The impact of the new generation of light and very light
jets will not be felt fully at this year's Convention — it already was
experienced at Oshkosh in July, where an event still associated in many minds
with amateur builders and piston engines seemed, at times, to be taking on the
appearance of a dress rehearsal for NBAA. The Adam A700, Beechcraft Premier,
Cessna Mustang, Eclipse 500, HondaJet, TAM-AIR Epic Jet and Viper Jet all
craved the attention of a new market, the bounds of which have yet to be fully
defined. Suffice it to say that the fastest-growing sector in what used to be
business jet aviation is now dominated by the owner-pilot. Airport
fence-hangers expecting an arriving twinjet to disembark uniformed flight crew and
a suited CEO could be surprised to see an open-necked family man and even more
bemused by the epoxy resin still (figuratively, at least) under his
fingernails. Alternatively, the new breed of owner could be flying to a
business meting in a carbon fiber jet looking like a modern fighter; or even
one that began life wearing a swastika.
Adam
A700
Establishing
a trend for parallel production of turboprop and turbofan versions of the same
basic design, Adam flew the A700 in July 2003, at which time only two
prototypes of its A500 were undergoing trials. Commonality of carbon fiber
airframe between the two involves wings, tailbooms, tailplane, fins, cockpit
and landing gear, although the mainplanes are strengthened by a thicker spar. A
second aircraft was built in the fall 2005 using a set of A500 production
parts, new center-rear fuselage and a pair of shoulder-mounted Williams FJ33-4A
engines, each rated at 1,200-pounds-thrust.
Accommodation
is provided for two pilots, four passengers and either a lavatory or a further
two persons. Cross section is 4 ft, 6 in wide and 4 ft, 3 in high, the total
cabin length being 16 feet. The A700 comes with Avidyne Entegra three-screen
cockpit and appropriate trimmings at a cost of $2.1 million. Adam has 50 orders
from owner-operators, but will not disclose how many businesses are committed
to the airplane, save that it hopes to build 10 per month after deliveries
begin late in 2006. Projected cruising speed is 391 mph, while range is 1,670
miles plus 30-minute VFR reserves, and ceiling is 41,000 ft. Long range and a
disincentive to the omission of "three greens" landing checks are jointly
achieved by augmenting the A500's wing tankage by 130 gallons in a bulged belly
stowage.
Verdict:
Very likely
Aerocomp
CA-J Comp Air Jet
It
used to be said of the likes of this eight-seat jet that, "If you have to ask
the price, then you can't afford it." Now, if you can afford the time to build
a business jet yourself, you're probably not paying enough attention to your
business. However, those with $499,000 and the available time can obtain a CA-J
kit, complete with refurbished 3,800-pounds-thrust ZMKB Progress AI-25TL
turbofan, and spend the next eight months completing 51% of the carbonfiber
airplane to qualify for Experimental Category flying. With avionics and all the
available extras, the eventual outlay will be up to $866,000, for which the
builder gets 368 mph cruising, 1,200-mile range and a 30,000-foot ceiling —
albeit with a 10,000-foot cabin altitude. Cabin is 5 ft, 10 in high, and all
but two inches as wide, while those wary of Russian engines (recalling a very
lucky dead-stick landing en route to Oshkosh this year) might avail themselves
of the more expensive P&W JT12-8 or CJ610 options. In Aerocomp's own words,
"A 'poor' man's corporate jet".
Verdict:
Don't hold your breath
Aerostar
FJ-100
When
Aerostar Aircraft Corp. VP Jim Christy said recently that the company "is
not in any hurry to get the aircraft flying" he was not kidding. A
Smith/Piper Aerostar with a clean wing, cruciform empennage and pair of
1,200-pounds-thrust Williams FJ33-1 turbofans bolted to the fuselage shoulders
was a good idea in 2000, when Show News reported the start of a quest for $40 million
development money. Despite 25 order commitments at the time, plus several false
dawns and a wait-and-see policy on the threat posed by the Eclipse 500, the
company has been — at least until lately — concentrating more on keeping
existing examples of the near-cult status Aerostar flying. Now, however, a decision
between the FJ33 and rival PW610F is promised imminently, implying that the
company just may be prepared to use its own financial resources to launch the
FJ-100, either as new-build or a conversion of existing airframes. With eight
seats and a still-to-be-decided glass cockpit, the airplane would offer 477 mph
cruising and 1,726-mile NBAA range.
