P1 APRIL 2011 £4.50
NEWS · EVENTS · FLIGHT TESTS · PEOPLE · AIRCRAFT DETAILS · COMMENT
AVIONICS LATEST
HONEYWELL PRIMUS EPIC ROCKWELL COLLINS PROLINE FUSION GARMIN G5000 APPLE'S IPAD AS AN EFB
F R E S H A I R F O R B U S I N E S S AV I AT I O N
NETJETS RESURGENCE
WARREN BUFFETT
AND DAVID SOKOL 'MR FIX-IT' How NetJets was brought back from the brink of disaster and is now signing the biggest aircraft deals – EVER!
TOP STORIES FROM THE BUSINESS AVIATION WORLD
EMBRAER LEGACY 450 · DIAMOND DA42NG · CHAMBERY AIRPORT · MAINTENANCE BUDGETS · EGNOS LIVE · BELL 429
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18 Cover Story
How Warren Buffett's 'Mr Fix-It' saved Netjets and made the biggest ever deal for aircraft
CONTENTS April 2011
4 News First photos of the new Embraer Legacy 450 15 Column Industry's duty to nurture new talent 26 Products JetBed lets you lie down on the job 27 What's On Events for you and your clients 28 Nick Heard Final part of the Operating Lights Jets series 30 Airport Focus Chambery Business Airport
04 P1 APRIL 2011 £4.50
NEWS · EVENTS · FLIGHT TESTS · PEOPLE · AIRCRAFT DETAILS · COMMENT
AVIONICS LATEST
HONEYWELL PRIMUS EPIC ROCKWELL COLLINS PROLINE FUSION GARMIN G5000 APPLE'S IPAD AS AN EFB
F R E S H A I R F O R B U S I N E S S AV I AT I O N
P1 Magazine LOOP Digital Media Ltd 9, 10, 11 The Mill Courtyard, Copley Hill Business Park, Cambridge CB22 3GN, UK
NETJETS RESURGENCE
WARREN BUFFETT
AND DAVID SOKOL 'MR FIX-IT' How NetJets was brought back from the brink of disaster and is now signing the biggest aircraft deals – EVER!
TOP STORIES FROM THE BUSINESS AVIATION WORLD
EMBRAER LEGACY 450 · DIAMOND DA42NG · CHAMBERY AIRPORT · MAINTENANCE BUDGETS · EGNOS LIVE · BELL 429
T: + 44 (0)1223 497060 W: www.loop.aero E: subscriptions@loop.aero ISSN 1749-7337
36 Special Feature Latest high-tech avionics 46 Mini Test Diamond DA42 NG 51 P1 Ultra BMW 740D, Bell 429 and an extraordinary watch 59 Dossier Putting together a budget for maintenance 63 Aircraft Listings New aircraft details 66 Pre Owned A look at a deluxe Dassault Falcon 900EX
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CONTACT P1 EDITORIAL EDITORIAL DIRECTOR Dave Calderwood E: dc@loop.aero ASSOCIATE EDITORS Richard Fairbairn E: richard@loop.aero Dave Rawlings E: dae.rawlings@loop.aero
CREATIVE DEPARTMENT Bill Spurdens E: bill@loop.aero Dan Payne E: dan@loop.aero CHIEF PHOTOGRAPHER Dave Spurdens W: www.extremesportsphoto.com
NEW MEDIA EDITOR Helen Rowlands-Beer E: helen@loop.aero Watch www.loopTV.aero CONTRIBUTORS Nick Heard, Patrick Margetson-Rushmore, John O'Connell
ADVERTISEMENT SALES SALES MANAGER Dave Impey E: daveimpey@loop.aero MANAGEMENT DIRECTOR Sam Spurdens E: sam@loop.aero DIRECTOR Dave Foster E: dave@loop.aero
NEWSROOM FAST FACTS LEGACY 450 Crew 2 Passengers 9 MMO 0.83 High speed cruise 08.2 Time to climb FL430 2.2min Ceiling 45,000ft Range 2,300nm Takeoff distance 4,000ft Landing distance 2,300ft Wingspan 20.25m Length 19.15m Height 6.74m Cabin length 6.83m Max payload 2,800lb Engines 2 x Honeywell HTF 7500E, producing 6,080lb of take-off thrust
»NEW AIRCRAFT
First flights imminent of E First detail photos of new 'fly-by-wire' Legacy 450 and 500 jets
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HE first flights of Embraer’s new ‘fly-by-wire’ Legacy mid-light 450 and mid-size 500 jets are believed to be imminent – possibly before tthis his May's EBACE show. Both aircraft projects were announced in a flurry of activity by Embraer’s Executive Aircraft division in 2007, filling out the company’s range between the smaller Phenom 100 and 300 light jets, and the Legacy 650 which is now in service. Much is at stake with the new models. Not only will the 450/500 be the only aircraft in their class equipped with flyby-wire controls, but Embraer says they will be the fastest, have the largest cabins
4 | P1 BUSINESS AVIATION MAGAZINE | April 2011
and be the quietest inside the cabin. “Their interiors were designed in partnership with BMW Group DesignworksUSA, and offer unequalled comfort and style,” said Embraer at the recent Asian Aerospace event. “A flat-floor stand-up (six-foot) cabin, excellent pressurisation, and vacuum lavatories are other highlights of the Legacy 450 and Legacy 500, complementing their superior performance and low operating costs.” The two Legacy aircraft will be equipped with new-generation Rockwell Collins Pro Line Fusion avionics systems. Engines are Honeywell HTF7500E “with the latest technologies for meeting
performance requirements with improved efficiency, in terms of fuel consumption, facilitated maintenance, low operating costs, and reduced noise and pollution emissions, thus lessening their environmental impact.” The mid-light Legacy 450 is designed to carry up to nine passengers. Its range will be 2,300 nautical miles with four passengers, or 2,200nm with eight, both including NBAA IFR fuel reserves. This means the 450 will be able to fly nonstop from London to Moscow or Rabat, Morocco; from Delhi, India to Dubai, UAE or Hong Kong; or from Jakarta, Indonesia to Calcutta, India. The mid-size Legacy 500 will carry up
P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM
Cessna restructures world sales
Embraer's mid duo to 12 passengers, and is designed for a range of 3,000nm with four passengers, or 2,800nm with eight. P1 understands that more than usual time has been spent in simulators testing the 450/500’s fly-by-wire (FBW) system which is adapted from Embraer’s E170 airliner. The FBW is a closed-loop system meaning that when the pilot applies a movement to the side-stick he is controlling the rate of deflection of that control surface rather than the amount of deflection. All movements are effectively damped meaning flight will be smoother. www.embraerexecutivejets.com
CESSNA has restructured its entire global sales team to provide a “seamless experience” for its customers, from its range of piston and turoprop aircraft up to its jets. “Cessna is the only company in the world offering a full range of business and general aviation transportation options from Cessna piston aircraft through the full line of Citation business jets to the many on-demand or aircraft management programs offered by CitationAir,” said Mark Paolucci, senior vice president, Cessna Sales and Marketing. “With this restructuring of our sales group, we will be better able to respond to customer requirements for business mobility and the customer will have a single Cessna contact for a more seamless experience.” The previously separate Cessna propeller and Citation sales teams have been merged to one team responsible for either US or international sales. Trevor Esling, based at Cessna’s European office in Farnborough in the UK, remains vice president, International Sales with added responsibility for propeller aircraft sales. Peter Griffith, also based at Farnborough, is division director and will head the new integrated sales team responsible for Europe, Africa and the Middle East. Bob Gibbs, based in Wichita, has also been named division director and will head the team responsible for Central and South America, Japan, China, Australia, India and the rest of the Pacific Rim countries.
Inside the Legacy 450, styled by the UK's Design Q
First flights of the Legacy 450/500 are imminent From LSAs to bizjets, Cessna makes it April 2011 | P1 BUSINESS AVIATION MAGAZINE | 5
PHOTO www.thomsonreuters.com
NEWSROOM
»JAPAN QUAKE
Air Partner to the rescue
Private jets play key role in evacuations and disaster relief
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ATURAL disasters and political upheaval have caused a spike in business, corporate and governmental private aviation over the past few months. Business aviation analyst Avinode says it has seen strong demand over the first quarter of 2011, going above levels last seen for the period back in 2008. One of the companies at the heart of private jet operations is the UK’s Air Partner, a leading provider of private aviation services to industry, commerce and governments worldwide. It has been working around the clock to organise humanitarian aid flights and to evacuate more than 12,000 people from across the world in just six weeks. Air Partner has an Emergency Planning team with 24-hour operations, working together with on-call broker specialists. They have pooled knowledge and resources to secure suitable aircraft for the evacuations and aid flights involving Egypt, Libya, Tunisia, New Zealand, and Japan. Air Partner has also negotiated flight slots, fuel, aircraft handling and visa permissions as well as post-evacuation onward travel. Air Partner evacuations on behalf
of governments and corporates since January 2011 comprise 63 flights, transporting more than 12,000 people and 300 tonnes of aid:
facilities weighing nine tonnes to help deal with the sewage and drainage system severely damaged in Christchurch’s earthquake in February.
JAPAN The earthquake and tsunami devastated Japan on Friday, 11 March. A day later a Boeing 767 left Manchester for Japan organised by Air Partner on behalf of the UK’s Department for International Development. Fifty-nine UK fire service search and rescue specialists, two rescue dogs and a medical support team were dispatched alongside up to 11 tonnes of specialist rescue equipment, including heavy lifting and cutting equipment. Air Partner’s Germany office operated a Boeing 747 flight into Nagoya on Monday 14 March on behalf of a number of German-based companies, including car manufacturers, to bring staff home. A flight carrying 477 expatriates returned on Tuesday 15 March.
TUNISIA During the Tunisian demonstrations in mid-January, Air Partner’s evacuation specialists responded quickly to source aircraft to move personnel out of harm’s way. In total, Air Partner repatriated more than 6,000 displaced Egyptians and 500 Bangladeshis on 34 flights from Tunisia to Egypt and flew 220 tonnes of humanitarian aid into Tunisia on three flights. The aid, which included blankets and tents, was used for makeshift camps by the thousands who fled from Libya to Tunisia to escape the Gaddafi regime.
NEW ZEALAND On Saturday 12 March, Air Partner organised a Boeing 747 freighter flight that flew to New Zealand from Europe. The aircraft carried 7,500 sanitation
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LIBYA When trouble flared in Libya, all normal communications and aviation practices broke down. Aircraft, crews and their insurance companies were reluctant to provide cover to operate there, and obtaining authorisation for aircraft to enter Libyan airspace, land and leave was extremely difficult. Despite this, Air Partner operated a dozen Libya rescue flights into the UK,
Air Partner evacuated 12,000 people around the world in six weeks
P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM
WORLD NEWS
» CIRRUS COUNTER-BID?
USA Hot on the news that Cirrus Aircraft is being bought by a Chinese company, aviation consultant Brian Foley is attempting to see if a US buyer could be found. Foley believes better marketing of the company might identify enough qualified investors. www.brifo.com
» MPL GAINS
UK The Multi-Crew Pilot Licence (MPL) alternative to the ATPL continues to gain ground with easyJet starting a new course at the Oxford Aviation Academy for 30 cadet mentored pilots. www.oaa.com
» DUBAI FOR EMBRAER
MIDDLE EAST ExecuJet Dubai has received an extension from Embraer to its existing Base Maintenance Approval. This now covers up-to and including a 24-month (L4) inspection on the Legacy 600 and 650. www.execujet.net
» CZECH UPGRADE
PRAGUE Grossmann Jet Service has introduced a Cessna Citation Jet II to its existing fleet. It joins an Embraer Legacy 600 and Hawker 900XP and replaces a smaller Cessna Mustang. “As the market picks up clients want to travel more comfortably and need aircraft to serve longer internal European sectors - such as Paris to St Petersburg,” said Dagmar Grossmann, CEO. www.grossmannjet.com
EGYPT Air Partner flew in excess of 3,000 people to safety in the space of six days in groups ranging from four people to 222 using private jets and commercial airliners. Passengers were flown to a range of destinations including the UK, Dubai, France and Germany. Clients included governments as well as major energy companies, financial institutions and telecommunications conglomerates, who were concerned about staff safety. Mark Briffa, CEO of Air Partner said: “Since January, Air Partner has led
ABOVE: The tsunami wrecked Sendai airport. PHOTO Reuters/ Jo Yong-Hak BELOW: Whole towns were swamped. This is in the Miyagi region. PHOTO Reuters/ Kyodo PHOTO www.thomsonreuters.com
several on behalf of the UK Foreign & Commonwealth Office (FCO), and organised another into France. Large Boeing and Airbus jets, with a total of 2,200 seats, were used to transport passengers of various nationalities. Seven of the flights operated into and out of Tripoli, including the first two rescue missions to the UK, were carried out for BP and another major oil conglomerate seeking to safeguard their overseas employees. The other flights operated to nearby Malta to repatriate people who had fled from Libya.
the way in responding to the wave of political chaos and natural disasters that has beset the world in a shockingly short time frame. The dedication and specialist knowledge of our Emergency Planning team, combined with extensive broking experience, have been key in overcoming challenging conditions.” www.airpartner.com DO YOUR BIT TO HELP! Make a donation to the Japan disaster relief fund at The Red Cross website. www.redcross.org.uk
» OXFORD LONGER
UK London Oxford Airport has gained a 21% increase in Usable Runway Distance. Licensed take-off distances are now 5,223ft (1,592m) and 5,112ft (1,558m). It follows newly approved runway status from Code 2C to Code 3C after an extensive programme to remove obstacles and safeguard safety surfaces to the sides of the runway and on the approaches. www.oxfordairport.co.uk
» GREEN WIN
SWEDEN Stockholm-Arlanda Airport has won an 'Environmental Initiative of the Year' award for its work to reduce carbon dioxide emissions from taxis operating from the airport. "Ground transport accounts for the largest share of the airport's total carbon dioxide emissions," said a spokesman. "To reduce emissions, a dispatch system was introduced that gives precedence to cars with the lowest emissions." www.arlanda.se
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 7
NEWSROOM »AIRPORT NEWS
Farnborough has limits raised UK government overturns council decision on appeal
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RITAIN’S Farnborough Airport has won a long battle to get the limit on aircraft movements raised. In February, the UK government decided to overturn the decision by Farnborough’s local council to reject an increase in movements. Two government depts were involved in Farnborough’s appeal, Communities & Local Government and Transport. The decision was a joint one by both Secretaries of State of State, Philip Hammond and Eric Pickles. They said that “they agreed that the existing operation at Farnborough Airport makes a significant contribution to the economic well-being of Rushmoor Borough [Farnborough’s local council] and the surrounding area; and that the appeal proposal will result in a significant increase in direct, indirect and induced employment. They therefore also agree that this will bring clear benefit to the local economy, to which significant weight should be attached.” The current limits of 28,000 aircraft movements per year including 5000 at weekends will be raised in stages from now until 2019 to a maximum of 50,000 per year including 8,900 at weekends. “We were very close to our limit in 2008, before the downturn,” said Brandon
We are part of the fabric of the local community and we need to engage with residents
BELOW: Futuristic hangars at Farnborough
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O’Reilly, the manager of Farnborough Airport. “The increase means we won’t have to turn away traffic, especially over the Olympics.” It also means there are likely to be many more clients for extra hangarage, currently under construction at Farnborough. Another 120,000sq ft of hangars are due to be completed by September this year, doubling the amount available and also making considerable office space available. “This will ensure we have hangarage available to new operators as well as for transient aircraft,” said O’Reilly. Farnborough already has a waiting list of ten aircraft for the hangars. O’Reilly has been manager at Farnborough Airport since late 2006, when the current infrastructure was halfway through building. He was at the heart of the planning process which has involved local residents right from the beginning. “We are part of the fabric of this local community and we need to engage with them [residents]," he said. "If you don’t do that as an airport, you are failing to act responsibly.” A vital part of process was compiling a detailed masterplan which was launched in April 2009. It covers every aspect of the Airport and its involvement with the area, even going so far as to talk
to the Royal Society for the Protection of Birds (RSPB) and the Campaign for Rural England (CPRE). “An important element was the Quiet Flying Programme,” said O’Reilly. “We gave the residents a blank sheet of paper and asked them to design the air routes in and out of the airport that they wanted. We then flew them in a Falcon 2000 jet to show them the routes, and they talked to the pilots and ATC. They really appreciated listening to the professionals.” Farnborough’s engagement with residents and local businesses is a model of how it should be done, and it is ongoing with the Farnborough Aerodrome Consultative Committee (FACC). Links to the masterplan, planning process and the UK government’s decision can all be found on the FACC website. Since TAG took over the Farnborough site from the Ministry of Defence in 2001, it has invested more than £100 million in infrastructure including the futuristic hangars, terminal building, hotel and air traffic control tower. The runway and apron have been upgraded and it has a Cat 1 ILS system and on-site radar operated by NATS. www.farnboroughairport.co.uk www.facc.org.uk
P1 BUSINESS AVIATION NEWS By P1 NEWS TEAM
Egnos goes live for 'Safety of Life' use EGNOS has gone live. Europe’s own GPS satellite support system, the European Geostationary Navigation Overlay Service, was approved by the European Commission in early March for ‘Safety of Life’ aviation use following extensive testing. EGNOS is very similar to the US Wide Area Augmentation System (WAAS). Both correct errors in GPS signals making precision approaches possible. The EC says EGNOS improves the accuracy and integrity of the US
GPS satellite system to within one metre horizontally and two metres vertically, allowing LPV (Localizer Performance with Vertical Guidance) approaches down to 250 foot minima. “For the first time, space-based navigation signals have become officially usable for the critical task of vertically guiding aircraft during landing approaches,” said the EC. EGNOS uses three satellites, a 40-strong network of ground stations and four control centres to
EGNOS improves GPS accuracy to one metre
Dassault's Falcon 900LX flying the EGNOS GPS route into Pau
operate the system. For aircraft to use the EGNOS service, it must be equipped with a WAAS/EGNOS GPS receiver and airports must have EGNOS-specific approach procedures for their runways. Dassault recently flew the first approaches using EGNOS, taking a Falcon 900LX equippped with EASy II avionics (see page 36) into Pau Pyrenees airport in the south of France. Dassault’s team flew seven approaches during the mission, confirming the accuracy and precision of the new signal, which on the runway was close to one foot. “LPV approaches open up accessibility to airports with challenging weather and terrain, while improving the accuracy of the approach,” said Jean-Louis Dumas, the Dassault test pilot who flew the mission As well as precision approaches, the EGNOS system will offer pilots more direct enroute flight paths, greater runway capability and reduced separation standards without increased risk. It is one of four major Space Based Augmentation Systems (SBAS) either already deployed or planned for the near future, including WAAS, in use in the US, MSAS in Japan, and GAGAN in Indian. www.esa.int/esaNA/egnos.html
Phoenix rises in the Far East A NEW cabin concept called Phoenix, featuring a colour-scheme and layout designed to appeal to Asian tastes, is being offered to Airbus Corporate Jet customers in the region. The main cabin features seating for six people around a large circular table – the focus of family life in many Asian cultures – which can also fold into a rectangular shape, better suited to playing the popular game of Mah Jong. It also has an area for Karaoke, another entertainment in much of Asia. Airbus showed the concept at March’s Asian Aerospace event which had a strong business aviation element. The French company says it has a strong and growing presence in the Asia-Pacific corporate jet market where it has won more than 25 sales. These include Deer Jet of Beijing, BAA Jet Management of Hong Kong, China Sonangol, the Royal Thai Airforce, Skytraders of Australia and the UB Group of India. www.airbus.com
Round table especially for Airbus's Asian clients
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 9
NEWSROOM
P1 NEWS by p1 news team
»OPERATOR NEWS
Flying babies safely
Specialist operator AirMed sets up neonatal air service
U
K specialist operator AirMed has launched a new neonatal service called ‘AM AirBorn’ enabling young babies to be transferred safely by air. AirMed has invested more than £250,000 in high-tech medical equipment and training for its neonatal aeromedical staff. All of the equipment designed and purchased by AirMed is fully compatible on both its Learjet 35A and Piper Cheyenne IIIA fleets, and also with the UK HEMS Eurocopter EC135 helicopters and road ambulances. “This allows incredible flexibility and versatility when carrying out transfers either between the specialist UK hospital units or between units on a more global scale,” said AirMed. “AM AirBorn is a consultant-led service which offers a dedicated team of highly trained neonatal healthcare professionals. A team of nurses and doctors, already experienced in land based transfers, have completed a rigorous and bespoke aeromedical training course. “The service provides rapid access to specialist advice on clinical safety. Family support and strategic planning allowing safe transfers to be pre-planned and carried out during the ideal window of opportunity.”
