P1 MAY 2011 £4.50
NEWS · EVENTS · FLIGHT TESTS · PEOPLE · AIRCRAFT DETAILS · COMMENT
GARMIN GTN RANGE NEXT GENERATION TOUCHSCREEN NAVCOMMS
PANAMERA TURBO S
PORSCHE'S NEW TOP OF THE RANGE SUPERFAST GT
BREITLING BARNATO
KEEPING TIME WITH THE BENTLEY BOYS
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
EMBRAER LINEAGE 1000 WORLD FIRST
'HOME FROM HOME' That's Embraer's concept with its five-zone giant interior E-Jet. P1 flies the first Lineage operating in Europe... and we're impressed
EBACE 2011 THE PREVIEW Look ahead to Europe's show
INSIDE EMBRAER
Visit to San Jose dos Campos
HONG KONG AIRPORT Bigger, busier, growing
S:426 mm
www.learjet.com
S:426 mm
S:303 mm
“ ” AND OH YEAH This is a plane built with value and efficiency in mind. This is cost-effective, high-speed cruising. This is uncompromising range and unmatched speed. This is the future of your business and the object of your desires. This is the cause of more than a few “Oh yeahs”. This is Learjet. Bombardier and Learjet are registered trademarks or trademarks of Bombardier Inc. or its subsidiaries. © 2011 Bombardier Inc. All rights reserved.
AGENCE AGENCY
NOLIN BBDO
CYAN
MAGENTA
YELLOW
BLACK
18 Flight Test
P1's Bob Davy flies Embraer's biggest business jet, the Lineage 1000
CONTENTS May 2011
7 News Special Preview of this month's EBACE 15 What's On Coming up soon - the Paris Air Show 28 Report P1 visits Embraer's factory in Brazil 34 Airport Focus Hong Kong International Airport 42 Products Garmin's new GTN 650 & 750 navcomms
28 P1 Magazine LOOP Digital Media Ltd 9, 10, 11 The Mill Courtyard, Copley Hill Business Park, Cambridge CB22 3GN, UK T: + 44 (0)1223 497060 W: www.loop.aero E: subscriptions@loop.aero ISSN 1749-7337
46 Mini Test Robinson R66 Turbine helicopter 53 P1 Ultra Porsche Panamera Turbo S 56 P1 Ultra Breitling's Barnato watch and Bentley's ICR 59 Dossier JetNet's report on the Pre-Owned market 63 New Aircraft Data listings of new business aircraft
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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: dave.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 Bob Davy, 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
Piaggio Aero = Speed
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EBACE 2011 PREVIEW BROUGHT TO YOU BY THE P1 NEWS DESK
NEWSSpEcial
EUROPE BECKONS
The business aviation world descends on Geneva this month for the annual European Business Aviation Conference & Exhibition (EBACE). You must be there!
PHOTO www.airteamimages.com
ESSENtial iNFo
Where and when
Palexpo, Geneva Airport Switzerland www.ebace.aero
Tues 17 May 10:00-18:00 Wed 18 May 09:00-18:00 Thurs 19 May 09:00-15:00
Meet the P1 Team Stand 1916
Meet the team behind LoopDigitalMedia. As well as P1, we also produce BLADES (helicopters), LOOP (light aviation), FLIGHT TEST and LOOP TV. Coming soon: the P1 app. Ask for a demo
NEWSspecial »EBACE 2011
All the world's aircraft here EBACE Static Display is the place to see the latest business aircraft
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HE exhibition halls are adjacent to Geneva International Airport and for a few days, one corner of the airport’s apron becomes a packed static display of the latest business aircraft. The list of aircraft on display was still being finalised as P1 went to press, and some aircraft interiors will be present as a mock-up. Airbus is likely to be concentrating on its A318 Elite, the smallest of its corporate jets but still pretty big. At the recent Asian Aerospace show, Airbus showed off new interiors so expect to see something like that. Boeing Business Jets (BBJ) is celebrating 15 years of taking its airliners and making them into some of the biggest private jets. Boeing says, “From the BBJ to the new 747-8 VIP airplane, Boeing offers unmatched comfort, capability and reliability in its business jets, making them the ideal choice for private individuals, business operators, and government delegations.” Bombardier has three separate ranges of aircraft - Global (ultra-large), Challenger (mid and large) and Learjet (light and mid). The Canadian manufacturer will undoubtedly be talking about the 7000 and 8000
extensions to the Global family, but also bringing an update to the Learjet 85 program. Bombardier recently announced the wings of the 85 will be manufactured in Belfast, Northern Ireland where it has long had a manufacturing facility. Cessna will be announcing an update on its exciting new Citation Ten project, and has confirmed it will be displaying the existing Citation X, Citation Sovereign, Citation XLS+, Citation CJ4, Citation CJ2+, Citation Mustang, Grand Caravan and Turbo Stationair models. Daher-Socata is celebrating the 100th anniversary of continuous aircraft production with a special edition of its TBM 850 ‘Very Fast Turboprop’. A 100 years ago, Socata’s predecessor, Morane-Saulnier, started making aircraft. No doubt Daher-Socata will be fending off questions about its involvement with the Grob Spn twinjet – we understand that the company has bought the two prototypes and is ‘evaluating’ the aircraft to see whether they want to put it into production. Dassault Aviation will be a major presence, as always, with a selection of Falcon large cabin business jets including the Falcon 7X, Falcon 2000LX and the newly certified Falcon 900LX. Do we mention the name ‘Dornier’
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One corner of the airport's apron becomes packed with bizjets
or stick to ‘328 Support Services’? Whichever, the company recently unveiled the new 328DBJ. It replaces the former ‘ENVOY’ 328 and will be the standard for future VIP conversions. “This higher-spec, new generation 328 interior is thanks to UK-based CTM Design and the exacting workmanship of the 328SSG German-based interior completion facility making a winning team,” says 328. “Special features of the 328DBJ TM are a new VIP galley that utilises the forward cabin area more efficiently creating nearly half a metre more cabin space. With redesigned ceiling and side wall panels featuring electric window blinds and slim-line PSUs the 328DBJ feels roomier than ever.” Embraer will have four aircraft at the show: Phenom 100, Phenom 300 (with new cabin In-Flight Entertainment system), Legacy 650 and Lineage 1000. The Brazilian company will also be updating us with progress on the new mid-size Legacy 450 and 500. Eurocopter is going to show its Mercedes-Benz inspired EC145 VIP helicopter, which can carry up to ten pax. Eurocopter also recently announced the delivery of the 1000th Dauphin helicopter. In service since the 1970s, Dauphins have passed 5.1 million hours.
P1 NEWS ebace 2011 preview
show shorts
Gulfstream recently suffered a big blow when one of its G650 test aircraft crashed on takeoff in New Mexico, killing the four-strong test team on board. Gulfstream says this should not delay the G650 ultra-large, ultra long range aircraft, and it is also continuing with the new G250, and is likely to have a full range of aircraft at the show. Hawker Beechcraft recently announced that it is to accelerate its 400XPR upgrade progam with a second test aircraft. The aircraft is having a thorough avionics upgrade with Rockwell Collins Pro Line 21 cockpit, as well as new Williams FJ44-4A engines with full FADEC, and BLR winglets. HBC is aiming for type certification in 2012. HBC is likely to show its 4000, 900 and King Air range. HondaJet says to stop by and see the progress toward production and delivery of this exciting new light jet. The company says, “From HondaJet’s current flight testing to the construction of its state-of-the-art aerospace facility in Greensboro, North Carolina, you’ll see the milestones we’ve reached as we drive to the delivery of the most advanced light business jet ever created.” The Nextant Aerospace 400XT is a ‘remanufactured’ Beechjet 400A/XP
equipped with the Williams FJ44-3AP engines and Rockwell Collins Pro Line 21 integrated avionics suite – fairly similar to what Hawker Beechcraft is doing with the 400XPR. “The new aircraft also benefits from significant aerodynamic enhancements including newly designed nacelles, pylons and an improved engine mounting configuration,” says Nextant. The 400XT is delivered as a new aircraft with a 2 year tip to tail warranty, and at NBAA last October, Nextant announced an order for 40 aircraft from fractional ownership company Flight Options. Piaggio Aero will have its gorgeous P.180 Avanti II on display, “the fastest and most advanced executive/multi-utility turboprop in the world”. The Italian manufacturer is also known to be working on a twin-engine jet project and hopefully, will release an update at EBACE. Piaggio Aero will also be talking about its established engineering and maintenance services. Pilatus is also likely to be fending off questions about the new aircraft it announced at the recent AERO 2011 show at Friedrichshafen, the PC-24. No details of the aircraft were released but speculation suggests a turboprop twin to back up the proven Pilatus PC-12 NG turboprop single.
» ABS JETS GROWTH
ABS Jets, the Prague based aircraft operator and full services provider, plans to announce the next phase of its strategic growth plan at EBACE. Having recently opened a brand new facility at Bratislava Airport, ABS Jets is in expansion mode with new subsidiaries in Kiev and Sofia. www.absjets.cz
» PROMOTING DUBAI
CLOCKWISE FORM MAIN: Boeing 787VIP. EBACE apron last year. Eurocopter Mercedes. A318 interior. Global range
DUBAI Airshow organiser F&E Aerospace will be promoting the 13-17 November 2011 show as the Middle East platform for business aviation. It alternates with MEBA. “This year’s Dubai Airshow is set to be the biggest yet, with up to 1,000 exhibitors expected from some 50 countries,” says F&E. “The 2009 edition drew 890 exhibitors from 47 countries and almost 53,000 industry professionals from 138 countries.” F&E Aerospace has also announced that the next MRO Middle East (MRO ME) show will be co-located with the Aircraft Interiors Middle East (AIME) show on 1-2 February 2012 at Dubai’s Airport Expo. www.fegroup.ae.
» CHARITY LINK
TRIP support provider Fly Aviation Services will once again team up with Uganda based charity Quicken Trust for EBACE, with donations being made on behalf of visitors to the company’s booth. Fly Aviation Services will donate US$20 on behalf of every business contact made during the three day event.
» FOKKER SKINS
FOKKER Aircraft Services has introduced re-skinning to its maintenance, repair and overhaul capabilities. A brand-new vacuum applicator was installed in the company’s interior shop last year, enabling Fokker Aircraft Services to easily re-skin the side panels, luggage bins and ceiling panels of aircraft interiors, no matter the size or aircraft type.
» GARMIN G5000
GARMIN will show its Part 25 G5000 integrated glass cockpit for the first time in Europe, and also give demonstrations of its international weather and position reporting solution. www.garmin.com
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 9
NEWSSpEcial
p1 NEWS EbacE 2011 prEviEW Artist's rendition of Rockwell Collins' new heads-up guidance system
ShoW ShortS
» ONLINE ETS
JEPPESEN and ETS Aviation have teamed to provide an online solution to monitor, record, analyze and report flight data to comply with European Union Emissions Trading Scheme (EU ETS) guidelines. "The Jeppesen and ETS Aviation partnership provides operators with a one-stop solution to comply with EU ETS requirements through a perfect combination of an established EU ETS monitoring and reporting service provider and an internationally trusted source for trip and flight planning," said Tim Huegel of Jeppesen. Jeppesen will also be showing off its latest iPad developments.
» LEA'S 15TH
»EBACE 2011
Heads up from Rockwell Light business aircraft to get HUD safety benefits
A
SCooP for EBACE is the new Rockwell Collins HGS-3500 announced just last month. It is, says Rockwell Collins, the industry’s first Head-up Guidance System (HGS) available for light- to mid-size business aircraft. The new HGS-3500 is said to allow flight crews to achieve greater precision at all times by presenting information in the pilot’s forward field of view, eliminating the need to continually transition from head-down instruments to a head-up, out-the window view during critical phases of flight. The system is available for aircraft equipped with Rockwell Collins Pro Line Fusion avionics, where the high degree of integration between the HGS-3500 and Pro Line Fusion makes it possible to display synthetic and enhanced vision images directly on the head-up display (HUD). “Commercial airliners and large business aircraft have confidently flown with our HGS for more than 25 years. We applied this vast experience — along with our strong expertise in display and optics technology — to create a compact, breakthrough system that brings this advanced capability to thousands of aircraft that never before had access to the safety benefits of head-up flying,” said Greg Irmen, of Rockwell Collins. In 2009, an independent Flight Safety Foundation study concluded that Head-up Guidance System Technology would likely have positively influenced the outcome of hundreds of accidents included in a study of turbine powered, modern glass cockpit aircraft accidents.
The study found that 38 percent of all accidents were likely or highly likely to have been prevented if the pilot had a HUD. The study also came to the conclusion that a staggering 69 percent of landing and takeoff accidents and 57 percent of loss of control could have been avoided (www.flightsafety.org). www.rockwellcollins.com
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LONDON Executive Aviation (LEA) celebrated the company’s 15th anniversary on 1 April. Chief executive Patrick MargetsonRushmore said, “I feel very proud when I reflect on what we have achieved. We’ve operated over 20,000 charter flights, for more than 2,000 customers, flying 12m miles in total. Our aircraft fly to nearly 300 locations around the world every year.”
