BizJet & Commercial Jet Feature 2019 by Flyer & Aviation Publications

BIZJETS FEATURE

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BIZ-JETS INTRODUCTION Business-jets are increasingly important to open up African business.

JET AVIATION IN AFRICA Over the past fifty years jet aircraft have revolutionised air transport links in Africa. They have enabled previously inaccessible areas to be within easy reach of business investors – particularly mining companies - and as a middle class emerges, the low cost carrier airlines are making jet flying accessible to all. At the same time business jets are fulfilling an essential niche in providing access to remote destinations with a seamless quick and low hassle service.

UT there is still enormous scope for improvement. The International Air Transport Association (IATA) is campaigning for African governments to maximize the positive social and economic power of aviation by working together to promote safe, sustainable and efficient air connectivity. AIRLINE OPERATIONS Alexandre de Juniac, IATA’s Director General and CEO, speaking in 2018, noted that: “African aviation supports $55.8 billion of economic activity and 6.2 million jobs. To enable aviation to be an even bigger driver of prosperity across the continent, we must work closely with governments.”

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IATA wants governments and airlines to work together to improve competitiveness, developing effective infrastructure, modernizing the regulatory framework focusing on global standards and connectivity; and ensuring a welltrained and diverse workforce. Also, IATA expresses strong support for the Single African Air Transport Market (SAATM) initiative. IATA’s de Juniac says: “The low density of the African intracontinental network makes it impossible to realise the potential benefits of a connected African economy. SAATM—if implemented—gives Africa the potential for economic transformation. History has shown that opening markets leads to rapid advances in connectivity.”

“Africa is an expensive place for airlines to do business. There is no shortage of examples illustrating the heavy burden that governments extract from aviation. Jet fuel costs are 35% higher than the rest of the world. User charges, as a percentage of airlines’ operating costs, are double the industry average. And taxes and charges are among the highest in the world. On top of that, $670 million of airline funds are blocked. Too many African governments view aviation as a luxury rather than a necessity. We must change that perception,” adds de Juniac. He adds: “In Africa we have [aviation] infrastructure problems in two extremes. In some cases it is overbuilt and expensive. In other cases, it is deficient and cannot meet

demand. Dialogue between industry and government is critical to ensure that there is sufficient capacity to meet demand, that airline technical and commercial quality standards are met and that the infrastructure is affordable. Achieving that will create the platform on which aviation’s economic and social benefits can be maximized.” BUSINESS JETS AND CHARTER Filling the gap created by the challenges faced by the airline industry, business jets are fulfilling an increasingly important role. Lanseria based ExecuJet Aviation Group Flight Operations GM: Philip du Preez reports that, “There are significant growth opportunities for business and charter aviation in Africa. Already, there are 481 registered private jets in Africa and the continent’s year-on-year business aviation growth is 44%. Engineering News reports Du Preez as saying that “This is despite current constraints on the sector across the continent. Thus, not all African aviation authorities work on a 24/7/365 basis, which can delay approval of overflight rights for chartered aircraft. And, currently, 50% of African citizens need a visa to visit their African neighbours. At the moment, only 27 African countries have signed the African Union’s Protocol of Free Movement of People. Hence the importance of the recently agreed Single African Air Transport Market. “I think this is going to be key,” Du Preez said. “We hope that all the countries will eventually sign up. It will create seamless air traffic across the continent, improve air service connectivity, improved continental integration, increase convenience for air passengers, save time, create jobs (especially for the young) and boost tourism. “Very important for the African business aviation sector has been the emergence of the ‘Affluent African’ demographic. “They are significantly younger than their European counterparts,” Du Preez said. Their average age is about 40 years; they are 66% men and 34% women; and nine out of ten have English as their first or second language. They make extensive use of their smart phones to access information and make purchases; in Africa, 51% of smartphone users employ their phones for travel information, while 37% of affluent Africans have bought products and services through their phones during the past year. “CNN is their number one channel of

news information gathering,” noted du Preez. Social responsibility and being environmentally friendly were top priorities for Africa’s most wealthy.” These facts have implications for the marketing of business aviation to this demographic. Rebecca Campbell of Engineering News notes that, “as far as business aviation was concerned, another important African demographic that was now emerging, especially in South Africa, is the HENRYs (High Earner, Not Rich Yet). People in this category included those likely to make their first private flights, perhaps paid for by their employers. For every ultra-affluent household, there were ten HENRY households. HENRYs were also socially influential and very brand-loyal: if a company wins their loyalty, it will keep it. This applies to air charter companies as well. Meanwhile, new business opportunities are emerging for business aviation across the continent. Du Preez cited Benin as an example. “That West African country was moving to establish itself as a rival to Kenya, South Africa and Tanzania for safari holidays. However, its national parks are at the northern end of its territory, very far from its international airport at Cotonou

