Altitudes Europe #44

XP VNE Legacy 500 AE44_XP VNE Legacy 500 AE44 19/06/12 11:25 Page66

VNE

EMBRAER LEGACY 500:

HI-TECH, MID-SIZE, LO-COST The new super-midsize business jet from Brazil takes an unusual approach to competition. Instead of the usual promises of “bigger, faster, more economical�, it is set to become a technological breakthrough for this size of aircraft. In a market where the buyer pays for a standard combination of range, cabin volume, and efficiency, the Legacy 500 adds a new parameter, and one that is very welcome in the 21st Century. BY Ivan Veretennikov

66 I ALTITUDESEUROPE

XP VNE Legacy 500 AE44_XP VNE Legacy 500 AE44 19/06/12 11:25 Page67

VNE

I

first flew the Embraer Legacy 500 last year in Brazil.

Among the numerous advantages of fly-by-wire, the pilot tells the aircraft where he wants to go and the aircraft itself decides, taking into account the airspeed, angle of attack and other data

As a pilot. It was a splendid day with not a cloud in the sky: perfect weather for a test flight. Not that it mattered much, since it all happened in a small dark room and the surroundings were projected onto a large screen on the wall. And the fact that I am no pilot and have almost zero flight experience only helped to illustrate how natural and forgiving is the new fly-by-wire system developed by Embraer for this aircraft and its smaller sibling, the Legacy 450. Even in a simulated “one engine out” scenario I managed to continue climbing without losing control of the aircraft – all by gently operating a joystick comfortably sitting in my left hand. Many would argue that a rather crude simulator is no basis for judgment, and in a way would certainly be right. I have, however, had my share of crude simulators to recognise a game-changing concept in the way aircraft – and particularly midsize aircraft – are controlled. The reason for starting with a description of this system that will mainly concern pilots once the business jet is flying, is that it is a breakthrough. Some believe that fly-by-wire and sidesticks are here for good and represent the future of flight. Others are yet unconvinced. Whatever the case, one thing is for certain: this technology comes at a price. More precisely, over 52 million US dollars for a Dassault Falcon 7X, the only business jet currently in production to offer a combination of fly-by-wire and side-sticks. Next up is the Airbus ACJ318 at around 60 million. The Legacy 500 costs under 20. To avoid making this a long-winded technical piece, let’s look at fly-by-wire and its advantages only briefly. The whole concept is not about removing hydraulics, linking the pilot mechanically to the control surfaces, and replacing them with electricity (although this is important), but rather about having fast and smart computers look after all flight parameters and interpret pilot input into a combination of movements that achieve the desired result efficiently and safely. Basically, the pilot tells the aeroplane where he wants to go, and the aeroplane itself decides – taking into account the airspeed, angle of attack, and other data – which control surfaces should move and to what degree.

A very important benefit is increased safety: the computers know the structural limits of the aircraft and don’t let the pilots exceed them. For example, in an emergency the pilot may pull up as hard as he can, simultaneously applying maximum thrust. The system then calculates the trajectory that does not compromise structural integrity, but helps to achieve the fastest climb rate. And if for some reason the pilot decides to do downright stupid things, like I was told to during my short test flight – for example, bank too sharply and fly straight down into the ground – the aircraft will put a stop to this very quickly. After issuing some warning signals it ignores the dangerous input altogether and returns to level flight, waiting for someone more careful to take control. In a world where pilot error is cited as the cause of many accidents, this should sound reassuring.

ALTITUDESEUROPE I 67

XP VNE Legacy 500 AE44_XP VNE Legacy 500 AE44 19/06/12 11:25 Page68

VNE

The great cabin was designed

by BMW Group DesignWorks USA and may be configured in different ways

68 I ALTITUDESEUROPE

Not too many owners of the Legacy 500 will be flying in the front, however. At this size and price (just under $20 million) aircraft are built for enjoying the flight in the back seat. This would mean that only a few will enjoy the wonderfully clean, informative, and ergonomic cockpit built around the Rockwell Collins Pro Line Fusion avionics suite and distinguished from all business jets save a select few by the use of side-sticks instead of traditional yokes. Nevertheless, the safety features, including optional synthetic and enhanced vision systems, head-up display, and lightning detection system, as well as compulsory TCAS II and TAWS A (traffic collision avoidance system and terrain awareness and warning system, respectively) will be a comfort to any owner, even if he never sees them in action.

With this technological array, aided by dual-channel FADEC for the powerful and efficient Honeywell HTF 7500E engines, the Legacy 500 should be a very safe and economical aircraft indeed. And thanks to fly-by-wire, which helps to increase useful load, lower the takeoff speed, and overcome the effects of turbulence among other things, all of this hi-tech will have a very practical meaning.

Still, no matter how advanced an aircraft, it would be nothing without good looks and a great cabin.