» OXFORD FASTEST BELOW TOP: Heads-up includes Synthetic Vision BELOW BOTTOM: Device for reading panel for HGS
OXFORD Airport is the fastest growing business aviation airport in the UK, according to new MD Chris Orphanou. “The airport is now handling an average 20 business aircraft movements a day, equating to approximately 7,000 business aviation movements a year,” he said. The airport is preparing for the London Olympics in 2012, promoting its ease of access to the outside Olympics stadium events such as rowing at Windsor and Wembley football. The airport is open seven days a week from 0600 to 2230, and is a CAT6 RFF airport with a newly approved Code 3C runway, Oxford can handle aircraft of up to 100 seats or more for VIP arrivals and departures, including the Embraer E-Jets and smaller Airbus jets.
» FUSION PASS
ROCKWELL Collins’ Pro Line Fusion, the company’s newest integrated avionics system, has reached a major milestone by receiving its final Technical Standard Order (TSO), issued by the FAA. The TSO certifies the hardware and software and sets the stage for Supplemental Type Certification (STC) on Challenger 601 test aircraft and certification on Bombardier’s Global Express XRS aircraft. The Learjet 85 is also expected to use the system.
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NEWSspecial
P1 NEWS ebace 2011 preview
»EBACE 2011
Operators’ safety workshop
EBAA and NBAA joint meeting for operators
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• Advanced technology cockpits • The role of Safety Management Systems
(SMS) and other safety-related tools. Additionally, the annual EBAA Safety of Flight Awards Ceremony will be held during a post-Workshop reception. This award honours operators who have demonstrated exemplary safety records. "As business aviation resumes its position as the fastest-growing aviation sector in Europe after the low-cost carriers – meaning that we represent more than 7% of IFR traffic – it is all the more important that we redouble our efforts to deliver ever-improving safety performance, so that, even with such
Excellence is vital if we are to retain confidence Inside the EBACE main halls at Palexpo
PHOTO www.airteamimages.com
HE day before EBACE opens, on Monday 16 May, the European Business Aviation Association (EBAA) and the National Business Aviation Association (NBAA) will jointly host a workshop dedicated to the safety issues facing aircraft operators in Europe. The European Business Aviation Safety Workshop will be held at the Palexpo Conference Centre, Hall 1, Meeting Room K, beginning at 0830. Topics include: • Preventing runway incursions and excursions • Human performance and managing risk
expansion, our safety record matches or exceeds the safety of the best airlines," said Brian Humphries, EBAA President and CEO. "Indeed such excellence is vital if we are to retain our hard-won public and official confidence in the business aviation sector," he continued. "The business aviation community has taken the lead in setting standards of best practice through such tools as the International Standard for Business Aircraft Operations (IS-BAO) as a cornerstone element in Safety Management Systems for business aviation." Last year, EBAA developed and published an Emergency Response Planning support tool, which has been popular among operators. EBAA is the leading association representing business aviation in Europe, founded in 1977 by Dr F J Philips. Nowadays, over 400 business aviation companies, direct members or members of associate organisations rely on EBAA to protect their interests. "We must carry such initiatives down through everything we do, which is why we have arranged this workshop, focusing on the main safety challenges faced in Europe," explained Ed Bolen, NBAA President and CEO. "We are delighted to be working with our colleagues in EBAA and the UK Civil Aviation Authority to develop this event." The European Business Aviation Safety Workshop is open to any operator of any business aircraft to attend free of charge. nterested participants must register in advance. www.ebace.aero
EBACE meeting schedule Monday, 16 May 12011 • 0800-1700 European business aviation safety workshop • 0800-1730 International aircraft transaction conference • 0800-1630 International Standard for Business Aircraft Operations (IS-BAO) auditor accreditation workshop • 1030-1700 International flight attendants symposium Tuesday, 17 May 2011 • 0800-1800 EBACE registration • 0900-1000 EBACE opening general session continental breakfast • 0900-1000 Opening general session: business aviation - linking communities and economies
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• 1000 Ribbon cutting • 1000-1800 Exhibit halls and static display open • 1400-1500 EASA Rule Making: where are we and what does it mean for our sector? • 1530-1700 Safety Management System (SMS) requirements, implementation and best practices Wednesday, 18 May 2011 • 0830-1800 EBACE registration • 0900-1800 Exhibit halls and static display open • 0900-1100 Hawker Beechcraft HS-125 M&O • 0930-1100 How do/will airport slot rules and their possible expansion impact business aviation? • 1000-1200 Pilatus M&O
• 1100-1300 Hawker Beechcraft King Air M&O • 1100-1200 NBAA coffee social • 1115-1230 SESAR: turning the vision of a Single European Sky into reality • 1400-1500 Aviation security: implementing the new business aviation rules and impact of the London Olympic Games • 1530-1700 Environmental Trading Schemes - are you compliant? Thursday, 19 May 2011 • 0830-1600 EBACE registration • 0900-1500 Static Display of Aircraft Open • 0900-1600 Exhibit halls and static display open • 0930-1130 Business aviation across the world: challenges and opportunities
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UP AND COMING
What’s on, where Major events coming up for you and your clients 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.
JUNE 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
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.
SEPTEMBER 9-23 Oct Rugby World Cup, New Zealand. www.rugbyworldcup.com 12-14 Aircraft Interiors Expo Americas, Seattle Conevtion Center, USA. www.aircraftinteriorsexpo-us.com 14-18 Reno Air Races, Reno, Nevada, USA. World’s fastest motorsport! www.airrace.org 20 UK Business & General Aviation Day, Cambridge Airport, UK. www.bgad.aero 21-24 Monaco Yacht Show, Port Hercules, Monte Carlo. www.monacoyachtshow.com 21-24 Aviation Expo 2011, China National Convention Centre, Beijing. www.beijingaviation.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
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
FEBRUARY 2012 14-19 Singapore Airshow. Largest aerospace show in Asia. www.singaporeairshow.com.sg 28-1 Mar ABACE - Asian Business Aviation Conference & Exhibition, Shanghai, China. Can anyone afford to miss this? www.singaporeairshow.com.sg PHOTO Alain Ernoult/Paris Air Show
20-26 JUNE PARIS AIR SHOW LE BOURGET
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 15
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FLIGHT TEST embraer lineage 1000
One giant leap for mankind
Words: Bob Davy Photography: Mark Wagner/Aviation Images
Embraer’s top of the range business jet is its Lineage 1000
THE Lineage is based on Embraer’s proven E-190 airliner but
with an interior claimed to be the most flexible in terms of design available from an OEM – you can even have a stand-up shower cubicle if you want (and many customers do). Being based on the E-190 means it has lower operating costs than many of its rivals and it also has that aircraft’s fly-bywire system, which delivers more accurate, smoother, more economical flying. In short, the Lineage is a tour de force. Read on...
»
FLIGHT TEST EMBRAER LINEAGE 1000
UCH of what we do in aviation has maritime origins and the ‘mine is bigger than yours’ motive found on the GA ramp definitely has its roots in the marina. If size matters then the ultra-large Embraer Lineage stands tall. Only slightly smaller than an ACJ or BBJ, this aircraft has serious presence. But there’s more to it than that old cliche. In the 21st century some of the ageing wide body VIP conversions are absurd, untenable as business tools. Compared to those old dreadnoughts the Lineage looks lean and mean, more like a modern destroyer than a battleship. It has superb, useable space and very good
20 | P1 BUSINESS AVIATION MAGAZINE | May 2011
range but with modern, efficent engines and the associated smaller fuel bills. It’s a highly usable aircraft, particularly since it’s soon to be approved for steep approaches which means that if you are heading for London City, it moves ahead of the BBJ1 and A319CJ (but not the A318) and if you want to fly to Calgary or Teterboro, the Lineage is the only way to go. Embraer’s Lineage 1000 demonstrator aircraft made history last year by completing the longest distance ever flown by an Embraer aircraft. In its first non-stop flight from Mumbai, India, to London’s Luton Airport (LTN), the Lineage 1000 covered a ground distance of 4,015 nautical miles (7,435 km) in 9 hours and 15 minutes. This distance is equivalent to 4,400 nautical miles (8,149 km) with no
headwind. That's a heck of a range for a business jet. I drove down to the UK’s Farnborough Airport for my rendezvous with the Lineage and its operator, Hangar 8. The company manages the aircraft for a private owner and it is available for ad hoc charter at prices averaging US$12,000 an hour. In business terms that’s not bad if you divide it by 22 – the number of seats. Less than US$500 per hour per seat is definitely do-able. As a pure business tool where you’d perhaps want to have conference areas and rest areas I’d think the optimal number of working passengers would be about 8-10 and that’s a typical number for one of these aircraft. Embraer offers numerous modular cabin options at the
design stage where you can optimise the interior, split into five sections, for your own requirements. They call this the ‘Home Away From Home’ concept. “Our customers select top-luxury hotels when travelling around the world," says Embraer. "These places offer cosy and stylish environments with well equipped rooms. Usually, there are amenities such as a workplace with a proper desk to browse the internet or do some work, superb audio and video features to enjoy movies and music with the family, a dedicated dining place to privately enjoy a nice meal, a mini-bar area with seats for a relaxed chat while drinking some refreshments and finally, the most important: a comfortable bed and a good shower.”
Different zones within the Lineage's long cabin for different purposes. Top: separate dining area. Above: llounge. Above right, room for a queen-size bed. Right, a workplace for the boss
ROOM TO WORK WITH So that’s what the customers want and are used to, so Embraer worked out how to provide that in an aircraft. And with an aircraft as big as the Lineage, based as it is on their E-190 airliner, the Brazilian company had the room to work with. “The Lineage has a cabin that is meant to make our customers feel as though they are in a piece of their homes, no matter if in Paris, Dubai, New York, Beijing, or at 41,000 ft - anywhere in the world," continues Embraer. "The 752sq ft floor area (70 sq metres) of the Lineage 1000, divided in
That's what customers want and Embraer gives it to them May 2011 | P1 BUSINESS AVIATION MAGAZINE | 21
FLIGHT TEST EMBraer lineage 1000 FLIGHTDECK The Lineage's cockpit is the ultimate workspace for pilots. It features state-of-the-art Honeywell Primus Epic avionics platform which is also used as the basis for Gulfstream's PlaneView system, Dassault Falcon's EASy II, Hawker 4000 and Cessna Citation Sovereign among others. The Primus Epic has flexible open architecture designed to offer expansion as technology evolves. Currently, Primus Epic is certified to incorporate Required Navigation Performance (RNP), Wide Area Augmentation System-Localizer Performance with Vertical guidance (WAAS/ LPV), Future Air Navigation System (FANS), SmartView Synthetic Vision, Enhanced Ground Proximity Warning System (EGPWS), SmartLanding and SmartRunway technologies. Future enhancements include a brand-new Next Generation Flight Management System and expanded processing capacities. It also features ergonomic features such as the Cursor Control Device, which lets the pilot direct and query avionics functions, simply by moving his finger across a touch pad. Among the special Embraer items are a computerized Aircraft Flight Manual and Class II Electronic Flight Bag (inset) to create a paperless cockpit. Embraer also has a 'quiet and dark' cockpit philosophy, which means crew lights, cues and messages are only shown when it is strictly necessary. The Lineage 1000 is the first executive jet to incorporate SmartProbes. Distributed in four positions, these computerized sensors improve the precision of airspeed indication, altitude and trim, to work with the high-tech fly-by-wire system.
five cabin zones, is comparable to the floor area of upper-class rooms in the most prestigious hotels around the world.” Embraer’s ‘Home Away From Home concept has four main drivers: * Layout flexibility: it should reflect customers’ lifestyle and preferences * Differentiated interior modules: it goes beyond the usual seat-divan-credenzatable combinations available in smaller jets * Leisure and productivity: it must provide entertainment and support work when needed
* Keep executive aviation sense: create a home without compromising airport accessibility, aircraft reliability and retaining fair operating costs. The five-module cabin starts with what Embraer calls the 'Welcome’ area. "You don’t enter your home or hotel room through the kitchen so why put the galley by the entrance?" they say. So the Welcome area is cosy with a divan which can be used by the crew for rest. Zone 1 is the Dining and Meeting Room – it can be used for both and has two rigid pocket doors, segregating it from the
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Above: cockpit of the Lineage 1000 with distinctive 'ram's horn' yokes
galley and the other cabin zones. Zone 2 is the Bar (it can also be located in Zone 1) and is meant to provide space for casual occasions. It has three seats, an ice bucket and can be fitted with a 23in LCD monitor. The Bar leads into Zone 3, the Lounge, with a 14ft berthable divan and 42in LCD monitor. A dedicated workstation is right next door in Zone 4, with in-flight phone, fax/printer and storage area. Finally, Zone 5 is the master suite with a queen-size bed, stand-up shower option in the VIP toilet, and access to the in-flight baggage area. It can also be fitted with a
23in LCD monitor and a phone. An In-flight Entertainment (IFE) rack can be positioned between Zones 1 and 2, where a master 9in touchscreen control (also available in the galley) and three DVD racks are positioned. Throughout the cabin, it is possible to install up to five LCD monitors and there are also four A/V input panels and three remote controls for all cabin functions. A High Speed Data Internet connection up to 864 kbps is available, used as wi-fi. Five in-flight phones are available. I was pretty impressed with this
aeroplane’s interior and I’d give the workmanship a 9.5 out of 10, ie comparable with what I’ve seen of the competition. Perhaps some of the fasteners in the cabinets were a bit weedy (one had already stopped working) and I wasn’t impressed that the air stairs remain naked in the cabin once they’ve been raised and slid across forwards of the door aperture. If it was my aircraft I’d want some form of curtain across to mask them. Also, the stairs don’t have a control to extend or retract from the ground. That means you either have to leave them
The five module cabin starts with the 'Welcome' zone
extended with the door open (because you can’t close the door when they’re extended) or you have to retract them, get some air stairs from outside, close and lock the door and then take the steps away. The Lineage’s fuselage is just that little bit too small to have the steps retracting into the fuselage under the door like the ACJ and BBJ, and obviously too long and large to have the steps retained in the door itself like the little guys. Elsewhere the Lineage is superb inside. The cabin is a little narrower than... let’s call them the A and B... and
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FLIGHT TEST embraer lineage 1000
feels much longer even though it isn’t particularly. Because of the perceived length, the various sections as described above have a great deal of separation from each other and it’s not just because there are hard doors and partitions available to cordon off some of the areas. I really, really liked the layout of this cabin and it felt far more integral to the whole aircraft, less modified and farmed out than much of the competition. The final point on the aircraft’s size is to say it falls between the BBJ/A318 and the Gulfstream G500/Global Express. On price, the Lineage is comparable with the G550, has twice the cabin volume but not as much range.
