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Redefining the midsize class

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2014 Purchase Planning Handbook The Avantair Failure:

A Cautionary Tale, Part 2
New Business Airplane Update Your Engine’s Voice
and Comparison Tables
Catching the Glideslope
Regional Aircraft Tables From the Top
Used Aircraft Tables DIGITAL EXTRA Rudder Rudimentaries
Avionics Updates and Trends Island Appeal:
and Equipment Tables DIGITAL EXTRA Aircraft Registries

Avionics Updates and Trends

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 OPERATING COSTS
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 CONTENTS MAY 2014

PURCHASE 17 INTELLIGENCE
Edited by William Garvey,
Jessica A. Salerno and Kerry Lynch
PLANNING First Flight for Bombardier’s
HANDBOOK Lear Jet 85

Minsheng Financial Places Order

69 Avionics Trends for 60 Gulfstreams and 10
Challenger 350 Aircraft
& Updates

74 Business Airplanes
Update 2014

78 How To Use the

Airplane Charts 17
84 Business Airplane 62 SyberJet Back in Business
Comparison Charts Orders Keep Coming for Bell

UAS Legislation in Spotlight

FEATURES New Approach
The Avantair
54 to Stabilized Garmin’s Touchscreen for Light

30 Failure: Part 2
David Esler
Approaches
James Albright
Sport and Experimental Aircraft

ADS-B Installations Complete

A practical way to ensure
The unraveling of a major you’re at the right place, Fast Five With Aircraft
fractional ownership configuration and speed Bluebook’s Carl Janssens
program.
Catching the
58 Glideslope From
the Top DEPARTMENTS
Richard N. Aarons
Air France A319 narrowly 9 Viewpoint
54 escapes disaster
61 Accidents in Brief
Pilot Report:
DIGITAL EXTRAS Island Appeal
62 Legacy 500
103 Program Update
EXCLUSIVE ON THE IPAD
Tap this icon in articles
44 Kent Jackson & Kali M.
Hague
Fred George
Redefining the midsize
105 Washington Watch

in the digital edition The aircraft registration

class 106 On Duty
of B&CA for exclusive conundrum
Rudder 106 Advertisers’ Index
features. If you have not
signed up to receive your
digital subscription, go to
50 Your Engine’s Voice
Mike Gamauf
100 Rudimentaries
Patrick Veillette
109 20/Twenty
AviationWeek.com/bcacustomers Following this trend will A powerful airfoil that’s 113 Products & Services
keep you safer often misunderstood
For the latest and misused 116 B&CA 50 Years Ago
developments, go to
AviationWeek.com/businessaviation
Selected articles from
B&CA and The Weekly
of Business Aviation,
44
as well as breaking news
stories and daily news
updates
116
COVER
Courtesy of Daniel
Bachmann, Embraer
110 B&CA MARKETPLACE
www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 1
 INTRODUCING THE NEW
PRIVATE TRAVEL GATEWAY
FROM THE AIR CHARTER GUIDE
The Air Charter Guide has
recently teamed up with
Coastal Aviation Technologies
to develop a new
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with two distinct tools:
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2 Business & Commercial Aviation | May 2014
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 Our legacy shapes the future.

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From the very first Staggerwing to the newest-generation King Airs, the aircraft from Beechcraft
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 Viewpoint
Triggering the Green Light
A technology promising enhanced safety and lower costs
YEARS AGO I WAS COVERING AN AIRSHOW IN CAPE TOWN, SOUTH
Africa, and needed to contact my hotel. I went searching for a
pay phone (remember those?), but could find none. Noting my
frustration, a fellow conversing with two other airport deni-
zens, stopped and asked what I needed. When I responded, all
three men simultaneously reached into their pockets, flipped
open their cell phones and offered them to me. I was taken aback.
At that point, I had seen cell phones, but had never actually
used one, having no particular need to do so. My world was well
wired. Now, here I was at the most distant population center of
Earth's most technologically challenged continent confronted by
a profusion of advanced consumer electronics, free of old-world,
copper wire constraints.
Smart technology and good ideas almost always prevail, and
woe to those who fail to recognize and
embrace them.
That lesson came to mind again dur-
ing a recent visit to Wheeler Down-
town Airport in Kansas City, Mo.
Looking forlorn and alone on a ramp
outside Hangar 9 in MKC’s far west-
ern corner sat a Lockheed L1011. The
former TWA jumbo is part of the col-
lection the National Airline History
Museum housed within the adjacent
hangar.
When launched into service in 1972,
the TriStar was the most advanced
airliner extant, featuring autoland ca-
pability, an automated descent control
system and INS navigation, among
other things. Still, it suffered from two major flaws. First, be-
set by problems with its Rolls Royce RB211 engine, it trailed the
rival Douglas DC-10 to market by more than a year. Second, it
had one too many engines.
At the time, a new consortium of European manufacturers
was trying to regain a foothold in the airliner business long
dominated by the Americans. It was pinning its hopes on a
twin aisle jet powered by just two large turbofan engines, an
arrangement dismissed by many. But in time, airlines the world
over embraced the idea and today Airbus is a jetliner colos-
sus, whereas Lockheed abandoned that market altogether and
Douglas was subsumed by Boeing, and its name erased.
Apart from electronics, the vehicular technology gaining
most rapidly in aviation and elsewhere today is unmanned
systems. The military's investment in, and refinement of,
unmanned aircraft will impact civilian operations. Yes, the
technology isn't yet ready for entering the National Airspace
System, but its advance is undeniable and I'm keen to see how
it will be applied.
www.AviationWeek.com/bca
William Garvey
Editor-in-Chief
william.garvey@aviationweek.com
But there's another unmanned experiment taking place right
now that can have a major impact on aviation as well.
Sundsvall and Ornskoldsvik are small Swedish cities on the
Gulf of Bothnia, 400 km (250 sm) and 550 km (250 sm) north of
Stockholm, respectively. Both cities are served by airports with
manned towers, but traffic is light. Meanwhile, the airport in
Vaeroy, a far northern island outpost in the Norwegian Sea, has
a good amount of helicopter activity, plus four scheduled flights
daily, but no controller oversight.
All three of those facilities are part of a new phase in air
traffic management, that is, ATC by remote control. By fit-
ting those facilities with multiple high-definition fixed and pan
and zoom cameras, audio and other sensors, plus light guns,
controllers at distant facilities can monitor and direct aircraft
on the ground and as they arrive and
depart.
The Scandinav ian r-TW R sys-
tems are made by Saab Sensis and
are being funded by LFV, Sweden's
air navigation service provider. But
similar virtual tower capabilities are
being promoted by others including
Searidge Technologies Inc., a Nav-
Canada subsidiary. Part of the driver
behind such systems is financial, al-
lowing service providers to shift staff
to high-activity towers. But another
part is enhanced safety since the tech-
SAAB SENSIS
nology can put "virtual" controllers at
facilities where none now exist. Also,
it can give controllers views of airport
areas blocked from direct view by new construction, terrain,
blimps or whatever.
At the moment, no remote towers are planned for the U.S.,
but the FAA is certainly aware of the technology. In fact, Saab
Sensis has a demonstrator across the street from FAA head-
quarters.
Spencer Dickerson, senior executive vice president for Global
Operations at the American Association of Airport Executives,
who also heads the committee representing the country's 252
contract towers, says airport operators are wary of virtual
towers, primarily for the liability concerns. Even so, he says,
"It doesn't mean we shouldn't be looking."
Vaeroy, Norway, and Cape Town, South Africa, are about as
distant from each other as two communities can be and still
share this same planet, but good technology and ideas are
not confined by geography. If virtual towers can indeed en-
hance and expand overall safety while holding or even low-
ering the cost of service provided, that's technology worth
embracing. B&CA
Business & Commercial Aviation | May 2014 9
 FROM GREAT AUTHORITY

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 Penton Perspective and Promise
elcome to the May 2014 edition

W o f B u sin e s s & C omm e rc i a l

Aviation featuring this year’s
Purchase Planning Handbook!
We know from reader feedback
that the annual handbook stays on
their desks and within easy reach
year-round. That's because the data
contained w ithin helps underpin
impor ta nt decisions on major
investments involving aircraft and
their equipage. And recognizing the
importance of that simple fact, our
knowledgeable editors work hard to
make sure the information is complete,
accurate and up-to-date.
As you may know, B&CA, along with
the other Aviation Week Group prop-
erties, became part of Penton Media,
Inc., in 2013, and we couldn't be more
proud. Penton editors have long known
this magazine commands unparalleled
respect within the business aviation
community. And for good reason. It
helped herald the arrival of turbine-powered business aircraft and has provided
unique, expert guidance for their owners, operators and crews ever since.
With its acquisition, B&CA helps complete, rather WHEN IT’S YOUR JET,
wonderfully, Penton’s Business Aviation portfolio, which
includes the AC-U-KWIK FBO and Airport Directories, EXPERIENCE
The Aircraft Bluebook, The Air Charter Guide and
Airportdata.com. MATTERS
Combined, these products serve the entire business
and general aviation communities with printed and Cessna’s service professionals
online periodicals, websites, mobile apps and data have more than 10 years
licensing. And now that it’s part of a family of infor- of experience on average.
mation products, B&CA will become a larger and even That’s longer than some of
more valuable resource to the community at large and our competitors have been
to you, our respected readers, in particular. Know that in business. When it comes to
collaboration among the staffs of these singular products will result in new and the service of your aircraft,
exciting digital enhancements, richer content and a few surprises . . . we are listening trust the experts. This is
to you and working on new ways to serve your needs for information even better. We aviation authority.
think you'll be pleased with the results.
Having had months to spend one-on-one time with each member of our editorial
and sales teams for all of our business and general aviation publications and products, FIND US ONLINE AT
I can happily report that these colleagues are smart, dedicated, knowledgeable CESSNA.COM/CITATION-SERVICE
people who are immersed in and care deeply about business aviation. Their industry
commitment, savvy, talent and respect shines brightly and helps illuminate this
important transportation segment and those who make it work 24/7/365.
Rest assured that B&CA's mission is unchanged and that Penton is committed to
making it stronger, more accessible and more valuable to its readers than ever. With
B&CA's 50+ years of publishing success, the bar is set high, but we're preparing for a
maximum climb. Meanwhile, we wish you a great 2014 — a year that promises good
fortune for an industry we all hold dear.

Frank Craven
Managing Director
Penton Business Aviation

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 11

 Readers’ Feedback
At the Top of My List
I have been a loyal reader of B&CA since
joining Ford Motor Company’s Aviation
Department in 1969. For years I bundled
the issues and stored them in my attic. I
wish that I had them today, those 45 years
of corporate aviation history.
Now as a FlightSafety instructor
teaching International Procedures, I find
your magazine invaluable for use in class.
I preach to all our client/students that our
trade magazines should be considered
“mandatory reading” for all involved in
our industry, with B&CA at the top of
the list.
In 2013 I had the pleasure of meeting
(Features Editor) David Esler at the
N BA A Internationa l Operations
Conference in San Diego and again this
year in Tampa. Somewhat coincidentally
the article that I had taken from the
March issue to share with my classes
was “Offsetting for Survival: The Strategic
Lateral Offset Procedure,” which was
expertly authored by David.
Congratulations on a great publication
that I consider essential for all profes-
sionals in our field.
Tony Yerex
Pilot Instructor — International Procedures
FlightSafety International
Savannah, Ga.

A Skill That Needs to

Be Addressed
I am compelled to commend B&CA’s
editors, and especially Fred George

WHEN IT COMES TO FBOS, on his ongoing series of articles about

great piloting skills, maintenance and

WE’RE ALL OVER THE MAP.

decision-making. I have owned and
operated corporate aircraft for over
40 years, pioneering in international
business jet operations to tough places.
Yet, reading Fred George’s article on
runway performance opened my eyes
with startling revelations about the rami-
fications of my decisions to use certain
airports that seemed sound. I unwittingly
took our planes into and out of fields
that, in retrospet, was okay on paper, but
foolhardy.
Fred’s latest effort in the March 2014
issue about “Technique” addresses
a malaise of skill that needs to be
addressed.
Fred’s debrief of flying the legendary
Howard 500 was spot on. His willingness
to confess being challenged even with his
immense experience and skill sets the
bar high, where it belongs.
Tony Phillippi

NEARLY 900 FBOS NATIONWIDE.

TP Universal Exports International
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early 1950s, taught a number of people
to fly in a Luscombe, I must confess that

12 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca


“Fred’s debrief of flying the
legendary Howard 500 was spot
on. His willingness to confess being
challenged even with his immense
experience and skill sets the bar
high, where it belongs. ”
Tony Phillippi, Eagan, Minn.
tail wheel demonstrated superior “Stick
and Rudder” skills. It had to do with the
proper use of the rudder.
After 50 years as a DPE, I decided that
was enough and gave up my designation.
However, till troubled by the lack of basic
stick and rudder skills demonstrated
by contemporary pilots, I proceeded to
write a paper, “Lazy Rudder Sundrome,”
that I though perhaps might be of value in
addressing this on-going deficiency.
I t hou ght M r. G e or ge m i ght b e
interested in my views and have included
a copy.
Myron W. Collier
McMurray, Pa.

I have a soft spot in my heart for that As a CA A (FA A) designated pilot

airplane.
I quickly turned to page 46 and when
I saw the title, “What Jet Pilots Can Learn
from Tail Wheel Pros,” written by Fred
George, I suspected that Mr. George and
I were on the same frequency.
examiner during the years when “tail
draggers” were the norm, and aircraft
with tricycle landing gear started to
appear in the flight training arena, it
became obvious that applicants that
had learned to fly in an airplane with a
If you would like to submit a comment on
an article in B&CA, or voice your opinion on
an aviation related topic, send an email to
jessica.salerno@aviationweek.com
or william.garvey@aviationweek.com

Ensure availability. With our reliable

maintenance services.

Please visit us at EBACE 2014, 20 –22 May, Geneva, Switzerland, Booth 3839

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Phone +41 22 710 44 34 | info.businessaviation@ruag.com
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www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 13

A E R O S PA C E E V O
YOUR FLIGHT IS OUR MISSION ™
THE STRENGTH TO LEAD
BOMBARDIER BUSINESS AIRCRAFT HAS A HISTORY OF INSPIRING CHANGE WITH CONFIDENCE, OF FORGING
AHEAD THROUGH UNCHARTED GROUND, OF PROGRESS, OF LEADERSHIP, AND OF INNOVATION. ACROSS THE
FULL RANGE, OUR AIRCRAFT DON’T JUST BREAK THE MOLD, THEY RECAST IT.

Bombardier, Learjet, Challenger and Global are trademarks of Bombardier Inc. or its subsidiaries. © 2014 Bombardier Inc. All rights reserved.

businessaircraft.bombardier.com
 EDITED BY WILLIAM GARVEY

INTELLIGENCE
NEWS / ANALYSIS / TRENDS / ISSUES
AND JESSICA A. SALERNO
william.garvey@aviationweek.com
and jessica.salerno@aviationweek.com

υB O M B A R D I E R ’ S Jet-A and Avgas

REVOLUTIONARY, COM- Per Gallon Fuel Prices
POSITE A IRFR A ME April 2014
— LEARJET 85 — com- Jet-A
pleted its first flight on April, Region High Low Average
9, 2014. The event is a criti-
Eastern $9.04 $5.00 $6.69
cal milestone for the midsize
jet development program New England $7.74 $4.89 $6.02
that was launched in October Great Lakes $9.00 $4.48 $6.11
2007, signifying that the de-
Central $8.74 $4.15 $5.59
velopment program is getting
back on track after more than Southern $8.69 $5.04 $6.75
a year of technical problems. ROCKWELL COLLINS Southwest $7.58 $4.00 $6.02
Composite construction pro-
NW Mountain $7.94 $4.20 $5.87
cess control has been particularly challenging. When certified, the Learjet 85 will become business avia-
tion’s first primarily composite airplane. Bombardier is pinning much of the future of its Learjet division on Western Pacific $8.26 $4.95 $6.40
the success of the Model 85, the first clean-sheet Learjet since the Learjet 45 in the mid-1990s. Flexjet Nationwide $8.37 $4.59 $6.18
owner Directional Aviation Capital intends to place 60 orders for the aircraft, according to the Weekly of
Business Aviation. Bombardier flight test center chief test pilot Ed Grabman flew left seat, flight test pilot
Jim Dwyer was in the right seat and flight test engineer Nick Weyers was seated at the console monitoring Avgas
parameters. The aircraft climbed as high as 30,000 ft. and reached a speed of 250 kt. during the 2 hr. Region High Low Average
15 min. mission. The firm reports that “all flight controls were exercised with the systems and aircraft
Eastern $9.20 $5.80 $7.13
performing as expected.” Company insiders say that “numerous opportunities for improvement” were
discovered, as to be expected on a first flight. The aircraft is designed to fly 3,000 nm at Mach 0.78, New England $8.40 $5.70 $6.50
30% farther than any previous Learjet. It also will have the largest cabin cross section of any midsize jet Great Lakes $9.17 $5.39 $6.73
with comparable range, outside of Embraer Legacy 500, accommodating eight passengers in double
Central $8.44 $5.25 $6.35
club configuration. The aircraft is powered by 6,100-lb.-thrust Pratt & Whitney Canada PW307B tur-
bofans and its cockpit is equipped with Rockwell Collins Pro Line Fusion avionics. Bombardier isn’t Southern $9.05 $5.32 $7.09
predicting when the aircraft will be certified or when initial deliveries will begin. Southwest $7.99 $4.99 $6.59
BOMBARDIER

NW Mountain $8.00 $5.40 $6.66

Western Pacific $8.42 $5.35 $6.96

Nationwide $8.58 $5.40 $6.75

The tables above show results of a fuel price

survey of U.S. fuel suppliers performed in April
2014. This survey was conducted by Aviation
Research Group/US and reflects prices reported
from over 200 FBOs nationwide. Prices are full
retail and include all taxes and fees.
υBOMBARDIER HANDED OVER THE FIRST Mexico-bound Global 6000 to Aero Angeles S.A. de For additional information, contact Aviation
C.V. The delivery comes as Bombardier anticipates growth in the Latin America market, forecasting 2,300 Research Group at (513) 852-5110
business jet deliveries to the region over the next 20 years. The company sees an uptick driven by economic or on the Internet at
growth, globalization and an increase in the number of billionaires in the region. www.aviationresearch.com

υAIRCELL RECEIVED EASA APPROVALS to install inflight connectivity and entertainment systems
For the latest news
aboard Bombardier Challenger 300 business jets. The supplemental type certificates cover the Aviator 300
and information, go to
and UCS 5000 systems. The UCS 5000 approval was the first from Europe since Aircell introduced the
system in October. Aircell says a number of other certifications for the system are in the works. The company AviationWeek.com/businessaviation
entered the European market in 2002, and the region has become the company’s second-largest market.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 17

 INTELLIGENCE
SyberJet’s New Plans
SyberJet, the latest iteration of the SJ30,
a light jet project that was seemingly in
a permanently stalled condition since its
launch back in the 1980s, was planning
a grand opening ceremony May 1 at its
new completions and delivery center in
Cedar City, Utah. Plans call for complet-
ing the development and certification of
a new SyberVision avionics suite for the
already certificated aircraft and ramping
up the SJ30 production line in Cedar City
into next year.
Wisconsin Exempts Parts and
Labor from Taxes
Aircraft parts and labor used in main-
tenance are now exempted from state
and local sales taxes in Wisconsin. The
bill passed both houses of the state leg-
islature with strong bipartisan support
and was signed into law by Gov. Scott
Walker in April. Pete Bunce, president
and CEO of the General Aviation Manu-
facturers Association, attended the sign-
ing ceremony, praised the legislators
who backed it, and said, “Removing this
harmful and unnecessary tax burden will
allow Wisconsin-based maintenance and
repair facilities, as well as fixed-base op-
erators, to operate in a fair and competi-
tive environment with facilities in nearby
states that do not have this tax.”
18 Business & Commercial Aviation | May 2014
υMINSHENG FINANCIAL LEASING CO.
(MFLC), which last year outlined its vision to build
a fleet for up to 400 business jets, continues to
progress toward that goal with orders and options
for another 60 Gulfstreams of various models, plus 10 Bombardier Challenger 350s. The orders
and options were placed in December 2013, but announced during the Asian Business Aviation
and Conference and Exhibition (ABACE) held in Shanghai in April. The Gulfstream deal is one of
the Savannah’s planemaker’s largest orders to date. Bombardier had earlier announced the
10-aircraft order from an undisclosed customer, which turned out to be MFLC. Formed in April
2008 by China Minsheng Banking Corp. and Tianjin Port Free Trade Zone Investment, MFLC was
one of the first leasing companies to receive clearance to operate from the China Banking Regula-
tory Commission. The company has signed memorandums of understanding (MoU) and contracts
covering the orders and options for about 200 business aircraft, and currently has 100 of those air-
craft on its books. “MFLC has quickly become one of the largest fleet owners in China and has been
a leading visionary in the business aviation market,” says Gulfstream President Larry Flynn. More
than 100 of the agreements and MoUs reached involve Gulfstreams. The Chinese company took
delivery of its first Gulfstream, a G450, in 2011 and then shortly followed up with a MoU for 50 more
Gulfstreams of various models. Deliveries of the aircraft have been ongoing since. The U.S. Export-
Import Bank in February had announced that it was a Gulfstream sale to MFLC in 2013 that helped
push the bank’s financial backing of the business aircraft and helicopter market to more than $1
billion. The 2013 Ex-Im deal involved eight G450s and
G550s valued at $300 million. The newest agreement
comes in addition to those sales. While withholding spe-
cifics, Gulfstream says the order encompasses the super
midsize G280, along with large-cabin G450s, G550s and
G650s. Gulfstream’s Asia-Pacific fleet has climbed to 230
aircraft, a tripling over the past five years. Of those, 130
are in the Greater China region. The Challenger order also provides a foothold in the Chinese market
for Bombardier’s 350. Announced less than a year ago, the model has been selected for several
fleets, including NetJets, which played a role in the design of some of its enhancements. Bombar-
dier currently has about 30% of the fleet in China with more than 110 aircraft, according to Asian
Sky’s Fleet Report. Of those, about 10 are for the 350’s predecessor, the Challenger 300.
υFLIGHTSAFETY INTERNATIONAL HAS SCORED A CHINESE HAT TRICK by signing
multi-year training agreements with three leading aviation companies there — Minsheng Business
Aviation Ltd., Beijing Capital Airlines Co., and Shanghai Deer Jet. The Minsheng Financial Leasing
Co. division’s agreement involves training for its pilots, maintenance technicians, flight attendants
and dispatchers. Meanwhile, both Beijing Capital Airlines and Shanghai Deer Jet will be sending
their pilots for Gulfstream G450 and G550 training primarily at FlightSafety’s learning center in Hong
Kong, which opened in February 2012.
υRAISBECK ENGINEERING’S SWEPT BLADE PROPELLERS
for the King Air C90 series have been certified by the European Avia-
tion Safety Agency (EASA). According to Seattle firm, the design
enables a larger prop producing more thrust. When included in Rais-
beck’s EPIC Performance Package for the C90 and E90 series, the
swept props allow full operational use of increased takeoff (10,500 lb.) and landing (9,700 lb.)
weights, improved FAA-Certified takeoff and landing field-length performance, better climb and
cruise performance, and overall quieter operations through reduced rpm for climb and cruise. Com-
pany founder and CEO James Raisbeck said, “Receiving the STC from EASA on the new Swept Blade
Propellers is simply another step in Raisbeck’s goal to stay certified in every corner of the globe.”
www.AviationWeek.com/bca
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 INTELLIGENCE
Hawthorne Expanding Long
Island Operations
Hawthorne Global Aviation Services is
expanding its maintenance operations
to accommodate an increased demand
from both in-house and transient cus-
tomers at its Long Island MacArthur
Airport (KISP) location. It has added a
second shift to provide extended hours
seven days a week at the facility. The lo-
cation has been an FAA-approved repair
station for nearly 30 years and employs
20 technicians and support staff. The fa-
cility, which supports ExcelAire’s fleet of
more than 20 aircraft, is a factory autho-
rized Embraer Legacy service center.
Phenom 100 Surpasses
300-Delivery Mark
Embraer’s Phenom 100 surpassed the
300-delivery mark. The company handed
over the 300th Phenom 100 to Brazil-
ian agribusiness Laticínios Bela Vista.
Embraer announced the very light jet
in 2005 and delivered the first 100 in
December 2008. The aircraft is pow-
ered by two P&WC PW 617F-E engines,
rated at 1,695 shp ea. The current B&CA
equipped price for the Phenom 100E is
$4,161,000.The aircraft is operating in
more than 25 countries.
20 Business & Commercial Aviation | May 2014
υTEXTRON’S Bell Helicopter
unit recently pocketed a purchase
agreement for five Bell 505 Jet
Ranger X aircraft from Aerochine
Aviation, an independent rep whose
territory includes eastern and south-
ern China, Hong Kong and Macau.
Aerochine says it plans to remarket the five-place single, now in development. Meanwhile, Cessna
Aircraft won an order for ten Grand Caravan EX single-engine turboprops from the Reignwood
Group, which plans to operate them on tourist flights in southeast China. Importantly, the aircraft
are being acquired through Cessna-AVIC Aircraft (Shijiazhuang) Co., Ltd., a joint venture in its first
year of operation. The partnership agreement was signed in 2012 with the China Aviation Industry
General Aircraft Company (CAIGA), a subsidiary of Aviation Industry Corporation of China (AVIC).
The venture began officially operating when the Ministry of Commerce approved its business li-
cense last September. In addition, the Civil Aviation Administration of China (CAAC) recently
granted certification for the Citation XLS+, a milestone in beginning operations at Cessna-
AVIC Aircraft (Zhuhai) Co., Ltd., for final assembly and delivery of the model to customers in
China. Cessna reports much of the work to establish that joint venture has been completed, and
commerce ministry approval is anticipated as early as this summer. That would clear the way for
deliveries to begin later this year.
υMARENCO SWISSHELICOPTER BUILT UP AN ORDER
BACKLOG for 59 aircraft before first flight of its first product, the
SKYe SH09 light rotorcraft powered by a single Honeywell HTS900
engine. The 5,842-lb. helicopter was unveiled at Heli-Expo 2014
in Anaheim in February and at press time first flight was imminent.
The Swiss company plans to begin a flight test program, including hot and high testing in Colorado,
this year. Work has also begun on the assembly of the second prototype and a third is planned to
build hours for certification flying as well as testing of optional equipment.
υROBINSON HELICOPTER CO. HAS DELIVERED
ITS 500TH R66, just three and a half years after the FAA
awarded certification to the five-place helicopter, the Torrance,
Calif., manufacturer’s first turbine-powered machine. The mile-
stone helicopter was delivered March 14 to Aviamarket, a Rus-
sian dealer. Aviamarket put the aircraft’s capabilities to the test last year, first in April when company
pilots landed an R66 at the North Pole, and again in September when the company organized a
six-week, around-the-world expedition using a pair of R66s.
υAIRCELL REPORTS SURPASSING THE 2,000TH installation of its Gogo Biz system in
business aircraft. The broadband service was introduced in June 2009. The company has more
than 4,000 air-to-ground systems in the business and commercial aviation markets.
υEMBRAER REPORTS THAT IT DELIVERED 34 AIRCRAFT — 20 of them business
jets — during the first quarter of 2014. In addition to 14
commercial E-Jets, the Brazilian planemaker handed over
three Phenom 100s, 14 Phenom 300s, two Legacy 650s
and one Lineage 1000. The company says that as of
March 31 its firm order backlog totaled $19.2 billion, a
$1 billion increase during the quarter in which Air Costa,
an Indian carrier, ordered 50 E-Jets.
www.AviationWeek.com/bca
 INTELLIGENCE
Landmark Acquisition Provides
Foothold In U.K.
Landmark Aviation is gaining a significant
foothold in the U.K. with the acquisition
of RSS Jet Centre Limited. The acquisi-
tion gives Landmark three locations in
the U.K. — London Luton Airport (EGGW),
Manchester Airport (EGCC) and Glasgow
Prestwick Airport (EGPK). The newest
bases expand Landmark’s reach in Eu-
rope to 13 facilities, with the remaining
10 in France. Landmark President and
CEO Dan Bucaro says the acquisition “is
representative of our commitment to the
strategic growth of our network.” The deal
follows a string of acquisitions Landmark
has made since The Carlyle Group re-
acquired the FBO chain in 2012.
Tecnam Opening Florida Center
Italian aircraft maker Tecnam is expand-
ing its presence in the U.S. with the
opening of an assembly, service and sup-
port center at Sebring Regional Airport
in Florida. The 21,000-sq.-ft. Tecnam US
Sebring facility will be used to reassem-
ble both light-sport and Part 23 aircraft,
serve as a sales and marketing center,
and house spare parts, in addition to
providing customer service and support.
Shannon Yeager, formerly vice president
of strategic initiatives for the AOPA, will
lead the Tecnam U.S. team as director of
sales. The new center comes as Tecnam
receives FAA special airworthiness certi-
fication for the Astore light-sport aircraft.
22 Business & Commercial Aviation | May 2014
υA WIDE RANGE OF INDUSTRY ASSOCIATIONS are calling on the FAA to expedite regu-
lations governing small unmanned aircraft systems (SUAS), and to allow their limited commercial
use before final rulemaking is completed. The organizations are concerned the years-long delay in
release of the aviation agency’s SUAS notice of proposed rulemaking (NPRM), now not expected
until late this year, is holding back U.S. industry and encouraging entrepreneurs to operate in the
absence of safety guidelines. The Association for Unmanned Vehicle Systems International (AUVSI)
and Academy of Model Aeronautics (AMA) have joined with 31 other organizations in urging the
FAA to expedite rulemaking and allow limited commercial use until the regulations are in place.
The Aerospace Industries Association (AIA) and Consumer Electronics Association (CEA) want
expedited approval of the SUAS NPRM as well, noting it has been four years since the small UAS
advisory rulemaking committee issued its final recommendations for regulations. Both calls come
after a National Transportation Safety Board (NTSB)
administrative law judge overturned the first fine to be
imposed by the FAA for illegally operating an unmanned
aircraft for commercial purposes. The judge ruled the
FAA had no applicable regulations banning the com-
mercial use of UAS, only advisory circulars and policy guidance for its employees that are not
binding on the public. The FAA has appealed the ruling to the full NTSB, staying the decision.
The ruling and its appeal have increased confusion over what is permitted, and unregulated use of
small UAVs is again on the increase, adding urgency to the affected industries’ calls for the FAA
to act quickly to establish a safety structure and regulatory framework for small UAS. “The time for
resolution has come, and we cannot afford any further delays. The technology is advancing faster
than the regulations to govern it,” says the group led by AUVSI and AMA in an April 8 letter to FAA
Administrator Michael Huerta. The 2012 FAA Modernization and Reform Act allows the agency
to determine if certain UAS can operate safely in national airspace before the September 2015
deadline for safe integration. The legislation also requires the agency to issue the final SUAS rule
by August. Noting it will be difficult to meet the statutory deadline for a final rule, AIA and CEA are
urging FAA to allow the public comment period to begin. Brendan Schulman, the lawyer representing
the UAS operator in the NTSB case now under appeal, and other pending legal challenges to the
FAA ban, maintains that “small UAS that are operating low to the ground are essentially consumer
devices that replace equipment like camera cranes, and they need little or no federal regulation.”
υTERI BRISTOL, ACTING COO of FAA’s Air Traffic Organization since David Grizzle left the
post in December, has been named by Administrator Michael Huerta as the permanent replace-
ment. Bristol joined FAA in 1992 and has served in various air traffic-related management roles.
She was most recently ATO’s deputy COO — a position she took over in September 2012.
υTHE CITY OF SANTA MONICA IS MOVING FORWARD with a plan to prepare for ei-
ther scaling back significantly or closing altogether Santa Monica Airport in California. The Santa
Monica City Council on March 25 voted 6-0 in favor of a staff recommendation to take a series
of short- and long-term steps that would prepare the airport for possible closure. While the vote
doesn’t close the airport, it lays the groundwork for restricting existing aviation businesses
and transitioning the land to other uses. The deliberations over the future of SMO follow a recent
decision by a U.S. District Court to dismiss a lawsuit by the city seeking control of the airport and
possibly closing it after July 2015.
υBOMBARDIER HANDED OVER THE FIRST MEXICO-BOUND GLOBAL 6000 to
Aero Angeles S.A de C.V. The delivery comes as Bombardier anticipates growth in the Latin America
market, forecasting 2,300 business jet deliveries to the region over the next 20 years. The com-
pany sees an uptick driven by economic growth, globalization and an increase in the number of
billionaires in the region.
www.AviationWeek.com/bca
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 INTELLIGENCE
EASA OKs Hartzell Propeller on
TBM 700, 850 Aircraft
Hartzell received European Aviation
Safety Agency validation for installation
of its swept airfoil structural composite
five-blade propellers on TBM 700 and
850 aircraft. Socata North America’s
service center in Pembroke Pines, Fla.,
recently completed the first installation
on a European-registered aircraft. The
propeller provides a 10% improvement
in the time it takes the TBM to acceler-
ate from zero at takeoff to 90 kt. It also
increases the climb rate by a couple
hundred feet-per-minutes and enables
the aircraft to cruise 2 kt. faster and 5
kt. faster for aircraft with the five-blade
wood prop.
Cessna Delivers 100th
Grand Caravan EX
Cessna delivered the 100th Grand Cara-
van EX single-turboprop aircraft, a mile-
stone reached a little more than a year
after the more powerful, updated aircraft
first entered service. The aircraft was
delivered to Hussain Ali Rashid Almoalla
for use at his aviation club in the United
Arab Emirates. Almoalla also owns a
Cessna Skylane and Stationair. Cessna
announced the aircraft in 2012, equip-
ping it with an 867-hp Pratt & Whitney
Canada PT6-140A. It has a 38% improve-
ment in rate of climb over the predeces-
sor Grand Caravan, a 350-ft. reduction
in takeoff roll and a 10-12 kt. average
cruise speed improvement.
24 Business & Commercial Aviation | May 2014
υENERGIZED BY A SUBSTANTIAL CASH INFUSION, Mooney has restarted production
after a five-year hiatus, with an updated Acclaim Type S and plans to reintroduce the Ovation3
this year as well. The restart follows an investment the shuttered plant in Kerrville, Texas, plane-
maker received late last year from California-based engineering firm Soaring America Corp. in a
deal backed by Chinese investors. The company since has renamed itself Mooney International
and set its core leadership, led by CEO Jerry Chen, who joined the firm as part of the Soaring
America investment. The company has also renewed its relationships with suppliers and custom-
ers. “We have invested millions of dollars in the facility, lean
manufacturing systems and new, innovative technologies
that have greatly advanced the quality and capability of our
production,” Chen says of the restart. The Acclaim Type
S will be first off the assembly line, fitted with an up-
dated Garmin G1000 avionics package that includes the
GFC700 autopilot. The Continental TSIO-550 G will continue to power the 242-kt. aircraft, which
carries a sticker price of just under $700,000. Mooney plans to complete a total of six aircraft this
year, ramping up production in 2015. In addition, the company is eyeing increasing its international
footprint, with the hope of tapping into the growing Chinese aviation market. Mooney is working to-
ward aircraft validation in China. Also planned is a new museum on its Texas campus. The company
is working with the Mooney Aircraft Pilots Association to design and plan the facility. “There is such
passion around the Mooney brand,” Chen says. “From day one, I wanted to preserve its rich history.”
υIN APRIL, FAA ANNOUNCED IT HAD COMPLETED ITS
“NATIONWIDE INSTALLATION of the Automatic Dependent Sur-
veillance-Broadcast (ADS-B) radio network infrastructure,” a key element
in its Next Generation Air Transportation System (NextGen). The network
is comprises 634 ground stations installed by Exelis of McLean, Va. “The
installation of this radio network clears the way for air traffic controllers
to begin using ADS-B to separate equipped aircraft nationwide,” FAA Administrator Michael Huerta
said. “It will also provide pilots flying aircraft equipped with the proper avionics with traffic infor-
mation, weather data and other flight information.” Nearly half the agency’s 230 ATC facilities are
already using the system to separate traffic, and all are expected to be connected and operating
it by 2019. All aircraft flying in controlled airspace must be equipped with ADS-B Out avionics
that broadcast the plane’s location, by Jan. 1, 2020. With the upgraded surveillance and broad-
cast system and aircraft equipped with ADS-B Out transponders, aircraft positions on controller
screens update almost continuously, compared to every 4.7 seconds or longer with radar. ADS-B
also enables more accurate tracking of airplanes and airport vehicles on runways and taxiways,
increasing safety and efficiency. The new system significantly improves surveillance capability in
areas with geographic challenges like mountains or over water. Airplanes equipped with ADS-B In,
which is not currently mandated, will give pilots information through cockpit displays about location
in relation to other aircraft, bad weather and terrain, and temporary flight restrictions.
υGARMIN INTERNATIONAL HAS DEVELOPED A TOUCHSCREEN
GLASS FLIGHT DISPLAY for experimental and light-sport aircraft. The non-cer-
tified G3X Touch system will include 10.6-in. flight displays with split-screen func-
tionality. The display was developed by Garmin’s experimental engineering team
— “Team X” — which a year ago unveiled the first seven products based around the G3X electronic
flight information system — comprised of pilots and home builders and the market. “Team X listened
to the requests of our customers and as builders themselves — designing products for the activity
they love — have delivered a large, intuitive touchscreen flight display, which offers a number of
enhanced capabilities,” says Carl Wolf, vice president of aviation sales and marketing. The scalable
display will come standard with Garmin’s Synthetic vision.
www.AviationWeek.com/bca
 INTELLIGENCE
Nextant, Purdue Partner
For Pilot Training
Nextant is partnering with Purdue Univer-
sity’s Department of Aviation on a pilot
training initiative. Nextant is donating
two turbofan engines to the university
for use in its test cell training research
program. In addition, the department will
become the first flight program to oper-
ate a Nextant 400XTi. Nextant says it
and the university are planning a larger
collaboration on training platforms for
the next generation of pilots.
Cirrus Flies
Conforming Vision Jet
The first conforming Vision SF50 flight
took off March 24 from Duluth Interna-
tional Airport, Minn., and lasted about
an hour. “C-Zero” initially will be used
to verify the changes made to the air-
craft based on data gathered from the
V1 aircraft, followed by a few months
of final development testing before cer-
tification flight tests and performance
validation begins. Priced at $1.96 mil-
lion, the seven-seat composite aircraft
is designed to fill a niche between high
performance singles and light jets.
26 Business & Commercial Aviation | May 2014
υBUSINESS AIRCRAFT FLIGHTS WERE UP year-over-year for the third consecutive
month in the U.S. and Canada, according to aviation Aviation Research/US (AGRUS). Business
aircraft flights were up 1.1% in March over March 2013, following an 0.5% gain in February and
an 1.8% improvement in January. FAR Part 135 flights continue to lead the increases, up 4.9% in
March. Fractional operations likely would be up by even more, but the demise of Avantair continues
to be a drag on the results of the entire category. (See related story on page 30) Fractional turbo-
prop flights (Avantair flew Piaggio turboprops) were down 52.7% in March. But Part 91 turboprop
flights were also down 4.6% in March. Large-cabin aircraft continue to show strength, flying 10.4%
more than they in 2013.
υASSOCIATED AIR CENTER SECURED an STC
covering installation of Wi-Fi systems for the Satcom
Direct Router (SDR) on Boeing 737-300, -400, -500,
-600, -700, -800, -900 and -900 ER series aircraft. The
dual-band SDR can manage multiple satcom systems,
including Swift64, SwiftBroadband, Ku band, Ka band and X band. The SDR also has a 3G cel-
lular capability while the aircraft is on the ground. The system integrates with a number of existing
platforms manufactured by Cobham, Thrane & Thrane, Honeywell and Rockwell Collins.
υEMBRAER REMAINS ON TRACK TO WIN CERTIFICATION of the delayed Legacy 500
around mid-year and expects to deliver between three and six of the midsize business jets by
the end of 2014. Although the rate of initial deliveries is slower than expected, the Brazilian
manufacturer says this is a deliberate move to ensure the business aircraft enters service with
the maximum possible levels of maturity. Marco Tulio Pellegrini, president and CEO of Embraer
Executive Jets, says “we don’t intend to deliver many in the second half of the year.” The com-
pany will “monitor the evolution of the aircraft and improve it if necessary.” Embraer is tread-
ing a cautious path to ensure the Legacy 500 and its smaller sibling, the Legacy 450, have a
smooth entry into service based on lessons learned during the introduction of the company’s
initial all-new business jet pair, the entry level and light jet Phenom 100 and 300. The Legacy
500’s mid-light stablemate, the 450, made its first flight in December 2013 and will enter
service in 2015. Although externally identical, the 450 has a shorter cabin but the same flat
floor and cross section and nearly 2,300 nm range.
υLEADING CHINESE BUSINESS AVIATION COMPANY DEER JET aims to open four to
six FBOs this year, adding to its current four. The new
2014 FBOs do not include one at Beijing, though Deer
Jet already has the building for it. The company is not
sure the Beijing operation can be opened this year. It
does not identify the locations of the new FBOs, but
Deer Jet notably lacks such facilities at Shanghai,
Guangdong and Chengdu. The company’s fourth FBO
opened at Changsha in February, aimed especially at
the leisure market that can be served from that city,
the capital of the province Hunan. The others are at Shenzhen, a busy business destination, and at
Haikou and Sanya on the holiday island of Hainan, the home of parent HNA Group. Industry officials
say that making money with FBOs in China outside of the major business aviation centers is a tough
proposition, because bizjet traffic is so concentrated in those cities. One handicap is that FBOs
cannot make money with fuel sales in China, because of the monopoly held by the China National
Aviation Fuel Group. But company President Zhang Zhi says Deer Jet is considering potential growth,
as well as present traffic. The implication appears to be that Deer Jet is willing to make little money
at first, perhaps even lose some, in order to corral a market, as the Chinese say.
www.AviationWeek.com/bca
 The Untouchables.

