Altitudes Europe #54

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By Ivan Veretennikov

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Grand Prix

Falcon 5X Quite a long time ago Dassault announced the new SMS project that was supposed to fill the niche of the Falcon 50. Much later, at NBAA 2013, the company finally unveiled the Falcon 5X – its biggest and most innovative jet yet. Obviously, plans had changed.

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Interior design is familiar Falcon with light leather and shiny metal parts, contrasting dark wood veneer highlighted with splashes of green. It's spacious, light and trademark Falcon

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Take a look at the images of the new Dassault Falcon 5X. It is instantly recognizable as a Falcon jet, with a similar 4-window cockpit arrangement as the 7X and the classic cruciform tail that is a common trait of all Falcon models. At first glance, it doesn’t look much bigger or, rather, fatter. It retains its slender shape and clean aerodynamic lines. In all honesty, even a trained eye could probably mistake it for the current Dassault flagship if it wasn’t for a giveaway: two engines instead of three. Yes, it is indeed the first long-range Falcon jet to let the third one go. Well, many knew it was coming, but generally people were guessing that it would directly replace the 900 series. And it won’t. The wait was well worth it. Dassault have come up with a completely new design that will set new standards for their own line-up and a high plank for competitors. Let’s take a tour.

Walking in, don’t turn toward the cockpit quite yet – we will come back to it. Go right. Just two steps in – and look up.

The brilliant designers of this aircraft came up with a nice perk: a so-called ceiling skylight, or basically a window looking straight up. The argument is as follows: first, unlike on other aircraft, the owner or passenger won’t have to walk through a dimly-lit galley to get to the cabin, receiving a nice and bright welcome straight away (as long as it’s daytime).

Second, the flight attendants will undoubtedly perform their

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jobs better when they have plenty of natural light. Plus, we reckon many would want to come in during the night to take a look at the stars too. They should be seen much better from high up above the city smog.

The aircraft offers more entertainment than just that, so let’s continue. The first thing you notice inside the actual cabin, especially if you’ve flown in the other Falcons, is the size. Yes, this aircraft has a much bigger cross-section than the other jets of this model. What’s more, the Falcon 5X can easily compete with the biggest and best in this category, with a cabin height of 198 cm leaving behind even the G650 and a width of 258 cm beating the Global 5000 by 9 cm. Considering the overall parameters, the Falcon 5X is aimed more or less squarely at the market of Bombardier’s popular machine, but for now take in this familiar interior design: light leather and shining metal parts, contrasting dark wood veneers and

The first thing you notice inside the cabin, especially if you've flown in other Falcons, is the size. Yes, the aircraft has a much bigger cross-section than the other jets of this model

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A lot of thought has gone into the detail for passenger comfort like the abundance of gadget pockets for things like tablets and smartphones

little splashes of green here and there. It’s spacious, it’s light, it’s trademark Falcon, no mistake. The divans in the back that will of course make a big single bed are of a darker shade.

The tail section should be a place of rest, and it creates an appropriate atmosphere. Don’t take the translucent bulkheads as a must: should the customer choose a proper solid divider with a door, Dassault will supply just that.

Do you notice how many gadget pockets there are in the sidewalls and chairs? At last passengers can stop choosing between using the cup holder for their coffee or two mobile phones. Leaning the iPad against the wall in the hope it doesn’t go flying elsewhere during a performance takeoff is a thing of the past. Such a small detail, but how often overlooked! One more thing you don’t get to see in every aircraft is a veneer that speaks to passengers in symbols. No, this is not a hallucination somehow connected with the presentation of the Falcon 5X mockup in Las Vegas, but a modern technology that allows the projection of icons such as the “fasten seatbelt” sign right onto a veneer. After the sign is switched off, all that’s left behind is the clean wooden surface with nothing to disrupt the harmony. Not much else will intrude on your peace during the flight either. In terms of sound levels, the 5X will be on par with the 7X – one of the quietest aircraft ever. Cabin air will be fully recirculated in a matter of two minutes, while a smooth ride will be guaranteed by advanced control systems.

