XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:47 Page54
VNE
By Ivan Veretennikov
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page55
VNE
Bombardier Challenger 350
Beyond Middle Class
An update of the extremely popular Challenger 300 business jet was highly anticipated, and it comes at the right time. Just as competition seems to have finally caught up on the successes of the original, the new Challenger 350 brings new rules to the game its predecessor once started. Once again, Bombardier has everything it takes to keep the super-midsize throne to itself.
55
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page56
VNE
The Cabin Management System was made just for the 350 with all controls available via touch screen for every seat
56
Let’s start from the outside. The Challenger 350 will retain the dimensions and ramp appeal of the 300, but will noticeably grow in wingspan: by almost 3 metres. This is due to a longer and stronger wing with new canted winglets. It gives the aircraft a higher max takeoff weight and allows more fuel to be loaded, bringing the flight range of the Challenger 350 to 5930 km with 8 passengers, or a whole 250 km better than that of the Challenger 300. This is enough to reach Moscow and London from Dubai, fly coast to coast in the US, or reach Paris out of New York.
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page57
VNE
Step back through the galley and into the cabin and see why the Challenger series has been the undisputed leader in the super-midsize class
One huge and noticeable change over the 300 are the windows which are 6.5cm taller guaranteeing great views and loads of natural light.
Another important upgrade helping boost flight range and especially takeoff performance (the 350 rockets from zero to an altitude of 13100 metres in under 22 minutes!) are the Honeywell HTF7350 engines that offer a 7% thrust increase and feature the latest systems designed to lower fuel consumption and reduce emissions. Apart from that (and the number “350” painted on the side as opposed to “300”), it would be hard to tell the aircraft apart. Coming in, turn left and the change will be much more apparent. The new Rockwell Collins Pro Line 21 Advanced
avionics suite features the Synthetic Vision System (SVS), Future Air Navigation System (FANS 1/A), and more safety systems, as well as some additional technology to prepare the aircraft for operations under future regulations. Another innovation is the MultiScan Threat Detection System. According to Rockwell Collins, “it provides “hands-free”, automatic weather and turbulence identification that enhances both safety and ride quality while significantly reducing pilot workload.” The cockpit is seldom a place where owners spend most of their flight time, however. Step back through the galley and
57
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page58
VNE
58
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page59
VNE
into the cabin, and see why this Challenger series has been the undisputed leader in the super-midsize class, with over 400 units delivered worldwide. The cross-section is the same, 2.18 x 1.85 metres. The floor is flat, creating a true large-cabin experience, and the newly-designed seats move around easily to ensure everybody on board has their own personal space. What’s more, they recline into a fully flat position for comfortable sleeping. The first big – and unexpected – difference is in the windows. They’re almost 6.5 cm taller, which is a great deal: much more natural light will be available in flight, and good views are guaranteed from each seat. Another difference (this one anticipated) is the cabin management system. The Challenger 350 is equipped with the LHT nice HD Cabin Management System. It was customized specifically for this aircraft, with all controls conveniently available via touch screens at every seat. The two 22» HD bulkhead monitors will entertain flyers when they want to relax, while the Iridium satellite phones, Wi-Fi Internet access, USB ports, and power sockets will ensure that business gets done as well. HD films can be streamed direct to tablet computers or onto the bulkhead screens from a large onboard storage that will be easily kept up-todate, taking in-flight entertainment to a new level.
One to catch on the static at the Dubai Airshow, the order books for the Challenger 350 is filling fast with 200 to NetJets and another 40 to VistaJet
‘The floor is flat, creating a true large-cabin experience and the newly-designed seats move around easily to ensure everybody on board has their own personal space’
59
XP VNE Challenger 350-AA31_XP VNE Challenger 350-AA31 05/08/13 11:48 Page60
VNE
An extra three metres in wingspan allows more fuel on board which gives the Challenger 350 and additional 250km range over the 300, enough to make it a non-stop contender from Dubai to London.
