crawling along, tied to the ground? For them to move around, we have to build roads, create all these complex cars, and then they don’t even get anywhere! They spend most of their time stuck in traffic! While the helicopter... you can see for yourself. There is a freedom that you cannot get anywhere else. And it’s a very simple machine. My mission is to show this to people, to convince them that they can fly and teach them how to do it.”

The same night I was invited to a meeting of his club members – those who work at HQ Aviation or were taught to fly by Quentin Smith. About 15 helicopter pilots were gathered together in a lively pub, some very experienced, others had barely started flying. They had all taken a ride with ‘Q’ in his R44 one day, and instantly became converts.

Magic, charisma, or just talent – I really don’t know. But he brings out something in the little Robinson, something you would never expect of a single-engine piston helicopter. It makes you ■ think: “I want to fly like him too!”

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Big Iron 2

Choosing a business jet is never easy, even when you know what segment and price range to look at. Imagine picking one out of many when each is fit to become a flying palace, the variety of cabin sizes and cross-sections is overwhelming, the selection of fabrics, leathers, and veneers comes in entire walls of samples, and the costs have no boundaries whatsoever. Welcome to the world of business liners – the ultimate flying property.

The cost no object comparison of business liners

By Ivan Veretennikov

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The term 'Business Liner' is only useful when you distinguish these big boys from traditional business jets

A business liner (be one taken from airline service and refurbished, a standard factory model meant to compete with traditional business jets, or an awe-inspiring custom-built giant) can be considered the pinnacle of luxury living, an extremely useful business tool, or both.

Depending on its interior and performance, it can either serve as a transport for governments, official delegations, and top corporations, or provide a means of safe, comfortable, and highly confidential travel for wealthy individuals and families.

There are so many to choose from, however, that the generic term “business liner” is only useful when we distinguish them from “traditional business jets”.

The sizes and shapes, brands, prices, and performances vary greatly, and it

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would be impossible to give a very detailed account of what options are out there: Each deserves a separate article.

We will therefore break them down into categories, and consider the key features of each. One thing is for certain though: Even when analysis shows that you can do your business with a much smaller plane, it’s still very hard not to want at least one from the list below.

Flying in a business liner is different experience altogether.

THE JUMBOS Let’s start with the “most wanted” – the biggest and most powerful aircraft with an extremely long flight range and enough floor space to turn them into real flying palaces, office blocks, or government institutions, as the case may be.

These are the Airbus A380 and the Boeing 747-8. The Airbus is a cleansheet design in service since 2008. So much has been written about this magnificient aircraft that we will mention just the basics: It has a two-storey fuselage with a total of about 550 sq. m. of floor area, weighs 560 tons and is powered by 4 Rolls-Royce Trent 970 engines of 311 KN thrust each (compare

that to the 71.6 KN of a G650 engine!).

It is fully fly-by-wire, and pilots seamlessly transition from any modern Airbus aircraft into another thanks to identical cockpits and controls.

The 747-8 is a thoroughly revised version of the classic Jumbo Jet, which entered service in 2012. Its fuselage is stretched by 5.6 metres compared to the 747-400 to a total of 76.4 m, making it the longest aircraft in production worldwide. It features partial fly-bywire, a redesigned wing with Dreamliner-styled wingtips to help to improve fuel consumption, and four GEnx-2B engines with 296 KN thrust each. The floor space is 445 sq. m., noticeably less than on an A380, but still 14 times that of a Global Express. Its max takeoff weight is 448 tonnes.

Both aircraft have a tremendous flight range (over 17000 km), capable of reaching virtually anywhere from anywhere nonstop. Cabin measurements sound surreal if you are accustomed to business jet standards. Main decks are 63.2 x 6.1 x 2.4 m for the Boeing and 44.9 x 6.54 x 2.33 m for the Airbus. Note that the Airbus has two similar-sized decks running the entire length of the fuse-

lage, while the Boeing only has its trademark “hump” – hence the difference in floor area.

That is certainly a lot to outfit, but the space comes with its drawbacks, most importantly, lower flexibility, long waiting times, and huge costs. With either aircraft the owner is tied to the largest international airports, somewhat defeating the point of business aviation that should be able to take you closer to the final destination. Governments, individuals, and corporations tend to keep smaller aircraft to augment a jumbo.

Another consideration is time: from the moment a green aircraft is released by the manufacturer it takes 2-3 years until customer delivery after completion – and you have to wait for the green airplane too.

