P1 magazine September 2010 - Fresh air for business aviation by Loop Digital Media

NEWS · VIEWS · FLIGHT TESTS · PEOPLE · AIRCRAFT DATA · COMMENT

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NEWSROOM »NEW AIRCRAFT

Gulfstream blasts to speed record New G650 reaches Mach 0.995... can Cessna respond with the Citation X? ULFSTREAM has almost reached the speed of sound with its new G650 ultra long range, ultra large cabin jet. The aircraft reached an incredible Mach 0.995 during ﬂutter tests, beating not only the Mach 0.92 record previously held by Cessna with its Citation X, but also the Mach 0.925 reached by the G650 earlier this year. Cessna boss Jack Pelton has already said there is more to come from the

Citation X, though nothing has been confirmed yet – perhaps we’ll hear more at this year’s NBAA show to be held in Atlanta, USA from 19-21 October. It’s known that the latest official tweak to the Citation X – blended winglets – helps reduce drag at high speed. Coupled with a revised max power setting, these might be enough to get close to Mach 1.0, a figure the X is rumoured to have topped in tests.

Thumbs up from the G650's flight test crew after clocking an incredible Mach 0.995!

6 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

FAST FACTS G650 Mmo Mach 0.925 Long range cruise Mach 0.85 Range at L/R cruise 7000nm Takeoff dist 1829m Max takeoff weight 45,179kg Max payload 2,948kg Engine 2 x Rolls-Royce BR725A1-12, producing 16,100lb of thrust each Typical pax 8 Wingspan 28.55m Overall length 30.40m Overall height 7.82m Price $58m

But there’s no taking it away from the Gulfstream G650. The announcement of the Mach 0.995 (583kt) speed came on 27 August. Gulfstream said the aircraft achieved this speed during flutter testing, which evaluates the aircraft’s damping responses following an input from an external test device. Flutter testing is performed at a variety of frequencies, speeds, altitudes, weights and centres of gravity. “For the initial series of flutter tests, the aircraft achieved clearance out to both its design dive speed (Vd) and design Mach dive speed (Md) at altitudes ranging from 10,000 feet to up to the aircraft’s maximum certified altitude of 51,000 feet,” said Gulfstream. “In order to achieve the maximum speed of Mach 0.995, Gulfstream experimental test pilots Tom Horne and Gary Freeman along with flight test engineer Bill Osborne took Serial Number (S/N) 6001 into a dive, pitching the aircraft’s nose 16 to 18 degrees below the horizon. “During the dive, flutter exciters introduced a range of vibration frequencies to the wing, tail and flight control surfaces to ensure the

P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM

aircraft naturally dampened out the oscillations without further action from the pilots. Even under such extreme circumstances, the G650 performed flawlessly.” Tom Horne, Gulfstream’s Senior Experimental Test Pilot, was relaxed about the test. “The airplane is very predictable,” he said. “It’s very easy to control and to get precise control at those speeds. The airplane response has matched the expectations of our engineers, and we’ve been able to easily fly the test conditions and march through the test plan.” During the flutter test missions, a team of multi-disciplinary engineers in

Gulfstream’s state-of-the-art telemetry center in Savannah monitored the aircraft’s behaviour and determined in real-time the damping characteristics of the aircraft. The vibration frequencies exerted on the aircraft ranged from 2 hertz, or twice per second, to 58 hertz, or about as fast as a fluorescent light flickers. “We’re doing very well,” said Pres Henne, senior vice president of Programs, Engineering and Test, Gulfstream. “The demonstrated flutter margins met or exceeded our expectations out to maximum speeds. That’s a good sign.” As S/N 6001 continued with flutter

We've been able to march through the test plan

CITATION X Cessna’s Citation X is a product of the 1990s with the very ﬁrst production delivery going to world famous golfer Arnold Palmer, a long-time Cessna customer. The aircraft, also powered by Rolls-Royce engines, set a max cruise speed of Mach 0.92 (525ktas). Palmer went on to set a record of his own in the X in 1997: 473 knots (876 km/h) on a 5,000 km closed course.

Cessna's Citation X equipped with the new blended winglets.

BELOW: On the way to a record speed – Gulfstream's G650.

testing, another G650 prototype (S/N 6005) completed initial phase manufacturing and began engine testing. S/N 6005 is the fifth and final aircraft in the G650 flight test program. Each aircraft in the program has a specific purpose, with S/N 6001 focused on envelope expansion, air data calibration, flutter, in-flight performance and flight controls. S/N 6002 is used to evaluate the aircraft’s systems as well as its takeoff and landing performance, while S/N 6003 tests the avionics, in-flight load measurement and ice protection system. S/N 6004 will be the first G650 outfitted and tested with a full interior, which is currently being installed. S/N 6005 will participate in the reduced vertical separation minimum testing. The G650’s 1800-hour flight test program officially began on 25 November 2009, and at the end of August, the four aircraft currently flying in the program have completed more than 170 flights and 575 flight-test hours. ● A third aircraft has joined the flight test program for Gulfstream's other new aircraft, the G250. It made its first flight at Israel's Ben Gurion Airport in June. www.gulfstream.com/g650

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 7

NEWSROOM Dassault's Falcon 900LX with winglets for extra range and performance.

»NEW AIRCRAFT

Spreading Falcon's wings Winglets certified by EASA and FAA on Dassault's 900LX INGLETS are now a certified fixture on Dassault 900LX, the newest addition to the French company’s range of Falcon business jets. At the Farnborough air show in July, Dassault confirmed that the 900LX now has EASA and FAA type certification. The large cabin aircraft is based on the Falcon 900EX, with enhanced performance and economy. Dassault says that the Falcon 900LX burns 35-40 percent less fuel than other

aircraft in its class thanks to advanced light weight structures, an extremely efﬁcient wing as well as the blended winglets from Aviation Partners. At its Maximum Take Off Weight, the Falcon 900LX climbs to FL390 in 20 minutes. Max range is an astonishing 4750nm. “The Falcon 900LX delivers the next evolution of enhancements to the successful Falcon 900EX,” said John Rosanvallon, President and CEO of Dassault Falcon. “The improvements to its range, performance and efﬁciency set

Flight testing will continue for advanced operations such as CAT III

Left: 900LX test aircraft during certification process. 8 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

the standard in its class and make it a highly desirable business tool.” The Falcon 900LX was first announced in May 2008 at EBACE, with the flight test program beginning in October 2009. This was recently completed and confirmed the improvements in handling and performance, says Dassault. Other critical factors evaluated during the flight tests included stalls at various speed configurations, flights in icing conditions, maximum operating speed, as well as simulated system failures and aircraft fuel consumption. A total of 215 flight hours were flown on two different aircraft during the testing campaign, including 34 flights with certification authorities. “Flight testing will continue for more advanced operations, such as CAT III, with target dates set for 2011,” said Bruno Rolland, Senior VP, Falcon Programs. Various new ‘city pairs’ are quoted by Dassault: the 900LX can fly from New York to Moscow, Paris to Beijing and Mumbai to London. The 900LX can leave Washington DC for New York and continue to Geneva without adding fuel. Likewise, the airplane can leave London with four passengers, pick up four more in Paris and continue to Dubai. www.dassaultfalcon.com

P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM

Wild horses inspire special edition of Cessna's best-selling Mustang CESSNA launched a special edition of its Mustang light jet called the High Sierra at the EAA AirVenture event at Oshkosh, USA in July. The new $3m Mustang has luxury editions of three currently offered interiors, a new paint scheme, a Garmin G1000 glass cockpit with Synthetic Vision Technology, electronic charts, and locking fuel caps as well as unique service and parts programs. The exterior changes are fairly obvious: overall body color is Matterhorn White with the underbody and engine nacelles in rich Sable Effect, with accent stripes in metallic Titanium and Dark Saddle. High Sierra mountain logos are on each engine nacelle and the High Sierra Edition logo is by the

entry door. An optional Mustang horse logo can be applied to the tail. Inside there are three interior options: Smoky Quartz, Black Pearl and Silhouette. “The special High Sierra Edition gives our customers more luxurious interior and exterior options to outfit their Mustang,” said Roger Whyte, Cessna’s senior VP of Sales and Marketing. Cessna also announced a medical transport version of the Mustang, developed with specialists Spectrum Aeromed. Spectrum developed the medical interior and patient loading system for the Mustang and is pursuing a Supplemental Type Certificate. Cessna carried out the pre-installation modification including an enhanced power system and new aft-facing

High Sierra gives a more luxurious interior

folding seat to accommodate patient loading. The first delivery is set for October to Jet Budget, a Caribbean charter operator. Cessna will install the system at its Citation Service Center in Wichita, and expects the work to take one week to complete. Pricing to follow. More than 300 Mustangs have been delivered since April 2007, two years after making its first flight. www.cessna.com www.spectrum-aeromed.com

Below: new paint for High Sierra Mustang.

Smoky Quartz finish for Mustang.

High Sierra treatment for cockpit.

Aeromed version of the Mustang.

Major Change Approval for TBM demonstrator EASA has approved Socata's Intelligence, Surveillance and Reconnaissance (ISR) version of its multi-mission TBM single-engine turboprop aircraft. The Major Change Approval is applicable to all TBM 700 and 850 models, and will enable Socata to present its demonstrator to potential customers – government organisations, military, civilian agencies and contract operators. The demonstrator is a TBM 700B outﬁtted with a Thales AGILE 2 gyro-stabilised multi-sensor turret. Located under the aircraft’s aft

fuselage, the electrically-driven turret is retractable, and accommodates up to four latest-generation sensors – including infrared and electrooptical systems, along with a laser rangeﬁnder and a laser designator to mark targets. Control of the TBM MMA’s retractable turret is performed from a 'plug-and-play' operator’s console inside the cabin. A joystick is provided for the operator, and the console is conﬁgured to display imagery from the turret, as well as handle signal processing. www. socata.daher.com

Thales turret at rear of Socata's TBM Multi-Mission Aircraft. September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 9

NEWSROOM

P1 BUSINESS AVIATION NEWS To Russia with... a 7X!

NEWS BITES

» LEARJET FOR PREMIAIR UK-BASED operator PremiAir has taken over management of a fleet of LearJet private jets and acquired Gold Air at London’s Biggin Hill airport. This follows its launch of private jet charter and management operations earlier this year and boosts the number of its UK operating bases to six. www.premiair.co.uk

» SAXONAIR'S HAWKER THE first two Hawker 400XP aircraft in the UK are now in operation with SaxonAir, a Norwich-based private jet charter company. SaxonAir is basing one 400XP at its HQ, Norwich, with the second positioned at Edinburgh Airport. SaxonAir has been awarded a 10-year contract as the ground handling agent at Norwich, following being granted planning permission for its new £6m business aviation centre. www.saxonair.com

»OPERATORS

Air Partner's double deal UK operator ties with CitationAir and 7X charter K operator Air Partner has taken two important initiatives to boost its European business. First, it has tied up with US-based CitationAir and second, it has signed an agreement with Air Alsie to charter a Dassault Falcon 7X – which it expects to be used mostly by high net worth individuals in Russia and the CIS. The alliance with CitationAir will see Air Partner looking after CitationAir’s Jet Card customers flying privately in Europe. CitationAir clients can access Air Partner’s JetCard service for flights within Europe at a fixed, all-inclusive price with guaranteed aircraft availability. In return, CitationAir becomes Air Partner’s preferred private jet supplier for its JetCard clients travelling in North America. Under the agreement, Air Partner JetCard customers now have access to a fleet of 80 Cessna aircraft. “This relationship with another leading aviation company further strengthens the Air Partner brand and is in line with our strategy to continue to develop our products and services globally,” said Mark Briffa, Air Partner CEO. That global plan is reinforced by Air Partner’s newly-signed partnership agreement with Air Alsie, one of the biggest private jet operators in Europe. The three-engine fly-by-wire 7X has a maximum cruise speed of 515 knots making it almost supersonic. It can operate direct flights from Moscow to long-haul destinations including Washington DC (with charter prices from €160,000), San Francisco (from €200,000), Tokyo (from €180,000), Barbados (from €185,000), Hong Kong (from €175,000), and the Seychelles (from €160,000). “We have many discerning high-end

clients in Russia and CIS who are looking to charter over longer sectors now,” said David Macdonald, Air Partner Private Jets sales director. “High net worth Russian flyers in particular attach significant importance to flying in the newest, fastest, long range aircraft, so this high speed 7X is going to be very appealing. “Our Russian clientele also appreciate Air Partner is the only aviation company to hold a Royal Warrant by Appointment to Her Majesty Elizabeth II. We are security cleared to the highest level and have a dedicated team for VIP flights, with special security procedures for flying Heads of State, Princes, Presidents, Prime Ministers and senior Government Ministers. Air Partner routinely works with government agencies and has carried world leaders and dignitaries from more than 30 countries.” The Air Alsie 7Xs are configured with 12 leather VIP seats and feature in-flight entertainment systems. The 7X can also utilise shorter runways, enabling it to take-off and land at smaller airports. www.airpartner.com

10 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

Russians attach importance to ﬂying in the newest aircraft

» BSI OK FOR EU ETS THE British Standards Institution (BSI) has been approved as a verifier of data for the EU Emissions Trading Scheme. BSI is working with a number of operators to ensure their data is approved and reports submitted before the deadline of 31 March 2011. www.bsigroup.co.uk

» EMITTER’S TOOL THE European Commission has approved the Small Emitter’s Tool for aircraft operators under the EU Emission Trading Sscheme. The Small Emitter’s Tool is a template spreadsheet into which the Operator must input the aircraft type and the distance flown for each individual flight; it then gives an estimate of the amount of CO2 emitted during the flight. The Tool can be downloaded from the Eurocontrol website. www.eurocontrol.int

» FLY YOUR OWN ECLIPSE

Luxurious interior of the Falcon 7X.

THE first shared ownership scheme for the Eclipse VLJ has just taken delivery of its first aircraft. The scheme is called Speedflight and has been launched by FlyMustang – a similar scheme for the Cessna Mustang “proved too costly for private owners”. Owners will always fly with an experienced pilot and operate to Standard Operating Procedures (SOPs) written by Speedflight, thus reducing insurance costs. www.speedflight.co.uk

» ARGUS REGISTRY ARGUS has launched an online registry of charter operators who feature in the ARGUS Charter Evaluation and Qualification (CHEQ) rating. Currently, there are 418 charter operators worldwide holding a Gold, Gold Plus, or Platinum rating. www.aviationresearch.com

You’re past the age when anyone should force you to sit up straight. The executive cabin. It can be one of the pleasures of moving up to a business jet. Unfortunately, other manufacturers outsource their interior design after the airframe design is complete, resulting in less-than-comfortable trade-offs, such as seats that don’t recline. With the Citation Mustang, Cessna’s in-house interiors team worked directly with the airframe engineers to maximize cabin comfort at a structural level. So, your passengers can settle in, lean back, and enjoy the flight.

CALL US TODAY. DEMO A CITATION MUSTANG TOMORROW. 00-800-6060-0008 | p1.CESSNA.COM

The Citation MUSTANG

Cessna101628 Mustang Sit Up P1.indd 1 BAILEY LAUERMAN Cessna Cessna101628 Mustang Sit Up P1 Cessna101628 Pub: P1 Color: 4-color Size: Trim 210mm x 297mm, Bleed 216mm x 303mm

9/7/10 2:02 PM

NEWSROOM

P1 NEWS

»AIR PROX REPORT

Near-miss over London Level bust by German business jet takes it close to Turkish airliner THE UK’s Air Accident Investigation Board (AAIB) has made five recommendations following a serious near-miss over London between a Cessna Citation business jet and a Boeing 777-300ER airliner. The Citation, registration D-ITAN, had departed from London City Airport and was climbing out when it came very close – within 100-200ft – of the Turkish B777, registration TC-JJA, which was turning base leg for London Heathrow. The synopsis of the AAIB report says: “The crew of D-ITAN were cleared to depart London City Airport on a DVR 4T SID, which required them to climb initially to 3,000ft amsl. They read back their cleared altitude as 4,000 ft, an error that was not noticed by the Tower controller. “At about the same time, TC-JJA was cleared to descend to an altitude of 4,000 ft while turning onto a southerly heading prior to intercepting the ILS for Runway 27R at Heathrow Airport. “D-ITAN climbed through 3,000 ft while turning right and passed TC-JJA on a nearly reciprocal heading approximately 0.5 nm away and 100 to 200 ft below. TC-JJA generated three TCAS RAs [Resolution Advisories – Ed] in short succession but the aircraft did not follow the commands. D-ITAN was unable to generate RAs. The crew of D-ITAN saw TC-JJA in time to take effective avoiding action.” The commander of D-ITAN later stated that he interpreted the ATC clearance from London City Airport as a climb to 4,000 ft “non-standard to the published outbound departure route”. He believed his TCAS equipment was serviceable and stated that at no time did it display a TA4 [Traffic Advisory – Ed]. The commander of TC-JJA stated that on receiving the TA he adjusted the range scale on his display and tried to acquire the traffic visually. He recalled a “very

German Citation took off from London City and climbed...