Verdict:
Slim chance
ATG-1B
Javelin Mk 10
Aviation
Technology Group is promoting the Javelin for both civil and military
applications, including light 'homeland defense) fighter, advanced trainer and
unmanned air vehicle, development of the trainer and armed version being
entrusted to Israel Aircraft Industries. The Mk 10 is intended for the
owner-pilot and had picked up 75 deposits by earlier this year.
Of
convincing fighter-like appearance, including Martin-Baker Mk 16 ejection seats
in the prototype, the ATG-1B differs in several detailed respects from the
project first announced early in 2001. A major step forward was the prototype's
maiden flight, conducted as recently as September 30 this year and reflecting a
four-month delay (due to a nosewheel shimmy) which is likely to see FAA Part 23
certification pushed into early 2008. Annual production is planned as 10 in the
first year and 120 by the third. With Avidyne FlightMax Entegra two-screen
avionics and two 1,700-pounds-thrust Williams FJ33-4-17M turbofans included in
the $2,795,000 price, the tandem-seat, aluminum aircraft is intended to cruise
at 0.9 Mach for 955 miles — or 1,404 at a more economic rate. Ceiling is 45,000
feet, the initial levels of which are transited at 10,000 feet/minute. Owners
wanting more than the permitted +6/-3g maneuvering are advised to trade up to
an F-16.
Verdict:
The jury's out
Avcen
Jetpod
Based
in England, where it receives support from the London Mayor's office and
European Community, Avcen has been developing an airborne intra-city and
private jet transport since 1998. Doing just what it says on the side, Jetpod
is a utilitarian pod-shaped fuselage with rear clamshell doors suspended
beneath a uniquely shaped wing and T-tail, propelled by two turbofans each of
around 2,800-pounds-thrust. Intended to be 50% quieter than comparable systems,
the aircraft has coined for itself the new genre of VQ-STOL (very quiet short
takeoff and landing), with the two last-mentioned distances both being 410
feet, despite a 350 mph cruising speed. A 700-pound disposable load (excluding
pilot) allows the Jetpod to carry four passengers at an hourly operating cost
of $625 per hour, taking into account fuel, pilot, MRO, insurance and finance.
Avcen sees the Jetpod as the 21st Century's London Black Cab, ferrying
commuters to their offices from depots on the city outskirts. The personal
transport version "has a range of 925 miles for trips to the country. EASA
certification will take four years, but a starting date for converting Jetpod
to hardware has not yet been announced.
Verdict:
Slim chance
Beechcraft
390 Premier IA
In
February, Raytheon Aircraft completed the 102nd Premier as the demonstrator for
the new Premier IA, although the aircraft was not announced until it made its
debut at EBACE Geneva in May. A totally redesigned interior, modeled after the
Hawker 800XP cabin, includes a new, higher, contoured cabin headliner and
repositioned passenger reading lights. Seats have also been completely restyled
and a new seat base contouring introduced to give more foot room for fifth and
sixth seat occupants.
The Premier
IA's flight deck incorporates Rockwell Collins Integrated Flight Information
Systems (IFIS) into the existing Pro Line 21 avionics suite, adding a third
display. This offers pilots a wide range of safety- and situational-enhancing
information, including map overlays (airways, airspace, geopolitical) as
standard features. Formerly additional avionics and cockpit upgrades are now
standard, while there is now also an on-demand lift-dump control for improved
landing performance; better anti-skid system; improved soundproofing; and
lowered landing reference speeds. Original high cruising speed of 519 mph and
1,668-mile max-fuel range are maintained. Priced in the region of $5.5 million,
the A Series Premier is now available.
Verdict:
It's here
Cessna
510 Citation Mustang
The
inevitable announcement of Cessna's entry to the VLJ market came here at
Orlando in September 2002. The Mustang combines a scaled-down Sovereign wing
and the T-tail of more recent company designs with a new fuselage providing
room for two pilots and a club-four arrangement of passengers, plus 45 cu ft of
baggage. Passenger accommodation is 4 ft, 6 in high and an inch wider, with a
total cockpit-cabin length of 14 ft, 6 in. The prototype flew on April 23 this
year, being joined four months later by the first production airplane. Full
series manufacture is now getting under way at Independence, Kan., where
Cessna's piston-props are built.
For a
fraction under $3 million 2002 dollars, the first of 240-plus customers already
signed-up will begin taking delivery of their aircraft following certification
in the final quarter of next year. With two PW615F turbofans of
1,350-pounds-thrust each, the all-metal Mustang offers maximum range of 1,500
miles with VFR reserves of 45 minutes with full tanks, pilot and a 600-pound
payload. Typical cruising would be 390 mph at 35,000 feet, with the option of
climbing to 41,000 feet. A Garmin G1000 three-screen instrument panel is
standard.