The first VIP Airbus A380 was announced in 2007, ordered by Prince Al Waleed Bin Talal during Dubai Air Show, but is yet to become reality. The Boeing 747, on the other hand, is a proven and popular platform for government and VIP conversions, the most famous being Air Force One, the flying office of the US President. One new 747-8 has already been delivered to a completions

A green 747-8 costs $300m and an A380 $345m.

Estimates of an extra $100-$150m for fit outs though that's limited only by the imagination

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Feature The space comes with drawbacks. Lower flexibility and being tied to only the largest international airports

centre, destined for Qatar, but the customer is undisclosed. Orders for a few more have been announced. Boeing claims the 747-8 to be much more economical than the A380, but the fact that it has been around for so long (as a VIP plane too), is much more significant.

Completion centres seem to be reluctant to perform a one-off conversion of a huge airliner like the A380: the tooling alone would cost a fortune, and unless there are follow-up orders, it would be rendered useless after the job is done.

Airbus representatives believe that once the first one is complete and others see it, new orders will start coming.

Whatever the case, one thing is for certain: a VIP jumbo is the most expensive flying property out there. A green 7478 costs around $300 m, and the A380 about $345 m, while the price of outfitting is limited by imagination only. Estimates say $100-150 million extra, or enough to buy 2-3 Embraer Lineages.

THE CONVERTS The entry ticket to the world of business liners does not have to cost as much as a small country, however. Aircraft taken out of airline service and converted to similar standards as factory-made business liners, and by the same completion centres, retain their popularity among certain categories of buyers. Due to a lower price even with complete refurbishing (a Boeing 727 can be bought for under $1 m, although this is definitely not a modern plane, and it will have very high total time), those who don’t mind that their aircraft had been flying for a while and opt for a big cabin above all else, study offers on the market for Airbus A310, BAe-146, Boeing 737, 757, Fokker 100, MD83, Avro and the like.

Generally such aircraft are acquired by business jet operators for charter in a VIP + entourage configuration, or by sports teams, music bands (notably, the British heavy metal band Iron Maiden toured the world in a branded Boeing 757 with a special baggage hold, piloted by their own lead singer Bruce Dickinson). There are private owners too, the most public being John

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Travolta with his Boeing 707 and Donald Trump with a Boeing 757. With the advent of Airbus Corporate Jets and Boeing Business Jets as separate departments delivering brand-new aircraft to private customers, the introduction of the Embraer Lineage, and the abundance of offers for preowned VIP liners or better-performing but smaller ultra-long-range business jets, converting a venerable airliner or buying a converted one only makes sense when cabin size is the only consideration, while range, operating costs, and flexibility are not as important.

Mainly this means buyers for whom flying aircraft is a business in itself, i.e. operators. Private owners should consider this option very carefully.

THE FUTURE Before we describe the “dedicated bizliners”, it’s worth saying a few words about two new platforms: the Airbus A350 and Boeing 787, which have both received significant attention from customers due to their immense flight range (over 18000 km) and extremely spacious cabins, bettered only by the jumbo jets: 52.43 x 5.61 x 2.43 m for the Airbus and 48.4 x 5.4 x 2.3 m for the Boeing. What makes them special isn’t

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the sheer space, although there’s 275 sq. m. of it in the A350 and 256.6 in the bigger and longer-range 787-9, but the technology.

The Airbus A350 XWB (standing for Extra Wide Body) is scheduled to enter airline service in 2014. It is a clean-sheet design, taking advantage of new materials, advances in aerodynamics, and next-generation engines. Its compositerich fuselage and all-composite wing will allow weight savings and ease of maintenance, while the two efficient Rolls-Royce Trent XWB engines with 334 KN of thrust each help to hit the target of 25% lower operating costs compared to existing aircraft of this size.

The Boeing 787 has received much attention from the press over the years as the “first composite airliner” and is already in service. Its combination of lightweight structure, two advanced GEnx engines at 287 KN each, and full fly-by-wire controls, as well as a completely reinvented cabin with much bigger windows for plenty of natural light, will make it a benchmark for future airliners and a desirable business liner.

Prices vary greatly depending on modification and subsequent interior, but $200 million can be used as a starting

point for a green aircraft. If you are looking for a truly personal business liner, however – spacious, brand-new, fitted with a designer interior and costing considerably less – Airbus, Boeing, and Embraer have special models for that.