And regarding the entertainment features. The 5X will offer the latest generation of the popular FalconCabin HD+ cabin management system, including its Skybox media server with a vast iTunes video and music library. A fully wireless environment will have passengers accessing all media content on their tablet PCs and using smart phones (or, as of today, an iPhone) to control such settings as lighting, volume levels, and entertainment options.

After a look at the interior, let’s return to the cockpit. It’s not such a long trip as in the G450 or the abovementioned Global 5000, because the passenger cabin is shorter. In terms of volume (50 m3) there’s more than in the first and less than in the second (43.2 and 57.3 m3 respectively). Once you are inside the pilot’s workspace and we start talking technology, however, it becomes apparent that the Falcon 5X doesn’t really have competitors. In terms of flight range of 9635 km (Dubai – London, Cape Town, or Tokyo) the G450, Global 5000, and its own sibling Falcon 900LX can put up a fight, but the space-age insides of the new Dassault jet set it in a class of its own.

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Once you are inside the pilot's workspace and we start talking technology however, it becomes apparent that the Falcon 5X doesn't really have competitors. The space-age insides of the new Dassault jet, set it in a class of its own

Its 9635km flight range allows for DubaiLondon, Cape Town or Tokyo putting it on a par with Gulfstream's G450 or the Global 5000

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The first step ahead is an upgraded fly-by-wire system taken from the Falcon 7X. No business jets of this class have it. The second is a new wing with advanced wing devices that keeps take-off field length down to a record low of 1535 m – 150 m better than the closest competitor. What’s even better is that the Falcon 5X can land at almost full takeoff weight. This means that after fuelling up to the full in one spot it can make a short hop, pick up passengers, and fly almost its full flight distance. Such ferry legs add to the flexibility of the aircraft and also help to save money on fuel or parking costs. There will be even more savings down the line as Dassault promises 30—35% better operating costs than business jets of the same class. Factory price? Around $45 million, which is a very competitive deal considering the cabin volume, performance parameters, and technology.

The verdict? The Falcon 5X is great. It’s hard to think of a single flaw but one: deliveries start in 2017. On the other hand, ■ it looks like it’s worth every minute of the wait.

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XP Interview Rene Banglesdorf Charlie Bravo AE54_XP Interview Rene Banglesdorf Charlie Bravo AE54 19/02/2014 12:25 Page56

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By Ivan Veretennikov & Sylvie PĂŠron

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Rene Banglesdorf Founder & CEO Charlie Bravo Charlie Bravo Aviation is an Austin, Texas-based company specializing in private aviation, brokering, selling, acquiring and trading aircraft. Founder and CEO René Banglesdorf works side by side with husband Curt, to whom she has been married since college.

They owe their success to their teamwork. Now based in Austin and heading Charlie Bravo Aviation with 15 specialised jet brokers under her wing, René has also built a reputation as someone who is dedicated to helping other women in the industry.

Do you have experience working with clients from all three of our readership locations? What are their differences between each other and from US buyers and sellers?

We have more experience with European and American buyers, but yes, we do have experience with Russian and Middle Eastern buyers as well. Generally in Europe and the US, buyers are considering aircraft for business purposes as their first objective. As such, their purchases tend to be more financially driven—whether that’s getting a good deal, managing depreciation, or justifying ROI. The Middle Eastern and Russian customers with whom we have worked have been more interested in features, amenities and convenience. Every customer is different, though, and as some of the richest and most successful people in the world, they very much have their own way of doing things.

Business aviation: luxury or tool?

NBAA is promoting the image of strictly business tool, but customers with money want designer interiors and expensive materials. Where's the fine line between justified expectations and luxury for luxury's sake?

As long as buyers understand the phy-

sical limitations their additions can create in their aircraft, my opinion is that people can do what they want with their money. For instance, solid wood floors would add weight and echo, affect the runway performance of the aircraft and the turnaround for maintenance appointments.

