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Spotlight
Mr and Mrs Beech
King and Queen Air The story of Walter and Olive Beech is a story of passion for flying machines and a passion for each other. One of only two couples to be inducted to the National Aviation Hall of Fame, they set out to build the best aircraft in the world... and succeeded.
By Ivan Veretennikov
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Spotlight
Looking for inspiration and quenching the thirst for flight, after the war Walter Beech became a barnstomer, touring the United States and amusing the public with daring stunts. “For God’s sake, why don’t you marry that girl?” Clyde Cessna asked. He was walking along Travel Air Field in Wichita with his friend and business partner Walter Beech from a photo shoot Walter just had with one of their aircraft. “Don’t be ridiculous, Clyde! First of all, we’ve only known each other for a couple of years. Second, she’s my secretary. What will everyone think of us?” Walter answered. “Oh, come on!” Cessna exclaimed, “As if you care!” “We’ve gone over this already. Let’s change the subject, shall we? About that monoplane design you are so keen on. Why go to all this trouble when we can make a perfectly good biplane? It will be just as fast.” The two continued, engaged in the discussion they had been having for a while, regarding the direction Travel Air
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Manufacturing Co. would take in the future. That evening, terrible news reached them: their third partner, Lloyd Stearman, had accidentally killed a prominent Wichita businessman George Theis, Jr. while taxiing back to the hangar in the very plane Beech had taken photographs with. The victim’s family, although devastated by the loss, would take no legal action. For Stearman, however, this would lead to big change. Whether directly because of the accident or not, he would sell his share in Travel Air and move to California to start his own company. The two remaining big names in aviation, Walter Beech and Clyde Cessna, would also soon part ways, both to pursue their own vision and glory, but remaining close friends for life.
AN EARLY START Legend has it that 14-year-old Walter, a farm boy from Tennessee, built a glider from materials he found around the home. The year was 1905, and there was no idea more exciting than that of human flight, especially after the concept was proved possible two years earlier. His first attempts ended in failure, but the obsession grew stronger. In 1914 he had his first solo flight in a Curtiss biplane, and in 1917 became pilot, instructor, and engineer in the Army Air Corps. Looking for inspiration and quenching the thirst for flight, after the war Walter became a barnstormer, touring the United States and amusing the public with daring stunts. Photos of the time show a friendly, but audacious young man – undoubtedly the substance of many a girl’s dream.
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TRAVEL AIR COMPANY Walter Beech abandoned barnstorming in favour of a job where he could truly put to good use his desire for exploration, flying skills, and the talent to convince people. He moved to Wichita in Kansas and joined the recently founded E. M. Laird Aviation Company as a test pilot. Although having troubles at first, Beech quickly became very successful, winning air races around the country and contributing greatly to company sales. It was there that he met his future business partner Lloyd Stearman, with whom they prepared an allnew aircraft design. Seeing that company owner Jake Moellendick was unimpressed, they set out to establish their own manufacture. Clyde Cessna joined, investing the majority into their tiny 10x10 metre facility. Thus Travel Air Company was created. Years of success followed, with one good design after the other coming out of the ever-growing factory. By the time of Lloyd Stearman’s unfortunate accident, the company was already quite famous across the United States. A couple years later, when Clyde Cessna left it to pursue his own interests in aircraft design (and not, as popular belief has it, because they fell apart with Walter Beech over the biplane versus monoplane dilemma), Travel Air Company was at its peak. Its planes were carrying passengers and mail, performing medical missions, and winning races. Ultimate success came when the Model R, also known as the Mystery Ship, became the absolute winner of the National Air Race, beating all civil and military aircraft. Having merged with the then-major Curtiss-Wright company and moved to an office block in New York, Walter Beech had it all... but longed for something different altogether. QUEEN AIR It is said that Clyde Cessna was also the one who found Olive Ann Mellor, the seemingly shy and quiet girl who had a talent for numbers and an endless supply of determination. She was born in the small farm town of Waverly in Kansas in 1903, a place one can bring to mind as the ideal setting for the Wizard
of Oz – small, flat, and in the middle of nowhere. At age 7 the young prodigy kept a bank account, and by 11 managed the finances of her whole family. At 22, she was hired by Travel Air Company as the secretary. The only girl in a team of 12, with no aviation experience, she had to learn quickly to keep the jokes at bay. And she did: Her diligence and keen mind helped her quickly learn the elements of aircraft down to the smallest detail and to gain a profound understanding of production processes. The one thing she never did was learn to fly. Her reluctance was explained by the fact that she didn’t like stunts, and that’s the only thing pilots seemed to do in airplanes back then. A part of that is echoed in the story told by the younger daughter of Walter and Olive Ann, Mary Lynn Oliver: «She had blue eyes, a great figure and a no-nonsense mind for numbers. She quickly caught his eye. By then, Beech had been dubbed Wichita’s most eligible bachelor and worked gallantly at winning her heart. So Walter told Olive Ann: ‘You’ve got pretty goodlooking legs’ and then offered to take her for a ride in his plane — in the open cockpit. Olive Ann accepted but warned there would be no stunts. So, Walter promptly took her high above Wichita and rolled the plane over and over in the sky, then glanced behind to see what she thought. She was gone. He flew low to the ground, looking for signs of a body. Nothing. He searched and searched — with no sign of Olive Ann. He got friends to help. Nothing. Reluctantly Walter went to her parents’ house to tell them the news that he’d lost her. He knocked on the door and Olive Ann answered. She had ducked down and hidden out-of-sight in the partly covered cockpit space.” Love story or not, Olive Ann was a talent, and Travel Air Company was quick to recognize it. Soon she became secretary of Walter Beech himself. In 1930, amidst the Great Depression and a disastrous fall in aircraft sales, the two married. They soon moved back to Wichita to pursue their shared dream. Walter Beech is quoted as saying “We are going to build the best damned airplane ever, and no near-Depression is going to stop us!”