RADIO TRANSMISSIONS 1 THY1991 RT: TCAS ‘TRAFFIC’ in background 2 THY1991 RT: Reporting a traffic alert 3 THY1991 RA Downlink: crossing descend RA 4 THY1991 RT: “CROSSING DESCEND” 5 THY1991 RA downlink: crossing descend RA 6 RT to THY1991: confirmed other a/c bust its level and asked whether THY1991 could climb to 5000ft 7 THY1991 RA Downlink: increase descend RA 8 THY1991 RA Downlink: increase descend RA 9 THY1991 RT: “FIVE THOUSAND FEET” 10 THY1991 RA downlink: reverse climb RA 11 THY1991 RA downlink: reverse climb RA 12 THY1991 RA downlink: reverse climb RA 13 RT to THY1991: traffic passed behind brief RA to descend” but noticed from the TCAS display that the trafﬁc was passing the three o’clock position and climbing, and he judged that a descent would only increase the risk of collision. The commander reported that, on receipt of the reversal climb RA, he took control, disengaged the autopilot and followed the RA guidance. The only person to see D-ITAN was a pilot occupying the right observer seat who saw it pass west of them at an estimated 100 to 200 ft below.

... almost into the path of a descending Turkish 777.

AAIB’S RECOMMENDATIONS 1 It is recommended that the UK’s National Air Traffic Services (NATS) demonstrates to the UK Civil Aviation Authority (CAA) that appropriate mitigation has been put in place to reduce significantly the risk of an accident resulting from a level bust by an aircraft departing London City Airport or on the base leg turn positioning to land at London Heathrow Airport. 2 It is recommended that London City Airport amends all Standard Instrument Departures (SIDs) so that they terminate at an altitude of 3,000 ft. 3 It is recommended that London City Airport removes Step Climb procedures from its Standard Instrument Departures (SIDs). 4 It is recommended that the Directorate General of Civil Aviation of Turkey ensures Turkish Airlines TCAS training complies with the Airborne Collision Avoidance System Training Guidelines contained in ‘ICAO PANS-OPS (Doc 8168)’. 5 It is recommended that the UK CAA considers whether the carriage of TCAS II should be mandated for aircraft operating in those parts of the London TMA where London City Airport SIDs interact with traffic positioning to land at Heathrow Airport.

www.aaib.gov.uk

Train for upset recovery with Tucker

US display pilot Sean Tucker offers upset recovery training. 12 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

US display pilot Sean D Tucker and brokers jetAVIVA have launched a Light Jet Upset Recovery Training course. Tucker already runs the Tutima Academy of Aviation Safety, a leading aerobatic and upset recovery training school, and the new course is geared towards general aviation’s light jet owner pilots. It follows a recent announcement by the FAA urging commercial operators to begin incorporating ‘Enhanced Upset Recovery Training’. A recent NASA study demonstrated that Loss of Control (LOC) scenarios continue to outpace other

factors as the leading cause of fatal accidents in the last 20 years. To help combat LOC accidents, the course covers LOC scenarios and aerodynamics with a speciﬁc emphasis on LOC psychology. The three-day course utilises Extra 300L and Pitts S2B/C, giving pilots the ability to experience all ﬂight attitudes and to test the edges of the aerodynamic envelope in a safe and structured environment under the guidance of some of the world’s top aerobatic instructors. www.jetaviva.com

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NEWSROOM

Unusual canard and pusher configuration for Cobalt Co50.

»GENERAL AVIATION

French launch Cirrus rival Cobalt Co50 launched at EAA AirVenture, Oshkosh BRAND new ﬁve-seat pistonengine aircraft called the Cobalt Co50 was unveiled at this year’s EAA AirVenture at Oshkosh at the end of July. Cobalt Aircraft Industries is a French company and has been working on the Co50 since 2002. Cobalt became a company in 2007. Aerospace engineer David Loury is the CEO. He said: “We’re very excited to introduce ourselves and the Co50 at EAA Airventure. The Co50 is a culmination of seven years of thorough design, prototyping, and stress testing. "We’re now getting ready to do ground

static, dynamic, and first stages in flight testing to prepare for certification.” The aircraft is a clean sheet design with the engine, a 350hp twin turbo Continental, mounted at the back in a ‘pusher’ configuration. Cobalt says that not does this give an outstanding view ahead for the pilot and passengers, but it also minimises the front area thus reducing drag. It has a Canard type stabiliser wing at the front. Cobalt claims the aircraft features one of the widest cabins in its class at 1.34m, and it is luxuriously appointed with hand-stitched leather upholstery. The whole front end and canopy hinges

DC-3s ﬂy-in to celebrate 75 MORE than 30 DC-3s ﬂew into Oshkosh this year to celebrate the 75th anniversary of one of the most important utility aircraft. Many have been bought and restored by former regional airline employees - and repainted in the airline colours.

The actual 75th reunion was staged at Whiteside Airport, Illinois, with many of the DC-3s continuing on to Oshkosh. Full story and photos of the re-union can be found on the website below which is also a mine of useful CD-3 info. www.douglasdc3.com

14 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

FAST FACTS C050 Max cruise 245ktas @ 8,000ft Cruise @ 75% 220ktas @ 8,000ft Ceiling 25,000ft Engine TCM Biturbo TSIO550-D2B producing 350hp Seats 5 Useful load 550kg

forward. Its rivals are high-end single piston aircraft such as the Cirrus SR22, Diamond DA50, Cessna Corvalis TT and Mooney Acclaim. First ﬂight of the Cobalt Co50 was due to have been earlier this year but has now been postponed to late 2010. Cobalt aims to start the Type Certiﬁcation process with EASA this year, expecting to take two years to completion. The company's headquarters are next to Toussus-le-Noble Airport in France, 20 min from Versailles, where R&D, Production, Final Assembly, Admin, Sales and Customer Service are all based. www.cobalt-aircraft.com

DC-3 in colours of 'Thunderbird Flying Service'.

P1 BUSINESS AVIATION NEWS BY P1 NEWS TEAM

Cirrus ready for unleaded 94-octane avgas A FIRST positive step towards aviation without 100LL avgas was taken at Oshkosh with the launch of the Cirrus SR22T. It’s powered by a twin turbo Continental TSIO-550-K engine that has been certified to operate on 94 octane Unleaded avgas – not that this fuel is freely available as yet – as well as 100LL avgas. It is not designed to use mogas. Commenting on the SR22T’s development, Cirrus’s Pat Waddick said, “Thinking forward, sometimes years forward, is a hallmark of Cirrus Aircraft. In addition to a quieter operation, lower weight, a smoother ride and many other refinements, the new SR22T offers Cirrus customers a high performance, twin turbo-charged option with the additional benefit of greater future fuel flexibility.” Starting with the latest generation SR22 airframe, design improvements for SR22T include the TSIO-550-K engine with a TCM factory warranty, smoother and lighter nose landing gear and a redesigned cowl with induction inlets and exit air louvers for improved cooling. The SR22T also features new

Ready for unleaded 94UL avgas, the Cirrus SR22T.

Twin turbos with the beneﬁt of future fuel ﬂexibility

environmental control system hardware that supports up to 50 degrees of additional cabin heating capability at all altitudes. Cirrus France Director Regis Masson had ﬂown the second production SR22T from the US to Europe nonstop just before Oshkosh. He said, “I have just crossed the North Atlantic from Duluth to Paris in a new SR22T in

Kestrel & Klapmeier

Kodiak on floats now available.

Kodiak floats THE Quest Kodiak single-engine turboprop is now available with floats following the granting of a Supplemental Type Certificate (STC) for the Wipline 7000 Amphibious Float by the FAA. The Wipline 7000 floats are the latest addition to Wipaire’s products. The hulls have improved rough water handling qualities. The new floats include the traditional Wipline flat top deck for easy loading and safety. The main gear system has been completely

22 hours. It climbs like a rocket to 25,000 feet and a few times I had to reduce power for others to keep up. The airplane runs like a Swiss clock ... it delivers on everything it promises and more!” The SR22T carries a base price of $475,000 and is well-equipped at $525,900. A ﬂight test of the SR22T is in the August edition of LOOP. www.cirrusdesign.com

FORMER Cirrus boss and founder Alan Klapmeier was back at Oshkosh with a new(ish) project – the British designed Kestrel single-engine turboprop. Plans for the six-seat aircraft include creating a base at Brunswick Landing, a decommissioned Naval Air Station, where they will develop, certify and manufacture the composite Kestrel. The Kestrel started life in the early 2000s as the Richard Noble-inspired Farnborough F1, and was intended to be an air taxi from short strips. Among the changes to the aircraft revealed by Klapmeier is that the wing will have a straight leading edge rather than its current complex curve. Fuselage dimensions will also change. www.kestrel.aero

Kestrel turboprop to be developed and produced.

redesigned to improve reliability. “We have quite a few customers for the Kodiak that have been waiting for floats,” said Paul Schaller, Quest President and CEO. “The certification of the Wipaire float is a significant milestone for us and demonstrates the rugged performance capabilities that are inherent in the aircraft’s design.” The ten-place utility Kodiak was built to modern STOL design and was designed from the outset to operate off floats without structural upgrades. www.questaircraft.com

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 15

NEWSROOM

P1 BUSINESS AVIATION NEWS

NEWS BITES

PalmerSport fleet on Bedford's runway.

N-REG RENEWALS OWNERS of N-reg aircraft in Europe must re-register their planes as part of an effort by the FAA to clear out the system. The FAA has 370,000 aircraft on its registry but believes up to 100,000 may be defunct. All those who do not re-register will be cancelled. The cost is between $5 and $130 per aircraft. http://registry.faa.gov

» OXFORD EXPANDS MORE expansion at London Oxford Airport: work has started to create a further 17,800sq m of new high strength apron. At the same time it is resurfacing a further 5,000sq m of established surfaces. Both projects are scheduled for completion by year end. www.londonoxfordairport.co.uk

»NEW AIRPORT

» SECURITY AWARDS

Bedford airport re-opens B Former F1 star Jonathan Palmer opens new runway EDFORD in the UK is back as an operational aerodrome . It's adjacent to the motor sport complex created by former F1 racer Jonathan Palmer. His company, Motor Sport Vision (MSV), plans to offer support and facilities at the aerodrome though its length will restrict the type of aircraft able to operate from there. In February this year, MSV took delivery of a new Beechcraft King Air B200GT and in July, the UK’s CAA licensed Bedford Aerodrome. The King Air will be used by MSV to give more time efficient travel to European motor racing circuits for its Formula Two race operation and to provide faster access for guests to Bedford Autodrome, home of the PalmerSport driving event and the base for the entire 26 F2 car fleet. Palmer is delighted with MSV’s new King Air. “Our requirements were challenging – we needed an aircraft capable of transporting six people comfortably to Europe with loads of luggage, as well as up to nine passengers on a shuttle to Bedford from small airfields like Fairoaks, so it had to be capable of operating from as little as 800m runways for public transport operations. “The King Air B200 is the only aircraft capable of doing this. The latest GT version makes a big difference too – we are getting over 300kt in the cruise. The ability to fly at FL350 to achieve just 450lb/hr fuel flow maximises the range at well over 1,000 miles.” Palmer is an enthusiastic helicopter pilot, holding a CPL(H)/IR licence with over 6,000 hours’ experience and flies the company’s Eurocopter AS355N

helicopter intensively on business. Fellow MSV shareholder Sir Peter Ogden also flies extensively and owns an Agusta 109 Grand. Bedford Aerodrome (EGBF) is a VFR daylight only airfield with declared distances of around 1,000 metres on its 26/08 30 metres wide runway. The site is derived from the eastern 1,100m of the original Royal Aeronautical Establishment (RAE) runway at Thurleigh, which became redundant after the MoD closed its activities in 1993. Palmer says the aerodrome is primarily for visitors to Bedford Autodrome though also ideal for access to local businesses. For public transport flights, up to Category 2 fire cover is available. Achieving a licence for the airfield was quite demanding for MSV, but Palmer is full of praise for the UK CAA. “Apart from the fact that we needed the airfield licensed for public transport flights, I am pleased we have been through the process to achieve a professional facility and operation. We were very appreciative of the helpfulness of the CAA’s Aerodrome Standards team who assisted us in achieving the high standards required in a short timescale.” www.bedfordaerodrome.com

16 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

We needed an aircraft capable of taking six people to Europe, operating from as little as 800m

A PROJECT to unearth new ideas to enhance aviation security has been launched by Thales UK. It is aimed at small, medium or large-sized business and academic institutions. “This is a dynamic, innovative project designed to discover, trial and showcase emergent security technologies, solutions and ideas. These will be validated through trials and analysis,” said Thales. www.intellectuk.org

» BARON TO LCY BEECHCRAFT’S piston twin, the Baron G58, has become the only aircraft in its class to be approved for operations at London City Airport. The airport’s city location and steep approach mean aircraft must demonstrate the necessary performance and receive approval from EASA and the Airport. Barrie Prescott of Conciair Charter Services, who utilises a Baron 58, is the ﬁrst operator with this capability. www.conciair.co.uk

» BOY WONDER A STUDENT PILOT has completed his CPL. ME and IR, and his ATPL exams, on his 18th birthday. Belgiumborn Milan Tomasevic, who was educated in Moscow and speaks Russian, studied at Stapleford Flight Centre, UK. He’s now taking a holiday before returning for an MCC course. www.ﬂysfc.com

» WORLD CUP FEVER!

Jonathan Palmer with MSV's King Air.

MORE than 180 jets were parked at South Africa’s Lanseria Airport at the height of the 2010 World Cup this summer. Airport Manager, Gavin Sayce said, “It was extremely satisfying to see how the airport community came together, sharing manpower and equipment." www.lanseria.co.za

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TALK K PATRICK MARGETSON-RUSHMORE

PATRICK MARGETSON - RUSHMORE Patrick is chief executive of London Executive Aviation, one of Europe's largest executive air charter operators. The company has a worldwide AOC and provides aircraft management and air charter services. Its diverse ﬂeet contains King Airs and Citation Mustangs through to the Falcon 900EX longrange jet. www.ﬂylea.com

Flying money into the UK (legally!) Business aviation has a role to play in regeneration of neglected areas ONE only has to read a newspaper or watch TV news to know that large sectors of the media – and therefore the public – believe business jet aviation to be an unnecessary luxury. Perception, of course, is one thing. The reality, as those of us who work in aviation know, can be very different. Putting aside the indisputable benefits of business jets to individuals and companies, executive aviation is a significant force in a national or regional economy. One of the best examples of this point is the vital role business jets play in the world of corporate hospitality. Corporate hospitality, just like executive aviation, is often decried as being nothing more than an extravagant luxury for the rich and famous. I disagree, because I want to look at the bigger picture, the long-term and far-reaching economic benefits. Corporate hospitality has become a fundamental part of every modern major sporting and entertainment event. Any significant 21st-century stadium will be designed with corporate boxes, and possibly conference facilities and even a hotel if appropriate, to ensure the stadium generates revenue far beyond mere ticket sales. Where do business jet operators fit into this process of inward investment and economic growth? Well, for a start, many of the most significant business deals are conceived in the stress-free environment of a social meeting. (The annual Allen & Company Sun Valley Conference, an informal ‘jamboree’ for media moguls, is credited with having given birth to General Electric’s £20bn sale of its majority stake in NBC Universal to Comcast.) Personal relationships spark ideas and those ideas lead to opportunities. But the kind of major players capable of hatching those deals do not fly around on commercial airlines. They’re far too busy for all those queues and delays. When your diary is full of international appointments every day, you need the time-saving speed and convenience of a business jet.