The AirBorn system includes a Babypod II, babyPAC ventilators, Propac monitors and Braun infusion pumps in addition to the existing intensive care equipment currently operated by AirMed. The Babypod provides a warm and secure environment for the baby and protects them from the physiological disturbance arising from vibration, sound interference and thermal challenges. The medical team are able to continually monitor the baby’s vital signs and can provide intravenous infusions and respiratory support if required. Phase 2 of the AirBorn project due the end of 2011 will see the addition of a Drager incubator, a custom-built trolley and lift system (currently being designed and built by PARaid) and PrinterNoX inhaled nitric oxide delivery. Not only will this enable AM AirBorn to carry out transfers of the most critically ill neonates, but the additional system will also allow twins to be transferred together. “This development of AirMed’s capabilities goes hand in hand with our philosophy of striving to provide a leading aeromedical transfer service which continually raises the bar within the air ambulance industry,” said AirMed.
Lisa Moran, one of the transfer nurses working with AirBorn
10 | P1 BUSINESS AVIATION MAGAZINE | April 2011
This allows versatility when carrying out transfers
The AirBorn project started when Neonatal Medical Director Dr Charlotte Bennett joined the team in 2010. Dr Bennett is a consultant neonatologist at the renowned John Radcliffe NHS Trust Hospital in Oxford and she has further experience with the Thames Valley Neonatal Transfer Service. Dr Bennett is supported by Dr Julian Eason, a fellow consultant who is currently Director for neonatal at Plymouth Hospital. He has considerable experience of aeromedical transfers from his Canadian fellowship post with the Infant Transport Team based in Vancouver and subsequent experience in the Channel Islands. www.airmed.co.uk
The first AirBorn mission carried out in AirMed’s Learjet 35A
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NEWSROOM
P1 NEWS by p1 news team
»new aircraft
Here comes the ice – no problem Gulfstream ‘hunts out’ icing conditions to prove G250
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ULFSTREAM’S large-cabin, midrange G250 is several steps closer to FAA and Israeli type certification following natural icing tests. The tests took place in the US Great Lakes region in February, having left its home base in Israel and crossing the Atlantic. The G250 successfully completed the test points required for certification, including allowing ice to build up on the aircraft’s unprotected surfaces and then verifying the aircraft’s stability and control characteristics. Gulfstream also evaluated the ice protection systems and the tolerance of
the aircraft after being exposed to icing conditions for 45 minutes. “The G250 performed exceptionally well,” said Pres Henne, senior VP of new aircraft at Gulfstream. “During one particular flight, the crew encountered icing concentrations in excess of the regulatory design envelope. The aircraft remained in this condition for an equivalent icing exposure time of more than 50 minutes to allow adequate accumulation of ice. Despite the extremely demanding conditions and ice accumulation on all untreated surfaces, the aircraft performed flawlessly.”
Natural icing tests took place in the US Great Lakes region in February
Tests include ice build-up on unprotected areas of wing
I♥ NY 2 Cannes
Green power blows into Prague PRAGUE-based ABS Jets is installing two wind turbines to produce electricity for its facility at Prague Ruzyne Airport. The WT 6500 turbines are made by WindTronics and begin to produce energy at wind speeds as low as 3 km/ hour thanks to an innovative ‘Blade Tip Power System’. It has no gearing system, making it free from vibration and practically noiseless even in high winds. The WT 65000 measures 1.8 metres wide and weighs 83kg, and can be installed on poles, communication towers, or commercial, industrial and residential roofs. It produces up to 2.2Kw of electricity at maximum capacity. Vladimir Petak, ABS Jets CEO, said, “The installation and launch of these break-through wind turbines is yet another step towards making ABS Jets one of the world’s greenest business jet operators. ABS Jets has already started using electric cars at the
Bratislava and Prague airports, and electric car charging stations will be an integral part of the new ABS Jets centre under construction at Prague Ruzyne airport. We are looking forward to the contribution the WT 6500s will make in helping us produce green energy and ensure we continue to be at the cutting edge of green technologies.” www.absjets.cz
The anti-ice system on the leading edge of the G250 wing was adapted from largecabin Gulfstream aircraft. Heated bleed air from the engines is routed to the leading edges to prevent ice formation. The same test aircraft will now undergo overnight cold-soak trials, having completed a similar test in Finland. The aircraft has also completed hot-weather testing on the coast of the Red Sea. A third G250 test aircraft has started function and reliability testing in Israel, where the G250 is manufactured in cooperation with Israel Aerospace Industries (IAI). Function and reliability tests demonstrate that the aircraft, its components and its systems consistently operate as expected. Reaching this point is considered a major milestone toward certification. With flight tests well under way, manufacturing continues for the first production aircraft, S/N 2004. The empennage and wing have been joined to the fuselage, and installation of the aircraft’s systems has begun. Component-level fatigue testing on the main landing gear and rudder continues, while the full-up fatigue test article, S/N 1999, proceeds with preparation for testing over 40,000 cycles. The three aircraft in the flight-test program have already accrued more than 955 hours in 324 flights. www.gulfstream.com
Somewhere over the rainbow is free energy
TWO French pilots will attempt to set a new record for a single-engine piston aircraft in June, flying from New York, USA to Cannes, France in under 24 hours. Jacques Callies and Gilles Khaiat will fly a Mooney Ovation2 GX without supplemental fuel equipment. Departure is scheduled from Bridgeport New York, on Wednesday, 8 June with refuelling stops in Greenland and Iceland, for an arrival prior to the opening of the Cannes Air Show on Thursday 9 June. The Mooney Ovation 2 GX is equipped with de-icing and oxygen, essential for flights over Greenland. www.cannesairshow.com
Transatlantic race for Mooney Ovation 12 | P1 BUSINESS AVIATION MAGAZINE | April 2011
Know More.
TALK patrick margetson-rushmore Photo CTC Aviation
patrick margetson - rushmore Patrick is chief executive of London Executive Aviation, one of Europe's largest executive air charter operators. The company has a worldwide AOC and provides aircraft management and air charter services. Its diverse fleet contains King Airs and Citation Mustangs through to the Falcon 900EX longrange jet. www.flylea.com
Pilots wanted: everywhere
We all need to take responsibility for attracting pilots and engineers MANY qualities are needed to succeed in business. You need commitment and enthusiasm, as well as financial expertise. You need to understand the practical realities of the industry in which you are operating. You need luck sometimes, courage often and good people around you all the time. You need to be diplomatic one moment and ruthless a moment later. The list goes on. But perhaps the most important aspect of success in any business is the human factor. One might also argue that the human factor is the hardest part of business to control. The risk of a global pilot shortage is a perfect case in point. Nobody knows quite what technological wonders the future holds for civil aviation, but for now at least we need pilots. And no matter what your strengths in business might be, you cannot create pilots from nowhere. This February, the UK Ministry of Defence confirmed plans to make 25% of the RAF’s trainee pilots redundant. The news is a major concern for the future of UK aviation, because many military pilots eventually move to the commercial sector, including business jet charter operators. Who will train these abandoned, oncepromising students now? Probably not the airlines. As Captain Mark Searle, chairman of the British Air Line Pilots’ Association (BALPA), says: “At one time, young people could enter the profession through airline sponsors, but now they have to fund their own initial training, which can cost up to £100,000.” Such a huge sum of money denies airline pilot training to all but the wealthiest people in society. In the US, the Federal Aviation Administration (FAA) only issued about 15,000 private pilot certificates in 2010, down 64% on 1990. With a current student dropout rate of 70-80% contributing greatly to that decline, the US
Aircraft Owners and Pilots Association (AOPA) now feels the need to run the ‘Flight Training Student Retention Initiative’, a long-term, industry-wide effort to help people in training see the process through and earn a certificate. And whilst many Asian national economies – such as India and China – are expanding rapidly, the limited supply of indigenous pilots in those countries continues to slow the growth of business aviation. The fundamental problem clearly exists across the aviation industry globally, but business jet charter operators face unique challenges. Our pilots are special types of people, needing qualities never required by commercial airliner pilots. When did an Airbus or Boeing pilot last carry your bags for you, talk you through the safety procedures or chat about good hotels at your destination? To be a business jet charter pilot requires a rare combination of charm, discretion, personal service and respect. Furthermore, pilots are not the only problem. As the aviation industry focuses on the pilot shortage, we may be overlooking another crisis approaching fast. The number of maintenance engineers in aviation is declining too. Why? There are many reasons. The glamorous, exclusive image of aviation that existed throughout most of the 20th century is falling away, particularly as a result of the low-cost airline revolution. The automotive industry has been fast to exploit this opportunity,
Such a huge sum of money denies airline pilot training to all but the wealthiest in society
offering appealing packages – not least financially – to young engineers who no longer feel irresistibly drawn to the (fading) prestige of aviation. Furthermore, too many aviation maintenance and engineering courses are heavily classroombased, leaving students who literally like getting their hands dirty becoming bored and disillusioned, dropping out without finishing their training. As an industry, we cannot magically create pilots and engineers. But if we try harder to understand why experienced people are abandoning aviation, or why young people are being attracted to other sectors as soon as they leave full-time education, we ought to be able to take action in self-defence. We need to make aviation appealing again; we cannot complacently rely on the glamour of the past. One final thought: is an old-fashioned gender bias holding our industry back? How much are we doing to encourage and support female pilots? Clare Walker, chair of the Royal Aeronautical Society’s ‘Women in Aviation and Aerospace Committee’, says: “Barely 3.5% of all pilots licensed to carry passengers are women [according to 2009 UK Civil Aviation Authority statistics]. This figure has only changed fractionally in the last decade or so. "If you look at the percentage of women pilots in their 20s and compare the figure with the number of male pilots in their 20s, the picture is improving, but very slowly.” At LEA, we’re proud to say that almost 10% of our pilots are women, and we’re eager to raise that percentage. Any operator faced with a pilot shortage crisis today will inevitably seek an immediate solution. The business must survive; tomorrow will have to wait. But at the same time, we all need to take responsibility for creating an industry that will attract and nurture pilots and engineers. The future of commercial aviation depends on it. April 2011 | P1 BUSINESS AVIATION MAGAZINE | 15
ADVERTISEMENT FEATURE
Turning the hands of time forward with IAE and the Garmin G1000 Two giants of UK aviation are taking an original-spec King Air and turning into something which matches or outperforms new examples WHEN Garmin launched its benchmark G1000 all-glass avionics system, it wasn’t long before people were asking if there was a way to get it retrofitted into older aircraft. With such strong demand to have it as OEM fitment in aircraft from Beechcraft, Embraer, Cessna, Cirrus, Diamond, and Piper, so far only the top-selling King Air 90 and 200
have gone through the STC process for retrofitting the G1000. There’s already a large number of King Airs in the States with the G1000 fitted, but so far there have been none in Europe – until now. The Pakistani Army chose IAE in Cranfield to retrofit the first King Air 200 in Europe, transforming the aircraft into a genuine 2010-spec machine which can put its pilots in a working environment as modern as any other aircraft available – for a fraction of the cost of buying an all-new King Air.
An authorised Garmin dealer and installer, and expert in maintaining and installing equipment into King Airs, IAE was the natural choice to retrofit the G1000 in a job which will actually increase the aircraft value. Garry Joyce, IAE’s Avionics Director, said: “Instead of the normal retrofit installation, a job such as this becomes more of a manufacturing process. “Garmin have produced a very comprehensive STC that removes virtually all of the existing avionics and instrumentation, so the customer has the peace of mind that not only is the equipment new but all of the wiring and installation hardware is
BELOW: The G1000 brought airliner-spec kit to the masses
also new. Therefore from an avionics aspect the the aircraft is literally ‘as new’.” THE GAME CHANGER The Garmin G1000 suite was a revelation when it first appeared, putting pilots in command of an integrated flight, GPS, comms, and navigation system that just a few years ago was the territory of airliner and military aviators. The design brief was not only to create a system that could monitor nearly every conceivable aspect of the aircraft, and display as much or as little flight information as any pilot could want, but it was also easy to use – cutting pilot workload, and dramatically increasing situational awareness. The system integrates flight instrumentation, navigation, weather, terrain, traffic and engine data on large-format,
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Garmin put the King Air STC at the top of its priority list, and it is proving a very popular retrofit
panning high-resolution displays, configurable in twoor three-display styles, with a choice of 10- or 12 inch flatpanel LCDs interchangeable for use as either a primary flight display (PFD) or multifunction display (MFD). An optional 15-inch screen is also available for even larger format MFD configurations. The G1000 includes the GFC 700, the first entirely new autopilot designed and certified for the 21st century. It’s capable of using all data available to the G1000 to navigate, including the ability to maintain airspeed references and optimise performance over the entire airspeed envelope. Garry said: “It’s a phenomenal system. It’s proving to be one that can turn two-pilot aircraft into singlepilot aircraft... it’s so powerful and cuts so much workload. It integrates with the GFC700 auto-pilot beautifully. It’s all fully digital, and making inputs into the AP is so simple. It’s no surprise to me that it has added value to the aircraft.” One of the major attractions to buyers about the G1000 is its ‘future-proofing’, and Garmin’s phenomenal service and back-up. Garmin have a great track record of supporting products for decades, and being at the forefront of glass panel design means they have huge experience in integrating software and firmware updates into the G1000. It already features Synthetic Vision Technology, Jeppesen ChartView, integrated TAWS-B, a digital audio panel, 2000
hours of flight recording capability (integrated with Google Maps), and next generation ASD-B traffic amongst its vast roster of functions – and doubtless there will be more as the firm keeps it updated over the years. It might be powerful, but it’s no lumbering heavyweight. One aspect of the system that is often overlooked is that it is light; in comparison to the original kit fitted in a King Air, the G1000 is some 90kg lighter when installed – neatly equivalent to a hefty extra passenger! Add to that the additional $350,000 to $400,000 a G1000 adds to most aircraft, according to Aircraft Bluebook, and it’s not so much an expense as an investment. THE G1000 DETAILED The G1000 replaces traditional mechanical gyroscopic flight instruments with Garmin’s super reliable GRS77 Attitude and Heading Reference System (AHRS). AHRS provides accurate digital output and referencing of aircraft position, rate, vector and acceleration data. It’s even able to restart and properly reference itself while the aircraft is moving at up to 20-degrees of bank angle. It integrates built-in terrain and navigation databases, providing a clear, concise picture of position and heading, with a Jeppesen database supporting on-screen navigation, communication and mapping functions, and optional ChartView overlays for ground plan view and
proximity conflict warnings. In addition, it can be augmented with Class-B Terrain Awareness and Warning System (TAWS) for yet another extra margin of safety while in the air. One of the most eye-catching featured is the optional SVT synthetic vision system – truly the next step in pilot information, and something which just a few years ago could only be dreamed about in non-commercial or nonmilitary aircraft. Using sophisticated graphics modelling, the system recreates a 3-D “virtual reality” database landscape on the pilot and co-pilot PFDs, giving the ability to clearly visualise the flight and navigation features – even in solid IFR or night VFR. With options, weather information, and Garmin Mode S transponder integration, the G1000 really starts to show its muscle. Combine it with the popular fitment of Garmin’s newest GTS 800 next-gen traffic system, featuring 1090Mhz ADS-B “In”, a working ceiling of 55,000ft, and passive and active scanning that creates a genuine 360-degree surveillance sphere, and safety is hugely enhanced. Featuring Garmin’s CLEAR CAS technology, it provides accurate, dynamic traffic surveillance – with ATClike spoken audio alerts to help pilots quickly respond to potential flight path encroachments. For the best in “scan-yourown” weather analysis, the
It’s no surprise to me that the G1000 retrofit has added value to the aircraft
G1000 can be interfaced with Garmin’s GWX 68 – a compact all-in-one antenna/receiver/ transmitter that provides 4-colour storm cell tracking to the G1000’s display. It features a selectable scan (up to 90 degrees), full pitch-and-roll stabilisation, and side-view vertical scanning to allow profiling of storm tops, gradients and cell build-up activity at various altitudes. GARMIN – CLOSE TO HOME One of the major appeals to buyers of Garmin equipment is the firm’s strong presence in Europe and the UK. The European HQ for the firm is in Southampton and it has invested heavily in infrastructure and support in Sales, Marketing, Distribution, Technical Support and Field Service Engineering in the UK and Europe. IAE IAE are of course able to leverage their wider expertise, completing other overhaul and maintenance work on the King Air alongside the requested avionics work – it’s the benefit of having such a pool of talent and history to draw from. The firm has been at its Cranfield site since 1997 and grown an impeccable track record working on aircraft of every type and size, including turboprops and jets, and many King Airs and Cessna 300/400 Series aircraft. It is an EASA Part 145 approved maintenance organisation and an FAA Approved Repair Station, so expert with N-reg aircraft.
IAE Ltd, Hangar 2, Cranfield Airport, Bedfordshire, England, MK43 0JR CONTACT - TEL: 01234-750661 FAX: 01234-751731 WEB: WWW.IAE.UK.COM April 17 July2011 2010| |P1 P1BUSINESS BUSINESSAVIATION AVIATIONMAGAZINE MAGAZINE || 21
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$ Bn
NetJets and Bombardier sign biggest ever deal for private aviation
THE largest deal in the history of private aviation was closed in early March when NetJets agreed to buy 120 Bombardier Global aircraft with a total retail value of $6.7 billion. It follows on from last October’s announcement that NetJets has ordered 125 Phenom 300 Platinium Edition aircraft. The value
of that deal wasn’t revealed but with the base price of a Phenom 300 at $8 million, the deal must be in the region of $1 billion. Read on...
Netjets' deal includes future Global 7000 and 8000 jets, as well as current models
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THE BIG FEATURE NETJETS DEAL
The Deal... NetJets said back in October 2010, talking about that 125 Phenom 300 deal, “This announcement is the first step in the execution of a 10-year fleet plan that will provide the company’s fractional jet owners with the fleet options, safety, service and reliability they have come to expect from the worldwide leader in private aviation.” “Today’s announcement regarding the NetJets light cabin fleet will be the first of several to come in the next few years that will cover the midsize and large cabin fleets and will be in addition to orders already on the books to acquire more than $2.95 billion worth of aircraft.” Well, they certainly weren’t kidding. The new Bombardier order is for a mix of the existing Global 5000 and Global Express XRS Vision aircraft, and for the new Global 7000 and Global 8000 models announced at last October’s NBAA. It is a firm order for 50 jets worth $2.8 billion, with deliveries due to start in late 2012, and options for 70.