Olive Ann was a talent and she soon became secretary of Walter Beech. In 1930, amidst the Great Depression they married and moved back to Wichita
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BUSINESS FIRST In 1932, Walter and Olive Ann Beech launched the Beech Aircraft Company. Walter’s vision had long been an exceptional biplane with superb speed and handling qualities, a luxurious interior, and stunning looks to kill competition. Together with designer Ted Wells they set out to build what was arguably the first business aircraft in history: the Beech Model 17 “Staggerwing”. Called so for its wing configuration, where the top wing is set behind the bottom one, this airplane with a retractable gear, a top speed of over 320 km/h, and a hand-built interior featuring fine woods, leather seats, and mohair upholstery changed the concept of business travel overnight. Flying became an experience to savour, and the total 781 Staggerwings built over 16 years prove the fact. Kind-hearted, friendly, and almost always smiling, Walter Beech could be firm when he needed to. Discipline was paramount, and one of his memos from 1937 echoes the fact: “We do not encourage employees to get hurt or be sick”. During World War II, the Beech Aircraft Company focussed on supplying aircraft to the military. One of the famous photos of the era shows Walter and Olive Ann overlooking a huge production line at their Wichita factory. After her husband fell ill for a whole year in 1940, Olive Ann quickly assumed control of the company and obtained a
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substantial bank loan to boost production. Thanks to her management skills, the company didn’t grind to a halt without its founding father, but continued its steady rise to glory. Just ten years later, Olive Ann would have to take over the reins for good. HIS LAST BONANZA
After Walter's death, Olive Ann took control of Beech Aircraft, elected as president and chairman. Her time at the helm saw the introduction of the Queen and King Air
Their next big undertaking would be Walter’s last. The Beech Bonanza, destined to become yet another worldchanging aircraft and a timeless classic, still in production today, made its first flight on the 22 December 1945. An accessible, light single-engine aircraft with a remarkable V-tail, the Bonanza went into production in 1947 and earned a reputation as one of the golden standards in aviation – although its revolutionary tail did create some problems and at one point the company decided to switch to a standard cruciform tail. This was, however, long after Walter Beech had died of a heart attack in 1950. One of his last photographs shows him sitting in a peculiarly modern-looking puffer jacket, serenely smoking his pipe, on holiday in Alaska. KING AND QUEEN AIR After Walter’s death, Olive Ann took control of Beech Aircraft, elected as its president and chairman. Her time at the helm of the company saw the introduction, among others, of the Queen and
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DESIGN
With a pen and a dream
Andrew Winch Designs We spoke to Andrew Winch about the new projects of his studio, the latest design trends and interesting challenges and his own wish list. Are your business jet and yacht clients looking for the same values today as they have been before or have their tastes fundamentally changed? Maybe today you notice a leaning toward more functionality or vice versa? Essentially, the value of luxury hasn’t changed for our clients at all. You can see that by looking back at the Cyclos III project, for example. We built that yacht in the late 80s for a customer who had a computer business. At the time he owned the largest supercomputer in Europe, probably the same size as the one NASA had. He wanted a boat that would be fun to sail but at the same time be luxurious with all the amenities and conveniences of a modern megayacht. And we succeeded. It was “green” before the word had this meaning! We didn’t install air conditioning, because it had such a great natural ventilation system. Free-standing furniture proved a real challenge in a sailer but we found a solution. The owner was very happy with it and I think he’s been around the world three times in it, went to Alaska and Australia. Looking at Cyclos III today, it’s still as modern and stunning as it was 26
years ago. We strive to create something unique and timeless, with the power to astonish regardless of what’s trendy at any particular moment. You can’t look at our portfolio and say: «this is what Winch will do for me.» No, it’s individual luxury. And customers are happy that we’ve chosen this approach, although sometimes it takes a lot of convincing and communication to complete a project. When you take them out of their comfort zone to create something striking, unforgettable, sometimes they start having doubts while they wait the two, three or more years it takes to build a yacht or buy a property, for example. In the end though, they get a truly personal masterpiece that is a reflection of their own taste and a statement in itself. Where do you think luxury will be in another 10-20 years from now? Do you feel that people will become «more equal» over time or will there always remain room for very sophisticated and unique products/designs? I think there’s politics involved in denouncing luxury. There
By Ivan Veretennikov
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DESIGN
Nothing is out of the question when it comes to bespoke designs like the initial sketches here for an AgustaWestland helicopter
will always be new money in the world. Because with old money, in the 2nd, 3rd generation and so on, you have an obligation to maintain it and pass it on, but with new money, luxury is created because people want to own good-looking, interesting, unique things. If you look at the history of the English aristocracy for example, you will find that they went to Europe and bought the best quality pictures of the place they were staying at. This is how we got many famous artists. Back then they were the best painters of these people’s holidays. People today still travel around and bring things back home. And if you have a good eye and spend wisely, you create luxuries for the next generation. Right now we are building a one-off piece of furniture or, more precisely, a clock. It shows the movements of the stars and involves fine craftsmanship that is second to none. Such an object made today is what will be sold at Sotheby’s or Christie’s in the future. There will always be a demand for exclusive things no matter what is considered politically correct. Do the tastes of your clients differ depending on their origin? Europeans, Russians, Middle Eastern customers – do they want different things? Taste is very personal, I don’t believe one can say it’s regional. People are travelling around the world and meeting their friends everywhere. One day they’re at the opera in Vienna, the other in a restaurant in France or at a fashion show ope-
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ning in New York. Is there a culture of taste? A heritage of taste? Perhaps. My great grandfather and grandmother came from Riga and I partly inherited their taste. I like strong big chunky things, I like deep reds, but at the same time I like very modern things. Our office is very modern, clean, and white. It’s a picture frame that doesn’t distract the customer and allows us to create anything. Is it common for you to offer the same customer an architectural, yacht and jet design? Would you say that the design of the house is the basis for the rest? Is the main goal of a yacht/jet design to recreate the atmosphere of the house as closely as possible, to make the owner forget he’s away from home? Or the idea is to clearly define each environment according to its function? We recently completed a 2500 square metre apartment for a client in Moscow, which took us four years and we’re now doing an explorer motor yacht in America for him. It’s going to be finished by mid-next year. And we often do a yacht and a jet for the same customer. What we don’t do is recreate the same design in the different properties. Our clients come to us because we’re a studio of creators. We are designers of quality and our goal is to make designs that are amazing. You look at them, live in them, travel in them. No two are the same. It’s very rare that a client has a house and wants the same for a yacht. We know the colours and details our cus-
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DESIGN
While women make the majority of decisions when it comes to property and yacht interiors, it's mostly men who are the decision makers for aircraft interiors