Verdict:
Very likely
Cessna
525 Citation CJ1+
Delivered
from 1993 onwards, the five-seat CJ1 was already undergoing a facelift when
Cessna announced the $4,095,000 CJ1+ at last year's NBAA Convention in Las
Vegas. Compared to its progenitor, the CJ1+ has 17 former options as standard,
plus 10 new features. These include a copilot PFD, integrated flight management
system, broadcast graphical weather, Skywatch HP TCAS I and Landmark TAWS. In
addition to an expanded standard features equipment list, the CJ1+ is also
equipped with many additional features previously not available on the CJ1,
such as integrated avionics, FMS performance database, electronic checklist and
a maintenance diagnostic system.
Powered
by FADEC-controlled -1AP versions of the Williams FJ44 turbofan, the CJ1+
offers another 100 pounds of max takeoff weight, upping the
pilot-plus-full-fuel disposable load to 690 pounds. Despite that, it is 13 mph
faster at 31,000 feet optimum cruising height and can reach its 41,000 feet
ceiling in 32 minutes— almost twice as fast. IFR range with four-up is 1,479
miles. FAA certification was awarded on June 17, 2005, and first deliveries are
imminent.
Verdict:
It's here
Cessna
525A Citation CJ2+
Only
four years after customers began receiving their CJ2s, representing nearly
three feet of fuselage stretch to the CJ1, the CJ2+ was revealed at Las Vegas
last October, making its first flight on April 2, 2005. Following a
concentrated flight trials program, the FAA cleared the aircraft for customers'
use by issuing a Type Certificate on October 12.
As
with CJ1 to CJ1+ upgrade, 17 options have become standard and 10 new features
added. CJ1+, CJ2+ and CJ3 are built on a common assembly line and share nearly
identical Collins Pro Line 21 avionics, including a trio of 8 x 10-inch liquid
crystal displays. The copilot's primary flight display with second air data
computer is standard equipment and will meet RVSM requirements. Other
integrated avionics include a file server system with cursor control panel and
enhanced map overlays, Navigation, and Surveillance (CNS) radios and Collins
FMS-3000 with performance database. CJ2+ is equipped with standard broadcast
graphical weather including Next Generation Doppler Radar (NEXRAD) information,
Meteorological Terminal Aviation Routine Weather Report (METARs) and textual
Terminal Aerodrome Forecast (TAF).
Although
with unchanged rating of 2,400-pounds-thrust, the FADEC'd Williams FJ44-3A-24
turbofans allow the aircraft to carry 300 pounds more payload. Remaining
performance data are similar to the CJ2, including four-passenger NBAA range of
1,784 miles.
Verdict:
It's here
Cessna
525B Citation CJ3
A CJ3
mockup was unveiled at Orlando three years ago and the real thing was here a
year later, having flown in April 2003. On October 15, 2004 the FAA signed-off
the Type Certificate, the first customer delivery taking place on Dec. 1, at
which time some 130 were on order at cost of $6.2 million each.
The CJ3
is of traditional Cessna all-metal construction, with T-tail and two
rear-mounted turbofans—in this case, 2,400-pounds-thrust Williams FJ44-3As.
Like the CJ2 it normally seats two pilots and six passengers, but with two feet
of fuselage stretch to allow additional space for a lavatory opposite the
baggage area in consideration of its two-pilot-and-four-passenger, 2,158-mile
NBAA range. Nevertheless, the CJ3 is certified for single-pilot operation and has
a maximum cruising speed of 480 mph at 33,000 feet. Service ceiling is 45,000
feet and the takeoff weight is 13,870 pounds. Avionics are as specified for the
"Plus" versions of the CJ1 and CJ2, although a CJ3+ may, even now, be taking
shape on the drawing boards at Wichita.
Verdict:
It's here
Diamond
D-Jet
This
Austrian company has progressed from powered sailplanes to four-seat twin-props
via the popular Katana, always employing composite materials. In January 2003,
it revealed basic details of its D-Jet, a two-plus-three-seater powered by a
single, 1,400-pounds-thrust Williams FJ33-4 fed from a pair of wingroot
intakes. Unit cost target in 2003 money is just over $1 million. D-Jet will
reach cruising height in just eight minutes, but only because its maximum
certified altitude will be just 25,000 feet, with an 8,000-feet equivalent in
the (4 ft, 10 in square section) cabin. First flight is almost a year behind
schedule but reported to be imminent, suggesting certification and delivery in
2008. North America's needs will be satisfied by Canadian assembly alongside
Diamond lightplanes, this model distinguished by additional fuel and greater
max weight than the European version, allowing the former a range of 1,555
miles with a 5,071 pounds take-off weight. Long-range cruise is 276 mph,
increasing to 362 mph for shorter distances. Garmin G1000 avionics, including
three-screen display, were named for the D-Jet this summer, while a ballistic
recovery parachute is under consideration as a safety measure.