on the south coast, and only one other airport in Benin, Parakou, has scheduled commercial airline services, and Parakou, although much closer to the national parks, is still a significant distance from them. “Consequently, affluent tourists (not just Europeans) are now chartering business jets in Europe and flying to Benin.” Why not, queried Du Preez, out of South Africa and other African countries? “There are clear opportunities both to fly people to and from Benin and to fly them within Benin (even with single-engined turboprop types). He urged partnerships between African operators to exploit these and equivalent opportunities in other African countries. He also urged that, in moving into new African markets, operators source as much as possible from local suppliers, employ and upskill as many locals as possible, and generally engage the local business sectors and communities.” The bottom line for airline and business jet operators in Africa is that the market is strong and growing. There are enormous opportunities, from both the natural growth of the market and from the challenges generated by the various African governments and their state-owned airlines. 

IATA's Alexandre de Juniac urges better cooperation between government and the aviation industry.

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A FRESH APPROACH

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COMMENTARY GUY LEITCH

CIR RUS VISION JET Worth the wait? The normally choleric Piet van Blerk is a happy man. In late June the first of the long-awaited Cirrus SF50 Vision Jets was flown from the USA by its proud new owners. And there are 19 more still to be delivered in South Africa. Cirrus Vision Jet - The world's first personal jet.

IRRUS’S SF50 Vision Jet has had a long and painful gestation. Like many bold new aircraft, such as the Boeing 747, it almost bankrupted its

maker. Cirrus was doing famously well with its piston engine range, regularly claiming the top slot for piston single-engine sales with its SR22, ahead of stalwart Cessna. So the company decided to broaden its range, and what better way than to use the SR22 as a platform for a Very Light Jet (VLJ). In October 2006 Cirrus started taking U$100,000 deposits for a jet priced below $1 million, with certification promised for 2010. Performance goals were modest: a 300 knot cruise at 25,000 ft and Cirrus’s whole-plane parachute system. Cirrus described it as the “slowest, lowest, and cheapest jet available.” At that time Very Light Jets were the flavour of the month. There was much hype about air taxis – much like the current

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electric VTOL air taxi hype. There was increasing talk of a bubble. Billions of dollars were sucked into the hype of VLJs. A bouquet of startups fronted by brash CEOs made grand predictions but did not have the staying power or know-how to go the distance. Within a few years most of them had closed factories and each failure represented the loss of millions of investors’ deposits and the end of a grand dream, albeit one which has enduring appeal. The dream of light jets goes back over 60 years – to the first days of jets. The earliest light jet was the two-seat French SIPA 200 Minijet, which first flew in 1952. But it took more than 50 years, to 2006, for the first mainstream VLJ to fly; Cessna’s Mustang. Vern Raburn’s much vaunted Eclipse followed shortly thereafter. Raburn was one of the infamous ‘accidental billionaires’ created by the ‘dot-con’ boon and he boasted of selling the twin engine Eclipse for less than U$1 million each. The

serious aviation analysts just quietly sucked their teeth in disbelief, especially at the claimed 2,800 orders, many of which were going to an ‘airtaxi’ operator, DayJet, which had yet to open its doors. As the VLJ bubble began bursting the VLJ moniker became as popular as a pig in Palestine. Cessna quickly switched to calling their U$ 2.7m Mustang an ‘entrylevel jet’. Meanwhile Cirrus kept doggedly on with its own VLJ – which was pitched at a far more basic market with just one engine and an airframe parachute to appeal to the pilots who wanted to step up from their SR22. And unlike Raburn – Cirrus reckoned that having just one engine would enable them to genuinely keep the price around U$1 million. In early 2007, Cirrus showed deposit holders a jigsaw puzzle of the Vision Jet – one piece at a time. Perhaps in recognition of its modest performance, they described it as a “personal jet” But building planes is hard, and reality slowly set in. Timelines were extended again and again. Some buyers felt they had been conned and got angry – particularly with Eclipse, which had made the most brash claims about price, delivery dates and performance – on all of which it was failing badly. An internet blog was so vociferous and unrelenting that Eclipse initiated legal action to discover the identity of the bloggers. Eclipse was on the ropes, until it received a substantial cash infusion from a new investor at the beginning of 2008 and announced plans for the construction of an assembly facility in Russia. Cirrus was not immune. Gradually the