ACJ Airbus Corporate Jets are praised for their very spacious cabin, 3.7 m wide and 2.25 m tall. Operators and owners have been heard to comment that “standard” interiors are of the best quality and have a great design. Up front, there is one of the most advanced cockpits in aviation, with fly-by-wire, sidestick controls, LCD screens, and a wide range of navigation and awareness aids.

This translates into smoother flights (fly-by-wire helps reduce the effects of turbulence) and greater safety.

Any ACJ, starting from the smallest ACJ318, has enough room to accommodate its 19 passengers in great comfort.

The VIP area can feature a shower, a proper king-size bed, and its own cinema, while the rest of the aircraft may be turned into a lounge with a separate dining room or a flying office. The only general drawback of the series as voiced by several operators we spoke to was the flight range: the ACJ318 is limi-

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ted to 7800 km, and while the bigger models, notably the ACJ319, can do a lot more, this requires fuel tanks in place of baggage holds, making it hard to fit in a lot of belongings. For customers in Europe and especially the Middle East, however, this is not a big issue. A flight to the USA, Latin America, or Australia would require a fuel stop on anything but a ULR business jet, while destinations within these regions can be reached nonstop.

Airbus recently announced the Enhanced option, including new winglets branded as Sharklets that help improve range and payload. This is a step toward

Airbus

Boeing

the next generation neo platform that is set to enter service in 2016 with new engines boosting fuel economy by 15%, reducing cabin noise, and adding about 1000 km to the flight range. Prices currently range from $60 m for the ACJ318 to $90 m for the ACJ320.

BBJ Boeing Business Jets are the classic business liners, launched in 1996 when Boeing recognized the opportunity for VIP aircraft based on the immensely popular 737 platform (there had been plenty of one-off conversions by that time). There are three variants: the BBJ,

BBJ2, and BBJ3, each subsequent one having a longer cabin than the previous, but the BBJ having most flight range at about 11500 km with 8 passengers.

They are priced between $70 and $91 million.

Operators like this aircraft for its extreme durability and reliability, ease of maintenance, abundance of experienced pilots, service centres, and spare parts. Owners praise its flexibility, large 24.13 x 3.53 x 2.16 m cabin, and flight range that is best in class even with full payload and available fuel. Opponents say that this comes at a price of a venerable platform, which hasn’t changed

Model

Advantages

Price

Range (km)

Cabin Area (m2)

MTOW* (kg)

Cruise Speed (km/h)

Takeoff Distance (m)

A380

Huge double-deck cabin, global range

$350 000 000**

17 300

551

560 000

1 090

2 880

A350X WB

Advanced technology, global range, extra wide cabin

$250 000 000**

18 600

275

268 000

1 090

2 730

ACJ318

Big, wide cabin in a relativel small aircraft

$60 000 000

7 800

75

68 000

876

1 790

ACJ319

Optimal cabin/range/price ratio for this size

$80 000 000

11 100

83

76 500

898

1 880

ACJ320

All the ACJ benefits in a stretched cabin

$90 000 000

7 800

96

77 000

898

2 025

747-8

Huge cabin, part double-deck, global range

$300 000 000**

17 400

445

448 000

911

3 260

787-9

Advanced technology, global range, already in operation

$250 000 000**

18 500

223

250 836

902

2 600

BBJ

The classic business liner: optimal range, cabin, flexibility

$70 000 000

11 362

75

77 565

885

1 855

BBJ2

Stretched BBJ with stretched cabin and more baggage

$83 000 000

10 334

93

79 016

885

2 135

BBJ3

Bigger cabin than BBJ2

$91 000 000

10 178

104

85 140

885

2 609

True business liner cabin for the price of a long-range jet

$53 000 000

8 149

70

54 500

885

1 870

Embraer Lineage

*MTOW is maximum takeoff weight - **Green aircraft

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much since the 1960s, traditional controls with less automation and more for the pilots to do, as well as in-house interior designs and finishes that aren’t quite as sophisticated as those of the competition.

Nevertheless, these aircraft are selling at the same pace as Airbus corporate jets, about 10 delivered per year from each stable, highlighting both the limited size of this market and the fact that public opinion is more or less equally divided.