Since we began operations at London Executive Aviation (LEA) in 1996, the connection between the corporate world and the sporting world has only strengthened with each passing year. So far in 2010, for example, we have already enjoyed the business surrounding the Six Nations Rugby Tournament, which saw flights criss-crossing Europe throughout February and March. We saw surges in traffic for the tennis at Wimbledon in late June and early July, and for the British Grand Prix at Silverstone in July. Horse racing is another favourite, especially Deauville in Normandy in August. Now we are looking forward to Ryder Cup golf in Wales in October. In fact, the Ryder Cup is a very good example of my point. Corporate hospitality, by definition, brings top business people and entrepreneurs to areas they might not otherwise visit, opening their eyes to the possibilities of a region far beyond the mere hosting of a sports event. And you don’t need to take my word for it – here is what Welsh Assembly member Sandy Mewies, chair of the Communities and Culture Committee, has to say. She observes: “The evidence suggests major sporting events have the potential to have positive impacts within specific areas, or even on the whole country. But such impacts can fade away once the crowds have gone. We need to ensure that strategic plans are in place for major sporting events in Wales to leave behind more than memories.” The best example of my point, of course, is the biggest sporting event of them all. We operate seven bases around London, so to

The players capable of hatching such deals do not fly on airlines with all the queues and delays

say we are excited about the prospects of the 2012 Olympics is an understatement. An airport like London City, one of our bases, will be as close to the action as it is possible to be, literally in the shadow of Canary Wharf and practically next door to the City and the main Olympics stadium in Stratford. There will be a lot of interest from people who want to ﬂy in to watch the Games with the minimum of fuss. London Southend Airport, where we carry out routine maintenance on our aircraft, is another case. The airport is investing millions in new terminal and rail facilities, very much with the Olympics in mind, which goes to show the value of major sporting events to a local economy is beyond question. Not only are jobs created as part of any required construction work, but long-term employment, directly and indirectly, is created too. Again, like a stadium, new transport infrastructure remains of practical and commercial value to a community long after the event in question has moved on. There are people who say the Olympics will not really deliver as much as is promised to London; that the Games will be a 17-day party arriving with fanfare but leaving a legacy of expensive new buildings sitting idle for years afterwards. Similar accusations are levelled at initiatives such as the ‘European Capital of Culture’. Clearly, I disagree with these critics. Planning and lateral thinking are the keys to turning a short-term boom into a long-term opportunity. Organisers of huge events, like the Olympics, will always consider economic impact when choosing locations. They are eager to showcase the potential of neglected areas in a city or country (with this summer’s football World Cup in South Africa being a perfect example). But a showcase only works if the right decision-makers come to look around. If you want to bring wealth to a region, you can do a lot worse than to start by bringing wealthy individuals to that region, the kind of people who can really make a difference when they see potential. These people ﬂy in business jets.

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 19

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NEWSROOM

UP AND COMING

What's on, where Useful dates for you and your clients.. SEPTEMBER 15-17 Jet Expo, Vnukovo 3 Airport, Moscow, Russia. Business aviation show. www.jetexpo.ru 17-19 Goodwood Revival, Goodwood Motor Racing Circuit, West Sussex, UK. www.goodwood.com 21 Business & General Aviation Day, Cambridge, UK. www.ebanmagazine.com 22-25 Monaco Yacht Show, Port Hercules, Monaco. Europe’s top yacht show. www.monacoyachtshow.com 23-24 Light Jets Europe 2010, Oxford, UK. Conference. www.miuevents.com 24-26 Singtel Singapore F1 GP. www.formula1.com 28-30 MRO Europe, ExCel, London, UK. www.aviationweek.com

OCTOBER 1-3 Ryder Cup (golf), Newport, Wales. www.rydercup.com 2-3 Prix de l’Arc de Triomphe (horseracing), Longchamp, Paris, France. www.prixarcdetriomphe.com 3-14 Commonwealth Games, Delhi, India. www.cwgdelhi2010.org 5-7 Helitech Europe, Cascais, Portugal.

www.helitecheurope.com 6 Horse of the Year Show, NEC, Birmingham, UK. www.hoys.co.uk 8-10 Japanese F1 GP, Suzuka. www. formula1.com 13-14 Aero Engine Expo, Hamburg, Germany 19 Flight Ops Safety Conference, Royal Aeronautical Society, London, UK. www.raes.org.uk 19-21 NBAA, Atlanta, Georgia, USA. www.nbaa.org 22-24 Korean F1 GP, Yeongam, South Korea. www.formula1.com

25-28 Dubai World Championship Golf. www.dubaiworldchampionship.com 25-7 January 2011 The Ashes (cricket), Australia. www.ecb.co.uk

NOVEMBER

LOOKING AHEAD TO 2011 MARCH

2-4 Dubai Helishow, Airport Expo, Dubai, UAE. www.dubaihelishow.com 5-7 Petrobas Brazil F1 GP, Sao Paulo. www.formula1.com 7 ING New York Marathon, Central Park. www.nycmarathon.org 11-14 Rally of Great Britain, HQ Cardiff. Final round of World Rally Championship 2010. www.walesrallygb.com 12-14 Etihad Abu Dhabi F1 GP, Yas Marina. Final race of the 2010 season. www.formula1.com

DECEMBER 2 FIFA World Cup D-Day, FIFA HQ, Zurich, Switzerland. FIFA announces host nations for 2018 and 2022 World Cups. www.ﬁfa.com 3-5 Davis Cup Final (tennis), location tbc. www.daviscup.com 7-9 Middle East Business Aviation Show (MEBA), Dubai. www.meba.aero

5-8 Heli-Expo 2011, Orlando, Florida, USA. www.rotor.com

APRIL 13-16 AERO 2011, Friedrichshafen, Germany. www.aero-expo.com

MAY 17-19 EBACE, Geneva, Switzerland. www.ebace.aero

JUNE 20-26 Paris International Airshow, Le Bourget, France. www.salon-du-bourget.fr PHOTO Prix de l'Arc de Triomphe

2-3 OCTOBER 2010 PRIX DE L'ARC DE TRIOMPHE LONGCHAMPS, PARIS, FRANCE

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 21

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FLIGHT TEST GLOBAL 5000

Global domination Bombardier's Global 5000 is an astonishing aircraft, capable of trans-continental journeys yet able to land in short strips. John O'Connell ďŹ&#x201A;ew it for P1

FLIGHT TEST PHENOM SGSGSGSG

HE Global 5000 is Bombardier’s high speed, stylish, luxurious and technologically advanced, long range corporate jet. The 5000 comes from good stock, developed using the knowledge gained from Bombardier’s experience in producing long range business jets such as the Global Express. Bombardier Aerospace is based in Montreal, Quebec and since the acquisition of Canadair, Shorts Brothers, Learjet and De Havilland Canada the company has 26 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

Eight pax from Europe to LA in luxury and quickly

climbed to the top of the aerospace industry, becoming one of the world’s largest aircraft manufacturers in terms of quantity of aircraft produced per year, both in the civil and military markets. First ﬂown on 7 March 2003, the Global 5000 has a range of 5,200 nautical miles (9,680 km) at an average speed of Mach 0.85. This aircraft has the ability to carry eight passengers non-stop from mainland Europe to cities such as Los Angeles and San Francisco in unsurpassed luxury and in amazingly quick time. Various components of the 5000 are manufactured throughout the world. For example, the wings come from Japan, engines from Germany, fuselage and empennage from Northern Ireland. All the elements are assembled in Toronto, Canada and completed in Montreal. It

Parts of the Global 5000 come from all over the world to be assembled in Toronto and completed in Montreal.

really has an international feel. The 5000 has multiple redundancy features built in to many of its systems including electrics, hydraulic and fuel systems. It was designed with ETOPS (Extended-range Twin-engine Operational Performance Standards) in mind and comfortably ticks all of the required boxes. With a max speed of Mach 0.89, the 5000 has a maximum occupancy of three crew and 17 passengers. This cutting-edge leader is said to ‘outclass all competitors in one afﬁrming declaration of style and performance’. When asked by P1 to do an air test on this impressive machine, as you can imagine, I was quite pleased. The ﬂight took place from Farnborough Airport, the week following the Farnborough International Air Show 2010. On the morning of the

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 27

FLIGHT TEST GLOBAL 5000

GLOBAL LUXURY Bassam Sabbagh is VicePresident and General Manager of Global Aircraft and has the tough job of steering the manufacturer through the worldwide recession. Q How has Global coped in these tough times? A Well, large aircraft seem to have suffered the least compared with smaller aircraft. We have taken two approaches. First, we have worked closely with our customers to make it as easy as possible for them to deal with the [finanicial] crisis. Second, internally we have made sure we are as efficient as possible, controlling our costs. Q Who are your customers? A Typically, three categories: 1 High Net Worth individuals who demand the best. 2 Public corporations looking for a business tool to allow them to travel globally. 3 Government agencies transporting people and also for special missions. Q Given the aircraft and customers all over the world, managing the supply chain must be a challenge? A It's a matter of getting organised. Logistics is the backbone of any business. We [Bombardier] have a wide line of products and a lot of solid industry suppliers across the world – a full network of authorised service centers as well as company owned ones. It's difficult to manage but a core part of our business. Q How are you managing environmental concerns? A Green issues are a priority for Bombardier, not just for Global. All our development is concentrated on making our products greener, more efficient with less fuel consumption, and using materials that are envirnomentally friendly.

flight I was introduced to the crew I would be flying the 5000 with. Theye were former F-18 pilot and now Bombardier demonstration pilot, Captain Bruce Duggan, and Safety Captain Michael Kohut, both of whom have masses of experience on type and know the 5000’s systems and capabilities intimately. We had a thorough brief followed by a pre-flight walk-around of the machine. As with all walk-around checks, you get a good chance to inspect the exterior design features of the aircraft. Being up close to the 5000 really gives you an indication of how large the aircraft actually is. At 96.8 feet in length, the fuselage looks larger than other jets in its class, but it is sleek and well proportioned. In my opinion, the 5000 is a purposeful looking machine with great ramp appeal.

INCREDIBLE THRUST The two Rolls-Royce BR710A2-20 full FADEC turbofan engines produce an incredible 14,750lb of thrust each and are mounted on either side of the empennage. The power plants are ‘decoupled’, which means they are positioned behind the passenger cabin which greatly reduces vibration and noise reaching the cabin. The transonic wings look elegant and super-clean. They include winglets and have a sweep of 35 degrees. Control surfaces include leading edge slats, ailerons, spoilers, speed brakes and a ﬂap system which covers a large proportion of the trailing edge. The wing is an incredible design; when clean it gives speeds of up to mach 0.89, yet when the leading edge slats and the ﬂaps are extended the wing enables the aircraft to approach at REF speeds as low

28 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

as 114kt. This gives the 5000 incredible short-ﬁeld performance and this is the case at temperatures up to ISA +20. The 5000’s T-tail is quite imposing and has a span greater than the wing on many smaller jets. The main undercarriage consists of two large wheels on each leg, carbon brakes plus heavy duty trailing link suspension. A noticeable feature is the relatively narrow track of the main gear, 14 feet, in relation to the overall wing span of 94 feet – this is quite noticeable. The doublewheeled nosegear looks strong and well constructed and steering is controlled by a tiller which is located on the PIC side of the cockpit. An interesting component is the RAT (Ram Air Turbine) which is concealed in a compartment beneath the cockpit on the co-pilot’s side. The RAT will extend automatically if there is a total loss of electrical power or hydraulic pressure. The time it takes for the RAT to deploy depends upon the phase of ﬂight and ranges from instantly to a maximum of 14 seconds. The main entrance door is electrically lowered and raised; it is located on the port side of the fuselage behind the cockpit. The baggage bay door is also located on the port side beneath the engine pylon, and is large enough to cater for pretty much anything (luggage-wise) you can think of. The cockpit is vast by bizjet standards. Pilots’ seats are big and comfortable and there is plenty of space around them. There is a nice amount of storage space outboard of each pilot seat – a rarity in the bizjet world – and a good amount of travel on the seat rails making it easy to get in and out of both seats. Comfort

MADE TO MEASURE

was obviously high on the agenda when Bombardier designed the flightdeck and what you need when on a 5,000-plus mile flight. There’s nothing worse than being crammed into a ‘sardine tin’ cockpit for hours on end! From a pilot’s perspective it is nice to know Bombardier have taken the time to enhance the flying experience at the sharp end. There are two standard but well designed control yokes which are pillarmounted and adjustable rudder pedals. The (FADEC) power levers which are part of the auto-throttle system are located on the centre console along with the triple FMS, Nav, Com, audio panels, speed brake lever and flap/slat control. The park brake lever is positioned at the rear of the centre console – it was easy to access and the possibility of accidently releasing the brakes is minimal, unlike some other aircraft. All of the controls on the centre console looked solid. I thought the cockpit had a very modern ‘pilot friendly’ feel to it and immediately felt at home.

STANDARD AVIONICS The aircraft I flew had the ‘up until now’ standard Honeywell Primus 2000 XP avionics suite with six (LCD) Liquid Crystal Display screens – three for each pilot, three (FMS), a ‘jet fighter like’ Rockwell Collins (HUD) Heads Up Display which provides the crew with advanced flight information, and an (EVS) Enhanced Vision System. As of 2011 the Rockwell Collins Pro-Line Fusion avionics suite will become the standard fit for the 5000, which includes four 15-inch high resolution (LCD) Liquid Crystal Display screens arranged in a T-shape and the Rockwell Collins (HUD) Heads up Display.

T-tail is imposing and has a span greater than the wing of many jets

The Global Completion Select materials construction – they have Centre at Bombardier's and colours in the a structural role as well HQ at Montreal Airport Global showroom as having to be light and houses a big surprise. Not at Montreal, fire-proof. The individual only is there a luxurious then everything parts are then finished showroom where clients is hardmade by with whatever exterior can choose materials master craftsmen veneer is specified. The for their jet, but there's and installed. quality control at this a whole manufacturing stage is mind-boggling! area staffed by master The veneer is sanded craftsmen making all the cabinets many times using the finest grade and finishes that will eventually end abrasive paper, then varnished, up in a Global 5000 or XRS jet. sanded, varnished, inspected and the The showroom – known as the minutest blemish corrected before it 'speccing room' – has hundreds of goes for polishing. Over 500 litres of leathers sourced from European varnish are used per aircraft and the cows, and countless wafer thin finished item is stunning in its quality. veneers of wood and stone from all "Our customers are very picky," said over the world. Once you've chosen one Bombardier manager. the wood, the log it is going to come The aircraft are then fitted out from is set aside for your project. with all the seats, systems, cabinets Clients can also specify the etc – remembering of course that floorplan, systems and cabinet everything has to go in through the layout, interior finishes and exterior main cabin door. That means large paint design, china, crystal, avionics items such as the galley may have to and the cabin infortainment and be re-assembled inside the aircraft. management systems. Bombardier makes this job slightly The cabinets are all made on the easier with special 'nose-in' bays spot. Special aluminium honeycomb where the installers are on the same boards are used for the main level as the door. September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 29

FLIGHT TEST GLOBAL 5000

The Pro-Line Fusion system gives the crew such information as electronic checklist, maps with graphical ﬂight planning, integrated Cursor Control Panel (CCP), Synthetic Vision System (SVS), Enhanced Vision System (EVS), dual Integrated Flight Information Systems (IFIS) with electronic charts and enhanced maps, Future Air Navigation System (FANS), Controller-Pilot DataLink Communication (CPDLC) and MultiScan Weather Detection system. The new cockpit is known as the Global Vision Flight Deck and will lead to much improved situational awareness. For the ﬂight I sat in the left seat. I’m

familiar with the Primus 2000 avionics suite, so I just cracked on with helping Bruce to set up the 5000 for departure which included inputing the ﬂightplan into the FMS and also setting up the V speeds for departure. We began with the standard pre-start checks and once we had received our start clearance, it was just a matter of ﬂicking the start switches, one at a time. With most FADEC controlled engines this is the easy part of the job; all you have to do is monitor the start sequence for any abnormalities and off you go. The aircraft required surprisingly little

30 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

I had to remind myself of almost 100ft of wingspan

power to move off stand and after a quick brake check we were on the move. The tiller is light, effective and the aircraft feels surprisingly small, so much so, as I taxied along I had to remind myself the machine has almost 100 feet of wing span. The tiller gives 70 degrees of sweep either side and with this level of travel available, the 5000 is quite manoeuvrable on the ground. Vision from the cockpit is good and it was quite easy to see the winglets without having to strain my neck. We completed the taxi checks which included ensuring the auto throttle, trim (stab), ﬂaps, V speeds and FMS were

Interiors can be almost anything you want so long as its fireproof and meets the regs. Right, galley has a wet and a dry side, with fridge and cooker.

set and checked for departure. As we approached the hold point for runway 24 we had a final review of the departure briefing and then it was time to go. We lined up. I confirmed the nosewheel was straight and I slowly advanced the power levers. I put some into-wind aileron on to counter a slight crosswind from the right. The application of power was smooth, and as the power increased I could feel the auto-throttle take over. It was possible to feel both levers pull forward automatically. Bruce called airspeed alive both sides and within eleven seconds of full power being

applied, calls ‘V1’ and ‘Rotate’ were made. With an incredible VR of 95kt and V2 of 120kt, we were airborne on the numbers at Farnborough - this means all we used was the displaced threshold for our take-off run. The rotation was smooth, I just flew the command bars on the flight director, trimmed the 5000 for the climb and the speed sorted itself out. The control forces were firm but smooth, and the aircraft felt very stable to hand-fly, bearing in mind it was a showery day in the London area with lots of turbulence around. I felt confident with the 5000 quite quickly – a lovely honest aircraft to hand-fly.