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representing the buyer and only the buyer.
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maintenance or management company,
or any seller of any aircraft whatsoever.
From the day we opened our door,
our sole business has been to represent
the purchaser and only the purchaser
in the process of acquiring a new or
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Boston JetSearch offers clients
unequaled research, analysis, aircraft
evaluation, and negotiating capabilities
that are completely unprejudiced—except
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“Thank you for a job extraordinarily
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 FAST FIVE
Questions for Carl Janssens
The investigation continues . . . only this time there’s no accident or perp.
Carl Janssens
Editor/Chief Appraiser, Aircraft
Bluebook, Overland Park, Kan.
After a tour in the U.S. Marine
Corps, Janssens donned
another uniform as a Kansas
City, Mo., police officer
and worked in a number of
assignments including investi-
gations and vehicular accident
reconstruction for the next
quarter century. During that
time he earned a bachelor’s
degree in criminal justice from
Avila College along with a pilot
license and instrument rating.
Upon retiring from the force
in 1998, he joined Aircraft
Bluebook, now a sister publi-
cation of B&CA. He undertook
a series of courses to earn
accreditation as a senior
appraiser, Machinery and
Equipment/Aircraft Specialist
from the American Society of
Appraisers, and at one time
served as president of the
organization’s Kansas City
chapter.
TAP HERE in the digital edition
of B&CA to hear more from
this Interview or go to
AviationWeek.com/video
28 Business & Commercial Aviation | May 2014
INTERVIEW BY WILLIAM GARVEY
How is it that a veteran policeman became an aircraft appraiser?
1 Janssens: In Kansas City, Mo., law enforcement officers can retire after 25 years of service.
I was 48 and too young to actually stop working. So, in my last 5 years with the PD, I pur-
sued a lifelong dream to become a pilot, earning my commercial and instrument tickets.
Upon retiring, I applied to fly pipeline patrol for Panhandle Eastern, but the dream ended
when I learned I needed a minimum of 3,000 hr., or 2,500 more than I had logged. Then
my friends at Executive Beechcraft at MKC told me the Aircraft Bluebook, which was based
in Kansas City, had a staff opening. So, I studied it and its competitors — I’m a junkyard
dog for information — got invited for an interview and then got the job. My law enforcement
experience was easily repurposed. Investigating persons and property crimes easily helped
the transition into the investigation of ‘wings ‘n things’ — inspecting aircraft and logs, inter-
viewing people who know the subject aircraft, establishing an aircraft’s history, and serving
as an expert witness in litigation regarding aircraft value. My managers at Bluebook also let
me pursue appraisal credentials.
Did you see this market crash coming?
2 Janssens: There was some caution in the wind starting in the fourth quarter of 2007, a gut
feeling that things were not right. The international markets were softening then. But nobody
foresaw the train wreck that arrived in the third quarter of 2008.
The market has been stagnant ever since. What’s the likelihood of activity soon?
3 Janssens: There’s been quite a bit of activity at the mid and upper levels, but in fact
there’s trading in all segments. Yes, it’s a buyer’s market, but transactions are taking place.
Turbo–props are on a steady course, with less price depreciation than in the past. The pis-
ton market is fairly steady. Even light jets — Mustangs, 525 Citations, Embraer 100s and
300s — there’s a lot of product moving around. And while the terms are more conservative,
financing is available. And with all the major indicators, such as corporate profits, the
stock market, housing sales and consumer confidence up, along with a better report card
on GDP, I’ve changed my position on the general and business aircraft market from neutral
pessimism to neutral optimism.
What is it about a particular used aircraft that enhances or degrades its value relative
4 to competitors of the same type?
Janssens: Among unpressurized aircraft, it’s all about time and condition, though glass
panels had a strong impact when they first arrived, and still do. As you move up through
large-cabin aircraft, the more optional equipment installed, the more appealing for a sale
in addition to time and condition. Keep in mind some software packages can run close to
$1 million. A standard, neutral interior has a broader appeal and can be considered a plus.
On the negative side, the impact of damage is very subjective and can range from incon-
sequential to significant. Same with poor documentation, and to a degree, importing an
aircraft from an outside registry. Anything that raises suspicion of abuse will impact price.
Buyers need good listening skills, and a quality pre-buy inspection performed to look into
the aircraft’s history.
In 25 years behind a badge did you ever bust a pilot for some nefarious activity?
5 Janssens: No, I have plenty of stories, but none involving a pilot. In my early days as a beat
cop in downtown Kansas City, finding a good cup of coffee at 3 a.m. was challenging, but
I learned there was always a fresh cup at Executive Beech.
www.AviationWeek.com/bca
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MANAGEMENT

THE AVANTAIR FAILURE:

A Cautionary Tale, Part 2
Breaking bad: an inside look at the unraveling
of a major fractional ownership program
BY DAVID ESLER david.esler@comcast.net

n a Nov. 13, 2012, email, Avantair Santo claimed, the first being “the loss that the elevator piece was lost on the

I President and founder Steve Santo

attempted to reassure the troubled
fractional ownership program’s 600-
plus shareholders that the company
was being proactive when it voluntarily
grounded its fleet of 56 Piaggio P180
Avanti turboprops the previous month.
Two factors led to the stand-down,
of an elevator from a plane in late July of
this year.” The P180 crew had discovered
their airplane was missing the left-hand
segment of its two-piece elevator during
a post-flight inspection at the termina-
tion of a two-leg flight. Avantair reported
the incident to the FAA and NTSB, Santo
wrote, but its own investigation revealed
first takeoff, meaning the pilots had failed
to perform a mandatory walk-around
after that leg, and they were fired as a
result. Santo noted Avantair had a “zero
tolerance” policy for failing to comply
with company rules or the FARs.
The night of the incident, Santo
claimed, the entire f leet was brief ly

30 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

grounded and all aircraft inspected, with
“no problems discovered.” However, the
company subsequently grounded the fleet
again to replace elevator attachment fit-
tings on all its aircraft.
The “second factor” leading to the vol-
untary grounding was “an evolution in the
FAA’s policies” regulating the fractional in-
dustry, Santo’s email continued, though ex-
actly what he meant was unclear since there
had been no policy changes to FAR Part 91,
Subpart K, the rule regulating fractionals.
Santo then admitted that Avantair had
agreed to a records review and yet another
inspection of the P180 fleet, believing that
the actions would result in the safest and
most reliable fractional program in the in-
dustry. To that end, he said some retired
FAA executives were helping to put things
“They had been reduced to hulks,” he said,
adding that “if you love airplanes like I do,
it would have made you sick.”
right and he had made numerous changes
in maintenance management to further en-
hance operational safety
Santo’s email implies that he and his
management team were earnestly trying
to do the right thing. However, despite his
attempts to mollify the feds and reassure
the fractional owners who had made his
program possible, a culture not of safety
and accountability but of incompetence,
executive entitlement and subterfuge was
playing itself out in the background. Ulti-
mately a climate of chaos and desperation
gripped the company as middle manag-
ers and employees struggled to keep the
operation moving and as many aircraft as
possible flying to service both shareowners
and charter cardholders.
As B&CA reported in “Arrivederci Avan-
tair” (December 2013, page 42), through the
late winter and spring of 2013, the program
continued to experience difficulties. The
company was caught in a vicious cycle of
underpriced service contracts, inoperable
airplanes due to parts shortages (cut off by
Piaggio and suppliers for lack of payment),
and runaway charter expenses that were
eating up profits to accommodate the frac-
tional program’s contractually guaranteed
response time and service Avantair’s char-
ter card users. The operation was literally
hemorrhaging money.
And like a cancerous organism, the com-
pany began feeding on itself by cannibal-
izing parts from some program aircraft to
keep others flying. Worse, despite Santo’s
affirmations that Avantair was cleaning up
www.AviationWeek.com/bca
Testing the ‘Veracity’ of the
Fractional Ownership Model
William Quinn, president of Aviation Management Systems in Ports-
mouth, N.H., has long consulted on fractional ownership issues and
helped place clients into the Avantair program as shareowners when the
program was solvent. When the company brought in retired FAA upper-
level managers to help sort out its problems, “we were concerned but
didn’t know how serious the situation was and where it would end up,”
Quinn told B&CA.
“I was initially optimistic they were being proactive about it when some
of my clients [who owned shares] contacted me,” Quinn reminisced. But
as turmoil continued to rage within the fractional program, “owners com-
plained they were unable to communicate with the Avantair services group
and couldn’t schedule trips.” Not long afterward, the company shut down.
And it wasn’t an FAA action — they were running out of operating cash and
didn’t have resources to keep
adequate maintenance staff
on board to keep the aircraft
in airworthy condition. “We were
“As I recall,” Quinn contin-
ued, “there was a lot of con- concerned but
cern among my colleagues at
the 2012 NBAA Convention af-
didn’t know
ter the first grounding that this
was something that could test
how serious
the veracity of the fractional
model as a whole. Would this
the situation
be an implosion? How would was and where it
they unwrap the shareowner
part of it? That portion of the would end up,”
fleet Avantair owned [approxi-
mately eight aircraft in addi- Quinn told B&CA.
tion to the leased core fleet]
was not as much a concern as
the shareowners’ interests, as
Avantair did not have a ‘put’
option in its contracts to buy back the shares.”
There was another component of the Avantair failure that had to be
considered, as well. “Avantair had gotten heavily into the [charter] card
business to exploit excess lift they had, and they’d sold a lot of cards,”
Quinn pointed out. “After everything imploded the second time around, the
people holding prepaid cards were going to be the first to suffer, since the
cards at this point were worthless.”
Meanwhile, shareowners were hoping they could secure undivided in-
terests in their airplanes. “The only way we saw to do that was that, if you
had a group who owned shares in the same aircraft and you could unite
them, they might be able to petition the court to secure the aircraft,” Quinn
speculated.
“Whether this would work was anybody’s guess. Assuming they could
get control of the shares and put title into a mutually owned entity, they
could either reassemble their aircraft [if it had been cannibalized] or sell it
Business & Commercial Aviation | May 2014 31
MANAGEMENT
its maintenance program, records were in
for parts and at least get some value out of it. On the other hand, you could disarray, and no one was keeping track of
throw good money after bad trying to preserve something with little value, which parts were going onto what aircraft.
By talking with a variety of sources in-
which is why some people walked away from their shares.” cluding former Avantair fractional shar-
It’s going to be “interesting” to see how the Avantair bankruptcy works eow ners, attorneys and consultants
out, Quinn said. “There is no operating entity now, and those shares are representing them in the bankruptcy pro-
just sitting out there. Four key managers from the Avantair program have ceedings, ex-employees laid off without pay
been working to establish some way to salvage the potential for operating when the company ceased operations, the
court-assigned maintenance records custo-
former program airplanes, if they can control them.” dian, and others involved in the unwinding
And “there are liens all over the place, and cleaning that up will be the of a major fractional program, B&CA was
challenge, because if you do not have a clear title — even if you have con- able to piece together this report on what
verted shares into a whole aircraft — then the referee [Bankruptcy Trustee was transpiring inside the company.
Beth Ann Sharrer] may have the power and authority to override the liens Everything came to head in June 2013
when Santo, himself an attorney and for-
and clear the title.” mer prosecutor, voluntarily grounded the
So there are two questions that have to be answered for this to happen, Avanti fleet again when maintenance re-
Quinn concluded. “Who has the title to these aircraft? Probably a combi- cord discrepancies over life-limited parts
nation of Avantair and shareowners — so that title issues can be cleared tracking could no longer be ignored. This
up and resolved. Then, how do you address any existing liens? You have led FAA inspectors to discover that the op-
erator was cannibalizing parts from Avanti
airframes, including engines and props,
and installing them on other aircraft to
keep as many flying as possible. The agency
Everything had to come together immediately responded by pulling the air-
worthiness certificates of Avantair’s entire
for the profits to roll in . . . P180 fleet. The following month creditors
united to force Chapter 7 liquidation on
and that’s not how the world Avantair in the Federal Bankruptcy Court’s
Middle District of Florida.
works all the time.”
Only Five Aircraft
Flyable at the End
Only then did it become apparent just how
to organize ownership into one entity and then clean up the liens so you much operations inside the company had
have a salable commodity.” deteriorated. An informed source retained
What does the Avantair failure mean to the larger fractional ownership to look into the situation by an Avantair
concept? “All of us in the industry who worked with fractional were con- creditor that had leased several wholly
owned P180s to the program for use as
cerned that the demise of Avantair was going to undermine the confidence backup transportation in the “core” fleet
level of consumers as to how much at risk their investments would be in described it as “a disaster.” The source,
the other programs,” Quinn answered. who asked for anonymity, claimed he
“Fortunately, from an industry perspective, the focus was more about learned that when the program shut down
bad business management and not so much flaws in the fractional model,” last June, only five of the program’s original
56 Avantis were operational.
he continued. But, he added, “Everything had to be favorable in order for Eight leased core aircraft were pulled out
fractional providers to be consistently profitable.” of the program by their owners — five by
For example, if a fractional program operates in a robust economic pe- one, three by the other — either for missed
riod without any downturns and there’s lots of discretionary money avail- payments on the leases or when they
able, the aircraft are all under warranty, and there are no union issues or learned Avantair was parting out its fleet,
which only exacerbated the company’s de-
other setbacks, then the program will probably thrive. But if it retains older cline. “This really hurt the program,” the
aircraft beyond the warranty period, then the company would have to adjust source said. Last fall, two of the aircraft
its service charges to accommodate those increased costs. turned up in the fleet of charter/manage-
“You need to establish in-warranty rates and out-warranty rates, as ment operator Skylimo Inc., at Fort Lauder-
Netjets learned and did,” Quinn explained. “Everything had to come to- dale, Fla., Executive Airport.
Contacted by B&CA, Skylimo President
gether for the profits to roll in . . . and that’s not how the world works all Steve Markoff said the Avantis were be-
the time.” B&CA ing managed on behalf of their owner and
used principally for charter. “We oversaw
the FAA airworthiness recertification of

32 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

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MANAGEMENT
these aircraft, and they are the first ones
to be put back into charter service. We
will add as many of them to our fleet
as demand indicates.” Markoff said the
P180s were in very good condition when
Skylimo assumed management of them,
“but the horrible maintenance records
were the issue, as it took two months per
airplane to get them straightened out.”
Among other things, the anonymous
source was charged with attempting
to locate and assay the condition of as
many aircraft as he could find. “They
were parked all over the country, and I’m
convinced Avantair’s management was
attempting to hide them from creditors
and shareowners,” he said. “I wouldn’t
be surprised if some people in the com-
pany’s management structure were in-
dicted on criminal or conspiracy charges
before this is all over.” (So far, this hasn’t
happened.)
The source said he couldn’t believe
what he saw when he walked into the
hangar of one of the MRO facilities
Avantair had retained to perform its
outsourced maintenance —a handful of
gutted Avanti airframes. “They had been
reduced to hulks,” he said, adding that “if
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jetsupport.com 4 communication@jetsupport.com
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34 Business & Commercial Aviation | May 2014
you love airplanes like I do, it would have
made you sick.”
Engines and props, avionics, major
system components, even landing gears
had been removed from the aircraft, all
of which were sitting on jacks and could
not be moved. It was like a tour through
the U.S. Air Force’s aircraft disposal
center at Davis-Monthan AFB, Ariz., the
source declared. Meanwhile, elsewhere,
overhauled Pratt & Whitney Canada
PT6A turboprop engines sitting on load-
ing docks waiting to be shipped to Avan-
tair were being held at shops like Dallas
Airmotive for lack of payment, the opera-
tor reportedly in arrears as much as $8
million for overhaul and hot-section work
for that facility alone.
Another creditor was Teterboro
RAMS, a repair station holding four
P180s and owed more than $400,000;
it petitioned the court on the basis of
mechanics’ liens to sell two of them
and settled with the collective owners
of the other two. Among many unpaid
creditors are Aero Precision Repair
and Overhaul of Deerfield Beach, Fla.;
Access Aviation, Sacramento, Calif.;
other repair stations holding parted-out
$//7+(9$/8(
7+(2(00$,17(1$1&(
352*5$063529,'(
airframes; the Signature and Landmark
FBO chains; and a number of fuel sellers.
The source continued, “The MRO fa-
cility manager told us that someone from
Avantair’s maintenance department
would call and direct him to remove spe-
cific parts from one of the airplanes be-
ing cannibalized and load them onto an
incoming airplane being used as a ‘mule’
to transport them to the location of an
Avanti where they would be installed. At
the time we visited, the manager claimed
Avantair owed his company more than
$700,000 in unpaid invoices for work
performed.” (Unlike the Avantair main-
tenance staff, the MRO manager kept
scrupulous documentation on all the
parts removed from the P180 airframes
in his hangar.)
In his desperate search for financing
to keep the operation going, Santo actu-
ally sent a letter to Avantair sharehold-
ers soliciting investment in the company.
When things got really bad and owners
were being ignored when they attempted
to schedule flights from the operator,
some simply bailed out of the program
and wrote off their losses. Because Avan-
tair had no share buyback clause in its
www.AviationWeek.com/bca
contracts, scaring banks away from
lending to purchasers due to the finan-
cial risk, shares were purchased essen-
tially with cash.
So, when shareholders defaulted on
their service payments to the operator,
Avantair was then able to repossess
the shares (under the same kind of ‘me-
chanics’ liens’ the company’s creditors
were using to impound its airplanes).
Theoretically, Avantair could then re-
sell the shares, or if it could aggregate
them in specific P180s, it could then
sell entire aircraft for operating cash.
Unfortunately, the anonymous source
pointed out, at this juncture with the
fleet grounded and the company clearly
in trouble, “no one was buying.”
Daniel Herr, an attorney based in Mur-
ray Hill, N.J., who specializes in advising
clients on factional and whole aircraft
ownership and negotiating contracts for
clients with fractional providers, had his
suspicions about Avantair early in the
program’s history. “The first time I had
a client purchasing an Avantair share,
we had lengthy negotiations to revise the
contract to give my client more benefits
and protections,” he told B&CA. “At the
end of the long and contentious process,
we had reached an agreement in form
and substance, and it was time for Avan-
tair to send out the final contact version
for execution.”
But what Avantair sent Herr was very
different from the terms he and his cli-
ent had agreed upon. “The most galling
part of the story is that Avantair refused
to issue the correct contract version —
Avantair insisted on using the new form
that was substantively more favorable
for Avantair and less favorable to my
client. Prior to this transaction, I was
skeptical of Avantair from a business
perspective. After this transaction, I
knew that Avantair had a character de-
ficiency and should not be trusted. After
that, I more forcefully steered clients
away from Avantair.”
Unclear at this juncture is the role of
the FAA in this, as it appears the com-
pany was grossly noncompliant with
FARs governing both maintenance and
operations. “The FAA really clamped
down on them in response to a whistle-
blower,” the anonymous source said.
“The movement of parts all over the fleet
was not being documented, so no one
seemed to know what airplanes had what
parts, so if you did a conformity inspec-
tion, all you’d have would be confusion.
That’s what ultimately shut them down.”
Cannibalization as a Parts Strategy
and Other Red Flags
Julie Roberts was hired at Avan-
tair in 2006 as a flight coordinator in
the company operations control center
at Clearwater, Fla. Her duties encom-
passed flight following and liaison with
shareowners. “At first, I really loved it,”
she told B&CA. But six years into the job
Roberts began to see red flags.
“The first time I knew we were in
bigger trouble than they [the company
principals] were letting on was when the
manager of warranty and parts told me
that he was shut off from buying parts,”
she recalled. “He immediately quit and
wasn’t replaced. And that’s when they
started taking parts from one airplane
and putting them on another.
“We had experienced the first shut-
down [in October 2012] and were hear-
ing stories from above about the FAA
being ‘unfair’ to us,” Roberts continued.
“The company then proposed moving
the maintenance records, the entire



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www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 35