The new BBJ MAX 8 and 9 may help attract new customers. The aircraft, announced this year at NBAA, are based on the 737 MAX with new CFM International LEAP-1B engines and the Boeing Advanced Technology winglet, will offer better range compared to BBJ2 and BBJ3. Boeing is also considering a BBJ MAX 7, based on the original BBJ cabin, but with 7000 nm range – almost 13000 km – and able to compete directly with ultra-long-range business jets.

EMBRAER A newcomer from the Brazilian side is set to disrupt the equilibrium and also steal some customers from the top end of traditional business jets. Priced at around $53 million, or about the same as a long range bizjet, it offers more than double their cabin size, while being significantly cheaper than business liners – both to acquire and operate. It is based on the Embraer ERJ platform, which has become very widespread with airlines around the world, ensuring field support, pilots, and spare parts are not a problem. It is a modern aircraft with full fly-by-wire controls, two GE CF34 engines with 82.3 KN thrust each, and a range of 8200 km.

With a cabin measuring 25.7 x 2.67 x 2 m it offers 70 sq m of floor space, divided into 5 distinct zones, it is a true business liner with a level of comfort far above what you get in traditional business jets. 19 passengers are treated to a dining area, a mini bar in a spacious lounge that also features a 42” plasma screen, as well as a master suite with stand-up shower, queen-size bed, and its own entertainment system. The baggage compartment, accessible in flight, deserves a special mention: it is a whop-

Airbus has the widest interiors, Embraers the most versatile but Boeing's interiors are the quickest to fit out.

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Chances are there will be a wide variety to inspect at MEBA in Dubai

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ping 9.2 cu m in volume – enough for a Mini Cooper if there was a way to get it in there. Together with well thought-out and executed completions (Embraer now has a very creative in-house design team) and outstanding flexibility (access to London City airport, operations into and out of high-altitude Aspen, Colorado), the Lineage 1000 has attracted attention especially among buyers in the Middle East. Its flight range is perfect for nonstop Dubai-London or Dubai-Cape Town flights, while the spacious cabin, ample baggage, and relatively low acquisition and operation costs form a winning combination.

DIFFICULT CHOICE Depending on the profile and needs of the buyer – be it an individual, aircraft operator, corporation, or government – the choices are out there, and they all seem quite popular.

The jumbos are the ultimate flying property: Immense size, truly global flight range, fit only for international airports, and worth almost half a billion dollars.

The next generation widebody airliners are also very big, but more flexible and economical, with better cabin noise levels and pressurization, and also cost an awful lot – around $300 million at least.

If that seems too much for an aircraft, there are plenty of airliners waiting to be converted, and they come in diffe-

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The Embraer Linage 1000 has attracted Middle East buyers with non-stop DubaiLondon and Dubai-Cape Town ranges

rent shapes and sizes. Chances are, you can find a relatively attractive price/quality ratio, especially if you are in the business of operating business jets, but don’t expect the older planes to have flight ranges, operating costs, or equipment comparable to brandnew business liners offered by three manufacturers.

Of which Airbus Corporate Jets are the most spacious, have advanced fly-bywire controls, but don’t offer so much in terms of flight range, unless you are travelling light. Boeing Business Jets are the classic business liners – proven, extremely reliable, loved by their owners and pilots, but possibly lacking the elegance, smoothness, and sophistication of their French counterparts.

Embraer Lineage is in a class of its own.

Big enough to be considered a true business liner and offering a corresponding level of comfort, it competes with long-range business jets such as the G550 or Global 6000 in price. Its clever “Home Away From Home” interior philosophy is finding more and more supporters among the top-end clientele.

And whatever the considerations, there is always an emotion that influences the decision. It can only be evoked through direct contact with the aircraft in question, and chances are, enough of them will be at MEBA in Dubai to add real ■ feelings to rational thinking.

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Remanufacturing

Turning old into new

Going the XTra Mile

There must be a secret side to a light jet offered at the price of a VLJ. Sometimes it’s a shady history. Sometimes it’s age, covered up with some cosmetics – and no big secret at all. In the case of the Nextant 400XT, however, age becomes a very valuable advantage, saving the buyer about $4 million. And for all practical purposes, you’re still getting a new aeroplane.

They started life as Mitsubishi aircraft, then carried on as Beechjet and Hawker models. And now some – the luckier ones, judging by the result – become the Nextant 400XT, a completely remanufactured light jet, with a longer flight range, better fuel economy, modern avionics, and a whole number of other significant changes. The amount of work Nextant puts into this neat aircraft justifies the claim that it can be considered a new type. Let’s take a closer look.