NETJETS' SPEC The Global aircraft fleet will be designed to NetJets’ specifications, including cabin technologies and features based on the requirements of NetJets owners. NetJets Chairman and Chief Executive Officer David L Sokol said, “We are taking advantage of the current lull in the private aviation market to position the NetJets fleet for the future. Although we anticipate 2011 to be another difficult year, when Bombardier begins to make deliveries of these aircraft, we will be ready to satisfy the market’s demand.” NetJets says the decision to add Global aircraft to its fleet was based upon owner research, a comprehensive view of flight patterns and service requirements, as well as NetJets’ own insight into the continued global growth of business aviation. It points out that the demand for large cabin, long-range aircraft has remained steady through the recent economic downturn and predicts it will continue to grow as the new Global 7000 and Global 8000 aircraft with greater range become available in 2017, opening new global 20 | P1 BUSINESS AVIATION MAGAZINE | April 2011
markets, such as the Pacific Rim. “No one knows more about the existing and forward-looking needs and operational requirements of private aircraft owners than NetJets,” said NetJets President Jordan Hansell. “The Global aircraft family is ideally suited to our owners’ needs for range, reliability, interior comfort and operating efficiency.” A similar attitude was taken with the order of the customised Platinum Edition Phenom 300s. “The bottom line is that no one knows more about the needs and operational requirements of private aircraft Owners than NetJets," said David Sokol. "We are really excited about the Platinum Edition because its customised design elements reflect our nearly 25 years of experience in Fractional Business Jet Ownership serving the needs of thousands of businesses and individuals that have told us exactly what they want in a light cabin jet.” The Phenom 300 Platinum Edition will be developed by Embraer in cooperation with NetJets. Deliveries of the new aircraft are scheduled to begin in 2013. Of course, that does leave a gap still to be filled in the mid-size segment. Given NetJets’ clear preference for brand new, state of the art aircraft, the candidates could be Embraer’s new Legacy 450 and 500 (see p4 News), the new Learjet 85 and Gulfstream’s G250, all of which are still under development or in type certification tests. The G250 will be the first to be available with certification expected later this year.
RETURN TO PROFIT NetJets and parent company Berkshire Hathaway, which also owns flight training company FlightSafety, is clearly enjoying the return to profit by NetJets after a disastrous 2009. Figures for the two aviation businesses were released at the end of February showing pre-tax profits soared to $207 million in 2010, against a $711 million loss in 2009. Warren Buffett, the well-known Chairman of Berkshire Hathaway, firmly attributes the turnaround to David Sokol – and also reveals his personal enthusiasm for NetJets.
In his introduction to the company’s annual figures, Buffett said, “A huge story in this sector’s year-to-year improvement occurred at NetJets. I can’t overstate the breadth and importance of Dave Sokol’s achievements at this company, the leading provider of fractional ownership of jet airplanes. “NetJets has long been an operational success, owning a 2010 market share five times that of its nearest competitor. Our overwhelming leadership stems from a wonderful team of pilots, mechanics and service personnel. This crew again did its job in 2010, with customer satisfaction, as delineated in our regular surveys, hitting new highs. “Even though NetJets was consistently a runaway winner with customers, our financial results, since its acquisition in
1998, were a failure. In the 11 years through 2009, the company reported an aggregate pre-tax loss of $157 million, a figure that was far understated since borrowing costs at NetJets were heavily subsidized by its free use of Berkshire’s credit. Had NetJets been operating on a stand-alone basis, its loss over the years would have been several hundreds of millions greater. “We are now charging NetJets an appropriate fee for Berkshire’s guarantee. Despite this fee (which came to $38 million in 2010), NetJets earned $207 million pre-tax in 2010, a swing of $918 million from 2009. “Dave’s quick restructuring of management and the company’s rationalization of its purchasing and spending policies has ended the hemorrhaging of cash and turned what
Sometimes called Warren Buffett's Mr Fix-It, David Sokol has turned around NetJets PHOTO Reuters
NetJets finances were a failure
was Berkshire’s only major business problem into a solidly profitable operation. “Dave has meanwhile maintained NetJets’ industry-leading reputation for safety and service. In many important ways, our training and operational standards are considerably stronger than those required by the FAA. “Maintaining top-of-the-line standards is the right thing to do, but I also have a selfish reason for championing this policy. My family and I have flown more than 5,000 hours on NetJets (that’s equal to being airborne 24 hours a day for seven months) and will fly thousands of hours more in the future. We receive no special treatment and have used a random mix of at least 100 planes and 300 crews. Whichever the plane or crew, we always
know we are flying with the best-trained pilots in private aviation.” So how did David Sokol turn around NetJets? According to an interview in Fortune magazine, he has a formula, laid out in his self-published book ‘Pleased but Not Satisfied’ which is given to every manager at Berkshire Hathaway. Over 129 pages Sokol explains his six principles: operational excellence, integrity, customer commitment, employee commitment, financial strength, and environmental respect. “Yes, they are management bromides,” said Fortune magazine, “but Sokol drives them so hard and so consistently into every organization he touches – ruthlessly if need be – that time and again they get him the kind of results even a Warren Buffett could like.”
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 21
THE BIG FEATURE NETJETS DEAL
The future looks good...
HE future of business aviation is clearly buoyant, according to Bombardier. Mind you, they would say that after tucking away an order for $6.9bn worth of aircraft. In its recent 20-year market forecast, Bombardier says, “We believe that the long-term market drivers of growth for the business jet industry remain solid. “These market drivers include: wealth creation, emerging markets, increased globalization of trade, replacement demand, and market accessibility. “Our optimism is reflected in our 20-year industry delivery forecast which predicts 26,000 business jet deliveries worth $661 billion, of which 10,500 deliveries worth $254 billion are anticipated in the period from 2010-2019, and 15,500 deliveries worth $407 billion in the period from 2020-2029. “The worldwide business jet fleet was approximately 14,200 aircraft at the end
of 2009, and is expected to grow by a Compound Annual Growth Rate (CAGR) of 3.6% over the forecast period to amount to approximately 29,000 aircraft by 2029, net of aircraft retirements. “Worldwide demand for business jets is highly correlated with wealth creation which, in turn, is largely driven by economic growth. The Morgan Stanley Capital International (MSCI) index is an aggregate stock market index, based on representative securities listed in major financial centres around the world, and a good estimate of wealth creation. “The MSCI World index has been highly correlated with world business jet orders over the past 10 years. Between 2007 and 2008, in one single year, the MSCI World index fell 42%. Some regions of the world experienced more acute variations. "Between 2002 and 2007, prior to the impact of the economic downturn, the MSCI Index in China and India was multiplied by approximately 6 and 7
22 | P1 BUSINESS AVIATION MAGAZINE | April 2011
Bombardier's 7000 and 8000 models will bring its Global range to four aircraft
respectively. These countries lost 52% and 65% respectively between 2007 and 2008. “Stock markets have rebounded since March 2009, the MSCI World index grew by more than 20% from March 2009 to June 2010. For the most part, growth was consistent during the 16-month period, with the exception of spring 2010, which was characterized by high market uncertainty due to sovereign debt
THE ULTIMATE LONG RANGE JET
Stock markets have rebounded since March 2009
problems in Europe. “In their 2010 World Wealth Report, Merrill Lynch and Cap Gemini estimated that the world population of High Net Worth Individuals (HNWIs), ie people with financial assets to invest of $1 million or more, increased by 17% from 2008 to 2009. Historically, HNWIs and private corporations have accounted for approximately two-thirds of business aircraft sales. “A February 2010 report from Forbes estimates the number of world billionaires at 1,011. This represents a growth of 27% when compared to the previous year. The most significant growth in the number of billionaires occurred in China (106%), India (104%) and Russia (89%). 2010's total is only 112 short of the 1,123 peak reached in 2008.” It's this careful analysis of markets and what's driving those economies that gives Bombardier the confidence to keep on developing new and very expensive aircraft. Yes, there are customers.
Two-thirds of business aircraft sales are to High Net Worth Individuals and private corporations, says Bombardier
THE new Bombardier Global 8000 business jet will have a max range of 7,900nm at Mach 0.85 with 8 passengers, says Bombardier. It will be fitted with next-generation GE engines with the lowest fuel burn and lowest emissions in its class and have the largest and most comfortable cabin in its class. It will also be fitted with Bombardier’s new Global Vision Flight Deck including four Liquid Crystal Displays (LCD), a Head-Up Display System (HUD), Enhanced Vision System (EVS) and Synthetic Vision System (SVS), graphical flight planning, weather radar with enhanced functionality like windshear detection, and the latest performance based navigation including Wide Area Augmentation System (WAAS), LPV Approach, RNAV, En-route RNP & RNP AR Approaches, Controller Pilot Data Link Communication (CPDLC), an Onboard Maintenance System (OMS, High Speed SATCOM and Next Generation Cabin Management System (CMS).
FAST FACTS Global 8000 Crew 2-4 Passengers 8-19 Range 7,900nm at M 0.85, 5,650nm at M 0.90 Takeoff distance 5,800ft Landing distance 2,810ft Ceiling 51,000ft Length 31.1m Wingspan 31.79m Cabin length 15.42m Cabin width 2.49m Cabin height 1.91m MTOW 47,536kg Max payload 2,585kg
BELOW: cabin fitted out for corporate use. Everything is made in Montreal
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 23
THE BIG FEATURE NETJETS DEAL Warren Buffett, chairman of Berkshire Hathaway, owners of NetJets. Buffett is also an enthusiastic user of NetJets PHOTO Reuters
Message from the man in the back Warren Buffett AT Berkshire Hathaway, managers can focus on running their businesses: They are not subjected to meetings at headquarters nor financing worries nor Wall Street harassment. They simply get a letter from me every two years and call me when they wish. Our trust is in people rather than process. A ‘hire well, manage little’ code suits both them and me. At Berkshire we face no institutional restraints when we deploy capital. We are limited only by our ability to understand the likely future of a possible acquisition. If we clear that hurdle – and frequently we can’t – we are then able to compare any one opportunity against a host of others.
DUMBEST THING When I took control of Berkshire in 1965, I didn’t exploit this advantage. Berkshire was then only in textiles, where it had in the previous decade lost significant money. The dumbest thing I could have done was to pursue opportunities to improve and expand the existing textile operation – so for years that’s exactly what I did. And then, in a final burst of brilliance, I went out and bought another textile company. Aaaaaaargh!
Eventually I came to my senses, heading first into insurance and then into other industries. There is even a supplement to this worldis-our-oyster advantage: In addition to evaluating the attractions of one business against a host of others, we also measure businesses against opportunities available in marketable securities, a comparison most managements don’t make. Often, businesses are priced ridiculously high against what can likely be earned from investments in stocks or bonds. At such moments, we buy securities and bide our time. Our flexibility in respect to capital allocation has accounted for much of our progress to date. We have been able to take money we earn from, say, See’s Candies or Business Wire (two of our bestrun businesses, but also two offering limited reinvestment opportunities) and use it as part of the stake we needed to buy BNSF. Our final advantage is the hard-toduplicate culture that permeates Berkshire. And in businesses, culture counts. To start with, the directors think and act like owners. They receive token compensation: no options, no restricted stock and, for that matter, virtually no cash. We do not provide them with directors and officers liability insurance, a given at almost
24 | P1 BUSINESS AVIATION MAGAZINE | April 2011
If they mess up with your money, they lose their money too
every other large public company. If they mess up with your money, they will lose their money as well.
AN OWNER'S EYE Leaving my holdings aside, directors and their families own Berkshire shares worth more than $3 billion. Our directors, therefore, monitor Berkshire’s actions and results with keen interest and an owner's eye. You [shareholders] and I are lucky to have them as stewards. This same owner-orientation prevails among our managers. In many cases, these are people who have sought out Berkshire as an acquirer for a business that they and their families have long owned. They came to us with an owner’s mindset, and we provide an environment that encourages them to retain it. Having managers who love their businesses is no small advantage. Cultures self-propagate. Winston Churchill once said, “You shape your houses and then they shape you.” This culture grows stronger every year. That wisdom applies to businesses as well. Bureaucratic procedures beget more bureaucracy, and imperial corporate palaces induce imperious behavior. As one wag put it, “You know you’re no longer CEO when you get in the back seat of your car and it doesn’t move.”
products FOCUS LATEST
Jetbed comes to Europe Jet Aviation Zurich takes on agency for lightweight portable bed especially designed and approved for business jets JET Aviation Zurich is the new distributor covering Europe, Middle East, Africa and Asia for JetBed lightweight portable beds. The JetBed is available for several major aircraft makes and folds out to make a fully horizontal bed. The JetBed is available per exact aircraft and customer specifications for many business jets: Bombardier C300, C600 series and Global Express; Learjet 40 series; Cessna CJ, CJ1, CJ1+, CJ2 and CJ3; Sovereign X, XL and XLS; Dassault F2000, F900 and F7X; Gulfstream G200, Galaxy, GIV, G450, GV and G550; and, the Hawker 800 series. Beds for the Cessna CJ4, Sovereign XLS+, Embraer Phenom 300 and the Falcon 50 will be available soon, while the Embraer Legacy series and the Lear 60 Series will be available in the late Spring. "The patented design and custom fitting of JetBed is unsurpassed in the industry," says Jakob Straub, vice president and general manager of Jet Aviation Zurich. "We are convinced that many of our clients
will enjoy the enhanced cabin comfort it delivers." The JetBed folds away to make it easy to stow in its own suitcase size bag, has a removable mattress for cleaning, meets or exceeds FAR-
ABOVE: Time for a snooze in the JetBed
25-853a standards for flammability and weighs less than 20lb, says the company. Prices vary but as a guide for a Citation CJ2, the cost is $4,995 plus shipping and local tax. www.jetaviation.com
EVS for King Air
RocketRoute launch
MAX-VIZ has been busy getting Supplemental Type Certificates (STCs) for installation of its EVS-1500 Enhanced Vision System. Recent additions include Falcon 900, Gulfstream III, Iv and V types, Challenger 600s, and on Hawker Beechcraft’s line of King Air 200, 300 and C90 series aircraft. The Installation Kit for the EVS-1500 on King Airs includes all components (including IR sensor and an EFB Display) and documentation required to install the Max-Viz Enhanced Vision System in King Air aircraft equipped with a video compatible Integrated Display System (IDS) or standalone display monitor. It is available through Hawker Beechcraft Parts & Distribution Centres. The initial release of this STC applies to King Air Aircraft equipped with the RockwellCollins ProLine 21, with software enabled for video display, and includes both the
UK-based RocketRoute has launched an online flight support service for general aviation pilots across Europe, claimed to cost a fraction of current industry prices. RocketRoute says members will receive 24/7 support across all aspects of flight planning, filing and management, covering both Instrument Flight Rules (IFR) and Visual Flight Rules (VFR). The ‘AutoRouter’ facility, for example, allows the pilot to enter the aerodromes of departure and arrival into the system and automatically be presented with a fuel-efficient IFR route. All suggested routes are pre-validated with Eurocontrol for easy filing and can save up to 20% on fuel compared to established alternative routes, claims RocketRoute. Other benefits include: • Automatic creation of a completed flight log • Up-to-date approach plates for IFR flights
standard and Premier yolk upgrades. Aftermarket retrofits to aircraft not factory equipped with the video enabled ProLine 21, are possible on request – it depends on the avionics fitted. The Max-Viz EVS-1500 has a pilot selectable dual field of view with optical zoom. It gives the ability for either a wide field of view for enhanced situational awareness, or a narrow field of view to detect objects and features such as runways from a further distance and through heavier atmospheric obscurations. www.max-viz.com
See through the murk with EVS
26 | P1 BUSINESS AVIATION MAGAZINE | April 2011
• Alerts on latest NOTAM, METAR and TAF
• Multiple language support • Slot coordination • Worldwide bespoke trip preparation and emergencies
• Recommendations for FBOs, hotel and taxi booking. Kurt Lyall, co-founder of RocketRoute, said, “We offer IFR subscriptions from 120 euro a year. Pilots can access RocketRoute through multiple channels, from planning the most fuel-efficient route on a desktop computer, through to receiving last-minute weather updates on a mobile phone.” A free, 14-day RocketRoute trial is available on request. www.rocketroute.com
Online flight planning and more
NEWSROOM
UP AND COMING
What’s on, where Major events coming up for you and your clients APRIL
JUNE
SEPTEMBER
4-10 US Masters Golf, Augusta, Florida 5-7 Aircraft Interiors Expo, Hamburg. www.aircraftinteriorsexpo.com 6 Dassault Falcon M&O Seminar, Geneva, Switzerland. 7-9 The Grand National, Aintree. www.aintree.co.uk 8-10 F1: Petronas Malaysia GP, Kuala Lumpur. www.f1.com 13-16 AERO 2011, Friedrichshafen, Germany. Europe’s top GA show. www.aero-expo.com 15-17 F1: UBS Chinese GP, Shanghai 17 Virgin London Marathon, London. www.virginlondonmarathon.co.uk 18 Dassault Falcon M&O Seminar, Beijing. 27-29 AeroSpace Supplier X, Singapore. www.aerosupplierx.com/2011/en/
9-11 Cannes Airshow, Cannes-Mandelieu Airport, France. General Aviation show, linked with AOPA. www.cannesairshow.com 20-26 Paris International Airshow, Le Bourget, France. Europe’s top aerospace show this year. www.salon-du-bourget.fr 20-3 Jul Wimbledon Tennis Championships, UK. www.wimbledon.org
9-23 Oct Rugby World Cup, New Zealand. www.rugbyworldcup.com 14-18 Reno Air Races, Reno, Nevada, USA. World’s fastest motorsport! www.airrace.org 21-24 Monaco Yacht Show, Port Hercules, Monte Carlo. www.monacoyachtshow.com 22-24 AOPA Summit, Connecticut, USA. GA show and conference. www.aopa.org 27-29 Helitech Duxford, UK. Europe’s top helicopter show. www.helitechevents.com
MAY 4 Dassault Falcon M&O Seminar, Mumbai, India. 6-8 F1: Turkish GP, Istanbul 11-22 Cannes Film Festival, Cannes, France. Europe’s top film event. www.festival-cannes.com 17-19 EBACE, Geneva, Switzerland. Europe’s top business aviation show. www.ebace.aero 20-22 F1: Spanish GP, Catalunya 22-5 Jun French Open (tennis), Paris 26-29 F1: Monaco GP, Monte Carlo 28 Champions League Final (football), Wembley, UK. www.uefa.com 30-10 Jun TT Races, Isle of Man, UK.
JULY 2-4 Festival of Speed, Goodwood, UK. Classy motor racing event, with GA show attached. www.goodwood.co.uk 7-9 Newmarket Festival (horse-racing). www.newmarketracecourses.co.uk 9-10 Flying Legends, Duxford, UK. Warbirds show. http://duxford.iwm.org.uk 14-17 Expo Aero Brasil, Sao Jose dos Campos. www.expoaerobrasil.com.br 14-17 British Open Golf Championship, Sandwich, Kent. www.britishopengolf.co.uk 16-17 RIAT, RAF Fairford, UK. Major military show. www.airtattoo.com 25-31 EAA AirVenture Oshkosh, USA. World’s biggest air show. www.eaa.org
AUGUST 6-13 Cowes Week, Isle of Wight, UK. Top sailing event. www.cowesweek.co.uk 29-11 Sep US Open (tennis), Flushing Meadows, New York, USA. www.usopen.org 31 - 11 Sep World Aerobatic Championships, Ravenna, Italy.