ENGAGE AUTO-PILOT

Very stable to hand-ﬂy, bearing in mind lots of turbulence around

Bruce engaged the auto-pilot and we continued to climb out to the west of the London area. The anti-ice system was set to automatic and as we climbed through visible moisture at 10 degrees Celsius and below SAT, it came on without any input from us. Using the Vertical Speed mode on the Flight Guidance Computer located on top of the instrument panel, I selected 3,200 feet per minute rate of climb. We climbed initially at 250kt indicated up to FL100, and above FL100 the speed automatically increased to 300kt indicated. All this time the auto throttle did all of

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 31

FLIGHT TEST GLOBAL 5000 FLIGHTDECK

1 2 3

Electrical Management System Control Display Unit [EMS/CDU] – one each side Primary Flight Display [PFD]. One each side showing flight information.

Multi Flunction Display [MFD]. One each side showing GPS moving map, weather radar, and traffic proximity from the TCAS.

Engine Indication and Crew Alerting System displays [EICAS] . One each side. An at a glance graphic depiction of essential operating systems.

Integrated Electronic Stanby Instruments including Artificial Horizon, Air Speed Indicator and Altimeter.. 1

Flight Management System Control Display Unit [FMS/CDU]. One each side. FMS input controls below the screen.

Landing Gear Panel and below, the GND Lift Dumping & Autobrake Panel.

8 9

Radio Management Units. One each side.

Engine Control Panel (partially hidden by throttle quadrant) with below it, the throttles on the right, Flight Spoiler Lever on the left and the EICAS Control Panel below them (see item 4 above).

MFD Control Panel - one each side. Below it Weather Radar Control Panel and the Audio Panel. On the left side only, below that is Trim Panel.

On the left is the Parking Brake Handle, and on the right is the Slat/Flap Selection Lever. The Global 5000 has both leading edge slats and Fowler flaps.

Cockpit lights panel and misc panel. Just below this (not in photo) is the Ram Air Turbine manual release lever, and also the Landing Gear manual release handle.

the work and all I did was monitor the instruments and navigate using the FMS. We climbed to FL390 at a vertical speed of 3,000ft/min at mach 0.80. At higher levels, the aircraft remained smooth and noise in the cockpit was minimal. The 5000 has the lowest cabin altitude of any civilian aircraft [6000ft up to 45,000ft, 7230ft at 51,000ft]. At this point we had a look at the multiple redundancy systems of the 5000. The opportunity did not arise to do any low speed ﬂying or upper level general handling due to ATC restrictions. The sortie was conducted pretty much as an everyday

flight, however this offered me the chance to see how the 5000 operates under realistic normal day to day circumstances and I can say it was very user friendly. I also had a chance to play with the HUD and EVS system. I was impressed and can see why this type of technology is the way forward. At one point Bruce asked me to fully extend the speed brakes. We were in level flight and there was very little vibration or noise. It was hardly noticeable – a good feature for passenger comfort. I must say, the whole experience of flying the 5000

32 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

We made use of the paperless cockpit – the EFB

seemed to be very straightforward. We started our descent back to Farnborough and at this point I was beginning to feel more conﬁdent with all of the 5000’s systems. As we returned to Farnborough we made use of the paperless cockpit facility available in the cockpit. The (EFB) Electronic Flight Bag was relatively easy to use, well positioned (just to my left and above the tiller) and showed the aircraft position on the arrival and approach plates. We were vectored onto a downwind position for a visual approach to

9 8

Global 5000's cabin is the longest and widest in its class, and it's also 6ft 3in high.

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 33

FLIGHT TEST GLOBAL 50 0 0

runway 24 at Farnborough. At this point I disconnected the auto-pilot and continued to hand-fly the aircraft. Making full use of the auto throttles, again I followed the flight director as Bruce extended the slats and flaps. I made the base turn at about five miles, and then onto the final approach. I called for ‘gear down’ and ‘before landing checks’ which were pretty straight forward, but the most noticeable aspect of this phase of flight was the REF speed of 114kt! Unbelievably low approach speed for this size of jet. Once again, there was a crosswind from the right with some turbulence thrown in for good measure. The aircraft was rock solid on final approach - all it took was tiny control inputs to fly what was becoming a very smooth experience. At about three miles I put my right hand back on the power levers just in case I needed to override the auto throttle, but the system did not need any help from me - the speed was absolutely nailed. As I approached 50 feet I fed in some left rudder to keep the aircraft straight, gently flared and retarded the power. I kept the wings level and this machine with almost 100 feet of wing span just sat beautifully down on the runway. I gently lowered the nose and once the nosewheels kissed the runway, again I had full control of the power levers and I deployed the thrust reversers. With a little encouragement from the brakes, the 5000 slowed to a walking pace. The 5000 is a very comfortable aircraft to land. As we taxied back on stand we carried out the after landing checks followed by shutdown checks. I could quite happily have flown the 5000 all day.

LARGEST INTERIOR At 45 feet 9 inches long, 8 feet 2 inches wide and 6 feet 3 inches tall, the passenger cabin has the largest interior in its class. This spacious cabin has a flat floor and LED lighting. There are two lavatories, one crew lavatory behind the cockpit and a large well appointed lavatory at the back of the cabin. The baggage hold has a large amount of space and is accessible from the rear of the passenger cabin. The ethernetbased (CES) cabin electronic system is excellent. There are large LCD monitors at the front and rear of both cabins. This combined with an airliner type waste water system makes it one of the most advanced passenger cabins available. On the aircraft I flew, the passenger cabin was split into two sections, a large forward suite and a private aft ‘state room’ which is the quietest section of the aircraft. It had a fold-out double bed and two fully reclining and fully adjustable seats. My most lasting impression of the passenger cabin was the quality of workmanship on the internal fittings. The 5000 I flew was a demonstration aircraft which had over 600 hours and many thousands of air miles, not to mention the hundreds of people who have been in the cabin at various demonstrations and air shows throughout the world, yet there was no sign of wear or damage on any of the internal fittings. There seemed to be a real emphasis on attention to detail which I feel is lacking on some other biz-jets. The galley is located between the main entrance door and the passenger cabin. It is well kitted out and has lots of storage space on both sides. There was a sink, an oven and even a coffee machine. The

34 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

Wing on the 5000 is a work of art, allowing a speed range from Mach 0.85 down to an approach speed of 114kt

work surfaces were marble and a good usable size. The whole area looked very smart. The crew lavatory – bigger than lavatories on most biz-jets – is located on the starboard side between the galley and the flightdeck. There is also quite a lot of useable storage space on the port side behind the flightdeck. The jump seat is located between and behind the pilots. Overall the Global 5000 is an exceptional aircraft in all areas. It is well designed and is a joy to fly. This business jet has really set the bar very high. The only downside for me is, with the long range of this aircraft, I would have to buy a bigger suitcase!

FACT FILE

The aircraft was rock solid on ﬁnal approach

Global 5000 CATEGORY Super-large jet BASE PRICE $xxxm MAX CRUISE Mach 0.89 NORMAL CRUISE Mach 0.85 RANGE 4800nm @ 0.89M CLIMB 20.3min to 41,000ft CEILING 51,000ft TAKE-OFF DIST 1524m LANDING DIST 823m MTOW 39,780kg EMPTY 23,054kg FULL FUEL PAYLOAD 508kg FUEL CAPACITY 16,112kg WINGSPAN 28.6m CABIN LENGTH 12.94m CABIN HEIGHT 1.91m CABIN WIDTH 2.49m PAX SEATS 8-17 ENGINES 2 x Rolls-Royce BR710A2-20 POWER 2 x 14,750lb AVIONICS Honeywell Primus 2000xp MANUFACTURER Bombardier

Air & Ground Aviation www.airandground.com AirPart Supply Ltd www.airpart.co.uk Aerolithe France www.aerolithe.fr

Tel: + 1 (702) 982-7089 Fax: + 1 (702) 982-6925 web: www.STARTPAC.com Las Vegas, Nevada

SERIES OPERATING LIGHT JETS PART 3

HIGH AND FAST Making the move from piston to jet? Nick Heard continues his series examining the issues involved in operating a light jet

F you are going to operate a light jet, you are certainly going to want to fly it at high altitude to get the best benefit from it. Whilst you may already be familiar with flying high performance piston types up to say FL200, light jets give you the ability to fly up to FL400. Things are a lot different up there, and that is my focus for this month’s article. As part of the JAR type rating requirements, you will have to complete the High Performance Aircraft theory course, unless you have completed it before, or unless you have completed ATPL theory exams. The HPA course goes into some of the material that I will mention here. The main features to concern the light jet pilot at high altitude, of course, are the much-reduced density of the air, coupled with extremely cold temperatures. The relationship between IAS and TAS becomes far more pronounced: at FL250, TAS is around 50% greater than IAS (eg 200 KIAS gives 300 KTAS); at FL400, TAS is double IAS (200 KIAS gives 400 KTAS). ISA temperatures for these levels are -36°C at FL250 and -56°C

at FL400, but can be far colder (down to -70°C) in winter. This can cause fuel freezing issues (Jet A1 fuel freezes at around -47°C), but this is unlikely to be an issue for light jets which may well only be exposed to such temperatures for an hour or two. A little more understanding of IAS and TAS is required for flight at high altitude. Your aircraft flies by virtue of its IAS, but TAS becomes the issue when it comes to some aspects of stability, control, and transonic effects. The IAS/TAS relationship at the highest levels means you get more towards the ‘coffin corner’, where the gap on your ASI between the stall and Vmo/Mmo gets very small. It may seem strange that a Mmo limit has to be considered for a light jet, but transonic Mach effects can start to be noticed even as low as 0.7M (around 420 KTAS at high level), especially if manoeuvring in an aircraft with straight (ie non-swept) wings. Certain parts of the accelerated airflow over the aircraft can start to get into the transonic region, resulting in airframe buffet or reduced control as Mach effects bite, such as centre of pressure

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Any major loss of control must be recovered as soon as possible

movement and shockwave formation. So speed monitoring in the cruise, even with auto throttle, becomes paramount to avoid problems. Any major loss of control, the socalled Jet Upset, must be recovered as soon as possible. A Jet Upset at high altitude – perhaps caused by turbulence or through inadvertent stalling – may well result in a combination of undemanded pitch and roll, but will certainly continue with the aircraft pointing downwards and losing height quickly. Without a propeller to provide drag in this nose-down attitude, a jet will accelerate rapidly, possibly into transonic territory again where control in pitch and roll can be affected. The POH will specify a Jet Upset recovery drill, which will probably entail closing the throttles and opening speedbrakes (if ﬁtted). These actions should at least stop further acceleration until denser air is reached as you descend, but control of the aircraft may not be fully regained without a considerable loss of altitude – several thousands of feet possibly. Simulator training in Jet Upset recoveries is vital.

UNFORGIVING ENVIRONMENT In your warm pressurised cockpit, it can be easy to forget how unforgiving the outside environment is to us as human beings. A loss of pressurisation at high altitude requires immediate action – namely, getting an oxygen mask on. At FL250 you have a minute or two before hypoxia causes unconsciousness; at FL400 you have seconds. Practise the actions of donning a mask in a simulator until you are happy you can do it quickly. I would also highly recommend a visit to a depressurisation chamber to undergo training in hypoxia, so that you know the symptoms – this was regular training in the RAF, but is rarely seen in the civilian world, despite some high proﬁle accidents involving loss of pressurisation. Emergency Descent drills should also be regularly practised in the ﬂight simulator, so that you can get down to a safe level quickly. The meteorological situation can be a lot different at high altitude compared to low altitude. Upper winds can routinely be up to 100kt, which can play havoc with your fuel

planning if it’s on the nose, or cause problems with your descent proﬁle if it’s behind you. Jet Streams will be shown on Met charts, and whilst these provide a great free ride, be careful of the turbulence that exists around the edges of the Jet Stream, where fast and slow air meet. This is Clear Air Turbulence (CAT), which your weather radar will not see! You may also feel the effects of turbulence caused by standing waves around many European mountain ranges. Thunderstorms need to be avoided at all costs – the associated turbulence may well lead to jet upset, and a recovery whilst in the CB is likely to be extremely difﬁcult. Get some training in use of weather radar so that you don’t accidentally blunder into an embedded CB! Happily, airframe icing becomes less of a problem when operating a jet compared to operating a piston type. Higher speed gives more ‘ram’ temperature increase (your TAT may well be 10-20° more than SAT), and getting above the weather is, of course, a more feasible option in a jet. However, engine icing remains a

ABOUT THE AUTHOR Nick Heard has been flying jet and turboprop aircraft for nearly 30 years, from the Jet Provost, Hawk, and Tornado GR1 in the RAF, to the Dornier 328, Fokker 50, and Boeing 747-400 in civilian life, and has experience in the Dassault Falcon 7X and 2000LX. He is also Sales Associate at EnvoyJet.com

problem, and your POH will specify the conditions that require engine anti-icing to be on. There are a few more operational considerations to be aware of in a light jet. Most states require aircraft to be at less than 250 KIAS below FL100, a requirement which was probably not a factor in your piston type. You should also consider that birds have more of a problem getting out of the way of your high speed jet, so reduced speed at lower altitudes may well be beneficial in this respect. Your windscreen should withstand bird impact, but a couple down the engine will cause trouble. Between FL290 and FL410, much of Europe is now designated RVSM airspace, with 1000ft separation between opposing levels. Operating in this airspace requires both aircraft and operator certification, and may well be an issue for you as a light jet operator. Those are just some of the new factors which may affect your flying as you embark on operating your light jet. In the next article, I will discuss some of the considerations in operating a routine flight.