STOCK E-JET For the pilots the Lineage is very much a stock E-Jet. They’ve been around for more than a decade now and Embraer has rightly moved into a world number three position with this very capable aeroplane series. I’ve flown the ACJ and the BBJ and the Lineage is right up there with them better than the BBJ in terms of ergonomics and modernity, and on a par with the fly-by-wire ACJ. I note that the next series of Embraer exec jets have side sticks and I was a mite surprised that this didn’t, but it’s a great place to work nevertheless. The GE CF34-10E7 FADEC engines are easy to start and easy to use; they are rated at 18,800lb of thrust. The flat screen Honeywell Primus Epic avionics suite comes with its own hand controls (a mouse and cursor) as per the current trend. Our aircraft picked up a couple of electrical glitches/nuisance warnings during the start routine but they were easily cleared afterwards. The aircraft is taxied using a proper tiller, unlike the little Embraer Phenom 100.
the ailerons are conventional, controlled by cables. The computer is also equipped with automatic structural load protection so it’s theoretically not possible to exceed tolerances. It also compensates automatically for engine thrust asymmetry and configuration changes.
PHASES OF FLIGHT
Above: engines are two GEs with full FADEC operation
The flyby-wire system is better and smoother than most pilots
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The wingspan is huge if you’re used to anything smaller than a Gulfstream and we took a lot of care manoeuvring out of Farnborough’s crowded ramp, and even more into Oxford’s ramp some thirty minutes later. Embraer’s E-Jets are fitted with Honeywell’s fly-by-wire system that is said to reduce pilot workload, improve aircraft performance, simplify systems and reduce weight. It replaces the traditional manual operation with its heavy mechanical and hydro-mechanical flight controls and associated cables, pulleys and cranks. Instead, the ‘ram’s horns’ yoke is an electronic interface with commands converted to digital electronic signals which are processed by the on-board computer. This, in turn issues commands to the various actuators at the flight control surfaces to give the perfect combination of pitch, roll and yaw for whatever manoeuvre is required – and it can do this better and more smoothly than most pilots. It’s not quite full fly-by-wire though. While the elevator, rudder and multifunction spoilers are digitally controlled,
For AOC reasons I took the jump seat for the takeoff and landing so I can’t tell you personally how it handles these phases of flight but I will say it looked pretty straightforward. I talked to the crew about what they thought, and also some of the regulars on the E-Jets at London City. The consensus is that the aircraft is great to operate, easy to fly, and easier to land at City than the competition, ie the A318 and the BAe 146/Avro RJ. In the air the Lineage is an absolute dream to fly. The controls are light and well-harmonised and it was easy to operate the aircraft in front of the Caravan cameraship doing things it was never designed for, such as flying cross controlled for the ‘end on’ shots. Visibility out of the cockpit is particularly good. After 30 minutes of handling I was very at home in the Lineage. It’s a nicer aircraft to fly than the Airbus, comparable with the older BBJ but with better, modern systems. Low speed handling felt safe and predictable just like the competition, and stiff and safe at high speed. Cockpit noise at high speed was negligible - Embraer have obviously put a lot of time in the windtunnel to get this down to a minimum. All in all the Lineage is great flying in one these for 10 hours and 4,500 miles is a practical possibility. A few days later I spent some time watching the the E-Jets land at City. On a steep approach the aircraft is nosewheel
FLIGHT TEST
HANGING OUT WITH HANGAR 8 CEO Dustin Dryden answers P1’s questions P1 Why did you choose the Lineage? DD All our aircraft are managed so the driving force is the owner. He was looking for a traditional BBJ or an Airbus and at the time there were very few around that met his criteria - less than two years old, very low time, like new condition – so we took a look at the Lineage. It ticked all the boxes for him and it was available instantly. It’s actually turned out to be a fantastic aeroplane. It’s always nice to have something that’s unique in this industry and to have the first one on the European register was a fantastic opportunity for us. P1 What do you supply? DD Every part of the operation - cabin crew, flight crew, charter cover, full operation and being based in India. It was a new type to us so none of our crew had existing experience. We have four pilots on it full-time and they all trained through FlightSafety in Paris. high and the transition is therefore easier than the Avro which, like the Fokker 50, has to make a more pronounced flare and readjustment before touchdown. The Airbus is nose high but it’s a tricky aircraft to land in a crosswind after a conventional approach, let alone at City (and there’s almost always a crosswind).
Above: the Lineage is one big aircraft, based on Embraer's E-190 airliner
COST CONTROL I’m sure by now that we’ve all seen the ‘crazy flying’ routine of the Portugese A320 on the internet, or the one wheel and a wing tip crosswind landing of a German A320. Airbus has introduced some mods from the stock A318 for steep approaches, including a tweak of the flight control computers, but I’m still amazed how well the A318s have been doing, apart from a heavy landing or two in training. As you might expect from an aircraft that’s flown more than five million hours as an airliner, under FACT FILE much higher utilisation Embraer Lineage 1000 and harsher environments CATEGORY Ultra-large jet than most business jets, the BASE PRICE $50m Lineage has its costs well MAX CRUISE Mach 0.82 under control. MAX RANGE 4,500nm Embraer claims the CEILING 41,000ft Lineage Direct Operating TAKE-OFF DIST 1,869m (6,135ft) Costs are 10% lower than WINGSPAN 28.7m an Airbus A318, 16% lower CABIN LENGTH 25.70m than the Airbus ACJ, and CABIN HEIGHT 2.00/m 17% lower than the BBJ1 CABIN WIDTH 2.67m (using Conklin & de Decker PAX SEATS 22 figures). It comes with a MTOW 55,000kg maintenance plan and ENGINES 2 xGE CF34-10E7-B service intervals of six POWER 2 x 20,000lbf months or 500 hours. AVIONICS Honeywell Primus Epic Just five have been MANUFACTURER delivered so far, after Embraer the aircraft gained Type www.embraer.com Certification last year, but TEST AIRCRAFT SUPPLIED BY as the business aviation Hangar 8 market picks up, we can Oxford Airport UK expect to see more. www.hangar8.co.uk 26 | P1 BUSINESS AVIATION MAGAZINE | May 2011
P1 Was it difficult to get on the register? DD No - well, my staff didn’t make it look difficult anyway! From start to finish took less than four weeks. Embraer was fantastic - it is very familiar with EASA requirements and assisted us greatly. The CAA was also very flexible and we were able to get a surveyor down to Brazil quite easily. I wouldn’t say it was a walk in the park, because it’s the heaviest type we’ve ever put on our AOC so that presented a few challenges. If you have an existing type on your AOC, it’s basically an email and a few contracts added on. If it’s the first of a type to the UK you have to demonstrate it meets compliance with other European countries - and if it’s the first one into Europe there are none of those comparisons to be made so you have to plod through all the compliance issues. We had to train cabin crew and get them approved by the CAA... everything was new. You would normally expect a company to take three to four months to get an aeroplane like this up and running for four weeks was pretty good P1 Was it easy to insure? DD Insurance is always straightforward if you want to pay lots of money for it! We have quite a substantial fleet policy and one of the ‘big sells’ in having your aircraft managed by Hangar 8 is our buying power. We'd expect to offer our clients a reduced cost over what they could obtain. The difficulty with this particular aircraft was the insurers seeing it as an airliner not as a business jet, and the difference between the two is about $500,000 in the excess. All our fleet have zero excess in the event of a claim and it took quite a lot of negotiating to get that excess down to a reasonable amount – $10,000, unheard of for an airliner.
P1 How is Hangar 8 growing? DD We started with one HawkerBeechcraft King Air in 2002 and we’ve doubled the fleet every year since then. Through the recession we were pretty solid. We don’t own any aircraft – we are purely an asset management and charter company – so we didn’t run the risk of huge depreciation or changes in interest rates as an owner would. We’re up to a fleet of 30 aircraft at the moment and I’d love to see that double over the next 12 months. In order to achieve that we are going to have to buy other companies. All of our growth up to the stage has been organic - word of mouth and personal recommendation. P1 Why does Hangar 8 do so well in new markets such as Africa and India? DD Our biggest sell for chartering, particularly in the African and Indian world, is that you’re paying a UK plc to fly a UK or South African registered aircraft, with UK or European crew - that makes people a lot more comfortable than trying to move money around to businesses where they have very little security or knowledge of the area. If you charter a half-million dollar, two or three day trip, you want to make sure there’s going to be something to fly. P1 Is that why you went public? DD There were two reasons. One was market profile - a lot of the aviation industry has a poor name for accountability and longevity of operation, and when you’re operating bigger aeroplanes, people should become more interested in the financial structure of the business. By going down the PLC route we are able to say, “Look, if the City is willing to support and invest in a business like this, at an appalling time in the economy, it shows we have a solid base.” The second reason is that we want to expand and being a publicly traded business gives us paper [stock] to go and buy other businesses. It also helps us raise capital. It was a logical route for us to take. There were 80-odd companies that tried to float on the London Stock Exchange last year with a capital value of less than £50 million and only six were successful so it was a good triumph.
Photo: S. Ognier
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28/04/11 21:40
special report embraer factory visit
FACE TO FACE WITH THE LATIN TIGER Halfway round the world to see how Embraer is taking on the world of jet aviation. Report Dave Calderwood PHOTOS Mark Kozhura
I
T’S a long way from northern Europe to Embraer’s HQ at Sao Jose dos Campos in brazil, not just in pure distance – almost 6,000 miles - but in time and culture too. The flight from Paris, home of Embraer’s European base, is just a few minutes short of 12 hours direct and you pour off the plane to join
bELOW: Phenoms being finished ready for delivery
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a long and winding queue through Sao Paulo’s distinctly unimpressive immigration process. And then you jump on a coach for the 90-minute drive east, passing Sao Paulo but not going into the sprawling city, and arrive at the much smaller town of Sao Jose dos Campos, having been travelling for a total of 25
hours for those of us with an earlier connecting flight from London. So you’re thinking, “This had better be worth it” as you start a walk around the airfield-based factory. The airfield at Sao Jose dos Campos is all Embraer’s, as befits a company that was once a government department. Privatised in 1990, Embraer has been
on an incredible expansion road since. Mainly it has produced regional airliners – it’s the market leader in commercial jets up to 120 seats – and turned its sights on business jets in the early 2000s. It also builds the Tucano military turboprop trainer and the Ipanema crop-sprayer. Starting with just one bizjet back in 2002, the mid-size Legacy 600, it now has two light jets, the Phenom 100 and 300, an updated Legacy 650, and the top-of-the-range Lineage 1000 (tested elsewhere this issue). Two more jets, the Legacy 450 and 500, are in development to fill out the light-to-middle range. When they arrive in 2012/2013, the only market segment where Embraer will not have a contender is in Ultra Long Range to match the likes of the Global XRS. The Legacy 450 and 500 are really
the reason Embraer has brought us here, first to press home the aircraft’s innovative technology and also to show us how the company manufactures aircraft. I think they feel they still have to overcome a bit of prejudice towards a Latin American company building high-tech products like aircraft. One of the visitors in our party remembered that when Embraer announced it was going into business jets, there was incredulity on the part of some established northern hemisphere manufacturers about the build quality coming out of Brazil. Well, the production lines at both Sao Jose dos Campos where they build the Legacy and Lineage ranges, and at Gaviao Peixoto where the Phenoms are made, are state-of-theart. To my eye, they looked identical to
embraer is not lacking confidence when it comes to innovation – legacy 450 and 500 will have flyby-wire
bELOW: Embraer's HQ is at San Jose dos Campos, to the east of Sao Paulo and with its own airfield
production lines I've seen in in Wichita and Montreal. Of course, certification authorities such as the FAA and EASA not only inspect the aircraft for type certification and individual airworthiness but also examine how they are made, and monitor aircraft once in service to see if problems keep arising. Embraer’s reputation for high dispatch rates started with its airliners and has been matched by the long-serving Legacy 600 (itself based on an Embraer E-jet) so quality and build are not an issue for the company. While Embraer may be seeking reassurance in one area, it is certainly not lacking in confidence when it comes to innovation. Both the Legacy 450 and 500 will have a full Fly-ByWire control (FBW) system – in fact, they will be the only aircraft costing less than $45 million to offer FBW. Embraer has considerable experience with the technology. Its 1980s AMX military jet had FBW rudder and spoilers, and in the late 1990s the E-jet regional airliners went a step further with FBW elevators, rudder and spoilers but retained conventional ailerons. The same system is on the Lineage. The Legacy 450/500 will be Embraer’s first FBW jets with all control surfaces operated by the computer. First photos of the cockpit of the 450/500 show it has side-stick control, similar to an Airbus. Because the pilot is merely telling the computer what he wants the aircraft to do when he manipulates the side-stick, there’s no need for the mechanical advantage of a full yoke system. Of course, a side-stick has the added advantage
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special report embraer factory visit of clearing the area in front of the pilots allowing the instrument panel to be better designed. Embraer says the control laws on the 450/500’s FBW are ‘Flight Path Stable’. This means that within the 'Normal Flight Envelope', the system will maintain the aircraft’s flight path when the side-stick is in neutral position, achieved through using an auto-trim. FBW also sets automatic pitch and yaw compensation, automatic roll compensation with sideslip and maintains current bank angle when the side-stick is released to neutral. The ‘Normal Flight Envelope’ has limits of +30°/-15° for pitch, 33° bank, Max Operating Speed (Mmo/Vmo) and a 1.1 stall speed. It is possible to go beyond them to what’s called the ‘Limit Flight Envelope’ but the stick requires continuous pressure from the pilot – release and the aircraft returns to the 'Normal Flight Envelope'. The ‘Limit Flight Envelope’ has hard limits defined by the aircraft’s design limits. What happens if the FBW goes haywire? It automatically changes to a Direct Mode giving the pilot direct control of the flying surfaces. The pilot cannot instigate this change – it’s there as a fallback only.