OCTOBER 2 Prix de l’Arc de Triomphe (horse-racing), Longchamp, Paris. www.prixarcdetriomphe.com 10-12 NBAA 2011, Las Vegas. The Business Aviation Show. www.nbaa.org
NOVEMBER 3-4 G-20 Summit, Palais des Festivals, Cannes, France (date provisional). www.g20.org 13-17 Dubai Airshow, Airport Expo, Dubai, UAE. ME aerospace show. www. dubaiairshow.aero 21-27 Barclays ATP World Tour Finals (tennis), O2, London, UK. www.barclaysatpworldtourfinals.com
DECEMBER 8-11 Dubai Golf World Championship, Jumeirah Golf Estates. www.dubaiworldchampionship.com PHOTO www.airteamimages.com
17-19 MAY EBACE, GENEVA SWITZERLAND
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 27
series operating light jets pt6
safe and efficient The final part of Nick Heard’s series on operating light jets looks at best practice for the single pilot, especially managing workload
I
N the previous five articles of this series, I have sketched out some of the considerations in operating a light jet. In this final article I will add more observations on best practices for the jet pilot, flying a single crew aircraft. With the increased speed of jets compared to piston aircraft, poor practices in technique or airmanship quickly become accentuated, leading to errors and accidents. In recent years the concept of Crew Resource Management (CRM) has resulted in a quantifiable improvement in airline safety by changing attitudes to leadership and teamwork, together with improved knowledge and understanding of human factors. Extending this concept to our situation has led to Single Pilot Resource Management (SRM), with many of the cockpit management considerations developed through CRM being readily transferable to the single pilot case. SRM courses are becoming routine as part of manufacturers’ training for purchasers
of high performance aircraft generally, and encompass numerous factors. I will throw in what I consider to be the key parts of SRM for the jet pilot. Managing the workload in any jet is, perhaps, the most fundamental requirement for safe operation. There are busy times in any flight – take-off and landing primarily, but also during emergency handling or diversion. But similarly there are many quiet times – during the cruise, of course, and during pre-flight preparation, the quietest time of all. Good workload management should seek to complete as much work during quiet times to reduce extra workload at the busy times. In the previous two articles I have emphasised the need to think carefully about take-off and departure before even starting the engine, and to apply similar thought processes to the approach and landing whilst in the cruise. Other considerations should include a plan for diverting, certainly if the destination weather is borderline. If you are heading for, say, Farnborough in the UK with Biggin Hill
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Seek to complete as much work during quiet times as you can
as an alternate, which direction do you initially want from ATC and how many track miles do you expect that to take? Does your navigation kit allow you to pre-enter a route to an alternate, and if so, should you consider doing that as a personal standard procedure? A diversion can happen at very short notice – some years ago, an aircraft landing ahead of me burst a tyre on landing and was unable to clear the runway. With only a single runway available, we had to go-around and quickly consider our options – divert immediately or wait for the runway to be cleared. Fortunately we had the fuel to hold and land.
THREATS AND ERRORS Threat and Error Management (TEM) is also becoming a modern practice in the cockpit. Threat analysis considers the factors that may adversely affect your flight, such as poor weather, a difficult approach, or even tiredness at the end of a long day, and then suggests strategies to counter these threats. Error Management establishes
ways in which mistakes are identified and corrected before they become dangerous. With a two-crew aircraft, cross-checking of each other’s actions should identify errors; with a single pilot, error management becomes a pilot’s sole responsibility! Hand-flying the aircraft invariably reduces mental capacity, so I would always advocate the use of an autopilot whenever you can. It’s important to fully understand the modes of operation of the autopilot, as incorrect use can quickly make a situation worse. But the autopilot should be your friend; its use releases you of the burden of control column manipulation, leaving you more spare capacity to plan ahead. Away from the concepts of SRM, there is no doubt that strong aircraft technical knowledge is vital for any jet pilot. You should have a sound understanding of the systems of your aircraft, as when things go wrong – thankfully rarely these days – you may not have much time to sort out the problem, with fuel always at a premium. Practice in a simulator is always useful, of course, if
practical. All aircraft limitations should be memorised, together with the drills for events such as stall and upset recovery, go-arounds, depressurisation, and terrain avoidance manoeuvres. As far as flying goes, the usual maxims apply, but they should be applied more rigorously when operating a jet. • Fly the Aircraft. At all times the aircraft should be under control, primarily by maintaining the desired attitude. Loss of control remains the number one accident cause, so it must remain the first focus of the pilot. This is particularly important when at very high altitude, where air density is least, and control and stability issues become significant. But it also includes loss of flight path or speed control on final approach, such that the pilot ends up ‘hot’ on landing, resulting in a long landing and possible runway overrun. • Avoid the Terrain. Under IFR, terrain avoidance is the next major focus for the pilot – and at jet speeds you will encounter the terrain that much quicker! Situational Awareness when descending below Minimum
ABOUT THE AUTHOR Nick Heard has been flying jet and turboprop aircraft for nearly 30 years, from Jet Provost, Hawk, and Tornado in the RAF, to Dornier 328, Fokker 50, and Boeing 747400 in civilian life. He is Sales Associate at EnvoyJet.com
Safe Altitude should be absolutely established, even when under ATC direction. Modern light jets are fitted with fantastic terrain information displays, so use and understand them. • Avoid other Aircraft. With today’s modern engines, light jets have a lot more climb performance than piston types. This performance can really be a problem during departure, where a high rate of climb catches pilots out, leading to ‘level busts’ and potential for loss of separation from other aircraft. This is another example of a ‘threat area’ to be considered, especially if the first ‘stop’ altitude of a SID is relatively low. The arrival of personal jets, such as those under development by Diamond, Cirrus, and Piper, may usher in an exciting new aviation world for pilots at relatively low expense, certainly if share ownership is considered. There is quite a difference in jet operation compared to piston flying, and it requires a lot of thought and commitment. But there is nothing quite like the kick in the back as a jet engine winds up to full thrust. I’d recommend it to anybody!
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 29
airport FOCUS chambéry airport
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PHOTOS www.airteamimages.com
airport: Chambréry, Aix-les-Bains (LFLB) | loCation: 4.3nm North of Chambery, France
Rocky mountain high Getting into and out of Chambery Aix-les-Bains is a challenge but the mountain sports available make it all worthwhile YOU don’t need a good reason to go to Chambery, the good reasons are all around you – mountains, the Alps, to be precise. Chambery Airport, also known as Aix-les-Bains and ChamberySavoie, is ideally located to take advantage of the Alps, both in winter and in summer, and within easy driving time of all the main resorts.
The airport is one of the many French regional airports undergoing a boom in passenger numbers thanks to low-cost airlines setting up routes, mainly from the UK and serving both the skiing market in winter and mountain sports in summer. It’s also seen growth in business and private flying with the airport regularly getting into Avinode’s top ten of arrivals and departures.
There’s a separate business aviation terminal on site with a lounge and meeting room for up to 20 people, high-speed wifi and light refreshments. A new website for the Business Airport went live just last October, www.chambery-business-airport.com Of course, those very mountains which make it so popular pose their own challenges which is why there are conditions set for April 2011 | P1 BUSINESS AVIATION MAGAZINE | 31
airport FOCUS chambéry airport
any operator planning to fly in. The airport elevation is a modest 779ft but the Minimum Safe Altitudes all around are massive, and every aircraft commander must have procedure training before flying in, either in a relevant aircraft or in the sim (see p34). Chambery Airport is operated by VINCI, a French civil engineering conglomerate. VINCI operates four French airports, Grenoble, Clermonet-Ferrand and Quimper, as well a projects as diverse as autoroutes in France, car parks in the Uk and the famous Stade de France in Paris. It has invested 5.7 million euro over the past few years renovating various parts of the airport, notably the aircraft stands and the new terminal. Partly that's to satisfy demands of the low-cost operators who are steadily increasing numbers of movements. But it's also because the airport is becoming more important to the region. 32 | P1 BUSINESS AVIATION MAGAZINE | April 2011
Chambery is just one hour from Geneva, Lyon and the frontier with Italy, and close to many major high altitude resorts including Val d'Isere, Tignes, Courcheval, Val Thorens, Les Arcs and La Plagne. It's also close to both the centres of Aix-lesBains and Chambery itself. The town grew up around the ‘Le Chateau des Ducs de Savoie’ built in 1232 by Count Thomas of Savoie. The stronghold, which for centuries commanded the Alpine passes into Italy, still dominates the old town – a charming maze of narrow cobbled alleyways and courtyards. Chambery was the capital of Savoie until the middle of the sixteenth century and only became part of France as recently as 1860. It's unsurprising then that the town has retained its distinctly Savoyard icharacter. Visitors are sure to see the Savoie flag flying proudly and keep your eyes peeled for 'Savoie Libre' car
stickers on locals' vehicles. There's also plenty to keep nature lovers happy around Chambery. In the immediate vicinity of the town there are hundreds of fertile vineyards and beyond these lies the Bauges National Park - a little-visited area abundant in Alpine flora and fauna. Aix-les-Bains is a picturesque spa resort on the shores of the Lac du Bourget, France's largest natural lake. On a clear day flying into Chambery airport affords incredible aerial views of the lake. AIRPORT OPERATORS One of the most established aviation operators on the airport is Pan Europeene Air Service, with the amusing acronym, PEAS. It has specialised in business aviation since 1977 and offers all sorts of services including private and business jet charter, freight services
airport information Chambéry Aix-les-Bains Airport • Location: 45°38’21”N ; 005°52’48” E • IATA Code: CMF • ICAO Code: LFLB • ATC T: +33 4 7954 4954 • ATC F: + 33 4 7954 4961 • Runway: 18/36 (asphalt) 2020m x 45m, 18/36 (grass) 700m x 60m • Elevation: 779ft amsl • Navaids: ILS Cat I, DME, Locator, Beacons, PAPI • Time: UTC + 1hr • Hours of operation: 06002230 • Fuel availability: Jet A1, Avgas (BP) • Customs & Immigration: Yes, T: +33 4 7984 7983
www.misterlimousines.com • Taxi: T: +33 687 470 567 • Rental cars: Avis, Europcar, Hertz Airport operator VINCI Airports Chambery Airport 73420 Viviers du Lac T: +33 4 79 54 49 52 www.chambery-businessairport.com
FBO/Maintenance • Pan Européenne Air Service www.paneuropeenne.com
CLOCKWISE FROM MAIN: Gulfstream IV getting wet on the runway at Chambery. Airport located on the south bank of Lac du Bourget. Dornier 328 as an air ambulance. Tower and admin
Heliskiing sounds fantastic but is probably only for experts on planks
and medical evacuation. PEAS operates a seven-seat Piaggio P.180, a 19-seat Becch 1900D, a 37-seat Embraer 135LR and a 49-seat Embraer 145LR and also runs its own Part 145 maintenance organisation. Perhaps some of the most fun excursions are run by HeliJet, which operates both fixedwing and helicopter flights. As well as the more routine passenger and freight services, including medevac and organ transplant flights, HeliJet also offers panoramic flights around Mont Blanc (the big mountain of the Alps), heliskiing and heligolf trips. Heliskiing sounds fantastic but it's probably only for experts on planks. HeliJet says you can discover the most beautiful ski areas, on and off- piste, or be dropped off on a glacier and enjoy the most incredible descents with up to 2200m difference in altitude. However, you can’t be dropped off just anywhere – there’s
Operators • Aero Club de Savoie www.aeroclub-savoie.com • HeliJet www.helijet.fr • Pan Européenne Air Service www.paneuropeenne.com • Rectimo Air Transport www.rectimo.com Ground transport • VIP Limousine www.vip-limousine.com • Mister Limousines
VFR charts shows the challenge of the approach into Chambery Airport April 2011 | P1 BUSINESS AVIATION MAGAZINE | 33
airport FOCUS chambéry airport FLIGHT TEST dassault FALCON 7X a ban on dropping off or picking up of skiers outside altiports, helistations, helisurfaces and near some developped zones above 1500m. Also, you must be accompanied by a qualified guide. Heligolfing is popular because of the many courses in the Savoie region including at Aixles-Bains, Talloires, Giez, Méribel, Chamonix and Megève. HeliJet also offers an exclusive H=heligolfing stay in the Château de la Tours du Puits, a four-star hotel and spa, located between the Bauges and Belledonne mountains. Two other General Aviation companies operate at Chambery Airport and there is another, separate, Chambery Aerodrome with more recreational flying. Rectimo Aviation runs fixed-wing and rotary private pilot training, and also has a transport service and Part 145 maintenance. The local Aeroclub de Savoie teaches a Mountain Rating which includes learning to land on skis on glaciers in the Alps. Obviously this is taught in good weather only, and is an extensive course requiring more than 250 landings on a variety of surfaces before you're signed off. A fleet of light aircraft is available to hire, from tailwheel Jodels to more modern Robin and Cessnas.
CLOCKWISE FROM MAIN: new main terminal building at Chambery which is a shared field with the military. Rolling down the runway. Pilatus Porter ideal for the mountains. Piaggio Avanti operated by PEAS
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Heligolfing is popular because of the many courses in the Savoie region including Aix-les-Bains, Talloires, Giez, Meribel, Chamonix and Megeve SPECIAL INSTRUCTIONS The airport authority says General Aviation (GA) flights with aircraft having a maximum passenger seating capacity of 10 and above, crew seats excepted must comply with article 1 below. GA flights with aircraft having a maximum passenger seating capacity of 20 and above, crew seats excepted, must comply with articles 1, 2 and 3 below. Commercial flights must comply with articles 1, 2 and 3 below. 1. Operation instructions Operator shall inform crew of specific operation instruction including: • special characteristics of the airport • general operation instructions including airport classification and crew training • weather minima of the airport • departure, arrival and missed approach
procedure in normal, abnormal and emergency condition • operation limitation due to airport configuration and flight tracks to be used, including weight limitation and operation minima. These instructions shall be on board. 2. Commander training and proficiency Before using Chambery airport, every flight commander shall receive specific training to include: • operator instruction theoretical training • practical training with relevant aircraft or simulator device, including flight procedure intended to be used by the operator. 3. Administrative requirements To be fulfilled by operator prior to using Chambery airport: • use of non-published departure procedure is governed by submission to DSAC CentreEst of an application showing tracks design methods and including operation instructions and associated performance limitation • take-off from runway 18 with aircraft having a maximum passenger seating capacity of 20 and above, crew seats excepted, is ruled by DSAC Centre-Est approval. Application must be received by DSAC Centre-Est at least two weeks before first flight.
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special feature avionics 2011
a brave new world SVS, EVS, HUD, HGS, LCD, XM, PFD, MFD, EFIS, FMS, CPDLC, ADS-B, WAAS LPV... aircraft avionics are developing at an incredible rate with incredible capabilities. And there’s more to come with touchscreen and voice recognition controls not far off. P1 takes a look at the latest cockpits
T
HE pace of development of aircraft electronics – avionics – continues unabated. The big shift from ‘steampowered’ analogue gauges and instruments to Electronic Flight Instrument Systems (EFIS – also known as ‘glass cockpits’) is now several years old and since then we’ve been going through a period of integrating more and more useful functions into those systems. Now big players in the industry are about to launch into the next
generation of glass cockpits, with several objectives. The main ones are: 1 Even better situational awareness with Synthetic Vision Systems (SVS) and Enhanced Vision Systems (EVS) becoming commonplace 2 Head-up Displays (HUD) of essential flight information 3 Improved and more user-friendly pilot controls 4 Enhanced navigation packages to take advantage of GPS approaches and performance-based navigation 5 Datalink and ADS-B services for
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'conversing' with next generation Air Traffic Management systems 6 Additional safety features such as Automatic Descent Mode which senses cabin pressurisation failure and takes care of descending the aircraft to a safe altitude where, hopefully, the crew will recover. Three of the leaders in avionics have new products either about to come on line in new aircraft or in development though all the manufacturers say they are constantly developing. Avionics is a market where no one stands still.
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 37
special feature avionics 2011 FALCON EASy II Dassault introduced the EASy (stands for Enhanced Avionics System) flightdeck on its Falcon jets in 2003. It’s based on Honeywell’s Primus Epic system and has at its heart four large flat-panel, high-resolution liquid crystal displays (LCD) laid out in a T formation (three across, one below). Each pilot has a Primary Flight Display (PFD) directly in front of him showing critical flight information. The two centre screens are Multi Function Displays (MFD) provide the pilots with the information necessary to perform flightplanning (usually the top screen) and aircraft systems management (usually the lower screen). The EASy flightdeck has plenty of redundancy and features including dual, fail-operational, automatic flight control system, dual flight management/performance management system, dual micro inertial reference systems, dual air-data sensors, dual 24-channel GPS sensors, Primus 880 turbulence detecting weather radar, Enhanced ground proximity warning system (EGPWS), radio altimeter, integrated radio system with dual modular radio cabinets and digital radios, and a central maintenance computer. That’s as standard and operators can add items like satcoms, Airborne Flight
Information System, a third FMS and lightning sensors. So it’s a pretty comprehensive and competent system, but even so Dassault and Honeywell have been working on the next-gen system known as EASy II and its certification is expected in June this year. It will be fitted to the latest Falcon 900LX immediately and available as a retro-fit upgrade for older 900s. For Dassault’s top of the range business jet, the 7X, EASy II will be available in the third quarter of 2012 and for the Falcon 2000EX/LX in the fourth quarter of 2012. EASy II will offer a number of new options and enhancements including: • Synthetic Vision System (SVS) which Honeywell calls ‘SmartView’ • Improved display symbology • Updated Flight Management System (FMS) • Improved Take Off and Go Around capability (TO/GA) • Runway Awareness and Advisory System (RAAS) • Enhanced navigation package that includes WAAS-LPV and RNP SAAAR • Automatic Descent Mode (ADM) • XM Graphical Weather integrated into the mapping • Paperless cockpit Two new communication features, FANS 1A and PM-CDPLC (Controller
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Those who have flown with SVS are emphatic about its value
BELOW: Dassault's EASy II flightdeck as fitted to the Falcon 900LX.
Pilot Data Link Communication) are compliant with Europe’s new datalink mandates. Synthetic Vision creates a 3D view of the ground ahead as an integral part of the PFD so instead of an Artificial Horizon with plain blue for sky and brown for ground, you actually have a realistic depiction of terrain. Why do you need that when flying IFR? Well, it’s the old story about improved situational awareness – you may know you’re flying down the valley on the twisty approach to Chambery Airport but with SVS you can actually ‘see’ the mountains. Those who have flown with SVS are emphatic about its value. Perhaps SVS will come into its own with the new GPS approaches now becoming more available with the Wide Area Augmentation System (WAAS) with Localizer Performance with Vertical guidance (LPV). WAAS corrects for GPS satellite position providing increased accuracy and availability for navigation. Until now this has been restricted to the USA but with Europe’s own GPS system coming on line last month (EGNOS – see news) such approaches are likely to spread to Europe and beyond. WAAS reduces GPS errors down to seven metres and provides near ILS Category 1 minimums with no ILS on the field. It enables crew to
use IFR rules for approach and landing operations down to a decision height as low as 200 feet above touchdown with visibility minimums as low as a half-mile. Localizer Performance with Vertical Guidance (LPV) also provides backup to ILS in the event that the glideslope is out of service. RNP SAAAR (Required Navigation Performance Special Aircraft Aircrew Authorisation Required) provides access with low minimums in challenging terrain environments. Will GPS approaches catch on? In the US, WAAS LPV procedures now surpass the number of Category 1 ILS procedures with 1,800 currently available. Dassault has no doubt about their value and took an active role in the EGNOS trials. “LPV approaches open up accessibility to airports with challenging weather and terrain, while improving the accuracy of the approach,” said Jean-Louis Dumas, Dassault’s Falcon test pilot. “The mountainous terrain in southwest France where we flew repeated approaches is a perfect example of how the new features in EASy II, like Synthetic Vision, when combined with improved navigation tools like EGNOS, drastically enhance a pilot’s situational awareness and
improve safety margins.” Going in and out of smaller airports is the lifeblood of business aviation, and these new tools may well open up more fields. They will also back up important future changes in Air Traffic Management (ATM) when the ‘NextGen’ system comes into operation. These NextGen ATM systems will rely on Automatic Dependent SurveillanceBroadcastˇOut (ADS-B Out) signals which periodically transmit aircraft ID, GPS position, altitude, speed, quality and integrity data, length and width of aircraft, aircraft size and weight category. With this information ATM systems will, so they say, be able to handle more traffic in congested airspace with fewer radio communications required between pilots and air traffic controllers. The TO/GA Take Off/Go Around provides flight director guidance during takeoff and go around, with or without a single engine inoperative. Autothrottle (AT) can be armed on ground and at 400ft AGL, the AT will be automatically engaged, thus decreasing pilot workload when close to the ground. Also reducing pilot workload at a critical time is the Automatic Descent Mode. This initiates an automatic descent, using the autopilot and
should avoid any repeat of the 1999 payne stewart crash
BELOW: EASy II has T-config of displays. Inputting into FMS. Fixed cursor. Note Synthetic Vision on PFD, bottom right
autothrottle, to a safety altitude in case of cabin depressurisation that could affect crew consciousness. Honeywell says it provides additional peace of mind for business jets operating at very high altitudes, and should avoid any repeat of the infamous 1999 fatal accident when golfer Payne Stewart's Learjet depressurised at altitude, causing all on board to lose consciousness. OK, so the new EASy II is good for flightcrew but will the paying customers in the back notice any difference? Dassault says yes. “Passengers will enjoy a new way of flying thanks to EASy II. They will have more comfortable descents and approaches due to constant rate descents, shorter leg times due to increased ATM efficiencies with NextGen and increased comfort by avoiding areas of turbulence using XM Weather.” Meanwhile, Honeywell has also been busy on the Primus Elite, a retro-fit upgrade package which introduces many of the latest features to Primus 1000/2000/2000XP, SPZ-8400/8500 and selected SPZ-8000 series avionics systems. The Elite introduces highresolution Liquid Crystal Displays, SVS plus XM weather, Jeppesen electronic charts and video display capability – and it's lighter than the old systems.