tomer’s don’t like so we don’t use them at all. We know whether they’re left or right handed, where they like to sit at the table: the details that help us create a truly personalised environment. We are proud that our clients like new things, like to create amazing projects. In your practice, who is usually more creative and involved? The gentleman or the lady? Or both equally? Does this differ around the world? Interestingly, the wife is usually more involved when it comes to designing a yacht, while if the client comes to us for a plane, it tends to be male-led design. The business jet is a form of transport more than a home and it’s a product for the man. When it comes to designing the house or a yacht, everything that is for children, family, and friends, the lady would be much more involved in the process. I know you used to fly a King Air to travel around Europe. Do you still do it? What about a yacht of your own? I often charter a King Air to get around. It’s like a very comfortable flying minibus with lots of space. Just recently we had to fly down to Sardinia with marble samples, pictures, and sketches. On the King Air it was only a three-hour flight and we couldn’t have done it on another plane. It’s also terrific that it can land on grass. We have three yachts being built at Amels in the Netherlands, where they have a grass field. We land right near their facilities in the King Air and save a lot of time! With this plane, I can travel to two or three projects in a day. It’s one of my luxuries of life. And I have a coffee machine on board. The smell of fresh coffee when you’re flying above the clouds is magnificent. As for the seas, I have a small sailing boat that I use once in a while. If you could choose any real estate, yacht and aircraft, where and what would it be. And why? If you really give me the carte blanche, I would have a property by the water, a villa on the coast of Italy or Greece. Actually, if you’ve ever been to Portofino, my grandfather used to own Castello Brown, one of the archetypal coastal properties. I’d have a more modern house though. On the sea, I’d have a fast day sailer to go and have day picnics in a harbour of my own. Fill it up with wonderful wine. And I’d definitely have my own vineyard, as well as an olive oil vineyard. I would have lots of fresh-pressed olive oil and lovely wine. I’d fly a King Air to my chalet in the Alps and go skiing. And I’d have to have a beautiful apartment in London. Actually, when I think of it, I already have at least half of what’s on that list. And I enjoy the company of the most creative team in the world and customers with a great taste and an understanding of true beauty. I’m a happy man indeed! ■
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She lived to see her company launch the Beechcraft Starship turboprop that never lived up to its looks and groundbreaking design in terms of sales figures. King Air. The names of these two closely related aircraft in a way (although, no doubt, with no intention on behalf of Olive Ann) reflect the impact the Beech couple had on the aviation industry. Together, they truly were the king and queen of aviation, and even a widow, Olive Ann continued her rule well into the 1980s, when Beech Aircraft was merged with defense contractor Raytheon. As one of the few women in corporate America to have reached such a high position, she was featured on numerous magazine covers and earned all sorts of aviation industry awards, including the prestigious Wright Brothers Memorial Trophy. “They’ll have to carry me out,” she said in an interview when
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asked when she was going to retire. This was perhaps on of the few promises she broke. After the merger with Raytheon, Olive Ann was elected to the board of the parent company and remained as chairman of Beech Aircraft, but retired in 1982 to hold the position of chairman emeritus. “The end of an era has come at the Beech Aircraft Corporation. Olive Ann Beech, who has been involved in the aviation industry since 1925, has announced that she will retire in September as chairman of the company she founded with her husband, Walter, in 1932,” wrote the New York Times on 31 May 1982. She participated in all important designs and was always ready to share her
immense knowledge and experience with Beech Aircraft employees. She lived to see her company launch the stunning and futuristic Beechcraft Starship turboprop that unfortunately never lived up to its looks and groundbreaking design in terms of sales figures. Olive Ann Beech died 20 years ago, on 6 July 1993, aged 89. The company she started with her husband lives on, and just recently came out renewed after a long financial struggle. The aircraft they envisioned and created give today’s Beechraft Corporation a firm foothold, and hopefully their spirit of adventure, entrepreneurship, and love for flying machines will inspire future aviators to ■ continue their legacy.
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ZOOM
50 years of Learjet
Ready to party This year the famous aircraft family, for some still synonymous with the term “business jet”, turns 50. In our wait for the big celebrations at NBAA and Dubai Air Show we look at the glorious predecessor and compare it to today’s Learjet.
We already ran a story about aviation legend William Powell ‘Bill’ Lear and his aircraft in issue 27 of Altitudes Arabia. This time, let’s focus on the evolution of the Learjet itself. On 7 October 1963, at about 4 pm, the first Lear Jet 23 (still written in two words back then) took off in Wichita, Kansas. In a 2003 interview, co-pilot Hank Beaird said: «The flight itself was quite late in the day of course and it was almost dark. I knew the boss [Bill Lear] was quite intent on getting it flown though. The biggest thing I remember was the takeoff acceleration, which I expected because I’d flown a lot
By Ivan Veretennikov
of fighters and I really enjoyed that. The climb-out was spectacular. Then we flew it around and we tested the stability of it a little bit and slowed it down to approach speeds to be sure it flew alright. We decided to come in to land and my most prominent memory about the flight, was all those people along the roadway there – everybody had come out to see us flying and to see us land. They were out there when we were on the base leg, turning around to land and I looked down and saw all those people. It was quite exciting.” The Lear Jet 23 was a very unusual aircraft for its time.
First of all, by 1963 only a small number of jet aircraft models were mass-produced, and out of the handful of business jets none could be called personal jets. This small, light, and very fast aircraft was like a supercar in the sky. Its rate of climb exceeded 2 km per minute. To put that in perspective, imagine driving a car vertically at a speed of almost 130 km/h, until you reached an altitude of 12500 metres! Such a feat was undreamt of in the world of business aviation of the day, and it’s astonishing even with today’s technology. The down side of such performance was a tiny cabin, even smaller
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ZOOM The Lear Jet 23 had only three windows in the passenger cabin – one on the port and two on the starboard side – and only the basic conveniences
than that of a Cessna Citation Mustang, and an unquenchable thirst: the two GE CJ-610 turbojet engines would require about 900 kg of fuel per hour in an aircraft with a maximum takeoff weight of 5670 kg. The Learjet 60XR weighing 10659 kg only needs 658 kg! The Lear Jet 23 had only three windows in the passenger cabin – one on the port and two on the starboard side – and only the basic conveniences. The Lear Jet 23 was, according to pilots, rather hard to control. Several accidents happened within the first years of deliveries, and a total of 27 out of the 104 produced have been damaged beyond repair over the years. It could beat a fighter jet in a race to 12500 m altitude, but it could also beat almost any pilot but the most experienced one. Compared to the Model 23, today’s Learjets are much more friendly, although they have kept the DNA. The biggest and most advanced Learjet 85 has a cabin that is almost three times longer, 20 cm wider and 30 cm taller than that of its ancestor. It will have a range of
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up to 5800 km, while the Model 23 could only fly about 2300 km, yet probably burn as much fuel. Even the smallest Learjet in production today, the Learjet 70, has a cabin that is twice as long, while not too much bigger in cross-section. Instead of a collection of dials and gauges, it features Bombardier’s trademark Vision cockpit based on the Garmin G5000 avionics suite, boasting large LCD displays and touch-screen controls. In the back, personal video screens, high-quality audio, and all sorts of connectivity options remind us just how far flight has moved ahead in some respects. When it comes down to basics, however, the famous heritage is apparent in all Learjets of today and tomorrow. The same sleek lines, a similar windshield design, a passion for speed and performance shine through as the aircraft sit on the tarmac, ready to tear through the skies like their famous rocketship predecessor. But unlike the brute of the 1960s, these Learjets will do it with elegance and style. The 50 years of refinement give these aircraft and their owners a bright fu■ ture to look forward to.