MANAGEMENT
As things started to unravel in 2013 and fewer P180s were airworthy for lack of parts
and required maintenance, Avantair’s dispatch rate began to plummet.
maintenance control staff, the chief pilot,
the vice president of operations and the
operations director — everyone vital to
the [operating] certificate — to Orlando
International Airport to get them un-
der the purview of a different FSDO, one
that really wasn’t that familiar with the
company, as the one in St. Petersburg was
talking about not allowing us to resume op-
erations. They were trying to pull the wool
over the FAA’s eyes. They actually made
this move not too long before the company
collapsed.”
As things started to unravel in 2013 and
fewer P180s were airworthy for lack of
parts and required maintenance, Avan-
tair’s dispatch rate began to plummet. At
that point, with a reduced fleet, charter
card holders were in competition with
fractional owners for access to aircraft. A
new management strategy was to “keep
everything from the directors,” Roberts
claimed, “keeping them in the dark as
much as they could — still flying them and
canceling the owners to ensure that the
board always could fly and not the owners.
We were instructed to not let any informa-
tion get to the directors.”
Meanwhile, it was Roberts’ responsi-
bility as things declined to call fractional
owners when their flights had to be can-
celed and offer them commercial airfare
at company expense or a charter at their
own expense. “There were several months
36 Business & Commercial Aviation | May 2014
when we had only seven
to 13 aircraft flying and
a ‘magic number’ of 30
to 40 trips that we could
f ly in a day. If some-
one called in over that
number we told them
we were over capacity.”
Meanwhile, CEO Santo
was co-opting airplanes
for personal travel from
Clearwater to Telluride,
Colo., where he had a
home, “and we would
have to cancel a shar-
eowner flight.”
The reduced number
of flyable planes was ex-
erting a huge amount of
stress on Roberts and
her coworkers — espe-
cially pilots. “We would
have to double- or triple-
crew the airplanes to
meet the demand that
we had and still remain within [FAA-man-
dated] duty time requirements. Our chief
pilot attempted to keep things as legal as
possible. They would start at 5:00 a.m. and
run until midnight, running the available
airplanes as much as we could. It was a
crewing nightmare. The Avanti is a pretty
good airplane, but it isn’t made for this.”
When Avantair finally ceased opera-
tions on June 21, 2013, its 330 employees
were furloughed without compensation for
most of their last month’s work. Given the
economic climate and scarcity of good avi-
ation jobs, many were forced to foreclose
on their homes and relocate to other parts
of the country. It was a sad day at Avantair
headquarters when an executive came into
the operations center and announced that
employees were being put into the street,
Roberts said.
“When we were furloughed, we couldn’t
get our 401Ks because we were not for-
mally separated from the company —
technically we were still employed,” she
lamented. It was a “Catch-22” situation.
“If you resigned, you couldn’t get unem-
ployment, and to get your 401K, you had
to resign. Unemployment compensation
ceased on Dec. 28, 2013. We just started
getting our 401Ks in the last couple weeks
[of February] as an attorney for the bank-
ruptcy trustee [Lynn Sherman] was able
to get the 401K program terminated. This
was our retirement.
“We were also screwed out of three
weeks pay,” she continued, “and we don’t
know if we’re going to get it. Some employ-
ees had their health plan pulled while they
were using it, and since the plan wasn’t
paid up by Avantair, the bills reverted to
the employees. The plan was terminated
on June 30, 2013. They did everything they
could to hurt us.”
About 10% of Roberts’ co-workers in the
operations control center are still out of
work. “Some who are employed are work-
ing temp jobs,” she said. “Avantair paid
well, so it’s a big step-down. We watched
[the unraveling of the company] with great
sadness because we liked our jobs, and
we wanted to believe that the company
could be saved, that their schemes to cre-
ate money would pan out, that in the end it
would all work out.” Today, Roberts works
for an airline catering company.
Overflying Time-Critical
Parts and Pressure to
Fudge the Records
“Chuck” (not his real name), a middle
manager in the Avantair maintenance
department who had signed on with the
company originally as an A&P tech, was
partially lucky at the end: He was even-
tually able to secure employment with a
Florida-based airline but lost his home in
the interim. He agreed to talk with B&CA
anonymously.
“When they started to lose money and
couldn’t buy parts, there was a lot of pres-
sure from management to convince my
mechanics to do things that were not le-
gal,” he said. “I didn’t like how they in-
timidated my people, forcing them to sign
off illegal work from minor stuff to really
major infractions. I started to stress to
my people that it starts small and then
goes big, and pretty soon you’re sitting and
talking to the FAA, which inevitably did
happen to one of my guys. They [the man-
agers] were doing anything they could to
keep the airplanes in the air.”
What kind of things? “They were over-
flying a lot of time-sensitive items,” Chuck
said. “They were rash on us at St. Pete
because we were too slow getting stuff out.
One night we had a scheduled B Check for
a Piaggio that was going into another sta-
tion for the work, and the paperwork was
signed off as completed even before the
airplane landed. There was so much can-
nibalization going on — there were times
when an airplane would come in, and as a
normal procedure the mechanics would
do a pre-run of the engines and systems
for diagnostic purposes, and management
would order us to start removing parts
www.AviationWeek.com/bca
from the airplane while the engines were first shutdown — that Christmas, we were Competing With Cardholders
still running. It got that crazy. traveling back to Colorado from Califor-
“When you’re in maintenance control nia, the flight was delayed for 5 hr. due to A second shareowner interviewed by
you get to see everything,” he concluded. a mechanical, then airplane number two B&CA — we’ll call him Owner B, as he
“They treated the shareowners horribly, had a midflight mechanical that caused also did not want to be identified — said
putting them on the back burners after us to divert to Salt Lake, where we spent he had initially invested in the program
they started to sell Edge [charter] cards.” the night in the FBO, and then they sent a through an LLC he formed with a friend,
Chuck’s contention that Avantair charter the next day to complete the flight purchasing sixteenth and thirty-second
wasn’t replacing some time-critical parts in a very inferior older light jet [an early- shares on two aircraft (amounting to 75
and fudging on the hours flown was elabo- model Learjet]. After the second ground- occupied hours per year) in 2005 and
rated on by an Avantair fractional owner ing, they never came back.” 2006. “We were in it for five years and
who bought one-sixteenth shares in two
Piaggios. “Our bankruptcy attorney told
us they would take a prop that had flown
300 hr. with 700 hr. left on it out of one
airplane and then put it on another and
begin counting down from 1,000 hr.,” he
said. The record would still show that the
D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.
propeller had 300 hr. on it when it was ac-
tually timed out.
“I don’t know if this was malfeasance
and have assumed that the record-keep-
ing process got sloppy as the money ran
out,” he continued. “The bankruptcy court
required that humpty-dumpty got put to-
gether, especially uniting props with en-
gines. On our airplanes, neither has its
original engines or propellers. There are
138 time-controlled parts on the airplane
that there were no accounting records for.
The bankruptcy court has required that
props and engines be reunited with their
original aircraft.”
This fractional owner, who also asked
for anonymity — we’ll call him Owner
A — said that he was attracted to the
Avantair program by the cabin size of
the P180 turboprop and the buy-in price,
“which seemed to be hopelessly low as
things played out. I bought into the pro-
gram in 2005. At one point I had 125 hr.
and then took it down to 100. The acqui-
sition was $450,000 for a one-sixteenth,
but the operating costs were much less
expensive than a jet. A Citation X cabin is
not as wide as the Piaggio’s. When they
would send a light jet, we still preferred
the Piaggio.”
It was after Avantair’s first stand- SHARED MISSION. SHARED PASSION.
down in October 2012, the remainder of If there’s anything our Members love as much as flying, it’s knowing
the fourth quarter of that year, that things
that when they fly for business, they’re making the most of every
started to unravel. “People stopped pay-
ing their fees,” Owner A said, “and that hour. That is, after all, why they joined the National Business Aviation
started the death spiral. They [the pro- Association. We offer literally hundreds of programs and services to
gram managers] would respond, but help Members fly as safely and efficiently as possible. And, ultimately,
they’d say things like, ‘For the next three to help their businesses succeed. If you have a passion for flying, and
weeks we aren’t flying.’ It got very incon-
productivity, join the Association that not only shares your interests,
sistent — they never got back to a place
where, when you scheduled a flight, you’d but also works to protect them.
know they’d be there.” (The contracted
Join today at www.nbaa.org/join/bca or call 1-800-394-6222.
response time was 24 hr., 72 hr. for peak
periods.)
“I had prepaid my fees at the end of 2012
to take advantage of a month’s free ser-
vice,” he went on. “It was horrible after the

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 37

MANAGEMENT
re-upped for another five years. The first
five, it was terrific and everything was
flawless.”
But problems manifested themselves
suddenly in summer 2012 “when they
would call you at the last minute and
tell you the airplane wasn’t available or
would reschedule you for the next day or
another time. Then they would call and
say they couldn’t fly you. All of a sudden
it became really unreliable, and that was
when our antenna went up that some-
thing was wrong.”
Owner B believes that, sometime late in
the last decade, Avantair’s board of direc-
tors started to pressure
CEO Santo for a better
return on equity, “and After three creditors filed the
as a result, they started petition to force Chapter 7
selling the charter cards. bankruptcy, the Federal Court
As owners, we were then for the Middle District of Florida
competing with the char- discovered “donor planes picked
ter card holders with clean” . . .
no benefits falling to us.
They ended up running
these airplanes ragged
and then had to have
more maintenance done,
and then the airplanes
started to go out of ser-
vice. And that was when
they started this ridicu-
lous musical chairs game,
ramping up usage and
ramping down the avail-
ability of the aircraft. It
was fewer aircraft avail-
able and more hours obli-
gated to use them.”
At this point, with the program de-
funct and the provider bankrupt, Owner
B and his co-owners want to sell their
two aircraft, “and the question is how
we go about doing that. One aircraft is a
mess with one engine locked up at a ser-
vice center; the bill on it is $300,000, and
they won’t release it until paid. The other
engine, still with the airframe, is timed
out. The only good news is that both the
engines are original equipment [i.e., not
cannibalized from another aircraft].”
Of something like 44 aircraft origi-
nally fractionalized, only two were flying
on their original engines when Avantair
ceased operations. “The court wants
them returned to the original airframes,”
Owner B said. “That’s 84 engines, and
you have to find out where yours are,
pay to have them removed, then pay to
have them shipped and installed on your
airframe, and then the engines that were
on your airframe have to be dismounted,
shipped, and remounted. And the air-
planes are scattered all over the country.
One of ours is at Greensboro, N.C., and
38 Business & Commercial Aviation | May 2014
the other is in Sacramento.”
The behavior of the Avantair man-
agers was “insidious,” Owner B stated,
citing a marketing executive who was
continuing to sell shares in a parted-out
“donor” aircraft at Tampa, Fla., as the
program was collapsing. “The other story
I heard was there was an airplane in Den-
ver that was damaged in a hailstorm,
and Avantair got a million-dollar-plus
settlement on it from the insurer and
then threw the money into operations
and didn’t fix the airplane. They didn’t
have the right to devalue these airplanes
by parting them out and removing the
engines. If this were a legitimate opera-
tion, those engines would be recycled and
returned to service immediately.”
Avantair reportedly purchased new
P180 Avantis from Piaggio for around
$6.8 million each, then sold them un-
der the fractional program for $7 mil-
lion. “Now they are being offered at
$900,000,” Owner B said. “That is a sig-
nificant drop. There are some bottom
feeders offering $800,000 for them after
the liens have been satisfied and the ac-
counts payable brought up to date. Out of
that, you have to take the lawyers’, trust-
ees’ and FBOs’ fees. It is a huge mess.”
Indeed it is. After three creditors filed
the petition to force Chapter 7 bank-
ruptcy, the Federal Court for the Mid-
dle District of Florida discovered “donor
planes picked clean” for parts to sup-
port those few still flying. One airframe,
N162SL, was described in the bank-
ruptcy petition as “a cadaver.” Mainte-
nance records failed to match parts on a
given aircraft when inventoried, and the
fractional provider had lost track of hours
and cycles and even “zeroed out” some
parts. Nothing was sorted out.
The bankruptcy code is in place to
prevent a free-for-all in situations like
the Avantair failure; as such, it is an in-
junction that “leaps into place” (as one
attorney described it) and keeps parties
from attempting to grab “property of
the bankruptcy estate” and run with it.
After Chapter 7 went into effect, there
was a rush by some shareowners to take
possession of their property, but because
of its knowledge that some engines might
be timed out, the FAA was concerned
that owners might find their airplanes
and attempt to f ly them away. How-
ever, if owners could
coalesce as a group,
identify the aircraft
in which they owned
shares and determine
that an airplane was
f lyable and where it
was, they could then
petition the court for a
stay and, if granted, fly
it to a preferred loca-
tion. A handful did, but
the majority of the air-
planes were being held
by creditors on the ba-
sis of mechanics’ liens
and couldn’t be moved.
Breach of
Contract
When contracted ser-
vice in a fractional ownership company
declines “and you own the aircraft,” at-
torney Amanda Applegate observed,
“you do what a lot of the owners decided,
and that was that Avantair was in breach
of contract. . . .” The result was that own-
ers simply stopped paying their man-
agement fees, which compounded the
problems the provider was experiencing.
“In the quarterly filings with the SEC, it
showed that Avantair’s accounts receiv-
able — what they were owed by sharehold-
ers — were growing,” she said.
A member of the Aerlex Law Group in
Santa Monica, Calif., Applegate is espe-
cially equipped to represent a third of the
Avantair fractional ownership group. “I
was associate general counsel and con-
tracts vice president at NetJets for 12
years, so I knew the business from the
other side,” she told B&CA in a telephone
interview from her home in Cleveland
from where she works now. “I’m currently
in private practice, and my firm was con-
tacted by some of the co-owners to rep-
resent them, determine their rights and
provide counsel.”
www.AviationWeek.com/bca
 Following the collapse of the company, in which he owns shares. “We have hired engines and props that are supposed to
“Avantair fractional owners, a sophisti- an auction house to sell them,” he said. be on them, and the auction house has
cated group, began to try to find one “One is in Dallas and the other is in the agreed to either put them back together
another in order to determine the best Avantair facility in Florida. Fortunately, or at least get them in the same room,”
course of action going forward,” Apple- they are both in good shape, early mod- he continued. “With everything there,
gate related. “In the fall of 2012, Avantair els, probably the least valuable in the the values should be maximized to the
management also reached out to the frac- fleet. All the owners hired a records best we can do, and everything will then
tional owners and offered them the ability management company to go through be auctioned off, but they will not be as
to invest in the company. Avantair raised the records for the parts. valuable as complete, properly managed
more than $500,000 during this period. “We have the maintenance records airplanes. Based on conversations with
In July 2013 [after the company ceased for our airplanes and have located the potential buyers, our attorney has told us
operations and furloughed its employees
but prior to the Chapter 7 petition], the
company was also attempting a restruc-
turing into a regional fractional program
— the so-called ‘NEWCO’ plan — specu-
lating a Chapter 11 move and asking for
shareholders to each contribute $25,000,
which didn’t go over too well. So, they were
ultimately unable to achieve the financing
they needed.” (Board member Loren Weil,
who owned five of the eight P180 Avantis
leased to the company as core fleet, loaned
Avantair $2 million, as well, before the
bankruptcy was forced.)
After the Chapter 7 bankruptcy went
forward, “it was imperative that the own-
ers find one another, and they got no help
from Avantair,” Applegate explained. Us-
ing blogs and a website created by frac-
tional owners and employees, owners
resorted to using Amstat and JETNET
services to research the FAA records.
“We would help them find their co-own-
ers, and once we did, we set up group calls
among them. They had to decide collec-
tively what they were going to do with the
aircraft. That is how we have been spend-
ing all our time since last July.”
Applegate continued, “The issuing of
the liens attached to the aircraft, revoca-
tion of the airworthiness certificates for
all former Avantair aircraft and man-
datory Service Bulletins [SBs] make it
more difficult for the owners. The air-
craft have a good number of liens on
them so that the airplanes have been de-
valued by 25 to 50 percent, but we don’t
know for sure. You also have 630 to 660
owners, and there may be enough buyers
out there to support the inventory that
will come to market.”
What most outsiders don’t know,
Applegate maintains, “is how much the
owners like this aircraft and represent
potential purchasers of them. The new
aircraft that went into the Avantair fleet
were approximately $6.8 million. How-
ever, at $2 million, the price point then
becomes attractive for whole ownership.
Chartering them could make them pay
for themselves [i.e., putting them into a
charter/management program].”
Toward that end, Owner B has become
the lead owner for both of the airplanes

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 39

MANAGEMENT
we’d be lucky to get $1 million for them, so
each one-sixteenth owner will potentially
have lost — and have a claim to — [a value]
between the Bluebook one for a properly
maintained Avanti and what they actually
will get. If we get $1 million for an airplane
and the real value should be $2.5 million,
we will have lost $1.5 million, and each one
of us will have lost one-sixteenth of that.”
Owner B’s claim to any diminution in
value of his airplanes is solely as an unse-
cured creditor in the bankruptcy proceed-
ing. “If considered legitimate, this will be
added to the overall pile of claims — and
that will far exceed the amount of cash
that’s available. The other thing the own-
ers add to that pile is fees paid for services
not rendered. Also, employees are a pri-
ority creditor in the bankruptcy. All the
claims will be added up, and the assets of
the bankruptcy estate will be used to par-
tially pay those claims. The largest likely
asset of the estate will be the proceeds
of the company’s directors and officers
insurance policy.”
Despite his experience with Avantair,
Owner B is still a fractional user, having
purchased shares in the Embraer Phenom
300 and Nextant 400 aircraft in the Flight
Options program.
Selling Out, Taking the
Loss and Walking Away
A third Avantair one-sixteenth share-
owner, Greg Brown, who presides over
consultancy GMB Management, said it
has never been clear to him what hap-
pened to his ownership interest at the
end of his contracted five years. “You
could re-up for another five years and
continue to have access to the aircraft.
After the bankruptcy was filed, I got the
list of the other owners of my aircraft
and contacted most of them, and as a re-
sult of all of that, I conveyed GMB’s inter-
est in the aircraft to another one of my
co-owners for a greatly reduced price.”
Under that sales agreement, Brown
retained all rights in the bankruptcy and
rights to pursue Avantair and possibly its
management and directors in a suit. “Our
aircraft was N178SL. Every indication
that I had, without ever seeing the aircraft,
was that it had not been cannibalized and
was operable. I really liked the airplane;
it had plenty of room inside and was rela-
tively fast. A totally new entity is now sole
owner of it, so my co-owners may have
sold it or created the new entity.”
Brown was attracted to the Avantair
fractional ownership plan because of a
need to frequently travel between his
home in Park City, Utah, and a business
interest in Little Rock, Ark. Flying on the
airlines, which operated no direct flights
between Salt Lake City and Little Rock,
he was losing an entire day to travel. “So
I needed an economical option,” he said.
“Avantair looked like the best deal, and
I jumped in. It was a million-dollar com-
mitment over a five-year period, and that
made sense to me.”
He bought into the program in 2008
and was “satisfied, totally,” until early 2012
when it was time to renew his manage-
ment fees, and the operation began to run
late meeting scheduled flights. “Previ-
ously, I’d prepaid my operations fees for a
year, and that got us an extra 2 hr., so we
had 52 hr. per annum. But because of their
tardiness, I notified them I’d be paying the
fees on a monthly basis for the last year of

How Avantair Survived the 2008 Downturn

and the Beginning of the Slippery Slope
Daniel Herr, an aviation attorney based in Murray Hill, N.J.,
advises clients on the advantages and limitations of frac-
tional ownership. (He can be accessed at http://www.Frac-
tionalLaw.com) B&CA asked him how Avantair managed to
survive the economic downturn of 2008, only to plunge into
the financial problems that led to its internal breakdown and
ultimately to bankruptcy.
“When the 2008 downturn hit, and new aircraft sales
dropped dramatically, Avantair avoided much of the pain
experienced by the larger fractional industry . . . not through
any business genius, but because its growth had been
throttled by Piaggio’s limited production capacity.
“So Avantair entered the downturn with a comfortable
backlog of demand — and generated further demand by
positioning itself as the economically reasonable turboprop
option for a post-bubble era. Avantair also touted the lower
fuel consumption of its turboprops.” This advantage was
augmented by the provider positioning itself as the economi-
cal alternative to jet programs, and by “deftly expanding into
the card market. To the extent that Avantair’s owners were
flying less due to the downturn, Avantair could take the own-
er’s under-utilized aircraft and generate additional revenue
by selling card hours.”
And this is where Herr believes “a contractual quirk” re-
ally helped Avantair. “Most fractional programs charge a
monthly management fee that is a fixed cost every month
plus an hourly fee that is assessed on the number of hours
flown in the previous month. If a customer does not fly, the
customer pays the monthly fee but has no hourly expense.
The Avantair business model was different in that every
month customers paid the management fee and one month
of hours as well.”
So if customers owned a 50-hr. share, they would get
billed 4.2 hrs. per month regardless of whether they flew or
not. When an Avantair customer used this share, the only
additional expense to the owner was the fuel surcharge and
landing fees. “On the flip side of the coin,” Herr continued,
“if an Avantair owner stopped flying in an economic down-
turn, the owner still had to pay the hourly fee — he would
save only on the fuel surcharge and landing fees. So when
owners didn’t fly, Avantair made a killing because the com-
pany kept the revenue stream while greatly reducing opera-
tional expenses.”
At other fractional programs, when owners stopped flying,
the hourly revenue stream stopped as well — leaving the
program with only the monthly fee revenue.

40 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

the contract. In October 2012, they had
the first grounding — after I’d paid a fee
for the month. I had a trip scheduled, and
they called the night before that they were
grounding the fleet and were not provid-
ing a charter backup. I had to cancel busi-
ness meetings for the next day, and we
stayed home.
“Then we had another trip planned for
Thanksgiving,” Brown continued, “and
they said they had safety issues. So we
started taking demos with other provid-
ers, and the Thanksgiving trip was cov-
ered by those demo flights. Then we had
a Christmas trip planned, and they called
again the night before and said the sched-
uled flight would be delayed 4 or 5 hr. At
that point I stopped doing anything with
them. When they started hectoring me for
operational payments, I wrote Santo and
told him I considered him in breach of con-
tract and I wasn’t paying them anything.
By the end of October 2013, my interest in
the aircraft was fully depreciated.”
Brown believes that “the first time that
the company pulled an engine and put it
onto a different airframe without inform-
ing the respective owners of those two
aircraft, they may well have been commit-
ting a criminal act. Whether a prosecutor
will run with that, I don’t know. At some
point the statute of limitations will kick
in. It is tragic what happened to the em-
ployees.”
Finished with fractional ownership,
Brown now participates in charter card
flying with Flexjet and says he likes the
Embraer Phenom 100 entry-level jet. “Sev-
eral providers have come up with deals
specifically for former Avantair owners,”
he said.
In early February this year, a legal ac-
tion was filed in Pinellas County, Fla., by
a group of former shareowners against
Santo, Executive Vice President Kevin
McKamey and another former Avantair
executive alleging “tortuous interference”
with contracts and negligence.
No one knows for sure where Santo
is, although rumors abound, everything
from his leaving the country to operat-
ing a pizza parlor in Clearwater. On the
Avantair Owners Forum (www.avantai-
rowners.freeforums.net) a former Avan-
tair pilot claimed to have seen Santo and
McKamey at an Embassy Suites hotel
in Miami. “The question is,” the poster
asked, “what are they doing there and
how is that trip to MIA being funded?”
Meanwhile, the bankruptcy process
moves ahead, emphasis at this juncture
on straightening out the maintenance re-
cords of program aircraft and creating
as much cash as possible to pay off liens
on aircraft and engines by auctioning
off whatever of Avantair’s assets can be
cleared for sale. To that end, the bank-
ruptcy trustee has retained TPE Flight
Log Services to address the records situ-
ation and Starman Auctions to dispose
of assets.
A division of Turboprop East (coinci-
dentally, a Piaggio service center), TPE
Flight Log Services is the court-appointed
custodian for the Avantair maintenance
records. “We are holding maintenance
records for the majority of the fleet,”
COO Amy Smith said. “Only the engines
and props are being rationalized to their
original airframes, as per the bankruptcy
court. All the other parts on an airframe
will stay there, whether they are original
equipment or cannibalized from other
airframes — the court has also decided

Avantair’s Dual Revenue Streams
So Avantair got through the bursting of the housing bubble
relatively unscathed. If an airplane was idle, the company
still made money on it through the fixed monthly and hour-
ly revenue stream. “Additionally,” Herr pointed out, “Avan-
tair used idle aircraft to generate additional revenue by
selling that excess capacity in the card market. So Avan-
tair could theoretically generate more revenue and profits
in a downturn — owner revenue plus card revenue.”
Soon the provider came to depend on having the dual
revenue streams. “But eventually,” Herr said, “owner
demand returned or the excess capacity diminished due
to new owners replacing owners who under-utilized their
shares. This higher owner demand reduced the card reve-
nue that Avantair could generate and may have increased
Avantair’s expenses of hiring outsourced charter to cover
trips. Further, the fleet was getting older and maintenance
expenses were increasing. And, of course, the time even-
tually came that the demand backlog for new aircraft was
satisfied and there were no longer profits from the sale of
shares in new Piaggios.”
Whereas owners in other fractional programs benefited
from buyback clauses (or “puts”) in their contracts,
Avantair was unique in that it wrote its contracts without
an obligation to repurchase owner’s shares. “In the
downturn,” Herr explained, “the best Avantair’s share-
holders could ask for was ‘please find another buyer for
my share.’ If Avantair couldn’t find a buyer, the owner was
stuck. Owners were on the hook to continue to pay the
monthly management fee and the hourly fees even if they
weren’t flying.”
Somewhere along the line when cash got tight due to
the return of owner demand for flights and the additional
maintenance requirements for an aging fleet, Avantair
began offering owners incentives to pay their monthly
and hourly fees for one year in advance. “The incentives
were either a percentage discount or additional hours on
account,” Herr said. “Those premiums offered by Avantair
were significantly above what a capable borrower would
have had to pay in the commercial market. A customer
on the receiving end of those offers would rightly have
wondered why Avantair could not borrow elsewhere at a
more reasonable rate.
“Retrospectively,” he continued, “we know that the
cash flow problems led Avantair to move parts around
between aircraft. It’s hard to know whether there was
malice in that practice, or if it was just a business
practice taken to extreme. Here’s where the slippery
slope starts — from the reasonable exchange of a nav
light to the extreme of exchanging engines and props.
Whether it’s criminal depends on the intent.” B&CA

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 41

MANAGEMENT
this. We do traceability research to locate
the proper documentation that belongs
with the part, and we are involved in that
as customers [i.e., co-owners] come to us
for assistance. Reviewing, organizing and
copying logbooks and records for approxi-
mately 50 aircraft will take time, as we are
meticulous about our work.”
The records and logbooks were trans-
ferred to TPE from the Van Allen Group
in December 2013, an Atlanta-based con-
sultancy that had been holding them, by
bankruptcy court order. According to the
court, the transfer was made in light of
the Avantair parts cannibalization, inac-
curacies in its maintenance records and
the necessity of consolidating the records
“under the supervision of a qualified cus-
todian” toward the goal of preserving the
values of the Avantair fractionally owned
aircraft and restoring their airworthiness
certificates. The court also allowed TPE
to be retained by shareowner groups and
assist them in rationalizing the records of
their aircraft so that their airworthiness
certificates could be reissued.
Auctioning Off the ‘Cadaver’
Starman Auctions, headquartered in
Omaha, specializes in aviation, arrang-
ing auctions in the U.S. and Canada for
everything from light planes to airliners
and business jets, engines, parts and sup-
port equipment. At an auction in January
at Avantair’s base in Clearwater, Star-
man sold N162SL, a virtual hulk that
had been stripped of every removable
part, including its entire cabin and cock-
pit interior. The “cadaver” described in
the bankruptcy petition was picked up
by an operator in Florida. Meanwhile,
the PT6A engines, which had been re-
moved from the airframe, were sold
separately to Davis Aviation, a repair
station and parts supplier in Brandon,
Miss. Additionally, Starman auctioned
off Avantair’s ground support equipment,
including tugs, and shop and office equip-
ment. Proceeds from the sale will be dis-
tributed among fractional owners by the
bankruptcy trustee.
“The court has allowed owners to have
parts for their aircraft returned if they
know their numbers and can locate them,”
Steve Starman, president of the auction
house, said. “We have combed our inven-
tory for part numbers that owners have
provided us and found some and returned
them.” Starman may
conduct auctions for
other aircraft and parts Of something like 44 aircraft originally
in the near future. fractionalized, only two were flying on their original
Avantair had a So- engines when Avantair ceased operations.
cata TBM 700 and a
42 Business & Commercial Aviation | May 2014
After the Chapter 7 bankruptcy went forward, it was
imperative that the owners find one another, and they
got no help from Avantair,” Applegate explained.
pair of Pilatus PC-6 single-engine turbo-
props that were used for executive trans-
port and to support the maintenance
operation, moving parts and mechanics
to locations of disabled Piaggios. This win-
ter, the court sold the TBM, paid off liens
against it, and had $80,000 left over to
pay creditors. An employee class action
suit has been filed against Avantair direc-
tors and officers — who are ostensibly pro-
tected by a $15 million liability insurance
(or “wasting”) policy — for back wages
and failure to comply with the “Warn
Act.” Responding to the employee suit,
the bankruptcy trustee filed a motion with
the court to enjoin, or halt, the suit on the
grounds that the potential payout in the
directors’ policy can be “preserved” to pay
the employee judgment.
“I spend my days talking to lien hold-
ers, potential buyers, the appointed coun-
sel for the trustee, the
records custodian,” at-
torney Applegate said.
“Some groups are in the
process of recertification
of their aircraft. Each
owner group has to do a
cost/benefit analysis to
determine whether or not
to put the money into [an
aircraft] to bring it back
to certification. A small
number of the aircraft
may wind up like N162SL
— that is, sold as a hulk or
for salvage value.” Asked
how this story will end,
Applegate responded, “It
is when the aircraft are sold, and I’m hope-
ful that most of the airplanes will be before
Memorial Day.”
Avantair was the only fractional own-
ership program to be publicly traded. At
this juncture, there is no indication that
the Securities and Exchange Commis-
sion is considering an investigation or any
legal action against Santo, his executive
group or the Avantair directors for pos-
sible fraud.
As one source told B&CA, “The Justice
Department looks at this as a bunch of
rich white guys screwing another bunch
of rich white guys, so nothing is going to
happen.” While there may be some truth
in this cynical observation, if there was
financial malfeasance or improprieties in
Avantair’s representation of itself in stock
transactions, the perpetrators should be
accountable for their misdeeds. And it’s
obvious from the tales told by the brave
people willing to testify for this report that
accountability wasn’t the Avantair man-
agement group’s long suit.
“How the company managed to screw
this up is mind boggling,” one of the anon-
ymous shareowners stated. “It was un-
necessary — there had to be a way they
could have salvaged this. At the end of the
day, everyone loved the airplane and the
service and the pilots and administra-
tive employees. I thank God that no one
was killed on these badly maintained
airplanes.” B&CA
www.AviationWeek.com/bca
 OUR FAMILY OF CUSTOMERS | A LETTER SERIES

“I have flown 17,700 accident-free hours thanks

in a big way to FlightSafety’s excellent training.”