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 39
special feature avionics 2011 GLOBAL VISION Bombardier has gone down a similar route with its new Global Vision flightdeck but with important differences. Global Vision is based on Rockwell Collins Pro Line Fusion and, like the EASy II, comprises four LCDs arranged in the now familiar T configuration – two PFDs and two MFDs. But it’s not just the panel and instrumentation – the whole cockpit has been redesigned by UK aviation specialists Design Q for improved ergonomics and to look damn good! It was styled with the same attention to detail and high quality materials more commonly found in the cabin – luxurious leathers and suedes, brushed chrome and carbonfibre. Adding to the comfort of the cockpit environment, map lighting and sunvisors are positioned where they are most effective, and storage space within the pilots’ reach has been increased and designed to integrate smoothly into the flightdeck area. A darker colour scheme and redesigned seats for both the pilot and co-pilot, which feature carbon-fibre, leather and sheepskin, provide an overall sense of comfort and warmth. Certification testing of the Global
Vision is underway right now with the first Global aircraft fitted with the flightdeck due for delivery in early 2012. One of the first customers is former F1 racer Niki Lauda who runs his own private air business, FlyNiki. Lauda has ordered a Global 5000, scheduled for delivery at the beginning of 2012 and it will be the the first 5000 to be delivered with the new Global Vision flight deck. An excited Lauda said, “I am very excited to be the first operator to own a Global 5000 jet with the Global Vision flightdeck, and I can’t wait to fly it.” The Global Vision cockpit successfully completed its first Bombardier test flight on a Global Express XRS aircraft in August 2009. Since then the aircraft has continued flying a “rigorous” flight test program at Bombardiers’s Wichita centre aiming for FAA, EASA and Transport canada certification. The pilots on that firtst flight were enthusiastic afterwards, gushing in fact. “The new Global Vision flightdeck is fantastic, everything performed as expected,” said Captain Gary Bruce, Project test pilot. “The new Rockwell Collins Pro Line Fusion avionics suite’s large displays, in
combination with the Synthetic Vision System, provide enhanced situation awareness that will surely be a great success with pilots. The comfort and ergonomics of the overall cockpit are like nothing we’ve ever experienced.” Global Vision is the debut for Rockwell Collins’ Pro Line Fusion, designed to ensure interoperability between systems including the Headup Guidance System (HGS). Both the panel displays and HGS will provide personalised formats of display information, electronic checklist, maps with graphical flight planning, integrated cursor control panel, paperless operation enabled by dual electronics charts, future air navigation system, controller-pilot datalink communication and MultiScan weather detection system, synthetic vision system and Bombardier Enhanced Vision System (BEVS). 40 | P1 BUSINESS AVIATION MAGAZINE | April 2011
The Heads Up Guidance system is the most advanced available
LEFT TOP: Incredible HGS displays SVS and flight info. LEFT BOTTOM: New Learjet 85 will also have Pro Line Fusion
The all-new BEVS features the latest CMA-2700 SureSight I-Series integrated sensor system from CMC Electronics and is claimed to provide pilots with significantly improved situational awareness – in particular, the ability to observe runway lights and the runway environment in difficult operating conditions, such as low visibility and darkness. BEVS also offers lower approach minimums under certain situations. Rockwell Collins is particularly proud of the Head-up Guidance System (HGS) technology which it claims is the most advanced integrated display system available. It presents critical flight information in the pilot’s forward field-of-view. Aircraft flight path and attitude symbols overlay the outside scene enhancing situational awareness, improving energy management and increasing touchdown precision.
Coupled with an advanced Synthetic and Enhanced Vision Systems, under specified conditions, the system enables descent down to 100 feet above ground level, thereby enhancing operational flexibility. Rockwell Collins' Pro Line 21 avionics systems is well proven as original equipment on many aircraft with the latest version arriving recently on Cessna CJ4. Now it available as a retrofit on older aircraft. Rockwell Collins says, " Upgrading your aircraft with the Pro Line 21 major retrofit package will provide you with all of the advanced capabilities, increased reliability and enhanced value of a new airplane without all the cost. You will eliminate those ever increasing avionics maintenance costs, while at the same time vastly improving your aircraft’s dispatch reliability. And because this is a total
Doing it right first time helps eliminate issues with your flight deck
ABOVE: Global Vision flight deck with cockpit by Design Q
solution, everything from the panel to the wiring is replaced with the new avionics. Doing it right the first time helps eliminate issues with your current flight deck. " Unlike many avionics upgrade options, the Pro Line 21 major retrofit package is STC’d and already flying in more than 40 Falcons and more than 120 King Airs around the world." A typical retorfit package includes: - Three or four 8 x 10-inch LCDs - Digital CNS radios with dual navcomm - Dual transponders with Enhanced Surveillance - Dual DMEs - Single or dual Flight Management Systems with GPS WAAS - Digital Flight Control System with coupled VNAV - Single or dual Flight Information Systems - Dual channel radar altimete.
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special feature avionics 2011 GarMIn G5000 The G5000 is Garmin's most ambitious aviation product so far, not only because it is introducing touchscreen technology to an aircraft cockpit but also because it has raised its sights and is pitching the G5000 at Part 25 operators. [Part 25 covers public transport aircraft: Jets with 10 or more seats or a maximum takeoff weight (MTOW) greater than 12,500lb, or Propellerdriven aircraft with more than 19 seats or a MTOW greater than 19,000lb.] Like the Honeywell Primus Epic and Rockwell Collins ProLine Fusion avionics, the G5000 will satisfy operational requirements for the NextGen Air Traffic Management system, as well as introduce all the latest features including Synthetic and Enhanced Vision systems. The Garmin G5000 is designed specifically for crew-flown turbine aircraft and combines a dual multi-sensor Flight Management System (FMS), touchscreen vehicle management units, and multi-pane cockpit displays. It has high resolution, wide aspect (12-inch or 14-inch diagonal) primary flight displays (PFD) and multi-function displays (MFD). The G5000 is scalable so aircraft manufacturers can choose as many displays as cockpit real estate will allow. "The landscape oriented screens have multi-pane display capability that allows multiple pages to be viewed side-by-side on any of the screens," says Garmin. "Therefore, pilots can simultaneously view maps, charts, checklists and aircraft systems
synoptics, TAWS, TCAS, flight planning, weather or video input pages. "The vehicle management system has an infrared touchscreen interface that is easy to understand and use – pilots simply touch what they want to change. The vehicle management system has a desktop-like menu interface with intuitive icons, audio and visual feedback, and animation so that pilots know exactly how the system is responding to their input. The touchscreen also enhances ease of use through common sense functions like 'back' and 'home' that let pilots quickly retrace their steps or return to the home screen. The vehicle management system also has three conventional controls at the bottom of the display: a volume control knob, dedicated map joystick, and dual concentric knobs for data entry. Pilots may choose to use the knobs instead of the touchscreen to enter information and the knobs' functions are always labeled on the display." The G5000 includes a three-axis, fully digital, dual channel, fail passive autoflight system, and has the ability to provide tightly integrated auto-throttle capability. The Synthetic Vision display also includes the ability to show aerial pathways (or Highway-In-The-Sky) that are depicted as 3D 'flying rectangles' to help pilots stay on course when flying en route legs, VNAV legs, GPS/ WAAS vertical approach procedures, ILS approach procedures, and arrival and departure procedures. Other features include: • Active and passive traffic surveillance functionality using
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the G5000 is Garmin's most ambitious project so far, pitched at part 25 operators
ABOVE: Primary Flight Display shows obstacles BELOW: G5000 in Cessna's Citation Ten
advanced TCAS II/ACAS II technology and ADS-B target correlation and tracking for traffic management and airspace monitoring • Advanced weather detection and avoidance technology • Optional Iridium-based worldwide satellite weather datalink access • XM WX Satellite Weather for US and Canada provides a variety of real time weather data such as NEXRAD, METAR, lightning, winds aloft, echo tops and more • Integrated synoptics (graphical systems displays) to help simplify monitoring and control of aircraft systems and aid in troubleshooting • Optional Electronic Stability and Protection system (ESP) works to assist the pilot in maintaining the aircraft in a safe, flight stable condition. • Voice/data communications supported by digital radios and SATCOM datalink will provide future growth capability • The ability to display video from a third party forward looking infrared (FLIR) camera or other video sources.
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3/30/2011 8:50:16 AM
special feature avionics 2011 IPadS For eFbS In March an important bit of news regarding the Apple iPad – the US authority, the FAA, has authorised use of the iPad for two operators as sole reference for electronic approach charts in the cockpit. It's a big move: no more paper charts to source, carry and update. Instead, a 1.5lb iPad can carry as many charts as you could possibly want and is esaily updated. The authorisation allows Executive Jet Management, a NetJets subsidiary, to use iPad and the Jeppesen Mobile TC App as the sole reference for electronic charts, even during taxi, takeoff and landing. A total of 55 pilots and 10 different aircraft types from the Executive Jet Management fleet were involved in 250 flight segments during the
testing. Jeppesen also commissioned a successful rapid decompression test on an iPad to 51,000 feet in altitude, and non-interference testing was also completed. ForeFlight, maker of an iPad chart viewing app, says more than 35 US flight departments have adopted the ForeFlight HD app and iPad for use fleetwide. "These new customers range from charter operators to Fortune 50 flight departments operating many aircraft," says the company. "2011 is shaping up to be a tippingpoint year for adoption of the iPad by corporate flight departments and commercial operators. Airlines and operators are evaluating the deployment of thousands of iPads to airframes and pilots. Our system integration associates are reporting unprecedented demand
44 | P1 BUSINESS AVIATION MAGAZINE | April 2011
2011 is shaping up to be a tippingpoint for the ipad
BELOW: Apple's iPad now OK for use as an Electronic Flight Bag
for their services to help them ready corporate, 121, and 135 customers for operational use of iPads." One of the business operators is well-known Cutter Aviation which was
recently granted FAA authorisation to use the ForeFlight HD program and ForeFlight charts. Both approvals were for use of the iPad as a Class 1 Electronic Flight Bag (EFB). In a separate initiative, European company Fokker Services working with flight operations software and services provider Navtech has launched an iPad EFB which includes Navtech’s charts library. On of the first users is Swedish cargo carrier Amapola which has received approval from the Swedish CAA for a Class 2B EFB and has begun flying using the iPad in its fleet of Fokker 50s.
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quick spin DIAMOND DA42 NG
Austro empire strikes back PHOTOGRAPHY Dave Spurdens
Diamond’s popular DA42 turbo-diesel twin has new Austro engines and highly competitive fuel costs. Nick Heard flew it for P1
46 | P1 BUSINESS AVIATION MAGAZINE | April 2011
I
T has been a turbulent time for the Diamond DA42 Twin Star. Since it came out in the mid2000s, it has helped change the face of flight training as well as find all sorts of niche missions such as surveillance and mapping. But then problems with the supply of Thielert turbo-diesel engines left Diamond developing its own engine – also based on Mercedes-Benz’s turbodiesel for cars. Diamond's new engine is known as the Austro E4-B. One of the Thielert engine’s weaknesses was the clutch and gearbox transmission. That’s been revised in the Austro version with a much stronger reduction gearbox between crank and prop (car engines turn too fast for 1:1 prop speed), and ditches the clutch which damped out damaging high-compression diesel shockwaves from the propeller. Instead, it uses a simple yet strong torsion damper derived from a Mercedes M-Class 4WD car. A 1000-hour TBO matches the engine, and should rise to 2000hr+ in time. The aircraft is now called the DA42 NG but remains a light twin for the 21st century with composite construction, digital electronic engine control, and Electronic Flight Instrument System (EFIS). The DA42 has a high-aspect ratio wing spanning 44ft and a fuselage length of 28ft. Controls are standard with electrically operated flaps, manual rudder trim, and electric elevator trim. Ailerons and elevators are operated by a control column, and though some people question the wisdom of having a ‘stick’ instead of a yoke, I think it’s great. I always feel more at one with control columns. The cockpit is dominated by the two large Garmin G1000 EFIS screens, with the familiar large Primary Flight Display (PFD) on the left and the Multi Function Display (MFD) occupying the right screen. Above these are standby flight instruments, and to the right the circuit breaker panel. Below the PFD are the simple electrical and engine starting controls, and the power levers are between the seats. The front seats are fixed but have recline and lumbar adjustment, and the rudder pedals are adjustable. Forward and aft baggage compartments have capacities of 30kg and 45kg respectively, and the
forward canopy has a convenient ‘cooling gap’ position for ground use only. The Austro E4-B engines are liquid cooled with digital engine control, turbocharger and an integrated propeller governor, together with auto-feather for the MT propellers. Max power in ISA conditions at sea level is 165hp at 2300rpm, with maximum continuous power 152hp at 2100rpm. Control is by two engine control units (ECUs), which have automatic changeover in the event of failure. Fuel tanks are in each wing, which ordinarily supply their respective engine, although crossfeed is available. Each tank has a capacity of 100 litres, and two optional auxiliary 5 litre tanks can be fitted. There are two oil systems per engine, one for the engine and turbo, the other for the gearbox and propeller governor. A fire detection system is fitted to each engine compartment, warning of any overheating above 250°C. The DA42 has one main battery and two 70amp alternators. Back-up batteries provide for the standby artificial horizon (1.5hr duration) and for the ECUs (30 mins duration, after which the engine may stop!). There is an external 28v supply connection. The landing gear is hydraulically operated by an electric pump, and extension takes 6-10 seconds. The main gear retracts inwards, while nose gear retracts forwards. The nosewheel is steered by the rudder pedals, while toe brakes on the pedals control disc brakes on the main wheels. The landing gear can be lowered by gravity in event of pump failure. A ‘Check Gear’ warning sounds in flight if the gear is up and one power lever is retarded below 25 per cent, or if the flaps are in ‘Land’ position.
FACT FILE PERFORMANCE VNE 192kt CRUISE 174kt RANGE 1,055nm CEILING 18,000ft TAKEOFF DIST 733m LANDING DIST 618m POWER ENGINE 2 x Austro E4-B, producing 170hp each PROP 2 x MT 3-blade, 1.88m diameter, constant-speed DIMENSIONS WINGSPAN 13.42m WING AREA 16.29sq m LENGTH 8.56m HEIGHT 2.49m CABIN WIDTH 1.17m SEATS 4 MTOW 1900kg EMPTY 1415kg PRICE BASE 522,750 euro +VAT AS TESTED 610,950 euro +VAT www.diamondair.at
FLYING THE DA42 NG The DA42 has a never-exceed speed (Vne) of 188kt, and flap limiting speeds of 133kt (Approach) and 113kt (Land). The gear can be lowered up to Vne, and has a generous retraction limit of 152kt. The maximum take-off weight is 1900kg, with a maximum landing weight of 1805kg. Now, given the basic weight of around 1450kg, that won’t give you four typical adults plus bags and full fuel, so some playing around of fuel load is required to carry four people. But
FAR LEFT: DA42 is a thoroughly modern aircraft with long slim wings LEFT: Make sure you put the right fuel in – Jet A1 April 2011 | P1 BUSINESS AVIATION MAGAZINE | 47
quick spin DIAMOND DA42 NG with just two people on board, you have the ability to fly around 600 miles in four hours, burning around 90 litres of Jet-A1. Cannes for lunch, anyone? So if you put your mind to it, you could stay airborne for some 11 hours – some loiter capability! I met Henrik Burkal, MD of Diamond Aircraft UK at Old Buckenham for my flight in a ‘42. Entry is via the left wing, simple and easy. The pedal adjustment easily coped with my long legs, and the seat recline ensured good comfort. We closed the canopy to the cooling gap position, handy for the warm weather. After a simple flow around the cockpit, we put the Engine Master to ON and selected START L; moments later the left engine was humming smoothly at idle. Starting the right was equally easy, and then the avionics, bringing the G1000 to life. After setting up the avionics we
completed the engine checks before taxi: just press and hold each ‘ECU TEST’ button, which gets the system to run through its own test sequence - simple. Taxiing on grass was no problem, and we entered the hard runway to backtrack for 07. Old Buck’s runway is not the widest, and I was slightly concerned about being able to complete a 180 at the end. I should have remembered: the DA42 can turn on a sixpence, and I actually turned inside the centreline. The first half of 07 at Old Buck has a significant upslope, plus straw bales in the runway overrun, so we had work to do! With full power set I released the brakes and we accelerated satisfactorily up the slope, keeping straight with small dabs of rudder. We reached 80kt rotate speed just after reaching the top of the slope, and the DA42 was airborne crisply. I raised the gear and we climbed at
Oxo x ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox ox
48 | P1 BUSINESS AVIATION MAGAZINE | April 2011
If something goes wrong, the aircraft will tell you
90kt, well clear of the straw bales. Shortly after I reduced power to 92% to climb comfortably away at 1200ft/min. The view ahead while in the climb was good. With electric elevator trim the DA42 was easy to fly, and rock steady in formation with the cameraship. Control forces were just fine, and the view all around (including ahead and below the nose) was great for the magnificent views around the county of Norfolk as we initially climbed to 8000ft. Rolling those long thin wings was an understandably slow affair, but pitch control was very precise. The DA42 is not the fastest aircraft around and I found it happiest at around 130kt IAS. Noise levels were remarkably low, helped by ANR headsets, and it is easy to see this is an aircraft you could spend long periods in comfortably. I didn’t get to play with the GFC 700 autopilot, but the stability is such that a pilot would
probably want to enjoy flying it rather than hand it over to ‘George’! Naturally, the autopilot is a tremendous tool to help reduce cockpit workload, especially given the complications of EFIS, so sound knowledge of the autopilot system would help any operator. Similarly, single-lever power control helps cut workload. With no prop rpm or mixture control to set and monitor, there are no worries about overboosting or cylinder head temperatures as the ECUs do their stuff. Again, some may argue it’s not ideal for training a new pilot in engine monitoring, but modern airliners don’t require constant monitoring of numerous engine parameters – the deal these days is 'If something goes wrong, the aircraft will tell you'! Later, Henrik set up an extended runway centreline display on the G1000 for approach back onto RW 07 at Old Buck, not
essential with the conditions but useful if visibility is poor and runway orientation difficult. On first stage (Approach) flap I found it very stable on long finals at 90kt. Approaching 500ft, flaps to Land and speed at 85kt, the control column allowed precise flightpath control and we landed just after a gentle flare. Planning a touch-and-go, after touchdown Henrik raised the flaps and I applied full power to roll. Once again we crisply left the ground. In the circuit it flew at a comfortable 100kt clean, reconfiguring with flaps and gear on base leg. Again, after selecting flaps to Land the final approach was very stable, touching down again on the 07 threshold. Careful symmetrical braking was required to keep within the runway confines, but it was all easily done. We cleared the runway, taxied back, and shut down after allowing the recommended cooldown.