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SPECIAL REPORT FARNBOROUGH AIRSHOW 2010

TOP TEN AIRCRAFT AT FARNBOROUGH 2010 The Farnborough International Airshow last July was an impressive display of all things aerospace, from airliners to military, and bizjets to light twins. P1 reports on ten aircraft that caught our eye Photos Derek Pedley/www.airteamimages.com

HE arrival of Boeing’s new airliner, the 787 Dreamliner, at this year’s Farnborough International Air Show – the world public debut of the aircraft – was not only a sign of just how much the event is revered in the industry but also a sign of how important the Deamliner is to the UK’s aerospace companies. Ian Godden, Chairman of A|D|S, the UK’s AeroSpace, Defence and Security trade organisation said, “The Dreamliner is a terrific aircraft and the British aerospace industry is proud of its major contribution to the programme. With Rolls-Royce engines alongside contributions from other world-leading UK-based companies, 25 per cent of the plane by value is made in Britain. “The UK is number one in Europe and second only to the US globally in civil aerospace. Our technical expertise in manufacturing and services in aerospace is known throughout the world endorsed by the key roles being played in the 787 Dreamliner programme by a number of leading UK companies.” Those companies include: - GKN and Ultra Electronics (composites) - QinetiQ (aerodynamics)

- Rolls-Royce (engine and nacelle) - B/E Aerospace (seats) - Alteon (training) and Thales UK (simulators) - Messier-Dowty, AMRC and GE Aviation (landing gear). While Boeing was able to announce a UK buyer for the Dreamliner, it has to be said that multi-million dollar deals for new aircraft are thin on the ground these days. However, Bombardier was able to announce orders for 16 business jets worth approx $800m. Charter operator VistaJet of Switzerland placed firm orders for four Global Express XRS jets, including two with the new Global Vision flightdeck, and two Challenger 605 jets. Firm orders were also announced for four Global Express XRS jets from undisclosed customers based in Russia. Qatar Airways signed for two Global 5000s and AVWest of Australia placed firm orders for four ultra long-range Global Express XRS jets, including two with the new Global Vision flight deck. Among the first day visitors at Farnborough were the UK’s new Coalition Business Minister, the Rt Hon Vince Cable. www.farnborough.com

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BOEING 787-8 DREAMLINER

Boeing gave the Dreamliner its world public debut at Farnborough. It’s the company’s first mostly-composite civilian airframe, with many innovative features for passengers and crew. Boeing claims it will be 20% more fuel efficient than current jets, cost 30% less to maintain, have lower emission and noise fees, and have a range to reach all but the furthest longhaul destinations. With 242 seats on the 787-8 version, it’s in direct contrast to Airbus’s A380 ‘pack ‘em in’ philosophy.

www.newairplane.com

Cabin (top) and cockpit (above) of Boeing's new Dreamliner which flew into Farnborough (main photo) for its world debut.

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SPECIAL REPORT FARNBOROUGH AIRSHOW 2010

3 2

AIRBUS 400M v LOCKHEED C130 HERCULES

Airbus showed off its new military transporter, the A400M (above). Apart from being over-budget and late, the A400M is also over-weight and some serious dieting is due. At Farnborough, A400M flight crews were in entertaining competition with Lockheedâ&#x20AC;&#x2122;s C130J team (below), both performing some amazing low-level near-aerobatic manouevres. www.airbusmilitary.com

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VIKING TWIN OTTER

Swiss operator Zimex Aviation is the first European customer for the new build Viking Twin Otter Series 400, seen above taxying at Farnborough. Viking recently announced the Series 400 has received Transport Canada Type Certification, paving the way for worldwide certification over time. Viking completed certification testing in June and ferried the Zimex aircraft from its HQ on the west coast of Canada. The Series 400 has more than 800 changes over the original 300 series 'Twotter' including a Honeywell Primus Apex avionics suite, upgraded Pratt & Whitney PT6A-34 engines and a thoroughly modern lightweight interior.

www.vikingair.com

SUKHOI SUPERJET 100

From Russia, the Sukhoi Superjet 100 is the start of a new family of regional jet aircraft, with a four-abreast seat configuration. It features Thales fly-by-wire controls, Snecma engines and has a cruise speed of Mach 0.78. A joint venture with Alenia Aeronautica (a subsidiary of Finmeccanica) called SuperJet International based in Venice, Italy will market and support the aircraft.

www.sukhoi.org

TURBO GOOSE

Triple S Aviation in the US showed off its new ‘Aleutian Goose’ also known as the ‘Turbo Goose’. It is a 1930s G-21G Grumman Goose amphibian with a zero-timed and corrosion-proofed airframe re-equipped with Honeywell TPE331 turboprop engines, an extended fuselage, and a luxury interior in the style of a clipper yacht. It can take up to 14 pax and has a max range of 2400nm – perfect for getting to a tropical paradise, says Triple S,. But it's not just a rich man's play thing – Triple S says the amphibian also has a myriad of special mission uses. The aircraft has an impressive payload of 4800lb and can cruise at 193kt – it's claimed to be the fastest certified seaplane on the market.

www.triplesaviation.com

EMIVEST SJ30 MEDIVAC

The Emivest SJ30 is now available as an air ambulance, a role it’s suited to thanks to its ability to maintain sea-level cabin air pressure up to 41,000ft, says the company. The specialised Medevac interior will be a ‘quick-fit’ option provided by Lifeport, converting the five-pax VIP interior. It

includes a seamless floor, which has both biocide and fungicide properties, an IV warmer, a slide out shelf for a vital signs monitor, a locking drug box and a suction canister. Advanced life support is provided with a MedPak, including oxygen, compressed air, vacuum, and a/c power. www.actionaviation.com

AW169 HELICOPTER

A SURPRISE unveiling at Farnborough was a brand new helicopter from AgustaWestland. It’s the AW169 and is a multi-purpose light twin aimed at the growing 4.5 ton class – and AgustaWestland’s Yeovil, UK base is to play an important role in the design and development of the new helicopter. The mock-up at the show was in police colours, indicating its expected market. A key part of the AW169’s capabilities will be its avionics, claimed to be the very latest for maximum situational awareness and all-weather operations, including a full digital NVG compatible four-screen glass cockpit and a four-axis digital automatic flight control system. Safety features such as terrain warning, traffic collision avoidance and Agusta's 'Guardian' obstacle detecting system can be added to the avionics. www.agustawestland.com

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SPECIAL REPORT FARNBOROUGH AIRSHOW 2010

DIAMOND DA42 NG Diamond continues to develop special versions of its DA42 twin, from the ‘Guardian’ equipped with airborne sensing to the biofuel burning DA42 NG, fitted with the latest Austro 300 turbodiesel engines. It’s said to burn 8 percent less fuel per hour, and is much better on emissions. There’s also an unmanned version, the ‘Dominator’ which has successfully flown. www.diamond-air.at

KING AIR C90GTx

Hawker Beechcraft is pushing the King Air C90GTx as a possible alternative to lights jet following upgrades - an increase in gross weight which doubles the full fuel payload, and composite winglets to improve climb performance and increase fuel efficiency. The payload is greater than a Cessna Mustang or Embraer Phenom 100 jet, says HBC. The C90GTx, Beechcraft's entry-level King Air, has a cabin 50 percent larger than some very light jets, seating up to seven passengers. It's certified for single pilot operations, cruises at 270kt at 20,000ft, and is fitted with a fully integrated Collins Pro Line 21 avionics system. www.hawkerbeechcraft.com

TECNAM MMA

In direct competition with Diamond's DA42 light twin is the less expensive Italian Tecnam P2006T twin. Fitted with two 100hp Rotax engines, the Tecnam is expanding from its initial market as a training twin (in use at the UK’s Wycombe Air Park among others) to a Multi-Mission Aircraft (MMA), seen here in a military grey. The MMA has been developed by Tecnam working with Austrian specialists Airborne Sensing. The aircraft has a speed range from stall at 53kt (full flap) to a max cruise of 145kt; minimum mission speed is 64kt. Takeoff distance of 390 metres (to clear a 50ft obstacle), landing in 330m. www.tecnam.com

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The Executive Approach

Arrive in style with Sentinel; whether you are flying into town, or visiting the country; Sentinelâ&#x20AC;&#x2122;s presentation of low level charts and obstacles, coupled with traffic, weather & terrain information helps you to maximise flight safety. With Sentinel you can travel in safety and arrive in style.

Honeywell UK Limited (Skyforce) Enquiries: mission.systems@honeywell.com Website: www.skyforce.co.uk

BUSINESS AIRPORT MOSCOW VNUKOVO, RUSSIA

Airport: Moscow Vnukovo | Country: Russia |

The Russian experience Business aviation is booming in Russia and one of the most important airports is Moscow Vnukovo. Andy Christou ﬂies into Russia regularly and reports RUSSIA is an important location for business aviation – reﬂected by the high number of business aircraft purchases and activity in recent years by Russian companies and owners. But while Russia has changed a lot as it has embraced a more capitalist way of life, but it is a huge country and has its fair share of contrasts.

Fly to a remote place in Russia, such as Astrakhan next to the Caspian Sea and you will have a rather different experience to the capital, Moscow – but be assured the bureaucracy is nationwide. While General Aviation aircraft are relatively scarce in Russia – you may see the odd Cessna Caravan – business jets are relatively common, particularly around Moscow. I have

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flown to a few destinations in Ukraine and Russia and the comments when I fly in with the Piper Meridian are of surprise and interest. On the other hand, flying in with the Hawker 900, my employer’s second aircraft, is no big deal. Flying into Russia requires a few logistical hoops for the small aircraft owner/operator in particular. It requires a fair amount of planning

PHOTO www.airteamimages.com

New Business Aviation terminal at Vnukovo.

Inside, it's modern, light and airy.

Main terminal at Vnukovo.

in the form of permit applications and approvals as well as airspace planning. The best way to deal with permissions is to leave it with the professionals who offer this service, unless you are a commercial operator with an operations

department with the resources to deal with permits and logistics. The ﬁrst time to obtain these permits is obviously the most difﬁcult process whilst determining who to contact and what’s involved.

One of the logistical problems of operating into Russia is that your entry port into Russia has also got to be your exit port out of Russia. You may not ﬂy domestically unless you arrange a navigator employed by the government to ﬂy with you. I

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BUSINESS AIRPORT MOSCOW VNUKOVO, RUSSIA don’t believe the navigator requirement is really for ‘navigation’ but rather for control and security reasons. When we have had to transition from one point in Russia to another, we carry out a tech stop outside of Russia to avoid the complications of the navigator issue. For example, on my latest trip travelling between Astrakhan to Moscow, we transitioned via a tech stop in Donesk, Ukraine. Permissions are required for over-flight and landing permits. The authorities want to know your date and time of arrival and departure, as well as the entry and exit points into the Russian airspace boundaries. I would recommend an international procedures course before operating into Russia for the first time. The Russians use metres for altitude, and a QFE pressure setting. Transitioning into Russian airspace requires you to change to metres although remaining on a Flight Level. You will fly on metres and Flight Level until reaching the terminal area of the airport. Passing transition level you will be operating on metres and QFE (height above the ground), not altitude. Unless you have experience operating in metres and QFE, the challenge is really on. There is a debate about which system to use, stay on feet and do the necessary conversions or, if you have the system (some EFIS displays allow you to change or use meters), go to metres and height. Either way you decide to go, be prepared and have a clear understanding of all the differences. Flying into Russia you will find that useable civilian airports and alternates can be rather remote and far between. It is normal to be in a situation where the closest usable airport is 100nm away. On the other hand you will find many nonusable airports along the way. Typically these

ON THE AIRPORT When we have to transition from one point in Russia to another, we carry out a tech stop outside of Russia to avoid the complications of the navigator issue airports will be well equipped but not in the way you may think.. You will see many Sukhois and MIGs parked on their ramps... you don’t really want to land there unless it’s an emergency! For private operators, most flights into Moscow will end at Vnukovo Airport, one of Moscow’s three main airports (the others are Domededovo and Sherametevo). As a general rule you require a slot time for the arrival and departures out of Moscow, especially at peak hours. The Moscow region is very busy resembling flying into other major capitals of Europe. Do a search for the most expensive cities in the world and you may be surprised to find Moscow is near the top of the list – such is the state of its wealth that it's forced up prices. Moscow is very expensive for General Aviation. My company was caught out on our first trip to Moscow. We had left the Piper Meridian in Moscow’s Vnukovo airport for two weeks – the eventual cost was approximately US$15,000! Although we had initially received a quote for leaving the aircraft, there were a few unexpected costs which caused the final amount to spiral. Positioning aircraft to other airports outside Russia can become more feasible than leaving them in Moscow. There's no doubt Russia is a challenge but the rewards can be great too.

MOSCOW VNUKOVO AIRPORT VNUKOVO airport is Moscow’s busiest airport for corporate aviation and handles nearly 70 percent of all business aviation traffic in Russia. The airport is also one of the largest air transportation hubs in Russia and the one closest to Moscow city centre. A new General Aviation Centre opened for business in 2000, Vnukovo-3, some distance away from Vnukovo-1 and Vnukovo-2 passenger terminals. It has a full complement of in-terminal equipment as well as of specificuse ramp motor vehicles and equipment ensuring full Customs and Immigration. Two security checkpoints have to be cleared prior to reaching the Terminal’s forecourt. Business hours are 24/7. http://vipport.ru AIRPORT DETAILS UUWW MOSCOW-VNUKOVO Lat: N55352951 Long: E037154135 Airfield Elevation: 686ft Runways: 06/24. 3000m x 60m Alternates: Sheremetyevo (UUEE) 23.5nm Domodedovo (UUDD) 24.6nm

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JET AVIATION EARLIER this year, Jet Aviation’s Vnukovo FBO received EASA 145 maintenance approval. Ian Ludlow, General Director, Jet Aviation Moscow Vnukovo, said, “The EASA 145 maintenance approval gives us greater flexibility to tailor our portfolio of aircraft services to better match our customer fleet profile and requirements.” However, Jet Aviation has had a base at Vnukovo since late 2007 – the first global business aviation maintenance company to serve the business aviation community in Russia and the company’s clients who regularly fly to and from Moscow. It provides technical maintenance services, including line maintenance, defect rectification and 24/7 AOG support – not only for Vnukovo but also the other Moscow airports and elsewhere in Russia too. Jet Aviation’s state-of-the art hangar is located next to the Vnukovo 3 FBO building, and is a line maintenance and AOG facility for Bombardier Challenger and Global Express, the full line of Gulfstream jets, as well as Hawker and Embraer aircraft. Currently, it holds maintenance approvals from Aruba DCA, Bermuda DCA and EASA. www.jetaviation.com RUSAERO A MEMBER of both NBAA and EBAA, Rusaero says it handles around 2000 business aviation flight a month in Russia, making it one of the leading flight support companies in the region. It offers everything from ground handling to Customs & Immigration visa help, covering private and corporate flights, business and commercial charters, and air ambulance and humanitarian flights. It is able to help in ad hoc occasions such as a crew member arriving without a visa – not having a visa can make the border procedures difficult. “We organise visas on arrival at Moscow and St Petersburg airports within 1-2 hour timeframe,” says Rusaero. www.rusaero.aero STREAMLINE OPS FOR 20 years Streamline OPS has been one of the leading professional flight support in Russia, with an extensive network of ground handling agents across the country and former Soviet states. It offers dispatch and flight-following services including obtaining the necessary clearances, booking handling and fuel enroute, and flight planning. Other services include VIP catering, VIP lounges and ground transportation, help with Customs and Immigration procedures for passengers and crews, hotel accommodation at corporate prices, aircraft hangarage up to B-737 size at Moscow Vnukovo airport, and 24 hours security. www.streamline-ops.com GOLDEN WINGS A FULL range of handling services are offered by Golden Wings, from transit and landing permission, to aircraft refueling, flightplan submitting, aircraft cleaning, accommodation of crew members at hotels, and providing crew with Russian visas if necessary, etc. Golden Wings also offers aircraft charter, brokerage and inspections. www.goldenwings.ru

PRODUCTS INFOTAINMENT SPECIAL

That's infotainment Pilots have all the fun at the front of the aircraft, but it’s really all about the passengers. Here are some of the latest in-ﬂight infotainmentinnovations THINGS usually move quickly in the world of business aviation but when it comes to innovations for passengers. not so fast. That’s because

manufacturers don’t want to spend thousands on getting equipment certiﬁed then ﬁnding it’s obsolete a few months later. However, being able to plug in an

iPad, iPhone or other electronic personal device is now de rigeur and much effort has been put into making this feature simple to operate.

The i(Pad)s have it

Smartphone connected up to Flight Display's 'arm'.