So, how does the Challenger 350 fly? Nothing is better than a first-hand account. John Travolta, Bombardier’s brand ambassador whom we interviewed at EBACE, had already given it a go in the pilot seat before the exhibition. He confirmed that it is an extremely pilot-friendly aircraft. It takes only a short time to start and fly, and situational awareness is extraordinary. But most importantly, he said: “At the end of the day I’m most impressed that you can fly this fast, this far... for this amount of money? I don’t think that any plane can compete with the Challenger grouping, because it’s so efficient. In today’s economy you have to look at what you’re spending.” The Challenger 300 was (and still is, as it will be in production alongside the new 350) a class-defining aircraft. Its unique mix of elegance, cabin size, performance, and reliability paved its way to stardom. The new Challenger 350 takes the best, and adds some modern touches, which guarantee that
60
it will remain attractive in the years to come. First deliveries should start in 2014, but judging by the orders (200 from NetJets and 40 from VistaJet, to mention only the loud ones) the queue is already quite long. Small wonder: a great plane made even better is bound to be in the wish list. My bet is that we’ll see the actual machine at NBAA in Las Vegas late October, and perhaps at Dubai Airshow later on in the year. This is definitely an aircraft not to miss on the static display, although you’d have to look for the “350” painted on the side. With all the beauty that awaits within, it’s quite hard to distinguish it from the outside. So is it just an upgrade of the 300? Not really. A completely new model? Not quite. The Challenger 350 is just the right mix of proven and innovative that will see Bombardier take another step forward in the super-midsize class just as the competition had caught up with the successes of the Challenger 300. Good move. ■
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page62
DESIGN
By Ivan Veretennikov
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page63
DESIGN
A New Level
Eurocopter EC175 VIP helicopters gained a whole lot as the magnificent Eurocopter EC175 bridged the gap between lighter private machines and opulent conversions of heavy helicopters. Eurocopter’s new take has more space than any of the competitors, and will take comfort to new heights.
Unveiled at EBACE 2013, the mock-up of the new Eurocopter EC175 twin-engine 7.5-ton helicopter packed a punch. Looking at photographs and specifications, it’s easy to forget just how big this machine is. The cabin measures 3.81 metres in length, allowing a truly comfortable layout with plenty of privacy and leg room. At the same time, with an interior height of 1.4 m, it is not a bulky and extravagant helicopter that, despite the advantage of a stand-up cabin, would offset the comfort with bills that only heads of state could afford. So, here we have the closest you can get today to the comforts of a business jet without having to convert a military or offshore machine for VIP needs. Eurocopter is known for partnering with leading luxury brands such as Hermès or Mercedes-Benz. This time, however, the partner was a company with great experience specifically in aviation interiors: Peder Eidsgaard and his famous studio Pegasus Design. The mockup featured at EBACE was of the so-called Executive version, seating nine to twelve passengers. It was apparent that this was the work of a leading aircraft designer, aiming to create a memorable and highly sophisticated interior, but just as concerned with functionality and its long-term appeal. Smoothly outlined, comfortable seats that are meant to be enjoyable even on lengthy journeys, the arrangement of lights and controls, the well-placed design elements all paint a picture of calm and reasoned elegance.
63
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page64
DESIGN
64
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page65
DESIGN
With a stand-up cabin that measures 1.4 metres in height and 3.8 metres in length, it allows a truly comfortable layout with acres of legroom and plenty of privacy.
What is known as the EC175 VIP, however, will be very different from the Executive version. A breathtakingly luxurious machine with just six—eight seats arranged in two distinct zones, it will offer unseen comfort and a level of customization that takes advantage of the large cabin. Eurocopter currently speaks of three various design themes: the “avant-garde”, drawing inspiration from modern sports cars; the “French flair”, reminiscent of contemporary penthouse interiors; and the “classic”, recreating the opulence of European grand villas. The three don’t yet seem to have product names, but the above descriptions give customers a pretty good idea what to expect. Inside the cabin of the VIP version, there are two distinct sections. The forward zone has a domed roof, creating a feeling of additional space overhead and for once doing away with the boredom of a flat ceiling – a neat touch for a helicopter. This zone can be called the “lounge”, with four passengers sitting in a club. The back features a sofa-seat for three, although probably the best idea would be to keep that seat for yourself and enjoy the comforts of a business jet standard. Among the available options are electrochromatic windows, an in-flight entertainment system with audio and video interfaces, and wireless connectivity via satellite communications links. Large cabin windows mean excellent views for all passengers, while a modern climate control system can function even when the main rotor is motionless, which is especially important where temperatures are regularly in the extremes, for example, the Middle East or Russia. As for technology that looks after flight safety, the EC175 is truly a next-generation machine, with advanced systems such as dual-channel FADEC for both Pratt & Whitney Canada PT6C-67E engines, each putting out 1775 shp. It is also equipped with flight envelope protection and pilot assistance systems, such as the 4-axis dual-duplex automatic flight control system – derived from Eurocopter’s EC225 helicopter – and a highly intuitive new avionics and human-machine interface. Pilot workload is decreased as the result of better situational awareness and innovative crew-alerting. The trademark Spheriflex main rotor offers a very low vibration level, even at low RPM. The comments from oil and gas airlift pilots during a spring tour of the EC175 in Texas inclu-
65
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page66
DESIGN
66
XP Design Eurocopter EC175-AA31-2_XP Eurocopter EC175-AA31 05/08/13 11:18 Page67
DESIGN
The EC175 has been tested extensively in extreme regions like the Middle East ensuring that it can take off and land in the hottest climates. Retractable wheels add to the overall sleek lines and aerodynamics while attention has gone in to ensuring its cabin remains quiet with low vibration levels.