pressure and costs of developing a VLJ wore even Cirrus down as well. By 2007 the first Vision Jet had flown, but the company was in trouble. Founder and CEO Alan Klapmeier offered to leave – and take the troubled jet project with him. And the 2008 recession was around the corner. By 2011 it had become necessary to sell the entire Cirrus company to China Aviation Industry General Aircraft Co. (CAIGA). At that stage Cirrus admitted that it would still require at least three years and more than $100 million to certify its jet. Meanwhile the serious plane makers with deeper pockets continued to push ahead with their VLJs. Cessna delivered a couple of hundred Mustangs and Embraer likewise with its Phenom 100. But these were proper small jets, not the single engine ‘personal jet’ that Cirrus was still trying to get certified and delver to its patient deposit payers. The biggest problem was the unrealistic sales price. Any idea of selling a personal jet for U$1 million was shown to be pie in the sky. But the Cirrus position holders were a surprisingly patient bunch, even as the price went up to U$1.39M for deposit holders and US$1.72M for new buyers. The certification date was pushed out again - to mid-2013, to develop the fullaircraft parachute system. In February 2013 the aircraft was repriced at US$1.96M and in April certification flight testing was pushed out to 2014. Yet still orders came in and the waiting list grew to 500 with deposits paid. To mollify the long waiting list Cirrus said they intended to produce as many as 125 aircraft per year. More money was needed to ramp up production and they persuaded their hometown, Duluth, to commit U$6 million and the state of Minnesota to contribute U$4 million to build a factory to produce the jet. In April 2015, confident the certification would be on schedule and no modifications needed, Cirrus started production of the first of its more than 500 orders. More delay was caused when certification was shifted from 2015 to the first half of 2016 due to the ballistic parachute testing, until the FAA was persuaded to waive its requirement after the four flight test aircraft had flown more than 1,700 hours. Remarkably, and as testimony to the deposit placeholders’ faith in the company, and the inherent attributes of the Vision Jet, the orderbook continued to grow, and by

July 2016 it had swelled to over 600, despite certification having been delayed to the fourth quarter of the year. Eventually, on 28 October 2016, after a fraught ten-year development process marked with myriad technical and financial challenges, the Cirrus SF50 earned its type certificate from the FAA and in so doing became the first civilian single-engine jet to be type certified. Deliveries started on 19 December 2016. By July 2017 production

The full-aircraft parachute system caused many certification delays.

had been ramped up to one per week, leaving a 10 year production backlog - but still a long way from the 125 aircraft a year Cirrus had promised. Then just when things were beginning to settle down, Cirrus carried on its tradition of built-in obsolescence. There must have been a collective intake of breath when Cirrus announced its G2 version in January 2019. Like car makers bringing out a new model every few years, Cirrus has done that with its piston range and had now done it to its jet buyers – who hadn’t even taken delivery of their long awaited planes.

But there was no need for alarm. Rather like Oprah’s famous “everyone gets a car!” stunt, Cirrus magnanimously said that all those who had not yet received their G1 version of the jet could automatically get G2 for just a small extra cost. Few declined the upgrade, because it was a really big improvement. Sceptics had looked at the diminutive jet somewhat disparagingly – pointing out that it couldn’t reliably fly Joburg - Cape Town with a diversion to George and that it was short of payload and speed - and wasn’t even RVSM approved. The G2 version has addressed all these concerns and has also added many really useful improvements, such as auto throttles, improved avionics and interiors, a quieter cabin and of course the much desired improvements in performance. Cirrus marketing material claims, “An expanded flight envelope to Flight Level 310 raises the performance and capabilities of the all-new aircraft. This new access to Reduced Vertical Separation Minimum (RVSM) flight levels now increases the Vision Jet’s range to over 1,200nm. On a typical mission, G2 now provides increased flexibility to carry an additional 150 lb on an 800 NM mission and pushes top cruise speed even further above 300kts.” The only drawback is the price, which has escalated from the original dreamed of U$1m to U$2.75 million. Piet van Blerk argues that the single engine Vision Jet has no competitors, as it is still a lot cheaper than the roughly comparable TBM940 single turboprop which costs US4.25 million and its direct equivalent, the now discontinued Eclipse 550 which cost U$2.5m – but does have two engines. If I had the money I would make sure I owned one! 

Side-stick control gives a fighter jet feel, but better sense of control for first-timers.

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FLIGHT TEST REPORT: GUY LEITCH | IMAGES: COURTESY OF TEXTRON

Trevor Cohen

CESSNA CITATION LONGITUDE

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Cessna's Longitude sets new standards for mid-size biz-jets.

THE MID-SIZE JET TO BEAT Cessna’s much awaited Longitude ‘super-midsize’ bizjet has just completed an African tour. It is a seriously impressive aircraft that raises the bar for almost all biz-jet standards.

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FLIGHT TEST

A big vote of confidence for the Citation Longitude comes from bulk buyer NetJets.