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By Ivan Veretennikov
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High Class
Embraer Lineage 1000 The size of an airliner, the costs of a much smaller traditional business jet, and a whole range of features including a stand-up shower and a living room with a sofa and a big TV give the Lineage 1000 a number of unbeatable advantages.
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Priced at around $53 million, or less than long-range bizjets such as the G550 or the Global 6000, the Embraer Lineage 1000 offers more than double their cabin size
I’ve flown on the Lineage twice: once from Moscow to Paris and the second time for a very enjoyable lunch above the Alps in Geneva. Over the years I have seen different interiors of this aircraft at airshows around the world, and although even the first aircraft I saw was hard to criticize, by now this business liner got even better. THE BASICS Priced at around $53 million, or less than long-range bizjets such as the G550 or the Global 6000, the Embraer Lineage 1000 offers more than double their cabin size. At the same time, it is slimmer and lighter than Airbus and Boeing business liners, and much cheaper, both to acquire and operate. Based on the ERJ190 airliner, it shares almost everything with the popular ERJ family. This means that crews, maintenance, spare parts, field support are already easy to find and wellestablished around the world. THE TECHNOLOGY As a truly modern aircraft, the Lineage 1000 is fitted with Embraer’s own fly-by-wire system. Pilot input is processed by computers, which then decide how to adjust the position of control surfaces. Basically, this means that instead of having to think about all the different controls, the pilot tells the plane where he wants to go with the yoke, and the plane does the rest. I saw the whole process of takeoff and landing on the Lineage from start to finish, and in a way it looks as if the aircraft is flying itself. Comparing that to a landing I spent sitting in the jump seat of a Tupolev Tu-134, a Soviet-era converted airliner, this was a breeze. The Russian pilots and engineer were evidently under pressure throughout the procedure, while the Brazilian crew taking us to Le Bourget were relaxed and enjoying themselves. With all due respect to pilots, in a world where human error is blamed for most accidents, it is good to have a safety system that looks after the aircraft and keeps it away from critical situations. The two GE CF34 engines with 82.3 KN thrust each translate into low variable costs per hour ($4734 according to Aircraft Cost Calculator) and a sporty 1056 mpm rate of climb, comparable to that of the very agile Global 6000. THE INTERIOR The true beauty of this aircraft is revealed as you step inside and find yourself in a welcome area. Take off your shoes, leave the umbrella and wet raincoat, put on your slippers and
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With a range of 8150km, the Embraer Lineage 1000 can reach Mumbai from London or Riyadh from Beijing. Flying out from Dubai, it can go to London, Moscow or Cape Town continue through the galley, past the dining room and into the living area. Sit on the couch, turn on the 42” TV, have a cup of coffee and wait for the crew to prepare for takeoff. A pleasant picture indeed, and one that would have been impossible if the cabin of the Lineage 1000 didn’t measure 25.7 x 2.67 x 2 m and offer 70 sq m of floor space. The sheer length of the fuselage allows a layout with 5 distinct zones, while the width and height won’t leave anyone claustrophobic. One more superb idea is the “boss” chair standing by a desk facing a window. The perfect spot to plug in your laptop, take the sat phone and get down to business. With the barely noticeable hum of engines located far out under the wing, it’s easy to forget you are in an airplane at all. Oh, and for a more social gathering, there is also a little bar in the front of the lounge. That and the mood lighting are a good mix for a party. In the back is yet another surprise – a master
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VNE suite with a queen-size bed, a spacious bathroom with a stand-up shower, a separate entertainment system and, of course, a proper door. Shut yourself off from the other passengers, put down the window shades with one push of a touch screen control panel, and you have a sleeping compartment at 41000 feet above sea level. And with that size of bed, one can just as well lie down sideways or diagonally! The baggage compartment is accessible in flight and, in Embraer’s tradition, is huge: a whole 9.15 cu m in volume. As Colin Steven, VP of Sales & Marketing said to me, it could fit a Mini Cooper if there was a way to get it in there.
step forward. This is confirmed in the big change of the revised Lineage – the lack of redundant windows in the welcome area and galley, as well as several in the back of the aircraft – but is also evident in the small details: the elegant new chairs, the stitching, the clever use of contrasting colours, and the quality finish of such elements as the joints between two halves of fold-out tables, that can be a disappointment in some aircraft. All in all, the addition of a strong in-house team has boosted the creative potential of Embraer and has led to a significant improvement in design and execution of Lineage 1000 interiors.
THE DESIGN
THE TRIPS
I started by saying that today the Lineage is better than it ever was. This is mostly thanks to Embraer’s relatively new interior design studio opened at its Customer Center in Melbourne, FL, and Jay Beever, the Vice President of Interior Design – a man of great taste who is always full of new ideas. Comparing the different aircraft I’ve seen over the years, I can say that Embraer has stuck to its “Home Away from Home” concept and the system whereby the customer builds his interior out of predefined modules offering hundreds of layout options, but the craftsmanship, the aesthetics, the choice of materials, and the approach to design have taken a good
With a range of 8150 km, the Embraer Lineage 1000 can reach Moscow from New York, Mumbai from London, or Riyadh from Beijing. Flying out from Dubai, it can go to London, Moscow, or Cape Town. It is the largest aircraft allowed to operate in New York Teterboro airport, and can also access such challenging locations as London City or Aspen, Colorado. Critics say: “It is no match for the long range jets in terms of nonstop flight range, and who needs a cabin this big for an 8—9-hour flight?” There are some good answers to this. First, in this case more space is cheaper than less space, while most other performance parameters are similar. This is
One more superb idea is the "boss" chair standing by a desk facing a window. The perfect spot to plug in your laptop, take the sat phone and get down to business.
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The beauty of this aircraft is revealed as you step inside and find yourself in a welcome area. The length allows a layout with five distinct zones, while the width and height won't leave anyone claustrophobic.
a win for the Lineage. Flying 12-13 hours in an airplane nonstop is exhausting but fast. In the Lineage, you would have to land and refuel, perhaps losing a few hours. On the other hand, this is a good chance to get out of the plane, plus you would be flying in a spacious cabin with a double bed, a shower, a TV, an office desk and what not. And a fuel stop – as long as it’s not in some obscure location – is a good chance to stock up on fresh food and beverages. Then it’s easy to go for another 8—9 hour flight with up to 19 passengers on board. Not the best option for individuals and companies who routinely fly over 10000 km, but these are by far not the only business aviation users. Anyone shopping in the $55+ million range should definitely consider the Embraer Lineage 1000, see it, touch it, experience it in flight. The combination of huge cabin, huge baggage compartment, modern technology, relatively low acquisition and ownership costs, fine interior design and quality, as well as good all-round performance truly set it apart ■ from the competition.