Glenn E. Lewis
Corporate Pilot –
Retired

To find out about the many benefits of being a FlightSafety Customer,

please call Scott Fera, Senior Vice President, Marketing, at 718.565.4774.
sales@flightsafety.com s flightsafety.com s A Berkshire Hathaway company
MANAGEMENT
Island Appeal
The aircraft registration conundrum,
or how’s the weather back home VP-B?
BY KENT S. JACKSON & KALI M. HAGUE kjackson@jetlaw.com, khague@jetlaw.com
s if the decision to buy an air-
A craft was not challenging enough,
the next million-dollar ques-
tion (sometimes quite literally)
is where to register the thing. Offshore,
or “island” aircraft registries offer own-
ers an extensive list of options and perks
from possible tax savings to catch-phrase
tail “numbers,” which we’ll delineate
here.
The primary appeal for going offshore
to register one’s aircraft is similar to the
motivation that compels certain “citizens
of the world” to deposit their funds in
Swiss banks: Privacy. More on that later.
However, before a U.S. operator goes
to register an aircraft offshore, the owner
should pause to consider the advantages
of U.S. registration. First off, there are
more aircraft registered in the U.S. than
in any other country. Taking an aircraft
off the U.S. registry doesn’t make re-im-
portation and resale in the U.S. impos-
sible. But in a buyer’s market, if a U.S.
buyer is comparing a U.S.-registered air-
craft to a similar one registered offshore,
the savvy shopper will buy the former.
That’s because the deal will close faster,
with fewer concerns over aircraft title
and maintenance history.
“Non-citizen” U.S. companies may reg-
ister their aircraft in the U.S. if 60% of all
flight hours are from flights starting and
ending within the U.S. (14 CFR Part 47.9).
Those non-citizen companies that cannot
meet this “Based and Primarily Used”
standard may still register their aircraft
44 Business & Commercial Aviation | May 2014
ISLE OF MAN: “M” registration prefix encourages
creataive combinations such a “M-ONEY.”
in the U.S. by utilizing a “Voting Trust”
(14 CFR Part 47.8) or an “Owner Trust”
(14 CFR Part 47.7). These trusts are gen-
erally straightforward to establish and
offer non-U.S. citizens an expedient and
efficient alternative to exporting a U.S.-
registered aircraft for international is-
land registry.
Tax reduction and avoidance is a major
draw of island registries. However, U.S.
citizens may not fully realize offshore tax-
ation benefits because of the U.S.’s world-
wide taxation scheme. For countries that
apply territorial taxation, tax benefits of
island registries (including the possibility
of avoiding 20% or more in value-added
tax [VAT]) offer a major bonus. Before
registering in an island jurisdiction, how-
ever, carefully consider what, if any, tax
savings the changed registration entails.
Tax planning, aircraft registration and li-
cense fees can quickly absorb tax savings
that the offshore jurisdiction provided.
Now for a look at the various island
options.
Isle of Man, Irish Sea
υ Aircraft Operations: The Isle of Man reg-
isters private and corporate business
jets weighing over 12,500 lb. or 5,700
kg. All commercial flight operations are
prohibited.
υ Ownership: The registry allows en-
tities i ncor porated i n the Br itish
Commonwealth and “having their prin-
cipal place of business in any part of
the Commonwealth” to place private or
business jet aircraft on the Isle of Man
registry. The Commonwealth consists of
a number of former British colonies, in-
cluding Canada, as well as overseas ter-
ritories such as the Cayman Islands. To
meet this requirement, aircraft owners
typically form a new entity in the Isle of
Man to own the aircraft, thereby facilitat-
ing its registration there.
υ Type Certificate: Type Certificates are
accepted from the U.S., Canada, Brazil
and states that are members of the Eu-
ropean Aviation Safety Agency (EASA).
υ Flight Crew: The Isle of Man will vali-
date pilot licenses issued by ICAO mem-
ber states, which affords the flight crew
the same privileges while operating in the
Isle of Man.
υ Tax: The Isle of Man is on the Organisa-
tion for Economic Cooperation and Devel-
opment (OECD) “white list” of countries
that comply with global standards for tax
cooperation and exchange of information.
For some companies, the “white listed”
status offers substantial public relations
benefits.
υ Tail Number: The isle’s “M” registration
prefix also encourages creative combina-
tions such as “M-ONEY.”
ALL PHOTOS COURTESY OF ISTOCK
Guernsey, English Channel
υ Aircraft Operations: The Channel Is-
lands Aircraft Registry is referred to as
“2-REG” because their aircraft registra-
tion marks are the number “2” followed
www.AviationWeek.com/bca
by four letters. Commercial flight opera-
tions are prohibited for aircraft on the
2-REG registry.
υ Ownership: Like the Isle of Man, regis-
tration is open to entities organized in
Guernsey or in an overseas territory
with their principal place of business
in Guernsey or an overseas territory.
This legalese is simplified on the 2-REG
website (http://www.2-reg.com): Turbine-
powered aircraft above 2,700 kg (5,952
lb.) based anywhere in the world and
turbine-powered helicopters based any-
where in the world may be registered in
Guernsey.
υ Type Certificate: Type Certificates are
accepted from the U.S., Canada and
EASA member states. The 2-REG also
employs a global network of airworthi-
ness inspectors to reduce hassle and cost
with airworthiness surveys.
υ Flight Crew: Guernsey will validate pilot
licenses issued by ICAO member states,
which allows flight crews to exercise their
flight privileges in Guernsey. Guernsey
also conveniently aligned its aviation reg-
ulatory numbering system with the FAA’s
model, making switching between the
FARs and the GARs (Guernsey Aviation
Requirements) straightforward.
υ Tax: Guernsey does not levy capital
gains, capital transfer, VAT or general
withholding taxes on Guernsey-regis-
tered aircraft. Guernsey is on the OECD
white list.
υ Tail Number: The prefix “2” offers al-
most “2-MANY” options, some of which
are just “2-MUCH.”
www.AviationWeek.com/bca
GUERNSEY: Type Certifications are accepted fro the U.S., Canada and EASA member states.
San Marino, a Microstate
Surrounded by Italy
υ⁳Aircraft Operations: Aircraft registered
in the Republic of San Marino are only
for private, corporate and aerial work
such as agriculture, construction, pho-
tography, surveying, observation and
patrol, search and rescue, aerial adver-
tisement, etc.
υ⁳Ownership: Foreign nationals and for-
eign companies may register or main-
tain the registration of their aircraft in
San Marino after simply electing do-
micile with a local representative. The
domiciled representative will act as an
address for service with the only respon-
sibility to transmit to the owner any rel-
evant official transmission of notices and
notifications from the authority.
υ⁳Type Certificate: A Type Certificate and
associated Type Certificate data sheet
issued by EASA, the FAA, Transport
Canada or Brazilian ANAC is acceptable.
υ⁳Flight Crew: Flight crew and aircraft
maintenance engineers with licenses
from foreign countries that are ICAO con-
tracting states may apply to San Marino
for a validation of their foreign licenses.
The San Marino validation will allow
existing privileges to be exercised while
flying or maintaining a T7 registered air-
craft in San Marino. All applicants can
request up to a three-year validation;
however, the validity of the validation
shall not extend beyond the period of va-
lidity of the foreign license.
υ⁳Tax: Aircraft registered in San Marino
are not subject to import duties or a VAT
if the aircraft’s maximum takeoff weight
(MTOW) exceeds 5,700 kg (12,500 lb.).
This weight limitation does not apply to
turbine helicopters. San Marino is on
Business & Commercial Aviation | May 2014 45
the OECD white list.
υ⁳Tail Number: The nationality mark for
San Marino is “T7” and the registration
marks are three additional upper-case
letters.
Aruba, Caribbean Sea
υ⁳Aircraft Operations: Commercial opera-
tions are allowed both within and outside
of Aruba. If commercial operations are
flown outside, Aruba will delegate over-
sight authority to another jurisdiction.
Aruba offers special registration for air-
craft that are in storage, parked or be-
tween leases.
υ⁳Ownership: Aruba expanded aircraft
registration this year to include owners
who elect domicile through a local repre-
sentative. With this change, an aircraft
registered in a U.S. trust can register in
Aruba without modifying the aircraft’s
ownership structure. This is especially
beneficial for corporate restructuring.
Additionally, Aruba offers guaranteed
confidentiality of registered ownership
and beneficial ownership.
υ⁳Export/Import Requirements: Aircraft
imported from an EASA member state
do not require an Export Certificate of
Airworthiness as long as the aircraft has
a valid Certificate of Airworthiness and a
valid Airworthiness Review Certificate.
υ⁳Type Certificate: Type Certificate data
sheets are not automatically accepted.
If the specific type of aircraft has not
previously been added to the registry,
the authority will work directly with the
manufacturer to coordinate acceptance.
υ⁳Flight Crew: Aruba requires license
validation, which takes seven to 10 busi-
ness days. ICAO licenses will be vali-
dated. Aircraft and flight crews are also
MANAGEMENT
authorized to fly on certified true cop-
ies of the original certificates for 15 days
from the date of issue.
υ⁳Tax: Aruba does not levy capital gains,
capital transfer, VAT or general with-
holding taxes on Aruba-registered air-
craft. Aruba is on the OECD white list.
υ⁳Tail Number: The nationality mark for
Aruba is “P4” and the registration marks
are three additional upper-case letters.
Like the U.S., unique registration marks
may be transferred to a new aircraft at
time of sale.
Malta, Mediterranean Sea
υ⁳Aircraft Operations: The Transport
Malta Civil Aviation Directorate reg-
isters commercial and private aircraft
operations, and the island is home to
commercial airlines, business jets and
turboprops. Private aircraft registration
is open to citizens of and entities that are
established in an OECD member country
and any other approved jurisdiction as
long a local resident agent is appointed to
oversee continued aircraft registration.
υ⁳Ownership: Maltese registration is open
to owners who operate the aircraft, op-
erators of an aircraft under temporary
title and buyers under a conditional sale
or title reservation agreement.
υ⁳Type Certificate: Type Certificates are
accepted from EASA and ICAO member
states.
υ⁳Flight Crew: Malta accepts licenses, rat-
ings, certificates and approvals issued
in accordance with the European Joint
Aviation Authorities (JAA) JAR-FLC
requirements by states that were either
recommended for mutual recognition by
the JAA, as recommended by the JAA.
υ⁳Tax: A special purpose entity may be
established to hold an aircraft. The spe-
cial purpose entity may elect not to de-
clare taxable income since the aircraft
BERMUDA: Flight crews must hold Bermuda Flight Crew Validations. The validaton costs
$2,000 per certificate.
46 Business & Commercial Aviation | May 2014
MALTA: A special purpose
entity may be established to
hold an aircraft.
expenses are incurred only for
holding the aircraft. Airline op-
erations in Malta are subject to
an “exempt with credit” VAT
status, which allows for effi-
cient VAT structuring. In some
situations, VAT will not be assessed if the
aircraft is imported. Malta’s lack of with-
holding tax makes aircraft lease arrange-
ments especially appealing. Malta is on
the OECD white list.
υ⁳Tail Number: Maltese aircraft are pre-
fixed with the nationality neutral “9H”
followed by three letters.
Cayman Islands,
Caribbean Sea
υ⁳Aircraft Operations: Like most island
registries, aircraft may only be operated
in the Private Category (Overseas Terri-
tories Air Regulations [OATR] Part 125).
This is similar to the FAA’s FAR Part 91
operations. An air operator certificate
is required for OTAR Part 121 and Part
135 operations that are flown for “hire
or reward.” Except for aircraft based in
the Cayman Islands, the registry is only
open to aircraft with maximum takeoff
weights that exceed 12,500 lb. or 5,700
kg. There is an exception for helicop-
ters based on Cayman Island-registered
yachts.
υ⁳Ownership: Registration is open to Brit-
ish nationals, British overseas territories
citizens, and British protected persons,
persons resident or domiciled in the Cay-
man Islands, and entities incorporated
or with a registered office in the Cay-
man Islands or the U.K. (or its overseas
territories and crown dependencies).
υ⁳Type Certificate: The Cayman Islands
accepts ICAO certification standards.
υ⁳Flight Crew: The registry requires li-
cense validation, which is completed on-
line. Pilots must submit a copy of a pilot’s
license issued by an ICAO member state,
a copy of a medical certificate, an Opera-
tor Proficiency Check report completed
within the last 12 months, and flight
training records for training within the
last year.
υ⁳Tax: The Cayman Islands hosts a tax-
neutral environment with no corporate
taxation as well as a well-developed legal
system based on English law. The Cay-
man Islands is on the OECD white list.
υ⁳Tail Number: The prefix “VP-C” is fol-
lowed by two additional letters. The
registry offers out-of-sequence tail reg-
istration mark requests.
Bermuda, Atlantic Ocean
υ⁳Aircraft Operations: Bermuda is an over-
seas territory of the U.K. and is subject
to safety oversight surveillance by Air
Safety Support International, a subsid-
iary of the Civil Aviation Authority of the
U.K. The Bermuda Department of Civil
Aviation oversees aircraft registration
in Bermuda. Aircraft operated com-
mercially must demonstrate compliance
with “OATR” Parts 119 and 121 or 135,
and receive a commercial operator cer-
tificate. Corporate and general aviation
aircraft must demonstrate compliance
with OATR Part 125. Aircraft manage-
ment agreements (for aircraft operation)
and lease agreements are subject to the
Bermuda authority’s approval.
υ⁳Ownership: An aircraft owner must in-
corporate in Bermuda before registering
with the authority. The registration pro-
cess takes four to six weeks.
υ⁳Type Certificate: Type Certificates are
generally accepted from the FAA and
EASA member states. The certificate of
airworthiness must be renewed annually.
υ⁳Flight Crew: Flight crews must hold
Bermuda Flight Crew Validations. The
validation costs $2,000 per certificate. If
a type rating is added, a new validation is
www.AviationWeek.com/bca
 CORPORATE ANGEL AWARD HONORS
SPECTRA ENERGY
PROVIDING A FLYING PIPELINE TO TREATMENT FOR CANCER PATIENTS.
Congratulations to Spectra Energy and its
Corporate Aviation Department, the latest recipient
of the Corporate Angel Award presented by Phillips
66® Aviation, Safe Flight Instrument Corporation,
and Business & Commercial Aviation Magazine.
Spectra, like more than 500 other major cor-
porations, is a participant in Corporate Angel Net-
work, a national public charity that arranges free
passage for cancer patients using empty seats on
corporate aircraft.
Spectra joined in 1984, and, since 2007, has
flown more than 40 flights, transporting men,
women and children to cancer treatment centers
across the country.
Phillips 66® Aviation, Safe Flight Instrument
Corporation and Business & Commercial Aviation
are proud to honor Spectra Energy for giving cancer
patients a lift in both body and spirit.
Become a Corporate Angel
914-328-1313 www.CorpAngelNetwork.org
MANAGEMENT
issued with an additional $2,000 fee. FAA
certificates will be validated.
υ⁳Tax: Bermuda does not have income,
profits, withholding, capital gains, capi-
tal transfer, estate duty or inheritance
taxes. The government will also issue a
tax assurance undertaking, which is valid
until 2035. In the event that the above
taxes are enacted, the assurance letter
provides an exemption to the company.
Bermuda is also an OECD white-listed
jurisdiction.
υ⁳Tail Number: The registration mark is
“VP-B” followed by two letters.
As noted at the outset, offshore regis-
tration can offer substantial tax savings,
but there are associated limitations. For-
eign-registered aircraft operated in the
U.S. must still comply with DOT regula-
tions, including those on cabotage that
limit or prohibit charges between related
companies. Many other countries also
have cabotage rules, which can hamper
intended flight operations.
It is also important to note that off-
shore jurisdictions may not have a regu-
latory provision similar to 14 CFR Part
91.501 in the U.S., which allows time
share, interchange, joint ownership
agreements and limited flight cost reim-
bursement among related entities.
Accessing ownership information on
a “private plane” on the U.S. Registry
is relatively easy. By contrast, there are
many more layers to offshore aircraft
registration. These island registries
charge much higher fees than does the
FAA — their motivation, after all — and
in return, they work hard to preserve the
privacy of their customers. Aircraft own-
ers hope that the privacy of a curious reg-
istration in an obscure place will shield
them from the eyes of governments and
the general public. However, the world-
wide pressure for these registries to re-
main “white-listed” means that they are
not likely to refuse scrutiny by foreign tax
authorities when they decide the time is
right for an island visit. B&CA
Disclosure: Pursuant to the require-
ments imposed by the IRS in Circular
230, any tax advice contained in this
communication (including any attach-
ments) is not intended or written to be
used, and cannot be used, for the pur-
pose of (i) avoiding penalties under the
Internal Revenue Code or (ii) promoting
marketing or recommending to another
party any transaction or other matter
addressed herein.
48 Business & Commercial Aviation | May 2014
The Current Aircraft Market in China
A Market that Prefers New Aircraft
China’s unique combination of prosperity and geography has resulted in an aircraft
market that continues to focus on heavy iron that can connect China to any other spot
on the planet non-stop. And, to the great relief of aircraft manufacturers, this market
prefers to buy new aircraft.
The preference for new aircraft is a double bonus for aircraft manufacturers. Most
buyers in the China market prefer to register their aircraft in the U.S. Registration in the
U.S. helps to maintain the market value of an aircraft, in part because these jets must
be maintained to U.S. standards, regardless of where the aircraft might be based. This
in turn means more business for U.S. repair stations and manufacturers.
How long will the China market focus on new aircraft? This is difficult to predict.
There are objective and subjective reasons for the current preference for new aircraft.
The strongest factor might be the least objective. China is buying new aircraft because
they can. The aircraft are not just transportation tools. Large-cabin aircraft traveling
long distances create a singular social environment. While the technology revolution
has depersonalized the way that we do business in the Western world, business in
China still depends on personal relationships and trust. Emails and shaky Skype
conversations can’t come close to sharing drinks and a meal with a potential business
partner in the cabin of a new transcontinental business jet.
Recent moves by the government in China to fight corruption may have had some
effect on conspicuous spending, but the interest in new jets goes beyond their status
symbol quality. China’s aviation infrastructure is young and far from developed. New
aircraft buyers expect that manufacturer warranties and support will give them greater
dispatch reliability. Regulators trust new aircraft over old ones.
As time goes on, the objective reasons for considering used aircraft will multiply.
Price would seem to be the most persuasive and objective reason to buy a used
aircraft. However, the substantially lower prices of late-model used aircraft have not yet
changed the character of the burgeoning Chinese aircraft market. But the same age-old
principles that help drive the purchase of new aircraft will eventually create a used
aircraft market in China. While business leaders use an aircraft cabin as a space to
build trust and familiarity with new colleagues, they also build trust and familiarity with
each other’s aircraft: Aircraft that are no longer new. Because of the emphasis on trust
and relationships in China, it is likely that China will tap its own nascent used aircraft
market before it looks to the larger and more developed world-wide aircraft market.
What about the market for aircraft to be used within China, rather than aircraft to
go to and from China? Industry observers have been watching and waiting. Aviation
Industry of China owns Continental Motors and Cirrus Aircraft. There are less than 200
civilian airports in China. Kansas alone has approximately 140 airports. About 90% of
the state’s population lives within 30 min. of an airport. Kansas has a population of
less than 3 million. China has a population of about 1.3 billion.
What could the market be for GA aircraft within China? Will they build roads or
airports? At the end of WWII, many aircraft manufacturers overestimated the demand
for GA aircraft. The creation of the Interstate Highway System was blamed by some
bankrupt aircraft builders for killing the dream of connecting cities with runways instead
of highways. China announced plans to build 100 new airports by 2020. But rail may be
the key difference between the evolution of transportation in the U.S. and China. The
Interstate Highway System meant that the auto replaced rail travel for many personal
and business travelers. Train travel in China is preferred by many over cars and planes.
It is a safe bet that the big jet business in China will continue to grow and will evolve
to encompass used aircraft sales. Betting on the future of business aircraft use for
travel within China is an entirely different game. Could a still growing economy of 1.3
billion people produce a few million upwardly mobile owner-pilots? Only time will tell.
www.AviationWeek.com/bca
DOM Notebook
Your
Engine’s Voice
Following this trend will keep your
passengers and aircraft safer
BY MIKE GAMAUF mgamauf@yahoo.com
oday we measure just about every-
T thing that happens in the world,
from the latest drunken escapades
of the near famous, to the actual
news of the day. All of it is rated, catego-
rized and placed according to its popu-
larity — its “likes,” clicks and comments
— thanks to the convenience of a smart-
phone. While few maintenance managers
have the free time for such piffle, there is
one trend that we all need to follow. To-
day’s engines are eager to comment on
their activities and condition, providing a
rich accounting that can affect both pas-
senger safety and operating costs.
With features like exotic single-crystal
turbine disks and super-smooth bear-
ings, a state-of-the-art aircraft engine
represents the finest combination of
propulsive science and advanced manu-
facturing. Inflight shutdowns are rare,
and many pilots experience no serious
engine-related issues throughout their
careers. But that reliability can lead to
50 Business & Commercial Aviation | May 2014
complacency, especially when it comes to
trend monitoring.
All engines, including the most ad-
vanced, are susceptible to heat and
wear. Unlike their piston counterparts,
modern turbine engines have extremely
close tolerances and rotate in the tens
of thousands of revolutions per minute.
The smallest erosion has a much more
profound effect on the turbine engine’s
power generation. The bearings within
also run hotter and faster and are much
more dependent on lubrication for lubric-
ity and cooling. While the operating pa-
rameters are much more extreme for
turbines, the good news is that modern
designs are so robust and certification
requirements so stringent, that in most
cases the engine will give advance warn-
ing of problems. But if you are not there
to see and listen, you can face an unex-
pected engine removal, or worse.
Engines are excellent but often subtle
storytellers, and if the audience — pilots
ISTOCK PHOTO
and maintainers — is inattentive to their
tales, an important message might get
unnoticed. We’ve looked at the process
of collecting and analyzing engine trend
data to help you choose the course of ac-
tion that best fits your operation.
Data Collection
Before each engine is released for service
from the manufacturer, it is tested on a
run stand for both output and efficiency.
Parameters such as rotational speed,
inlet and outlet temperature, and fuel
consumption are entered into a formula
and a baseline performance profile is
captured for that particular engine. The
margin by which the engine is capable of
producing above minimum acceptable
power is recorded and entered in the en-
gine logbook. When the aircraft enters
service, a periodic check is required to
verify satisfactory performance.
For modern engines equipped with full
authority digital engine control (FADEC),
this task is usually automated either on
the ground or in flight. For older engines,
pilots need to consult a chart and cal-
culate the gas turbine speed based on
the ambient temperature and record the
power turbine outlet (T5) temperature.
Provided the T5 is within acceptable lim-
its, the engine is “healthy.”
www.AviationWeek.com/bca
 Over time, all engines experience oper-
ational erosion, but depending on where
they operate, they may experience in-
creased wear from, say, pollution or acid
rain. As the gaps between the turbine
rotors and stators widen, there’s a deg-
radation of compressor efficiency and
the engine needs to consume more fuel
to recover rotational speed. Often the
degradation is very minor and difficult to
detect over time. This is why keeping and
charting engine performance is so vital.
“Condition monitoring takes much
of the guesswork out of engine mainte-
nance,” said John Gibson, president of
Latitude 45 Aviation Consulting Services
in Brush Prairie, Wash. An experienced
business aviation maintenance manager,
You Can Take It With You
Gibson says, “The software used today is
sophisticated enough to smooth out the Don’t leave your video library at home. Bring your USB remote
excursions that occur from time to time, drive on board and plug it into the JetJukebox. Enjoy the most
and to provide a projection of deteriora- powerful aircraft media streamer.
tion inside the engine.”
No one wants to change an engine pre-
maturely, but “It’s better to remove an Find out how easy it is:
engine ahead of a failure or inability to www.JetJukebox.com +1-800-213-2954
make performance than to try and chase
rentals and repairs at the last minute,”
Gibson said. “Also, most normal deterio-
ration is evident far enough out that bud-
gets can be adjusted to include upcoming
repair costs.” It is always preferable to
change an engine after careful prepara-
tion and planning. You want to have all Aviation Week’s
of the necessary hardware, tools and of
course the replacement engine prepped
Business Aviation Fleet
and ready to go. While the actual chang-
ing of the engine is not necessarily diffi-
and MRO Forecast
cult, there is a lot of prep work that needs
to be done first. You want to have all of the
necessary hardware and tools and “dress”
the replacement engine with the accesso-
ries and then perform the necessary func- Learn
tion and flight tests. The complete effort
can take several days’ worth of labor.
Accurately Plan & More!
In addition to performance monitoring,
oil sample analysis helps determine if the
Strategize for the Future
bearings and oil path are beginning to de-
Find new business opportunities and get an in-depth
grade. Engine oil is collected periodically
and sent for analysis to determine if the understanding of what’s to come with this industry-leading
bearings and seals are wearing by detect- strategic planning tool.
ing metal or carbon in the oil. Outside of
the early on-wing installation period, when Stop Guessing What the Future Holds.
there may be some remnants of break-in Find out How Today.
wear, if you see metal in the oil filter, your
engine is already too far gone. By captur- Call 866.857.0148 (within N. America) or
ing the condition of the oil at the micro- +1.515.237.3682 (outside N. America) or visit us at
scopic level, you may be able to intervene marketing.aviationweek.com/2014BusAvForecast
with some type of maintenance action,
for more information.
rather than wait for a full overhaul.
While such analysis is an imperfect
predictor of pending failure, as head of
maintenance it’s much better to be pro-
active than wait for a chip detector’s
gloomy confirmation. “Oil analysis is an

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 51

DOM Notebook
important component of any condition
monitoring program,” Gibson said. Still,
“on some engine types, engine failures
haven’t given prior warning of oil con-
tamination. About the time the chip de-
tector message comes on, it’s already
too late.”
Follow the Trend
With the introduction of digital engine
controls, not only did the original equip-
ment manufacturers (OEMs) come up
with a better way of managing power and
fuel consumption, they opened a door to
system monitoring. Back in the days of
round dialed instruments, the EGT or
T5 indicators secretly had a function to
record the over-temp conditions. This
information proved helpful in many ac-
cident investigations, but many operators
thought the function’s true purpose was
to spy for the engine manufacturer. So
when engine OEMs introduced technol-
ogy that could digitally monitor the entire
operation of the engine, a lot of operators
were even more wary.
As the engine manufacturers collect
operational data, they can develop a per-
formance curve and predict how long an
engine can continue to remain in service
before some type of maintenance action
is necessary. Based on past performance,
many engines no longer have a fixed time
between overhaul (TBO) and are consid-
ered on-condition and can remain on wing
until the performance curve takes a de-
tour.
“Trending has come a long way,” said
Shawn Schmitz, engine tech represen-
tative at Duncan Aviation, Lincoln, Neb.
“Engines equipped with a digital elec-
tronic engine control will take a snapshot
at takeoff and cruise. Operators enrolled
in an engine support plan are required
to send in data every 20 flights or so for
analysis. If the trend shows a problem, an
alert message will be sent requesting ac-
tion, usually a borescope inspection. Typi-
cally what we see is erosion between the
high-pressure turbine and shroud, allow-
ing air leakage and making the engine less
efficient. Eventually this erosion can get
worse, leading to turbine blade damage
that can pass through the engine, causing
even more damage.”
Typically when the trending analysis
shows a problem, an alert will be gener-
ated directing the operator to conduct
further inspection, usually using a bore-
scope. Some performance issues can be
addressed with a good cleaning of the jet
path, but when erosion is present, it is just
a matter of time before a major repair is
52 Business & Commercial Aviation | May 2014
As the engine manufacturers collect operational data, they can develop a performance
curve and predict how long an engine can continue to remain in service before some type
of maintenance action is necessary.
necessary. Most operators who partici-
pate in an engine cost control program
are required to provide data regularly. A
download to a laptop and email of a file is
all it takes. Trending data are managed
either by the OEM or a third-party data
analysis service provider. If you are not
participating in a service plan you can still
send in your data for collection and analy-
sis for a price, but there is nothing stop-
ping you from collecting your own data.
“For people who aren’t on a program,
it is really important that they keep track
of engine data either on their own or send
the data to a trending analysis company.
No one can afford a catastrophic failure,”
Schmitz added.
Simply taking data at a standard cruise
altitude can give you a trend foundation.
Over time, you can begin to see grouping
of data as well as some outliers. You can
apply some simple statistical analysis to
determine if your findings are significant.
Compare your data with those of opera-
tors with similar aircraft and participate
in user groups to verify if you are in the
Engine Condition Trend
Monitoring Smarts
Duncan Aviation has a helpful website
with educational articles on a wide
variety of aviation topics. To learn more
about how and why it is important to
monitor your engines' performance.
Visit: www.duncanaviation.aero/
intelligence/201310/engine-condition-
trend-monitoring.php
MTU
ballpark. Most of the OEMs publish limits
and procedures for collecting data. Obvi-
ously, always follow your flight and main-
tenance manuals.
New technologies allow the engine to
transmit data live while in flight. First pio-
neered by the airlines, on-wing transmis-
sion is the norm for many large jet engines.
Now it is possible to capture the entire
mission spectrum and keep a close watch
for any signs of trouble. It also allows the
OEM to fine tune the engine for both fuel
efficiency and longevity. If a problem de-
velops in flight, maintainers can receive
a heads up on the situation before the air-
craft touches down and prepare to solve
the problem upon landing. This technol-
ogy will eventually make its way to even
smaller jets, as our appetite for data grows
and the cost to provide them shrinks.
Just a few years ago, engine data were
difficult to collect and analyze due to the
imprecision of the sensors. Now with digi-
tal measuring and collection technology,
the capability to provide detailed and
highly accurate data makes the process
more precise. And as the engine OEMs
receive more data from their fleets, they
are better able to predict how long the en-
gine can stay on wing. With highly accu-
rate data models, engineers can also spot
trouble before it becomes dangerous.
Considering the importance of data,
as a maintenance manager you need to
review their collection and trend moni-
toring activities to ensure that you hear
what your engine is trying to say. Leav-
ing the data unviewed on your laptop will
do you no good at all. Although engines
are highly reliable and efficient, they do
wear and can fail. Engine condition
monitoring is one trend that you need to
follow. B&CA
www.AviationWeek.com/bca
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PILOTING
NEW APPROACH
A practical way to ensure you’re at the right place,
configuration and speed
BY JAMES ALBRIGHT www.code7700
have a confession to make.
I In 35 years of flying
high-performance
jet aircraft, I have never
gone around from an unstable
approach. Not ever.
It isn’t that I’ve never had an unstable
approach, it’s that I grew up with the
“A pro never takes it around” mantra
beaten into my head and the better I got
at salvaging bad situations, the wider my
tolerances became.
I think I finally understand what I’ve
been doing wrong all these years and
have a way to cure what ails me. How
often do you land off an approach that
violates your company’s stable approach
criteria? Maybe I’m not the only pilot
guilty of fudging the stable approach
procedure.
Even before we gave it a name, we
knew being stable early on approach was
the best way to ensure the aircraft
ends up on the near end of the runway
configured to land and at the right
speed. Story after story of hard landings,
tail strikes and runway excursions
have reinforced the need for stable
approaches. Something gone awry dur-
ing approach is often cited as causal
for controlled and less-than-controlled
flight into terrain. We all know that.
So why do we pilots continue to have
t h e s e p r o b l e m s? M ay b e we n e e d
to rethink the entire concept of a stabi-
lized approach.
54 Business & Commercial Aviation | May 2014
Today’s Stabilized
Approach Procedure
Chances are your company’s standard
operating procedure reads something
like this:
The approach to landing must be stabi-
lized no later than 500 ft. above the run-
way elevation (VMC) or 1,000 ft. above
the runway elevation (IMC), the “stabi-
lized approach height.” At this point the
aircraft must be on centerline, on glides-
lope, configured to land, unless an abnor-
mal procedure requires otherwise, and
must not exceed the parameters listed
below:
ɻ One dot deviation from glideslope.
ɻ One dot deviation from localizer.
ɻ +10 kt., -5 kt. deviation from target
speed.
ɻ One-thousand fpm descent rate.
ɻ A go-around must be executed if the
aircraft exceeds any of these maximum
deviation parameters below the stabi-
lized approach height.
That’s what I’ve been using for about
10 years now. Or, more accurately, that’s
what I’ve been failing to use for about 10
years now. My flight department insti-
tuted these procedures after studying
one of the most puzzling examples of very
good pilots flying for a very good opera-
tor but getting it all wrong: Southwest
Airlines Flight 1455 landing at Burbank,
Calif., on March 5, 2000.
The pilots were of the highest pedi-
gree, two military veterans with lots of
experience in type and with the operator.
The airline’s stabilized approach rules
have become an industry standard: At
1,000 ft. above touchdown the airplane
must be plus or minus a dot in localizer
and glideslope displacement, no more
than 1,000-ft. sink rate and target speed
+10/-5 kt. The crew was backed into a
corner by circumstances and failed to go
around though their average sink during
the last 1,000 ft. was in excess of 2,000
fpm and they touched down more than
50 kt. hot. The Boeing 737-300’s tires
touched pavement 3,000 ft. down the
6,032-ft.-long runway and the airplane
could not be stopped in the remaining
runway. Nobody was seriously hurt in the
accident that followed, but the airplane
was destroyed.
A Good Procedure,
Often Ignored
I’ve often thought, if pilots of the caliber
of the Southwest Flight 1455 crew can get
it so wrong, what are my chances? Both
pilots were aware of their company’s
stable approach policy, but the idea of go-
ing around never crossed their minds. I
think they were good pilots working for
www.AviationWeek.com/bca
H to Stabilized Approaches
a good company, but their stabilized ap-
proach policy wasn’t up to the challenge.
Like me, these pilots learned to expand
the envelope and that always worked —
until it didn’t.
Most of us have been f lying under
those exact stabilized approach methods
all these years. Perhaps we can build a
better mousetrap. My flight department
has become obsessed with coming up
with a stabilized approach method that
works better. I think we have.
Making the Criteria
More Realistic: Speed
My admission to being a frequent viola-
tor of stabilized approach criteria is all
due to one thing: airspeed. Ten knots is
chump change most days at Teterboro
Airport.
An airspeed requirement of +10/-5 kt.
always struck me as a bit odd, consider-
ing just about every airplane I’ve flown
in the last 20 years has a target speed of
VREF plus half the steady state wind and
all of the gust factor, no less than 5 kt.
and no more than 20 kt. If, for example,
the wind is 10 kt. gusting to 20 and my
VREF is 130 knots, then my target speed is
130 + (0.5 x 10) + 10 = 145 kt. The wind is
gusting 10 kt. and I will be seeing the air-
speed jump between 135 and 155 kt., just
because of the gust. Do I really have to go
www.AviationWeek.com/bca
around if the speed dips below 140 kt. for
a second or two? That’s still 5 kt. above
VREF, which is 1.3 times the stall speed on
most aircraft.
I don’t think I’m alone in this common-
sense realization. If pilots routinely ig-
nore the -5 kt., they may be inclined to
ignore the other criteria when the time
comes. I think my flight department has
a better idea:
A target speed additive for every landing
will be computed and announced: half the
steady state wind and all of the gust fac-
tor, no less than 5 kt. and no more than 20
kt. This additive will be added to approach
speed. The crew will go around if actual air-
speed varies from the target speed by more
than the announced additive when at or be-
low stabilized approach height.
Making the Criteria
Available: Azimuth
Judging your azimuth and glidepath
progress during an ILS approach is easy,
intuitive and works great. If only we had
an ILS to every runway, that would solve
everything! But we don’t. Most modern
aircraft provide very good ILS substi-
tutes that should be used on every land-
ing when available. If the runway doesn’t
have an ILS, it might have a good RNAV
procedure. But what about a runway with
none of that?
D.P. Davies, in Handling the Big Jets,
speaks of lateral maneuvering in terms of
“continuable” and “uncontinuable.” Yes,
this relies on your judgment, but it gives
you criteria you can use. An approach
is not laterally continuable if it requires
more than normal maneuvering to end up
in the touchdown zone of the runway in a
position to safely land.
Business & Commercial Aviation | May 2014 55
Our criteria:
A straight-in instrument approach will be
used whenever available. If not available, an
FMS extended centerline will be employed
where feasible. The crew will go around if the
aircraft is beyond one dot of center azimuth
or if either pilot believes the aircraft cannot
be landed in the touchdown zone using nor-
mal maneuvering once at or below stabilized
approach height.
Of course this begs the question: What
is normal maneuvering? I tend to think
you can recognize abnormal when you
see it but certainly no more than a half
standard rate turn when below stable ap-
proach height.
Making the Criteria
Available: Glidepath
Vertical guidance is getting better every
day. If you have an ILS, an RNAV/VNAV
or an LPV, you have a dot of glidepath to
look at. Some FMSes allow you to draw
a VNAV path based purely on GPS. But
we’ve been judging vertical path progress
long before GPS. If you have some kind
of distance information, such as DME,
you can judge your glidepath with simple
math. Using a 3-deg. glidepath, aircraft
should be 318 ft. above the ground for ev-
ery nautical mile away from the runway.
(That’s 1 nm, or 6,076 ft., times the sine of
3 deg.) Rounding this down to 300 ft. per
mile gives you a good “no lower than” al-
titude. Failing all that, we can once again
evaluate the approach as continuable or
uncontinuable.
A straight-in instrument approach will be
used whenever available. If not available, an
FMS extended centerline will be employed
where feasible. The crew will go around if the
aircraft is outside one dot of centered glide-
path, below 300 ft. per nautical mile from
the runway touchdown zone, or if either pilot
believes the aircraft cannot be landed in the
touchdown zone using normal maneuvering
once at or below stabilized approach height.
Here again we wonder about “normal
maneuvering” when talking about glide-
path. The industry standard of no more
than 1,000-fpm sink rate appears to work
for most approach speeds and pressure
altitudes.
PILOTING
threshold
threshold
Making Every Approach
Stabilized, Not Just
Those in IMC
Most companies divide their stabilized
approach criteria into two distinct condi-
tions: IMC and VMC. In fact, some com-
panies throw out many of their required
callouts the moment the pilot flying an-
nounces, “Visual!” But it seems most of
our unstable approaches come off visual
approaches, so we shouldn’t be relaxing
our vigilance just because we can see the
pavement from a higher altitude.
Making Stabilized
Approach Height an Easier
Number to Remember
Under most stabilized approach meth-
ods, pilots have to add runway elevation
onto the stack of numbers that matter on
approach. That’s one number too many
for me. When you are flying an instru-
ment approach, the MDA or DA is cer-
tainly in your thoughts. Why not adopt
1,000 ft. above minimums as your sta-
bilized approach height? Flying a visual
with no instrument backup? Then use
200 ft. above the runway and create your
own DA.
One-thousand feet above minimums
works for every situation except two: cir-
cling approaches and visual approach
patterns. For those we adopt 500 ft.
above the runway.
The approach should be stabilized no
56 Business & Commercial Aviation | May 2014
Vertically Continuable
Approach
Vertically Uncontinuable
Approach
later than 1,000 ft. above MDA or DA on
every straight-in approach, IMC or VMC.
All straight-in visual approaches will be
backed up by an instrument approach; if
no instrument approaches are available,
an extended centerline will be used with a
self-imposed DA of 200 ft. above the run-
way. The approach should be stabilized
no later than 500 ft. above the runway on
every circling approach or any visual traf-
fic pattern.
Making the Stabilized
Approach Unforgettable
Everything we’ve done so far has been
to make the criteria more realistic and
applicable to just about every situation.
We should be less inclined to salvage an
approach when we know the criteria are
realistic, and we should be able to fit our
criteria into every approach type. But we
still have to remember to evaluate the
approach against those criteria. As the
crew of Southwest Flight 1455 discov-
ered, when your hands are full and the
chips are down, you are unlikely to re-
member a few paragraphs in your com-
pany operations manual.
You probably already have a 1,000- or
500-ft. above minimums callout. I en-
courage you to adopt 1,000 ft. and to
add the word “stable” when you can, “go
around” when you can’t. If you make the
“stable” callout on every approach when
things are going well, you are more likely
to remember the “go around” callout
when they aren’t.
threshold
Laterally Continuable
Approach
threshold
Laterally Uncontinuable
Approach
A New Way to Look at
Stabilized Approaches
The approach should be stabilized no later
than 1,000 ft. above MDA or DA on every
straight-in approach, IMC or VMC. All
straight-in visual approaches will be backed
up by an instrument approach. If no instru-
ment approaches are available, an extended
centerline will be used with a self-imposed
DA of 200 ft. above the runway. The ap-
proach should be stabilized no later than
500 ft. above the runway on every circling
approach or any visual traffic pattern.
ɻ Speed. A target speed additive for every
landing will be computed and announced:
half the steady state wind and all of the gust
factor, no less than 5 kt. and no more than
20 kt. The crew will go around if actual air-
speed varies from the target speed by more
than the announced additive when at or be-
low stabilized approach height.
ɻ⁳Azimuth. The crew will go around if the
aircraft is beyond one dot of center azimuth
or if either pilot believes the aircraft cannot
be landed in the touchdown zone using nor-
mal maneuvering once at or below stabilized
approach height.
ɻ Glidepath. The crew will go around if the
aircraft is outside one dot of centered glide-
path, below 300 ft. per nautical mile from
the runway or if either pilot believes the
aircraft cannot be landed in the touchdown
zone using normal maneuvering once at or
below stabilized approach height.
ɻ Sink Rate. The crew will go around
if the aircraft’s vertical velocity ex-
ceeds 1,000 fpm once at or below stabi-
lized approach height. Pilots will call out
www.AviationWeek.com/bca