WHY FBW? So what’s the point of FBW? Is it just engineers showing off or are there tangible benefits? A key feature is the Angle of Attack
Fly-bywire auto sets pitch, yaw and roll and maintains bank angle
CLOCKWISE FROM MAIN: Embraer's brand new airfield at Gavieto Peixoto. Scenes from the production line
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Forty years on Embraer is short for Empresa Brasileira de Aeronáutica and was created in 1969 as a mixed capital company under government control. With the support of the Brazilian Government, the company would seek to “transform science and technology into engineering and industrial capability”. First came production of the Bandeirante regional turboprop twin, then Embraer was
commissioned by the Brazilian Government to manufacture the EMB 326 Xavante, an advanced trainer and ground attack jet, under licence from the Italian company Aermacchi. As a sideline, Embraer also made the 400 Urupema high-performance glider and Ipanema crop-sprayer. By the end of the 1970s, Embraer was also making the Tucano and the 120 Brasilia, followed by
(AOA) limiter which provides stall protection by limiting the AOA. This in turn allows lower margins over the airframe’s stall speed and thus lower takeoff and landing speeds, resulting in better performance figures. Crew workload is reduced by automatic compensations when altering the thrust, deploying flaps and raising or lowering landing gear. The aircraft also flies the same whatever the weight and C of G which obviously changes during a flight.
the military AMX. The entry into service of the new E-jets 170/190 family in 2004 was followed by the company’s statement of intent in 2005 to become a major player in the executive aviation market, starting with the Legacy 600 and followed by the Phenom 100 (2009), Phenom 300 (2010) Lineage 1000 (2010) and Legacy 650 (2010). The Legacy 450 and 500 are due in 2013.
Embraer's FBW system also compensates for system failures such as an engine out. I felt this for myself in Embraer’s simulator for the Legacy 500. Sitting next to me in the right seat was Embraer’s chief test pilot, Eduardo Camelier, and on the first go he set the FBW system to Direct Mode (ie, no FBW) – possible in the sim but not in the real aircraft. After rotating from an otherwise normal takeoff, he pulled back the right engine thrust lever and left it up to
special report embraer factory visit me to deal with the sharp yaw and roll to the right. Next time, the FBW was on, in Normal Mode, and when the engine failed, the yaw was much easier to control and we stayed on the runway heading. Note the FBW doesn’t do all the work – Embraer has intentionally set the system to compensate for about 80% leaving the pilot some work to do to make sure he realises he has lost an engine! Another nice touch is in a situation when the pilot needs to climb quickly to avoid an obstacle or in a wind shear escape. With the stick fully back, the aircraft pitches up but will always observe structural limits and of course there’s the AOA limiter. Embraer says the aircraft will achieve the best rate of climb through two simple commands – full aft stick and full throttle with no risk of exceeding loads or stalling. Similarly, in turbulence the FBW and auto-pilot work together to smooth out the bumps better than a pilot can. “So should the pilots be paid less because the aircraft is doing all the work?” suggested one of the press pack. “No, because he has had to learn how to fly the FBW system so he should be paid more,” replied XXXXX, tongue in cheek. One last benefit of FBW: because the FBW completely respects the aircraft’s structural limits, there can be weight savings in certain areas which, added to the weight savings of lighter flight control systems, boosts the aircraft’s payload.
GREEN INITIATIVES Embraer is keen to push its green credentials, as are all the manufacturers. It is a member of the Dow Jones Sustainability Index, and came second in its class in 2010 behind Rolls-Royce. It is working to fulfill the GAMA/IBAC carbon reduction targets of 2% fuel efficiency gains every year to 2020, and to reduce CO2 emissions by 50% by 2050 relative to 2005. It sees the gains in four areas: • Aerodynamics, including sensors in the wing to gather data about air flow • Propulsion units and the fuels burnt • Structures including use of composites and what it calls 'fuzzy fibre' reinforced plastic • Systems such as FBW. The race to develop an alternative fuel is most definitely on and the trick is to produce a fuel which can “drop in”, ie not require any special engines or infrastructure to use it. Brazil is a world-leader in the development of bio jet fuel and Embraer is confident they will bring it to market with the next 5 to 10 years. Exactly which technology and which source of the required 'bio mass' – raw material – will be the winner is not known yet. Brazil already produces fuel from sugar cane, one of the country’s main crops, and a bio jet fuel is on the way. Another source is jatropha oil and there are at least another six different technologies also under development.
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The race to develop a bio jet fuel is definitely on and Brazil is a leader
CLOCKWISE FROM MAIN: Legacy 650 production line. Finishing touches for an E-Jet. Our man in the Legacy 500 sim
For instance, standard ethanol fuel is made from sugar cane and yeast, left to ferment. For what’s called Fermented Renewable Jet Fuel (FRJ) however, they are using a genetically modified yeast which can be tweaked to make 100s of different fuel grades, although it will still be a blend with standard Jet A1 fuel for the foreseeable future.
FUTURE FORECAST “The business jet market is not dead – it’s still a very big market,” that’s how Embraer introduced its 2011-2020 forecast. It sees a market for 10,000+ jets with a value of US $210 billion over the next ten years. “The market is bigger than ten years ago, much bigger than in the tough years after [9/11] 2001," says the company. "The problem is that manufacturing invested heavily in the mid-2000s and in a very short timeframe it has had to reverse and reduce production. We believe the recovery will take place in 2012-2013 but we do not see a return to the spike of 2006-2007 because credit will not be so easily available.” Instead, Embraer sees steady gains rather than spectacular but it also sees itself as taking an increasing share. Judging by the company’s impressive facilities, it’s equally impressive rate of developing and delivering new aircraft, and the fact that Brazil itself has a booming economy, the Latin Tiger is one to be watched.
airport FOCUS hong kong
Hong Kong's airport sits off the coast and is a platform built on two former islands
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COUNTRY: CHINA | AIRPORT: HONG KONG | ICAO: VHHH | ElEVATION: 28ft
Hong Kong: China's hidden dragon revealed It's one of the world's busiest airports in one of the most populous and industrious regions. P1 reports on Hong Kong International THE rise and rise of China as a world force could be said to be typified by what’s happened in Hong Kong. The former British colony was handed back to the Chinese in 1995 by the UK after 150 years of rule and it has gone from strength to strength since. Hong Kong is one of the three main entry points for foreigners into China – Shanghai and Beijing being
the other two – but Hong Kong retains its renowned multi-cultural feel and has the most in common with the capitalist world. Hong Kong’s International Airport (HKIA) has also undergone a massive transformation. Back in 1995, the new airport now known as Chek Lap Kok was in the final stages of planning and was desperately needed. It opened in 1998 and replaced the old Kai
Tek airport, beloved of flight sim fliers but the terror of real airline pilots who had to thread giant 747s and the like through the tower blocks of downtown Kowloon on the mainland side of Hong Kong. The new airport was built on the site of two small islands, Chek Lap Kok and Lam Chau which were flattened and joined together to form a giant platform. Two runways
PHOTO www.airteamimages.com
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 35
PHOTO www.airteamimages.com
airport FOCUS hong kong
were built with the first landing made by a Government Flying Service piston twin in 1996. Cathay Pacific, who took a 3.3-acre site on the new airport, made the first commercial airliner landing on 6 July 1998 – after the entire airport services were switched from Kai Tek over the previous night. BOOMING TRAFFIC In 2000, HKIA was voted as Asia/Pacific’s leading airport by travel agents worldwide at the World Travel Awards, and has continued to win awards ever since. Despite health scares such as the bird flu outbreak of 2002 and the worldwide economic crisis, traffic has continued to rise. HKIA recorded double-digit growth on all fronts in the first month of 2011. During January, passenger volume surged to 4.3 million (for the month), up 10% yearon-year, and cargo throughput reached an amazing 333,000 tonnes, up 10.8% year-onyear. Air traffic movements also grew by 16.9% over January 2010. The growth in passenger traffic has been mainly driven by visitor traffic and Hong Kong resident travel. Passenger traffic to and from south-east Asia and the Chinese mainland performed particularly well. Cargo exports increased by 11% and 16% respectively compared to January 2010, while imports also grew by 8% year-on-year. In 2010, HKIA also officially became the world’s busiest cargo airport with North America and Europe being the main markets. Last year, the airport authority announced a plan for developing the huge midfield area between the north and south runways, with an extra terminal to add to the existing T1 and T2 buildings. And there's a 30-year master plan which is looking at better road access and 36 | P1 BUSINESS AVIATION MAGAZINE | May 2011
possibly even extending the platform on which the airport is built. No shortage of drive and ambition then! The energy of the Chinese in developing HKIA is also matched by a committment to environmental policies. Last year HKIA and nearly 40 companies with operations there pledged to reduce carbon emissions by 25% per workload unit by 2015, claiming to be “not only the first airport-wide carbon intensity reduction pledge among airports in the world, but also the first voluntary, sector-wide carbon intensity reduction pledge in Hong Kong.” The airport said, “Airlines, cargo operators, aviation services providers, franchisees, contractors, government departments and the HKIA have developed more than 300 carbonreduction initiatives to fulfill the pledge. “The reduction will be measured against the baseline emission levels determined in the maiden airport-wide carbon audit for 2008, which covered all major buildings, facilities and vehicle fleets on the airport island. One workload unit is equal to one passenger or 100kg of cargo.” BUSINESS AVIATION Business Aviation uses a sector to the south of the airport where the Hong Kong Business Aviation Centre (HKBAC) is located. Signature and Jet Aviation are affiliated with the HKBAC and offer full FBO services, maintenance and aircraft charter. There are two hangars dedicated to business aviation and a large apron to park aircraft. The second hangar was opened in 2007 with plenty of pomp and circumstance – it had, after all, cost more than HK$100 million (about US$13 million) and was claimed to be state of the art with plenty of natural light inside. More
PHOTO www.airteamimages.com
Clockwise from main: Busy business jet apron. Green initiatives include electric follow-me cars. Planned expansion of the mid-field. Donghai Jet at Asian Aerospace
money has been set aside to increase the size of the business aircraft apron. HKBAC has won awards also as the best FBO in the region and placing highly among the world’s FBOs. Features include: • 24-hour camera surveillance system and security • World class business aviation terminal • Executive conference and meeting areas • Free wifi • 24-hour Customs and Immigration • VVIP/Presidential flight services • Weather and flight planning • Fuel • Hangarage • Limousine and taxi service • Sleep room and showers • Refreshments In 2008, Jet Aviation expanded its maintenance services in Hong Kong to meet the needs of its growing customer base.
kai tek: gone but not forgotten Airliners flying into Hong Kong’s old Kai Tek airport used to fly between the tower blocks of Kowloon on the mainland side of Hong Kong. Flying low and as slow as they could, pilots had to aim for a checkerboard on a hillside and make a sharp right turn to line up with runway 13. Precision and speed control were vital - the runway headed straight out to sea and, yes, there has been the occasional overshoot. The airport closed in 1998 when Chek Lak Kok opened.