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HELICOPTER
True Freedom of Luxury
AgustaWestland AW101 The AW101 adds an extra “V” to “VIP”, being so much more than just a good helicopter with a luxurious interior. This machine resembles a business jet with vertical takeoff and landing capability, but has the power to astonish with some extra features. Imagine a Challenger 605 that can take off and land virtually anywhere, regardless of time of day, weather, and terrain. An armoured Challenger 605 with three turbine engines. Why that particular business jet? Because that’s what the AW101 cabin is similar to in dimensions, and it evokes a gasp. We are all used to the private helicopter being a relatively small machine with an automobile-like cabin, and in many cases lacking the basic conveniences of a standard business sedan, like adjustable seats, multi-zone climate control, and most importantly good soundproofing. Only in a rare helicopter is it possible to fly without noise-cancelling headphones. But that’s when we are talking about standard rotor-winged machines. The AW101 deserves its VVIP designation from start to finish, defying all helicopter-related stereotypes.
The AW101 has a maximum takeoff weight of 15600 kg: more than twice that of the impressive AW139 or more than five times that of the popular EC135. This is immediately apparent as you walk through the tall front or rear doors (yes, originally being a military helicopter the AW101 offers the choice) without the need to bow your head, and find yourself in... a stand-up cabin 1.83 m tall and 2.49 m wide. The welcome area may also be fitted with a fully functional galley to provide hot and cold food and drinks on longer flights. The first time I ever saw the AW101 with a VVIP interior was at Moscow Airshow MAKS this year, and it makes a completely different impression compared to the military one I scrutinised at Farnborough the previous summer. It is even more exciting than the VIP conversions of the large Mil Mi-8 helicopters we are used to seeing in Russia.
By Ivan Veretennikov
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The enormous windows can be made of electrochromatic glass to easily control the amount of light they let in.
Past the first bulkhead, shut the door behind you (not a curtain) and find yourself in a spacious compartment reminiscent of a very luxurious train carriage due to the square, rather than circular cross section, and the enormous windows. The latter can optionally be made of electrochromatic glass to easily control the amount of light they let in. All interiors are fully tailored to the customer, starting from layout and on to the choice of materials, colours, veneers, entertainment and connectivity systems. Still, the first compartment seems to typically be the master suite, with two chairs facing each other on one side and a divan on the other, or two chairs on each side of the cabin. Needless to say, the chairs are as functional as you would expect them to be on a top-end business jet, with movement in all directions, a reclining back, and berthing capability. Fold-out tables, touch screen cabin controls, satellite phones, mood lighting, etc., are all as you would find in a business jet, hence the comparison to a Challenger 605 – it is too easy to forget that this machine can fly straight up, hover, turn on the spot, and even move sideways and backwards. The centre-cabin can also have an additional bulkhead, separating the master suite from the entourage area, or the whole space can be used to create an environment resembling a living room. In the back is a proper bathroom and access to the baggage compartment. Another unexpected feature is an optional shower that is otherwise only found on the biggest and most expensive business jets. But what about noise and vibration? There is no getting away from the three 2527 hp installed engines above the cabin and powering the 5-bladed rotor measuring 18.6 metres in diameter. AgustaWestland is known for its advances in the science of making quiet helicopters. This time the answer is an active vibration reduction system and superior soundproofing that helps achieve a comfortable 75 dB in the cabin – enough to forget about headphones. Besides matters of space, comfort, design, craftsmanship, and style there’s also the very important consideration of safety, which becomes critical at the VVIP level. The many advantages of the AW101 are mostly due to its military heritage. Three engines for extra reliability, maximum systems redundancy, great survivability, plus the option of armoured cock-
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pit and cabin floor, armoured seats, and even missile threat detection alongside the ability to launch countermeasures – this is something not to be found on an everyday civil helicopter. The rear door also adds to the operations safety as it allows a car to drive up to the back and effectively cover the boarding passengers. As if this wasn’t enough, the AW101 is a solid performer: a cruise speed of 278 km/h, a max range of 1000 km, a max endurance of 5 hours 10 minutes, and a service ceiling of
The centre cabin can have an additional bulkhead separating the master suite from the entourage area, or the whole space can be used to create an environment resembling a living room.
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4575 metres. Plus, for a helicopter of this size it doesn’t look especially bulky, in part thanks to its retractable gear, streamlined nose cone, and elegantly shaped windshields. It is, however, openly masculine in appearance, even in the most colourful of liveries – as it should be. After all, with all of the refinement of the luxurious interior, this is a no-nonsense helicopter that gets the job done, whatever the circumstances. Its superb performance, unmatched reliability, and military ■ heritage ensure that it can always do what others can’t.
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Turning old into gold
Sean McGeough At Jet Expo in Moscow, the President of Nextant Aerospace told Altitudes Arabia about the recent successes of the world’s first remanufactured jet, hinted at a major announcement, and shared his optimistic view on the market in the Middle East.
By Ivan Veretennikov
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The business jet we’re sitting in is completely different from the one I saw last year at NBAA. This is the Nextant 400Xti then, right? You are absolutely right. We actually launched the aircraft at EBACE in Geneva and while this is not the first customer showing, it is still early days for showing our customers. As you can see, the 400XTi is a major upgrade of the 400XT. Definitely. I can see that it’s a lot more luxurious and I like the fine materials. It seems a bit more spacious too. And it is. We have a brand new interior here, using what is called a composite shell. This enabled us to add an additional 2.5 inches to the ceiling and widen the cabin a little bit. Then we put in a
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I really look forward to the Dubai Airshow because we're yet to deliver an aircraft there. We will debut the 400XTi at the show and have lots of customers we're talking to now.
new soundproofing kit that took 9dB off the noise inside the aircraft, making the XTi 5—7 dB quiter compared to new bizjets. All the fabric, material, woodwork you see was desinged by our centre of excellence in Cleveland. This aircraft also has winglets that are missing on the 400XT, as well as the Hawker 400XP and the Beechjet. And we had a minor avionics upgrade too. What regions do your customers mostly come from? Where is the market today? About half of our clients are US residents; the other half mostly comes from Europe and Asia. And we’ve already delivered aircraft to six countries on four continents. One of the most active markets is Russia, we sold 2 Nextant aircraft
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INTERVIEW to a private customer at Le Bourget. In Europe we delivered the 5th aircraft this month to TimeAir in Czech Republic. They’re buying a second aircraft. And I really look forward to Dubai Airshow because we’re yet to deliver an aircraft there. We will debut the 400XTi at the show, and we have lots of customers we’re in talks with right now. It’s basically a brand-new aircraft, priced at under $5 million and offering a 3710 km flight range. I believe it’s the perfect light jet for the perfect price for customers in the Middle East. What’s more, at NBAA you’ll learn about the evolution
of Nextant. We’re launching a new aircraft based on the same principles that the 400XTi is built around: a reliable, trustworthy, and popular aircraft at a fraction of the cost of a new business jet. Business aviation: luxury or business tool? What do you think? Considering the current economic environment, it is becoming more a business tool than a luxury. This is why Nextant has been having such an enormous success over the last couple of years – the 400XTi’s combination of
speed, extremely low fuel cost and low engine maintenance costs give it a class-leading cost per mile. And you get this aircraft for 50% of the cost of the competition. All this is possible due to the remanufacturing concept that we introduced and the fact that we were able to limit our research and development budget by only focusing on things that truly benefited our customers. Our facility in Cleveland is run exactly like other OEM production lines, and the result is a brand new aircraft in almost all respects.