TREMENDOUS IMPACT
The DA42 is an ideal training platform for budding pilots
The DA42 NG will continue the tremendous impact on aviation the original version did in '03. As a means of economical and comfortable travel for the business traveller/pilot, it presses all the right buttons. With four adults on board then limitations appear in terms of fuel load and range. But with just two-up the full range of capability becomes available, and all with the remarkable efficiency of relatively cheap jet fuel. It is easy to see how the DA42 became a popular twin-engined trainer for airline flight schools. It is still an ideal training platform for budding airline pilots as well as the more experienced private pilot. Diamond has clearly taken the job of creating a new engine hugely seriously, and it is a testament to that approach that the first of the new Austros is this good.
CLOCKWISE FROM MAIN: Hand-flying the DA42 is a real joy! New engines are turbo-diesels. Garmin EFIS dominates the panel. Seats comfortable. Gear is retractable and tucks away neatly
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 49
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PHOTOGRAPH BY: DAVID SPURDENS
EXECUTIVE DECISIONS
BMW’s 740d M Sport is the driver’s car for boardroom warriors No more is the limo only for those who wear a uniform to drive W E A R
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‘I'll take it from here, James’ BMW’s 740d M Sport will cause boadroom vs backroom ructions, says William Spurdens
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ANTED: Chauffeur for busy aviation industry executive. Advanced business driving credentials needed. Must be prepared to take a back seat for the majority of term of contract. Hot news for plutocrats who have forgotten how to drive: Munich's new 740dM performance diesel flagship is not the execu-bus limo for you. Instead, it's a superb driver’s car that will have chauffeurs and executives arguing over who's going to do the driving. I have a sneaking suspicion the chauffeur will only be tasked with the city run, and it's not surprising the new 7-series can impress... BMW have gone to WeightWatchers. The roof, doors, bonnet and wings are all aluminium, lowering the CofG and overall weight. The engine too swaps heavy iron for light aluminium, in the guise of the most powerful diesel yet in the 7-series – 306hp, and 442ft-lb – so it's no surprise the result is a sharper, quicker, better handling car.
As expected with German car firm flagships, the features list sounds more suited to aviation than autobahn, with an alphabet of acronyms which will baffle buyers and pre-owned dealers in years to come… iGR, MSR, AHPS II, DSC, AST, ASC, CBC, DBC, EBD. Enough already! But each set of initials have purpose and combine to make this car what it is. Look beyond the letters and you'll find technology that's trickled down from Formula One and aircraft design and it really does make a difference. One or two seem superfluous. iGR (Brake Energy Regeneration) grabs energy wasted during braking, but only to top up the battery; no F1-style KERS horsepower boost here. And the safetyminded Lane Change and Departure Warning sends vibes through the steering wheel – akin to teeth-chattering motorway ‘wakey-wakey’ strips – should you drift towards lane edge. But, it becomes annoying when you’re awake so you switch it off. Better if it made you a strong coffee (einen Zucker, bitte...).
52 | P1 BUSINESS AVIATION MAGAZINE | April 2011
FACT PRICE (Basic) £69, 765 POWER 306hp TOP SPEED 155mph 0-62mph 6.3secs MPG (Combined) 40.9
Design mirrors the thrusting CEO who spends time away from the boardroom in the gym
Another huge improvement is the design and visual appeal of the car; it really catches admiring glances now. Of the old 7-series you had to remind yourself it's what's on the inside that counts, and though there is a clear evolutionary link to the current model from old, there is much less of the Beluga whale about it – a trait shared by many of the late Nineties/early-Noughties big exec ships. BMW's new range-topper is a clear illustration of car designers taking a hard look at their drawing boards and deciding to take the exec-aesthetic to a new level. Maybe the thought process was to create a sharp stylish office environment for the interior and reflect that externally, or perhaps mirror the rise of the thrusting CEO who spends time away from the boardroom in the gym. Either way, it ends the habit of creating lovely looking smaller cars yet leaving the range-topper overweight and unhappy on the eye. (Inferring the owner from the car is less risky now!)
BMW 740d M Sport The 740d M Sport is physical proof of this change. It has a menacing look from the front, almost muscle car, yet manages to communicate a sense of purpose and speed. It’s still a big piece of metal, but BMW’s design team have managed to craft a look that's swift and aggressive and people look, yes they do. What they can't see though is the magic that happens behind closed doors. Let’s start with the incredibly capable, green and economical engine, a silky six that sounds lovely and churns oomph from no revs up, besting 40mpg. Moving on to the flying office, where one is closeted and protected from the nastiness outside and guided and advised from the inside. Lifted straight from aviation, a wonderful HUD provides all the information you need when on a charge – including satnav guidance – to eliminate the need to ever go heads down on the move. The all-encompassing iDrive information and control system lives up to the standards set elsewhere, and it’s pretty easy to navigate; once you've got your settings you probably won’t feel the need to twiddle more until stuck in a jam. By far the most impressive part of this system is the ability to adjust chassis set-up on the move, and the change between Comfort and Full Sports
settings is dramatic. Hit Sport mode and the 7 becomes a 3 as chassis stiffening combines with variable turbo vanes and faster throttle response to make everything faster and sharper. When it all gets a little too much just flick the iDrive back to Comfort and you're back to limo mode and all in the world is serene again – just remember to turn the hot coffee/ Lane Change system back on. This isn’t one of BMW’s longwheelbase ‘L’ limo models, it’s more than
Central iDrive system puts most control functions in one place and is very powerful.
that. It’s still fine transport for VIPs from jetside to meeting, but being driven in this car will take more effort than in the past, the urge being to get the driver to pull over and swap seats. It’s not just a limo or an elegant carriage. It's also a fine driver’s car, with real adjustment and a great engine. Whoever gets the chauffeur job will need to get used to impromptu days of brisk walks, getting down the gym, and brushing up on crosswords.
Should one feel odd actually enjoying the drive to a meeting? Factor ‘caught in traffic’ backroad time into your final ETA.
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 53
Bellissimo! Bell's 429 light twin is the first brand new helicopter from the Texan company for 30 years - Dennis Kenyon flies it for P1
T
AKING a peek at Bell's long history, we find that the Bell-Textron Company hasn't actually built a new helicopter since the B-222 model appeared 30 years ago. Sadly, some in the rotary industry see this time lapse as a 'bum that wants kicking'... In the case of the Bell 429, development and production has taken a little over five years. So has it been worth the wait? Has the factory come up with a 21st century helicopter that will enhance Bell's historic record? I first saw the Bell 429 as an artist's impression at Heli-Expo four years ago and like most pilots at the time, I simply perceived the new model as an updated Bell 427. Now, having been able to spend a day examining a fully certified 429 in the flesh and fly it, I know differently.
MSG PROCESS Bell's glossy brochure states casually, "The Bell 429 is the first helicopter to be designed and produced following the MSG process." In the world of airliners, when a new type is planned, a major aspect of the certification process is a 'Maintenance Steering Group' (MSG) consisting of the manufacturer, the customers' maintenance facilities and certification personnel. As a steering group, they decide on a suitable maintenance programme for the type. The benefit of a MSG design will show itself in lower service costs and for starters, the scheduled 429 maintenance checks are spaced at a unique 200 hours. The EMS industry is always looking for a helicopter that is sufficiently roomy to accommodate a wheeled patient litter together with a medical attendant and associated medical storage. An EMS aircraft must also have a suitable payload, range and speed and a high altitude and high density performance. A wide patient loading access is also essential. Bell's 429 fulfils these requirements in spades. The Bell 429 uses a modular airframe concept and the ABC (advancing blade) Main Rotor (M/R) head, while utilising the 427's derivative rotor drive system and two P&W207D turbo-shaft engines. It also benefits from a dual hydraulic system. The base model has a 'glass cockpit' and FAA and EASA certification for single-pilot IFR. At present the 429 has a certified MAUW (maximum all-up weight) of 7,000lb, mainly to stay within the FAA Part 27 limit (Part 29 for 7,000lb plus)
The 429's scheduled checks are spaced at 200 hours
54 | P1 BUSINESS AVIATION MAGAZINE | April 2011
but can be certified at 7,500lb with a disposable load. Clam-shell doors for rear litter loading are available and when opened are pinned flush either side of the fuselage. Personally, I'd always prefer to see the fairly standard American method of side loading. The 5 x 7 feet wide cabin can be configured for two 'side-by-side' litters and a flight attendant. Removal of the sound-proofed dividing partition brings the total passenger/cargo cabin length to just under 12 feet. Rear access sliding doors are a massive 62 inches wide. The airframe construction starts with a long flat composite base panel and three vertical formers which make up a rigid, fatigue resistant alloy airframe and are double epoxy-resin coated for corrosion resistance. The closing cabin panels are composite material and with a cabin interior height of 49in in passenger configuration, there's adequate headroom for a six-footer. The passenger seats are easily reconfigured to face forward or aft to provide a club-seating arrangement. Airframe dimensions are: overall length, 43ft, height to top of tail fin 13.36ft with a 36ft span M/R disc. Skid track is 8.9ft so she won't roll over too easily on slopes or run-on landings. The meat of any flying machine is the power. This is supplied by the
well-proven P&W207D FADEC (Full Authority Digital Electronic Control) turboshaft engines that run continuously at 586shp. The 5-minute take-off limit is 598shp with a OEI (One Engine Inoperative) limit of 30 seconds at 729shp. OEI continuous limit is 719shp. Useable fuel capacity is 217 US gallons (1,475lb) contained in self-sealing tanks. Flight manual cruise speed is a healthy 154 knots falling to 150 knots at MAUW. Retractable wheels are to become available and will add a further 5 knots to the above figures. No-reserve range at sea level is 246nm. Loiter endurance at 60 knots is 2.8 hours.
TIME TO FLY Having studied the 429's specification and PFM figures for a whole morning, it was now time to see how she flies. I'm introduced to Bell's senior production test pilot, the genial Captain Henry Wilson. We exit the ultra clean and shiny PremiAir hangar where the 429 sits proudly on the pad – a thing of beauty and like Katie Price, has full, well rounded curves in all the right places! As I strap myself in the four-point harness, my first impression is of space plus there are several useful corners and cubby holes for personal items. There's a pull out holder for an IFR approach plate and even a holder for my water bottle!
BELL 429
The field of view is particularly good and the instrument panel presentation is well thought out. Battery Master ON and the LCD screen runs through a quick self-test. Check the caution panel for messages and set both throttles at ground idle. Check fuel switch position, turn the fuel valves ON and press engine START. Now was that difficult? God bless FADEC. Captain Wilson holds a Flight Instructor rating so I'm allowed to make a first lift into the hover. I dither with the pedals for a moment to capture the heading and make a small movement of aft cyclic as I raise the collective lever. A single 'power used' needle provides clear information as I hold a reasonably stable hover. I pull in the power to 90% and am intrigued to see the VSI indicating 2,500ft/min. No shortage of climbing capability for sure and no discernible changes in attitude. I take up a steep turn to the right feeling that we must at least expect some 'rattle & roll' but nothing. Looking out in the turn, I'm pleased to see the design guys have put a small cut-out in the upper corners of the windscreen. It allows a good look-out even at high angles of bank. Henry next talks me through a Category 'A' continued takeoff with OEI. Decision point for the 429 is 30
Inside the Bell 429: it's a bang up to date helicopter with full glass cockpit approved for Single Pilot IFR. Test aircraft was configured with side door and luxury VIP seating. Can be configured with rear 'clam shell' doors. Flat floor makes loading easy.
knots and 20 feet at which stage he demonstrates a practice engine failure in simulation mode which proves especially realistic. The master engine-out caution doesn't come on in training mode, but once the failure is recognised, Henry accelerates to 65 knots and climbs away. As we approach the downwind leg at circuit height, we ask ATC if we can make an early left break to cross the active runway. With permission given I roll on a fairly high angle of bank, drop the speed to 60 knots in a 180-degree steep turn into wind and head for the
PremiAir access taxi lane. Using a firm aft-cyclic flare, I settle into a 5-foot skid height hover. Control is precise and yet again vibration is non-existent even as we lose translational lift. So how do I summarise such a great handling and performing helicopter? Let me quote the one and only Shawn Coyle, test pilot for Sikorsky. He says, "The 429 is brilliant... one of the nicest helicopters it has ever been my pleasure to fly." I couldn't agree more.
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 55
HD3 Slyde
Don't let time Slyde by It's a watch but not like anything we've seen before, the HD3 Slyde
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VERYONE seems to love touchscreen technology, it’s on everything from, mobile phones, MP3 players, GPS units, home computers and it all adds to the ease of use. But is it really necessary on a wrist watch? HD3 seem to think so. They have launched the Slyde, which uses the underlying principle of the smartphone – the possibility to change applications by merely sliding a finger over the screen. The no-frills square case has a tactile screen that moves vertically and horizontally. This revolutionary display means that, by simply sliding a finger across the watch screen, the user can generate an unlimited variety of timepieces on the wrist – corresponding to any time zone or event you have scheduled in your calendar. The screen can be changed to many different watch faces, so you can choose your own. You can even upload photos to it. The watch will cost 4000-5000 euro when it's launched in September 2011 plus extra costs to download the various modules. www.hd3complication.com
So how does it work... Think of an Apple iPhone the size of a large wristwatch. Download an 'app' using a computer and the internet, and that will give you a function, in this case time. Like an iPhone, everything is controlled by the touchscreen. The maker says he'll release a few different types of 'watch dial' every now and again, and apps with other functions.
Change applications by sliding a finger over the touchscreen
56 | P1 BUSINESS AVIATION MAGAZINE | April 2011
EBACE2011
BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES
MAY 17, 18, 19, 2011 | GENEVA, SWITZERLAND
EBACE is the perfect venue for Companies who want to showcase the essential role business aviation plays in supporting jobs, mobility and economic opportunity in Europe. This premier business aviation event will feature Exhibits, an incredible Static Display of Aircraft, Education Sessions and Maintenance & Operations Sessions (M&Os) – all located at the magnificent Geneva Palexpo and Geneva International Airport.
For more information visit: www.ebace.aero
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2011 DEMAND INDEX 2009, 2010, a number of
February was a month of unrest, with a severe uprisings in North Africa and the Middle East, and demand. earthquake in New Zealand, all greatly affecting up to The good news is that the level of activity is back 2008 levels for February
INDEX
PLACE DOSSIER THE MARKET
THE BIGGEST AND BEST STATS WITHIN BUSINESS AVIATION THIS MONTH.
DOSSIER nEw aIRcRaf t lISt
160 140 120 100 80 60 40 20 0
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PHOTO Dassault Falcon
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EU-ETS KICKS IN
MARCH 31 was deadline day for the European Emissions Trading Scheme (EU-ETS). If you have done nothing about it, get in touch with the authority looking after the scheme in your country, ie in the UK, the Department for
LEARJET 60XR Find all the info you need on page 64
PlanE fOcUS BOEING 747-8 VIP Base price $300m Cruise 492kt Range 9,400nm
WHAT DO YOU GET? Whatever you want, pretty much. Extraordinary amounts of space to create such fantastic effects as this concept interior, left, plus a king-size bed! There's a total of 445sq m of space - more than the average house. Plus enough range to go almost anywhere
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DEC
and carbon dioxide emissions for EU-ETS purposes. The European Commission has now approved Eurocontrol’s simplified fuel consumption estimation tool which has been developed for this
purpose. [Note: Small Emitters are aircraft operators operating fewer than 243 flights per launched its EU-ETS period for three consecutive Facility. This gives aircraft WHAT IS IT? The Jetstreamperiods and four-month method operators a simpler41 is a stretched version of the operating operators twin turbopropaircraft for meeting the reporting Handley Page with total annual fee airliner.flights requirements. For aregional emissions lower than 10,000 Support ETS (400 euro), the CO2 per year.] tonnes WHAT DO YOU GET? A Facility will provide operators The Small Emitters Tool roomy with a draft report of theircabin due to the fact the wing is is freely available for use annual emissions and recordsmounted below the fuselage.rol charge. It may also The all-new without fuselage of their aircraft’s Eurocont adds 16ft over the used by aircraft operators beoriginal reports flight data. These design, demandin g a greater are not Small Emitters who an must be verified by wingspan, which include ng estimates of determini for auditor approved third party larger root fairings leading to tion for specific fuel consump . increased before being submitted baggage capacity. actual fuel flights where pt to
Transport.
WHAT IS IT? The BBJs are based on Boeing range of airliners so proven, with great worldwide support..
SEP
AVRO JETSTREAM 41 Earlier in March Eurocontrol Base price $1.5m Cruise 295kt Range 1592nm Support
DOSSIER THE MARKETPLACE
THE BIGGEST AND BEST STATS WITHIN BUSINESS AVIATION THIS MONTH. SUPPLIED BY AVINODE
TOP TEN EURO ARRIVAL AIRPORTS FEBRUARY 2011 1. Vnukovo (UUWW) 2. Luton (EGGW) 3. Le Bourget (LFPB) 4. Geneva (LSGG) 5. Nice, Cote d’Azur (LFMN)
6. Farnborough (LFLB) 7. Aix les Bains (LFLB) 8. Pulkovo (ULLI) 9. Malaga (LEMG) 10. Zurich (LSZH)
PRICE COMPARISON THREE MOST POPULAR JETS 1. Challenger 604 Ð4,786 (3mth ago Ð4.660, 6mth ago Ð4,706) 2. Citation Excel Ð2,757 (3mth ago Ð2,775, 6mth ago Ð2,697) 3. Citation Jet Ð1,554 (3mth ago Ð1,525, 6mth ago Ð1,508) Shows average price per hour (taxi rate + fuel surcharges) for the three most popular aircraft models in Avinode’s marketplace (outside America). The reference group consists of 33 Challenger 604s, 23 Citation Excels and 26 Citation Jets.
BUDGETING AND MAINTENANCE How does a maintenance organisation pull together a realistic budget? BY BRANDON BATTLES Conklin & de Decker
I
F I were to walk into a room full of maintenance guys and utter the ‘B’ word, nine out of ten people would roll their eyes and emit sounds of protest. Every organisation, whether it is small or large, governmental, for-profit or corporate faces one basic issue: a limited amount of resources to accomplish its stated goals and objectives. This is where budgeting comes in and just how does a maintenance organisation achieve this? First, ask for key information. When you are in the budgeting process, the exchange of information between you and the people you are creating the budget for should be both ways. Ideally, executive management should convey key assumptions upon which they
want you to base your budget. For example, will the organisation change the fleet size? Will they be opening a new location? Or will the maintenance role change? Too frequently, the announcement is made that budgets are due and that’s the extent of the flow of information in your direction. If that’s the case and you know that you will be held responsible for the budget you submit, go to key members of the executive team and learn what you can that may help as you prepare your budget. An absolute vital action point is to document your assumptions. A budget is an attempt to predict or estimate the future which of course is filled with uncertainty. Therefore what you submit as a budget represents your best estimate as to what you think will occur during the period of interest.