Verdict:
Getting there
Eclipse
500
Eclipse
Aviation has recently been burning the midnight oil to get back onto its flight
test schedule after a gear-up landing by one of the function and reliability
test aircraft but, overall, the Eclipse program has been a model of on-target
achievement of development milestones since it dropped the prototype's Williams
engines and bolted a pair of 900-pounds-thrust PW610Fs to the rear fuselage.
Mounting six seats, including pilot, the 500 sells for around $1.5 million in today's
money, although Eclipse prefers to say $1.295 million in 2000 dollars.
Whatever; that's about a quarter of what a comparable aircraft would cost and a
tribute to rigorous cost control, for having declined composites as unsuited to
mass production, Eclipse has gone with the more labor-intensive aluminum
airframe and some advanced welding techniques.
Already,
2,200 Eclipse jets are on order — with six prototype and development aircraft
having flown to date. Eclipse is expected to announce its 750th airborne test
hour at the Convention this week and hopes to fly enough hours to achieve
certification by the previous target date of March 31, 2006. Soon after, first
customers will receive the benefit of 432 mph cruising at up to 41,000 feet and
1,473-mile NBAA range. Other notable features include Avio's Total Aircraft
Integration avionics, which provide centralized control of all aircraft systems
via three large screens on the instrument panel; and the innovative PhostrEx
fire-suppression system. An optional JetComplete package for those potential
owners discouraged by aviation's plethora of paperwork covers everything from
arranging airplane maintenance to remembering to pay the insurance and hangar
rental on time.
Verdict:
Very likely
Embraer
LJ and VLJ
Last
May, Embraer launched a two-pronged assault on a predicted world market for
3,000 light jets and entry-level very light jets over the next 10 years and is
spending $235 million on developing two related designs. For optimum customer
appeal, the Brazilian company has engaged BMW Group DesignworksUSA to configure
the interiors, including "flight deck seamlessly integrated with the
cabin" and "serene" furnishings, to attract the owner-operator.
As largest of the pair, with two 3,200-pounds-thrust PW353E turbofans at the
rear, the LJ accommodates nine, of which six can be carried over 2,070 miles
NBAA range at 0.78 Mach at 45,000 feet. Certification of the $6.65 million
airplane is programmed for mid-2009.
A
year earlier, Embraer plans to have the VLJ available, priced at $2.75 million
and with a possible eight seats. Powered by a pair of 1,615-pounds-thrust
PW617Fs, it will transport a complement of four over 1,445 miles NBAA range at 0.7
Mach and 41,000 feet maximum altitude. Like the LJ, it will be optimized for
takeoff from shorter airfields.
Embraer
has hinted that it is planning a family of larger business jets to fill the gap
between the LJ/VLJ and its existing airliner-based Legacy.
Verdict:
The jury's out
Evation
Jets EV-20 Vantage
Now
on its third designation, what began life on the Scaled Composites drawing
board as the Model 247-7 was transferred to VisionAire for development as the
six-seat VA-10 Vantage. With forward-swept wings at mid-fuselage, the
composites aircraft was unusual for its class in having a single turbofan, but
it was the need for extensive aerodynamic and weight-reduction work that forced
VisionAire to close its doors and allowed Evation to pick up the whole program
at a bankrupt sale.
The
prototype VA-10, which flew in 1996, is now in Brazil being reengineered as the
first EV-20, mounting two 2,100-pounds-thrust Williams FJ44-1APs on the rear
fuselage shoulders, freeing-up inside space for an extra four seats. First
flight is scheduled for February 2006, with Brazilian (and automatic FAA)
certification expected the following year. Preliminary data indicate a 491 mph
cruise speed and 1,380-mile NBAA range. Cost, including an as-yet unspecified "glass
cockpit" will be $2.5 million. Evation wants to build a family of business
jets, but the VA/EV-10 will not be one of them.