N 2016 Cessna brought the Longitude’s smaller sibling, the Latitude, to South Africa on a sales tour. We covered the Latitude extensively in our October 2016 issue and it’s fascinating to see how the latest and greatest of Cessna’s midsize jet family sets new standards. There are three new jets in Cessna’s mid-size range, the Latitude is the smallest, the Longitude fits in the middle and the still to be flown Horizon is the largest. The Longitude is a perfect example of Textron’s design philosophy of evolutionary product development. They have taken the best bits of their existing business jets, added the latest technology such as a new ‘moderate super-critical’ wing with a 27-degree sweep, and produced an aircraft that impresses all who have experienced it. The aircraft that toured Africa in June was operating on a provisional type certification, which limited it to demonstration flights flown by Cessna’s pilots. But we nonetheless were able to get all the key experiences of what it’s like, especially for the ‘grand fromage’ in the cabin who pays the bills. ON THE GROUND The most obvious difference between the Latitude and Longitude is the latter’s high and proud T-tail vs the Latitude’s more Hawkerlike cruciform tail. The other major difference is the fuselage length which makes the Longitude look like a far sleeker and faster aircraft than the Latitude – and perhaps closer to the super-fast Citation X, albeit without the X’s monster engines. Unlike many other mid-size bizjets which can appear to be portly thanks to a short fat fuselage, the proportions of the Longitude seem right. On the nose the Longitude has dual angle of attack vanes for the stick pusher and, in a first for a Citation, ice-detection probes. The long nose houses Garmin’s latest and greatest GWX 80 Doppler digital weather radar. For ETOPS operations, dual oxygen tanks are mounted in the nose bay. The wing is a thing of beauty – long and thin, and with a slippery smoothness despite its aluminium construction. It is rounded off by elegantly proportioned upswept winglets. Beneath the wings the reassuringly sturdy looking trailing link undercarriage is short so there’s no need for a ladder to access the aft baggage compartment from the outside.

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As in most modern biz-jets, all lights are LEDs. All access panels have courtesy lights that switch on when the panel is opened. These lights are powered by one of two big lithium batteries, leaving the other battery for starting the APU. There is single point refuelling with a fuel computer in the fuel access panel, which allows controlled refuelling without having to have someone monitor the tank levels from the flight deck. The vacuum lavatory is externally serviced. An interesting aspect of the fuel tank design is that it uses an airline type transfer system to move fuel, instead of a slower crossfeed-type system. Cessna had a fraught conflict with the FAA late in the certification programme when the FAA decided the portion of the tanks inside the wing root fairings constituted a “centre fuel tank.” Because of that the FAA decided the Longitude had to meet the fuel tank flammability requirements demanded by the certification changes that occurred after the TWA Flight 800 accident, where the centre fuel tank exploded. Finally, Textron was granted partial exemption until January 2020, allowing the company to complete limited certification and do demo tours. The engines are the Honeywell’s HTF7700L, each delivering 7,600 pounds of thrust. The Honeywell 36-150 APU can be run up to 35,000 feet. In terms of Cessna’s mix-n-match parts strategy, the Latitude created a new stand-up fuselage and put it on the CE-680 Sovereign’s wings. I fondly believed that the Longitude simply used the Latitude’s fuselage on a new pair of wings and engines. But aviation is never simple and there is a world of difference between the Latitudes cabin and the Longitude’s. INSIDE Access to the cabin is via a reassuringly sturdy and comfortably wide airstair door with a fold-out handrail that is stiffer than it looks. At the top of the stairs is a well-equipped six-foot galley with wet sink and hot water. The Longitude cabin has the same flat floor, six foot height, and 77 inch width as the Latitude, but the Longitude’s cabin is 41 inches longer, providing an extra two seats. Two seating configuration options are available: the standard layout with four club seats forward and four in the aft area, or an optional three-place divan in

the rear opposite two club seats. With more than 30 inches of knee room between the club seats, the Longitude claims to have the best legroom in its class. The side facing divan can be used for takeoff and landing. You could squeeze in 10 pax if you include the optional jump seat, which can face forward or aft and can be removed when not needed, freeing up space in the cockpit. Strangely, the vacuum potty is not belted, so cannot be used as a passenger or cabin attendant seat. The Longitude’s final certification will be for a somewhat cosy 12 passengers. You can access the baggage compartment through the toilet cubicle or from a hatch behind the left wing. The baggage compartment is heated and pressurised, is fully accessible and holds up to 1,000 pounds. Total baggage capacity is 112 cu ft and 1,115 pounds. The optional side facing divan can be converted into a bed. And the forward-facing club seats can rotate 180 degrees to make flat beds. Unlike some so-called lie-flats, the Longitude’s are genuinely flat because, as you recline the backs, the seat squab rises.

In all, four can sleep comfortably on the Longitude. Given its seven-hour endurance this is probably a necessity. A switch on the window frames lowers the shades. They can also be used as blackouts, creating a dark sleeping compartment. If buttons are a challenge for a luddite CEO there’s an app compatible with Apple and Android, to control almost everything in the cabin— window shade position, temperature, lighting, entertainment choices and volume, and much more. You can play music through the sound system from onboard choices or pull it from your favourite device. Same with video to the onboard monitors. For in flight movies there’s an HDMI cable to connect to the monitors. And, naturally a plethora of cup holders, foldable tables, drawers, and cabinets for storage. Bizjet cabins have to have great internet connectivity. The Longitude features Gogo Business Aviation’s air-to-ground system, which will soon be switched to the latest Avance L5 version. A Garmin GSR 56 Iridium satcom is also included as standard. One telephone handset is located at the VIP seat and another in the flight deck. A second