stabilized approach height — 1,000 ft.
above minimums or 500 ft. above the run-
way — and either “stable” or “go around.”
FAF
Or Glideslope Intercept Point
Straight-in
approach path
Circling approach or
VFR traffic pattern path
1,000’ above DA/MDA
Approach Azimuth
Straight-in 1 dot 1 dot at 1,000’ above DA/MDA
VFR Pattern/Circle 1 dot
www.AviationWeek.com/bca
Post-Flight Critique
Finally, we’ve added a post-flight brief-
ing requirement to discuss the stable
approach. We end each flight by saying,
“What’s the DEAL?” We discuss the
flight’s (D)eparture, (E)n Route, (A)rrival
and any (L)ogbook items. Hokey? Maybe.
But the idea of a stabilized approach has
become so ingrained with us, it has become
a matter of pride to get the needles wired
so we can say “stable.” After each flight
when we debrief the arrival, we always talk
about the stability of the approach.
“Stable” or “Go Around”
(for all straight-in instrument and visual approaches)
“Stable” or “Go Around”
500’ AGL (circling or VFR pattern)
Glideslope Sink Rate
1,000 fpm max
1 dot at 500’ AGL 1,000 fpm max
Business & Commercial Aviation | May 2014 57
A Better Mousetrap?
Think back to your first job flying jets
and the techniques you came to rely on
to make things safe. How many of those
techniques survived and how many more
have been added? Flying airplanes is eas-
ier today than ever. Managing the cockpit
and getting your airplane from Point A
to Point B in increasingly crowded skies?
Not so much.
I think you’ll find this new stabilized
approach method worth a try. I am bet-
ting you will find yourself trying harder
to arrive at stabilized approach height
with everything wired, and if the day ever
comes, you will call “go around” when
needed. B&CA
James Albright is the chief pilot for a Gulfstream
G450 flight department and the Webmaster of
www.code7700.com
(for circling or VFR pattern)
Air Speed
Target +/- additive
Target +/- additive
CAUSE & CIRCUMSTANCE
Catching the
Glideslope From the Top
An Air France A319 narrowly escapes disaster at the end
of an unstabilized, hurried VMC approach.
BY RICHARD N. AARONS bcasafety@gmail.com
ir France Flight AF2184 departed Paris Charles de
A Gaulle (CDG) at 0653 on March 24, 2012, bound for Tu-
nis-Carthage International Airport (TUN). The captain
was the pilot flying (PF) and the copilot was the pilot
monitoring (PM). Departure, climb and cruise phases for the
Airbus A319 were routine and without incident. However, the ar-
rival at Tunis almost ended tragically due to a hurried descent, a
runway change, poor planning and a lack of basic CRM.
The good news is that no one was hurt and no metal was
bent. The crew was able to save the situation in the last seconds.
There is much to learn in this case and the story tells itself as
we explore the investigation performed by France’s Bureau
d’Enquetes et d’Analyses pour la securite de l’aviation civile —
the BEA. Here’s what happened:
Nearing top of descent at FL 350, the captain prepared for
landing at Tunis on Runway 29 in accordance with the informa-
tion broadcast by the current ATIS. He selected the vertical
speed mode (V/S) at 1,000 fpm down.
The crew contacted the Tunis en route control center control-
ler who confirmed that Runway 29 was active. Six minutes later,
the airplane passed above the theoretical glidepath of 3-deg. for
Runway 29. And a minute after that, the Tunis approach control-
ler announced that Runway 19 was active and requested that
AF2184 plan for a direct approach.
The captain conducted a briefing for Runway 19, at the end
of which he noticed that the autopilot was still in V/S mode at
1,000 fpm down.
The change of active runway from the ILS DME 29 approach
to the Runway 19 approach shortened the arrival flight path by
about 20 nm assuming that the crew wanted to conduct a 3-deg.
descent from the FAF to touchdown. When the crew received
the runway change, the aircraft was about 1,800 ft. above the
theoretical 3-deg. glidepath to Runway 29. The new clearance
meant that they were now 8,100 ft. above the 3-deg. intercept
with the Runway 19 extended glidepath. Stated simply, they had
to get down fast if they were to make the “direct” approach.
At this point, the captain engaged the OPEN DES mode,
selected 300 kt. and extended the air brakes. (The OPEN DES
mode simply commands the autothrottle system to pull the
throttles back to idle and fly the selected speed.) The airplane
was at FL 207 and 33 nm from the threshold of Runway 19 —
about 10,000 ft. above the theoretical path of 3 deg., at a speed of
276 kt. The crew was cleared for the ILS 19 approach.
Vertical speed reached 5,000 fpm down as the captain at-
tempted to make the quick descent. Approaching FL 120, about
20 nm from the runway threshold, the crew reduced speed by
selecting 240 kt., which resulted in a reduced rate of descent.
The airplane descended through FL 100, when it was 13.5
nm from the threshold. The captain disconnected the autopilot,
58 Business & Commercial Aviation | May 2014
Richard N. Aarons
Safety Editor
bcasafety@gmail.com
expecting to obtain greater deployment of the air brakes. (Actu-
ally, this is not necessary for max air brake deployment in the
Airbus 320 series.) He ordered the landing gear extended. The
pilots now had the runway in sight.
The crew established on LOC at 6,000 ft. above the airport
(elevation 11 ft.), some 8 nm from the runway and at about 250 kt.
The airplane was now about 3,400 ft. above the glidepath.
The crew applied the procedure for interception from above
and selected an altitude of 16,000 ft. (The Air France Operations
Manual states that in case of intercept of the glidepath from
above, the vertical V/S mode must be engaged and an altitude
higher than that at the time must be displayed on the FCU.)
This action caused a change in the flight director vertical
mode (FD: OPEN DES to V/S) that, from then on, indicated a
trajectory based on the real vertical speed at the time of the
mode reversion — 4,400 fpm down. The Air France procedure
for glideslope capture from above states that descent rate should
not be above 2,500 fpm down. The FD vertical G/S* mode was
engaged 5 sec. afterward. The airplane was then at 3,550 ft. —
1,700 ft. above the glidepath.
The copilot was focused at the time on the stabilization floor
of 500 ft., defined by Air France for an approach in VMC. (In
other words, the airplane must be stabilized in speed, descent
rate, alignment and configuration at the stabilization floor or a
go-around should be called.)
He radioed the controller that they were established on ILS 19.
When he made this call, the airplane was at 2,640 ft. (about 1,000
ft. above the glidepath) and the distance from the threshold was
about 5 nm. The flaps were retracted; the landing gear and air
brakes were extended. The speed was 240 kt. and vertical speed
was 4,400 fpm down. AFM approach speed (VAPP) for this day at
the airplane’s weight was about 132 kt.
The thrust levers were retarded manually to the idle position,
which disconnected the autothrottle. The controller cleared
Flight 2184 for landing. Eight seconds later, the copilot an-
nounced on the frequency that they were “a little above the path”
and requested a 360-deg. turn to the right. The controller had
him repeat this request.
During these radio exchanges, the captain reengaged the au-
tothrottle and the autopilot so that the latter could intercept the
glidepath. A ground proximity warning system (GPWS) audio
“Sink rate” warning was triggered. The G/S mode engaged, but
the airplane passed through the glidepath. The airplane sank to
a radio-height of 836 ft., at a speed of 220 kt., 2.8 nm from the
runway threshold. Descent rate was 2,500 fpm. The GPWS “Pull
up” warning was triggered, followed by the “Too low — terrain”
warning.
The controller cleared the flight to make a 360-deg. turn
to the left. The crew selected the flaps in position 1 for the
www.AviationWeek.com/bca
 The copilot told investigators that that he was aware that the approach
was compromised as the airplane descended through FL 100, so he
concentrated on the altimeter in order to call out the go-around at 500 ft.

go-around. The copilot read back the 360 deg. to the left.
The captain retracted the air brakes, disengaged the autopilot
and made a pitch-up input. The airplane was then at a radio-
height of 428 ft. Two seconds later, the minimum height of 398
ft. was recorded. The controller repeated the clearance for a
360-deg. turn to the left.
The thrust levers were placed in the TO/GA position 13 sec.
after selection of flaps 1. The crew carried out a left-hand circuit
at an altitude of 2,000 ft. then made a visual approach for Run-
way 19 with ILS support. They landed without further problems.

Incident Investigation
Of course, the incident generated an investigation. The crew was
well experienced. The captain had accumulated about 8,900 hr.
of flight time, including 2,600 hr. on the Airbus A320 family, and
1,700 of that as captain.

FOR ILLUSTRATION PURPOSES ONLY. NOT FOR NAVIGATION.

The copilot had five years experience as a copilot and four
years as a captain with another airline on different aircraft
types. He had accumulated 1,700 hr. with Air France on the
A320 family.
The captain explained his strategy for the Tunis approach to
investigators. He said he was aware very early on of being above
the glidepath and that the approach was compromised. He then
set himself two targets: FL 100 to reduce the speed to 250 kt.;
then the aim of stabilization at 500 ft. He did not inform the co-
pilot of his plan of action.
Arriving at FL 100, he already had the runway in sight. The
meteorological conditions were excellent; he decided to try and
intercept the glidepath. He then set himself a new target: to
reach 2,000 ft. in configuration 2, landing gear extended and at
180 kt. He did not share this information with the copilot.
The copilot told investigators that that he was aware that the
approach was compromised as the airplane descended through focused on the 500-ft. limit, he never heard the warnings.
FL 100, so he concentrated on the altimeter in order to call out The Air France operations manual specifies that any GPWS
the go-around at 500 ft. or EGPWS warning requires an immediate reaction from the
After FL 100, the attempt to intercept the glidepath at a high pilots. It states that in the event of a “Pull up” warning in day-
speed led to a work overload for the captain. He told investiga- time VMC, of the “Too low . . .” and “Sink rate” type, a flight path
tors that he focused on this objective and that he had not seen correction must be undertaken to cancel the warning, while fol-
that a stabilized approach was no longer possible. lowing the stabilization criteria.
At 2,000 ft., having not reached the desired configuration, the
captain decided to make a runway circuit. He explained that he Sterile Cockpit and CRM
had not envisaged the published trajectory of a go-around as he
was looking for an alternative enabling him to position himself In reviewing the day with investigators, the captain said that
again quickly on final. He added that he could not explain his the morning departures from CDG involved a particularly early
idea clearly to the copilot, who then requested a 360-deg. turn to wake-up. He added that he had been preoccupied during the
the controller. The captain then ordered the go-around. flight with personal worries, a meeting concerning the airline’s
The captain said the decision to not follow the published future and difficulties during boarding of a deported passenger.
missed approach course was taken too quickly and again in- He stated that during cruise, discussions on the airline’s situ-
creased their workload. ation with the copilot and a last-minute cockpit visit just before
The copilot told investigators that because of the work over- the descent contributed to establishing a non-sterile cockpit,
load connected to this unusual situation as well as his focusing which was unfavorable to the correct planning of the descent.
on the 500-ft. marker, he did not think of suggesting missing the He said that during the descent, the cockpit was self-centered,
approach before this. Nor did he have the presence of mind to that is to say that the captain was absorbed by his workload, had
propose a standard go-around rather than a 360–deg. turn. He not informed the copilot of his plan of action and did not listen to
estimated that performing the published go-around path would the latter’s comments.
have been more comfortable. In addition this would not then The copilot explained that a discussion with the captain about
have caused the misunderstanding with the controller. the airline’s situation occupied them throughout the cruise. The
The captain stated that he only heard the GPWS “Sink cockpit visit was a little late. They began the descent before car-
rate” warning, but the copilot explained that he was so rying out the briefing. During the descent, the copilot noticed

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 59

CAUSE & CIRCUMSTANCE
that they were above the glidepath and called it out twice to
the captain: once at the start of the descent then descending
through FL 100. Having been a captain himself, he did not insist
as he did not want to encroach too much on his colleague’s deci-
sions. He then no longer informed the captain of the instrument
displays (significant VDEV and amber rate-of-climb indicator,
in particular).
After the event, he considered that he had confused his per-
sonal respect for authority and CRM, which stopped him from
fulfilling his role as PNF.
Descent Management
The Air France operations documentation describes the nor-
mal operating procedures for managing descent and approach
but does not give any criteria for missed ILS approaches before
the stabilization floor.
In its Flight Operation Briefing Note (FOBN), Airbus de-
scribes a general rule to ensure that the descent profile followed
is adequate:
υ⁳Height of 9,000 ft. in relation to the airport, 30 nm from touch-
down point;
υ⁳Height of 3,000 ft. in relation to the airport, 15 nm from touch-
down point (taking into account deceleration and slat and flap
extension).
The FOBN also proposes solutions enabling glidepath inter-
ception if the flight path is too high. It specifically mentions
warning ATC as soon as it has been identified that the glidepath
will not be reached and, as a last resort, to perform a 360-deg.
turn on descent.
The FOBN concerning power management during approach
indicates the following deceleration possibilities on a 3-deg. de-
scent glidepath:
υ⁳Deceleration normally impossible in smooth configuration;
υ⁳10 kt. per nm with flaps 1;
υ⁳10 to 20 kt. per nm with flaps in landing position and the land-
ing gear extended.
Sterile Cockpit
The BEA states that all the existing references agree on:
υ⁳A definition of a non-sterile cockpit being the whole of the
external disruptions to the crew or discussions between flight
crewmembers not directly linked to the conduct of the flight;
υ⁳FL 100 as the limit below which the sterile cockpit principle
must be followed.
This incident shows that personal preoccupations may also
be considered as a disruption that could affect crew alertness
and, therefore, flight safety. In the same way, a non-sterile cock-
pit above FL 100 may lead to errors in managing the start of
descent and disrupt the continuation of the descent as well as
the approach.
Missed Approach Decision Criteria
A missed approach is often associated with a maneuver at a low
height. This incident showed that an approach could be compro-
mised at a high altitude. During this event, however, the crew’s
decision to undertake a direct approach after the change of ac-
tive runway was not compatible with the height to be lost. It led
to a high workload and to performing an unstabilized approach.
Too high a workload in this kind of situation can mask:
υ⁳The need to change the approach strategy should the instru-
ments display significant deviations in comparison with the op-
timal flight path;
υ⁳The danger of taking the stabilization floor of 500 ft. as the
only objective;
υ⁳The danger of continuing the approach even though the air-
plane is not configured and vertical and horizontal speeds re-
main high;
υ⁳The perception of aural warnings.
At the time of the event, the documentation supplied to crews
did not contain any information that would make it possible to
determine whether an approach was possible from above the
stabilization floor, nor did it propose any associated procedure.

Accidents in Brief at the time of the accident. The pilot's

Compiled by Jessica A. Salerno
Selected Accidents and Incidents in March 2014.
The following NTSB information is preliminary.
υ⁳⁳March 18 — About 0740 PDT, a
Eurocopter AS 350 B2 (N250FB) was
destroyed when it crashed following
takeoff from the KOMO TV Heliport
(WN16), Seattle, Wash. The helicopter was
registered to, and operated by Helicopters
Inc., Cahokia, Ill. The commercial pilot
and one passenger were fatally injured
and one person, located in a stationary
vehicle, was seriously injured. It was VFR
and no flight plan was filed for the local
repositioning flight that was originating
intended destination was the Renton
Municipal Airport (RNT), Renton, Wash.
Multiple witnesses located adjacent to
the accident site reported observing the
helicopter lift off from the helipad and
begin a counterclockwise rotation. The
witnesses stated that the helicopter
pitched downward, while continuing the
counterclockwise rotation, and descended
into an occupied vehicle and terrain near
the intersection of 4th Ave. and Broad
St.; post-impact fire ensued. Preliminary
review of three security camera
recordings, provided by the Seattle Police
Department, revealed that the helicopter
initially landed at WN16. The videos
depicted the helicopter stationary on the
helipad for about 15 min. prior to takeoff.
Further review revealed during the takeoff
sequence, the helicopter began rotating
counterclockwise and ascending slightly
in a near level attitude. The helicopter
continued rotating counterclockwise
for about 360 deg. of rotation before it
pitched forward in a nose low attitude. The
helicopter continued the counterclockwise
rotation in a nose low attitude until it
disappeared from the camera's field of
view.
υ⁳⁳March 8 — About 1400 EST, a
Cessna 172D (N2755U) operated by
Gone Broke, LLC, was destroyed during a
landing attempt and post-crash fire at H
L Sonny Callahan Airport (CQF), Fairhope,
Ala. The private pilot sustained serious
injuries. The flight was operating VFR
with no flight plan. According to several
witnesses, a military helicopter had
been operating in the pattern at CQF for
about 10 min. During the maneuver the
helicopter descended into a hover over
the approach end of Runway 19, then

60 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 The captain said the decision to not follow the published missed
approach course was taken too quickly and again
increased their workload.

PF’s Actions and PNF’s Participation

The PF focused on his objective of stabilization at 500 ft., which
prevented him from sharing his approach strategy with the PNF.
The PNF quickly noticed the deviations in relation to the glide-
path, informed the PF several times but then gave up trying to
propose any alternative to him. His respect of the captain’s posi-
tion took priority over his monitoring and support role.

Conclusion
The BEA concluded the unstabilized approach was due to:
υ⁳The crew’s decision to undertake and continue an approach
that required a glidepath interception from above in conditions
that did not offer a high chance of success;
υ⁳Sloppy CRM in terms of planning and cooperation, after a
change of runway that made it impossible for the crew to: define
and apply a strategy that would make it possible to adapt the
flight path in an appropriate manner and share sufficiently early
the decision criteria for a missed approach.
The Air France documentation does not define operational
limits for intercepting the glidepath from above. Such limits
would make it possible for crews to have sufficient criteria to

For illustration purposes only. Not for navigation.

decide on whether to continue the approach or not.
The BEA has long been concerned with procedures for
capturing the glideslope from above. This is why, in its report
on a serious approach incident on March 13, 2012, involving
an Airbus A340, the BEA recommended that the European
Aviation Safety Agency’s national authorities ensure that
all operators define explicit operational limits in their docu-
mentation to assist pilots in their decision making before
interception. B&CA

transitioned into a takeoff and entered
an initial climb about midfield. While the
helicopter was ascending, the Cessna
172D was attempting to land on Runway
19. A witness reported the airplane was
about 30 ft. above ground level when it
suddenly rolled right in a right wing low
attitude, leveled out and then impacted
the ground flat in a level attitude forward
of the runway threshold. Subsequently a
post-impact fire ensued near the engine
cowling. The FAA and the OEMs found
no anomalies or malfunctions that would
have precluded normal operation.
υ⁳⁳March 5 — About 1056 CDT, a
Cessna 172R (N9417Z) was heavily
damaged during a forced landing after a
loss of engine power during an instrument
approach at McKellar Sipes Regional
Airport (MKL), Jackson, Tenn. According
to the pilot, during the climb from MKL as
he was at 6,500 ft. above MSL he noted
that he was losing oil pressure rapidly.
He immediately did a 180 degree turn
and headed on a direct course back to
MKL. A few miles from the airport, he
asked for radar vectors for the "ILS RWY
2," and was vectored for the approach
by air traffic control. Inbound on the ILS,
he realized that he was too high, and
executed a 360 degree descending turn to
lose altitude. He then proceeded inbound
on the ILS once again.
At approximately 2,100 ft. MSL, the
glideslope was "hopping from the top peg
to the bottom peg rapidly" and he never
was able to get a "solid indication from
the glideslope." He continued to descend
and when he was at approximately
1,500 ft. MSL, and still had not captured
the glideslope, he executed a missed
approach. The pilot then climbed to 2,000
ft. MSL. There was now "zero oil pressure"
and the engine would only produce partial
power. He then circled around again and
re-established himself on the localizer. He
still had no glideslope indication and the
glideslope needle was still "hopping from
top to bottom." At this time the engine
had lost all power and the airplane began
descending. He was on the localizer and
he knew he was lined up with the runway.
At approximately 400 ft. above the runway
he still could not see the runway and the
airplane was still descending with no
engine power.
The airplane continued to travel to the
north of the airport and when the airplane
was about 150 ft. AGL, the pilot saw a
field and then a road. He then made a
"sharp" left turn, lined up with the road
and touched down. During the rollout, the
right wing made contact with a highway
sign, veered to the right and entered a
cornfield. B&CA

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 61

PILOT REPORT
BY FRED GEORGE fred.george@aviationweek.com
ith Embraer’s Legacy 500 ap-
W proaching certification and cus-
tomer deliveries beginning later
this year, other manufacturers
are likely bracing. And they should.
The Brazilian planemaker is position-
ing this latest business jet as a midsize
aircraft, because of its 3,000-nm range
and $20 million base price. It would like
all to believe its main competition is the
Bombardier Learjet 85, Cessna Citation
Sovereign and Gulfstream G150, among
others in that category.
Yet, apart from measures of range
and price, the Legacy 500 actually steps
up to the super-midsize class, compet-
ing in many ways with the Bombardier
Challenger 300/350 and Gulfstream
G280. This aircraft is the result of 1,000+
62 Business & Commercial Aviation | May 2014
LEGACY 500 Redefining the midsize class
engineers working on the clean-sheet
design.
The comparison with other super
mids starts with the Legacy 500’s pas-
senger accommodations, which are
wholly appropriate for a business air-
craft with transcontinental U.S. range.
The main cabin is equal in height and
just 3 in. shy of the length and width
of the Challenger 300, based upon our
measurements of both.
The Legacy 500 has 12 of the larg-
est windows in the super-midsize class,
flooding the cabin with ambient light and
making it appear larger than its actual
dimensions. The windows are well placed
for outside viewing by each of eight pas-
sengers. There also are windows next to
each of the four foldout worktables.
PHOTOGRAPHY BY DANIEL BACHMANN, EMBRAER
As with the most popular super mids,
the Legacy 500 has a flat floor with dou-
ble-club seating for eight. The four pairs
of facing chairs convert into fully flat
berths for overnight missions. Either or
both pairs of facing chairs in the aft club
section may be replaced with one or two,
three-place, foldout divans, certified for
full-time occupancy. Such design flexibil-
ity is possible because the emergency exit
is in the aft lavatory.
Similar to the G280, up front there’s a
“wet” galley with hot and cold running
water with a generously sized catering
tray compartment, large ice storage and
trash compartments. The galley floor is
covered with an ultra-thin granite layer
to make it easy to clean.
Plenty of upscale galley inserts are
www.AviationWeek.com/bca