THE IDEA Kenneth Ricci, the founder of Nextant and major fractional ownership operator Flight Options, comments why the Beechjet/Hawker 400 was chosen as

By Ivan Veretennikov

the remanufacturing platform:“The considerations are quite simple, and there are just three of them: 1. It has to be a good aircraft with some sort of deficiency that needs to be addressed. 2.

There have to be enough of the aircraft on the market for such an effort to make sense – it has to be a popular model in the first place. 3. There has to be a sufficient resale market. In terms of cabin comfort and flight range the 400XT is aimed squarely at the Citation CJ4 and Phenom 300, but costs much less. There is a very good market for this aircraft.”

Good indeed. Kenn doesn’t mention that his own company, Flight Options, acquired 40 of these aircraft worth $150

million, but does say that the total backlog will be $175 million after 25 planes are delivered by the end of 2012. This is very impressive for a light jet in current market conditions, so we really have to see what makes it so special.

THE PROCESS Taking a Beechjet 400 and turning into the Nextant 400XT is referred to by the company as “remanufacturing”, and this is exactly what it is. It is not a refurbishment or overhaul, where the customer brings in his own plane and says what he wants. This is a new model, with its own type certificate, and it comes with a range of options. The essence, however, is predetermined: Modern Williams

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FJ44-3AP engines, several aerodynamic changes, a Rockwell Collins Pro Line 21 glass cockpit, completely new wiring harness, and a choice of standard interiors. Everything that has age limitations is either changed for new equipment and parts or is overhauled to “zerotime” status. Since the airframe originally has no limit, it is the only major component left unchanged. While this is not a brand-new airplane, for all practical purposes it will be: It even comes with a factory warranty. 6000 manhours and about as many parts are put into the Nextant 400XT, in a brand-new production facility based in Cleveland, Ohio, recently expanded by 11500 sq. m. to accommodate a planned output of 48 aircraft per year – a very formidable figure in these challenging times.

THE PLANE The Nextant 400XT does not compete with the Beechjet or Hawker – it goes a whole level up. A repositioning of engine nacelles, an aerodynamically-improved cowling and pylon, optional winglets all result in less drag, by themselves increasing the flight range by 4-5%. The big deal, however, are the engines. The compact Williams FJ44 made a revolution when it was offered in the early 90s, and

"6000 hours go into each aircraft.

It takes 14 weeks to roll out a Nextent 400XT'" Kenn Ricci

became the single most important factor behind the variety of VLJ projects in the past decade. The fact that it was chosen for the Virgin Atlantic GlobalFlyer, on which adventurer Steve Fossett circumnavigated the world in just 2 days 19 hours and 1 minute without a single fuel stop (smashing the previous record of 9 days and 3 minutes) speaks for itself. It is a small, powerful, reliable FADEC engine that needs only about 2/3 of the fuel consumed by older engines in its category – the Pratt & Whitney JT15D installed on the Beechjet, to be more specific. With the FJ44, the Nextant can do trips of 2000 nm (3700 km) with 4 passengers – an outstanding achievement. The original aircraft would only go about 2800 km, barely enough to reach Moscow from London, and no good for a flight from the UAE to Kazakhstan, for example.

Improved range, climb performance, and cabin noise (aided by new soundproofing) come with the Williams engine. The 400XT is more than just a re-engined plane, however. Its modern avionics suite has options such as synthetic vision, integrated flight information system (IFIS), and wide area augmentation system (WAAS) that will keep pilots well-informed. The comple-

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With its $4m price it's roughly the same as a Phenom 100 and cheaper than a Honda Jet but offers much better performance

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tely re-done cabin, including HD video, coloured LED lighting, onboard Wi-Fi, satellite phone, iPad/iPod docks, and all the other niceties you would expect to find on a recently-produced aircraft, will make the flight more enjoyable. Most options come at a price, however, so the total price of the aircraft may go up $300-400 thousand and more, depending what choices are made.

“We include the acquisition of a preowned aircraft and its total remanufacture in the price. Our brand-new facility mainly employs trained technicians as opposed to just mechanics, which means that the complex jobs are handled with greater precision, and the resulting quality is top-notch. 6000 hours go into each aircraft: We take everything out, and then put new systems, equipment, engines etc. in place. We even custom-build the wire harnesses – that’s a huge undertaking. It takes us 14 weeks to roll out a Nextant 400XT,” says Kenn Ricci.