We have a brand new interior using what is called a composite shell. This enabled us to add an additional 2.5-inches to the ceiling and widen the cabin a little bit.
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The 400XTi's combination of speed, low fuel costs and low engine maintenance gives it class-leading costs per mile and you get this for 50% of the cost of the competition
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What do you think is the next big trend in business aviation services? Is the market going toward more people sharing aircraft (fractional) or flights? Are any charter card programs going global? There is room in the market for all of these. Nextant has seen great success with Time Air, its launch charter customer in Europe who bought a second aircraft only nine months after taking delivery of the first one. Flight Options has had great success with the Nextant 400XT Fractional Ownership as well as Nextant 400XT Jet Membership Club
models and they are taking 1-2 aircraft per month for the next 3 years. Whole aircraft sales have been strong, as has interest in the VIP/air ambulance configuration that can change back and forth in only 30 minutes. I remember asking you what aircraft you would get for yourself if money didn’t matter, and you said the Beechcraft Baron. Is that still the answer? Yes, it still would be the Baron. But now I’d also add the 400XTi – you said money was no object, right? And the ■ reason? I like flying proper aircraft.
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By Ivan Veretennikov
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The Shining Pearl
Tyrolean Jet Services ACJ319 The annual Jet Expo business aviation exhibition in Moscow turned out quieter and less populated than last year, but its static display featured a majestic business liner that would suit charter customers who fly with family and accompanying staff and want a huge cabin, good design, and a home-like feel.
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Just like charter customers and aircraft owners in the Middle East, the Russians generally prefer larger aircraft due to typically long flights and hence the need for a spacious cabin. Essentially, the Tyrolean Jet Services ACJ319 parked on the static display of Jet Expo at Vnukovo-3 in Moscow, Russia’s largest business aviation terminal by traffic, was one of the few highlights of the exhibition, and in any case the most impressive one. All of the other aircraft that stood nearby, save a private BBJ with a rather unusual and specific configuration and the light Nextant 400XTi, had already been there before. Just like charter customers and aircraft owners in the Middle East, the Russians generally prefer larger aircraft due to typically long flights and hence the need for a spacious cabin. What is different, however, is that a business jet flying out of Russia does not usually carry as many passengers and entourage. Where a Challenger 605 or Legacy 600 might be just enough for a flight to and from that part of the world, in the Mid-
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dle East a bigger aircraft is often preferred. With this in mind, among other things, Airbus launched their first dedicated business liner back in 1997 at Paris Air Show, boasting the widest and tallest cabin on the market at 3.7 by 2.25 metres and a flight range of over 11000 km (although, to be fair, with sufficient cargo containers installed instead of fuel tanks, and fully loaded, the ACJ319 flies 7223 km according to Aircraft Cost Calculator). Among the advantages of the ACJ319 in general it is worth noting its fly-bywire system, which translates pilot input from the flight stick to the most appropriate movements of the control surfaces. This helps to increase safety, as the aircraft automatically avoids critical situations, and also reduces the effects of turbulence. The widespread use of
the A320 family around the world means crews and maintenance are easy to find, and there is a proven record of using these machines in any environments, from desert heat to arctic cold. The soundproofing is great, and the engines are far away under the wing, which makes it easier to reduce noise in the cabin. Perhaps the only disadvantage compared to purpose-built business jets is the cabin altitude, which is slightly higher than, say, in the Global 6000 or even more so the G650. The amount of space and the possibilities it gives easily outbalances that. Speaking of the particular aircraft shown to visitors at Jet Expo, the OELOV operated by Austrian company Tyrolean Jet Services, it is a perfect display of how to use the space wisely and create a home-like environment particu-
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HIGHLIGHT larly suitable for charter customers. Coming in through a welcome area, passengers can leave their overcoats, umbrellas, bags to flight attendants and continue into the aircraft. The living area is perfectly thought-out, with comfortable divans, huge TV screens, and seats with fold-out tables between them for an enjoyable conversation over dinner. The interior is very cosy with the combination of brown carpet, brown, beige and laurel green furniture with light wood veneers and upholstery. When the shades are up and the sun is shining, this is a great place for a lively conversation, moving around the cabin, having a cup of coffee at the suitably located coffee table in the front. With just a few presses of a button, however, it is easily turned into a “chill-out zone�: the light coming out of the coves in the ceiling adds to the lounge feel, and the same colours
When the shades are up and the sun is shining, this is a great place for a lively conversation, having a coffee at the coffee table in the front.
help create a calm atmosphere. Past the living area and through a door to the left is a bedroom with two single beds (this is a charter aircraft so it has to be versatile), a very clean and simple room with nothing to distract the eye. Turning 180 degrees, there is a bathroom and the ultimate highlight of this aircraft, a round shower cabin with a grated wooden floor. In the world of aviation, where every gram counts, this is a real luxury and one that adds a flavour of a spa or a sauna, creating the illusion that this is no aircraft at all, but a room in a house standing firmly on the ground. Going back out and turning left again toward the tail, there is an entourage area with 20 business class seats for personnel taken along on the trip. There is also a separate galley and a lavatory. Up to 5 berths can be made out of seats and the divan in the lounge area and
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In the world of aviation where every gram counts, finding a round shower cabin with a grated wooden floor gives a feeling of real luxury and one that adds a flavour of a spa or a sauna. another two beds are in the bedroom. For a long overnight flight, more than 7 people may not be ideal, but for day trips this aircraft can easily accommodate 12 VIP passengers and more, if necessary. In terms of missions, according to Upcast JetBook the ACJ319, fully loaded, can reach London and Hong Kong from Dubai, Paris from New York, and all of Europe, Middle East, and Asia from Moscow. From experience, the charter cost should not greatly exceed that of a long-range jet, so it may prove an interesting alternative for discerning travellers who prefer not to travel alone and to have everything they need ready at â– all times.