The Legacy 500 is the first fly-by-wire
midsize business jet.
Ram air turbine supplies virtually unlimited
DC power down to 140 kt. in the event of a
triple generator failure.
available, including optional microwave
and convection ovens, a refrigerator,
an espresso machine, fine china and
stemware, plus all the other service
amenities needed for missions that can
approach 7 hr.
The aft lavatory has a high-capacity
vacuum toilet, a feature previously found
only aboard G280 and larger aircraft.
The lav floor also is covered with a gran-
ite veneer. A window in the emergency
exit door behind the toilet provides
www.AviationWeek.com/bca
The single-point pressure refueling port is
ahead of the right wing leading edge.
ambient illumination when the privacy
shade is opened. The lav has a sink with
hot and cold running water, large storage
compartments and a power outlet.
A Honeywell Ovation Select package
offers cabin systems control, passen-
ger air-to-ground communications and
All exterior lights, including
bottom-mounted landing and taxi
lights, are 10,000-hr. life LEDs.
a wide array of inflight entertain-
ment (IFE) offerings, including au-
dio and video on demand and Apple
TV. The Ovation CMS has evolved
in recent years. Its functionality
and feature set are now unsur-
passed in the super-midsize class.
There’s an aft, 110-cu. ft., ground
accessible, external baggage com-
partment, but it’s neither pres-
surized nor accessible in flight,
a shortcoming relative to other
super-midsize aircraft. However,
it does have an FAR Part 25.857
Class C fire protection rating and
optional bleed-air heating system.
Passengers, though, have full-time ac-
cess to another 35 cu. ft. of storage space
in the aft cabin and 5 cu. ft. of closet space
in the galley area. The aircraft’s 150-cu.-
ft. overall baggage capacity is far more
than offered by any midsize jet and more
storage space than all super mids, except
for the G280, which exceeds the Legacy’s
by 4 cu. ft.
Thus, at face value, the Legacy 500
appears to straddle the gap between $16
million to $18 million midsize and $25
million to $27 million super-midsize jets,
even though it shares more in common
Business & Commercial Aviation | May 2014 63
TAP TO WATCH OUR VIDEO
pilot report on the Legacy 500
AviationWeek.com/video
AVIONICS
Legacy 500’s standard Rockwell Col-
lins Pro Line fusion flight deck features
four 15-1 inch displays, arranged in a
T configuration. Displays may be split
into two, three or four windows, provid-
ing flexibility for individual optimization
for the phase of flight.
Dual multi-function keyboards [MFKs] in
the center console replace traditional
FMS MCDUs. Cursor control devices are
used to select what you want to change
on the PFDs and MFD stack. They’re
also handy for making “rubber band”
changes to the flight plan route with the
system’s graphic user interface.
Standard equipment includes dual
AHS-4000 enhanced AHRS, dual air
data systems linked to the four UTC
SmartProbes, dual LPV-capable FMS,
dual CNS radios and dual SBAS GPS
receivers, plus synthetic vision PFDs, a
TWR-850 Doppler turbulence detection
radar, single DME box, hybrid Mode
S ADS-B / TCAS II traffic surveillance
system, Class A TAWS, single radio
altitude and a solid-state, integrated
standby instrument system, along with
auto-throttles, auto-brakes and an elec-
tronic charts package, plus CVR, FDR
and three frequency ELT.
Options include ACARS plus a third VHF
comm transceiver, Rockwell Collins
MultiScan weather radar, Inmarsat or
Iridium satcom, WiFi and Aircell GoGoBiz
air-to-ground voice and data communi-
cations transceiver. RNP 0.3 navigation
and surface management system for
airports also will be available, plus a 4-D
FMS feature, Link 2000+ CPDLC for
Euro ops, XM satellite radio or data-link
radio weather, along with Rockwell
Collins compact HGS-3500 head-up
guidance system and multi-spectral
EVS-3000 IR / videocam. And steep
approach certification is in the works.
PILOT REPORT
with the latter. However, if you take a
close look at its technology package, it
moves into a class of its own.
Seizing the High-Tech
High Ground
The Legacy 500 is as much high technol-
ogy demonstrator as it is a transportation
tool. This starts with its digital fly-by-
wire (FBW) flight control system, a tech-
nology previously only offered on a few
large-cabin jets, such as the $52 million
Falcon 7X and $65 million G650. Similar
to Dassault and Gulfstream, Embraer’s
FBW development team took a decidedly
pilot-centric approach to the system.
This FBW system, however, is no
copycat. It’s all Brazilian and intended
to be used on a whole new family of Em-
braer business aircraft, as well as being
adapted for Embraer’s KC-390 military
transport and the second generation of
regional E-Jets.
Embraer’s approach to FBW is elegant
in its simplicity, providing carefree han-
dling characteristics to minimize work-
load most of the time, but it also provides
natural aerodynamic feel in the landing
pattern.
There are no absolute pitch or roll lim-
its, but the normal maneuvering enve-
lope has +30/-15-deg. pitch and +/-33-deg.
bank soft limits that can be exceeded by
maintaining sidestick control deflection.
Flight crews thus have virtually unlim-
ited pitch and roll maneuverability with
the FBW system only guarding them
against over-speed and overstress, stall
and spin.
The system has only two modes: nor-
mal law and direct law. There are no al-
ternate laws or intermediate modes that
could result from possible degradation
scenarios. If the FBW’s computers can-
not support full envelope protection, the
system automatically downshifts to di-
rect law mode. But even if the system
doesn’t automatically go to direct law
when it should, pilots can manually se-
lect direct law mode at any time at the
touch of a button. Envelope protection
is disabled in direct law mode, but there
still are stall warning and yaw damper
functions.
The aircraft also has standard full-
authority autothrottles and autobrakes,
features currently found only on the G280
and larger aircraft.
The Rockwell Collins Pro Line Fusion
cockpit features four, 15.1-in. flat-panel
displays. Synthetic vision is standard.
In 2015, the Legacy 500 is slated to
64 Business & Commercial Aviation | May 2014
Each pair of facing chairs converts
into a full flat berth for overnight
accommodations.
become the first aircraft equipped with
optional Rockwell Collins HGS-3500
head-up guidance and multi-spectrum
EVS-3000 camera systems. The IR/
videocam will be able to detect LED run-
way and taxiway lights. The avionics
maker believes HGS/EVS will qualify
as an enhanced flight vision system, en-
abling operators who use it to fly down to
lower weather minimums.
The aircraft is one of the first to be
fitted with three-axis, self-aligning,
Northrop Grumman LITEF LCR-100
fiber-optic gyros, albeit labeled as Rock-
well Collins AHS-4000 units. These
provide virtually all the same inertial po-
sition, attitude/heading reference and ve-
locity outputs of top-end laser IRS boxes,
but at a much lower cost and weight. The
6-lb. units have better than 12 nm per
hour drift rate, they require no forced air
cooling and they have a 15,000-hr. MTBF.
The Legacy 500 is also fitted with four
self-contained Gen IV UTC SmartProbe
air data probes that sense pitot and static
pressure, plus angle of attack (AOA) and
sideslip using differential pressure. The
probes digitize the air data and send it to
the aircraft’s avionics. SmartProbes have
no pneumatic plumbing, so there are no
pressure lags associated with a conven-
tional ports-and-pipes air data system
and maintenance costs also are slashed
by nearly 87%.
Proven Construction,
Simple Systems
The basic aircraft, engines and airframe
systems are designed for high reliability,
long life — it has a 27,500-hr. economic
design life, or a 50+ year service life in
typical corporate flight operations — and
easy maintenance. Inspection intervals
are 750 hr. or 12 months, as part of an
MSG-3-approved maintenance sched-
ule. An onboard maintenance computer
speeds troubleshooting.
High-strength aluminum alloys are
used for most of the primary airframe,
with composites mainly reserved for front
and rear pressure bulkheads, empennage,
fairings, doors and control surfaces. Com-
posites are used in areas in which there
are tangible benefits for operators, in
the form of weight savings and reduced
maintenance.
The high-life/low-drag wing optimizes
the blend of runway performance, cruise
speed, range, stability and control, and
Mach buffet margins, along with internal
fuel capacity, for the 3,000-nm mission.
Aerodynamicist David Lednicer esti-
mates wing area to be 432 sq. ft., giving
the Legacy 500 the highest wing loading
of any aircraft in this class.
With 27 deg. of wing sweep, long-
range speed is about Mach 0.76 to 0.78.
However, there is only about a 3% range
penalty from cruising at Mach 0.80. Ini-
tial cruise altitude is FL 430 and time to
climb is 22 min.
The wing has two main spars and a
rear sub spar that provides an aft main
landing gear attach point. It has a “hard”
leading edge with no slats and a sharply
swept inboard leading edge section that
provides increased fuel capacity with
little structural weight penalty. The four-
panel trailing edge flaps are electrically
actuated. The winglets are bolted on,
thus they can be removed and replaced
if damaged.
The 11 primary flight control surfaces,
including two elevators and six-panel
multifunction spoilers, are electrically
controlled by the FBW system and hy-
draulically actuated. The horizontal sta-
bilizer is electrically controlled by the
FBW system in normal mode and repo-
sitioned by dual electrical actuators. The
stab can be manually trimmed by means
of an up/down rocker switch in the cen-
ter console when operating in direct law
mode.
All fuel is carried in left and right wet
wing tanks. The APU feeds off the right
tank. The single-point pressure refueling
adapter, with a selectable refill quantity
function, is ahead of the right wing. Alter-
natively, the aircraft can be refueled us-
ing over the wing refueling ports. B&CA
estimates total fuel capacity to be slightly
more than 12,000 lb.
The 28 VDC electrical system has
three, 600-amp brushless generators
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powered by the two propulsion engines
and the APU, plus a 15KVa ram air turbine
that provides full rated power down to 140
KIAS. Two main batteries and two FBW
backup batteries supply power when none
of the generators are available. Power is
distributed through two main buses, two
load shed buses and three emergency
buses.
There are three separate 3,000-psi
hydraulic systems filled with phosphate
The Honeywell Ovation Select cabin
management system is controlled through
individual touch screens.
ester fluid, such as Skydrol PE-5.
All three landing gear mounts have
dual wheels. The main landing gear has
trailing link geometry for smooth touch-
downs. It’s fitted with 2,000-cycle design
life carbon brake packs, controlled by
means of a brake-by-wire system.
Bleed air is used for engine starting,
heating/air-conditioning and pressur-
ization, anti-ice protection and primary
door seal inflation, plus optional aft bag-
gage bay heating. Notably, the aircraft
has both wing and horizontal stab leading
edge anti-ice systems, providing a supe-
rior level of ice protection.
There is a single air-cycle machine
pack and a backup bleed-air heat ex-
changer system. The cockpit and cabin
have separate thermostats. Pressuriza-
tion is fully automatic, with destination
airport field elevation provided by the
FMS. Cabin altitude is 6,000 ft. at the
aircraft’s certified ceiling of FL 450. A
77-cu.-ft. oxygen bottle is standard and a
115-cu.-ft. bottle is optional.
All exterior and interior lights are
LEDs. The interior LEDs have a 50,000-
hr. design life. Exterior LEDs, used for
landing and taxi lights, nav, beacon and
strobe, and ice detection have a 10,000-
hr. design life.
The engines and Honeywell 36-150
APU have fire detection and two fire
extinguishing bottles. The aft exterior
and interior baggage compartments
www.AviationWeek.com/bca
both have smoke detectors. The exterior
baggage bay has one bottle with fast dis-
charge to knock down a fire and a second
with slow discharge to keep the fire ex-
tinguished.
The APU provides bleed air for main
engine starting on the ground and up
to 23,000 ft., air-conditioning and pres-
surization up to 20,000 ft., and electrical
power up to 31,000 ft.
No Compromises in the Cabin
The interiors of some of Embraer’s ear-
lier business aircraft left much to be
desired in form, fit, function and finish
quality. Not so with the Legacy 500. The
interior is top notch, judging from s.n.
550-004.
The air-conditioning was impressive
on a warm, humid summer day in São
José dos Campos. The air distribution
system and recirculation fan were quiet,
as was the APU.
The high-gloss, wood-veneer cabi-
netry and monuments, along with the
granite veneer flooring, are supplied by
List Components & Furniture of Vienna,
Austria.
The BE Aerospace passenger seats
are available with optional heating, mas-
sage and adjustable lumbar support, plus
foldout leg rests. The foldout worktables
extend and retract smoothly. Each pair of
facing chairs has three windows, all with
manually operated shades, but power
shades are available.
Each of the eight chairs has a touch-
screen passenger control unit (PCU) to
handle reading and table lights and IFE
choices. Individual 9-in. video displays
are available for each seat. Each pair of
facing chairs has a 115 VAC duplex power
outlet.
The right forward-facing chair in the
forward cabin is the designated VIP
seat. Its PCU also has cabin temper-
ature and lighting controls, including
adjustments for color and intensity of
interior wash lighting. Apps are avail-
able for the iPhone, iPod Touch and iPad
to transform them into remote controls
for the CMS.
The Ovation Select package comes
standard with a 1080P HD video system,
including forward 17-in. monitor, high
fidelity cabin audio system and Blu-ray
player. Available inputs include devices
that use HDMI, USB, RCA, VGA and 3.5-
mm mini-jacks, so the system is compat-
ible with most consumer electronics and
office equipment boxes, including Apple
TV, the Mac mini, iPads and iPhones.
Options include Wi-Fi, Inmarsat and
Business & Commercial Aviation | May 2014 65
Legacy 500 Specifications
B&CA Equipped Price $19,995,000
Characteristics
Wing Loading ...............................85.2/58.2
Power Loading.......................................2.68
Noise (EPNdB) ..........................................NA
Seating 2+8/12
Dimensions (ft/m)
External
Length .........................................68.1/20.8
Height ............................................21.2/6.5
Span ............................................66.4/20.2
Internal
Length ........................................... 27.5/8.4
Height .............................................. 6.0/1.8
Width (maximum) ............................. 6.9/2.1
Width (floor) ..................................... 5.2/1.6
Thrust
Engine .................................2 Hon HT7500E
Output/Flat
Rating OAT°C .............6,867lbf to ISA+15°C
TBO ........................................................ OC
Weights (lb/kg)
Max Ramp............................37,300/16,919
Max Takeoff ......................... 37,000/16,783
Max Landing ......................................NA/NA
Zero Fuel..............................26,000/11,794
BOW ....................................23,200/10,523
Max Payload.............................2,800/1,270
Useful Load............................14,100/6,396
Exec. Payload ..............................1,600/726
Max Fuel ................................12,500/5,670
Payload with Max Fuel .................1,600/726
Fuel with Max Payload ........... 12,000/5,443
Fuel with Exec. Payload ......... 12,000/5,443
Limits
MMO ....................................................0.830
VMO ........................................................320
PSI..........................................................9.6
Climb
Time to FL 370 ................................. 14 min.
Ceilings (ft/m)
Certificated .......................... 45,000/13,716
All-Engine Service.................43,000/13,107
Engine-Out Service .............................NA/NA
Sea Level Cabin .....................26,520/8,083
Certification FAR Part 25 pending
PILOT REPORT
Iridium satcom units, plus Aircell Gogo
Biz air-to -ground communications
systems. Also available is a second, 17-
in. monitor mounted on the aft cabin
bulkhead.
The galley has a 4-gal. water reservoir
and electric water heater. The right-side
forward cabinet has a top-mounted mas-
ter touchscreen control station for CMS
lighting, IFE, cabin temperature and gal-
ley functions. The standard counter sur-
face is synthetic stone, but it’s optionally
available with lightweight granite veneer.
Above the counter is a tableware storage
compartment, while below are a generous,
three-drawer cabinet, large pull-out ice
and trash bins, plus a galley stores com-
partment. Options include microwave and
convection ovens, a refrigerator and coffee
maker/espresso machine.
Behind the pilot, there’s a 5-cu.-ft.
storage compartment. In place of it, cus-
tomers may order a fold-down seat for a
flight attendant or a foldout jump seat for
a third flight crewmember.
The entry door is manually actuated,
but counter sprung. It has an integrated
air stair with tread lights and folding arm
rail, a cabin pressure relief port and a
small window to assure the area below
the door is clear before it’s extended. An
acoustical curtain for the door reduces
wind noise in flight.
The galley area may be closed off from
the main seating area with an optional
pocket door in the bulkhead.
At the opposite end of the cabin, there’s
the full-width aft lav with a solid, pocket,
privacy door.
Let’s Go Flying
We belted into the left seat of EMB 550-
001, Embraer’s first test aircraft, with
Legacy 500 chief test pilot Eduardo
Camelier in the right seat, instructor pi-
lot Sydney Rodrigues on the jump seat,
flight test engineer Gustavo Monteiro at
the flight test console and communica-
tions manager Daniel Bachmann riding
along as photographer and videographer.
With few exceptions, the flight deck is a
model of ergonomic excellence and func-
tional for flight.
The field of view through the large
windshield and side windows is excel-
lent, the seats are comfortable and all
controls are intuitive. The displays are
large, uncluttered and easy to interpret.
Embraer’s use of color coding is clean
and conventional
Buried submenus are out; top-level
controls and menus are in. The left- and
right-side display control panels (DCPs)
66 Business & Commercial Aviation | May 2014
Aft of the lavatory there is a 35 cu. ft.
luggage closet with full-time passenger
access.
in the glareshield, for instance, have dedi-
cated buttons for synthetic vision, TCAS,
weather radar, VORLOC or FMS data,
and HSI format. The layout of the center-
mounted, flight guidance control panel
(FCP) is comfortably intuitive.
Two nits to pick. The FCP lacks back-
lighted annunciator buttons and digital
readouts to confirm the selected modes
and data. Also, the Legacy 500’s sidestick
controls are passive, lacking back-drive
servos or linkages that would move both
of them in tandem like conventional, me-
chanically linked yokes.
Serial number -001 was loaded with
heavy test equipment and its BOW was
24,640 lb. We estimate production air-
craft will weigh considerably less.
On the TOLD card: Three occupants
and miscellaneous stores added 822 lb.,
resulting in a zero fuel weight of 25,462
lb. Fuel load was 10,580 lb., thus ramp
weight was 36,042 lb. São José dos Cam-
pos’ field elevation is 2,120 ft., OAT was
26C and barometer was 29.95 in. Hg.
Based upon using full rated takeoff
thrust and configuring with 7-deg. flaps
(Flaps 1), Monteiro computed the V1 de-
cision speed at 114 KIAS, rotation at 122
KIAS, the V2 takeoff safety speed of 129
KIAS and 148 KIAS for en route one-
engine inoperative climb speed. Takeoff
field length on Runway 15 was 4,920 ft.
Available runway was 8,779 ft.
Sometime after certification, the Leg-
acy 500’s FMS will feature optional air-
port performance computing software
that will calculate takeoff, climb and
landing data. Until then, operators will
have to use Embraer’s OPERA software
to compute TOLD numbers.
Checklists for the Legacy 500 are im-
pressively short. After starting the APU,
we turned the hydraulic and fuel pump
control knobs to the 12 o’clock position.
Then we successively turned each engine
control knob to the 1:30 position to initi-
ate start.
Everything else pertaining to engine
start is automatic.
Once the engines are running, their
generator and bleed-air outputs auto-
matically take over for the APU. Camelier
selected Flaps 1. We checked FBW con-
trol freedom of movement, monitoring
control surface position on the EICAS.
Camelier selected full rated thrust for
takeoff.
We released the parking brake, en-
gaged nosewheel steering and taxied out
with very little thrust. The aircraft turns
much more sharply than the Phenoms,
providing good maneuvering in tight
quarters.
Taxiing downhill from Embraer’s
ramp, we occasionally used idle thrust
reverse to control speed and avoid rid-
ing the brakes. We checked brake tem-
perature on the EICAS, verified proper
settings for flaps, parking brake and
pitch trim with a “takeoff OK” synthetic
voice annunciation and called for takeoff
clearance.
Once cleared, we taxied to the thres–
hold, armed the auto-brake system for
rejected takeoff max braking, armed the
autothrottles and pushed up the thrust
levers to about 40% travel. The autothrot-
tles engaged and servos advanced the
throttles to the proper thrust setting.
Initial acceleration was moderate, pro-
portionate to our relatively high take-
off weight and warm day conditions. At
rotation, pitch response was crisp, but
well damped. The FBW’s gamma dot, or
G command, control law allowed us to
make small inputs to the control stick,
then release it to freeze the flight path
vector. It was as though we were using
control wheel steering with the autopilot
engaged. The aircraft then holds the se-
lected vertical nose flight path and bank
angle within the soft limits while afford-
ing flight envelope protection.
The Legacy 500’s sidestick has a softer
feel and control response is rather sporty
compared to most civil FBW aircraft
we’ve flown. We soon found, though, that
the aircraft can be flown as smoothly
with gentle fingertip pressure on the base
of the sidestick.
Camelier asked for clearance into a
block of flight test airspace and an unre-
stricted climb to FL 450. But that cruise
altitude was higher than the aircraft’s
service ceiling at our weight. So, we
climbed at 280 KIAS and transitioned
www.AviationWeek.com/bca
to 0.74 indicated Mach at FL 300. Most
of the climb was in ISA+10C to ISA+12C
conditions until the temperature dropped
sharply above FL 400. During the climb,
we noted that the FBW system makes it
possible for pilots hand-flying the aircraft
to rival the smoothness and precision of
today’s digital autopilots. We reached FL
450 in 36 min., in spite of having to make
several turns to stay in the small confines
of the designated airspace.
Using the autopilot for cruise perfor-
mance checks, we were unable to accel-
erate above Mach 0.750 or 422 KTAS
at ISA-8C, while burning 1,500 lb./hr. at
max cruise thrust, at a weight of 34,100
lb. So, we descended to FL 430 in ISA-
7C conditions, a density altitude better
suited for cruising efficiently at the air-
The lavatory has a vacuum toil and sink with
hot and colding running water.
craft’s weight. After several minutes, the
aircraft stabilized at Mach 0.794, yield-
ing 449 KTAS, while burning 1,665 lb./
hr. at max cruise thrust and a weight of
33,600 lb.
This was 4 kt. faster than Embraer’s
preliminary cruise performance predic-
tions, all the more impressive because
s.n. -001 still has draggy flight test anten-
nas, external lipstick cameras, exposed
rivets and other scars from wounds in-
curred during the flight test campaign.
We then began a descent to FL 200 for
air work and noted that the flight level
change (FLCH) function works both up-
hill and downhill, a capability not avail-
able on some other makers’ new models.
On the way down, we extended and re-
tracted the speed brakes several times
and experienced very little change in the
flight path vector. There was only mild
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HONEYWELL HTF 7500E TURBOFANS
Newly uprated to 6,867-lb. thrust for Legacy 500, the second-generation HTF7000
series powerplant still is very much derated for long-life and low-maintenance
costs. It features a wide chord, damperless fan driven by a three-stage low pres-
sure turbine. The core features four axial flow and one centrifugal flow compressor
stages driven by a two-stage, high-pressure turbine. The redesigned annular, effu-
sion-cooled combustor enables the engine to meet CAEP/8 emissions standards.
The engine’s moderate bypass ratio and redesigned exhaust mixer nozzle help it
pass Stage 4 noise standards.
airframe buffeting with the speed brakes To see how the aircraft handled with-
fully extended. out all the FBW magic, we turned off the
Next, we sampled the FBW’s over- normal mode and flew in direct law mode.
speed protection, overstress and stall Camelier commented that direct law still
prevention functions. We accelerated provides yaw damping to augment stabil-
through the 320 KIAS VMO , holding ity. It also incorporates gain scheduling
forward stick pressure. “High speed,” of control inputs. But all closed loop func-
warned the synthetic voice. As soon as tions, including autopilot, shaping and
the stick was released, the nose gently smoothing of manual stick inputs and
pitched up to return the aircraft to nor- envelope protection, are disabled.
mal flight envelope speed. If the aircraft Up to 35 deg. angle of bank, control
is in a bank, over-speed protection levels response was quite smooth. In wind-up
the wings as it eases the nose up to cor- turns, we noted that it was a little chal-
rect the speed deviation. lenging to make gentle attitude changes
This was followed by a wind-up turn at because control surface movement varies
280 KIAS to check the FBW’s 2.5-g over- progressively with stick displacement.
stress protection. Exceeding 33 deg. bank Next, we flew an approach to stall.
angle, though, isn’t easy because the FBW Without envelope protection and be-
system introduces artificial spiral stabil- cause of the aircraft’s natural aerody-
ity. Once established in the turn, the air- namic tendency to roll off on a wing at CL
craft stabilized at 2.5 g’s with full aft stick. max, V speeds are increased about 3 kt.
And finally, we performed a series of in direct law mode to provide more stall
low-speed protection checks, including margin. And stall warning margin also
turning and aggressively accelerated is increased to a lower, more conserva-
stalls in the clean configuration, at Ap- tive AOA.
proach Flaps 3 (21 deg.) and Landing At stall warning, we initiated recovery
Flaps 4 (37 deg.). VREF at Flaps 3 was 127 by adding thrust and lowering the nose
KIAS at 32,400 lb. and 113 KIAS with when we heard “Stall, Stall” from the au-
landing flaps. ral alert system. The aircraft recovered
During some of these maneuvers, we immediately.
performed robust left and right turns Returning to São Jose for pattern
with the stick all the way aft and the air- work, we flew our first approach to Run-
craft nibbling at CL max, just 3% above way 15 at Flaps 3, using a bug speed of 133
the aero stall. The aircraft remained KIAS, VREF + 5 kt. Descending to 5,000
completely docile in response to roll con- ft., we experienced plenty of early after-
trol inputs and rock solid in yaw damping. noon thermal turbulence. The FBW’s
Repeated “Low Speed” aural warnings flight-path stability function smoothed
reminded us that we were flying in the out most of the perturbations, making it
AOA protection range. easy to hand fly with precision and pro-
We also performed aggressive sideslip viding a comfortable, well-damped ride.
maneuvers with the rudders at 141 KIAS Quite a contrast to aircraft with conven-
to sample the FBW’s P-Beta or roll rate/ tional flight controls.
sideslip angle protection. This function With gear down and Flaps 3, a desig-
mitigates proverse roll with asymmet- nated landing configuration, the FBW
ric thrust or rudder inputs. The P-Beta switched from the flight-path stability
function significantly improves aircraft mode to speed stability mode. Pressing
controllability in the event of an engine the touch control steering (TCS) button
failure on takeoff. atop the sidestick reset the trim speed or
Business & Commercial Aviation | May 2014 67
PILOT REPORT
stable speed reference point, so the air-
craft provided conventional control force
cues as the speed changed. The TCS but-
ton doesn’t trim the stabilizer directly,
but rather it changes the reference trim
speed used by the flight control comput-
ers to provide the speed stability func-
tion. The speed stability mode feels very
natural.
O ver the threshold, we reduced
thrust to idle, flared and touched down
smoothly, in large part due to the trail-
ing link gear. Camelier reset the flaps
to the Flaps 2 position, leaving the flaps
at 21 deg. but causing the flight control
computers to recognize that we were in a
takeoff configuration.
We pushed the thrust levers to the
stops, accelerated and launched again.
Tower instructed us to use right traffic,
climbing to 3,500 ft. — an ideal oppor-
tunity to check right-side window vis-
ibility from the left seat. It was excellent,
providing a significantly larger field of
view than most other midsize and super-
midsize aircraft we’ve flown.
Our second touch-and-go landing was
at full flaps 37 deg. Monteiro computed
VREF at 113 KIAS at a weight of 32,000
lb. After touchdown, Camelier again set
Flaps 2, we pushed the thrust levers and
followed through with the climb to traffic
pattern altitude.
The third approach was a Flaps 3,
balked landing maneuver with simulated
one engine inoperative. Monteiro calcu-
lated VREF at 127 KIAS at 31,750 lb. At
minimums, we executed the missed ap-
proach with full left engine thrust and
right engine idle thrust. Because of the
FBW’s P-Beta feature, very little rudder
68 Business & Commercial Aviation | May 2014
Fold out work tables are housed in pockets
in the sidewalls. Fit, form and function, as
well as finish, are top notch.
pressure was needed to counter asym-
metric thrust. We also were able to level
the wings with the sidestick and then just
release it. P-Beta eliminated all of the
challenge of flying the aircraft.
At the suggestion of Rodrigues, we
even took our feet off the rudder pedals
during the go-around. Only a mild side-
slip ensued and the aircraft continued
to head parallel to the runway
centerline.
We continued our traffic pat-
tern to a simulated OEI landing,
using full f laps and 123 KIAS
VREF speed, 6 kt. higher than
Large galley has room for crystal,
china and flatware. A refrigerator,
plus microwave and convection
oven, along with an espresso
machine are options.
the all-engine VREF speed for a
31,500-lb. landing weight. Gear
up and Flaps 1 in the pattern, we
found it easy to control the air-
craft because of flight path stabil-
ity and P-Beta thrust asymmetry
compensation.
Our final approach and landing
was in direct law mode, enabling
us to sample the aircraft’s natural
aerodynamic handling qualities. Cam-
elier switched off the main flight control
computers on the downwind leg. We used
the manual stab pitch trim rocker switch
in the center console to achieve a stable
trim speed. VREF speed was set to 123
KIAS, 6 kt. higher than with normal law,
to provide wider stall margins because
of the lack of flight envelope protection.
In direct law, the aircraft was easy to
fly in the landing pattern, all the way to
touchdown. We also disconnected the
autothrottles, noting that the thrust re-
sponse of the HTF7500E turbofans is
nicely linear with throttle movement.
The approach, touchdown and roll out
were uneventful.
Embraer Rewrites
the Game Rules
Marco Tulio Pelligrini, president and
CEO of Embraer Executive Jets, calls the
Legacy 500 a “game changer,” and based
upon our observations that seems under-
stated.
The FBW system transforms the Leg-
acy 500 into the nicest flying midsize or
super-midsize aircraft we’ve yet flown.
In fact, we know of no other purpose-
built business aircraft, at any price,
that’s easier to fly and more confidence
inspiring.
The Pro Line Fusion flight deck pro-
vides superb situational awareness. In
keeping with Embraer’s “less is more”
philosophy, the color palette on the flight
displays, symbology and systems synop-
tics are as simple as possible, minimizing
cockpit clutter and potential confusion.
And when the new HGS-3500 head-up
guidance systems and EVS-3000 IR sen-
sor become available, the aircraft will
become even easier to fly.
Most importantly, the cabin environ-
ment is on a par with the best offerings in
super midsize. The Ovation Select CMS,
galley capabilities and lavatory ameni-
ties provide passengers with a level of
convenience and comfort that previously
was available only in some Gulfstream
products.
This also is a rugged aircraft, backed
by a 10-year/10,000-hr. warranty. No
other midsize or super midsize has lon-
ger scheduled maintenance intervals.
Embraer’s product support now trails
only Gulfstream in customer satisfaction.
The Legacy 500 will soon be joined by
the $16 million, 2,500-nm range, slightly
truncated Legacy 450, which is slated to
enter service in 2015. It’s going to com-
pete head on with the $15 million, 2,500-
nm range Cessna Citation Latitude, a
matchup in which the former boasts a
wider, larger cabin, FBW controls and
faster cruise speeds.
With the Legacy 500 and 450, the Bra-
zilians have declared that they will set
the standards of capability, affordability,
comfort and reliability that others will
be forced to meet or risk losing market
share. Business aircraft buyers will ben-
efit from the challenge. B&CA
www.AviationWeek.com/bca
 PURCHASE PLANNING HANDBOOK

Avionics Updates and Trends

This year’s avionics roundup includes new
product developments for rotary-wing operators,
ADS-B upgrades, and a notable milestone
BY MAL GORMLEY malgormley@gmail.com

he FAA’s recently announced goal the FAA and European NextGen/SESAR

T to upgrade the avionics, along with

pilot training, for helicopters used
in FAR Part 135 operations — with
a particular focus on the emergency med-
ical service (EMS) community — has avi-
vision, one manufacturer — Garmin In-
ternational — deserves a hat-tip for being
the first to certify a TSO C-129a GPS two
decades ago. How far we have come!

onics makers hastening to meet the need, Aspen Avionics

and they are doing so with some remark-
able new products.
Meanwhile, OEMs are wasting no time
augmenting products to meet the FAA’s
2020 deadline for Automatic Dependent
Surveillance-Broadcast Out (ADS-B Out)
transponders and related equipment that
is designed to increase safety and effi-
ciency by transmitting flight data to ap-
propriately equipped ground stations
and other ADS-B In-equipped aircraft,
providing improved airborne and airport
ground surveillance.
Finally, as flight decks transform into
Aspen Avionics’ EA100 digital autopilot
interface has received FAA and EASA
approvals for its Century IIB, III and IV
systems. The EA100 is now compatible
with all attitude-based Century IIB, III
and IV autopilots as well as the Piper
ASPEN AVIONICS EDF1000. In Evolution
2000 or 2500 system, the EA100 can
be installed to received attitude imput from
the EFD100 MFD or the EFD1000 PFD.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 69