60 | P1 BUSINESS AVIATION MAGAZINE | April 2011
A vital action point is to document your assumptions
ABOVE: Maintenance costs can occur at unpredictable times
What level of activity (flight hours) is the budget based upon? Did you include an estimated parts price increase? How about a labour rate or benefit increase? These are just a few of the many assumptions you will probably make. And if you’re like me, remembering something for more than a month is a real challenge. You may be required to submit some of the more significant assumptions with the budget but take the time to record also the less significant ones. If conditions change and you are forced to revisit your budget, you will have a resource that will refresh your memory about the original budget. You’ll also be able to answer any awkward questions that come your way. Maintenance costs can occur in significant amounts (ie, engine overhauls) and at unpredictable times (ie, unscheduled removals). Both are
February was a month of unrest, with a number of uprisings in North Africa and the Middle East, and a severe earthquake in New Zealand, all greatly affecting demand. The good news is that the level of activity is back up to 2008 levels for February
INDEX
DEMAND INDEX 2009, 2010, 2011
160 140 120 100 80 60 40 20 0
JAN
FEB
MAR
APR
PHOTO Dassault Falcon
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
EU-ETS KICKS IN MARCH 31 was deadline day for the European Emissions Trading Scheme (EU-ETS). If you have done nothing about it, get in touch with the authority looking after the scheme in your country, ie in the UK, the Department for Transport. Earlier in March Eurocontrol launched its EU-ETS Support Facility. This gives aircraft operators a simpler method for meeting the reporting requirements. For a fee (400 euro), the ETS Support Facility will provide operators with a draft report of their annual emissions and records of their aircraft’s Eurocontrol flight data. These reports must be verified by an approved third party auditor before being submitted. ‘Small Emitters’ may opt to use a simplified method to determine fuel consumption
and carbon dioxide emissions for EU-ETS purposes. The European Commission has now approved Eurocontrol’s simplified fuel consumption estimation tool which has been developed for this purpose. [Note: Small Emitters are aircraft operators operating fewer than 243 flights per period for three consecutive four-month periods and aircraft operators operating flights with total annual emissions lower than 10,000 tonnes CO2 per year.] The Small Emitters Tool is freely available for use without charge. It may also be used by aircraft operators who are not Small Emitters for determining estimates of fuel consumption for specific flights where actual fuel consumption data is missing. www.eurocontrol.int
NEW ACCREDITED VERIFIER difficult items to grasp for the person in executive management who has to manage cash flow. Normally this person is in accounting or finance and is typically conservative. This means the person doesn’t like big surprises, which is understandable. Which would you rather manage? A cash flow that is unpredictable and has peaks and valleys, or one that is constant and predictable? Of course it would be the latter. You can help that person who is unfamiliar with the behaviour of maintenance costs by taking the time to explain the nature of these costs. Remember, often their point of reference is car maintenance. You may not be able to change the behaviour or the amount of the maintenance costs but a better understanding may help the person manage the cash flow more efficiently. Sell your budget. Frequently I’ve observed maintenance people go to great lengths to build their budgets. They’ve taken all of the right steps, put together the package of information, and then submitted it. And that’s it. In many cases it’s the only
chance the maintenance department has to convince others of the legitimacy of the submitted budget. If you have the opportunity, talk to the person you submit the budget to. Try to learn if that person is the type who cuts everything by a certain percentage automatically. Remember, if the person changes the budget it’s better to know that fact ahead of time rather than later when the situation may be more difficult or you are caught by surprise. Let them know about you and the process that you went through to build the budget. Learn more about how the budget is used so in the future you can create a more useful budget. That’s not all there is to know about budgeting but hopefully you have a better understanding about its importance within the organisation and how important maintenance is to the process. Although frequently viewed as a meaningless exercise, budgeting’s true purpose is vital to your organisation’s long-term health. Reprinted with the kind permission of Conklin & de Decker
ONCE you have your data about emissions, you then have to have that data verified by an accrediteed verifier. Various companies are taking on that business – one of them is ICM ETS which has just received its accreditation from the United Kingdom Accreditation Service (UKAS). “This recommendation is a significant step for the company as the very basis of
the scheme requires verifiers to have the level of credibility that only accreditation can offer,” said Neil Duffy, Technical Manager at ICM ETS. ICM ETS is part of the ICM Group, based in the Isle of Man which offers aircraft importation and exportation into the EU as well as ownership structures to the aviation sector. www.i.im
WYVERN STANDARD COMES TO EU WYVERN and Aviation Quality Services (AQS), a Lufthansa subsidiary, have entered into a partnership to introduce a common safety standard to the European business aviation market. The objective of the partnership is to increase safety transparency in the air charter industry while at the same time offering to quality operators a means of distinguishing their product from the fragmented
executive travel market. Wyvern and AQS have agreed to use ‘The Wyvern Standard’ (TWS), a wellestablished and widely recognized US quality audit standard. The Wyvern audit consists of a four man-day on-site audit, evaluating operations and maintenance practices. More than 100 business aviation operators around the world are Wyvern certified. www.wyvernltd.com
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 61
FII Dec 2010
08/02/2011
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DOSSIER nEw aIRcRaft lIStIngS
nEw aIRcRaft lIStIngS All you need to know about the world's business aircraft in one place! Facts and figures of current new business aircraft, including jets, turboprops and high end piston aircraft at your fingertips
LEARJET 60XR Find all the info you need on page 64
PlanE fOcUS BOEING 747-8 VIP Base price $300m Cruise 492kt Range 9,400nm
AVRO JETSTREAM 41 Base price $1.5m Cruise 295kt Range 1592nm WHAT IS IT? The BBJs are based on Boeing range of airliners so proven, with great worldwide support..
WHAT IS IT? The Jetstream 41 is a stretched version of the twin turboprop Handley Page regional airliner.
WHAT DO YOU GET? Whatever you want, pretty much. Extraordinary amounts of space to create such fantastic effects as this concept interior, left, plus a king-size bed! There's a total of 445sq m of space - more than the average house. Plus enough range to go almost anywhere you want non-stop.
WHAT DO YOU GET? A roomy cabin due to the fact the wing is mounted below the fuselage. The all-new fuselage adds 16ft over the original design, demanding a greater wingspan, which include larger root fairings leading to increased baggage capacity. The flightdeck is fitted with a modern EFIS.
AIRCRAFT ESSENTIALS PERFORMANCE AIRBUS 1 Rond Point Maurice Bellonte, 31707 Blaganc, Cedex, France. T: +33 5 61 93 32 59 W: www.airbus.com A318 Elite CA $65m 2005 447 3,980 41,000 4,429 4,396 ACJ CA $80m 1999 486 6,100 41,000 616 A320 Prestige CA $85m 1987 486 4,950 41,000 A380 VIP CA $346m 2007 510 8,900 41,000 -
DIMENSIONS
CABIN
145,504 168,650 169,785 1,235,000
608,400
6,909 8,710 20,117 79,244
6,375 9,107 7,835 81,890
111.83 111.83 11.83 261.66
70.1 78 90.2 163.66
87.6 87.6 87.6 -
16,204 24,000 84,000
-
2,557 3,477 -
-
17.66 60.45 -
24.2 31.33 50.5
BRITTEN-NORMAN Bembridge Airport, Isle of Wight, PO35 5PR. T: +44 870 881 5060 W: www.britten-norman.com Islander BN 2T TPT $1.65m 1967 170 590 1,050 25,000 1,250 1,110 7,000 -
1,520
-
49
BOEING PO Box 3707, Seattle, Washington 98124-2207, USA. T: +1 312 544 2000 W: www.boeing.com BBJ CA $48m 1998 469 5,380 3,300 41,000 728 6,085 2,335 BBJ2 CA $58m 1998 469 4,750 3,100 41,000 763 7,000 2,490 BBJ3 CA $64m 2007 470 5,435 3,100 41,000 8,560 2,490 BBJ 747-8 VIP CA $300m 492 9,400 43,000 -
11,907 14,200 -
10,707 10,445 10,966 -
117.45 117.45 117.45 224.58
AVRO-BAE 1 Bishop Square, HatďŹ eld, AL10 9NE, UK. T: +44 1707 271777 W: www.regional-services.com Jetstream 32 TPT $0.6m 260 1,107 2,240 25,000 91 3,937 3,937 Jetstream 41 TPT $1.5m 1992 295 1,592 2,200 25,000 138 4,997 4,199 ABJ RJ70 CA $5m 350 1,620 31,000 856 -
171,000 174,200 187,700 975,000
95,960 103,220 110,350 -
Pow er ( lb t hru st)
Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s
Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( ft/m ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist ( f t) MT OW (Ib )
PlanE factS
POWER 146.5 146.5 146.5 259
VERDICT 2 x 23,800 2 x 26,500 2 x 26,500 4 x 70,000
Baby of Airbus corporate range ACJ? Airbus Corporate Jet Bigger ACJ Palace with wings
120 156 179 555
2 x CFM56-5B9/P 2 x CFM56B-5B7P 2 x CFM56-B4/P 4 x R-R Trent 900
71 73 70 73 69.5 129
19 30 -
2x Honeywell TPE331-12 2 x 940shp Dates back to 1965 Handley Page design 2 x Honeywell TPE331-14 2 x 1,650 Stretched version of the 32 4 x Honeywell LF507 4 x 7000 Corporate version of the BAe146
15.12
50
42
8
2 x Rolls-Royce 250-B17C
2 x 320shp
Land Rover of the skies
79.12 98.33 107.12 207.45
85 85 85 94
139 139 139 242
149 189 215 467
2 x CFM56-7B27/B3 2 x CFM56-7B27/B3 2 x CFM56-7B27/B3 4 x Genx-2B67
2 x 27,300 2 x 27,000 2 x 27,000 4 x 66,500
Smallest of the BBJ range Middle BBJ Bigger BBJ Another palace with wings
tURn fOR MORE MInI REVIEwS anD aIRcRaft factS April 2011 | P1 BUSINESS AVIATION MAGAZINE | 63
DOSSIER new aircraft listings PLANE FOCUS CESSNA CITATION CJ4 Base price $8.76m Cruise 435kt Range 1825nm
DASSAULT FALCON 900LX Base price $41m Cruise 474kt Range 4750nm WHAT IS IT? Cessna's latest Citation jet, certified earlier this year, and the result of lots of feedback from owners and operators.
WHAT IS IT? The 900 is Dassault's middle of the range Falcon and the LX is the long range version. WHAT DO YOU GET? A luxurious interior that's the same width and height as the top of the range 7X, with full office and multimedia capabilities. Interior layout to your requirements. It has the same tri-engine layout as the 7X with three Honeywells producing 5000lb thrust each. Travel from Dubai to Tokyo non-stop with 6 pax.
WHAT DO YOU GET? Big 51ft wingspan from the Sovereign and powerful Williams engines give the CJ4 plenty of performance. Features inside too with the Rockwell Collins Venue Cabin Management System which combines in-flight infotainment and air-conditioning. Cockpit is absolute state of the art.
AIRCRAFT ESSENTIALS
PERFORMANCE
CESSNA One Cessna Boulevard, Wichita, KS 67215, USA. T: +1 316 517 6000 W: www.cessna.com Skylane 182 SEP $0.4m 1956 176 915 1,039 20,000 - 1,385 SEP $0.535m 1997 191 1,395 1,225 18,000 - 2,300 350 400 SEP $0.62m 2004 235 1,250 1,400 25,000 - 1,900 Stationair 206H SEP $0.55m 1962 178 630 1,051 27,000 - 1,743 Grand Caravan SETP $1.93m 1985 184 917 975 25,000 58 2,420 Citation Mustang VLJ $2.76m 2006 340 1,150 3,010 41,000 100 3,110 Citation CJ1+ LJ $4.75m 2006 389 1,300 3,290 41,000 122 3,250 Citation CJ2+ LJ $6.67m 2005 418 1,613 4,120 45,000 137 3,360 Citation CJ3 LJ $7.49m 2004 417 1,875 4,478 45,000 156 3,180 Citation Bravo LJ $6.2m 1997 402 1,744 3,190 45,000 148 3,600 Citation Encore+ LJ $8.7m 2006 428 1,780 4,620 45,000 180 3,520 Citation CJ4 LJ $8.76m 2010 435 1,825 - 45,000 - 3,300 Citation XLS/XLS+ SLJ $11.86m 2008 441 1,858 3,500 45,000 211 3,560 Citation Sovereign MSJ $17.06m 2004 458 2,847 4,016 47,000 269 3,640 Citation X SMJ $20.67m 1996 525 3,070 3,650 51,000 298 5,140
DIMENSIONS
CABIN
Pow er ( lb t hru st)
Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s
Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( ft/m ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist (ft) MT OW (Ib )
PLANE FACTS
POWER
VERDICT
87 102 102 87 370 247 308 377 452 - 517 - 646 1,076 1,240
36 35.66 35.66 36 52.09 43.16 46.91 49.83 53.33 52.16 54.92 50.83 56.33 63.41 63.92
- - - - - 9.75 11.00 13.58 15.67 - 17.33 17.33 17.16 25.25 23.92
- - - - - 54 57 57 57 56 57 57 68 70 68
42 49 49 44 64 55 58 58 58 57 58 58 66 67 66
4 4 4 6 10 5 7 8 8 7 11 9 9 9 8
Lycoming TIO-540-AK1A Continental IO-550-N Continental IO-550-C Lycoming TIO-540-AJ1A Pratt & Whitney PT6A-114 2 x PWC PW615F 2 x Williams FJ44-1AP 2 x Williams FJ44-3A-24 2 x Williams FJ44-3A 2 x PWC PW530A 2 x PWC PW535B 2 x Williams FJ44-4A 2 x PWC PW545C 2 x PWC PW306C 2 x Rolls-Royce AE3007 C1
230hp 310hp 230hp 310hp 1262shp 2 x 1,460 2 x 1,965 2 x 2,490 2 x 2,820 2 x 2,877 2 x 3,400 2 x 3,400 2 x 4.119 2 x 5,770 2 x 6,764
Workhorse single-engine piston Used to be the Columbia 350 Turbocharged version of the 350 Another load-lugger, often jumpers At the heart of the SE-IMC battle Entry-level jet arrived at the right time Certified for single-pilot ops As CJ1+ but stretched Stretched version of the CJ2 Final new aircraft built in 2006 Used to be known as the 560 Top of the CJ range of Citation jets World's best-selling business jet Stretched version of the XL Fastest business jet at Mach 0.92
CHALLENGER Bombardier Aerospace, 800 Rene-Levesque, Montreal, Quebec H3B 1Y8. T: +1 514 861 9481 W: www.bombardier.com 300 SMJ $20.97m 2003 470 3,100 4,250 45,000 266 4,810 2,600 38,850 23,500 1,350 1,357 605 LBJ $28.08m 2006 470 4,045 4,300 41,000 258 5,184 2,777 48,200 26,985 1,315 1,917 850 SLJ $31.62m 1992 459 2,770 - 41,000 343 6,305 2,910 53,000 34,790 186 1,752
63.84 64.33 69.58
28.6 73 28.42 73 48.42 73
86 98 98
9 12 50
2 x HTF7000 2 x GE CF34-3B 2 x GE CF34-3B1
2 x 6,826 2 x 8,729 2 x 8,729
Clean sheet design, a best-seller Popular corporate choice, EVS available Flagship Challenger, based on CRJ200
CIRRUS 4515 Taylor Circle, Duluth, Minnesota 55811-1548, USA. T: +1 218 788 3876 W: www.cirrusdesign.com SR22 GT3 Turbo SEP $0.66m 2000 219 1000 1,400 25,000 - 1,594 2,344 3,400 Vision SJ50 PJ $1.3m - 300 1000 - 25,000 - - - -
1,350 2,350 2,600 1,395 1,795 2,380 2,590 2,980 2,770 3,180 2,770 2,665 3,180 2,650 3,400
3,100 3,400 3,600 3,600 8,750 8,645 10,700 12,500 13,870 14,800 16,830 - 20,200 30,000 36,100
2,082 2,475 2,575 2,349 5,013 5,550 7,020 7,950 8.700 - 10,500 - 12,800 18,120 22,100
2,320 -
508 313 413 746 1,548 600 560 745 660 736 1,130 - 860 1,214 1,369
High performance four-seater Single-engine personal jet, in development
558 -
92 -
38.33 -
- -
50 -
49 -
- -
1 x Continental IO-540-N 1 x 310hp 1 x Williams FJ33-4A-19 -
COMPAIR 900 Airport Road, Suite 3, Merrit Island, Florida, 32952 USA. T: +1 321 452 7168 W: www.compairaviation.com 12 SETP - 2010 310 2,535 2,800 - - - - 10,800 -
1,400
-
-
-
70
68
8
1 x Honeywell TPE331-14GR 1 x 1, 650shp Aiming for Type Certification
DASSAULT FALCON 78 Quai Marseille, 92552 St-Cloud, Cedex 300, France. T: +33 1 61 62 61 62 W: www.dassaultfalcon.com 20 MSJ - 1965 466 1,780 - 42,000 254 5,075 3,320 28,660 - 50EX SMJ - 1996 492 3,075 2,053 49,000 278 4,890 2,920 39,700 - 2000DX LBJ - 2007 476 3,250 2,412 47,000 244 4,800 - 41,000 23,190 2000EX LBJ $29.2m 2003 480 3,800 1,952 47,000 254 5.374 5,839 42,220 - 2000LX LBJ $29.77m - 493 4,000 - 47,000 - 5,878 2,630 42,200 23,465 900EX SLJ - 1995 474 4,500 3,880 51,000 267 5,215 3,522 48,300 24,700 900DX SLJ $35.55m 2005 474 4,100 2,055 51,000 265 4,890 3,530 46,700 24,470 900LX SLJ $41m 2010 474 4,750 1,950 51,000 - 5,050 2,400 48,300 25,080 7X LRBJ $45m 2007 515 5,950 - 51,000 - 5,505 2,262 69,000 34,272
- 2,380 3,410 1,450 2,275 2,800 3,600 2,420 2,988
- - 2,179 - 2,487 3,129 2,810 3,129 4,767
53.58 61.83 63.41 63.41 70.16 63.41 63.41 70.16 86
24.42 23.50 26.16 26.16 26.16 33.16 33.16 33.16 39.09
68 71 74 74 74 74 74 74 74
73 73 92 92 92 92 92 92 92
14 19 19 19 19 19 19 19 19
2 x GE CF700-2D2 3 x Honeywell TFE731-40 2 x PWC PW308C 2 x PWC PW308C 2 x PWC PW308C 3 x Honeywell TFE730-60 3 x Honeywell TFE730-60 3 x Honeywell TFE730-60 3 x PWC PW307A
2 x 4,500 2 x 3,700 2 x 7000 2 x 7000 2 x 7000 3 x 5000 3 x 5000 3 x 5000 3 x 6400
The original business jet from Dassault Popular long-range corporate jet Smallest of the current Falcon range Longer range version Longest range Three engine, 8 pax Three engine, 8 pax Longest range version Top model, fly by wire controls
DIAMOND N A Otto-Strasse 5, A-2700 Wiener-Neustadt, Austria. T: +43 2622 26700 W: www.diamond-air.at DA42 TwinStar MEP $0.85m 2004 163 852 1,052 18,000 11 1,130 1,069 3,927 DA50 SuperStar SEP - - 160 1000 - - - - - 3,262 D-Jet PJ - 2009 315 - 1,666 25,000 - 2,034 - 5,071
2,804 2,172 2,831
837 576 500
52 50 167
44 38.33 35.09
- - -
39 - 56
46 - 55
4 4 5
2 x Austro AE300 1 x Continental IO-540 1 x Williams FJ33-4A-9
2 x 170hp 1 x 310hp 1 x 1,900
New engines for economical twin Cirrus-beater? Austro also available Personal jet nearing delivery
DORNIER 328 Support Services GmbH, PO BOx 1252, DO82231 Wessling, Germany. T: + 49 8153 881110 W: www.328support.de 328 LBJ - 1999 400 1,300 3,690 35,000 226 4,485 4,285 34,524 21,900
4,613
1,200
68.83
33.85
72
85.5 -
2 x PWC PW306B
-
Commuter airliner
2 x 900
Back in business
ECLIPSE 2503 Clark Carr Loop SE, Albuquerque, New Mexico 87106-5611, USA. T: +1 505 245 7555 W: www.eclipseaerospace.net TE-500 VLJ $2.15m 2006 380 1,300 3,424 41,000 78 2,342 2,250 6,000 3,634 EMBRAER Av Brigadero Faria Lima 2107, Sao Jose Dos Campos, SP 12227-901, Brazil. T: +55 123 927 1000 W: www.embraer.com Phenom 100 VLJ $3.6m 2008 390 1,178 - 41,000 125 3,400 - 10,472 - Phenom 300 LJ $7.335m 2009 450 1,800 2,916 45,000 - 3,700 2,950 - - Legacy 450 SLJ $15.25m - 470 2,300 - 45,000 - 4,000 2,300 - - Legacy 500 MSJ $18.4m - 470 3,000 - 45,000 - 4,600 - - - Legacy 600 LBJ $25.41m 2001 460 3,250 3,052 41,000 299 5,453 2,685 49,750 31,148 Legacy 650 LBJ $29.5m 2011 460 3,900 3,052 41,000 337 5,741 2,855 53,572 31,284 Lineage 1000 SLJ $40.95m - 469 4,200 - 41,000 626 6,900 - 120,150 -
702
251
37.0
12.33
50
56
6
2 x PWC PW610F
1,312 - 1,600 1,600 1,440 1,715 -
- - - - 2,712 3.104 -
40.33 53.16 - - 69.40 69.40 94.16
11 16 - - 49.67 49.85 85
59 59 72 72 72 72 79
61 61 82 82 83 83 106
6 8 8 8 19 19 106
2 x PWC PW617F-E 2 x 1,695 2 x PWC PW535E 2 x 1,615 2 x Honeywell HTF7500E - 2 x Honeywell HTF7500E 2 x 6,540 2 x Rolls-Royce AE3007 2 x 8,100 2 x Rolls-Royce AE3007A2 2 x 9,020 2 x GE CF34-10E7 2 x 18,500
Very Light Jet, just certified Bigger brother, still flight testing Filling out Embraer's mid-size range As above Useful size corporate jet Legacy 600 + extra range, room, and power Top of the range
EPIC 22590 Nelson Road, Bend, Oregon 97701, USA. T: +1 541 318 8849 W: www.epicaircraft.com Dynasty SETP - - 340 1,874 2,777 31,000 - 1,600 Victory PJ $1.3m - 320 1,200 2,800 28,000 - - Elite jet VLJ - 2009 412 1,400 2,412 41,000 - -
Future uncertain after going into administration as above as above
1,840 - -
7,300 5,500 7,700
4,000 2,700 4,000
1,350 - 900 - 1,330 -
43 36.3 44
15 14.5 17
59 53 60
55 6 56 5 57.6 8
1 x PWC PT6-67A 1 x PWC PW600 2 x Williams FJ33-4A
EXTRA 214 Overlook Circle, Brentwood, Tennessee 37027, USA. T: +1 615 564 1210 W: www.extraaircraft.com EA500 SETP $1.4m 2004 230 1,673 1,335 25,000 - 2,050 1,991
4,696
3,186
290
37.83
13.5
49
55
1 x Rolls-Royce 250-B17F/2 450shp
64 | P1 BUSINESS AVIATION MAGAZINE | April 2011
124
6
1,200shp - 2 x 1,550
Unusual high-wing design
PLANE FOCUS HONDAJET Base price $4.5m Cruise 420kt Range 1180nm
TECNAM P2006T Base price 295,000 euro Cruise 145kt Range 710nm WHAT IS IT? The HondaJet will be Honda's first jet aircraft and a technological tour de force. First deliveries are planned for the third quarter of 2012.