PHOTO www.airteamimages.com
Through its Hong Kong CAD maintenance repair station approval, FAA repair station certificate, as well as mainland China JMM approval, Jet Aviation Hong Kong says it provides scheduled and unscheduled line maintenance, inspections and defect rectifications as well as AOG support. In addition, the company services aircraft registered in 12 other countries through Jet Aviation's maintenance approvals in Singapore, which include EASA, Australian CASA, Bermuda DCA, Cayman CAA, Indonesia DGAC, Macao, Malaysia DCA, Philippines ATO, Singapore CAAS and Thailand DOA. Jet Aviation says it employs a team of maintenance specialists from around the world for Bombardier and Gulfstream series aircraft. Jet Aviation also provides aircraft management and charter services from its Hong Kong city office and maintains a 24/7 operation. Earlier this year, Deer Jet, China’s largest
Actual photo of a B747 on final approach to Kai Tek July 2009 | P1 BUSINESS AVIATION MAGAZINE | 49
airport FOCUS hong kong charter jet operator, completed comprehensive SMS (Safety Management System) training with US company ARG/US. Deer Jet is a subsidiary of Hainan Airlines Group, and was the first professional business aviation company specialising in business charter, aircraft management, ground handling, medical evacuation and consulting services for private jet procurement in China. As of March 2011, Deer Jet had 38 aircraft, making it the biggest operator and service provider of business aviation in the Asia-Pacific region. China First Mandarin Business Aviation Company, known as Lily Jet and founded in 2005, has tied up with TAG Aviation Asia, the Hong Kong affiliate of TAG Aviation, it was announced last December. TAG said at the time, “Benefits of the new partnership will include sharing operational experience from diverse markets and integrating resources to form a platform that delivers unparalleled levels of service and value for clients within the PRC (China). The partnership also capitalises on the Air Operator Certificate (AOC) and 145 maintenance authority held by CFMG's First Mandarin Business Aviation unit. “Under the agreement, a joint management team will pursue an aggressive growth strategy, which will include not only aircraft management and charter services but also approved 145 maintenance operations. Final approval of the alliance will require governmental consents.” Robert Wells, CEO of TAG Aviation, said, "This important first step for our company in mainland China is proof of TAG Aviation's commitment to grow dynamically in one of the world's most rapidly expanding markets.” Metrojet was established in 1995 and is a leading operator and maintenance provider of business jets in the Pacific region, and claims to have pioneered business aviation services in Hong Kong. The company was awarded
Dedicated Business Aviation Centre affiliated with Signature
an Air Operator’s Certificate (FAA Part 121 equivalent) in June 1997. Metrojet provides a complete range of business aviation services including aircraft charter, aircraft management, maintenance, aircraft co-ownership programs and aircraft acquisition and sales. Metrojet’s maintenance department is a fully certified Repair Station with approvals from the Hong Kong CAD, the United States FAA and is fully authorised to carry out maintenance on aircraft registered in China, Macau, Taiwan, Malaysia, Bermuda, Canada, Isle of Man, and Cayman Islands. Metrojet is also a full Authorized Gulfstream Warranty Repair Facility as well as an
authorized Bombardier Aircraft Service Facility. Its Avionics and Airframe engineers have ratings on Gulfstream, Bombardier, Hawker Beechcraft, Falcon, Cessna Citation, Embraer, Boeing and Airbus aircraft as well as Eurocopter, MD, Bell, Sikorsky and Augusta helicopters. Late last year, Bombardier confirmed a firm order for five super midsize Challenger 300 jets from Donghai Jet, which is based at Shenzhen Airport on mainland China but with regular services to Hong Kong.. The total value of the order was approximately US $121 million US, said Bombardier. The first Challenger 300 was handed over
information: hong kong international • Chek Lak Kok
Lat/Long: N2218.3 E11354.5 IATA Code: HKG ICAO code: VHHH Runways: 07L/07R/25L/25R, 4100 metres Elevation: 28ft Navaids: ILS/DME Cat II on 07L/07R and 25L; ILS/DME Cat III on 25R; NDB; VOR Time: UTC +8hr Hours of operation: 24/7 Fuel availability: Jet A1 (Avtur 680) Avgas 100/130 on request (24hr notice required) Customs & Immigration: Yes, 24/7 Alternates: Macau (20.1nm), Shenzhen Baoan (20.6nm), Sek Kong (12.4nm)
OPERATORS Asia Jet www.asiajet.com Jet Aviation Asia www.jetaviation.com TAG Aviation Asia www.tagaviation.com Metrojet www.metrojet.com
FBO/MAINTENANCE Hong Kong Business Aviation Centre/Signature FBO 12 S. Perimeter Road Lantau T: +852 2949 9000 F: +852 2215 3006 VHF: 131.1 E: hkbac@hkbac.com Jet Aviation Hong Kong www.jetaviation.com/hongkong
38 | P1 BUSINESS AVIATION MAGAZINE | May 2011
Deer Jet www.deerjet.com Dongahi Jet www.donghaijet.com PROTECTION ASA South China www.asag.aero
AIRPORT AUTHORITY HKIA Tower 1 Sky Plaza Road Hong Kong International Airport Lantau, Hong Kong T: +852 2181 8888 W: www.hongkongairport.com
airport FoCUS hong kong Inside the Hong Kong Business Aviation Centre: modern, immaculate and a safe place
PHOTO www.airteamimages.com
at March's Asian Aerospace International Expo held in Hong Kong. The Challenger 300 business jet joins a Challenger 605 aircraft, already in operation in Donghai Jet's fleet. "This is a very important milestone for Bombardier's growing China-based fleet," said David Dixon, Regional Vice President, Sales, Asia-Pacific, Bombardier Business Aircraft. "The Challenger 300 jet will offer Donghai Jet's customers the perfect combination of performance and comfort for their increasing travel requirements throughout China. We look forward to a long relationship with Donghai Jet as they further develop their business jet charter operations in China," he added. Helicopter charter services are available at HKIA through Sky Shuttle, which also operates regular services from Hong Kong to Macau and Shenzen International Airport on the mainland. Sky Shuttle is the sole commercial helicopter operator between HK, Macau and Shenzhen and offers an extensive range of helicopter services in the Pearl River Delta region transporting more passengers than any other operator in the region. The company has a fleet of modern 12-seat AgustaWestland AW139s. It says, "As a holder of an AOC in both Hong Kong and Macau, Sky Shuttle continuously ensures that our aircraft operations and maintenance are in full compliance with international standards." There's no doubt that Hong Kong and China are leaping forward in business aviation. Hong Kong based BAA Asia alone is set to take delivery of 10 new jets this year. There are more than 100 China-registered business jets with some 50 orders from Beijing's MinSheng Financial Leasing Company coming this year. The Chinese Government is opening up its lower airspace to allow the industry to operate freely and AOPA China, which currently has only double figures of members, believes that within just one year it could increase membership to 10,000.
operating into hong kong HONG KONG’S airspace extends to the south of the airport so most arrivals involve descent in this direction, even when arriving from the north. Hong Kong uses ICAO flight levels and altitudes in contrast to metric levels used on the Chinese mainland. STARs can be protracted, particularly in summer months when convective activity can cause heavy showers or thunderstorms – and lengthy holding is possible. The highest 25nm MSA is 4300ft, based on terrain to the north-east of the airport and on lantau Island itself immediately south of the airport. The proximity of lantau Island causes the major weather threat to pilots operating into Hong Kong. In strong wind or typhoon conditions, particularly with wind directions from 100 to 200, there is a major threat of severe turbulence and windshear. The approach to 25l is especially vulnerable to windshear. The airport itself has a sophisticated Windshear and
Turbulence Warning System and warnings will be given on ATIS and by ATC. Other than the strong wind and typhoon conditions and thunderstorms in the summer months, the weather in Hong Kong is generally benign for much of the year. Visibility is often poor from pollution but rarely down to lVP conditions. Rain can be extremely heavy, but the runways drain well. The airport has two parallel runways of 13,000 ft, 07R/l and 25 R/l, all with IlS. Normal configuration is for arrivals on the northern runway (07l/25R) and departures on the southern runway (07R/25l). However, with the business aviation area to the south of the airport, arrivals to the southern runways are preferable, and possible with ATC approval. The airport operates H24, although one runway is usually closed each night for maintenance. There is no general aviation activity at the airport and a small amount of helicopter operations. Macau airport provides a
40 | P1 BUSINESS AVIATION MAGAZINE | May 2011
convenient alternate from which passengers could ultimately be transferred to Hong Kong by fast ferry. Macau also makes for an easier recovery to Hong Kong than a diversion to an airport on the Chinese mainland. The business apron at Hong Kong has become noticeably busy in recent months, and aircraft parking may be an issue.
Departures from Hong Kong are straightforward in most directions although flow control difficulties can arise if heading north into mainland China. Departures to the east (for Taiwan, Japan and transPacific), south (for Australia), and south west (for Singapore and the Middle East) are rarely delayed. – Nick Heard
Hong Kong with Chek lak Kok to the west, Kai Tek to the east
Know More.
product FOCUS garmin GTN
42 | P1 BUSINESS AVIATION MAGAZINE | May 2011
Garmin's quantum leap for panel navcomms New GTN650 and 750 are touchscreen controlled, big screen navcomms to replace GNS 430 and 530 for General Aviation EVERY now and again a company makes a quantum leap... and Garmin has just done that. At last month’s Sun 'n Fun event in Florida, the US company launched two new panelmount navcomms to take over from the industry-standard GNS 430W and 530W units. The new navcomm units are the GTN 650 and GTN 750, already certified, approved for installation into many aircraft and ready to fly. They feature touchscreen operation, graphical flight planning with victor airways and high-altitude jet routes, remote transponder, remote audio control (750 series only), SafeTaxi and electronic chart capabilities (750 series only). Garmin VP Gary Kelley said at the launch, “As the successors to the very popular GNS 430W and 530W, the GTN 650 and 750 have big shoes to fill. We’re confident that the GTN series will set a new standard on what avionics for general aviation aircraft should be, just as the GNS 430 and 530 did when they were announced in 1998.” The main difference between the GTN 650 and 750 is the screen size. The GTN 650 is the same physical size as the outgoing GNS 430W but has a 4.9-inch screen with 53 percent more screen area. The GTN 750’s 6.9-inch screen has 98 percent more screen area than the GNS 530W, which makes it possible to view an entire chart via Garmin FliteCharts and ChartView. The GTN 750 also has integrated audio and intercom functions. In addition, both units have much higher resolution displays.
system and you can still use the traditional data entry via buttons and knobs. The GTN systems have a dual concentric knob for data entry, volume/squelch knob, ‘home’ button and ‘direct to’ button so that pilots can do all the basic fundamentals – like establish a route and change COM frequencies – without using the touchscreen. With the home key, pilots are seldom more than two taps away from all primary pages and functions, says Garmin.
Pilots are seldom more than two taps away from all primary pages and functions
FLIGHT PLANNING The GTN units have graphical flight planning to enable you to edit an active flightplan on the map and easily enter a new waypoint or modify the sequence by tapping or dragging a finger on the screen. Victor airways and high-altitude jet routes can be overlaid on the moving map, and airway segments can be selected onscreen for entry into a flight plan. Terrain, mapping and obstacle databases are built in. Colour-coded alerts show when potential terrain conflicts are ahead. Full Class B TAWS alerting is also available as an option. Both units are SBAS/WAAS equipped to allow for GPS-guided LPV glidepath approaches down to ILS-comparable minimums. In
FAR LEFT: a typical stack might include both GTN650, bottom, and GTN750, above. Below: high res displays support graphical flightplanning with overlays
addition, precise course deviation and roll steering outputs can be coupled to select autopilots so that IFR flight procedures may be flown automatically. Garmin’s GTX 32/33/33D remote transponders can interface with the GTN 650/750 and the transponder functions can be controlled from the GTN’s display. Optional versions of the GTX 33/33D mode S transponders are available which support ADS-B/Out. Satellite weather, lightning and traffic optional inputs are supported and may be overlaid on the moving map. The standard GTN 650 and GTN 750 feature a 10-watt COM, and a field upgradeable 16-watt version is also available. Later this year, Garmin will launch the GTN 725, similar to the GTN 750 but a GPS-only unit. Similarly with a GTN 625 GPS-only unit, and a GTN 635 that is a GPS unit with VHF Communications radio. All units are SBAS/WAAS enabled. The GTN 650 and GTN 750 received FAA TSO authorization in March and are STC approved on a broad model list covering most Part 23 fixed wing aircraft. The GTN 650 is expected to cost $11,495, and the GTN 750 $16,995. www.garmin.com/gtn
BETTER MENU Many have criticised Garmin units for being user unfriendly, with a labyrinthine menu structure. No longer – Garmin has obviously listened and the new units have a shallow menu structure, with a desktop-like menu interface with intuitive icons, audio and visual feedback, and animation. The GTN has a touchscreen alphanumeric keyboard and, most usefully, a ‘back’ button. Many pilots will have figured out how to get around the old Garmin May 2011 | P1 BUSINESS AVIATION MAGAZINE | 43
product FocuS aViOniCS
Honeywell's NextGen MFD OTHER avionics companies are scrambling to match the moves made by Garmin including Honeywell and Aspen Avionics. They have announced they are collaborating to deliver a stateof-the-art, NextGen-ready multifunction touchscreen cockpit display based on the Bendix/King KSN 770 before the end of 2011. The KSN 770 (pictured) is part of the Apex Edge series with a Multi-Function Display (MFD) and GPS, communication and navigation functions. It has a 5.7 inch touchscreen and graphic interface, and is said to be based on a scalable system to ‘future proof’ it. The new KSN 770 also will be highly integrated with Aspen’s Evolution Flight Displays, and will have Localizer Performance with Vertical Guidance (LPV) and Wide Area Augmentation System (WAAS) capabilities. It will display a full complement of safety systems including onboard weather radar, Enhanced Ground Proximity Warning System (EGPWS), data link weather, traffic, and charts and maps. www.bendixking.com
Avidyne interfaces with Aspen MEANWHILE Avidyne is also working with Aspen to develop an interface between Avidyne’s DFC90 digital autopilot and Aspen’s EFD1000 Multi-Function Display (both pictured). They say the result will combine the benefits of the DFC90’s safety-enhancing features – such as Flight Envelope Protection and one-touch Straight & Level capability and Aspen’s versatile glass panel display. Aspen Evolution Displays are already compatible with Avidyne’s respected TAS600 Traffic Advisory Systems. The DFC90 is currently certified with Avidyne’s Entegra Integrated Flight Deck displays in Cirrus aircraft. Avidyne and Aspen will be gauging customer interest in future programs and airframes. Certification of the DFC90 and Evolution display interface will be completed later this year. Pricing for the DFC90 autopilot starts at $9,995. Aspen has yet to issue a price for the Evolution interface. The DFC90 is Avidyne’s new all-digital attitude-based flight control system. It provides all the standard vertical and lateral modes of operation typically found in a turbine-class autopilot system.. www.avidyne.com www.aspenavionics.com 44 | P1 BUSINESS AVIATION MAGAZINE | May 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
quick spin robinson r66 Turbine
46 | P1 BUSINESS AVIATION MAGAZINE | May 2011
First Turbine PHOTOGRAPHY Dave Spurdens
The R66 is the first turbine for Robinson Helicopters aimed at the Bell JetRanger single-engine market. Jamie Chalkley flies it for P1
F
IRST impressions of the Robinson R66 Turbine, aesthetically speaking, are very encouraging. It seems to fit the Robinson skin better than either the R22 two-seater or R44 four-seater. The R66 is just a little bigger than the 44 which, for me, makes the design work better. In part, it’s down to the additional fairing and intakes where the lower mast, the top of the cabin and the tail boom all come together. As my demo pilot for the day, James Skinner, CFI at the UK’s Sloane Helicopters, put it, “It looks a little like an R44 with a body kit”. And, you what? He’s right! It’s all there for aerodynamic and cooling reasons but the guys in the white jackets in Robinson’s R&D dept obviously got together with the guys in the art studio and worked things out. As you would expect from a brand new, off-theproduction-line helicopter, the R66T was immaculate in every way and certainly a very fine example. The pre-flight walkabout is typical from what I would expect from Robinson. It’s built for the pilot AND the engineer, meaning everything is easily accessible. The checks are fairly standard for any helicopter; some orientation is required to know what access panels are where but it is all logical and straightforward. What is worthy of note is the all new engine – there’s nothing like a RollsRoyce. If anyone ever had the opinion that Frank Robinson has not made an impact on civil aviation then think again. Such is his power that engine giant RollsRoyce designed a whole new engine just for him – the RR300. The RR300 is derived from the industry loved 250 series engine which has a pedigree of over 180 million flight hours, but it uses a scaled-down single stage centrifugal compressor from the 250-C40/47. R-R steered away from the familiar six-stage axial/one stage centrifugal compressor of the 250-C20 but kept to a similar combustion section and turbine assembly. This new turbine engine provides the R66 with 270shp (Shaft Horse Power) at take-off which is 100% torque, and 224shp at MCP (Maximum Continuous Power) which is 83% torque. The power setting between 83% and 100% torque
is the transient take-off power band which has a five minute operational limit between those settings. Standard stuff to those already familiar with the Rolls-Royce 250 series engines. TOT (Turbine Outlet Temperature) in the case of the R66 is called MGT (Measured Gas Temperature) but for all intent purposes it’s the same thing. And the upper transient starting temp limits are all pretty familiar to anyone who has been flying the B206, MD500 or Enstrom 480 Turbine and similar. The point I’m eventually getting to is this. In terms of engine management, it’s pretty standard for anyone familiar with the RR250 series; except that is, for starting it. And maybe this is Frank’s best move yet.