PURCHASE PLANNING HANDBOOK
Altimatic-branded autopilots. This new
certification is in addition to the Century
21, 31, 41, 2000 and 4000 certification an-
nounced in October 2013.
The EA100 provides a digital-to-ana-
log data conversion between the Evolu-
tion 1000 and an aircraft’s attitude-based
autopilot system. The adapter enables
the Evolution flight display’s attitude
heading and reference system (AHRS)
to provide attitude information directly
to the autopilot.
Additionally, the $2,495 EA100 has the
capability to immediately disengage the
autopilot if an AHRS fault is detected.
This feature is an improvement over leg-
acy systems where an autopilot would
continue to respond to attitude com-
mands from the gyro — even if that gy-
ro’s performance had become degraded
or otherwise inoperative.
In Evolution 2000 or 2500 systems, the
EA100 can be installed to receive attitude
input from either the EFD1000 multi-
function display (MFD) or the EFD1000
Pro primary flight display (PFD). The
redundant AHRS sensors in these multi-
display configurations allow the pilot to
independently monitor autopilot perfor-
mance.
Avidyne
Avidyne’s AXP340 Mode S transponder
meets the ADS-B Out mandate for the
NextGen airspace initiative and is de-
signed as a plug-and-play replacement for
AVIDYNE IFD540 and the IFD 440 are plug
and play replacements for the GNS430W
and GNS530.
70 Business & Commercial Aviation | May 2014
easy upgradeability. The Lincoln, Mass.,
company announced it had received
Technical Standard Order (TSO) and
European TSO (ETSO) approval of the
new unit. The AXP340 transmits ADS-B
information via extended squitter (ES).
The AXP340 also has several new
functions including direct-entry nu-
meric keypad, one-touch VFR code en-
try, a stopwatch, flight timer and altitude
alerter.
This is the first in a series of panel-
mounted, plug-and-play avionics prod-
ucts that Av idy ne plans to cer tif y
throughout this year including the
AMX240 audio panel, the IFD540 FMS/
GPS/NAV/COM and the IFD440 FMS/
GPS/NAV/COM.
The AXP340 is priced at $3,995, while
the connector kit and mounting tray cost
an additional $250. The antenna is sold
separately for installations that need a
replacement.
Esterline CMC Electronics
Montreal-based Esterline CMC Electron-
ics’ new Class 2 PilotView electronic flight
bag (EFB) system is a factory option on
Bombardier CSeries aircraft, along with
dual laptop docking stations for the units.
CMC also will supply the new PilotView
aircraft information server (AIS) that
will provide an integrated aircraft infor-
mation management system.
Building on the PilotView platform,
the new EFB known as the CMA-1612
features a 12.1-in.
LED backlit display
w it h mu lt i - t ouch
support and delivers
high-end processing
capabilities for ap-
plications based on
its Intel Core i7 pro-
cessor.
C M C ’s C l a s s 2
EFB systems con-
tinue to evolve, with
product configura-
tions ranging from
8.4– to 12.1-in. dis-
plays. The 8.4 -in.
CM A-1100 M k 3,
10.4-in. CM A-1410
Mk 3 and new 12.1-
in. EFBs feature the
company’s latest dis-
play enhancements,
including dual touch
capability and a pro-
cessor capable of
handling a range of
advanced software
applications including charting, elec-
tronic documentation, en-route real-time
weather moving maps, terrain aware-
ness, camera surveillance, and aircraft
data monitoring and reporting.
Certified for Class 2 and Class 3 usage,
the PilotView EFB is offered as a stan-
dard option on the Dassault Falcon 900,
2000 and 7X; Embraer Legacy 600/650
and E-170/190; Bombardier regional jets;
and Boeing’s NextGeneration 737 and
BBJ. In addition, over 30 STCs are avail-
able for the PilotView EFB on aircraft
including the Gulfstream GlV/GV and
the Bombardier Challenger 600 series,
Global Express and Global Express XRS.
Meanwhile, CMC’s CMA-9000 com-
pact FMS variants are in service with
over 60 civil and military operators with
applications including military, paramili-
tary and civilian aircraft.
A n d t h e c o m p a ny ’s C M A - 5 0 2 4
high-integrity aviation SBAS LP/LPV
Landing System Sensor now includes
helicopter hover hold capability and has
been certified by the FAA and Trans-
port Canada for stand-alone or fully in-
tegrated with the CMA-9000 LP/LPV
approach operations. The helicopter
hover hold capability is a unique CMA-
5024 function that is used to stabilize
and precisely maintain safe helicopter
hover operations.
FreeFlight Systems
Based in Waco, Texas, FreeFlight Sys-
tems has interfaced its Model 1201
WAAS/GPS sensor with Garmin’s GTX
330 Mode S transponder to provide an
additional 1090 MHz Extended Squitter
(1090ES) ADS-B Out upgrade path for
GTX 330 owners.
Under a licensing agreement with
Garmin, FreeFlight is enabling the 1201
WAAS/GPS sensor to serve as the ap-
proved high-integrity position source
paired with the GTX 330 with ES func-
tionality in a rule-compliant 1090ES
ADS-B Out installation. The upgrade
broadens ADS-B Out options for aircraft
owners based on their aircraft type, ex-
isting avionics and operational needs. It
ensures full compliance with ADS-B Out
requirements prior to the Jan. 1, 2020,
deadline and interfaces with certified
ADS-B In receivers for viewing ADS-B
weather and traffic information on com-
patible MFDs.
Garmin’s TSO-certified GTX 330 of-
fers traffic data-link capability, dedicated
pushbutton keys for squawk code selec-
tion and 250 watts of transmitting power.
With the ES upgrade and approved
www.AviationWeek.com/bca
WAAS/GPS position source it automati-
cally transmits aircraft flight ID, posi-
tion, altitude, velocity, climb/descent and
heading information.
Garmin International
And now, a look back at a milestone. On
Feb. 16, 1994, Garmin’s GPS 155 TSO re-
ceived FAA TSO-C129 approval, making
it the industry’s first FAA approach ap-
proved IFR GPS receiver. The certifica-
tion, which involved Class A1 standards
for non-precision approach use, set the
bar for future GPS advances in aviation,
of which there have been many, including
GARMIN INTERNATIONAL’S latest Pilot
for iOS and Android users added Preferred
Routes features.
moving map displays, terrain avoidance
systems and synthetic vision.
With GPS 155 TSO, pilots could fly in
instrument meteorological conditions
(IMC) throughout the departure, en
route and approach phases of flight using
GPS as their primary navigation source.
This approval commenced the phase-out
of older generation ground-based naviga-
tional aids. GPS provided instrument ap-
proach capability, particularly important
www.AviationWeek.com/bca
for remote airports that did not have
funding or accessibility to navaids. For
the first time, there existed a highly accu-
rate technology for the purpose of flying
non-precision instrument approaches in
the national airspace system.
In a celebratory mood, Garmin is offer-
ing its customers increased functionality
with the company’s G500/G600 flight
displays. A number of the benefits and
features the latest software update of-
fers are specific to certain airframes and
installations, including:
υ⁳Select TBM 700/850 models with a
G600 flight display may be eligible for
operations in reduced vertical separa-
tion minimum (RVSM) airspace (certain
installation criteria apply).
υ⁳Altitude preselect is available for
KFC 200/250 autopilots when paired
with a GAD 43e, a long-awaited fea-
ture for customers utilizing these
autopilots.
υ⁳Flight director display is now
available for Century IV/41/2000 au-
topilots.
υ⁳Flight director display with syn-
thetic vision technology (SVT) en-
abled is now available for select
Cessna autopilots.
The latest software is available as
a free update for current G500/G600
owners, but installation charges may
apply.
Building on its experience devel-
oping synthetic vision for certified
avionics, Garmin has integrated this
3-D perspective into Garmin Pilot for
iPad, Android or iPhone users. When
launching version 6.1 of Garmin Pi-
lot on your iPad, you’ll notice a new
icon on the main menu: “SynVis.” Ob-
stacles, traffic threats and even the
runway environment are all avail-
able within the same display. Nestled
among the attitude indicator, GPS-
derived airspeed and altitude tapes is
a horizontal situation indicator (HSI),
which offers course information if an ac-
tive flight plan is entered.
Garmin now offers interactive, Web-
based pilot training for the G5000 inte-
grated flight deck. Self-paced lessons
help pilots streamline their initial flight
training with the G5000 and offer a con-
venient, online course for future training
purposes.
When customers log in to the online
training course, they may select which
areas of operation they wish to explore
and watch a multimedia demonstration
of that task, such as loading a flight plan.
The course then permits the practice
of essential areas of operation using a
Business & Commercial Aviation | May 2014 71
guided simulation system with on-screen
prompts. Solo mode allows pilots to prac-
tice each highlighted area of operation,
without the use of on-screen prompts en-
suring each task is fully comprehended.
To help f light departments better
manage their pilots’ progress, the G5000
Web-based training course was devel-
oped within a learning content manage-
ment system allowing instructors to
facilitate learning. Features include a dis-
cussion board and the ability to journal,
and add documents for flight department
access, such as a flight operation manual.
At the conclusion of the course, a report
and completion certificate are available
for documentation purposes.
G5000 eLearning is available for pur-
chase as a 180-day subscription and is up-
dated periodically. Online training can be
accessed via computer, tablet or smart-
phone with Internet access. To purchase
the G5000 Web-based training course
($699), visit the flyGarmin (https://fly.
garmin.com) website and click on the
Training tab for more details.
Meanwhile, Garmin has rolled out new
worldwide weather pricing plans as well
as a new position reporting service, both
utilizing the company’s global connec-
tivity services. The Garmin services
offer pilots access to weather products
around the world and supply position
information to both owners and opera-
tors, ultimately increasing safety and
situational awareness.
Customers may select from two world-
wide weather plans based on their flying
needs. For those with moderate flight ac-
tivity, a package that offers a set number
of weather requests for a single monthly
price is available and for those flying
more frequently, there’s a larger package
encompassing more weather requests.
All-inclusive plans start at $100 a month.
Existing customers can continue to use
their existing plan or roll over their ac-
count to either of the new plans.
Position reporting services offer cus-
tomers information that may be impor-
tant for business and personal purposes.
Using their Garmin Flight Deck or avi-
onics, pilots may choose how frequently
they wish to send a position report, to be
displayed by a provider such as FlightA-
ware.com.
To take advantage of these new plans
and services as well as other global con-
nectivity services, customers need a GSR
56 Iridium data-link transceiver2 and a
compatible display using the latest soft-
ware. The GSR 56 is currently compat-
ible with the GTN series; G500, G600
and G500H flight displays; select G1000/
PURCHASE PLANNING HANDBOOK
G950-equipped aircraft; and G900X
flight decks for experimental aircraft,
with future availability in select G2000-,
G3000- and G5000-equipped aircraft.
For more information, visit www.garmin.
com/connext
Honeywell Aerospace
Honeywell is developing a new family of
cockpit aids to help airline pilots better
manage the takeoff and landing phases
of their flights. B&CA’s sister publication
Aviation Daily reports that the avionics
maker is close to rolling out a takeoff per-
formance alert software upgrade as part
of its enhanced ground proximity warn-
ing system (EGPWS) and is in the midst
of researching a more comprehensive up-
grade that will include a dedicated visual
display to help pilots manage aircraft en-
ergy during takeoff and landing.
The technology is directed at the prob-
lem of runway excursions.
Honeywell already offers excursion
preventatives with SmartRunway and
SmartLanding systems, both EGPWS
add-ons, but the new performance moni-
tors will be the first to give pilots a visual
real-time prediction of runway perfor-
mance based on the aircraft’s expected
acceleration or deceleration, weight,
braking action, winds, reported runway
conditions and other factors.
SmartLanding already provides too
high, too fast, unstable and long-landing
callouts if the aircraft’s energy state is too
high for the length of the runway; alerts
for the most part are meant to initiate go-
arounds. If the aircraft lands anyway, the
system provides distance-remaining call-
outs. The new landing performance mon-
itor, currently an engineering prototype,
gives the pilot-not-flying a graphical rep-
resentation of where on the runway the
aircraft will stop, along with suggestions
for maximum braking, deploying spoilers
and other excursion preventatives.
For takeoff computations, the software
computes the V1 and 35-ft. locations by
comparing the actual acceleration of the
aircraft with the scheduled acceleration,
issuing an aural alert at 80 kt. if the ac-
celeration is too low. The alert is inhibited
above 80 kt. to avoid distracting pilots in
the high-speed portion of the takeoff.
Meanwhile, Honeywell has been se-
lected by Pilatus to supply the PC-24
twinjet’s avionics. A combination of com-
ponents from Primus Epic and Primus
Apex — already proven on the PC-12 NG
— will provide the core functionality,
safety and display content for the Pilatus
Advanced Cockpit Environment (ACE)
72 Business & Commercial Aviation | May 2014
that has been designed specifically for
the new jet.
Pilatus ACE features include the
SmartView synthetic vision system, Hon-
eywell’s Integrated Navigation System,
TCAS II, Wi-Fi capability, WAAS-LPV
capability, protected mode-controller
pilot data-link communication and RNP
0.3 capability.
And due to component obsolescence is-
sues, Honeywell is phasing out its Primus
800 weather radar, which has not been
produced since 2002, and will offer re-
duced repair options by Honeywell. The
company will continue to provide Primus
800 business jet test and repair capabil-
ity, as well as spare part sales through
customer support centers until Dec. 19,
2014. (The Primus 800 has been replaced
by both the Primus 660 and the Primus
880 weather radar and they are certified
on most business jet models.)
IS&S Integrated Standby Unit (ISU)
calculates, processes and displays altitude,
attitude, airspeed, slip.skid and navigation
display information into a logical single
instrument display.
Innovative Solutions
& Support (IS&S)
IS&S is providing its Utilities Manage-
ment System (UMS) for the Pilatus
PC-24 under a multi-year production con-
tract. The UMS will provide integrated
control of systems from within the avi-
onics suite and implement automation
of various normal and emergency tasks
to reduce crew workload and improve
safety conditions. The UMS-100 acts as
the aircraft central maintenance com-
puter with a direct satellite or ground-
based link for real-time fault reporting.
Derived from IS&S products devel-
oped for the C-130, Cessna Citation and
Eclipse, the UMS-100 provides for con-
trol and monitoring of aircraft functions
such as navigation, auto-flight, landing
gear, surface positions, fire protection,
ice/rain protection, electrical loads,
lighting, environmental conditions, cabin
pressurization and oxygen systems.
L-3 Aviation Products
Enstrom Helicopter Corp. has selected
L-3 Aviation Products’ Trilogy ESI-2000
electronic standby instrument as an op-
tion for the 480B helicopter.
L-3 NXT-600 Mode S Transponder is
integrated into the Thales avionics
suite installed on the bombardier Q400
NextGen aircraft.
The solid-state Trilogy ESI-2000
replaces the th ree a na log
standbys that normally ac-
compa ny glass av ionics.
Trilogy provides attitude, al-
titude, airspeed and optional
heading data on a 3.7-in. digi-
tal screen. By presenting
flight information in a layout
that mirrors the primary
displays, the instrument fa-
cilitates a quick transition to
backup flight information in
an emergency, while reduc-
ing weight and saving panel
space.
Rockwell Collins
Rockwell Collins is touting the capabili-
ties of its new MultiScan ThreatTrack
weather radar. The system’s atmospheric
threat assessment capabilities for air
transport aircraft go beyond hail and
lightning prediction within a thunder-
storm cell and alert pilots to these sig-
nificant threats adjacent to the cell. The
radar is the first airborne weather radar
to differentiate the severity of approach-
ing turbulence. ThreatTrack’s Predictive
Overflight Protection helps warn pilots
of these threats associated with grow-
ing thunderstorms ahead and below that
may be in the aircraft’s flight path.
The Cedar Rapids, Iowa, manufac-
turer is also promoting its new EVS-
3000 enhanced vision technology, which
it says can detect all runway lighting,
www.AviationWeek.com/bca
including new LED systems, and lets
pilots see through many of the worst
conditions nature has to offer.
And in response to the FAA’s mandate
for improved helicopter avionics, the
company maintains its HeliSure family
of products, which is the only line that
combines 3-D visualization, displays,
sensors and databases to provide un-
precedented situational awareness.
HeliSure features the helicopter syn-
thetic vision system (H-SVS) and the
helicopter terrain awareness and warn-
ing system (H-TAWS), which, Rockwell
Collins says, give pilots “unprecedented”
situational awareness, particularly in
congested airspace or while working
dangerous mission profiles in conditions
such as reduced visibility. Additional ca-
pabilities are under consideration, such
as TCAS II or other sensors to enhance
flight in fog or brownout.
H-SVS is intended to simplify navi-
gation in degraded-visibility environ-
ments by replicating the outside world in
high resolution. Users plug into the com-
pany’s proprietary high-resolution ter-
rain and known-obstacle database and
can see any upcoming problem areas in
three-arc second resolution throughout
all phases of flight.
Significantly, the H-SVS works with
most existing large-format displays. H-
TAWS graphically depicts terrain and
known obstacles and gives pilots ad-
vance warning of those in their flight
path to further boost safety, features
which the FAA’s latest helicopter man-
date seeks to implement.
www.AviationWeek.com/bca
Universal Avionics Solid-State Data Transfer Unit (SSDTU) is an all in one unit that
facilitates centralized uploading and downloading for FMS, TAWS and Vision 1 databases,
and for Application Server Unit (ASU) charts, checklists and E-DOCS.
Universal Avionics
And in yet another helicopter segment
development, Universal Avionics is team-
ing with MD Helicopters in a two-year
program to design and build a NextGen
flight deck for the MD Explorer.
The NextGen multipurpose twin-engine
helicopter features a single-pilot IFR-capa-
ble flight deck with display graphics that
are video- and mission-display-capable.
The PFD provides all primary flight pa-
rameters, primary engine/rotor data and
safety critical annunciators. The MFDis-
play/engine indicating and crew alerting
system (EICAS) replaces the current inte-
grated instrument display system (IIDS)
with synoptic displays. Synthetic vision,
enhanced moving maps, system displays,
electronic charts, checklists and innova-
tive user interfaces are included in the
baseline. Single- and dual-pilot cockpit
configurations will be supported for for-
ward-fit and retrofit installation.
In addition, a point-and-click display
using a cyclic-mounted cursor slew switch
enables the pilot to operate the system
while maintaining visual contact with
the flight instruments. This feature is de-
signed to keep “hands-on, head-up” for
increased visual awareness.
In another partnership, Universal
Avionics and Duncan Aviation have
completed and delivered the first two
Dassault Falcon 900B jets with flight
deck upgrades and additional 900B cock-
pit retrofits.The upgrade is specifically
developed for minimal transitional flight
crew training and offers capabilities such
as satellite-based augmentation system
(SBAS) and localizer performance with
vertical guidance (LPV), ADS-B, CPDLC,
future air navigation system (FANS) 1/A+
Business & Commercial Aviation | May 2014 73
and Link 2000+. The Falcon 900B avion-
ics suite includes five EFI-890R 8.9-in.
displays, including one fully dedicated
engine display (ED); two Vision-1 SVS;
two application server units (ASU) for
Jeppesen charts, checklists and E-DOCS;
dual UNS-1Fw satellite-based augmenta-
tion system (SBAS)-FMS with 5-in. con-
trol display units (CDU — a third CDU is
optional); an optional pair of radio con-
trol units; and an optional UniLink UL-
801 airborne data-link communications
management unit (CMU) with integrated
VDL Mode 2 VHF radio.
Also from Universal comes a re-
minder that Europe is getting ready
for the final phase in the deployment of
8.33-kHz radios — with mandatory use
throughout European airspace by 2018.
While this will solve long-standing radio
frequency congestion problems, for at
least a decade, it will put a burden on
many business aircraft operators. All
operators flying to Europe, or planning
such operations in the future, need to
be aware of the proposed phased imple-
mentation of 8.33-kHz channel spac-
ing below FL 195. For a nice overview
of what you should know about this
subject, click on over to https://tinyurl.
com/833spacing
So there you have it — the avion-
ics industr y responds as Nex tGen
evolves. More things in life should be this
logical. B&CA
Find a full listing of Avionics Equipment
by manufacturer in the digital edition of
the complete Purchase Planning Handbook,
available on Zinio or at AviationWeek.com
 AVIONICS

VHF PANEL-MOUNT TRANSCEIVERS

Power Output Price
Model Channels Units/Weight (lb.)
Manufacturer (peak W) Remarks
TSO Channel Display Power Required Size (in.)
Honeywell Aerospace Bendix/King 760 7 nominal 1/2.9
KY 97A
Bendix/King Avionics Active/standby frequncy stored
$3,476
9201 San Mateo C37c channels. LCD 14 V.
Blvd. NE LCD; nvm 14 VDC 6.25 x 1.3 x 10.5
C38c
Albuquerque, NM
87113 Bendix/King 760 16 nominal 1/3.2
KY 196A
(855) 250-7027 Active/standby frequency; stored
$5,312
www.bendixking.com C37c channels; LED, 28 V.
LED 28 VDC 6.3 x 1.35 x 10.8
C38c

Bendix/King 760 10 nominal 1/3.2

KY 197A
$5,374 LED, NVM
C37c LED; nvm 14 VDC 6.3 x 1.35 x 10.8
C38c

Bendix/King 760 7 nominal 1/2.9

KY 96A Active/standby frequency, stored
$3,164
channels, LED, 28 VDC.
C37c, C38c LCD, non-volitile 28 VDC 6.25 x 1.3 x 10.5

Bendix/King 2280 18 nominal 1/3.2

KY 196B
Active/standby frequency; stored
$7.246
C37c channels; LED 28 VDC.
LED; nvm 28 VDC 6.3 x 1.35 x 10.8
C38c

VHF REMOTE-MOUNT TRANSCEIVERS

Frequency
Model Units/Weight (lb.) Price
Manufacturer Display Xmit Power (W) Remarks
TSO Frequency Storage Size or Form Factor Power Required
Honeywell Aerospace Bendix/King
Bendix/King Avionics gas discharge 2/4.3 $21,483
KTR 908
Includes KFS 598A control with
9201 San Mateo Blvd. NE
digital display of active/standby
Albuquerque, NM 87113 20/NA
2 (9 channels);
frequencies, flip-flop 118.0-
(855) 250-7027 C37c 118.0 - 151.975 MHz 1.8 x 5.0 x 11.8 28 VDC 151.975 MHz.
www.bendixking.com C38c opt.

Rockwell Collins CTL-22 uilt-in diagnostics; compatible

VHF-4000 2/4.7 see remarks
400 Collins Rd. N.E. gas discharge only with CSDB or ARINC 429
Cedar Rapids, IA 52498 controls. Options: 001 base-
(319) 295-4085 line: includes CTL-22.
Fax: (319) 295-2297 101 adds 8.33: includes CTL-
www.rockwellcollins.com 20 22C. 201 adds Mode A/2 data;
C37d includes CTL-22.
8 frequencies; nvm 2.5 MCU 28 VDC
C38d 301 adds 8.33 and Mode A/2
data: includes CTL-22C.
Prices range from $13,976 to
$21,892.* *BCA estimate.

VHF-4000E CTL-22C 2/4.7 $21,892- ilt-in diagnostics;

gas discharge $26,264*
compatible only with CSDB or
ARINC 429 controls. Options:
101 adds 118.0-151.975 +
20
C37d $21,892- 8.33; includes CTL-22C. 301
8 frequencies; nvm 2.5 MCU adds
C38d $26,264*
Mode A/2 data; includes CTL-
22C. *BCA estimate.

VHF-4000 gas discharge 24.7 $68,620*

Transceiver
20 *B&CA estimate.
8.33/25 kHz 2/5 MCU N/A

CVC-152 color LCD 1/0.75 $4,347*

Gray or black panel.

N/A
5 VDC, 5 VAC or *B&CA estimate.
control display — 2.50 x 3.15 x 4.29 28 VDC

73a Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

VHF REMOTE-MOUNT TRANSCEIVERS

Frequency
Model Xmit Power Units/Weight (lb.) Price
Manufacturer Display Remarks
(W)
TSO Frequency Storage Size or Form Factor Power Required
Cobham Electronics 1/0.75 $7,643* Optional multi-function display;
(formerly Wulfsberg) CCN-955 see remarks N/A color LCD displays nav and
5 VDC, 5 VAC,
6400 Wilkinson Dr. 2.50 x 3.15 x 4.29 28 VDC comm data. *B&CA estimate.
Prescott, AZ 86301
(928) 708-1550 CVC-151 118-136 MHz 1/3.3 $14,461* ARINC 429 bus interface;
(928) 541-7627 FliteLine 118-11.975 MHz
8.33 or 25 kHz spacing; FM
www.cobham.com immunity; auto-tune capability.
FMS and radio management
20
interface capability VDL Mode
C169 color LCD 4.10 x 2.40 x 13.33 18 - 33 VDC 2 & 3 provisions; color LCD
shows nav and comm data.
*B&CA estimate.

HF TRANSCEIVERS
Model Frequency Range Xmit Power Units/Weight (lb.) Price
Manufacturer Remarks
TSO Channels (W) Size or Form Factor Power Required
Honeywell Aerospace HF-1050 2-29.999 4/29.9 $77,680
Delivers 200 W PEP transmitter
1944 East Sky power and four squelch options.
Harbor Circle KRX 1053 Receiver/Exciter:
5.56 lb; 10.8 x 3.1 x 5.0 “Once tuned, always tuned”
Phoenix, AZ 85034 coupler capability provides
(800) 601-3099 200 PEP KPA 1052 Power Amplifier:
(SSB) <20 millisecond response.
Fax: (602) 365-3343 C31d 6.67 lb;
C32d 280,000 12.7 x 7.2 x 1.8 28 VDC PS-440 controller provides 99
www.honeywell.com user-programmable channels,
KAC antenna coupler: clarifier functional and coupler
9.87 lb;
13.0 x 4.7 x 9.87 tune status.

Rockwell Collins HF 9000 2 - 29.9999

SSB/AM 3/27.5 $99,980* Fiberoptic interface; rapid-tune
400 Collins Rd. N.E. System AM data
Cedar Rapids, IA 52498 antenna coupler (40 millisec-
(319) 295-4085 selectable ond computer training); BITE.
controller:
Fax: (319) 295-2297 power output 2.625 x 5.75 x 5.85 Includes HF receiver/transmitter
280,000; 10.50, antenna coupler and radio-
www.rockwellcollins.com C31d 99 operator program- 175 PEP transceiver: 28 VDC tuning unit.
C32d mable; 176 ITU 7.625 x 5.55 x 12.60
r/t programmed *Special order price and
antenna coupler: delivery.
7.6 x 3.8 x 13.0

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73b

 AVIONICS

HORIZONTAL SITUATION INDICATORS/COMPASS SYSTEMS

Model Gyro Units/Weight (lb.) Price
Manufacturer Autopilot Outputs Remarks
TSO Slave Rate Form Factor Power Required
Honeywell Aerospace
KI 825 Color
Bendix/King Avionics EHSI/MFD
remote 1/3.0 $17,074 Integrated EHSI, AMLCD; arc mode;
extensive
9201 San Mateo Blvd. outputs; 360 mode; course map; interfaces
NE GPS selected with numerous navigation systems and
Albuquerque, NM 87113 discretes, WX500 Stormscope. Priced for a new
C113, C6d, EHSI-ready discretes
(855) 250-7027 C34e, C36e, — 3 ATI 14 - 28 VDC installation and a KCM 100.
C40C, C11a
www.bendixking.com

Sandel Avionics SN3500 3 ATI primary navigation display;

Primary Naviga- remote 1/2.9 $13,407 sunlight readable LED backlit display
2401 Dogwood Way tion Display
Vista, CA 92081 with 180-de. viewing angle and over
(877) 726-3357 10,000-hr. MTBF. Combines HSI, RMI,
(760) 727-4900 color moving map and other features.
Fax: (760) 727-4899 Accepts synchro, stepper motor and
www.sandel.com ARINC 429 gyro inputs. Designed to
C113, C6d, N/A work with a wide variety of digital and
C34e, C35d, analog NAV, GPS/WAAS, DME, ADF and
11-33 VDC;
C36e, C40e, N/A 3 ATI
C41d,
33 W marker beacon receivers. Compatible
C118, C119B with the WX-500 Stormscope. Optional
interfaces for traffic, $980; WSI data-
link weather, $980; high-vibration
version, $16,829. NVIS compatible
version, $20,800.

SN4500 Sunlight readable LED backlit display

Primary
Navigation remote 1/3.5 $20,950 with 180-degree viewing angle and over
Display 10,000-hour MTBF. Combines HSI, RMI,
color moving map and other features.
Accepts synchro, stepper motor and
ARINC 429 gyro inputs. Designed to
work with a wide variety of digital and
analog
C113, C6d, analog NAV, GPS/WAAS, DME, ADF and
C34e, C36e, N/A 4 ATI 22-33 VDC; marker beacon receivers. Compatible
C40e, C41D, 40 W with the WX-500 Stormscope. TACAN
C118, C119B
interface available. Optional interfaces
for traffic, $714; WSI datalink weather,
$714; high-vibration version, $23,800.
NVIS compatible version, $27,050.

AUTOMATIC DIRECTION FINDERS

Model Frequencies Units/Weight (lb.) Price
Nav
Manufacturer Frequency Storage Remarks
Outputs
TSO Display Size or Form Factor Power Required

Honeywell Aerospace Bendix/King 200-1799 kHz 1/6.7 $7,192

Bendix/King Avionics KR 87 P/M
9201 San Mateo Blvd. NE nvm
Times flight and approaches;
Albuquerque, NM 87113 analog slaved indicator and RMIs available
(855) 250-7027 C41c 6.25 x 1.3 x 11.23 11-33 VDC as options. Incudes KA 44B antenna.
www.bendixking.com gas discharge

Rockwell Collins 190-1799 kHz

400 Collins Rd. N.E. 2182 kHz Built-in diagnostics; compatible only
ADF-4000 emergency freq. 3/6.4 $18,272* with CSDB or ARINC 429 controls; digital
Cedar Rapids, IA 52498 CSDB
ARINC signal processing; dual antenna optional.
(319) 295-4085 6 frequencies; nvm 429 Includes ANT-462A.
Fax: (319) 295-2297 *Dual system, $36,728.
www.rockwellcollins.com C41d gas discharge 2 MCU 28 VDC

Cobham Eelctronics DFS-431 5.6 Arinc 429 bus, AFCS interface; steering
TSO C-41C 6.7 x 2.85 x 13.8 guidance to/from NDB. Self-diagnostics
6400 Wilkinson Dr. 18-33 VDC
190-1860 kHz and auto-calibration.
Prescott, AZ 86301 2181-2183 kHz Arinc $4,890*
(928) 708-1550 429,
(928) 541-7627 analog LCD color display; power; gray or black
5 VDC, 5 VAC
AT-434A 0.60 or 28 VDC panel
www.cobham.com Antenna 3.15 x 2.50 x 4.29
$6,020*
*B&CA estimate.

73c Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

NAVIGATION RECEIVERS (PANEL- AND REMOTE-MOUNT)

Model Channel Display Nav Outputs Units/Weight (lb) Price
Manufacturer Remarks
TSO Channel Storage GS/MB Size or Form Factor Power Required
Honeywell Aerospace Bendix/King gas discharge 2/6.5 $37,734
Bendix/King Avionics KNR 634A
9201 San Mateo Blvd. NE Synchro-interface KNI 582 RMI
ARINC 429
Albuquerque, NM 87113 CDI, HSI, RMI optional. Digital display of active/
(855) 250-7027 C40a, C36c, 2 nav; standby frequencies.
3.0 x 5.0 x 10.0 28 VDC
www.bendixking.com C34c, C35d nvm

Cobham Electronics
6400 Wilkinson Dr. 1/3.31
CVN-251 108.0-117.95 MHz $23,200*
Prescott, AZ 86301 4.0 x 2.4 x 13.33 ARINC 429 bus interface; 160 VOR
(928) 708-1550 channels; 40 LOC channels; includes
ARINC 429
(928) 541-7627 SIN/COS glideslope/marker beacon receivers.
www.cobham.com FM immunity standard. *BCA estimate.
C40c, C36e, 1/0.75
LCD 18-33 VDC
C34c, C35d 2.5 x 3.15 x 4.29

CVC-152 1/3.31
108.0-117.95 MHz $4,890*
Control Display 4.0 x 2.4 x 13.33
Combines comm and nav tuning;
ARINC 429
SIN/COS gray or black panel.
*B&CA estimate.
1/0.75 5 VDC, 5 VAC or
LCD 2.5 x 3.15 x 4.29 28 VDC

1/3.31
CCN-955 108.0-117.95 MHz $9,540*
4.0 x 2.4 x 13.33

ARINC 429 Combines comm and nav tuning.

SIN/COS *B&CA estimate.
1/0.75 5 VDC, 5 VAC or
LCD 2.5 x 3.15 x 4.29 28 VDC

Rockwell Collins VIR-4000 CTL-32 CSDB 2/3.9 see remarks Special order item and pricing.
gas discharge ARINC 429
400 Collins Rd. N.E. Combines ADF and VOR/ILS/MKR
Cedar Rapids, IA 52498 C34e, C36e, receivers in a single package.
(319) 295-4085 6 frequencies; nvm N/A 2.5 MCU 28 VDC Internal diagnostics capability.
C40c, C35d
Fax: (319) 295-2297
www.rockwellcollins.com CTL-32 CSDB Built-in diagnostics; compatible only
NAV-4500 2/4.1 $23,560*
gas discharge ARINC 429 with CSDB or ARINC 429 controls;
digital signal processing; includes
CTL-32 ($4,904); meets Eurocontrol
C34e, C36e, 6 frequencies; N/A 2.5 MCU 28 VDC FM immunity standards only. RTU
C40c, C35d nvm
4200, $23,880. *B&CA estimate.

NAV-4000 CTL-32 CSDB 2/4.7 $32,532* Built-in ADF; built-in diagnostics;

gas discharge ARINC 429 compatible only with CSDB or ARINC
429 controls; digital signal process-
ing; meets Eurocontrol FM immunity
C34e, C36e, standards.
6 frequencies;
C40c, C35d, N/A 2.5 MCU 28 VDC
nvm *Configuration will determine price.
C41d

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73d

 AVIONICS

DISTANCE MEASURING EQUIPMENT

Model Nav Outputs Units/Weight (lb.) Price
Channel
Manufacturer Remarks
Display Power Outputs Size or
TSO Power Required
(peak W) Form Factor
Honeywell Aerospace Bendix/King 1/2.6 Includes antenna and installation kit;
serial data $8,572
Bendix/King Avionics KN62A gas P/M accepts remote channeling. Distance
9201 San Mateo Blvd. NE discharge accuracy: ±0.1 nm nominal to 99 nm,
Albuquerque, NM 87113 100 6.3 x 1.3 x 12.3 11-33 VDC ±1.0 nm, 100 to 389 nm.
(855) 250-7027
www.bendixking.com Bendix/King Includes KDI 572 indicator, optional slaved
serial data 2/3.6 $13,801
KN63 gas
discharge indicator. Distance accuracy: ±0.1 nm nomi-
C66a 100 6.5 x 1.1 x 11.55 11-33 VDC nal to 99 nm, ±1.0 nm, 100 to 389 nm.

Bendix/King gas ARINC 429 Includes KDI 572 indicator;

2/6.3 $24,093
KDM 706A discharge, ARINC 568
slaved optional slaved indicator;
C66b indicators 250 3.0 x 5.25 x 12.8 28 VDC kits/mounts not included.

Rockwell Collins
DME-4000 CSDB 2/4.4 $20,100* Tracks three channels simultaneously
400 Collins Rd. N.E. ARINC 429 when linked to CTL-32, IND-42; decodes
Cedar Rapids, IA 52498 gas
discharge and displays station ident; digital signal
(319) 295-4085
processing; echo monitor; built-in diagnos-
Fax: (319) 295-2297 C66c 300 2.5 MCU 28 VDC tics; includes IND-42. *B&CA estimate.
www.rockwellcollins.com

Cobham Electronics
CDM-451 3 ARINC 429 Three-channel scanning. ARINC 429
6400 Wilkinson Dr. 2 ARINC 568 1/3.6 $24,500*
FliteLine interface; nav frequency display in DME
Prescott, AZ 86301 1 40-bit serial
LCD hold mode; six-wire analog continuous self-
(928) 708-1550
test. SD-442B display, $7,630.
(928) 541-7627
C66c 325 3.87 x 3.27 x 13.33 18-33 VDC Available with NVG option. *B&CA estimate.
www.cobham.com

LONG-RANGE NAV/COMS
Model Inputs Units/Weight (lb.) Price
Manufacturer System Type Remarks
Outputs Size or Form Factor Power Required
TSO

Avidyne IFD 540 VHF Com; 1/8.5 Designed as a drop-in replace-

55 Old Bedford Rd.
Lincoln, MA 01773 GPS receiver with WASS
(SBAS) capability, VOR/
(781)402-7400 ILSs/LOC receiver,
(800) AVIDYNE VHF com
Fax: (781) 402-7599
www.avidyne.com C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
VOR-LOC-ILS; ment for the GNS 530 and 530W
GPS $16,995
SBAS-WAAS navigators, but with a larger dis-
play and touch-screen interface.
5.7-in. VGA (640 x 480) LED. 16
channel GPS/SBAS receiver with
11-33 VDC 1,000 user-defined waypoints/99
— 4.60 x 6.3 x 11.0 10W VHF Com (16W
option available) flightplans. Optional TAWS-B,
$7,995; optional 16W VHF trans-
ceiver, $4,995.