ded: “The EC175 flies like a magic carpet – smooth and quiet;” “Its avionics system is second to none;” “Performance is superior, with excellent acceleration and deceleration;” “Visibility is outstanding;” and “The EC175 is simply the most advanced, safety-oriented helicopter in the world today.” In terms of performance, the EC175 can reach speeds of up to 305 km/h and cover 1146 km. Fully fuelled, it can still lift over 2 tons, and its certified ceiling is 6000 metres. Hot and high performance, a very important parameter for the Middle East market, has been tried and tested extensively to ensure that the machine can take off and land in the hottest conditions. Retractable wheels, adding to the overall sleek and ae-
rodynamic look of the helicopter, will also enable it to take off with a run, saving fuel and minimizing the effects of temperature and altitude. All in all, as a VIP helicopter, the EC175 combines the benefits of a large cabin with the efficiency, safety, and ease of operations expected of a modern machine. Everything, from its stylish exterior to the low noise and vibration levels inside the cabin, ensures that it has the makings of an excellent private helicopter with a great value for money proposition. The interior has enough space to keep a designer busy, while an advanced climate control system, coupled with good hot and high performance, makes the ■ EC175 a perfect option for the Middle East.
67
XP iFuel Interview-AA31_XP iFuel Interview-AA31 05/08/13 11:51 Page68
INTERVIEW
Extending service beyond the bowser
The New Fuel We met the representatives of a new but already successful fuelling company with a simple and memorable name: iFuel. Jeffrey Emmenis, one of the founding partners of 28 East Group, and Rinad El-Rabaa, the founder of Jet Aero Fuels, told Altitudes about this new joint venture, as well as what’s going on in their respective businesses.
By Ivan Veretennikov
XP iFuel Interview-AA31_XP iFuel Interview-AA31 05/08/13 11:51 Page69
INTERVIEW
Jeffrey, Rinad, please say a few words about your companies and expertise. JE: The 28 East Group is an aviation holding company, comprising charter sales company Vertis Aviation, 28 East Group Services that specializes in aviation consulting, IT company Sky Dragon, and now iFuel. RR: Our primary business is Jet Aero Fuels. We grew from a small company in Russia to a big player on the aircraft fuelling market, offering services in London, Europe, the Middle East, and Africa. Then there’s OpenAero, a charter broker company run by Tatiana Tektova – this is the third party to our new venture. So how did you integrate the new iFuel company into this framework? RR: What we decided with iFuel was that we were doing a lot of charter flights, especially in Russia, especially with OpenAero. The latter already had an agreement with Vertis Aviation, and they were fuelling the OpenAero charter flights. JE: And we had a lot of business in Russia as well. We decided that instead of outsourcing this part of services, we’d rather directly control the quality and costs by founding our own company in Switzerland. RR: Yes. Then it’s a package. You have
a charter customer for an operator, then you get him another deal for fuel and ground handling. He gets excellent service and good prices for fuel. Everybody wins. That’s been really successful. We’ve taken some big customers, especially in Russia. We can’t name them for privacy reasons, but we are very happy with how things are going. Who are the customers for iFuel as a whole? JE: Well, there are several categories. We have private individuals, for example, Russian owners who fly to Europe a lot. Then we have our charter customers, people who fly with OpenAero too as well as business operators. So basically iFuel is a service offered to people who are using the services of other companies within your group? JE: Yes, but not only that. There are companies on the market that approach us for their fuelling needs in Russia, because we can offer them better prices through Rinad. For you it’s an opportunity to save on your own operating costs, right? JE: Exactly. And it’s to the benefit of our owners and in the long run to our charter clients
When we’re talking about other companies, what exactly do they save on, and how does it happen? From what I understand, the fuel at a particular airport is all the same and coming from the same ultimate supplier. RR: I’ll explain: the relationship we have established as Jet Aero Fuels allows us to get better prices from the suppliers in Russia because of the amount of business we generate. What’s also important is that we offer a turnkey solution, including fuel trucks, actual fuelling, ground handling, etc., through one company. Otherwise what you’d end up doing is paying dozens of different invoices to different companies, each for a small part of the whole process. iFuel, on the other hand, is the one-stop-shop for business aviation operators and aircraft owners. What about the name? Does it have something to do with i-Everything, like the iPhone, iPad, and so on? JE: Well, not really. We just came up with the name, and the idea is that in the future, as the business grows, we will be able to adapt it to the various markets. So we’ll have iFuel Middle East or iFuel Africa.