GREAT IDEA! This is really the first time in a long time that something has made me sit back and go, “wow, great idea!” Ever heard the expression “If it aint broke, don’t fix it”? Well, ol’ Frank said, “It ain’t broke, but I reckon I can make it better”. A major issue, or should I say risk, for a pilot transitioning for the first time between a piston and a turbine is the starting procedure. Get it right and it is the easiest thing in the world, way easier than starting a piston with all the “is it hot?”, “is it cold?”, or “is it warm?” guesses. A turbine is so straightforward. But, get it wrong and things can get very, very expensive. There are two leading culprits to getting it wrong and perform a ‘hot start’ where you exceed the transient starting limitations and cause thermal damage to the combustion liner and turbine blades. Bear in mind, that the absolute starting temp limit MGT is 927 degrees C, we are talking about serious thermal stress. So what are the two leading culprits? Well, the first is a slippery finger. On a standard 250-C20B engine, you press or ‘hit’ the start button (affectionately called the ‘tit’ because it rhymes and helicopter pilots are pretty simple folk) and HOLD... and hold, hold, hold, until you reach 58% then, and only then, can you let go. If, during the start sequence you accidentally release the button then the acceleration of the engine depletes thereby reducing the necessary airflow to shape and stabilise the flame and subsequently it all starts to get a little
warm inside; aka, a hot start. Followed by a very cold reception back at maintenance. So, what Frank has done in the R66 is to install a latching starter. The simple ideas are often the best. The start goes something like this: pre-start checks complete, wind noted and clear all around. “Hit the tit” and the starter latches. Wait for 15% N1 (percentage speed of the gas producer which is mechanically coupled to the compressor) and then advance the panelmounted mixture idle cut-off plunger forward into idle. This introduces the fuel and the engine will ‘light off’. The MGT will rise fairly rapidly followed by a short pause or drop and then a second less dramatic peak before dropping down. During this and with the eyes of a hawk, you monitor the MGT to ensure it stays with limits. All being well, you also sneak a peek at the oil pressure to ensure it is increasing. At the same time you should be monitoring the N1 as it approaches self-sustaining speed at 58% at which point the latched starter will release by itself. Easy. There are some other checks to do during this sequence such as checking the ammeter load when the starter releases to ensure it has actually released, keeping an eye on oil pressure, ensuring the engine stabilises at idle, and you should time the start sequence to check you keep within starter operation limitations too. So moving on to what happens if the start needs to be aborted; again, very easy. If the MGT rises too high or looks like it will peak in the transient for too long then all you need to do is pull the idle/cut off plunger, ie cut the fuel. The temp should immediately start to drop (unless there is an engine fire). The starter is still engaged meaning cool air is being drawn in. Once the MGT falls below its recommended temperature figure for an aborted start you simply release the starter latch manually and start again. The most common reason to abort a start, in my experience, is my leading culprit number two, a flat battery. Or at least, a low battery. Lots of ways to recognise this, namely a lazy acceleration with the N1 and a very rapid rise in MGT. The latching starter system works really well as it keeps the cool air coming in after aborting the start. There are other
FACT FILE specification Engine Rolls-Royce RR300 Rotor Two-blade teetering head Max weight 1225kg Empty weight equipped 581kg Fuel capacity 225kg (279 litres) Payload with max fuel 419kg PERFORMANCE Cruise speed approx 120kt Max range (no reserve) 325nm Hover ceiling IGE over 10,000 ft Hover ceiling OGE over 10,000 ft Rate of climb 1000ft/min plus Ceiling 14,000ft Base price US$798,000 As tested US$840,000 MANUFACTURER Robinson Helicopters Torrance California USA T +1 (310) 539-0508 www.robinson heli.com TEST AIRCRAFT SUPPLIED BY Sloane Helicopters Sywell Aerodrome Northants NN6 0BN T +44 (0) 1604 790 595 www.sloane helicopters.com
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 47
quick spin robinson r66 factors too, such as a tailwind or poorly rigged FCU (Fuel Control Unit). Whatever the issue, I have to say I really like Robinson’s idea of the latched starter. The only thing I don’t like about this system is having the plunger. I would have preferred to keep the twistgrip with a detent. For example, if you have a fire or problem requiring immediate shutdown you really need an extra hand. One to check throttle closed, one to pull the idle cut-off and one to pull the master fuel shutoff valve located between the seats. The engine, being lighter, is a little further back, no doubt to account for the C of G shift, and to avoid a belt-drive system it is mounted at an angle of 37 degrees so the drive train can run direct to the main rotor transmission. With all this done there is space left, good space at that, for a proper sized luggage area between the engine and back firewall of the rear cabin. The luggage door can be found on the starboard side of the helicopter and provides a decent 23-inch square opening into an 18 cubic
foot luggage bay with an impressive 300lb weight limit. The one thing I never liked about the R44 was the under seat luggage area. The R66 provides a proper, usable solution. But enough talk... let’s go flying.
GET AIRBORNE Orientation in the cockpit is very close indeed to the R44. Obviously the engine instruments are configured for the turbine over the piston but other than that I struggled to notice much difference. The trademark cyclic T-bar is still evident and still hydraulically boosted. It’s never something I’ve been fond of although clearly it does the job. Strangely, with me in the left seat, I found my cyclic grip rested further right than in the R44. The cabin is wider, so the front seats are a little further apart but it doesn’t look like Robinson made the cyclic tubes any longer. The caution warning panel is clear and obvious for a turbine aircraft, except for the addition of an EMU light (Engine Monitoring Unit). This is for the benefit of maintenance and records any
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We set up a hover. Surprise number 1: it was super smooth
BELOW : At first sight R66T looks just like a R44, seen here over Rutland Water
exceedences in N1, N2, Torque and MGT. With the turbine being gas coupled there is no manual clutch to operate so the blades started spinning up straight away. Leaving a standard minute at idle before flicking on the generator, we were ready for lift. And in the capable hands of James we established a hover. Surprise number one: it was super smooth. But with the cameraship already airborne, we needed to make tracks so James transitioned out to the north-west climbing at around 70kt to 1800ft. Once straight and level with the speed back at 65-70kt, James handed control over to me. Surprise number two: “Hey, it’s not bad.” Other than my less than familiar style of holding the cyclic, I found it very stable. The fore/aft cyclic range felt very balanced against that of roll, something that I felt was never quite as well harmonised on the R44, and the hydraulic boosted forces were just a tad heavier than the R44, which I felt was a good thing. Overall the aircraft was very stable at this speed and holding a fixed datum was pretty easy.
The cockpit visibility was actually very nice and all felt bright and comfortable although, like me, you might yearn for that second roof window. With straight and level and basic turns already done we now looked at some steep turns. I found these to be nicely balanced and predictable in handling. I was keen to try a fast cruise to see what speed we got to and to feel what the ride was like. You can never quite trust the sales brochures with this stuff. They make a series of different claims such as “approx 120 KIAS” or “up to 125 KIAS”. So we took up the cruise speed a notch at a time. And I have to say, on the way up it was as good a ride as you would expect from any nice two-blade rotor system. You’ll always get a “two-per” vibration frequency with a teetering head. The best ride I’ve found is a good example of a Bell 206L LongRanger or the Bell 222, but the R66 is pretty darn good too – notably so in the hover as already said and again at low cruise. High cruise wasn’t quite as nice, however, although James did tell me
that the aircraft was due a track for the top end cruise speed. Speed-wise we maxed out straight and level with MCP set at 120 KIAS and we weren’t going to squeeze out another drop. It was a definite compromise in ride quality if you wanted the extra knots. From 105 to 110 KIAS, ride quality goes from very nice to average. After 110 KIAS, you’ve got to be in a hurry. For reference, VNE is 130 KIAS between operating gross weights of 2200-2700 lb, but the R66 has an increased VNE of 140 KIAS when operating at gross weights less than 2200lb. Why? Not had it explained to me yet but I guess it’s a C of G issue which possibly produces a mast bending load. Next I asked James to demonstrate an autorotation. We climbed to get a little more available real estate. Entering the auto was smooth and predictable and allowing a few moments to stabilise parameters, and our rate of descent was a non-dramatic 1450ft/min. Again, it was all very familiar to the R44 which is pretty blinking good in autorotation. This being one of only
We decided against throwing her at the ground in anger
CLOCKWISE FROM TOP : Wider cabin so nominally 5 seats. Yes, 'Turbine'! Wot, no glass! Clear simple instrument panel
two R66s in the UK, we decided against throwing her at the ground in anger, so instead carried out a standard power recover back to straight and level flight. We proceeded back to Sywell, me back in control, carrying out a few turns here and there and a range of speed changes for good measure. Again all in all I found it to be a very comfortable and predictable aircraft. And in terms of helicopters, predictable is a good thing. Coming back into Sywell, James called for a join from the north-west and to cross the active runway. Clearance received, James told me to approach however I wanted to. So, just to get a further feel of the aircraft, I elected for a crosswind approach, shallowing off the angle toward the end but keeping the speed up for a quick stop into wind. I’m happy to report there were no handling quirks to watch out for. Power delivery was smooth and plentiful (we were three up and 30 minutes out of full fuel). Again I had to comment to James on how smooth the aircraft was in the hover. Tail rotor authority felt ample and
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 49
quick spin robinson r66 well balanced during some spot turns left and right although at this point I really did notice the lack of hydraulic boost to the pedals. Take-offs and landings were nice and stable. The wider skid span should obviously make a difference in terms of stability on the ground and the turbine spooling up and down just sounded so much nicer than a piston growling away behind you. All too soon (so I must have been enjoying myself) it was time to return to the warm welcome at Sloane’s hangar. The shutdown was the standard two minutes with the throttle in the closed position (ground idle), non essential electrics (ie avionics) and the generator off, then pull the idle/cut off control on the panel for engine shutdown. It’s as easy as that. Relaxing in the cockpit for a bit and chatting things over with my new buddy James, I had to take stock of how nice it actually was. Nice leather seats for example are standard equipment. The avionics are well placed and all look very modern. However the engine instruments look pretty different to what I’m used to, in that they are flush fitted into Robinson’s own unique panel rather than the standard gauges found in most other turbines. This does bring me on to a minor negative. Whilst the build quality is unquestionably good, some of the finish inside just leaves me feeling it’s all a bit plastic-like. The switches just don’t do it for me. I want to lean down and grab a decent sized switch without fear of breaking it. It’s probably the most durable plastic known
to man, but actually maybe that’s just it, I just wish it wasn’t plastic. Same for the engine instruments, give me a nice proper gauge... like the torque gauge. Robinson puts in a 3.5 inch instrument sized torque gauge. Perfect. Way nicer for low-time turbine pilots than the half-size ones you get in most other types (excluding glass cockpit technology). That was a good move Frank. An over torque is expensive so a clear, large, easy to read gauge is smart thinking.