Verdict:
Don't hold your breath
Excel-Jet
Sport-Jet
Conducting
its taxiing tests as this feature was being prepared, the Sport-Jet is a
four/five-seater intended for the private owner/operator, developed by the team
responsible for the Maverick Leader. Priced at around $1 million, the T-tailed
Sport-Jet is powered by a single Williams FJ33-4A turbofan rated at
1,500-pounds-thrust, which gives it a 391 mph cruising speed and 25,000-foot
ceiling. The carbon composites fuselage accommodates four — and optionally five
— occupants in a cabin 4 ft, 11 in wide, 3 ft, 11 in high and 7 ft, 11 in long.
IFR range with four aboard is 1,000 miles.
Verdict:
Slim chance
Grob
G 180 SPn
Perhaps
the biggest surprise at this year's Paris Air Show was the previously
unannounced utility jet prototype standing outside the chalet of Grob
Aerospace. Its designation indicating exponential possibilities to the nth
degree, the SPn is aimed at the market now dominated by the turboprop
Beechcraft King Air. Accordingly, while it can carry 10 persons, including
single pilot, the seats and lavatory can be stripped out in an hour and general
cargo loaded through the wide door and flown to a 3,000-foot semi-prepared
strip that the reinforced landing gear can take in its stride.
Having
apparently leapfrogged the turboprop G 140 and G 160 in Grob's development
pecking-order, the G 180 flew a month after the Paris show, on July 20, and is
due to be joined by a second prototype next March, ahead of EASA certification
in 1Q2007. The company estimates it will sell 400 of the $7.1 million,
carbonfiber airplanes over the next 10 years and is scheming a long-winged,
stretched-fuselage derivative for high altitude surveillance and communications
relay. Planned 2007 production of 15 is already sold out and Grob is intending
to ramp up to 40 in 2009.
Power
comes from two 2,800-pounds-thrust Williams FJ44-3As, enabling the SPn to
cruise at a maximum 468 mph at 33,000 feet, or transport pilot and six
passengers over an NBAA range of 2,070 miles, reducing to 1,472 miles for a
max-weight departure.
Verdict:
Getting there
Honda
HA-420 HondaJet
Two
years after the HA-420's maiden flight, Honda is still coy regarding its plans
for aviation in general and the HondaJet in particular. Developed in secret,
the aircraft finally made its public debut at Oshkosh in July, having then
accumulated 156 hours of testing. Honda says the HA-420 demonstrates the
company's "long-standing dream for (personal) aviation: high speed, fuel
efficiency and large cabin"—not to mention the two 1,670-pounds-thrust
Honda HF118 turbofans which provide power, managed by a Honda FADEC.
A "clean
sheet" design, HondaJet has a high proportion of composites in the fuselage,
but with aluminum wing and empennage. Wing and nose profiles are optimized for
laminar flow, while mounting of the engines on overwing pylons simplifies
fuselage structure and aerodynamics. So far, the aircraft has demonstrated
43,000-foot altitude and 452 mph, although 483 mph is expected to be achieved
eventually. A decade ago Honda developed the MH02 twinjet as a similar exercise
before abandoning it. For the moment the MH-420 is viewed by its makers as
development vehicle and "there is no business plan for the airplane."
Western skepticism at that may be a cultural inability to accept the Japanese
willingness to invest so heavily in pure R&D.
Verdict:
The jury's out
Maverick
Leader
In
2002, Maverick Jets Inc re-named the kitbuilt Twinjet 1200 as Leader to
indicate the company's status as "First to fly a twin engine personal jet;
first to develop and fly small light weight low thrust twin jet engines on a
personal jet; first to fly, sell and deliver twin engine personal jets
worldwide; first and still the only company to have multiple personal jets flying
today; first and only major personal jet company to be debt-free; first and the
only company still flying, selling and delivering personal jets
worldwide."
Powered by two 1,100-pounds-thrust Williams FJ33-4 turbofans, the
prototype Leader flew in August 1999. It crashed in January 2003, killing the test
pilot. In January 2004, TAM (Tbilaviamsheni), an aircraft manufacturer in the
former Soviet state of Georgia, summarily cancelled an agreement to build
Leader kits and no replacement is known to have been appointed. Despite
endorsement by the legendary Bob Hoover, only one other example besides the
prototype is believed to be on the current N-register.