What's important is that we offer a turn-key solution including fuel trucks, actual fueling, ground handling etc., all through the one company.
69
XP iFuel Interview-AA31_XP iFuel Interview-AA31 05/08/13 11:51 Page70
INTERVIEW
70
XP iFuel Interview-AA31_XP iFuel Interview-AA31 05/08/13 11:51 Page71
INTERVIEW
The ACJ's are mostly for the Middle East and this region's high net worth individuals enjoy spacious, tall and wide cabins that are ideal for 10 or 12 people
Sounds great! Jeffrey, what’s new at Vertis Aviation? JE: In Summer 2012 we added an Airbus A319 Corporate Jet and a 2010 Global Express XRS both based at Vnukovo, along with a Global 6000 based in Johannesburg We market all these aircraft along side another Airbus A319 Corporate Jet, a Bombardier Global Express, Dassault Falcon 7X and a Global XRS. They are based in Moscow, London, Vienna, and now one in southern Africa, so we have presence on three continents. And what is your biggest market? JE: Russia is huge for the Globals, I would say it generates about 70% of flights on our aircraft. The ACJs are mostly for the Middle East. High net worth individuals there like the spacious, tall and wide cabin. They like to take their families – ten, twelve people – and the ACJ has enough space for everyone to fly in great comfort. Rinad, what about Jet Aero Fuels. How is that developing? RR: Actually it’s very strong on the side of commercial aviation. We are generating a lot of business with major airlines, who are turning to JAF because of the way we work: One call to our operations department, and all your requests will be solved quickly and efficiently, from start to finish. No need to sign contracts with several vendors, if you need fuelling and ground handling, one call is enough. And because we deliver on this promise, while also offering competitive prices and a high level of professionalism, JAF has become a prominent player on the market. And a traditional question: What flying machine would you get if the price was no object? JE: Well, for me it would be the G650. RR: Yes, that’s my answer too: G650. A ■ stunning aircraft.
71
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page72
premiere
By Ivan Veretennikov
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page73
premiere
Universal Soldier
Pilatus PC-24 Fly out of your local airport, just yourself at the controls. Land at a remote unpaved runway in a picturesque location. Take your motorbike out of the baggage compartment and go for a ride... Sounds like a nice weekend opportunity, made possible by the new Pilatus PC-24. They don’t call it the Super Versatile Jet for nothing.
From the description, it sounds like the SUV class finally has a counterpart in business aviation. A twin-engine jet with a separate cargo door, sturdy gear and superior runway performance. Featuring a modern avionics suite, single-pilot certified, with a luxurious interior and a nice flight range. This isn’t your typical combination, and it’s exciting to know such a model is now offered. On the other hand, is there really a big market for a business jet that has
73
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page74
premiere
Pilatus asked owners what they wanted. Answers included versatility of a turboprop with short takeoff, landings and can tackle unpaved runways but with more speed and better range some of the benefits of a turboprop, at the expense of having some of its drawbacks? If this was a product coming from a start-up manufacturer, back in the VLJ era of pre-2008, there would be many doubts. Pilatus, however, is a company with a history of success. Their reasoning is sound, and the reaction of the market was positive. Who is the PC-24 aimed at? First of all, the 1200 plus owners of the hugely successful single-engine turboprop series PC12. Before starting work on the new project, Pilatus contacted owners to find out what they wanted. Overwhelmingly, the response was to keep the versatility of the turboprop (short takeoff and landing field length, readiness to tackle unpaved runways) while adding speed and range. This the manufacturer did, announcing an aircraft capable of speeds up to 787 km/h, covering distances of 3610 km. What’s more, it requires just 820 metres of runway to take off (compare that to the 956 metres of the Embraer Phenom 300, the second-best performer in this category) and unlike any other jet doesn’t need a paved surface to operate. This opens up almost 10000 extra airfields around the world, especially in Africa
74
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page75
premiere
Large windows ensure plenty of natural light while Quiet Power Mode allows air-con and electricity to function on the ground even when no power units are available
75
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page76
premiere
76
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page77
premiere
The interior boasts a flat floor with six well-designed chairs, mood lighting and is finished in premium woods and leather.