GSR 56 is installed to provide datalink for FANS and ATN-B1 services, which means that Longitude pilots can take advantage of ground and airborne air traffic control digital clearance delivery and messaging in the U.S. and Europe. For weather information, the GSR 56 can download weather via Iridium satellites. IN THE AIR Everyone who sampled the Longitude enthused about how quiet the cabin was. Our usual biz-jet tester (and Challenger loyalist) Larry Beamish, was particularly impressed that passengers could converse quietly across the width of the cabin. This recognises the large effort Cessna put in to create a quiet cabin. Cessna built a laboratory to detect the volume and frequency of every sound in the cabin, and its source. From there they set out to find ways to quiet each one. The noise of air flow, both outside the cabin and inside the pressure hull, were key concerns. For example, they discovered that the airconditioned air entering the cabin was roaring. A few baffles in the ducting slowed the air down, reducing noise.

Longitude cockpit dominated by three G1000 PFDs.

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FLIGHT TEST

The pressurisation outflow valve was located as far as possible from the passenger compartment. Any openings to the outside, such as air scoops, doors, and access panels were evaluated for noise contribution. The curtain used to blank off the noise from the airstair door is particularly substantial. For flights of five hours or more the pressurisation differential is important. The Longitude manages a cabin altitude of 6000 feet at its 45,000-foot maximum operating altitude. The Longitude’s flight control system is similar to the Latitude’s, with mechanically controlled ailerons and elevator (with trimmable stabiliser) and fly-by-wire rudder and spoilers. The yaw damper is operational all the time. In a one-engine-inoperative situation the rudder automatically adjusts for the inop engine, although the pilot still has to step on the rudder and thus remains in the loop during single-engine operations. For extra performance in Africa’s hot-and-high operations, with one-engine out the remaining engine is capable of delivering a ‘through the gate’ power boost for up to 10 minutes, or with both engines running, for five minutes, which is helpful during windshear or

Displays (PFDs) and a Multi-Function Display (MFD) in the middle. The three 14-inch displays plus four touch screen controllers allow access to all major systems, including synoptics for fuel, electrical, hydraulics, pressurisation, anti-icing, and more. Although the marketing material boasts a head up display (HUD), Garmin’s new GHD 2100 head-up display with enhanced vision system (Garmin’s first HUD) will not be available on the Longitude until sometime after certification. Rough cost of the optional HUD/EVS is an eye watering $500,000 to $600,000, and plans are to seek approval for lower approach minimums when using the HUD/EVS. Like the Latitude, the Longitude’s flight deck is designed for simplicity and ease of use, with minimal clutter. Much of this is due to the Garmin GTC 570 touchscreen controllers, which consolidate many functions that used to be managed with knobs, switches, and buttons. There are four touchscreen controllers, two in the centre console and one each on the left and right side. The controllers are the infrared touch type, and thus can be manipulated while wearing gloves or with the end of a pen or pencil.

Runway requirement aided by emergency power mode.

terrain avoidance. Following a power boost event, a maintenance log entry is required. Icing protection is bleed air for wing leading edges and engine inlets, and an electro-mechanical system de-ices the empennage. The dual hydraulic carbon brakes are brakeby-wire, and all brakes are available for emergency braking. Nosewheel steering is via tiller and allows for steering up 80 degrees. The nose can steer up to 9 degrees using the rudder pedals. The cockpit is dominated by the three big EFIS displays for the Garmin G5000 – two Primary Flight

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The remarkable feature of the latest generation Garmin ‘glass’ panels is the extent to which they have simplified checklists. Larry Beamish reports that the Longitude had no less than 36 fewer checklist items than the Challenger 300 he regularly flies. Many of the tests that take a lot of time and knob manipulation in older bizjets are automated by the G5000 and this speeds up the time to get the Longitude ready to fly. Some tests by the pilot are however still required such as the stick pusher, engine and baggage fire loops, overspeed, and annunciators. Cessna have worked hard to build a simpler flight

The standard cabin layout has four club seats forward and four in the aft area.

deck. Thus, the electrical system displays percentage of amps rather than number of amps being used. Electrical system load shedding is automatic, taking less important systems offline when there’s a power problem, including shutting off electricity to less important windshield panes. Dual hydraulic systems actuate the rudder and a standby electric motor provides triple redundancy. Like other modern Part 25 designs, the flight controls can be split, allowing control even if one or more flight controls becomes inoperative. The fuel system is simple: two wing tanks, each feeding an engine. The transfer setting pumps fuel to the other tank should an imbalance occur. A single-point refuelling system at the right wing root allows the pilot to enter the number of pounds of fuel needed, simplifying the calculation from pounds to litres from the fuel truck. For the demo flight out of Lanseria the cabin was five up with two pilots, giving a total weight of around 32,000 pounds. That’s 7500 pounds below the 39,500-pound MTOW. The full-fuel payload is a still very useful 1,600 pounds, not far from full tanks and full cabin. In his flight assessment AIN Online writer Matt Thurber comments that “The older Latitude’s Pratt & Whitney Canada PW306D1 engines, at 5,900 pounds of thrust each, are about the largest out there that can be battery started. The Honeywell HTF7700L Longitude engines at 7,550 lbs require an air start, which means a ground cart or the auxiliary power unit. Like the start sequence, system tests are mostly automatic. Watching the Crew Alerting System, I could see it running down a long list of checks, including actuating the