THE COMPETITION Sitting low on the ground, with a sharp long nose that subtly transforms into the fuselage, the latter continuing in a straight line to the T-tail, the Nextant 400XT looks sporty, compact, and wellproportioned. It can actually fit as many as 9 people (1 on the toilet seat) plus 2 crew, although 4 passengers would be most comfortable in this size of aircraft, and 6 would be just about enough. With its $4 million price tag, it’s roughly the same price as a Phenom 100 and cheaper than a HondaJet, but offers much better performance and cabin – at the level of the Cessna Citation CJ4 (almost $9 m) and Embraer Phenom 300 ($8.8 m). We could even compare it to the new Learjet 70, worth $11.5 m, offering about the same range and a longer cabin of greater volume, but Nextant seem to be content with the Citation and Phenom as primary competitors.

A maximum range of 3700 km with 4 passengers, a 22-minute climb to 13100

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m, and a high-speed cruise speed of 850 km/h are all figures one expects of a light jet made in 2012 and onwards, sold at over $8.5 million… which is exactly where the Nextant 400XT leaves its competition far behind. Sure, there are enough people on the market who won’t be satisfied with the “good as new” philosophy – just as there is a bunch who can see the direct benefits straight away. This not only goes for the acquisition price, but also the operating and fixed costs, which should be on par with the competition, taking into account the factory warranty and relatively low depreciation (Nextant officials expect it to be less than that of new aircraft).

The 400XT can cover all of Europe (Moscow-London for example) nonstop. With one fuel stop, it can reach any destination in North and South America or get to China and Russia from Dubai.

The flat floor and “squared” cross-section make the cabin more comfortable than a standard “tube”: There is enough shoulder room, and plenty of space below so that your feet are not tangled

with another passenger’s. A proper bulkhead separates the lavatory from the rest of the cabin. The baggage compartment is not as spacious as that on the Phenom 300 (and Embraer is very hard to beat in any class), but it’s still enough for suitcases and golf clubs, although some have been heard to complain that this plane doesn’t like overpacked passengers.

Aftersale support in the USA should be no problem, with seven maintenance and overhaul facilities. Maintenance in the rest of the world is through factoryapproved centres, building on the vast experience with Beechjet and Hawker operations. For now this sounds like a weak area, however, and as the global fleet grows we would expect Nextant to address the issue with own service centres around the world.

THE FUTURE With a full 2-year warranty on the airframe, 3 years provided for engines by Williams, and another 2 on avionics, the Nextant 400XT comes with a number of benefits characteristic of a brand-

The completely re-done cabin includes HD video, coloured LED lighting, onboard wifi, satellite phone, iPad and iPod docks.

new aircraft. Even pilot training is included, though re-training from a Beechjet (which is probably what most pilots will be in for) is very simple. With the future of Hawker now very uncertain, the 400XPR, a manufacturer take at improving the Hawker 400, is out of the way, and the battle will be against advanced new aircraft, such as the Cessna Citation CJ4 and Embraer Phenom 300. In regions such as the USA and Europe, where the 3700 km flight range allows the owner to get virtually anywhere, and given the $4 million benefit on acquisition compared to the abovementioned, the 400XT will definitely get its share of the market. Another good place may be South America, where Embraer is very successful in selling its light jets.

When speaking of regions where “buying big” is still the trend – such as the Middle East, Russia, China, and India, massive sales are doubtful. There is a way out for Nextant, however.

Asked about the vague prospects of the Hawker lineup, the seemingly attractive – and significantly larger – Hawker 900, and the possibility of adding this model to the remanufacturing roster, Kenn Ricci commented: “We didn’t see it [Hawker Beechcraft ceasing the production of Hawker] coming. The Hawker 900 does meet our criteria that I mentioned before – it has some deficiencies that can be improved, it exists in great numbers, and there is a resale market for a new version. However, we already have an announcement coming in January. We’ve looked at 4 different models and narrowed the choice down to 1. Now we’re just waiting for one final supplier agreement, and will tell the world what it is.

In about three years from now, we’ll have another model coming off our production lines.”

January is just around the corner. It’s easier to wait for the announcement than to start guessing. Whatever it is, it’s sure to be a bigger aircraft with greater range. And when it comes, the formula of “(almost) brand-new aircraft for half the money” will attract a new audience: Those who want to fly big, but not ■ spend big.

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