WHAT IS IT? Newly certified piston twin powered by two mogas-burning Rotax engines. Main markets are for training, private flying and surveillance/aerial inspection.
WHAT DO YOU GET? The fastest, most efficient Very Light Jet. With an all-composite construction, natural laminar flow wings and two HF120 engines mounted on pylons above the wings and G3000 cockpit, nothing about the HondaJet is ordinary.
WHAT DO YOU GET? The most economical twin to buy and operate. High wing gives excellent down and side visibility. Cockpit options include analogue or electronic flight information system. Retractable undercarriage.
AIRCRAFT ESSENTIALS
PERFORMANCE
DIMENSIONS
GIPPSLAND Latrobe Regional Airport, PO Box 881, Morwell, Victoria 3840, Australia. T: +61 3 5172 1200 W: www.gippsaero.com GA8 Airvan SEP $0.46m 2000 124 930 787 20,000 - 1,548 1,218 4,000 2,233
40.75
-
GLOBAL Bombardier Aerospace, 800 Rene-Levesque Ouest, 29E Etage, Montreal, QC H3B 1Y8, Canada. T: +1 514 861 9481 W: www.bombardier.com 5000 SLJ $38.7m 2004 513 4,800 4,850 51,000 461 5,000 2,670 92,500 50,840 2,410 5,858 LRBJ $50.1m 2005 513 6,150 3,350 51,000 450 6,190 2,670 98,000 51,200 1,825 6,712 Express XRS
94 94
42.47 75 48.35 75
GULFSTREAM PO Box 2206, Savannah, Georgia 31402-2206, USA. T: +1 912 965 3000 W: www.gulfstream.com MSJ $15.05m 2005 459 2,950 3,340 45,000 197 5,000 2,880 26,100 G150 G200 SMJ $22.78m 1998 459 3,400 3,700 45,000 222 6,083 3,280 35,450 SMJ $24m 2011 470 3,400 - 45,000 - 4,960 3,180 39,600 G250 LBJ $31.96m 2004 459 3,800 3,960 45,000 399 5,050 3,260 70,900 G350 G450 SLJ $35.86m 2004 459 4,350 3,760 45,000 400 5,450 3,260 73,900 SLJ $40.95m 2003 487 5,800 3,950 51,000 343 5,150 2,770 85,100 G500 G550 LRBJ $48.99m 2003 487 6,750 3.650 51,000 360 5,910 2,770 91,000 G650 LRBJ $58.5m 2012 530 7,000 - 51,000 - 6,000 3,000 99,600
88
POWER
VERDICT
Turboprop version on the way
8
1 x Lycoming IO-540-KIAS
98 98
17 19
2 x Rolls-Royce BR710A2 2 x 14,750 Long-range large jet 2 x Rolls-Royce BR710A2 2 x 14,750 Even bigger
44.9 50
300hp
1,537 2,239 - 3,880 4,403 5,254 6,164 6,597
55.58 58.09 63 77.83 77.83 93.5 93.5 99.58
17.66 24.42 25.83 45.09 45.09 50.09 50.09 53.58
69 75 75 74 74 74 74 77
69 86 86 88 88 88 88 102
8 10 - 19 19 19 19 18
2 x Honeywell TFE731-40 2 x PWC PW306A 2 x Honeywell HTFE250G 2 x Rolls-Royce Mk611-8C 2 x Rolls-Royce Mk611-8C 2 x Rolls-Royce BR710 C4 2 x Rolls-Royce BR710 C4 2 x Rolls-Royce BR725 A1
HAWKER BEECHCRAFT 10511 E Central, Wichita, Kansas 67206, USA. T: +1 316 676 6614 W: www.hawkerbeechcraft.com SEP $0.6m 1947 176 1,063 1,230 18,500 16 1,913 950 3,650 2,530 Bonanza MEP $1.1m 1961 202 1,388 1,700 20,688 33 2,300 1,300 5,500 3,880 Baron King Air C90GTi METP $2.95m 2007 270 1,321 1,953 30,000 90 2,392 2,355 10,100 6,950 King Air B200GT METP $5.3m 2007 305 1,800 2,460 35,000 126 2,600 2,845 12,500 8,520 King Air 350 METP $5.97m 1990 312 1,765 2,731 35,000 127 3,300 2,692 15,000 9,326 Premier 1a/11 LJ $6.21m 2005 451 1,360 3,800 41,000 138 3,792 3,170 12,500 8,430 LJ $7.22m - 450 1,482 - 45,000 178 3,906 3,514 16,300 10,550 Hawker 400XP 750 SLJ $12.4m 2008 466 2,200 - 41,000 - 4,696 2,650 27,000 16,200 MSJ $13.78m 2005 448 2,642 2,990 41,000 277 5,032 2,650 28,000 15,670 850XP 900XP MSJ $14.29m 2007 466 2,950 3,750 41,000 - 5,032 2,650 28,000 16,420 4000 SMJ $20.89m 2006 482 3,280 2,642 45,000 253 5,200 2,995 39,500 22,800
619 309 - - 1,963 490 638 2,250 1,790 - 1,600
74 194 - - 539 548 733 - 1,492 - 2,180
33.5 37.83 50.25 54.5 57.92 44.5 43.5 51.33 54.33 54.33 61.83
- - 12.58 16.66 19.5 13.5 15.5 21.33 21.33 21.33 25
50 50 54 54 54 65 58 69 69 69 72
42 42 57 57 57 66 59 72 72 72 77.5
6 6 12 15 15 6 9 15 15 15 14
1 x Continental IO-550-B 1 x 300hp 2 x Continental IO-550-C 2 x 300hp 2 x PWC PT6A-135A 2 x 550shp 2 x PWC PT6A-60 2 x 850shp 2 x PWC PT6A-2A 2 x 1050shp 2 x Williams FJ44-2A 2 x 2,300 2 x PWC JT15D-5 2 x 2,965 2 x Honeywell TFE731-5BR 2 x 4,660 2 x Honeywell TFE731-5BR 2 x 4,660 2 x Honeywell TFE731-5OR 2 x 4,660 2 x PWC PW308A 2 x 6,900
Iconic piston single Equally iconic piston twin Smallest of the King Air range Workhorse of the range Flagship model, appeals to military Beechcraft's Very Light Jet Originally a Mitsubishi, renamed Derivative of the Hawker 800 800XPR under development Long-range version Carbon-composite construction
HONDA 6430 Ballinger Road, Greensboro, North Carolina 27410, USA. T: +1 336 662 0246 W: www.hondajet.com VLJ $4.5m 2012 420 1,180 3,990 43,000 - 3,120 2,500 - HondaJet
644
-
39.87
17.8
59
60
5
2 x GE Honda HF120
Technological tour de force
LEARJET Bombardier Aerospace, 800 Rebe-Levesque Ouest, Montreal QC H3B 1Y8, Canada. T: +1 514 861 9481 W: www.bombardier.com SLJ $11.8m 2004 465 1,975 2,630 51,000 214 5,040 2,660 21,500 14,094 1,594 905 45XR 60XR MSJ $13.7m 2006 466 2,338 4,450 51,000 204 5,450 3,420 23,500 15,081 759 1,181 85 MSJ - 2014 - 3,000 - 51,000 - - - - - - -
47.78 43.79 -
- 17.7 25
59 61.4 9 68.5 71.4 9 71 73 8
2 x Honeywell TFE731-20 2 x 3,500 2 x PWC PW305A 2 x 4,600 2 x PWC PW307B 2 x 6,100
Fabulous hot and high performance Fast and comfortable All-new composite under development
MOONEY 165 Al Mooney Road, Kerrville, Texas 78028, USA. T: +1 830 896 6000 W: www.mooney.com SEP - 2006 242 1,852 1,240 25,000 - - - Acclaim Type S
3,368
-
-
100
36.1
-
-
-
4
1 x Continental IO-540
280hp
Fastest piston-single tourer
PILATUS PO Box 992, 6371 Stans, Switzerland. T: +41 41 619 61 11 W: www.pilatus-aircraft.com SETP $4m 2008 280 1,573 1,920 30,000 58 2,650 PC-12 NG
1,830
10,450
6,557
1,029
402
53.33
16.9
58
60
9
1 x PWC PT6A-67P
1,200shp
Excellent handling workhorse
PIAGGIO Via Cibrario, 4, 16154 Genova, Italy. T: +39 10 648 1885 W: www.piaggioaero.com METP $6.5m 2006 402 1,407 2,950 41,000 94 2,850 Avanti II
2,860
12,100
7,800
1,499
418
46.3
14.9
69
73
9
2 x PWC PT6A-66B
2 x 850shp Stylish, with canard wing
PIPER 2926 Piper Drive, Vero Beach, 32960, Florida, USA. T: +1 772 567 4361 W: www.newpiper.com Seminole MEP $0.51m 1978 162 770 - 15,000 - 2,200 Seneca V MEP $0.76m 1971 197 828 - 25,000 - 1,707 SEP $0.76m 2008 215 1,367 - 25,000 - 2,090 Matrix Malibu SEP $1.41m 1988 213 1,345 - 25,000 - 2,090 SETP $1.9m 2000 260 1,000 - 30,000 41 2,438 Meridian PJ $2.2m 2011 360 1,300 - 35,000 - - PiperJet
1,490 2,180 1,968 1,968 2,110 -
3,800 4,750 4,358 4,358 5,092 -
2,609 3,393 2,937 3,153 3,436 -
483 562 701 485 559 800
108 122 120 120 170 -
38.6 38.9 43 43 43 33.66
- 10.33 12.33 12.33 12.33 -
- 42 47 47 47 -
- 49 49.5 49.5 49.5 -
4 6 6 6 6 7
2 x Lycoming IO-360 2 x Lycoming TSIO-360 1 x Lycoming TIO-540 1 x Lycoming TIO-540 PWC PT6A-42A 1 x Williams FJ44-33AP
2 x 180hp 2 x 220hp 1 x 350hp 1 x 350hp 1 x 500shp 1 x 2,400
Training piston twin Workhorse piston twin Cabin class piston single As above, pressurised As above, turboprop Under development
6,750
3,700
623
320
45
15.5
57
54
10
1 x PWC PT6A-34
1 x 750shp
Rival to the Cessna Caravan
SOCATA Aeroport de Tarbes-Lourdes, 65921 Tarbes, Cedex 9, France. T: +33 5 62 41 73 00 W: www.tbm850.com TBM 850 SETP $3m 2005 320 1,585 - 31,000 70 2,840 2,430 7,394
-
2 x 4,420 2 x 6,040 2 x 7,445 2 x 13,850 2 x 13,850 2 x 15,385 2 x 15,385 2 x 16,100
Gulfstream's first proper mid-size bizjet Originally the Astra Galaxy Much anticipated upgrade of the G200 Shorter range version of the G450 Replacement for GIV series Shorter range version of G550 Currently top of the range All-new design, fly by wire, due 2012
850 650 1,000 2,600 1,800 2,300 1,800 1,800
QUEST 1200 Turbine Drive, Sandpoint, Idaho 83863, USA. T: +1 208 263 111 W: www.questaircraft.com Kodiak SETP $1.2m 2007 179 1,032 1,540 25,000 47 - -
15,100 19,950 24,150 42,700 43,000 48,000 48,300 54,000
1,239
CABIN
Pow er ( lb t hru st)
Em pty (Ib ) Pay loa d ff Fue (Ib) l ca p( USG Wi ) ng spa n( ft) Len gth (ft) He igh t( Wi in) dth (in Sea ) ts ( m Eng ax) ine s
Cat ego ry Pri ce (ba se) TC (ye ar) Cru ise (k Ran tas) ge (nm Clim ) b( nm ) Cei ling (ft) Fue l bu Tak rn (Ib e-o /ft) ff d Lan ist (ft ) din gd ist ( f t) MT OW (Ib )
PLANE FACTS
2 x 1,880
4,589
895
292
47.6
13.25
48
48
6
1 x PWC PT6A-66D
1 x 850shp
Fast, excellent handling
TECNAM Costruzioni Aeronautiche Tecnam srl , via Maiorise 81043 Capua , Italy tel. +39 0823 622297 W: www.tecnam.com P2006T MEP $ 2010 155 620 1260 15,000 - 1,476 1,050 2,601 1,675
926
-
37.4
11
-
48
3
2 x Rotax 912
2 x 98hp
New light twin
VIKING 9574 Hampton Road, Sidney, British Columbia V8L 5V5, Canada. T: +1 250 656 7227 W: www.vikingair.com METP $3.5m 2008 - 775 1,600 26,000 - 1,200 870 12,500 Twin Otter
3,086 378
65
18.42
59
-
20
2 x PWC PTA-34 or -35
2 x 750shp Updated version of the Twin Otter
6,881
April 2011 | P1 BUSINESS AVIATION MAGAZINE | 65
DOSSIER pre-owned
falcon 900 keeps on running Beautifully appointed EX offers long-range comfort what is it Dassault Falcon 900EX Price: Make offer Year: 2005 TTAF: 1,713hr TTE: 1,713hr Landings: 1,022
D
ASSAULT'S Falcon 900 is a long-running aircraft, launched in 1986 and it has had several engine and engine upgrades through the years since. The 900EX is a popular choice for long-distance operators with its 4,550nm range and its threeengine design gives it plenty of power hot and high ops. The example for sale with The Jet Collection has been operated by SCM Aruba, a Ukraine-based company, and is said to be beautifully appointed with 12 passenger seats. The aircraft
features a forward double club, with a mid-cabin dining area, followed by an aft cabin divider with electrical roller curtain. The aft lounge has a three-place berthable divan with a single executive seat. There is a forward third crew seat, and both forward and aft lavatories. The galley has a 36-inch bar cabinet, high temperature oven, glass storage, automatic coffee maker and divider between the galley and cabin. Other features include a 46-inch telescoping conference table, two storage cabinets, LCD monitors and an Airshow 4000 flight information system. The aircraft is in the Falcon Care scheme, with the Honeywell engines and APU enrolled on MSP Gold. It is FAR Part 135 and JAR OPS 1 compliant.
Founded in 2004 by Jason and Ron Zilberbrand, The Jet Collection is an aircraft inventory dealer and broker based in Chicago, USA. They say, "We handle business and commercial aircraft sales and acquisitions for midsize, large and global corporations, foreign governments and private individuals all over the world. Our core expertise is Long Range and International Cabin Class aircraft. "Our philosophy is that we are aircraft matchmakers. We strive to create perfect matches between people and aircraft. We have a diligent work ethic and are aggressive problem solvers. We're here weekdays, weekends, holidays. Whether you have a question, a minor problem or a significant issue, you will find us accessible and responsive."
Falcon 900EX comes with the Honeywell EASy flight deck, and luxurious cabin (Dassault photos) 66 | P1 BUSINESS AVIATION MAGAZINE | April 2011
EQUIPMENT AVIONICS • Falcon EASy • FMS: Triple Honeywell • Radar: Honeywell Primus 880 • Comms: VHF Honeywell TR-866B, HF Collins HF-9000 • Nav: Dual Honeywell NV-875A VOR/ILS, dual Honeywell DF-855 ADF, dual Honeywell DM-855 DME, dual Honeywell GPS • Radio Altimeter • Flight deck printer • Head-Up Guidance: Flight Dynamics HGS-4860 • Autothrottle • Mode S: Dual Honeywell XS-857A • Terrain: Honeywell EGPWS OTHER • Cockpit voice recorder • Flight data recorder • Secondary flight display: Meggitt • Entertainment cabin system • Passenger flight information system - Airshow 4000 • DVD/CD players • Satellite TV • AC power: 220v • Securaplane video camera system and digital video recorder WHO’S SELLING IT? Jet Collection Chicago, USA www.thejetcollection.com