spoilers, for example. Had I had the flight control synoptics page up, I could have seen a representation of the movement there as well.” Thurber notes that “the Longitude’s tiller steering is firm and precise, and although this jet has a fairly long fuselage, I didn’t feel any jerkiness in the tiller. The carbon brakes actuated smoothly with no grabbiness. Mid-weight takeoff numbers were a V1 of 112 knots and VR of 120 knots. “The Honeywell engines gave us a snappy acceleration during takeoff, and I lifted the Longitude off smoothly, with very little pull on the yoke needed to escape the runway. Pitch forces are lighter at low speed but get heavier as the jet speeds up; a bit of trim keeps everything well under control.

The Longitude has an element of inbuilt flight envelope protection. Thurber notes that “During the descent, I pulled the power to idle and pushed the nose down, then watched the airspeed climb rapidly toward the red on the PFD. At that point, the Garmin flight control system pulled the nose up to reduce the speed. I actuated the speedbrakes to help us slow down, and they came out with nary a rumble nor any aerodynamic bump, thanks to the fly-by-wire control. The speed-brakes can be set at any intermediate setting and the pilot can move the control quickly, without causing the boss’s drink to spill. “The Garmin G5000 is remarkably advanced. The autothrottle system is a marvel to watch. Had a pressurisation problem occurred and we had passed out, the G5000 would have automatically turned the airplane 90 degrees to exit an airway and would have descended us rapidly to 15,000 feet. A vertical profile presentation across the bottom of the multifunction display shows winds aloft during the descent. “Back at 12,000 feet, I started with steep turns, with a 360 to the right at 45-50 degrees, then a 180-degree turn to the left. The Garmin autothrottles easily maintained the necessary added power for the selected speed during the steep turns, but I did need to pull the yoke aft firmly to keep the nose up. This is all made easier by the flight path marker (FPM) on the G5000 PFD, like having a HUD but on a head-down display; just keep the FPM on the zero pitch line, and

Optional divan is berthable.

“At FL430 cabin altitude was 5,400 feet and with power set at max cruise and fuel flow 860 and 880 pph. The Longitude settled at Mach 0.83 and 473 KTAS. Maximum operating speed is Mach 0.84.”

there is no change in altitude. “We then set up for some approaches to stall, with autothrottles off, but avoided activating the stick pusher because the rapid nose-down push might cause fluid in

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Vacuum toilet - but not belted.

Large baggage bay can take 1000 pounds.

the vacuum lavatory to spill. For the first manoeuvre, I slowed straight-and-level and in clean configuration all the way to stick shaker, then reduced the angle-of-attack (AOA) and added power, with a minor loss in altitude. I did another approach to stall in clean configuration but in a 30-degree turn, then recovered at the shaker by reducing AOA, levelling the wing, and adding power. The engines responded fairly quickly to the application of power. At lower speeds, lateral control is much lighter and more pleasant, harmoniously matching the lighter pitch control feel. With gear and flap down the approach to stall was gentle with zero wing rock as the shaker shook the controls and I recovered back to straight-and-level flight.” Thurber hand-flew the approach, descending onto the glidepath with full flaps. He reports, “I was easily able to descend the Longitude onto the proper glidepath, which indeed did look shallow. [The Cessna demo pilot] advised that near touchdown I would need just a tiny bit of nose-up pitch to arrest the descent, but I should be careful not to flare too high, otherwise the Longitude will float. At 50 feet, the autothrottles automatically retarded to idle. While covering the throttles with my right hand, I kept flying down at the runway. Moments after I barely checked the pitchdown attitude with a tiny aft movement on the yoke, the main wheels touched smoothly, followed by the nosegear. The Longitude lands flat, the dual trailing link main gear making you look good and keeping the boss’s drink in the cup. Thrust reversers,

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spoilers, and anti-skid brakes make landing distances of about 3,400 feet.” WRAP UP With a base price of U$25m and a typical, but non-discounted, price of about U$27 million, the Longitude brings to market the largest cabin ever to carry the Cessna name and it does so just three years

Hot and cold galley opposite door.

after the certification of its smaller cousin, the Latitude. It really does set a new standard for mid-sized and super mid-sized business jets. Perhaps the ultimate recognition of how good an aircraft it is comes from NetJets having placed a huge order for 176 Longitudes. 

The Longitude and later the Hemisphere join the Latitude to complete a new, large-cabin, three-aircraft Citation family.

