Flight Report: Airbus Corporate Jet

Show Newswriter Fred George (left) with Airbus test pilot Peter Chandler and the ACJ.

What's it like flying an Airbus Corporate Jet? We found out Monday when we strapped into the left seat of Aeroservices Executive's ACJ on a demo hop with Peter Chandler, Airbus's experimental test pilot in the right seat and Aero Service's chief pilot Richard Cimino riding along as safety pilot.

When fitted with all six auxiliary center tanks, an ACJ can fly ten passengers 6,000 miles and land with NBAA IFR reserves. The Aeroservices ACJ, in contrast, has five tanks and 29 passenger chairs. With full fuel and all seats occupied, it can fly in excess of 4,600 miles, according to Philippe Bardon, one of the firm's captains.

Much has been written about the ACJ's advanced fly-by-wire, throttle-by-wire, steer-by-wire and brake-by-wire technologies. It also has one of the most sophisticated avionics suites ever installed in a civil aircraft. But, rest assured, this is no flying science project borne in an engineering lab. Quite clearly, this is an aircraft designed by and for pilots. Its controls and displays are intuitive, making it as easy to fly by hand as a much less sophisticated airplane.

Most engine and systems functions are automated, thereby reducing pilot workload. Engine start, for example, is handled by computers. APU bleed is automatically rerouted from packs to starter, the FADEC handles the engine start, the generator comes on line and the APU bleed air then is rerouted to the packs.

For all its sophistication, ACJ feels like a nicely refined, analog airplane fitted with a very bright digital flight engineer who majored in cockpit ergonomics. Six large format CRTs provide a wealth of information, including context sensitive system synoptics, extensive use of graphics and text prompts to keep the crew out of trouble after coping with an abnormality or emergency.
It's easy to get used to flying with the sidestick controller and non-moving autothrottle system. The FBW system has three modes of operation: direct; direct with envelope protection; and normal. In the top level mode, the sidestick controller controls G load in pitch and roll rate. Releasing the controller causes the aircraft to maintain attitude, within G and angle-of-attack limits.

Losing the normal control mode is so rare that it's not taught or tested during initial type training. But, we wanted to explore it, so Chandler turned off both flight control computers. In the direct law mode, with envelope protection, we found the aircraft easy to fly, albeit with thrust and configuration induced pitch trim changes. This is still a nice flying aircraft without all its FBW capabilities.

Returning for pattern work, we found the aircraft docile during two-engine operations. It's more challenging to fly while simulating one-engine-inoperative, but we could have used the autopilot and autothrottle to reduce workload. Indeed, the flight manual calls for engaging the autopilot shortly after take off with an engine failure so that both crew members can focus on sorting out the emergency.

Twelve ACJs now are in service according to Richard Gaona, vp in charge of the ACJ unit. Why no more? When the A319 (on which the ACJ is based) was certified in 1999, Airbus's order book was so chock-a-block full that only four or five slots per year were available, Gaona claimed. "In addition, Boeing got a two year head start on us and has been very successful in North America," he said. That lead enabled Boeing to develop its connections with traditional business aircraft operators.

So Airbus countered by betting on Avolar, United Airlines' ill-fated business aircraft division. "We wanted to be affiliated with an established company," Gaona said in retrospect. If Avolar had succeeded, the ACJ might have gained a toehold in the North American market.
But Gaona is confident about the ACJ's future. "We're very open to discussions with other fractional aircraft operators anytime," he offered.

Based upon our experiences flying and riding in the ACJ, just prior to EBACE, competition in the $45-million, ultra-long range business aircraft market is going to get considerably more intense, as Gaona's team refocuses its efforts.

By Fred George