As far as the business vs. luxury argument, I believe that private aircraft provide one of the biggest competitive differentiators available to people doing business—the ability to be several different places in the shortest amount of time possible with the least inconvenience. It’s also more secure, more private, and when calculating the value of someone’s time, often more cost-effective. Private aircraft provide exactly the same things for individual use. Even though private aircraft can be very luxurious, one day I hope that they will lose the stigma that they now seem to have.

to pick out the interior. Others plan to fly it themselves and are crawling around the pre-buy with a dental mirror looking for corrosion. It’s an expensive and complex piece of equipment, and we try to make the transaction as smooth as possible for the buyer, no matter how involved they want to be. We do highly recommend having a team, as very few people have all of the skills to operate a successful flight department on their own. We can recommend pilots, mechanics, tax or aviation attorneys, etc or work with the ones already employed by our client. This is one of my favorite things about my job.

Every deal is different, and getting to know people of very diverse personalities and cultures is interesting. Managing everyone’s expectations, communication style and requirements in coming to an agreement on a transaction is never boring.

Would you advise a future customer to really get involved in the details of aircraft ownership and operations or to find an experienced team?

Every client is different. Some just want to have an aircraft and don’t want anything to do with its purchase. Others are fascinated and want to know as much as possible. Some want their wife

Which do you find more exciting, buying or selling on behalf of a client? And which is more rewarding for you emotionally and money-wise?

I generally find acquisitions more rewarding, as buyers are usually excited about purchasing an aircraft and enjoying the benefits it provides. Sometimes sellers don’t really want to be

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To me, this business is more about the people than it is about the airplanes and I’d rather work with a really interesting client that I know I served well and will refer me to friends or business associates

and turboprops. As this demographic represents a huge number of aircraft owners (85% in the US according to NBAA), I hope and pray this trend continues and grows. It would be a great hallmark of recovery in our industry.

selling, and it makes it less upbeat. Financially, buying or selling can be profitable for us—but with buying, there are fewer marketing costs.

Would you rather sell one expensive aircraft or a few small ones?

I would rather work with a really interesting client that I know I served well and will refer me to friends or business associates. To me, this business is more about the people than it is about the airplanes.

Do you prefer interacting directly with the client or through a representative?

I like working with the person or people that are going to be the most instrumental in getting the deal done. Sometimes the principal is too busy to handle the more detailed parts of the deal.

Then I like a person who can act on his or her behalf. Misunderstandings happen in multiple layers of people involved. We’ve had a number of deals fall apart when other people were misrepresenting the owner’s intentions. I prefer to speak with the principal and have

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him or her tell me to whom they’ve delegated which responsibilities.

Do you have any universal advice for buyers and sellers in 2014?

Selling? Be realistic. There is almost no chance your aircraft is going to increase in value if you hold out. Understand what the market will bear and accept the reasonable offer.

Buyers? Make your decision on what your mission for the aircraft will be.

And of course, for buyers or sellers, I recommend using a professional consultant or broker with whom you feel comfortable to make sure you’re making a good decision. That is not necessarily your pilot, much as you may trust him or her with your life in the air…

What will the hot markets be for new and used aircraft in the coming years?

I think that long-range aircraft will continue to be in high demand. The intentions to do business or travel globally are not likely to decrease. I also see a resurgence in small and mid-sized businesses using small and midsized jets

Regarding "Women in Aviation", who is more discriminating, the clients or your partners in the industry itself? Is the situation improving?

I really don’t feel that I am discriminated against in this industry. I find that if I know what I am talking about and treat people well, they treat me with respect and are helpful. In fact, many men are very encouraging, as they want more women in the industry. As far as clients go, some feel more comfortable working with a woman or a man. My day-to-day role in the company does no focus on sales, but my first sale was for a Gulfstream G450 owner who specifically requested me to work his deal.

How have new media and social networks affected your business and personal life?

We do use social media some, but I haven’t really found the perfect medium yet for initiating deals worldwide. It is a goal for this year, however, to better understand how it can be a competitive differentiator for us.

What are you flying and what do you hope to fly?

My lessons are in a Cessna 172, but eventually I hope to be able to fly a multi-engine aircraft. I do not really aspire to anything more right now, as I really enjoy my time as a passenger ■ also. But who knows?