CE SSNA CITATION LONG ITU DE

SPECI FICATIONS & PE R FOR MANCE

BAS E P R I C E : $26 . 9 m i l l i o n

S P EC I F I CAT I O NS Powe rp l a nt : 2 x H T F770 0 L Th ru s t : 75 5 0 l bs t each L e ng t h: 73 f t 2 i n H e i g ht : 19 f t 5 i n W i ng s p a n: 6 8 f t 11 i n W i ng a r ea: 5 37 sq f t W i ng l oa d i ng: 73 . 9 l b/sq f t Seat s: 2+9 -10 C a b i n l e ng t h: 25 f t 2 i n C a b i n wi d t h: 77 i n C a b i n h e i g ht : 72 i n M a x t a keof f we i g ht : 3 9, 5 0 0 l b Payl oa d w/fu l l fu e l: 1, 6 0 0 l b M a x l a nd i ng we i g ht : 3 3 , 5 0 0 l b Fu e l ca p aci t y, s t d: 2 ,13 4 g a l (14 , 511 l b) B a g g a g e ca p aci t y: 1,115 l b , 112 cu f t

P E R FO R M AN C E Ta keof f @ M AU W: 4 , 9 0 0 f t M a x cru i se s p e e d: 476 k t R a ng e , 4 p a x @ 0. 8 0 M: 3 , 5 0 0 n m M a x op e rat i ng a l t i t u d e: 4 5 ,0 0 0 f t L a nd i ng d i s t a nce , g rou nd ro l l: 3 , 4 0 0 f t M a x o p e rat i ng l i m i t s p e e d: M 0. 8 4

COMPANY PROFILES

ASCEND AVIATION ‘Trustworthy Sales, Airworthy Excellence’ With 20 years of experience in aircraft sales Maartin Steenkamp established Ascend Aviation in early 2014. Aviation sales specialists must not only possess an exceptional understanding of their field and products, but also of the customers’ needs and experience in aviation. Acquiring an aircraft is an emotive as well as a practical decision. Maartin’s market knowledge and track record is greatly respected in the industry and Ascend Aviation’s customers can be assured that they are getting the most honest, independent, objective solutions to their present and future requirements. Ascend Aviation has assembled a team with the experience and abilities to streamline the entire process for buyers, from selection, budgeting and finance, through long-term performance and cost expectations, to ongoing advice and support, thereby making aircraft acquisition and ownership a rewarding and pleasing experience. Ascend Aviation believes personal attention, relationship-building and integrity is key to service excellence, and provides a comprehensive range of services to the aviation industry: • Aircraft Sales • Acquisition mandates • Aircraft Valuations • Aircraft Management • Aircraft Finance • Aircraft Insurance • Aircraft Ferry including Importation and Exportation Contact Ascend Aviation on: Tel: +27 (0)11 064 5624 Email: sales@ascendaviation.co.za Website: www.ascendaviation.co.za

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DASSAULT AVIATION: Expanding Customer Support Network Dassault Aviation has recently expanded its customer support network through the acquisition of several aviation maintenance, repair and overhaul (MRO) companies. Dassault Aviation most recently acquired RUAG MRO International’s business aviation MRO facilities and fixed-based operations (FBO) in Switzerland, namely Geneva and Lugano. This acquisition was announced soon after Dassault Aviation acquired TAG Aviation’s MRO businesses in Europe, which are concentrated in the Swiss cities of Geneva and Sion. Dassault Aviation also recently acquired ExecuJet’s MRO businesses. This acquisition is significant because it expands Dassault’s MRO network into Africa, the Middle East and Asia Pacific. ExecuJet was founded in Johannesburg in 1991. It has MRO facilities in Johannesburg and Cape Town as well as: Dubai, New Delhi, Tianjin (China), Kuala Lumpur, Sydney, Melbourne, Perth and Wellington. In addition, ExecuJet has two MROs in Belgium – Brussels and Kortrijk. “ExecuJet MRO Services has been growing and performing well, thanks to its strong leadership team and employees. We have no interest in changing this recipe. We hope that by being shareholders in this MRO network, current and future Falcon customers - some of which have aircraft from different aircraft manufacturers - will feel confident that we continue to have their service experience needs well taken care of for years to come,” says Dassault Aviation senior VP Worldwide Falcon Customer Service and Network, Jean Kayanakis. “Expanding our customer worldwide support network allows us to be closer to customers and differentiate ourselves in the market by providing a great ‘Falcon experience’ post purchase,” he adds.