Verdict:
Slim chance
Me
262 Project Messerschmitt 262
Based
at Paine Field, Everett, the enthusiasts running this venture offer the
discerning owner-pilot the ultimate in personal jets. It comes complete with a
pair of reliable 2,850-pounds-thrust GE CJ610s as replacements for the
potentially lethal Jumo 109-004 turbojets of yore — which could induce a fatal
yaw in the all-too-frequent case of take-off failure. Otherwise, the World War
II Sturmvogel is a reverse-engineered replica of the revolutionary German jet with
only safety-mandated changes from the original, even to the extent of a cast
Jumo 004 shape covering the top of the smaller CJ610s (soft-throttle-stopped at
1,800-pounds-thrust for authenticity) when inspection hatches are opened. The
first of five replicas flew in December 2002, but the test program was delayed
by a heavy landing which required lengthy repairs to the two-seat variant. A
second, in single-seat form, flew on August 15 this year and has been
dispatched to the Messerschmitt Foundation in Germany. Of the remaining three
offered for sale, one is a tandem-seater and the others can be in either
configuration.
Verdict:
Don't hold your breath
Sino-Swearingen
SJ30-2
And
the first shall be last . . . or, at least, somewhere in the middle. Ten years
after Taiwanese funding launched Ed Swearingen's promising light jet — and 19
years after the SA-30 Fanjet project was first announced, to come briefly under
the Gulfstream banner — the aircraft has lost its commanding market lead,
although the first customer machine is finally taking shape on the San Antonio
assembly line. The flight test fleet was raised to three in March this year,
when No. 005 took to the air, while on Sept. 6 the company announced that No.
003 had completed its FAA test schedule. Type certification is expected any
day.
For
all that lost time, the SJ30 still has valuable selling points, not the least
of which is (thanks to chemically milled fuselage skins taking 12 lb/sq in
pressurization) sea level cabin pressure at 41,000 feet, falling away to a
hardly-gasping-for-breath 1,800 feet at the FL 490 ceiling. Furthermore, on the
2,300-pounds-thrust each of Williams FJ44-2A turbofans, the airplane turns in a
very useful 2,875 mile range while cruising at 0.78 Mach on less than 95
gallons per hour. Maximum cruising speed is a 0.83 Mach. Accommodation is for
seven in a cabin 4 ft, 3 in high and five inches wider, while certification is
to be for single-pilot operation with Honeywell Primus Epic avionics suite.
Verdict:
Getting there
TAM-AIR
Epic Jet
The
Aircraft Investor Resources Epic LT turboprop had hardly made its initial
flight before Epic Aircraft announced a joint program with Tbilisi Aerospace
Manufacturing (TAM) to mate a pair of turbofans to the airframe and create a $2
million ($1.6 million build-it-yourself option) VLJ. A mockup was unveiled at
Oshkosh this year and the prototype was then on track to fly before this NBAA
Convention. The certified version is to be available in late 2006/early 2007,
mounting Garmin G1000 avionics and, if Williams or an alternative will supply
them, 1,800-pounds-thrust engines to replace the interim 1,560-pounds-thrust
installations. The seven-seater will then be able to meet AIR's "full
fuel, full speed, full distance" pledge, already given for the turboprop,
and deliver 483 mph and 1,611 miles, taking 15 minutes to reach its 41,000-foot
ceiling. Parallel production lines in the United States and the former Soviet
state of Georgia will satisfy different market areas, with TAM having free
range outside North America. The first two certified Epic Jets were sold on
July 26 to a European operator, while six existing LT customers have bought a
Jet as well.
Verdict:
The jury's out
Viper
ViperJet
Created
from a piston-engined design launched in 1988, ViperJet flew in 1999, but its
promotion was slowed by an accident in March 2002. The rebuilt prototype
returned to the air on June 12 this year, designated Mk II, although kit
manufacture of this carbonfiber machine has been under way for some time.
Meeting FAA aerobatic strength requirements in spite of its uncertified status,
the tandem-seat airplane will cruise at between 460-520 mph at 25,000 feet and
offers a range of more than 920 miles, not including a 45-minute reserve. Cost:
$201,740 for the kit; $6,000 interior trimmings; $25,000 an ex-military GE J85
of 2,950-pounds-thrust; $as-much-as-you-like for avionics; $? for
builder-assistance program.
Verdict:
Slim chance
Midsize
The
centre of the market is no longer the centre of the action. Recent developments
in the midsize arena are limited to the maiden flights of two previously
announced aircraft; a "tweak" to the Falcon 900; and one clean-sheet design
which may not happen and nobody will own-up to. As for larger sizes, no heads
have appeared over the parapet since the last NBAA Convention, nor are expected
to do so . . . unless the Brazilians have brought some beans to spill.