BETTER PAYLOAD So it’s comfortable, easy to fly, makes the right smell out of the exhaust on start-up and has a proper grown-up sized luggage bay, so how far can we take this new baby? Fuel capacity is 279 litres and James reckons he’s burning about 83 litres an hour at cruise which can give more than three hours flying to dry. Now that is going some serious distance. Max weight is 1125kg. The aircraft we flew was 581kg empty and even going with full fuel leaves a whopping 419kg for passengers and baggage (available payload being 640kg at zero fuel weight). For those comparing against the R44, let me tell you the max weight of the R44 Raven II is 1134kg with an empty weight of circa 680kg, which equals an available payload of 454kg. Currently the R66 is not EASA certified meaning you can’t go and do a type rating on a EASA/JAR licence just yet. However James tells me the current expectation for EASA certification is May 2011. So even if you add a month because it always takes longer, it’s still just around the corner.
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The R66 Turbine is modern, it's honest and it's charming to fly
BELOW : Immaculate example of the R66T supplied by Sloane's at Sywell
The R66 has a 2000-hour life, except in the case of the main rotor and tail rotor blades which are 2000hr OR 12 years. The engine is also on a 2000hr overhaul and would appear to have no requirement for a part-life hot end inspection like the 1750hr inspection on the RR250-20 series engine. So with such an in-phase aircraft maintenance overhaul life, the operating costs should be fairly predictable right? Correct! This is what I’m told: for the engine and airframe overhaul factor in £83.54 per hour. For the fuel and periodical inspections add an additional £82.02. And for good measure, factor in a further £12 per hour for unscheduled maintenance (parts and labour) and you arrive at a Direct Operating Cost of £177.56 per hour plus VAT (converted from factory figures using current fuel price averages and a USD exchange rate of 1.61). So there you have it. The R66 presents Robinson with another great claim to success. It is a beautifully built aircraft with an all-round good feel to it. It has a proper luggage area, five seats, turbine engine and it flies for a good three hours at somewhere between 110 KIAS to 120 KIAS depending on how you want the ride. It’s the cheapest turbine I’m aware of. For the same money you could look at very nice used examples of the MD500E (which I personally love), the Bell 206, or maybe, a nearly new Enstrom 480B. All have their pros and cons. Nothing in this world is totally perfect. In terms of value for money, it’s easy to say the R66 wins hands down. The Robinson R66 Turbine is modern, it’s honest and it’s charming to fly.
FOR SALE
92' Monte Fino 92 Raised Pilothouse
Year: May 2007 Located in Mallorca, Spain Hull Material: Fiberglass Engine/Fuel Type: Twin Diesel YW# 76326-1867119 Inactive Price: $3,850,000.00 Or P/X Agusta 109 Power/Grand Superb hard-top, raised pilothouse yacht with owners cabin on three levels. Finished to the highest standard by discerning owner, highly equipped and presented in 'as new' condition. Accommodation for 6 further guests in full width VIP double, double and twin cabins, all en-suite. Crew area aft with large mess / galley. Maximum speed 18 knots, economic cruising with stabilisers at 11 knots burning only 125 lt/hr including generator! *MCA coded but never chartered* Dimensions: LOA: 92' Beam: 22'6'' Draft: 6'1'' Engine(s): 2 x Caterpillar HP: 1550 C-30 Max Speed: 18 knots Tankage Fuel: 11356 lt Water: 2744 lt Holding: 662 lt
Please call for a more detailed specification
CASTLE AIR
Tel: +44 (0)1503 240543 Fax: +44 (0)1503 240016 sales@castleair.co.uk www.castleair.co.uk Trebrown, Liskeard, Cornwall, PL14 3PX, United Kingdom
F O R
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POWER TO THE PORSCHE PANAMERA Porsche has launched a new top of the range supercar, the Panamera Turbo combining astonishing performance with elegant luxury
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ORSCHE has launched a new top of the range car, the Panamera Turbo S. It’s a staggeringly powerful four-door, four-seat Gran Turismo with equally staggering performance allied to top class luxury. As existing Panamera drivers can attest, the cabin is a true four-seater supercar - and now they can also have true supercar performance too. Porsche isn’t kidding, or indulging in hyperbole, when it says, “The new Panamera Turbo S is a unique combination of performance and efficiency, driving dynamics and comfort.” Up front it has a twin-turbo 4.8 litre V8 engine which delivers 550hp, ten percent or 50hp more than the already very powerful V8 turbo engine in the Panamera Turbo. In the ‘Sport’ and ‘Sport Plus’ mode of the standard Sport Chrono Package Turbo and during kick-down in normal mode, the engine delivers fully 800Nm (590ft/lb) of torque with the so-called overboost function, claims Porsche. The Panamera is equipped with ‘Launch Control’ for an incredible 0-62mph time of 3.8 seconds and a top
speed of 191mph. Fuel consumption is not as bad as you might think, covering 100 kilometres (62 miles) on 11.5 litres of fuel – that’s 25mpg using the standard European Driving Cycle. Drive using all that performance though and expect a lot less. Fuel consumption falls to 11.3 litres per 100km when fitted with the 19-inch, all-season tyres with optimised rolling resistance developed for the Panamera by Michelin. The increased performance compared with the standard Panamera Turbo is down to two elements – improved turbochargers with titanium-aluminium turbine wheels and modified engine control. The use of the lighter titaniumaluminium alloy reduces the weight of the turbine and compressor wheel resulting in a lower moment of inertia and thus quicker engine response. To handle all that power and performance, the Panamera Turbo S comes with Porsche's driving dynamics control systems as standard. Porsche’s Dynamic Chassis Control (PDCC) is an active roll stabilisation system to nip in the bud any tendency to lean when cornering. Porsche Torque Vectoring
54 | P1 BUSINESS AVIATION MAGAZINE | May 2011
Launch Control gives an incredible 0-62mph of 3.8 seconds
BELOW: New top of the range supercar for Porsche, the Panamera Turbo S
Plus (PTV Plus) applies a variable torque split to the rear wheels combined with an electronically controlled rear differential lock to give superior traction and therefore greater agility. The power steering system uses speed-dependent Servotronic, and Porsche’s Sport Chrono Package Turbo, which tunes the suspension and power unit, making them even sportier by pressing the additional ‘Sport Plus’ button, is also fitted as standard. How can you tell if the car in front is a Turbo S? As standard, it sits on 20-inch Turbo II wheels with increased rear axle track width, wears side skirts from the Porsche Exclusive range and has the adaptive extending four-way rear spoiler. Inside, “the fusion of exclusivity and sportiness” is a new combination of black and cream leather exclusive to the Turbo S. An agate grey/cream leather scheme will be available later in the year. Porsche’s Panamera range now goes from the 300hp V6 at £62,783 up to the Turbo S which almost doubles the power – and the price. www.porsche.com
POrSCHe PanaMera tUrbO S
FaSt FaCtS Top speed 190mph 0-62mph 3.8sec Engine 4.8-litre V8, twin turochargers Max power 550hp @ 6,000rpm Max torque 590ft/ lb @ 2,250rpm Gearbox 7-speed, four-wheel drive Fuel consumption 25mpg CO2 emissions 270gm/km Price ÂŁ122,623 inc VAT CLOCKWISE FROM MAIN: Mighty Turbo S. Big V8 with twin turbos. Luxurious cabin. The giveaway
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 55
breitling and bently
Breitling into gear Motorsport inspired watches
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REITLING has expanded its range of watches associated with Bentley cars, adding two motor sport ideas to its Breitling for Bentley series. Earlier this year, the Swiss watchmaker was involved with Bentley’s successful ice speed record attempt. Finland’s four-time world rally champion Juha Kankkunen driving an all-wheel drive, biofuelpowered 6-litre, 12-cylinder Bentley Continental Supersports convertible on a frozen Baltic Sea, achieved a speed of 205.48mph eclipsing his own ice speed record of 199.83mph set in 2007 in the Continental GT. Both Bentley and Breitling have produced special editions to celebrate the record. In Bentley’s case, it’s the Supersports Ice Speed Record Convertible, while Breitling has launched its ‘Supersports’ watch with a titanium chassis, a ‘dashboard-style’ dial enhanced by three ringed counters and its bezel with a typically Bentley-style raised knurled motif. The other Breitling for Bentley initiative celebrates the famous ‘Bentley Boys’ and one driver in particular, Woolf Barnato. The new watch range is called Bentley Barnato after him. Barnato was the first driver to win the Le Mans 24 Hour race three times consecutively (1928, 1929 and 1930) – for Bentley of course. The Bentley Barnato and Bentley Barnato Racing watches feature sporty dials and a broad bezel with a raised knurled motif inspired by Bentley control buttons. They have transparent sapphire
crystal casebacks revealing an oscillating weight evoking the wheel rims of the new Bentley Continental GT. Available with a black or silver dial, the Bentley Barnato comes in steel as well as in a 500-piece red gold limited edition. It can be teamed with a leather, crocodile leather or rubber strap, or with the ‘Speed’ bracelet. The Bentley Barnato Racing special series is claimed to be the “most original of all Breitling for Bentley chronographs”. Breitling says the pointer-type counters are replaced by disc-type counters system displaying hours and minutes of measured time by means of two red triangles. The shape of the silver-toned discs is reminiscent of the steering wheels. The ‘30-second chronograph’ measures to the nearest 1/8th of a second. Carved in steel for the standard version, the Bentley Barnato Racing takes on an even more exclusive aura in a 500-piece red gold limited edition. www.breitlingforbentley.com
ABOVE: Bentley's ice speed record BELOW: Breitling Bentley Barnato watch celebrates the Bentley Boys
Ice speed convetible A LIMITED edition of 100 Bentley Continental Supersports Ice Speed Record Convertibles is planned, celebrating Juha Kankkunen's record (see left). The car is the most powerful Bentley ever, with a twin turbocharged 12-cylinder 6-litre engine producing 631bhp and 590lb ft of torque. It is paired with a Quickshift six-speed automatic transmission to launche the car from 0-60mph in 3.8 seconds and reach 100mph from a standing start in 9.5 seconds. The additional engine power of the new convertible is the result of fine tuning of the engine to optimise the benefits of the new free-breathing air intake ducts, intercooler system and the exhaust system. In common with its Continental stablemates, the new Supersports model runs on both petrol or E85 bio-ethanol or any combination of the two. Pioneered in the Supersports coupe, this FlexFuel technology offers a reduction of up to 70 per cent in CO2 emissions on a well-to-wheel basis The all-wheel drive system transfers drive between the front and rear axles automatically, although it’s set normally to 40 front/60 rear. As with all Supersports models the Ice Speed Record is fitted as standard with Pirelli 275/35ZR20 ultra high performance tyres. Bentley’s designers have selected three exterior paint colours for the new convertible: Beluga, Quartzite and Arctica White, complemented by a Dark Grey Metallic soft top. There's also a special ISR Mulliner package. The Supersports wheels can be specified in a vibrant red paint with a diamond turned finish. The dual-louvered dark bonnet vents, unique to Supersports models, have red accent surrounds, and it has a set of bold of Supersports ISR graphics down both flanks. www.bentley.com
Mulliner package on the ISR
56 | P1 BUSINESS AVIATION MAGAZINE | May 2011
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THEDOSSIER ALL THE BUSINESS JET STATISTICS, MARKETPLACE ANALYSIS AND INDUSTRY INFORMATION UNDER ONE ROOF
PHOTO www.airteamimages.com
AIRCRAFT MARKET ON THE RIGHT TRACK
JetNet's latest analysis of pre-owned prices and 'time for sale' show things are moving in the right direction
INSIDE THIS MONTH
60 JetNet's analysis to February 2011 61 Avinode celebrates, China to dominate 66 New aircraft listings
SUPPLIED BY AVINODE
6. St Petersburg, 7. Chambery, Aix les Bains (LFLB) 8. Farnborough (EGLF) 9. Zurich (LSZH) 10. Liev Boryspil (UKBB)
nEw aIRcRaft lIStIng All you need to know about the world's business S aircraft in one
ago ?1,544) 3. Citation Jet ?1,538 (3mth ago ?1,538, 6mth for the three most Shows average price per hour (taxi rate + fuel surcharges) (outside America). The reference popular aircraft models in Avinode’s marketplace Excels and 26 Citation Jets. group consists of 33 Challenger 604s, 23 Citation
2010, 2011 2009, 2010 DEMAND INDEX 2009 unrest affecting
March saw a continuation of the political occurring Middle East countries, and the natural disasters notably, the Japan earthquake, of course.