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By Ivan Veretennikov
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Beyond the niche
Larry Flynn The President of Gulfstream Aerospace Corporation and Vice President of General Dynamics spoke to Altitudes Arabia about the Gulfstream experience, the values and trends of business aviation and what’s worth looking forward to at exhibitions around the world.
What will Gulfstream be presenting at NBAA 2013? Should we expect any big announcements? Gulfstream will have our entire product line on display at NBAA, including the G150, G280, G450, G550 and G650. The G280 and G550 demonstrators are both new. The G280 is configured with a 10-passenger floorplan which includes a four-place conference table and a two-place divan in the aft living area. The new G550 demonstrator includes our Elite Interior option that represents the very latest in interior design and technology at Gulfstream. During the show, we will provide an update on our company, our products and our product support investments. In particular, you’ll hear a lot about our Field and Airborne Support Teams (FAST) and other enhancements to improve our customer support organization.
What about Dubai Air Show? The Middle East is an important market for you, what can owners and potential buyers look forward to during that exhibition? The Dubai Air Show is always an important show for us. We have more than 80 Gulfstream aircraft based in the Middle East and have the majority market share in the large-cabin segment for the region. In addition to meeting with customers from the Middle East, we will also be visiting with customers from Europe, Africa and Asia during this event. This year, we will have our new G280 and G650 on display as well as our G450 and G550. With sales slowly shifting to countries outside the US, are you paying more attention to exhibitions around the
world, or will BACE remain the central show at which all announcements are made and premieres shown in the years to come? In other words, is it still worth for people from the Middle East, Europe, Russia, China to go all the way to the US to find out what’s new, or will some premieres from Gulfstream now be announced on other markets? You are correct that there has been a significant shift of our aircraft fleet to international markets. As our customer base expands around the world, we too have expanded our sales and support efforts around the world. We recently opened a new sales and design office in London where customers can make the interior selections for their aircraft. We have also established new sales offices in Beijing and Hong Kong. The interna-
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tional exhibits and shows around the world are an integral part of our marketing and sales strategy. These shows provide an invaluable opportunity for the customers in the region to view the aircraft and to interact with our senior leadership at Gulfstream. We routinely make announcements at most of these shows and news travels quickly around the world. NBAA is still the biggest show and we do welcome guests from around the world. However, it is often easier and more convenient for our international customers to visit with us when we are in their region. Some aircraft manufacturers team up with well-known brands or designers for special editions of their aircraft, or promote a conceptual closeness between their products and supercars/
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"I grew up in a flying family; my father was a pilot and so I am an emotional flier. I really like the experience of flying."
luxury watches etc. Have you ever done anything like that at Gulfstream? If not, what brands do you feel are close in spirit to Gulfstream? We haven’t partnered with brands or designers to create special editions of our aircraft. For the past 55 years, we’ve been in the business of designing and manufacturing the world’s best business jets. We have a first-rate team dedicated to that effort. Our focus has and will continue to be on providing top-quality product support, advancing business-aviation technology, performing research and pursuing development. We’ve aligned ourselves with a number of top-quality brands, many of which are suppliers to Gulfstream and play a key role in helping us remain The World Standard in business aviation.
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INTERVIEW Are your customers looking for the same values today as they have been before, or have the tastes changed (maybe now they want more functionality over relaxation, or vice versa?) Interests do change over time. Business aviation, like almost anything else, follows the trends of the day. Previously, passengers wanted an office in the sky. Now, they want a lifestyle in the sky. They want their aircraft to give them the same capabilities they have when they’re at home. And we’ve responded to that. The Gulfstream Cabin Management System on the G650, G280 and the G450/550 with the Elite Interior Option are all operated using a smart phone, making it easy for passengers to control the temperature, lighting and entertainment systems on the aircraft. The galleys on those aircraft feature a stainless-steel-trimmed appliance stack that houses two coffee makers, a microwave and a convection oven, again reminiscent of a gourmet kitchen you might have at home. The G650 includes a full HD entertainment system, satellite communications, security systems and a wireless local area network within the aircraft. The G650 also has the option for a state room with a divan that can be converted into a double bed. In short, passengers don’t want to choose
between functionality and relaxation. They want both, and we give it them. Do you think there will be a technological breakthrough at any point within the next 10-20 years, like a return to supersonic flight or suborbital shuttles? We have a team of more than 1,300 engineers at our Research and Development campus dedicated to answering this question. They’re working on avionics, cabin technology, flight-deck advances, tooling, acoustics, supersonics, safety features, interiors. The list goes on. While I can’t tell you exactly what the advances will be, I can tell you that there will be innovations, and Gulfstream, as it has before, will lead the way. Is the goal of a business jet interior to make a person forget he’s flying, or to make the most out of the flying experience? Are you personally an emotional flyer or is an aircraft just a means of getting from one point to another? I think a business jet interior should leverage the best of both worlds. It should combine on-the-ground amenities with the wonderful experience of flying. I think Gulfstream does that especially well. Our trademark oval windows take advantage of being in the air, while our cabin amenities allow passengers to take care of
business, whether it’s reviewing a presentation, sending an email or having a strategy session with their colleagues. I grew up in a flying family; my father was a pilot and so I am an emotional flier. I really like the experience of flying. That said, I like it, in part, because it’s getting me where I need to go a lot faster than more traditional means would. A Gulfstream jet is a great way to go! Would you be happy if every Gulfstream owner occasionally flew the aircraft themselves (provided they knew how, of course)? Would it have opened another side of the aircraft to them, or do you feel that the true Gulfstream experience is in the back? At Gulfstream, we don’t sacrifice one for the sake of the other. We focus just as much on the design of the flight deck as we do the interior. Our flight decks offer state-of-the-art technology that ensures the aircraft is safe, reliable and available. And our cabin amenities ensure passengers have a good flying experience. In fact, we’ve brought some of the safety advancements from the flight deck into the cabin with our Cabin Essential design philosophy. This philosophy ensures that no single point of failure in a cabin system will result in the total loss of that ■ system’s functionality.
The Dubai Air Show is always an important show for us. We have more than 80 Gulfstream aircraft based in the Middle East and have the majority market share in the large-cabin segment
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Changing tides of luxury
Kadri Muhiddin AMAC Aerospace Group Executive Chairman and CEO and owner of a Pilatus PC-12 aircraft tells readers of Altitudes Arabia about the achievements of the company, new challenges, life values, and things to look forward to in aviation technology.