Dassault Falcon 900DX
Announced at EBACE Geneva in May 2004, this
replacement for the Falcon 900C features the Falcon 900EX's larger cabin, more
efficient 5,000-pounds-thrust Honeywell TFE731-60 engines and Dassault EASy
flight deck, but is $3 million cheaper. Furthermore, some structures have been
lightened and systems upgraded. Despite fuel capacity being slightly reduced,
it possesses a handy range of 4,718 miles: typically, New York-Athens. Costs
include a purchase price (2004) of $31.65 million and operating expenses five
per cent less than that of Falcon 900C. Initial cruising altitude is 41,000
feet; time to climb to FL370, 17 minutes; balanced field length, 4,890 feet.
The prototype flew on May 13 this year. Certification and first deliveries
scheduled for next month, allowing the aircraft to take up its position in the
range comparison tables between the Falcons 2000EX and 900EX.
Verdict:
Very likely
Dassault Falcon 7X
By late September, three prototypes of this next-generation Falcon Jet
were test flying, the first having conducted its maiden flight on May 5 this
year and appearing at the Paris Air Show in June. By that time, 55 were on
order at an average unit cost of $36 million. While superficially following the
Dassault tri-jet formula — in this instance with 6,100-pounds-thrust PW307A
turbofans — the 7X has a cabin 20% longer, redesigned nose, double-curved
windscreen panels and an entirely new high-subsonic section wing with 20% fewer
parts, 5 degrees more sweepback, 40% more area and full-span, two-section
leading-edge slats. This wing design will be employed on future developments
within the Falcon range. As for the flight control system, the prototype's
registration (F-WFBW) is no coincidence, as the cockpit sidesticks confirm.
A typical internal arrangement will provide three lounge areas, berthing
capability for six passengers, lavatories, galleys, crew rest area and a large
flight-accessible baggage compartment. Cabin altitude is 6,000 feet at high
flight levels, while internal noise level target is 52 dB. Honeywell provides
the Primus Epic avionics, with the now regular EASy interface. NBAA range at
Mach 0.8 will be 6,560 miles with three crew and eight passengers, although the
aircraft's maximum operating Mach number will be 0.9 and its certified altitude
51,000 feet. Balanced field length with 11 aboard is 5,200 feet. Cabin is a
comfortable 6 ft, 2 in high, up to 7 ft, 8 in wide and 36 feet from flight deck
to baggage. Certification is due at the end of next year, and with production
already booked to 2009 Dassault has upped the monthly rate target from 2.5 to
three aircraft.
Verdict:
Very likely
Gulfstream
G150
A
successor to the G100 (aka IAI Astra) was announced at Orlando's NBAA
Convention in September 2002 on the strength of a block order for 50 from
NetJets. Again, the responsibility of Israel Aircraft Industries, it is a
wide-cabin update of the G100, offering 12 inches extra width and two inches
more height to the occupants; and G200-style windows for flight crew and
passengers. Two crew and eight passengers represent maximum loading, the more
usual being four seats in club pairs at the forward end of cabin with two
forward-facing seats at the rear.
Two
4,400-pounds-thrust Honeywell TFE731-40AR turbofans have replaced lower-power engines
to offset increased weights, leaving speed and range much as before. There are
also Rockwell Collins Pro Line 21 avionics, digital steer-by-wire nosewheel
steering and two-position speedbrakes with automatic ground spoiler function.
Price is $13.5 million at 2003 values. After a one-year program slip, the
prototype flew on May 3 this year and a second machine joined it on September
2, the pair working towards certification in the first quarter of 2006.
Verdict:
Very likely
Piaggio?
Older
aviation journalists, robbed of the opportunity in recent years to speculate on
the originating design bureau of mysterious new shapes photographed overflying
Red Square, were thrilled earlier this year when an anonymous shape again
stimulated the thrill of the chase. Forecast International, the market research
organization, sounded the Tally-ho! on this occasion, having been commissioned by an
undisclosed manufacturer to test the market response to a twin-turbofan design
with at least two fuselage lengths, corresponding approximately to medium and
light-medium business jet sizes.
Italy's
Piaggio has been hunted-down as the most likely originator, but has gone to
ground and is saying nothing for the moment. Speculation is that the shorter
version could be first onto the field, and with eight seats, two
4,600-pounds-thrust engines and 2,646-mile range it should give the Cessna
Citation XLS and Learjet 45XR a good run for their money (the money in this
case being $11 million per copy) by virtue of shorter balanced field length,
faster climb and speed (0.8 Mach), bigger cabin and longer range. The larger
10-seater — $13 million or thereabouts — is expected to prey on the Citation
Sovereign and Hawker Horizon, while a six-place model with smaller engines has
also been noted in cover.