INDEX
MOST POPULAR JETS PRICE COMPARISON THREE TOP TEN EURO DEPARTURE 604 ?4,732 (3mth ago $4.691, 6mth ago ?4,544) ago ?2,696) AIRPORTS MARCH 2011 Pulkovo (ULLI) 1.2. Challenger Citation Excel ?2,704 (3mth ago ?2,744, 6mth 1. Vnukovo, Moscow (UUWW) 2. London Luton (EGGW) 3. Le Bourget, Paris (LFPB) 4. Geneva Cointrin (LSGG) 5. Nice, Cote d’Azur (LFMN)
IngS
place! Facts and figures of current new business aircraf t, including jets, turboprops and high end piston aircraft at your fingertips
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
A
CESSNA CITATION X Still the fastest but new TEN on the way
B
PlanE fOcUS BRITTEN-NORMAN ISLANDER BN 2T Base price $1.65m Cruise 170kt Range 590nm
replace main pic and bottom left with pix from 2007 Islander test
WHAT IS IT? The Islander is sometimes referred C to as the "Land Rover of the Air", a go almost anywhere aircraft with STOL and rough terrain capability. Now available with luxury interior. WHAT DO YOU GET? The BN2T is the turbine D version (others are piston engines). It has exceptional low speed handling, fixed undercarriage, high ground clearance, no complex systems and multi-role f
JAN
FEB
MAR
APR
MAY
JUN
JUL
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OCT
AVINODE CELEBRATES 100
NOV
DEC
regional demand statistics. AVINODE is celebrating the “Then as earthquakes 100th edition of its newsletter. rocked New Zealand and Magnus Henriksson, an Japan the charter industry analyst at Avinode, said, “A stepped in to help offset lot has happened since we evacuation demand. sent out our first issue almost “We’ve also seen huge two years ago. We’ve seen changes as new aircraft a number of unprecedented established a foothold. This events. international AVRO JETSTREAM 41 has been particularly shift as on we watched Base price $1.5m Cruise 295kt Range “Early 1592nm dramatic with regards to the global economy turned the Citation Mustang and industry IS IT? The sending the charterWHAT Jetstream Legacy. The Embraer the by 41 is a stretched version of the reeling. This was followed Mustang has been a ‘gametwinacross turboprop Handley Page steep price decreases changer’ in the Light Jet regional airliner. g the board. In 2010 everythin displacing the older segment, with rst fi changed again, WHAT 1 and Citation 2. DO YOU Citation GET? A in the eruption of a volcano roomy cabin due to the fact ile the Legacy has "Meanwh the Iceland and then with the wing is mounted rising star in the below a the become World Cup of Football. fuselage. The all-new fuselage Mid and Heavy Jet segments, followed “This year, too, we adds 16ft over the original from behind to pull design, demandincoming day by day as unrest g a greater market share from both Africa, which include wingspan spread across North larger root fairingsclasses.” and Middle East toppling leading to ode.com www.avin increased up-ending baggage capacity. governments and The flightde
DOSSIER THE MARKETPLACE
THE BIGGEST AND BEST STATS WITHIN BUSINESS AVIATION THIS MONTH. SUPPLIED BY AVINODE
TOP TEN EURO DEPARTURE AIRPORTS MARCH 2011 1. Vnukovo, Moscow (UUWW) 2. London Luton (EGGW) 3. Le Bourget, Paris (LFPB) 4. Geneva Cointrin (LSGG) 5. Nice, Cote d’Azur (LFMN)
6. St Petersburg, Pulkovo (ULLI) 7. Chambery, Aix les Bains (LFLB) 8. Farnborough (EGLF) 9. Zurich (LSZH) 10. Liev Boryspil (UKBB)
PRICE COMPARISON THREE MOST POPULAR JETS 1. Challenger 604 $4,732 (3mth ago $4.691, 6mth ago $4,544) 2. Citation Excel $2,704 (3mth ago $2,744, 6mth ago $2,696) 3. Citation Jet $1,538 (3mth ago $1,538, 6mth ago $1,544) 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.
VOLUMES UP, PRICES DOWN
The latest report from JetNet paints a mixed picture of the Pre-Owned business aircraft market
T
RADING volumes are up but prices are down – that’s one of the conclusions reached in the latest report from JetNet, the USbased provider of corporate aviation information.
Another of the big changes, particularly over the past three years, has been the ratio of business jet sales in the US to the International market. JetNet says that during the decade of the 1990s, the ratio ranged from a high of 83/17 [US/ International] to a low of 66/34, and then increased again to 79/21 for much of the decade of the 00s. However, starting in 2008 this ratio declined rapidly over a two-year period, ending with a 67/33 ratio in 2010 as the market in the US declined.. See chart below.
“In our view,” says JetNet, “this change in direction has had an impact on the stubbornly high ‘For Sale’ inventory levels we witnessed throughout 2010.” MARKET SUMMARY Highlighted in Table A are the key worldwide trends across all aircraft market segments, comparing February 2011 to February 2010, as recorded by JetNet. Business Jet inventory percentage ‘For Sale’ showed the largest change – down 1.4 points to 14.4% from 15.8%. Both turbine and piston helicopter sectors were basically unchanged in percentage For Sale for February 2011 compared to 7% for the same period in 2010. Business Jet Sale Transactions increased 17.2% YTD in February 2011 compared to the same period in 2010. Business turboprops also showed a positive change of 10.4%. Both helicopter categories saw large double-digit declines in sale transactions (down 31% for turbine and 28.5% for piston) YTD in February 2011. All pre-owned aircraft categories showed large decreases in average asking price percentages except piston helicopters, with an increase of 5.2%. .
60 | P1 BUSINESS AVIATION MAGAZINE | May 2011
We continue to witness high levels of inventory
ABOVE: One bit of good news is that turboprop sales are rising
The build-up in Business Jet For Sale inventory decreased to 2,586, or 14.4%, in February 2011 from 2,731, or 15.8%, in February 2010. The Business turboprop market continues to hover just under the 1,400 For Sale inventory level, down to 10.7% in February 2011 from 11.1% in February 2010. “So we continue to witness high levels of For Sale inventories as we remain in a buyer's market, with business jets showing for-sale percentages greater than 10%,” says JetNet. “A seller's market is when 10% or less of the pre-owned business jets are for sale.” JET TRANSACTIONS Table B shows the business jet results for February 2011 compared to February 2010. Inventory continues to decline with full sale transactions increasing by 26.3% for February 2011. This increase is a positive sign but unfortunately at much lower prices (down 28.6%). In comparing the YTD figures for February 2011, asking prices remain soft (down 26.9%) and the length of time on the market, at 398 days, is about 2 months longer (54 more days)
March saw a continuation of the political unrest affecting Middle East countries, and the natural disasters occurring notably, the Japan earthquake, of course.
INDEX
DEMAND INDEX 2009, 2010, 2011
160 140 120 100 80 60 40 20 0
JAN
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MAR
APR
A
B
C
D
MAY
JUN
JUL
AUG
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OCT
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AVINODE CELEBRATES 100 AVINODE is celebrating the 100th edition of its newsletter. Magnus Henriksson, an analyst at Avinode, said, “A lot has happened since we sent out our first issue almost two years ago. We’ve seen a number of unprecedented international events. “Early on we watched as the global economy turned sending the charter industry reeling. This was followed by steep price decreases across the board. In 2010 everything changed again, first with the eruption of a volcano in Iceland and then with the World Cup of Football. “This year, too, we followed day by day as unrest spread across North Africa and Middle East toppling governments and up-ending
regional demand statistics. “Then as earthquakes rocked New Zealand and Japan the charter industry stepped in to help offset evacuation demand. “We’ve also seen huge changes as new aircraft established a foothold. This shift has been particularly dramatic with regards to the Citation Mustang and the Embraer Legacy. The Mustang has been a ‘gamechanger’ in the Light Jet segment, displacing the older Citation 1 and Citation 2. "Meanwhile the Legacy has become a rising star in the Mid and Heavy Jet segments, coming from behind to pull market share from both classes.” www.avinode.com
E
TURBOPROP TRANSACTIONS Table C shows the business turboprop results for February 2011 compared to February 2010. The average asking price has declined by 3.7%, to an average of $1.357 million. Average Days on Market has been shortened by 99 days to 249 days. However, the good news is the business turboprop market saw a large percentage change in February, increasing by 38% over the same figure in February 2010. The YTD Full Sale Transactions figure for February 2011 saw an increase of 10.4% (and in fewer days on the market), but at a 14.5% decline in the average asking price. HELICOPTER TRANSATIONS As seen in Table D, the number of preowned turbine helicopters for sale in February 2011 of 7.0% (a buyer's market) showed no change compared to February 2010 [figures exclude Russian made civil helicopters] A buyer's market in the helicopter world is when the percentage for sale exceeds 5% of the fleet. The number of pre-owned Full Sale Transactions for turbine helicopters declined by 31.3% YTD in February 2011 compared to 2010. Average Days on
Market for turbine helicopters was 390 days, 46 days longer on the market than during the same period in 2010. However, the average asking price fell by 19.2% YTD in February 2011 compared to Feb 2010. Table E shows the number of pre-owned piston helicopters for sale in Febuary 2011 was 635, or nearly half the number of turbine helicopters. The percentage for sale of 7.0% in 2011 was nearly the same as the 6.9% seen in February 2010. The number of pre-owned Full Sale Transactions for piston helicopters decreased by 21% in February 2011 compared to February 2010. Average Days on Market for piston helicopters was 224 days, 63 days less in 2011 than in 2010. However, the average asking price for piston helicopters jumped by 14.8% in February 2011 when compared to the same period in February 2010. CONCLUSION The reality is the current business down cycle will last longer than the industry would like. The good news is that the business aircraft and helicopter markets are mostly on the right track. www.jetnet.com
Cessna Mustang – a 'game-changer' in Light Jets
CHINA TO DOMINATE BY 2030 CHINA is set to overtake the US and dominate global trade by 2030, says a new report from PriceWaterhouseCooper. “World trade has bounced back following the global economic crisis,” says PwC, “but in the coming years the trade landscape will undergo fundamental change, as the emerging economies begin to dominate the top sea and air freight routes by 2030.” Four key regions present opportunities, says PwC: 1 within the Asia-Pacific region 2 between emerging and developed economies, inspired by the relationship between Germany/China
3 between emerging economies, such as parts of Asia and Latin America 4 between China and Africa. Yael Selfin, head of macro consulting at PwC, said: “Transport and logistics companies will need to adapt to the change in trade patterns to ensure they maximise their profit opportunities “The ‘first mover’ advantage is likely to be important and establishing a presence before your competitors on a route that becomes a significant global trade flow is likely to be highly valuable,” he continued. www.economics.pwc.com
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 61
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
CESSNA CITATION X Still the fastest but new TEN on the way
PlanE fOcUS BRITTEN-NORMAN ISLANDER BN2T Base price $1.65m Cruise 170kt Range 590nm
AVRO JETSTREAM 41 Base price $1.5m Cruise 295kt Range 1592nm
WHAT IS IT? The Islander is sometimes referred to as the "Land Rover of the Air", a go almost anywhere aircraft with STOL and rough terrain capability. Now available with luxury interior.
WHAT IS IT? The Jetstream 41 is a stretched version of the twin turboprop Handley Page regional airliner. 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.
WHAT DO YOU GET? The BN2T is the turbine version (others are piston engines). It has exceptional low speed handling, fixed undercarriage, high ground clearance, no complex systems and multi-role flexibility.
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 43,000 492 9,400 -
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( 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
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 May 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( nm ) 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
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 $3.995m 2008 390 1,178 - 41,000 125 3,400 - 10,472 - Phenom 300 LJ $8.880m 2009 450 1,800 2,916 45,000 - 3,700 2,950 - - Legacy 450 SLJ $15.5m - 470 2,300 - 45,000 - 4,000 2,300 - - Legacy 500 MSJ $18.4m - 470 3,000 - 45,000 - 4,600 - - - Legacy 650 LBJ $30.24m 2010 460 3,250 3,052 41,000 299 5,453 2,685 49,750 31,148 Lineage 1000 SLJ $50.48m 2010 469 4,200 - 41,000 626 6,900 - 120,150 -
702
251
37.0
12.33
50
56
6
2 x PWC PW610F
2 x 900
Back in business
1,312 - 1,600 1,600 1,440 -
- - - - 2,712 -
40.33 53.16 - - 68.91 94.16
11 16 - - 49.67 85
59 59 72 72 72 79
61 61 82 82 83 106
6 8 8 8 19 106
2 x PWC PW617F-E 2 x PWC PW535E 2 x Honeywell HTF7500E 2 x Honeywell HTF7500E 2 x Rolls-Royce AE3007 2 x GE CF34-10E7
2 x 1,695 2 x 1,615 - 2 x 6,540 2 x 8,100 2 x 18,500
Light Jet in competition with Cessna Mustang Bigger brother Filling out Embraer's mid-size range As above Useful size corporate jet 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 - -
1,200shp - 2 x 1,550
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 | May 2011
124
6
Unusual high-wing design
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 65
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
May 2011 | P1 BUSINESS AVIATION MAGAZINE | 66
GO AHEAD, YOU CAN PUT THE KITCHEN SINK IN THERE, RIGHT BEHIND THE HIPPOPOTAMUS. Your average hippo weighs in at around 1,363 kgs, 204 south of the max payload of the Caravan. The planes that are sure footed in the wild can also turn into a flying boardroom with a sumptuous Oasis interior. If you’re taking to the sky the first thing you should ask is, what’s on your list of things to lift?
CALL US TODAY. | DEMO A CARAVAN TOMORROW. 00-800-6060-0008 | P1.CESSNA.COM
CARAVAN
CAC1120M Hippo_Caravan_P1.indd 1
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