and Oceania, and means the owner can on most occasions arrive within a stone’s throw from the place they need to be. Apart from just being convenient, compared to congested international and business airports this would save time on approach and landing procedures, as well as formalities on the ground. Let’s take a look at the aircraft itself. Presented at EBACE in the form of a mock-up, it gave the impression of a spacious and well-designed machine, but did not paint the full picture. Images of the PC-24 are a better guide. The beautiful blue and white livery highlights the streamlined nose, and the whole front section is a mix of very familiar lines that don’t quite add up to any of the existing aircraft. Something from the Embraers, a little of the Challenger 300 and SJ30, a touch of Hawker 4000... going on to the unswept wing, however, we see a big difference. This is what gives the PC-24 excellent runway performance and rate of climb, but also where it loses a little in cruise speed. Note the proportionately very large cabin windows. These will flood the interior with natural light and offer great views to passengers. A pair of Williams FJ44 engines are the ones that once made the VLJ revolution pos-
sible, and are known for their efficiency and compact size. A new feature, the Quiet Power Mode, will ensure PC-24 operators always have electricity and air conditioning on the ground, even when no power units are readily available. And this power will be generated in a very economical fashion. A T-tail crowns the PC-24 with a “big plane” look, especially taking into account its fine proportions overall. In the front, a new Advanced Cockpit Environment (ACE) awaits pilots, based on the Honeywell Primus Apex and Epic suites. The SmartView Synthetic Vision System (SVS), autothrottles, Traffic Collision Avoidance System (TCAS) II and a number of other innovative features all come standard, which is a great deal for an aircraft priced at $8.9 million. What’s more, Pilatus aims to have the PC-24 certified for single pilot operations, meaning pilot-owners wouldn’t need anyone else to fly at their heart’s content. For medevac, cargo, and regional carriers, on the other hand, this would mean lots of money saved on salaries. Speaking about cargo, the specialty of the new Super Versatile Jet is a separate cargo door measuring 1.3 x 1.25 m in the back, allowing access to the 2.5 m3 compartment – unless
77
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page78
premiere
78
XP Premiere Pilatus PC24-AA31_XP Premiere Pilatus PC24-AA31 05/08/13 11:52 Page79
premiere
you want to take all of the chairs out and use the whole 14.2 m3 of the cabin. Which you can, unlike any other aircraft. The versatility of the PC-24 is such that any combination of passengers, baggage, and cargo will do. And obviously, this aircraft will be indispensable for certain special missions. This is no army jeep, however. In the executive configuration, this is a cabin with a 1.69 x 1.55 m cross-section, all finished in premium woods and leathers with Swiss accuracy and attention to detail, boasting a flat floor, six well-designed chairs, mood lighting, and even a fully enclosed lav. Visiting a factory in Siberia or going on safari in Africa, the PC-24 owner will do so in great comfort. The maximum range of 3610 km is enough to reach Turkey, India, and almost any part of Kazakhstan from Dubai, or the whole of Europe (well into Russia) and a good part of North Africa from Geneva. And one thing is for sure: this is the only aircraft for the money that offers business jet speeds and comfort, turboprop versatility, Swiss reliability, and throws in single-pilot operations and a baggage compartment that can hold a motorbike as a bonus. With this in mind, it’s easy to see why the new offering from Pilatus is very different from the unsuccessful VLJ attempts of the past. When deliveries start in 2017, the PC-24 will create a class of its own. And a class that would arguably at■tract plenty of customers from around the world.
Pilatus is aiming to certify the PC-24 for single pilot operations while the cockpit includes the latest equipment based on the Honeywell Primus Apex and Epic suites
79