Verdict:
The jury's not even sworn in
Supersonics
Supersonic
business jet (SBJ) programs are like busses: you see none for years and then
two come along at once. Last year was one such occasion, the Las Vegas NBAA Convention
witnessing the public launch of projects by Aerion and SAI. It will be
interesting so see how they have progressed in the interim. In addition,
Gulfstream has a position to maintain as a leading business jet manufacturer
and though we have seen fanciful wing shapes associated with its SBJ studies in
past editions of Show News, the trail appears to have gone cold.
Nor
must be forgotten Sukhoi's S-21 (originally a 1990s joint project with
Gulfstream) and the Tupolev Tu-444. These Russian design studies are regularly
paraded as examples of the companies' forward thinking, but their chances of
gaining even prototype status without generous outside help appear remote in
the extreme. The same might apply to Dassault which, although having publicly
withdrawn in March 1999 from the race to build a supersonic Falcon, has not
discounted the possibility of an international program to the same end. L'idZe
est toujours en vigueur roughly translates as, "We'll get back to you on that".
Aerion SSBJ
One
of the "class of 2004," the Aerion design was due to begin detailed design this
year, to fly in 2008, and enter service around 2011. Target price is $80
million, with a $8 per mile direct operating cost.
Passenger capacity is 10, in a 30-foot-long stand-up cabin. A low-risk
approach, the Aerion combines a natural laminar flow, carbon fiber wing of
trepezoidal planform with two 18,000-pounds-thrust P&W JT8D-219 airliner
turbofans in pods at the rear of the aluminum fuselage, allowing it to fly
efficiently above or just below Mach 1. The strategy here is that if the
current rule prohibiting civil supersonic flight over land is not lifted, the
aircraft will still have a business case. In any event, it should be able to
achieve boomless flight at 1.1 Mach, thanks to current technology, while
increasing to 1.5 Mach cruise over water or other unpopulated areas. NBAA range
at the latter speed and up to 51,000 feet will be 4,600 miles, operating from a
6,000-foot runway.
Verdict:
Slim chance
Gulfstream SBJ
A
1998 liaison with Lockheed Martin resulted in the partners showing a model of
the eight-passenger Quiet Supersonic Jet (QSJ) at the 2000 NBAA Convention.
Design goals were the ability to operate out of existing business aviation
airfields; takeoff noise compatible with anticipated future regulations; fuel-efficient
operation at subsonic speeds; and an initial cruising altitude above that of
subsonic traffic. Cruising speed was targeted as between 1.6 and 2.0 Mach over
a 4,600-mile range. Lockheed Martin then withdrew, the QSJ having by 2003
become a variable-geometry, T-tail design with a podded engine each side of the
fin, 1.8 Mach cruise, and 5,520-mile range. Operating from a minimum 6,500-foot
runway, it would offer noise levels 10 EPNdB quieter than Stage 4 and cost up
to $80 million per airplane over a production run of 200. NetJets, the
fractional operator, would be the most likely customer to place an order large
enough to launch the SBJ, but as yet it has not done so.
Verdict:
Slim chance
SAI
QSST
Supersonic
Aerospace International arrived at the 2004 Convention with the only bang it
intends to make, offering a different approach to its current rival. The Quiet Small Supersonic
Transport combines new engines and patented low-sonic-boom technology at the
trade-off of a 10% range penalty during subsonic flight. It is, therefore,
banking on regulators relaxing the current rules banning supersonic overflight
in response to the much-diminished nuisance of the "quiet" SST generation,
which years of study have developed. "Concorde divided by more than 100" is the
current claim for supersonic noise, but if "supersonic" remains a public
scare-word—like "nuclear"—SAI will be at a clear disadvantage.
Needing two 35,000-pounds-thrust turbofans, the QSST will cost about the same
as the Aerion design and carry eight to 12 business travelers. A later,
stretched version could accommodate up to 30 high-density passengers. Structure
will combine metal and composites. Projected cruising speed is 1.6 to 1.8 Mach at
40,000-60,000 feet over 4,600 miles, using an 8,000-foot runway. SAI studies
forecast a world market for 300 to 400 such airplanes over 15 years, including
government and special mission applications.
Background
work on QSST feasibility has been performed by Lockheed Martin under a $20
million contract. This year, SAI was to start the $50 million Phase 2, bringing
aircraft manufacturers together into a design and production consortium. Phase
3 detail design could then start in 2006-07, followed by first flight in
2010-11 and in-service date of 2012.