From the outside the Legacy 500 is surprisingly big. When I saw the actual prototype in Brazil – the one that should fly before the end of this year – I first thought it was a 600. The new model is a whole 6 metres shorter, but it’s almost the same in height and wingspan, which will ensure a significant presence on the apron. The beak-like nose that gives the Legacy 600/650 away is not as apparent, but the windshield and general appearance is unmistakably Embraer – although with a much more refined and businesslike feel than that of the regional jets. Gently swept wings with winglets, two engines in the back and a T-tail create an image of a well-proportioned aircraft. It has nothing from the fantasies of sci-fi writers, however. You will have to come inside for your first “wow”.

Made by BMW Group DesignWorks USA, just like the cabin of the smaller Phenoms, this is a place

XP VNE Legacy 500 AE44_XP VNE Legacy 500 AE44 19/06/12 11:25 Page70

VNE

In the double club layout the seats transform seamlessly into four berths

70 I ALTITUDESEUROPE

where passengers can truly feel comfortable. If only four are flying, they can even have a berth each.

The experience starts with a wet galley, ensuring everyone on board has enough to eat on longer flights. With a flight range of 5556 kilometres, or the equivalent of Paris-Abu Dhabi, London-Halifax, and Dubai-Zurich this will be very important. The flat-floor stand-up cabin measures 8.17 x 2.08 x 1.82 metres and can be configured in different ways. If the owner really wants, he can have two divans in the back, a belted toilet seat and a side-facing seat in the front. Rational flyers will probably choose something with more freedom. In a double club layout the seats transform seamlessly into four berths – and here “seamlessly” should be understood literally: take a look at the pictures.

Cabin pressure at the operating ceiling of 13716 metres will be equivalent to 1830 metres, better than that in the more expensive G280 and Challenger 300, according to Embraer data. Seven windows on one side and eight on the other – bigger in area than even those of the Hawker 4000, a plane made of composites – offer plenty of natural light. Most important for passenger comfort and entertainment, though, is the Honeywell Ovation Select cabin system. Wonderfully simple touchscreen controls, 17.5” Full HD LCD screens, Blu-ray, high-speed internet, wireless handsets for the satellite telephone, surround sound, and an array of connection slots for external devices will keep you busy when you’re not using those berths. Kids can be entertained with their favourite console plugged into one of the big screens, while the adults are tracking their flight on individual monitors using JetMap – a special feature that also lets you download latest news, weather and football scores via satellite. All in all, passengers will find everything they need for business and entertainment.

Embraers traditionally have a huge baggage capacity, and the Legacy 500 is no exception. With 1.13m3 of internal stowage accessible in flight and an external 3.11m3 compartment will ensure nothing is left behind – skis and snowboards included.

When it comes to performance, the 5556 kilometres maximum range will take 4 passengers coastto-coast in the US, from Europe to the Middle East, all around Asia, and from Singapore to most of Australia. The runway performance is slightly better than that of competitors, and it takes the Legacy

XP VNE Legacy 500 AE44_XP VNE Legacy 500 AE44 19/06/12 11:25 Page71

VNE

EMBRAER LEGACY 500 Specifications PERFORMANCE Range 5556 km (4 passengers, 2 pilots, NBAA IFR reserves) Max Cruise Speed 848 km/h Takeoff Distance 1402 m Landing Distance 732 m Service Ceiling 13716 m Payload, Full Fuel 726 kg

DIMENSIONS Length 20.52 m Wingspan 20.24 m Height 6.43 m

CABIN

500 around 22 minutes to reach its initial flight altitude of 13110 metres. The 850 km/h maximum speed isn’t lightning-fast, but will essentially translate in about 45 minutes difference compared to a Cessna X flying full speed to max range. And then again, you don’t have full range when flying your fastest. All in all, if the Embraer Legacy 500 delivers on its many promises, the main one being its game-changing fly-by-wire control system that already cost the programme a whole year in delays, it will not only become a great super-midsize aircraft ready to take on much more expensive models, but will also bring a whole new parameter to the market. Technology of this calibre was never offered at such a low price before and could become a key sales factor. Consider CRT-based glass cockpits, conventional cabin controls, wings without winglets. They all do their job perfectly well and are far from compromising safety or performance, but are usually the first to undergo retrofitting. And there is no way you can retrofit fly-by-wire. So from here it’s a matter of choice: either stick with traditions and keep what’s working perfectly well or try something completely new in the belief that it will become the next big thing. The Legacy 500 is in good company with the world’s most advanced fighter jets, as well as the Airbus liners, the Dassault Falcon 7X, Gulfstream G650, and Boeing 787. My bet is that in 15 years from now most new business aircraft of every size will come with a similar control ❚ system. It’s the future. And it’s priced at under $20 million.

Crew 2 Pilots Seats 8 Length 8.18 m Width 2.08 m Height 1.83 m Volume 23.22 m3 Internal Baggage 1.13 m3 External Baggage 3.11m3

ENGINES 2 x Honeywell HTF7500E Thrust 2966 kg Avionics Rockwell Collins Pro Line Fusion

LIST PRICE $19 900 000

ALTITUDESEUROPE I 71