By Ivan Veretennikov
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From what I know, you build aircraft interiors for the wealthiest and most influential people on the planet. In a few words, please describe your business today and where you see it in the future. Our business activities combine the comfort, security and best engineering possible for any manner of completion project that is presented to us for study. We not only work in completions but provide maintenance, charter and brokering as with aircraft sales. Our client relationships are healthy and strong and we attest to this from our strong management connections with discerning clients coming from around the world. No one has a crystal ball to be able to foresee the future, but ours is a stable environment with a good forecast of work for the next two years and we are always in negotiation for new completion and maintenance projects. Our hangars are ready to welcome anyone
serious enough to have a good working experience where quality meets a satisfied final product or service. Are your customers looking for the same values today as they have been before, or have the tastes changed (maybe now they want more functionality over relaxation or vice versa?) In our line of business, every project is bespoke. Every project has a different interior specification from the last and no aircraft is the same. Maybe some aircraft come close to the mission type, but certainly interior styling has evolved over the last couple of decades. When we look at older mature aircraft, interiors seem to have dark colours used, cumbersome avionics, square format designs with no real soft round edges as what we see today with lighter colours, more complex construction in terms of rounded panel construction
and of course - weight. Weight has always played an integral part to outfitting. The first aircraft to have been completed, 40 years ago, used thick wood panels and heavy marble slabs for example. Honey combed panels are standard in today’s business, where forming, bending, compressing all give rise to better integration for the construction required and help extend the design user ability for the client. What was your most challenging project and how did you succeed? Our most challenging project to date has been the maintenance of AMAC Aerospace and seeing it grow from strength to strength in such a short time period. We have always maintained a strong ethic to analyse and then judge before taking on challenges that could give us unforeseen problems. We are the largest privately owned aviation com-
The progression from our first narrow body aircraft up to our newest project, a B747-8i will top the challenge list.
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We will not associate ourselves with any brand, we don't plan on associating ourselves with any brand and we work to custom made interiors, pure and simple.
pany in the world in large aircraft completions and maintenance, charter and management, we are only six years old and our physical make up at Basel EuroAirport is still changing. A host of challenges have always made up our daily lives, whether it has been keeping up our communication with EASA, opening new dialogues with foreign air authorities, looking at expansion plans for our facility, making sure the right number of people both in expertise and quantity are available or keeping our workforce on the straight and narrow to name a few, have helped us get to where we are now. We are a reputable and distinguished name within our sector and the progression from our first narrow body aircraft up to our newest project, a B747-8i will top the challenge list.
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Our most challenging project to date has been the maintenance of AMAC Aerospace and seeing it grow from strength to strength in such a short time period.
You are a successful businessman. Are you a business aviation flyer? Do you own or charter a yacht? What are the material luxuries of life that you indulge in when you have the chance? I personally have owned a variety of piston aircraft including ex RAF light aircraft and currently I own a Pilatus PC-12, and I also fly it myself. I have owned yachts in the past but for me personally these are tools to be used for life whether it is for business or for private use. To have a tool means to be able to use it with distinction and I use my tools on a weekly basis. I work hard and I reap the rewards of life with my family. My family is the most important aspect of my life and in this, if my sons (I have three) are able to continue any form of legacy this will be testament to what we instil-
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led in them. I enjoy a range of classic watches, Harley Davidson motorcycles, hunting, deep sea diving, gadgets. And I enjoy visiting new places. If there is any business to be had, I welcome the conversation. It is quite common nowadays for business aviation brands to team up with well-known luxury brands or for yacht designs for example to feature a “total look” of a particular fashion brand. Have you worked on anything like that or do you have partnerships of this sort? If not, who would you have as your luxury brand partner and why? AMAC Aerospace has never had a design department and we don’t plan on having one in the near future. We work with reputable design studios and we have always had a strong communiqué
with these design leaders in their own field. Business aviation and brands is a new concept and we applaud the efforts made by these BizAv companies who liken themselves to a brand. We will not associate ourselves with any brand, we don’t plan on associating ourselves with any brand and we work to custom made interiors, pure and simple. To enjoy a brand like Armani in clothing is one thing but to see it as an interior on an aircraft that is something different. One has to have a palate of appreciation to be able to have an interior like that. At the same time the question has to be asked, are you paying a premium for a brand of interior when the price of an interior could be the same or less if it had the client’s influence? Most people will succumb to wanting their own design as we know from experience.
Where do you think will business jets be another 10-20 years from now? Do you think there will be a technological breakthrough at any point within these 10-20 years, like suborbital shuttles or a return to supersonic flight? Supersonic flight is a realistic concept to appreciate. When will it hit the mainstream and who will be the launch customer, no one knows. Of course when it comes to mechanical technology breakthrough, the chances of survival are much less than interior cabin technology, like avionics for example. New engines, aerodynamics, passenger vs cargo utilisation etc and the new aircraft design can take up to 8 years from concept to first delivery to clients, reference the Pilatus PC-24. Countless hours have been spent on designing, testing and conceptualising. Aerion
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Cabin technologies is one of AMAC's most challenging tasks, making sure that what is installed today is still relevant in 10 to 15 years time
have been working on a supersonic business jet and are looking for an OEM to produce it. It has been in work for more than 10 years and not even a prototype has been built. When it comes to new aircraft, a lot of courage, confidence, and money are required to see the science emerge off the paper and into the sky. Reverting back to cabin technologies, this aspect of interior evolution continues to ever change. One of the hot topics we see a lot of is the client looking to see that the products we install today are still available in 5-10 years time. Over the past decade a lot of hardware has been made redundant or obsolete. It’s paramount for clients who are running fleets of aircraft to know that these parts are still available and it took the producers of this hardware a long time to respond in making their units wear and tear over more years than first imagined. Of course
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LCD screens are getting thinner, wider and lighter, wireless communication is more president in new projects, TV continues to be mapped across the world with satellite coverage and the cabin management systems get a lot more interesting when looking at a private aircraft than a commercial aircraft. One could have two temperature zones, where the aircraft can manipulate the temperatures per zone with the high tech humidification system in place today, one can change and highlight room ambience by mood lighting, one can make pizza on board these aircraft today, so there is a lot to consider. With reference to the next 10- 20 years, communication systems will excel exponentially, perhaps another OEM will challenge the A380 concept of double deck cabins. The options in place for aviation far exceed a volume series of comic books. To see the sci-fi come to
real life is what makes our line of business so enjoyable. If you could buy any aircraft and price was no object, what would it be and why? With the variety of aircraft out there in the world, my first choice would be a midsize jet aircraft that can fly 8-10 hours nonstop and take a fair size amount of cargo. It should have great avionics and a large enough cabin to be versatile in any situation. If I had to opt for a smaller aircraft of similar characteristics, it would be the Pilatus PC-24, but that hasn’t arrived on the market yet and Pilatus say it won’t be ready before 2017. The PC-24 has all the great aspects of the PC-12 but it is a twin jet with the new Williams FJ44-4A engines, pivotal landing gears, and an aft cargo door, which is a unique thing to have in an aircraft of this size that also offers ■ great cabin space.