FLIGHT Display Systems, a US company, specialises in the manufacturing of retrofit cabin entertainment equipment. The company manufactures more than 60 aircraft products with FAA Parts Manufacturer Approval (PMA) including passenger moving map displays, LCD monitors up to a size of 52in, monitor mounts, glareshield flight cameras and satellite TV antennae. Two of its latest products are the iPad Dock and a new Blu-ray player. The iPad Dock is an arm-mounted system allowing passengers to charge their iPad and watch movies during flight. Users can also share movies and music throughout the aircraft cabin

directly from the iPad. Flight Display has several iPod and iPhone docking stations and cable adapters, the most popular of which is the new FDIPDMD. Passengers can share audio and video throughout the cabin and recharge their phones during flight (it even works with the iPhone 4). When used with Flight Display’s cabin management system, passengers can control the audio and video playlist from any VIP seat within the aircraft. The company’s Blu-ray player is specifically designed for aviation (part number FD932DVD-BLU, list price $4,879, available today) has recently received FAA PMA approval. www.flightdisplay. com

Stay in touch in the air IF passengers are too busy working to be enjoy the latest Hollywood blockbuster, they’ll probably want email and internet access as well as phone. This is

where companies such as Aircell and SwiftBroadband come into play. Aircell equipment and services are offered by several major airframe OEMs. For business

aviation, it offers three different networks: an Iridium satellite providing global voice and narrowband data services, Inmarsat SwiftBroadband,

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which offers phone calls, as well as e-mail and light Internet connectivity, and Gogo Biz, which currently only works in the US. www.aircell.com

Aircell offers broadband connectivity.

Rock your world THE Venue system from Rockwell Collins is a fully integrated cabin management system. Venue has been designed to support the next generation of communications and connectivity applications. Its onboard data network, including wired and wiﬁ options, can be

integrated with various broadband services enabling passengers to stay connected via laptops and smart phones. Venue also offers improved reliability with a simple, scalable architecture that includes built-in redundancies and no routine system maintenance. The system is

Rockwell's Venue is a high-end system.

networked, so maintenance and software loading operations are streamlined. Passengers can also plug in iPods and access their entire music or video library in ﬂight. Venue offers audio and video distribution throughout the cabin, as well as full iPod control at your seat, via a virtual iPod menu. Your iPod video can also be up-converted for maximum display quality on high deﬁnition monitors. www.rockwell collins.com

Nice to have you all on board LUFTHANSA Technik’s Nice system has been available for several years but it’s recently been upgraded. The Nice system is a complete in-ﬂight package that offers HD TV, play CDs and DVDs, ﬂight information, internet, all from a wireless control unit that isn’t dissimilar to an iPad. One of the new Nice product offerings is ‘Nicemate’,

a small, light weight multitasking unit with a WLAN device, cellular GSM/3G connection, media, and network server. It can host multiple simultaneously running applications. The ﬁrst three applications introduced will be available in the coming months. These include a cabin diagnostics monitor, iPhone wireless application and

Nicemate is, well, nice, mate!

‘Niceview’, the systems flight information. The cabin diagnostics on Nicemate continually monitors and logs files from the system network. It establishes a secure 3G broadband connection once the aircraft lands to transmit automatically flight logs to Customer Service. Another new product the Lufthansa Technik unit is currently developing is a purpose-built Blu-ray player. The player will fit into the same mounting tray as the current DVD player. www.lufthansatechnik.com

Tel: + 1 (702) 982-7089 Fax: + 1 (702) 982-6925 web: www.STARTPAC.com Las Vegas, Nevada Air & Ground Aviation www.airandground.com

AirPart Supply Ltd. www.airpart.co.uk

Aerolithe France www.aerolithe.fr

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 49

W H E R E

O N L Y

T H E

B E S T

W I L L

D O

LANDED Can Bentley's GT Speed turn the tables on jet envy?

W E A R

I T

D R I V E

I T

F L Y

I T

L I V E

I T

PHOTOGRAPHY BY: DAVID SPURDENS

No inferiority complex Bentley's GT Speed is a goliath on the road and in reputation. Richard Fairbairn discovers if it can comfortably take its place alongside aviation's eyecatchers

NTERING the world of jet ownership and operation is a tricky affair, bringing dilemmas and questions such as: Which to get? Where to base it? Who to fly it? How to make it pay? And who to maintain it? Months of thought, there. But few are as taxing as the most burning question facing an owner or operator of a large biz jet: which car can truly bear comparison parked next to said jet? The answer is, not many. Stick with us on this one. Imagine the scenario: you own or operate a $45m transcontinental jet. In the league table of conversationstoppers, we all know this is right up there with calling your wife by your mistress’s name. So when talk turns to your other transportational choices – let’s be honest, it will – then which four-wheeled marque and model can fit into the conversational slipstream without being a slightly embarrassing poor relation to, say, a Dassault? There’s perhaps, oh… a dozen or so. The Bentley Continental GT Speed is one of them. So much so, in fact, that we know of two owners who refuse to have them photographed next to their jets because they make the jets look bad. Proof that the old adage ‘If it looks right, it’ll fly right’ doesn’t always work in reverse. [Let’s be honest, beauty can be timeless in aircraft. But some old jets... well, shall we just say it’s a good job they’re efficient, reliable and safe.]

THE CAR IS THE STAR The GT Speed is a showpiece in every respect, an event car that grasps your attention whether inside, outside, on the road, on the balance sheet, driving it, or listening to it. Just wait until you hear about paying for it. Bentley introduced it with much fanfare as its fastest model ever, trumpeting that it categorically stomped over the 198mph V-max of its GT predecessor. 198mph? Oh, the shame... The GT Speed does 202mph. Take that, puny sub-double-ton mortals! Looks are subjective and for you to judge yourself, but, in pictures it can look to have a portly rump which in flesh just disappears. It hangs together beautifully, and its coachwork is simply sublime: shut lines match to the micron, and its paint looked deep enough to swim in. This is a Bentley, after all. It hints at Jaguars and Aston Martins in some respects, both after a course of steroids worthy of a shifty Olympian that push every panel and line just a little further outwards; this must be the biggest two-door four-seater yet built. Personally, we liked it. The design echoes classic automotive shapes and is refreshingly unflustered and confident. Purity of design lies in simplicity, and it would take an artist just a few deft strokes and swipes of a pen to capture the GT. Once a handful of bold lines are in place, you’d need little more than circles for the lights; no fiddle and clutter to add.

Great lines, fantastic presence, superb engineering, and great fun. Times two...

52 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

BENTLEY GT SPEED

The GT Speed somehow manages to cut it as a two-seat sports car, a four-seat family car, a limo, and a (large) runabout â&#x20AC;&#x201C; it's magnificently capable, and a triumph of modern engineering and design. One would think they had taken lessons from some aircraft designers.

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 53

The interior is a lesson in fine craftsmanship – no snacks in the back kids! – and deft touches remind you it's hand-finished. It's a mix of old and new styles: Breitling clock hints at Bentley's long aviaton heritage, but entry is keyless, and the Bluetooth system hooks up to phones simply enough.

BENTLEY GT SPEED PERFORMANCE Top speed 202mph 0-60mph 4.3s Fuel burn 17mpg (combined) Turning circle 11.2m

Hhghkjd hgdj kdjhg dkjg dkjhdg jhg djkhdg kjhdg khdg djkhg dkjhdg hjkdg kjhdg

TECH Engine 6.0 litre, W12-cyl, twin turbo, petrol Max power 600hp @ 6000rpm Max torque 750Nm @ 1750rpm Transmission 6-speed auto, with fourwheel drive

Hedgerows rejoice...! Despite its 2.5 tons the four-wheel drive GT Speed is more than just competent on back roads, and manages to make them more fun and less brow-furrowing than any other recent Bentley. It's an engineering masterpiece.

DIMENSIONS Unladen weight 2350kg Seats 4 Boot capacity 370 litres Fuel capacity 90 litres RUNNING COSTS VED Band M CO2 396g/km Insurance group 20 PRICE Base £144,400 As tested £173,400 MANUFACTURER Bentley Motors Ltd, Crewe, England www.bentleymotors.com

DOFF YOUR HAT TO 'W.O' BRITONS owe much to Walter Owen Bentley. Not just for giving us cars that nearly a century on still inspire pride (yes, we know it's owned by VW...) but for giving early pilots engines that made their Sopwith Camels the scourge of the skies in combat, while still in his teens. His fame roots in the Great War, but zenithed during the Twenties when his cars swept Bugatti aside for a series of Le Mans wins. He started the car firm at just 21! He died in 1971, a true British engineering great.

Bentley's BR1 Sopwith Camel radial engine.

To inside. The door doesn’t so much clunk shut as ‘whoomp’ like a plump sack of £50 notes being dropped from height on to deep Wilton pile. Specifying an interior will be familiar to jet owners. Our car chose the carbon and alloy route over leather and Walnut burr and the options and personalisation list is extensive, broadly of the ‘you want it, we have it’ variety. There’s lots of touches as you’d expect – some neat, some less so – such as drilled or monogrammed pedals, hand-stitched leather, and a nifty little Brietling clock, but inside it’s more businesslike than you might expect. Again, this is a Bentley, not some Italian racetrack refugee. Despite having Airbus levels of electronics, the interfaces are neat and simple – something any pilot will appreciate. It doesn’t take a manual to

work out which button and dial alters suspension height or stiffness, for example, nor for much else including the restrained central electronic display and control panel. Here, the GT Speed has been criticised for having a simple LCD screen flanked by buttons (“No touch screen?”, they moan), displaying the GPS route or travel data (or BBC2's Working Lunch), but it works well and is easy to use. Some look flashier, but are pigs to manage. (Sound familiar, glass cockpit users?) Awake and on the move, the GT Speed is best measured in quantities of awe, not mere numbers. (What quantity would awe be measured in? Blanchings per minute? Soul-searchings per mile? Suggestions on a postcard please…). With a 6-litre W12 engine – two ultra-narrow-angle V6s paired to a

The GT Speed is best measured in quantities of awe, not mere numbers

54 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

single crank – amassing 600hp and an earth-moving 553lb-ft of torque, even its 2.5-ton rolling weight is scant hindrance. The six-speed semi- or full-auto gearbox (with flappy paddles, if you want to hand-fly) shifts so quick that you’re nearly always right in the fat part of the torque and power curves, turbinelike, so when you point it at the dot in the distance and prod that pedal, the speed just gathers and gathers and gathers and goodness me is that right, Officer…? It’s crushingly fast: 4.3s 0-60mph is fun, but what will seriously impress in use is how it simply does not stop stop piling on the numbers, even above FL1.5. And, it sounds like a dragon clearing its chest before vaporising some unfortunate knight to boot… absolutely epic. In some ways, the Bentley masks its speed too well, such that it needs skills

BENTLEY GT SPEED

familiar to a pilot to keep in check. Most cars can’t hide the net result of 600hp of effort – most 600hp cars don’t even try – and they shake, rattle, shimmy, and come alive. You feel on edge. But the GT Speed feels little different than at standstill, what with that bulk, the engine, the cosseted cabin; so, you’ll need to keep a close eye on those numbers for situational awareness. If you want to know how it feels, ask a passenger. Torque is what gives you that ‘Woah!’ feeling under acceleration, right in your gut, and with 750Nm of grunt under the vast bonnet it wouldn’t take more than a few lairy bursts (sorry, ‘Make best use of overtaking opportunities to make good progress') to turn a chatty passenger into a queasy one, if you felt so inclined. Just not in the footwell, darling… those mats are £270 each.

Of course, to focus on the GT Speed’s… err… speed, is to ignore what it does best: respond with absolute precision to command. It’s as easy to nudge around town and city as a Mini, rear PAX have enough legroom to shame many fourdoors, and the boot is 370l. A true GT. Nor does it hint at its ability to mask its weight on the move. Trying to bustle a Bentley of years gone down a country lane wasn't fun – think removal vans loaded with antiques. This, humming with driver aids and 4WD, dances precisely through bends on tweaked suspension and manages to make it rewarding. Grip is phenomenal, with well over a metre of tyres (4 x 275/35 custom Pirelli P-Zeros), and the optional carbon-ceramic brakes are fade-free wonders of engineering, the biggest fitted to any car. And £10,000 extra...

A BIG THANKS Thank you to the ﬁne folk at Marshalls Business Aviation at Cambridge Airport for their help and patience with this feature. The site is a Cessna Authorised Service Centre, has full FBO and VIP facilities, 50,000sq-ft of maintenance space, and boardrooms for executive use. Call 01223 373214 www.marshall businessaviation.co.uk

Ah, the extras. Like the $45m jet that lists at $38m, the base price is only a starting point. The model here bases at £144,400, but arrives to your door at £173,400. And most of it seems justifiable too: the £10k brakes and £4950 Naim sound system are items once used then always wished for. £4660 for the ally fascia and console trim seems steep, and the adaptive cruise control (£1850) doesn't float our boat, but then our hearts yearn for any chance to hand-fly. So, behold a car that for once reflects the majesty one can rightly feel for having worked damn hard to earn it. It's not one for VIPs to be limousined in, nor one to get in debt for. But if the money doesn't worry you, you really won't think the GT Speed is an indulgence: it's that good.

September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 55

THE BEST OF LAS VEGAS

Three ways to make Las Vegas a cut above Don't end up 'making do' for NBAA 2011 in Las Vegas. Here's three to make it truly memorable...

BAA 2011 is a long way off, but as we all know the best hotels for the major annual business and private jet exhibition go long in advance. The 2011 event is being held in Las Vegas, and it would be a shame to travel there in hope of signing a contract on a new jet and have to slum it in a downbeat motel. Start considering your bookings now. Steve Wynn is famed in Las Vegas for all sorts of reasons (he's the one who accidentally put his elbow through a Picasso...) and over the years earned a 'King of Vegas' tag for his vast hotel interests. You might not immediately think 'classy' springs to mind in regard to Vegas hotels, but when it came to the two hotels which bear his name and signature (in giant gold letters...) Wynn wanted to ensure they outshone anything else in the city of lights.

Just completed, the Wynn Las Vegas and Wynn Encore cost $4.5 billion to construct, and are the current benchmark for the rest of the city to aim for. And believe us, they will. From their fully-underlit lake, to the spectacular Cirque du Soleil-rivalling La Reve aquatic theatre show, to the priceless artworks studding the walls in just one of many Michelin-level restaurants (Wynn is a famed art collector), to the in-house Ferarri/ Maserati dealership, the Wynns do classy, turned up to 11. Or maybe even 12. Boutique hotel this is not – remember you're in Vegas – so of course it has casinos, shops, clubs, bars, pools, leisure facilties and a golf course, but if you want high art and high class with a twist of OTT Vegas glam, this is the one that can do it best. www.wynnlasvegas.com

Eat here BOTERO restaurant at Wynn Encore quickly got a reputation as one of the sexiest restaurants in Vegas, and it's easy to see why. It's nominally a steakhouse, but get thoughts of Berni Inns from your mind. The walls are adorned with numerous artworks by Colombian master Fernando Botero,

We don't think they sell the artworks.

and a giant statue dominates the central eating area. If that doesn't convince you this is no ordinary steakhouse, the eye-popping beauty of the waitresses and greeters will. Dress up, shave, and look healthy... Top chef Mark LoRusso is a 'name' and as you'd expect the food is superb. Go for the seven-course tasting menu to get a sample of the man's talents, but make sure you're hungry. The wine list is prodigious, service exemplary, and the atmos light and airy – good 'special occasion' territory. Estimate $350-$400 for two, unless you're a real wine fiend. www.encorelasvegas.com

Drink here BARS in Vegas are different from most others you'll experience in the world. It's routine to need a booking for a table (with a bottle minumum) if you want a seat, otherwise you'll be standing all night. But if you're left seatless, you might as well have a spectacular view while you sip your cocktails, eh? The Voodoo Lounge is perched atop the roof of the 51-story Rio Hotel. Roof terrace bars aren't rare in Vegas, but what sets Voodoo apart is the Rio's location set a few blocks back from the

Voodoo Lounge at Rio – fantasy views. crowded Strip. The Rio seems outside the city looking in, giving the best view of the teeming city of lights, and the wide flat deserts which surround it.