PILATUS Pilatus PC-24 ‘Super Versatile Jet’ The PC-24 as the world’s first ‘Super Versatile Jet’ has been engineered to be ‘off-road’ compatible from its inception. Its outstanding short-field performance, even on unpaved runways opens up an incredible level of mobility. With the PC-24, one will have access to almost 100% more airports worldwide than offered by comparable business jets. That means you can fly closer to your final destination, using smaller airports and reducing ground transfer time to an absolute minimum. The Pilatus PC-24 combines the practicality of a turboprop with the cabin size of a Medium Light Jet and the performance of a Light Jet. Features include its flexible spacious interior, comprising continuous flat floor, and unique cargo door to enable quick and easy loading. The PC-24 is designed to operate from short, paved and even unpaved surfaces. As with all Pilatus aircraft, the PC-24 is certified for singlepilot operation. Pilatus PC-12 Centre Southern Africa, the Authorised Sales and Service Centre for Southern Africa, has delivered three PC24s into the region since the middle of 2018, with another two units to be delivered over the next 12 months. The PC-24 order book has been reopened by Pilatus, with next delivery slots available from 2021. Pilatus PC-12 Centre Southern Africa (PTY) Ltd Hangar 41 and 42, Rand Airport, Germiston South Africa Tel: +27 (0) 11 383 0800 www.pilatuscentre.co.za

JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need. For our list of available aircraft head over to our website www.ascendaviation.co.za.

SA Flyer 2019|03

Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za

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COMPANY PROFILES

UARDIAN AIR is a trusted air charter and aviation management company, providing a suite of specialised services to meet the discerning needs of business travellers, tourists and adventurers in Africa. From their base at Lanseria International Airport in Gauteng, South Africa, they offer comprehensive aircraft management and Final.pdf 1 2018/02/12 14:58

maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies. Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary company, Guardian Air Asset Management, they have international and domestic operating licences issued by the Department of Transport in South Africa as well as a

loc Lanseria International Airport tel +27 11 701 3011 24/7 +27 82 521 2394 web www.guardianair.co.za

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lic CAA/I/N283, AMO1401

non-schedule AOC (CAA/I-N283) which is endorsed for aeromedical transfers. As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air is serviced by a dedicated maintenance division, Guardian Air Maintenance (PTY) Ltd (AMO:1401). Tel: +27 (0) 11 701 3011 24/7: +27 (0) 082 521 2394 Email: ops@guardianair.co.za www.guardianair.co.za 

Global VIP Charter Global Air Ambulance Aircraft Management Aircraft Maintenance

COMPANY PROFILES

THE AVCON JET GROUP

ADLER INTERNATIONAL – AVCON YACHT – PRINCESS YACHTS AUSTRIA – HMS – CAA – AVCON JET AFRICA - IDEFIX.

UR success story began in 2007 – with only one aircraft and 16 employees. Only 12 years later, 2019 we are one of the strongest private jet operators in Europe with more than 60 jets and over 300 employees.

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In 2012 we expanded our business into the marine sector to provide an excellent service to our customers, not only in the air, but also on water. Investments into a shipyard in Italy, maritime technology and yacht charter were only the beginning of a great journey.

No matter if you require excellent travel management or unforgettable memories around the globe, the whole Avcon Jet Group has one common goal: to not only satisfy our customer’s demands, but to exceed their expectations, no matter how challenging they may be. That’s what we call ‘unimpossible’. 

COMPANY PROFILES

STAR AIR Star Air holds SACAA Part 121 Domestic and International Aircraft Operating Certificates (AOC), and specialises in the wet, dry or damp leasing on short to medium term leases to airlines in Africa. Under the leadership of CEO Peter Annear, the company has evolved from operating a Piper Cherokee in 1992, to operating a fleet of Boeing 737-300s. Today, we present our fleet of seven 737-300s with pride. Each aircraft can be tailored to the needs of our client by configuring the seating to all economy or a combination of economy and business class. The aircraft are equipped with steps. We also offer a complete aircraft branding solution to customers who would like to achieve consistency between their fleet and leased aircraft Star Air’s services include: • Wet leasing of aircraft • Dry leasing of aircraft • Aircraft chartering services • Qualified cockpit and cabin crew • Operations support • Aircraft Maintenance (up to C-Check) Contact Star Air on: Tel: +27 11 234 7038 Email: yvonne@starcargo.co.za Website: www.starair.co.za

STAR AIR MAINTENANCE Based on the Denel Campus at OR Tambo International Airport, Johannesburg, Star Air Maintenance was established in 2009 to provide maintenance up to C-Check for Star Air’s fleet of 737s and third-party aircraft. Providing our clients with a world class service has always been central to our vision for the company. Through Star Air Maintenance, we offer a ‘best in

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international standards’ service in terms of quality, turnover times and cost efficiency, allowing airlines to focus their efforts on marketing and ticketing their routes. Our vision has ensured Star Air Maintenance has kept pace with the recognised international standards in terms of safety, best practice and service to our clients. Through extensive improvement

programmes, we have ensured our staff compliment of over 40 trained professionals are able to deliver one of the best airline support services on the continent. For more information, contact Star Air Maintenance on: Tel: +27 11 973 5512 Email: marzanne@starcargo.co.za Website: www.starair.co.za