56 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

The lake becomes a dazzling multimedia canvas for projections and virtual sculptures at night. And yes, that waterfall below is inside a nightclub.

THEDOSSIER P1'S EXCLUSIVE NEW BUSINESS AIRCRAFT LISTINGS PLUS AIRCRAFT FOR SALE AND MUCH MUCH MORE

NEW AIRCRAFT FACTS & FIGURES P1's listings gives essential details of new aircraft – jets, turboprops and high end piston aircraft

INSIDE I NSIDE THIS MONT MONTH

58-63 New Aircraft listings 64-65 P1 Mart: Aircraft for sale

DOSSIER NEW AIRCRAFT LISTINGS

All the world's business aircraft Facts and ﬁgures of current new business aircraft, including jets, turboprops and high end piston aircraft

DIMENSIONS

Fue l bu rn (Ib /ft) Tak e-o ff d ist (ft) Lan din gd ist (ft) MT OW (Ib ) Em pty (Ib ) Pay loa d ff (Ib ) Fue l ca p( USG ) Wi ng spa n( ft) Wi ng l o (Ib ad /sq ing f P1 t) TES TED

Cru ise (kt as) Ran ge (nm ) Clim b( nm ) Cei ling (ft)

PERFORMANCE

In s erv ice DO C ($ /hr )

ESSENTIALS

Cat ego ry Pri ce (ba se) TC (ye ar)

AIRCRAFT

AIRBUS 1 Rond Point Maurice Bellonte, 31707 Blaganc, Cedex, France. T: +33 5 61 93 32 59 W: www.airbus.com A318 Elite ACJ A320 Prestige A380 VIP

CA CA CA CA

$45m $52m $57.8m $317.2m

2005 1999 1987 2007

24 -

3,482 -

447 486 486 510

3,980 6,100 4,950 8,900

41,000 41,000 41,000 41,000

616 -

4,429 -

4,396 -

145,504 168,650 169,785 1,235,000

25,000 91 25,000 138 31,000 856

3,937 4,997 -

3,937 4,199 -

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

16,204 24,000 84,000 -

2,557 3,477 -

17.66 60.45 -

STAY SAFE & SANE...

AVRO-BAE 1 Bishop Square, Hatﬁeld, AL10 9NE, UK. T: +44 1707 271777 W: www.regional-services.com Jetstream 32 Jetstream 41 ABJ RJ70

TPT TPT CA

$0.6m $1.5m $5m

1992 -

776 1,003 4,878

260 295 350

1,107 1,592 1,620

2,240 2,200 -

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

3,300 3,100 3,100 -

41,000 41,000 41,000 43,000

728 763 -

6,085 7,000 8,560 -

2,335 2,490 2,490 -

171,000 174,200 187,700 975,000

95,960 103,220 110,350 -

11,907 14,200 -

10,707 10,445 10,966 -

117.45 117.45 117.45 224.58

1,039 1,225 1,400 1,051 975 3,010 3,290 4,120

20,000 18,000 25,000 27,000 25,000 41,000 41,000 45,000

58 100 122 137

1,385 2,300 1,900 1,743 2,420 3,110 3,250 3,360

1,350 2,350 2,600 1,395 1,795 2,380 2,590 2,980

3,100 2,082 3,400 2,475 3,600 2,575 3,600 2,349 8,750 5,013 8,645 5,550 10,700 7,020 12,500 7,950

508 313 413 746 1,548 600 560 745

87 102 102 87 370 247 308 377

36 35.66 35.66 36 52.09 43.16 46.91 49.83

BOEING PO Box 3707, Seattle, Washington 98124-2207, USA. T: +1 312 544 2000 W: www.boeing.com BBJ BBJ2 BBJ3 BBJ 747-8 VIP

CA CA CA CA

$48m $58m $64m $300m

1998 1998 2007 -

81 -

4,023 4,191 -

469 469 470 492

5,380 4,750 5,435 9,400

CESSNA One Cessna Boulevard, Wichita, KS 67215, USA. T: +1 316 517 6000 W: www.cessna.com Skylane 182 350 400 Stationair 206H Grand Caravan Citation Mustang Citation CJ1+ Citation CJ2+

SEP SEP SEP SEP SETP VLJ LJ LJ

$0.4m $0.535m $0.62m $0.55m $1.93m $2.76m $4.75m $6.67m

1956 1997 2004 1962 1985 2006 2006 2005

558 724 931 941

176 191 235 178 184 340 389 418

915 1,395 1,250 630 917 1,150 1,300 1,613

The online flight planning solution 58 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

AIRBUS A380-800 VVIP Base price $317.2m Cruise 510kt Range 8,900nm

CESSNA CITATION CJ4 Base price $9m Cruise 453kt Range 2,002nm

WHAT IS IT? Imagine Buckingham Palace with wings and you get some idea of what the first VVIP version of the Airbus A380 looks like. It’s estimated the A380-800 VVIP will cost $100-150m on top of the A380’s base price of $317m.

SPECS

70.1 78 90.2 163.66

2 x 23,800 2 x 26,500 2 x 26,500 4 x 70,000

87.6 87.6 87.6 -

WHO’S IT FOR? A luxury version of the world’s biggest airliner has been ordered by Prince Alwaleed bin Talal bin Abdulaziz Alsaud of the Saudi Arabian Royal Family. The interior was designed by New York-

VERDICT

Pow er ( lb t hru st) Avi oni cs

CABIN

Len gth (f He t) igh t (i n) Wi dth (in Vol ) um e( Sea cu ft) ts ( m Eng ax) ine s

E...

PLANE FOCUS

5300 5900 6825 -

120 156 179 555

2 x CFM56-5B9/P 2 x CFM56B-5B7P 2 x CFM56-B4/P 4 x R-R Trent 900

24.2 71 31.33 70 50.5 69.5

73 73 129

19 30 -

2x Honeywell TPE331-12 2 x 940shp 2 x Honeywell TPE331-14 2 x 1,650 4 x Honeywell LF507 4 x 7000 -

Dates back to 1965 Handley Page design Stretched version of the 32 Corporate version of the BAe146

15.12

2 x Rolls-Royce 250-B17C

Land Rover of the skies

2 x 320shp -

WHAT DO YOU GET? The layout includes two dining areas, a 600 sq ft master bedroom, a jet-whirlpool hot tub and a games room. The plans also call for a lounge with giant curtains that will mimic tents of the Arabian desert, and a fibre-optic mosaic depicting a shifting desert scene. The dining area seats 14 guests, and there’s grand stairway leading to the stateroom, guest suites and the upper deck lounge.

CESSNA CITATION MUSTANG Base price $2.76m Cruise 340kt Range 1,150nm

146.5 146.5 146.5 259

based jet interior specialist Edése A Doret.

Baby of Airbus corporate range ACJ? Airbus Corporate Jet Bigger ACJ Palace with wings

WHAT IS IT? To Cessna, it’s an entry-level jet. To the industry, it’s the definitive Very Light Jet.

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

9.75 11.00 13.58

54 57 57

42 49 49 44 64 55 58 58

230 246

4 4 4 6 10 5 7 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

230hp 310hp 230hp 310hp 1262shp 2 x 1,460 2 x 1,965 2 x 2,490

G1000 G1000 G1000 G1000 G1000 G1000 Pro Line 21 Pro Line 21

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

WHO’S IT FOR? In the US, the Mustang is seen mainly as an owner-operated private jet, and the first delivery was to Dave Goode, pilot and boss of his own ski wear company. In Europe and the rest of the world, the air taxi or low-cost charter. UK operator Blink is successfully operating a fleet of Mustangs as air taxis.

WHAT DO YOU GET? Four seats in the cabin, plus two for the pilots make the Mustang a cosy place, especially if all the seats are taken. No loo! Up front the pilots have a Garmin G1000 cockpit. Best of all, for those used to piston or turboprop engines, there are two FADEC-controlled Pratt & Whitney PW615F turbofan engines mounted on the rear of the fuselage punching out 1,460lb of thrust each. Oh, and it handles like a dream – pilots like flying it!

FOR YOUR FREE MONTH TRIAL GO TO WWW.SKYBOOK.CO.UK September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 59

DOSSIER NEW AIRCRAFT LISTINGS

$7.49m $6.2m $8.7m $8.76m $11.86m $17.06m $20.67m $27m

2004 1997 2006 2010 2008 2004 1996 2013

Fue l (US burn H/h Tak r) eof f di st ( ft) Lan din gd ist (ft) MT OW (Ib ) Em pty (Ib ) Pay loa d ff (Ib ) Fue l ca p( USG ) Wi ng spa n( ft) Wi (lb ng-l /sq oad ft) ing P1 TES TED

LJ LJ LJ LJ SLJ MSJ SMJ SMJ

DIMENSIONS

Cru ise (kt as) Ran ge (nm ) Clim b( ft/m in) Cei ling (ft)

Citation CJ3 Citation Bravo Citation Encore+ Citation CJ4 Citation XLS/XLS+ Citation Sovereign Citation X Citation Columbus

PERFORMANCE

In s erv ice DO C (p h)

ESSENTIALS

Cat ego ry Pri ce (ba se) TC (ye ar)

AIRCRAFT

300+ -

417 402 428 435 441 458 525 488

156 148 180 211 269 298 -

1,131 1,129 1,125 1,769 1,299 1,899 -

1,875 1,744 1,780 1,825 1,858 2,847 3,070 4,000

4,478 3,190 4,620 3,500 4,016 3,650 -

45,000 45,000 45,000 45,000 45,000 47,000 51,000 45,000

3,180 3,600 3,520 3,300 3,560 3,640 5,140 5,400

2,770 3,180 2,770 2,665 3,180 2,650 3,400 3,500

13,870 14,800 16,830 20,200 30,000 36,100 -

8.700 10,500 12,800 18,120 22,100 -

660 736 1,130 860 1,214 1,369 -

452 517 646 1,076 1,240 -

53.33 52.16 54.92 50.83 56.33 63.41 63.92 80

CHALLENGER Bombardier Aerospace, 800 Rene-Levesque, Montreal, Quebec H3B 1Y8. T: +1 514 861 9481 W: www.bombardier.com 300 605 850

SMJ LBJ SLJ

$20.97m 2003 $28.08m 2006 $31.62m 1992

1,730 1,891 2,346

470 470 459

3,100 4,045 2,770

4,250 4,300 -

45,000 266 41,000 258 41,000 343

4,810 5,184 6,305

2,600 2,777 2,910

38,850 23,500 48,200 26,985 53,000 34,790

1,350 1,315 186

1,357 1,917 1,752

63.84 64.33 69.58

25,000 25,000 -

1,594 -

2,344 -

3,400 -

2,320 -

558 -

92 -

38.33 -

10,800

1,400

5,075 4,890 4,800 5.374 5,878 5,215 4,890 5,050 5,505

3,320 2,920 5,839 2,630 3,522 3,530 2,400 2,262

28,660 39,700 41,000 42,220 42,200 48,300 46,700 48,300 69,000

23,190 23,465 24,700 24,470 25,080 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

1,130 2,034

1,069 -

3,927 3,262 5,071

2,804 2,172 2,831

837 576 500

52 50 167

44 38.33 35.09

4,485

4,285

34,524

21,900

4,613

1,200

68.83

2,342

2,250

6,000

3,634

702

251

37.0

3,400 3,700 4,000 4,600 5,453 6,900

2,950 2,300 2,685 -

10,472 49,750 120,150

31,148 -

1,312 1,600 1,600 1,440 -

2,712 -

40.33 53.16 68.91 94.16

CIRRUS 4515 Taylor Circle, Duluth, Minnesota 55811-1548, USA. T: +1 218 788 3876 W: www.cirrusdesign.com SR22 GT3 Turbo Vision SJ50

SEP PJ

$0.66m 2000 $1.3m -

219 300

1000 1000

1,400 -

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

DASSAULT FALCON 78 Quai Marseille, 92552 St-Cloud, Cedex 300, France. T: +33 1 61 62 61 62 W: www.dassaultfalcon.com 20 50EX 2000DX 2000EX 2000LX 900EX 900DX 900LX 7X

MSJ SMJ LBJ LBJ LBJ SLJ SLJ SLJ LRBJ

$29.2m $29.77m $35.55m $45m

1965 1996 2007 2003 1995 2005 2010 2007

1,795 1,835 1,655 1,669 1,850 2,261 -

466 492 476 480 493 474 474 474 515

1,780 3,075 3,250 3,800 4,000 4,500 4,100 4,800 5,950

2,053 2,412 1,952 3,880 2,055 1,950 -

42,000 49,000 47,000 47,000 47,000 51,000 51,000 51,000 51,000

254 278 244 254 267 265 -

DIAMOND N A Otto-Strasse 5, A-2700 Wiener-Neustadt, Austria. T: +43 2622 26700 W: www.diamond-air.at DA42 TwinStar DA50 SuperStar D-Jet

MEP SEP PJ

$0.85m 2004 2009

163 160 315

852 1000 -

1,052 1,666

18,000 11 25,000 -

DORNIER 328 Support Services GmbH, PO BOx 1252, DO82231 Wessling, Germany. T: + 49 8153 881110 W: www.328support.de 328

LBJ

1999

166

1,509

400

1,300

3,690

35,000

226

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

682

380

1,300

3,424

41,000

STAY SAFE & SANE...

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 Phenom 300 Legacy 450 Legacy 500 Legacy 600 Lineage 1000

VLJ LJ SLJ MSJ LBJ SLJ

$3.6m $7.335m $15.25m $18.4m $25.41m $40.95m

2008 2009 2001 -

130+ -

886 1,917 3,798

390 450 470 470 460 469

1,178 1,800 2,300 3,000 3,250 4,200

2,916 3,052 -

41,000 45,000 45,000 45,000 41,000 41,000

125 299 626

2,777 2,800 2,412

31,000 28,000 41,000 -

1,600 -

1,840 -

7,300 5,500 7,700

4,000 2,700 4,000

1,350 900 1,330

43 36.3 44

25,000

2,050

1,991

4,696

3,186

290

124

37.83

1,548

1,218

4,000

2,233

1,239

40.75

2,410 1,825

5,858 6,712

94 94

EPIC 22590 Nelson Road, Bend, Oregon 97701, USA. T: +1 541 318 8849 W: www.epicaircraft.com Dynasty Victory Elite jet

SETP PJ VLJ

$1.3m -

2009

340 320 412

1,874 1,200 1,400

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

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

GLOBAL Bombardier Aerospace, 800 Rene-Levesque Ouest, 29E Etage, Montreal, QC H3B 1Y8, Canada. T: +1 514 861 9481 W: www.bombardier.com 5000 Express XRS

SLJ LRBJ

$38.7m 2004 $50.1m 2005

2,834 2,727

513 513

4,800 6,150

4,850 3,350

51,000 51,000

461 450

5,000 6,190

2,670 2,670

92,500 50,840 98,000 51,200

The online flight planning solution 60 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

E...

PLANE FOCUS

VERDICT

DASSAULT FALCON 7X Base price $35m Cruise 515kt Range 5,950nm

Pow er ( lb t hru st) Avi oni cs

SPECS

Len gth (f He t) igh t (i n) Wi dth (in Vol ) um e( Sea cu ft) ts ( m Eng ax) ine s

CABIN

15.67 17.33 17.33 17.16 25.25 23.92 27.25

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 2 x PWC PW810

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 2 x 8,830

Pro Line 21 Stretched version of the CJ2 Primus 1000 Final new aircraft built in 2006 Pro Line 21 Used to be known as the 560 Pro Line 21 Top of the CJ range of Citation jets Pro Line 21 World's best-selling business jet Epic Stretched version of the XL Primus 2000 Fastest business jet at Mach 0.92 ProLine Fusion Biggest ever Cessna, now put on hold

860 9 1,150 12 1,990 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

Pro Line 21 Pro Line 21 Pro Line 21

49 -

1 x Continental IO-540-N 1 x 310hp Garmin 1 x Williams FJ33-4A-19 Garmin

High performance four-seater Single-engine personal jet, due 2011

1 x Honeywell TPE331-14GR 1 x 1, 650shp -

Type Certiﬁcation hoped for by 2010

68 71 74 74 74 74 74 74 74

73 73 92 92 92 92 92 92 92

700 635 1,024 1,024 1,024 1,264 1,264 1,264 1, 552

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

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

57 56 57 57 68 70 68 73

58 57 58 58 66 67 66 82

283 593 -

28.6 73 28.42 73 48.42 73

86 98 98

50 -

24.42 23.50 26.16 26.16 26.16 33.16 33.16 33.16 39.09

8 7 11 9 9 9 8 8

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

Pro Line 4 EASy EASy EASy EASy EASy EASy EASy

Clean sheet design, a best-seller Popular corporate choice, EVS available Flagship Challenger, based on CRJ200

WHAT IS IT? A high-tech, fast, wide-body long-range jet, with the same cabin dimensions as the 900EX but longer. WHO’S IT FOR? The motor racing world loves the Falcon range and one of the first UK deliveries of the 7X was to Bernie Ecclestone, boss of Formula One Management. WHAT DO YOU GET? What don’t you? The 7X took a big

step forward with its wing design. Wing area is up 44%, with an increased aspect ratio and a steeper angle of sweep. It’s said to be 30% more efficient, making the aircraft go faster for further on less fuel. But there’s also fly-by-wire side stick control, EASy flightdeck, and a stunning luxurious cabin. Oh, and three engines... three Pratt & Whitney PW307A turbofans producing 6,402lb of thrust each.

HONDAJET Base price $3.65m Cruise 420kt Range 1,180nm -

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 G1000 1 x 310hp G1000 1 x 1,900 G1000

33.85 72

85.5

1,183

2 x PWC PW306B

Primus 2000 Commuter airliner

12.33 50

147

2 x PWC PW610F

2 x 900

Avio NG

Bankrupt - efforts underway to restart

11 16 49.67 85

61 61 82 82 83 106

282 325 1,650 4,085

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

Prodigy Prodigy Pro Line Pro Line Primus 1000 Primus Epic

Very Light Jet, just certiﬁed Bigger brother, still ﬂight testing Filling out Embraer's mid-size range As above Useful size corporate jet Top of the range

59 59 72 72 72 79

15 14.5 17

59 53 60

55 56 57.6

6 5 8

1 x PWC PT6-67A 1 x PWC PW600 2 x Williams FJ33-4A

13.5

1 x Rolls-Royce 250-B17F/2 450shp

44.9

42.47 75 48.35 75

164

98 98

1,882 17 2,140 19

1 x Lycoming IO-540-KIAS

1,200shp 2 x 1,550

300hp

New engines for economical twin Cirrus-beater? Austro also available Personal jet nearing delivery

Certiﬁcation expected 2010 Experimental personal jet Certiﬁcation planned, long way off yet

Apex

Unusual high-wing design

2 x Rolls-Royce BR710A2 2 x 14,750 Pro Line 2 x Rolls-Royce BR710A2 2 x 14,750 Pro Line

Turboprop version on the way

Long-range large jet Even bigger

WHAT IS IT? Another high tech extravaganza but with serious purpose. Honda took a clean sheet approach to the design and came up with an aircraft to delight avturheads. Is it a VLJ? Well, it has four ‘proper’ passenger seats, plus a fifth for cabin crew, and two pilots, so theoretically yes. WHO’S IT FOR? Owneroperators possibly in the US, though it will suit the air taxi model too. In Europe, the first customer is former

Honda F1 driver Jensen Button who plans to set up his own charter operation when the aircraft becomes available. When’s that? 2012 is the current date being mooted. WHAT DO YOU GET? Class-leading performance, fuel efficiency, interior cabin space and cargo capacity, says Honda. There’s a host of technical innovations including a composite fuselage, and two over-thewing engines.

FOR YOUR FREE MONTH TRIAL GO TO WWW.SKYBOOK.CO.UK September-October 2010 | P1 BUSINESS AVIATION MAGAZINE | 61

DOSSIER NEW AIRCRAFT LISTINGS DIMENSIONS

Fue l (US burn G/h Tak r) eof f di st ( ft) Lan din gd ist (ft) MT OW (Ib ) Em pty (Ib ) Pay loa d ff (Ib ) Fue l ca p( USG ) Wi ng spa n( ft) Wi ng (Ib -loa /sq di ft ng P1 ) TES TED

Cru ise (kt as) Ran ge (nm ) Clim b( ft/m in) Cei ling (ft)

PERFORMANCE

In s erv ice DO C (p h)

ESSENTIALS

Cat ego ry Pri ce (ba se) TC (ye ar)

AIRCRAFT

GULFSTREAM PO Box 2206, Savannah, Georgia 31402-2206, USA. T: +1 912 965 3000 W: www.gulfstream.com G150 G200 G250 G350 G450 G500 G550 G650

MSJ SMJ SMJ LBJ SLJ SLJ LRBJ LRBJ

$15.05m 2005 $22.78m 1998 $24m 2011 $31.96m 2004 $35.86m 2004 $40.95m 2003 $48.995m 2003 $58.5m 2012

1,250 1,529 2,308 2,399 2,267 2,350 -

459 459 470 459 459 487 487 530

2,950 3,400 3,400 3,800 4,350 5,800 6,750 7,000

3,340 3,700 3,960 3,760 3,950 3.650 -

45,000 45,000 45,000 45,000 45,000 51,000 51,000 51,000

197 222 399 400 343 360 -

5,000 6,083 4,960 5,050 5,450 5,150 5,910 6,000

2,880 3,280 3,180 3,260 3,260 2,770 2,770 3,000

26,100 35,450 39,600 70,900 73,900 85,100 91,000 99,600

15,100 19,950 24,150 42,700 43,000 48,000 48,300 54,000

850 650 1,000 2,600 1,800 2,300 1,800 1,800

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

HAWKER BEECHCRAFT 10511 E Central, Wichita, Kansas 67206, USA. T: +1 316 676 6614 W: www.hawkerbeechcraft.com Bonanza Baron King Air C90GTi King Air B200GT King Air 350 Premier 1a/11 Hawker 400XP 750 850XP 900XP 4000

SEP MEP METP METP METP LJ LJ SLJ MSJ MSJ SMJ

$0.6m $1.1m $2.95m $5.3m $5.97m $6.21m $7.22m $12.4m $13.78m $14.29m $20.89m

1947 1961 2007 2007 1990 2005 2008 2005 2007 2006

421 677 841 1,025 960 1,255 1,633 1,711

176 202 270 305 312 451 450 466 448 466 482

1,063 1,388 1,321 1,800 1,765 1,360 1,482 2,200 2,642 2,950 3,280

1,230 1,700 1,953 2,460 2,731 3,800 2,990 3,750 2,642

18,500 20,688 30,000 35,000 35,000 41,000 45,000 41,000 41,000 41,000 45,000

16 33 90 126 127 138 178 277 253

1,913 2,300 2,392 2,600 3,300 3,792 3,906 4,696 5,032 5,032 5,200

950 1,300 2,355 2,845 2,692 3,170 3,514 2,650 2,650 2,650 2,995

3,650 5,500 10,100 12,500 15,000 12,500 16,300 27,000 28,000 28,000 39,500

2,530 3,880 6,950 8,520 9,326 8,430 10,550 16,200 15,670 16,420 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

20 28 51 68 75 74

3,120

2,500

644

39.87

HONDA 6430 Ballinger Road, Greensboro, North Carolina 27410, USA. T: +1 336 662 0246 W: www.hondajet.com HondaJet

VLJ

$3.65m 2012

420

1,180

3,990

43,000

LEARJET Bombardier Aerospace, 800 Rebe-Levesque Ouest, Montreal QC H3B 1Y8, Canada. T: +1 514 861 9481 W: www.bombardier.com 45XR 60XR 85

SLJ MSJ MSJ

$11.8m $13.7m -

2004 2006 2014

1,342 1,273 -

465 466 -

1,975 2,338 3,000

2,630 4,450 -

51,000 51,000 51,000

214 204 -

5,040 5,450 -

2,660 3,420 -

21,500 14,094 23,500 15,081 -

1,594 759 -

905 1,181 -

47.78 43.79 -

1,240

25,000

3,368

100

36.1

1,920

30,000

2,650

1,830

10,450

6,557

1,029

402

53.33

2,950

41,000

2,850

2,860

12,100

7,800

1,499

418

46.3

15,000 25,000 25,000 25,000 30,000 35,000

41 -

2,200 1,707 2,090 2,090 2,438 -

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

1,540

25,000

6,750

3,700

623

320

2,840

2,430

7,394

4,589

895

292

47.6

3,000 3,300

7,500 9,550

4,050 4,840

955 1,140

407 537

43.25 43.25

1,200

870

12,500

6,881

3,086

378

Dec 08

MOONEY 165 Al Mooney Road, Kerrville, Texas 78028, USA. T: +1 830 896 6000 W: www.mooney.com Acclaim Type S

SEP

2006

242

1,852

PILATUS PO Box 992, 6371 Stans, Switzerland. T: +41 41 619 61 11 W: www.pilatus-aircraft.com PC-12 NG

SETP

$4m

2008

589

280

1,573

Mar 09

PIAGGIO Via Cibrario, 4, 16154 Genova, Italy. T: +39 10 648 1885 W: www.piaggioaero.com Avanti II

METP $6.5m

2006

897

402

1,407

PIPER 2926 Piper Drive, Vero Beach, 32960, Florida, USA. T: +1 772 567 4361 W: www.newpiper.com Seminole Seneca V Matrix Malibu Meridian PiperJet

MEP MEP SEP SEP SETP PJ

$0.51m $0.76m $0.76m $1.41m $1.9m $2.2m

1978 1971 2008 1988 2000 2011

518 -

162 197 215 213 260 360

770 828 1,367 1,345 1,000 1,300

STAY SAFE & SANE...

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

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

559

320

1,585

31,000

SPECTRUM 2026 Palomar Airport Road, Carlsbad, California 92011, USA. T: +1 760 444 0180 W: www.spectrum.aero Independence S-33 Freedom S-40

VLJ MSJ

$3.945m 2010 $6.795m 2009

425 440

2,000 2,250

5,000 4,650

45,000 45,000 -

VIKING 9574 Hampton Road, Sidney, British Columbia V8L 5V5, Canada. T: +1 250 656 7227 W: www.vikingair.com Twin Otter

METP $3.5m

2008

600+

775

1,600

26,000

The online flight planning solution 62 | P1 BUSINESS AVIATION MAGAZINE | September-October 2010

PLANE FOCUS

VERDICT

PIAGGIO AERO P180 AVANTI II Base price $6.5m Cruise 402kt Range 1,407nm

Pow er ( lb t hru st) Avi oni cs

SPECS

Len gth (f He t) igh t (i n) Wi dth (in Vol ) um e( Sea cu ft) ts ( m Eng ax) ine s

E...

CABIN

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

465 868 935 1,525 1,525 1,669 1,669 2,138

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

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

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

101 101 355 315 305 604 604 604 762

6 6 12 15 15 6 9 15 15 15 14

1 x Continental IO-550-B 1 x 300hp G1000 2 x Continental IO-550-C 2 x 300hp G1000 2 x PWC PT6A-135A 2 x 550shp Pro Line 21 2 x PWC PT6A-60 2 x 850shp Pro Line 21 2 x PWC PT6A-2A 2 x 1050shp Pro Line 21 2 x Williams FJ44-2A 2 x 2,300 Pro Line 21 2 x PWC JT15D-5 2 x 2,965 Pro Line 4 2 x Honeywell TFE731-5BR 2 x 4,660 Pro Line 21 2 x Honeywell TFE731-5BR 2 x 4,660 Pro Line 21 2 x Honeywell TFE731-5OR 2 x 4,660 Pro Line 21 2 x PWC PW308A 2 x 6,900 Primus Epic

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 Developed from the HS-125 Long-range version Carbon-composite construction

17.8

2 x GE Honda HF120

Technological tour de force

17.7 25

59 68.5 71

61.4 71.4 73

410 453 675

9 9 8

2 x Honeywell TFE731-20 2 x 3,500 Primus 1000 Fabulous hot and high performance 2 x PWC PW305A 2 x 4,600 Pro Line 21 Fast and comfortable 2 x PWC PW307B 2 x 6,100 Pro Line All-new composite under development

1 x Continental IO-540

280hp

G1000

16.9

330

1 x PWC PT6A-67P

1,200shp

Primus Apex Excellent handling workhorse

14.9

2 x PWC PT6A-66B

2 x 850shp -

Stylish, with canard wing

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

15.5

248

1 x PWC PT6A-34

1 x 750shp G1000

Rival to the Cessna Caravan

13.25 48

1 x PWC PT6A-66D

1 x 850shp G1000

Fast, excellent handling

10.5 16

60 72

18.42 59

2 x 1,880

Pro Line 21 Pro Line 4 Pro Line Primus Epic Primus Epic Primus Epic Primus Epic PlaneView II

G1000

----Avidyne Avidyne Avidyne G1000

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

WHAT IS IT? A drop-dead gorgeous turboprop twin, with the engines mounted pusher style at the back, and a canard wing at the front. WHO’S IT FOR? Have you noticed how many Formula One types get involved in aviation? Well, in Ferrari’s case it’s because of a close business relationship with Piaggio Aero and the Scuderia is said to have an Avanti II for use by its drivers. Charter operators with Avanti IIs include Avantair in

the US and the UK’s Harrods Aviation. WHAT DO YOU GET? Piaggio says its patented Three-Lifting-Surface Configuration has 34% less total wing area over conventional designs, reducing weight and drag. A non-cylindrical, low-drag fuselage shape has been developed to allow a large cabin cross section. It has conventional flight controls, glass cockpit and 95% aluminium construction.

Fastest piston-single tourer

60 72

7 9

2 x Williams FJ-33-4A-19 2 x 1,750 High tech, under development 2 x GE Honda HF120 2 x 2,095 Primus Apex As above

384

2 x PWC PTA-34 or -35

2 x 750shp Primus Apex Updated version of the Twin Otter

QUEST KODIAK Base price $1.2m Cruise 179kt Range 1,032nm

WHAT IS IT? An American single-engine turboprop bush utility aircraft designed from the outset to take floats or tundra tyres. It’s for use in the wild, wild west, whether that’s California, Alaska, Africa or third-world countries. The finance to build the aircraft came partly from humanitarian organisations experiencing first-hand the difficulties of operating in such regions.

WHO’S IT FOR? NGOs operating in the rough. And anyone else who needs a rugged, avtur-burning loadcarrier. WHAT DO YOU GET? A STOL aircraft that can take a useful load of 3,100lb. A Pratt & Whitney PT6A-34 turbine, rated at 750hp for take-off, 700hp continuous, burning 47 US gal/hr at cruise. And a huge side door.

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aircraftsales.com Aircraftsales.com is an international dealer for new and pre-owned aircraft, which, as an inventorying broker, welcomes trade-ins. We look forward to serving you at www.aircraftsales.com.

2001 Cessna Citation Bravo TT 5,900 h; ET 1,000 h SOH on ESP Gold Fully JAR OPS I compliant; Fresh Phase I – V, Delivered with new paint and interior – choose your desired colours and materials, paid for by seller. RVSM, FDR, CVR, TCAS II/7, Mode S. Enhanced Transponders, UNS-1K- FMS, Mark VII EGPWS, ELT 406 Aircell phone.

2009 Eurocopter EC120B TT 60 h; Garmin 430, KY 196 Com, Garmin GMA 340, Garmin GTX 327 Transponder, Bose X headsets. Aircondition, Under Warranty until January 2012 or 500 h Total Time.

Additional aircraft for sale 2012 Embraer Phenom 300 • 1996 Cessna CJ • 2002 Cessna CJ1 • 1992 Cessna Citation II Call us at +43 6227 202 580 for further information

Direct

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YOUR BUSINESS JET SHOULD LOOK AS GOOD ON THE BOOKS AS IT DOES ON THE RAMP.

For further information, please contact Atron, a Cessna Citation Authorised Sales Representative on tel:+353 1 2953000 email:sales@atron.ie online:www.atron.ie

IATS FP

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