IDF 440 VHF com; VOR-LOC-ILS; 1/6.6 $14,995 Designed as a drop-in replace-
GPS; SBAS-WAAS
GPS receiver with WASS ment for the GNS430 and
(SBAS) capability, VOR/ 430W navigators, but with a
ILS/LOC receiver, VHF larger display and touch-screen
com
11-33 VDC interface. 16-channel GPS/SBAS
— 2.66 x 6.3 x 11.0 10W VHF Com (16W receiver with 1,000 user-defined
C34e, C36e, C40c, option)
C110a, C113, C118, waypoint/99 flightplans. Optional
C146c, C147, C151b, 16W VHF transceiver, $4,995.
C157, C165, C169a

Esterline CMC Electronics CMA-5024 GLSSU ARINC 429

(complies with
600 Dr. Frederik Philips Blvd. ARINC 743B/ 1/5.5 $20,000
Montreal, Quebec ARINC 429 Standalone LPV solution with
GPS receiver with SBAS
Canada H4M 2S9 and LPV CMA-5025 control head; no FMS
(514) 748-3184 or EFIS modification required.
Fax: (514) 748-3100 C145b Beta-3 ARINC 429 N/A 28 VDC
www.cmcelectronics.ca C146b Delta-4

73e Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca


LONG-RANGE NAV/COMS
Manufacturer
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
ICG (International
Communications Group,
Inc.)
230 Pickett’s Line
Newport News, VA 23603
(757) 947-1030
Toll free: (800) 279- 1991
(Fax: (757) 947-1035
www.icg.aero
Rockwell Collins
400 Collins Rd. N.E.
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
TrueNorth Avionics, Inc.
1682 Woodward Dr.
Ottawa, Ontario
Canada K2C 3R8
(613) 224 3301
Toll free in U.S. & Canada:
(877) 610-0110
Fax: (613) 224-0954
www.truenorthavionics.com
www.AviationWeek.com/bca
AVIONICS
Model Inputs Units/Weight (lb.) Price
System Type Remarks
Outputs Size or Form Factor Power Required
TSO
Laseref IV
ARINC 419/429 2/16.9 $348,968
Laser Gyro IRS All digital; 4 MCU, ARINC 704.
28 VDC
ARINC 429/ASCB 4.9 x 7.6 x 13.1
C4c, C5e, C6d or 115 VAC
Laseref VI Micro IRS Laseref VI Inertial Reference Unit
ARINC 429 2/3.2 $265,361
with updated microprocessor,
Laser Gyro IRS on-aircraft data load capability;
HIGH Step II software for 100%
ARINC 429 6.5 x 6.4 6.4 28 VDC available RNP.
C4c, C5e, C6d, C129a
AH-1000 Attitude AH-1000 is a Microelectro-
Header Reference Unit ARINC 429 and discrete 2/3.2 $33, 334
I/O mechaanical System (MEMS)
attitude and heading reference
MEMS AHRS
system (AHRS) designed to serve
as the AHRS for commercial
C3e, C4c, C5f, C6e ARINC 429 2.5 x 5.0 x7.8 28 VDC
(ETSO C3d, C4c, C5e, aerospace primary and secondary
C6e) attitude and heading systems.
Dual-transceiver device that
Single 2 MCU combines a single channel of
$35,840
rack/6.3 lb. global voice and 2400 bps data
service with a second Short Burst
ARINC 429; audio tip/
ring; audio 4 wire; RS- Data (SBD) channel in a single
NxtLink ICS-120A
Satcom Terminal 232; Discretes: RF, USB; 2MCU LRU. The system provides
mainenance port; remote the flight crew with an exclusive
SIM and configuration
global voice channel and a
15.98 x 2.33 x 7.75 28 VDC dedicated data link channel to
support ACARS, FANS messaging,
ADS-C and CPDLC.
Three-transceiver unit combines
Single 2 MCU dual channels of global voice
$47,295 and 2400 bps data service with
rack/6.3 lb.
a third Short Burst Data (SBD)
ARINC 429; audio tip/
ring; audio 4 wire; RS- channel in a single 2MCU LRU.
NxtLink ICS-220A
Satcom Terminal 232; Discretes: RF, USB; The system provides the flight
mainenance port; remote crew with an exclusive global
SIM and configuration
voice channel and a dedicated
15.98 x 2.33 x 7.75 28 VC data link channel to support
ACARS, FANS messaging, ADS-C
and CPDLC.
GPS-4000S ARINC 429
(complies with N/A $32,576*
ARINC 743A)
GPS receiver w SBAS *B&CA estimate.
(WAAS) capability
ARINC 429 2 MCU 28 VDC
C145A Class Beta-3
Simphone Data Link 1/1.6 lb.
Unit ARINC 429 $19,900*
Features a built-in Iridium satcom
transceiver. Compatible with
FANS-1/A
FANS over Iridium many FMS systems to provide
FANS-capable Iridium data link
without impacting cabin com-
RTCA DO-178B Level D; Iridium 8.5 x 5.0 x 1.85 28 VDC munications.
RTCA DO-262A *B&CA estimate.
TSO-C159a (pending)
Business & Commercial Aviation | May 2014 73f
 AVIONICS

TRANSPONDERS
Model Modes Units/Weight (lb.) Price
Manufacturer Remarks
TSO Power Output (W) Size or Form Factor Power Required

ACSS, an L-3 TCAS/Mode S/Fit ID

Mode S RCZ-852 control panel; RMU 5.0 $67,867 Elementary and Enhanced Surveillance
Communications and (Primus II radios) (ELS/EHS) and DO 260 compliant.
Thales Company
Certified on many regional and business jets.
19810 N. 7th Ave. C112 CTL92A/T/E 3.4 x 4.1 x 14.01 28 VDC
Phoenix. AZ 85027
(623) 445-7001 TCAS/Mode
S/Fit ID control DO-260B and DO-181E compliant. Elemen-
Fax: (623) 445-7000 Mode S ATDL XS-950 1/11.5 $93,966
panel; tary and enhanced surveilance (ELLS/
www.acss.com CTL92A/T/E EHS). Certified on many business jet and air
transport category aircraft.
C112 4 MCU 28 VDC

TCAS/Mode S/Fit
NTX-600 ID; control panel; 1/5.0 $71,260 DO-260B and DO-181E compliant. Elemen-
Mode S RMU (Primus II
radios) tary and Enhanced Surveillance (ELS/EHS).
Selected for the Bombardier Q400.
115 VAC, 400 Hz or
C112d, C116b 3.4 x 4.1 14.01 NA
28 VDC

NXT-800 TCAS/Mode S/Fit

Mode S ID; control panel 1/8.6 (AC); 7.8 lb. (DC) $98,664
DO-260B and DO-181E compliant. Elemen-
115 VAC, 400 Hz or tary and enhanced surveilance (ELLS/EHS).
C112d, C166b 4 MCU NA
28 VDC

Avidyne Corp. Mode A/C/S with Panel-mounted Class 1 Mode S Level 2 data-
AXP340 extended squitter; 1/2.98 $5,995 link transponder, with 1090 MHz Extended
55 Old Bedford Rd. ADS-B OUT
Lincoln, MA 01773 Squitter (ES). Meets requirements for Mode
(781) 402-7400 S elementary surveillance transponders.
(800) AVIDYNE Slide-in replacement for existing KT76A/
Fax: (781) 402-7599 KT78A transponders. Designed to upgrade
Info @avidyne.com existing Mode A/C equipment to Mode S,
www.avidyne.com while adding additional functionality such
as direct-entry numeric keypad, pressure
C166b, ETSO altitude and GPS Lat/Long readout, Flight ID
240 6.3 x 1.57 x 9.4 10 -33 VDC
2C112b, ETSO C166b
entry, one-touch
VFR code entry, a stop-watch timer/flight tim-
er, and altitude alerter. Supports the latest
Version 2 1090 MHz Automatic Dependent
Surveillance Broadcast (ADS-B) Extended
Squitter (ADS-B out).

Garmin International Solid-state Mode-S, keypad entry, remote

1200 E. 151st St. GTX 330 A, C, S 1/3.0 $4,995* ident, pressure altitude, density altitude and
Olathe, KS 66062 OAT display, front-panel entry for flight ident,
(800) 800-1020 altitude monitor with voice alert, flight timers.
C112 TIS compatible in the United States. *B&CA
(913) 397-8200 CC166a, Class 2A 250 1.6 x 6.25 11-33 VDC
Fax: (913) 397-8282 estimate.
www.garmin.com
GTX 330D A, C, S 1/3.0 $9,995* Diversity Mode-S, solid-state keypad entry,
remote ident, front panel entry for flight
ident, altitude monitor with voice alert, flight
C112 250 1.6 x 6.25 x 9.75 11-33 VDC timers. TIS compatible in the United States.
Class 2A
*B&CA estimate.

GTX 327 A, C 1/3.1 $2,665* Panel mount Mode-C, solid-state keypad

entry; dedicated pushbutton keys for squawk
code selection; dedicated VFR squawk
C74c, Class 1A 200 6.25 x 1/65 x 8.73 11-22 VDC key and pilot selectable data field. *B&CA
estimate.

GTX 33 A, C 1/2.2 $2,645*

Remote mount, solid-state, remote ident
C74c, Class 1A 200 1.71 x 6.30 x 8.78 11-33 VDC capability, flight timers. *B&CA estimate.

GTX 327 A, C 1/3.1 $2,665* Panel-mount Mode C, solid-state, keypad

entry, dedicated pushbutton keys for squawk
code selection, dedicated VFR squawk
C74c, Class 1A 200 6.25. x 1.65 x 8.73 11-22 VDC key and pilot selectable data field. *B&CA
estimate.

73g Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

TRANSPONDERS
Model Modes Units/Weight (lb.) Price
Manufacturer Remarks
TSO Power Output (W) Size or Form Factor Power Required

Honeywell Aerospace Bendix/King A, C 1/3.1 $2,265

KT 76A Automatic reply-light dimmer; system test;
Bendix/King Avionics
9201 San Mateo Blvd. NE remote ident capability adapter available.
C47c; Class 1B 250 6.25 x 1.6 x 10.0 14 or 28 VDC
Albuquerque, NM 87113
(855) 250-7027
Bendix/King
www.bendixking.com KT 74 NA 1/2.8 $2,999 Mode S ADS-B capable.

ETSO C112d, ETSO 240 W nominal; 125

C166b, TSO C112d 1.7 x 6.30 x 10.7 11-33 VDC
W minimum
and TSO C166b

Bendix/King A, C 1/3.1 $3,286 Slide-in replacement for KT 76A. Program-

KT 76C mable VFR code; remote ident capability;
gas-discharge digital display; pushbutton
C47c 250 6.25 x 1.63 x 10.73 11-33 VDC code entry.

Bendix/King
KT 73 A, C, S, TIS 1/3.6 $6,399 Mode S data link with TIS.
Meets European Elementary Surveillance
C112 200 6.25 x 1.63 x 10.82 10-32 VDC mandate (non-diversity).

Bendix/King A, C, S 1/3.9 $6,958 Mode S transponder; non-diversity surveil-

KT 70 lance only; includes discrete address
memory module; displays encoding altimeter
C112; Class 1A 250 6.25 x 1.63 x 10.0 11-33 VDC output; gas discharge display.

Bendix/King A, C, S 2/8.5 $45,434

MST 67A
Mode S diversity transponder.
C37c/C38c 250-625 14.0 x 3.0 x 8.9 115 VAC; 400 Hz
C74c; Class 3A

Rockwell Collins TDR-94D S 2/9.7 $33,068

400 Collins Rd. N.E. Mode S transponder; European Elementary
Cedar Rapids, IA 52498 and Enhanced Surveillance compliant.
(319) 295-4085 Compatible with TCAS II Change 6.04 and
Change 7.0 systems. DO-260A ADS-B trasmit
Fax: (319) 295-2297 C112; Class 3 250-625 4.9 x 3.3 x 12.5 28 VDC compliant. Includes CTL-92E flight ID capable
www.rockwellcollins.com
control panel.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73h

 AVIONICS

WEATHER RADAR
Model Scan Stablztn. Display Scope Units/
Ranges Dish Size Price
Interface (dia./in.) Weight
TSO & Beam Pulse Width Stabl. Sig.
Manufacturer Remarks
Power Width
(in./deg.) Looks/Min. Indicator
Circuits Output Ant. Tilt Colors RT. Size Power
(Peak KW) Size

Garmin International Selectable 20, 40, 60

GWX 68 2.5, 5, 10, or 90° ±30° Vertical scan feature:
1200 E. 151st St. 20, 40, (G1000) Garmin 12 in./ $21,995*
HSDB and 9.1 looks horizontally or
(12 in.)
Olathe, KS 66062 80, 160
and 320 ARINC N/A vertically on bearing line
(800) 800-1020 30-220 429/ 10 in./ $20,995* selected by pilot. WATCH
nm
(913) 397-8200 20 or 90° mV/ 453 9.0 (10 in.)
(MX 20; feature identifies the
Fax: (913) 397-8282 C63c GMX 200) 10/9 (MX 20 and degree
GMX 200) ARINC shadowing effects of
www.garmin.com 429 HSDB short range cell activity;
12/7.8
Automatic Target Alert
4/28
Vertical scan, ext. 6 in. & Width: VDC, feature looks ahead
STC, WX alert, at- 1&4 10.0 in. for intense cell activity
7kW 4 10 in. 60 W
ten. comp., variable micro- ±15° Depth: 8-28
diag. VAC in 80-320 nm range.
gain - WX and map seconds 6.3 in. 400 Hz
modes, WATCH *B&CA estimate.

Honeywell Aerospace Bendix/King 10, 20, 90° or 30°

ADR 2000 100° KMD 850
Bendix/King Avionics 40, 80, N/A 1/9.9 $18,228
EFIS
160 Vertical profile feature:
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
20-220 scans horizontally or
C63c 10/10 4 vertically on track line
(855) 250-7027 12/8 mv/det.
15 28 VDC; selected by pilot. Alpha-
www.bendixking.com
4 4 N/A 10.28 10, 26, numeric display of range,
Vertical profile, ext. dia. 115 VAC,
STC, tgt., wx alert, ARINC function and tilt angle.
±15° 400 Hz
atten., comp., variable 429
gain-map mode

Bendix/King 5, 10, 20, 90°, 100°, ±30°

RDR 2100 40, 80, 120° pitch & roll KMD 850 N/A 1/9.9 $20,552
160, 240, EFIS
320 Vertical profile feature:
20/220
range mv/deg. scans horizontally or
C63c dependent ARINC vertically on track line
12/8 429
10/10 selected by pilot; Alpha-
28 VDC; numeric display of range,
Vertical profile; 10.28 10, 26,
extended STC; wx 6.0 5 N/A function and tilt angle.
dia. 115 VAC,
attenuation com- 400 Hz KMD 850 MFD, $13,440.
15 ±15°
pensation; variable
gain in map mode;
wx alert; autotilt

60° or ARINC
Primus 660 ±30°
Honeywell Aerospace 2.5, 5, 10, 120° 453/708
25, 50, checklist, $84,957
1944 East Sky 100, 200, data nav, 4 2/15.8
Harbor Circle 300 50 or 200 EFIS, MFD,
Phoenix, AZ 85034 C83c 12/7.9 2 mv/deg. or LSZ-860 Single receiver/transmit-
18/5.6 ARINC 429 ter/antenna pedestal.
(800) 601-3099
Fax: (602) 365-3343 4.81 x 5.0 x
www.honeywell.com REACT; GMAP 10 4 6.25 x 7.6 x 28 VDC
target alert, preset 12/24 ±15° 12.24 15.0
& variable gain

60° or ARINC
Primus 880 ±30°
2.5, 5, 10, 120° 453/708
25, 50, checklist, $130,181
5 2/15.8
100, 200, data nav,
300 50 or 200 EFIS, MFD,
C63c 2 mv/deg. or LSZ-860
12/7.9 Single receiver/transmit-
18/5.6 ARINC 429
24/4 ter/antenna pedestal.
Doppler turb. detec., 5.0 x
compensated, tilt, 4.8 x 6.25
10 5 7.6 x 28 VDC
REACT, GMAP target 12/24 ±15° x 12.24 15.0
alert, preset & vari-
able gain

60° or ARINC
Primus 700A 120° ±30 429/708
1
Short-range and high
⁄2, 1, 2.5, checklist,
5, 10, 25, data nav, $114,988 resolution system for
5 4/37 special search and
50, 100, EFIS,
200, 300 10/10, lightning
12/7.9, 50 or 200 surveillance missions,
C63c 6 mv/deg. or sensor
10 x 14/ LSZ-860 displayed menus. Mini-
10 x 7.1, ARINC 429
mum detect range at 450
18/5.6,
24/4 ft. Allows full dual-mode
4.81 x 5.0 x operation for pilot and
REACT; ground & 28 VDC;
sea clutter red.; 10 5 6.25 x 7.6 x copilot. Price reflects
12/24 ±15° 12.24 15.0 400 Hz
turb. detect-preset typical system.
& variable gain

73i Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

WEATHER RADAR
Model Scan Stablztn. Display Scope Units/
Ranges Dish Size Price
Interface (dia./in.) Weight
TSO & Beam Pulse Width Stabl. Sig.
Manufacturer Remarks
Power Width
(in./deg.) Looks/Min. Indicator
Circuits Output Ant. Tilt Colors RT. Size Power
(Peak KW) Size

Honeywell Aerospace Primus 701A 60° or ±30° ARINC

1 120° 429/709
1944 East Sky ⁄2, 1, 2.5, checklist, Short-range and high-
Harbor Circle 5, 10, 25, resolution system for
data nav, 5 4/39 $120,321
50, 100,
Phoenix, AZ 85034 EFIS, special search and
200, 300
10/10, 50 or 200 lightning
(800) 601-3099 12/7.9, sensor surviellance missions;
C63c, C102 6 mv/deg. or
Fax: (602) 365-3343 10 x 14/ ARINC 429 displayed menus and AC
www.honeywell.com 10 x 7.1, 90-80A specified clear
18/5.6,
24/4 zones. Allows full dual-
4.81 x 5.0 x 28 VDC; mode operation for pilot
REACT; ground clutter 10 6 6.25 x 7.6 x 115 VAC, and copilot. Price reflects
reduction; turbulence 12.24 15.0 400 Hz
12/24 ±15° typical system.
detect-preset & vari-
able gain

Rockwell Collins RTA-4112 60° ±15°

tilt
400 Collins Rd. N.E. ARINC
5-320 nm N/A 1/15.1 $175,720
Cedar Rapids, IA 52498 708A
(319) 295-4085 12/8 3.44-
C63c —
55usec
Fax: (319) 295-2297
www.rockwellcollins.com
— 38-75 W — — 4 — 12 in. 80 W avg.

±15°
RTS-4114 60° tilt
ARINC
5-320 nm 708A N/A 1/15.4 $178,784
14/6.7 3.44-
C63c —
55usec

varies by
— 38-75 W 13 — 4 14.0 80 W avg.
indicator

±15°
RTS-4118 60° tilt ARINC
5-320 nm 708A N/A 1/17.0 N/A
950
18/5.2 3.44-
C63c —
55usec

— 38-75 W — — 4 — 18.0 80 W avg.

RADAR ALTIMETERS
Model Alt. Range Units/ Price
Manufacturer Accuracy Display Remarks
TSO Pitch/Roll Limits Weight (lb.) Power Required
FreeFlight Systems RA-4000 provides RS 485/422
3700 Interstate 35 S. RA-4000 and and RS 232C outputs; RA-
-20-2,500 ft. N/A
RA-4500
Waco, TX 76706 4500 provides ARINC 429, RS
(254) 662-0000 485/422 and RS 232 outputs.
RAD-40
Fax: ( 254-662-9450 0 to 100 ft. ±3 ft. Radar Altimeter Two-year warranty. Optional night
www.freeflightsystems.com 100 to 500 ft. ±3% display compat- vision goggle (NVG) compatible
2/2.27
500 to 2,000 ft. ible with the display and round faceplate
±5% RA-4000 and
RA-4500 adapter for display. Optional 1/2
C87 ±20°/±30° 28 VDC
ATI (TSO’d) RAD-40 indicator,
$3,055; when purchased with
RA-4000, $11,190. RAD-40/RA
4500 w/installation kit, $12,699.

Honeywell Aerospace Bendix/King Compatible with Honeywell Mark

-20-2,000 ft. $31,562
Bendix/King Avionics KRA 405B VI GPWS/EGPWS continuous
0-100 ft,
9201 San Mateo Blvd. NE 34 ft or 3%, DH set; tracking to 2,500 feet;
Albuquerque, NM 87113 whichever pointer dial 2/10.7 expanded helicopter version
is greater; available; night-vision goggle ver-
www.bendixking.com C87 ±20°/±25° 500-2,500 ft., ±5% 28 VDC
sion available. Optional built-in
tone generator.

Rockwell Collins ALT-1000 0-2,500 ft $17,988 *Requires separate converter

Analog only
400 Collins Rd. N.E. ±2 ft or 2% outputs* 2/6.8 for use with ARINC 429 sys-
Cedar Rapids, IA 52498 C87 ±40°/±50° 28 VDC tems.
(319) 295-4085
Fax: (319) 295-2297 ALT-4000 0-2,500 ft. EFIS $30,728 Interfaces to EFIS high-intensity
www.rockwellcollins.com ±2 ft or 2% (analog version 2/6.8 monitor for Cat II/III certification.
C87 ±40°/±50° available) 28 VDC Includes two ANT-52 antennas.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73j

 AVIONICS

THUNDERSTORM DETECTION SYSTEMS

Model Search Arc Information Display Size Price
Manufacturer Remarks
TSO Max Range Display Units/Weight Power Required
Avidyne Corp. TWX670 lightning strikes see Avidyne Third-generation lightning detection sys-
N/A MHD300, EX600, $7,995
1944 East Sky are displayed with tem with digital signal processing and
EX5000, R9,
Old Bedford Rd. range bearing and noise immunity. Shows lightning from 0
IFD540, IFD440
intensity (color).
Lincoln, MA 01733 TWXCell mode specifications. nm - 200 nm including critical
TXW670 has 7 0 nm - 25 nm range for addded tactical
(781) 402-7400 highlights the most RS 323 ports and
intense regions benefit. Eliminates radial spread asso-
Fax: (781)402-7599 of thunderstorm is compatible
C110 200 nm for monochrome 16-35 VDC ciated with older technology systems.
www.avidyne.com activity, presenting strikes on many
info@avidyne.com a visually contoured Exclusive TWXCell display provides a
legacy RS232-
color display with dynamic map of the lightning discharge
capable lightning
dynamic sectors. displays. rate and density.

Honeywell Aerospace displays on

1944 East Sky 60°, 120°,
LSZ-860 Honeywell EFIS of $39,978
360° three unique sym-
Harbor Circle various sizes
bols represent three
Phoenix, AZ 85034 rates of occurence Price shown is for typical system.
(800) 601-3099 for vertical lightning
in a specific area
Fax: (602) 365-3343 C110 100 nm 2/6.5 28 VDC
www.honeywell.com

L-3 Avionics Systems Remote-mount sensor interfaces

pilot-selectable see remarks
5353 52nd St. S.E. WX-500 120° & 360° 2.5 $7,130* with MFDs for graphical depiction of
Grand Rapids, MI 45912 real-time lightning information Features
(616) 949-6600 360° and 120° views, selectable
Fax: (616) 285-4224 graphical depiction ranges of 25-200 nm, input for heading
of real-time lightning
www.AS.L-3com.com information in cell or stabilzation and options for cell or
strike modes strike mode data selection. Interfaces
Processor:
C110a 200 nm 11-32 VDC to MFDs via RS-422. A seaparate radar
5.6 x 2.2 12.0
graphics computer (Model RGC-350) is
needed for display on dedicated radar
indicators. *Processor only.
Provides output on EFIS display or radar
WX-1000E depends on EFIS indicator when paired with RGC35C
360° $18,200*
(429 EFIS) system
(sold separately); includes three levels
—
of activity, bearing and distance; option-
al displays for checklists. *Processor
C110a 200 nm 1/6.67 10-32 VDC
only. Price BCA estimate.

WX-1000E Fatures Arinc 429 interface to allow si-

360° 3 ATI $23,710
(429 Navaid) multaneous display of thunderstorn in-
formation and course line to waypoints.
— Presentation of six user-selectable navi-
gation items. Course deviation indicator
C110a 200 nm 2/10.95 10-32 VDC (CDI) display. Consult manufacturer for
approved interfaces.

BASIC AUTOPILOTS
Attitude Modes
Model Sensor Type Price
Units/
Manufacturer Roll Nav Modes Remarks
Weight (lb.)
TSO Servo Type Pitch Power Required

Cobham (S-TEC) S-TEC System accelerometer none $7,365

ThirtyALT
One S-TEC Way none 3/4.0
Municipal Airport C9c DC electric altitude hold 14 or 28 VDC
Mineral Wells, TX 76067
S-TEC
(817) 215-7600 1 rate gyro command turn $8,820 Can be upgraded to
System Forty VOR/LOC/BC, 3/9.0
Fax: (940) 325-3904 GPS tracking System 50 or 60-2.
www.cobham.com C9c DC electric none 14 or 28 VDC

S-TEC System enclosed in command turn $8,644 Can be upgraded to System

Twenty rate gyro VOR/LOC, GPS 2/7.0
tracking 30.
C9c DC electric none 14 or 28 VDC

S-TEC Includes interfaces with

1 rate gyro hdg. select $10,694
System 60-1 VOR/LOC/BC, all popular HSIs. Variable bank
GPS/Loran capture 4/12.0 angle with airspeed; automatic
and tracking three-level radio gain; can
C9c DC electric none 14 or 28 VDC
upgrade to 60-2.
S-TEC System no external none $11,091 Complements existing
60 PSS sensors single roll-axis autopilot; auto/
GS capture and manual, electric trim optional,
4/11.0
vertical speed hold; track $2,195; may be upgraded to
C9c DC electric altitude hold; GS 14 or 28 VDC
capture and track 60-2; altitude selector/alerter
optional, $3,670.

73k Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

BASIC AUTOPILOTS
Attitude Modes
Model Sensor Type Price
Units/
Manufacturer Roll Nav Modes Remarks
Weight (lb.)
TSO Servo Type Pitch Power Required

Cobham (S-TEC) S-TEC command turn/hdg. Two-axis, roll and pitch

One S-TEC Way 1 rate gyro $14,134 autopilot; trim condition
System Fifty select optional
VOR/LOC/BC, GPS,
Municipal Airport Loran tracking 5/14.0 indicator std. Manual electric
Mineral Wells, TX 76067 trim optional, $2,630. Can be
C9c DC electric altitude hold 14 or 28 VDC
(817) 215-7600 upgraded to 60-2.
Fax: (940) 325-3904 enclosed in
www.cobham.com S-TEC rate gyro plus command turn $13,759
System Thirty VOR/LOC/GPS/
pitch computer
Loran tracking 5/13.0 DG option, $2,495
C9c DC electric altitude hold 14 or 28 VDC

S-TEC 1 turn coord., Interfaces with all popular

hdg. select $18,919 HSIs. Automatic/manual
System 60-2 1 dir. gyro
VOR/LOC/BC, electric trim optional, $3,520;
Loran track and ap-
proach; GS capture 7/21.0 altitude/vertical speed selec-
1 press. vertical speed and and tracking tor/alerter optional, $3,670;
C9c 14 or 28 VDC
transducer altitude hold can be upgraded to flight
director.

S-TEC System Interfaces with all popular

1 turn coord. hdg. select $22,993 HSIs. Automatic/manual elec-
FiftyFiveX
VOR/LOC/BC, tric trim optional, $3,520. Alti-
GPS/Loran tracking 5/17.0
and GS capture tude/vertical speed selector/
1 press. digital vertical
C9c transducer speed, altitude hold 14 or 28 VDC alerter optional, $3,670; can
be upgraded to flight director.
S-TEC 1 turn coord., VOR/LOC/BC,
hdg. select $42,887
System 65 1 dir. gyro GPS/Loran capture
and tracking; 9/24.0
1 press. manual and auto. GS capture and
C9c tracking 14 or 28 VDC
transducer modes

INTEGRATED FLIGHT CONTROL SYSTEMS

Air Data Autopilot Weight Price
Manufacturer Model Power AP Only AP Only Remarks
Attitude Sensors Flight Director IFCS IFCS
Avidyne Corp. Attitude-based digital autopilot en-
55 Old Bedford R. hances precision of flight and improves
Lincoln, MA 01773 safety for your aircraft, including Straight
(781) 402-7400 & Level button, Envelope Protection
(800) AVIDYNE digital ADHARS 1/2.02 (EP) and full-time Envelope Alerting
from Avidyne En- see
Fax: (781) 402-7599 DFC 90 tegra PFD or Aspen 28 remarks (EA). DFC100 interfaces with Entegra
www.avidyne.com combined VDC Release 9 Integratedf Flight Deck as
EFD1000 Pro NA
info@avidyne.com a slide-in replacement for STEC 55X,
using existing servos. Certified in Cirrus
SR20/22 and Piper Matrix and Mirage
with Entegra R9.

Attitude-based digital autopilot en-

hances precision of flight and improves
$9,995 piston safety for your aircraft. Interfaces with
singles
digital ADAHRS 1/2.02 Entegra PDF or Aspen EFD Pro. Is slide-
from Avidyne 28
DFC 100 Entegra Release combined VDC $14,995 in replacement for STEC 55X, using
twins and existing servos. STEC 30/50/60-2/65
9 PDF NA turbine-pow-
ered aircraft series autopilots may also be replaed by
a DFC 90. Currently certified in Cirrus,
Beech Bonanzas, Cessna 182s.

Cobham (S-TEC)
One S-TEC Way Dual-side EFIS and 2100 DFCS autopi-
Municipal Airport Magic EFIS 14 or 14.5 lot, $146,700.* Single-side EFIS and
IntelliFlight digital see
28
Mineral Wells, TX 76067 DFCS ADAHARS remarks 2100 DFCS autopilot, $119,800*.
N/A VDC N/A
(817)215-7600 *B&CA estimate.
www.s-tec.com

Garmin International Digital, dual-channel fail-passive system

varies by varies by
1200 E. 151st St. GDC 74 (B) DADC combined for Cessna Mustang, Caravan, C-172,
installation installation
Olathe, KS 66062 -182, -206, -350 and -400; Cirrus SR20
28
(800) 800-1020 GFC 700 VDC and SR22; Diamond DA40; DA42; Em-
(913) 397-8200 braer Phenom 100 and 300; HBC G36
Fax: (913) 397-8282 GRS 77 AHRS and G58; Mooney M20R and M20S;
www.garmin.com Socata TBM 850 and HondaJet.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73l

 AVIONICS

INTEGRATED FLIGHT CONTROL SYSTEMS

Air Data Autopilot Weight Price
Manufacturer Model Power AP Only AP Only Remarks
Attitude Sensors Flight Director IFCS IFCS
Honeywell Aerospace micro DADC IC-600 varies by varies by
installation version Digital fail-passive system. CAT II-
1944 East Sky
Primus 1000
capable; ARINC 429 interfaces, two-,
Harbor Circle
28 three-, four- or five-tube, 8 in. x 7 in.
Phoenix, AZ 85034 VDC
varies by varies by EFIS. Bombardier Learjet 40, 45 and
(800) 601-3099 (in remarks) digital AHRS or IRS combined installation version 45XR; Embraer ERJ-135, 140 and 145;
Fax: (602) 365-3343
Cessna Bravo, Encore, Excel and Ultra.
www.honeywell.com

varies by varies by Digital fail-passive system.

micro DADC IC-615 installation installation
Primus 1000 28 CAT II-capable; ARINC 429 interfaces;
CDS VDC two- to five-tube 10 in. x 8 in. LCD EFIS.
varies by varies by
digital AHARS combined Cessna Citation XLS.
installation installation

Digital, dual-channel fail-passive system.

varies by varies by
micro DADC IC-800 CAT II-capable w/optional auto-throttle,
installation version
28 dual-sensor monitoring; five- or six-tube
Primus 2000 VDC 8 in. x 7 in. CRT EFIS. Global Express
digital AHRS or IRS combined varies by varies by and Global 5000; Cessna Citation X;
installation version Dassault Falcon 900EX/C.

varies by varies by Digital fail-passive system. CAT II-

micro DADC FZ-800 installation installation
Primus Epic 28 capable, ARINC 429 interfaces. Two-,
CDS VDC three-, four- or five-tube 10 in. x 8 in.
varies by varies by
digital AHRS or IRS combined EFIS. SyberJet SJ30-2.
installation installation

Integrates all traditional avionics into

integrated modular avionics unit. Digital, dual-
air data module and varies by varies by
modular channel; fail operational system. CAT
micro IRS installation installation
avionics unit
II-capable w/optional auto-throttle and
envelope protection. Includes two- to
28
Primus Epic VDC five-tube 10 in. x 8 in. LCD EFIS or four
13 in. LCDs. Agusta/Bell AB139; Cita-
air data module and varies by varies by tion Sovereign; Dassault Falcon 900EX,
micro IRS installation installation 2000EX and 7X; Embraer 170, 175,
190 and 195; Gulfstream G350, G450,
G500 and G550; Hawker 4000.

Rockwell Collins ADC-3000/3010 integrated varies by varies by Available only as part of integrated Pro
AHC-3000/4000 installation installation
400 Collins Rd. N.E. 28 Line 21 system. Built-in diagnostics,
APS 4000
Cedar Rapids, IA 52498 VDC dual channel, fail-passive, digital CAT-II
varies by
(319) 295-4085 — — see remarks certificated autopilot and flight director.
installation
www.rockwellcollins.com
AHC-3000 APS-65 varies by varies by Built-in diagnostics; digital Cat II
installation installation
certificated autopilot. Optional EFIS
28
APS-65 VDC and AHRS. STC kit installer fabricated.
remote vertical gyro EFIS-84 Compatible with EFIS-84. *Typical con-
50.6 *
or dual AHRS (two tube)
figuration, $155,976.

ADS-86 APS-85 varies by varies by Available only as full, dual-channel,

installation installation fail-passive, digital system; digital Cat
28
VDC, II autopilot, 4- or 5-tube EFIS optional;
115 ARINC 429 IRS interface available;
APS-85 VAC, includes yaw damper; extensive built-in
dual AHRS EFIS-85 400 varies by * diagnostics. STC kit installer fabricated.
AHC-3000 (three tube) Hz installation
Compatible with EFIS-84. *Typical con-
figuration, $290,388.

73m Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

COLLISION AVOIDANCE SYSTEMS

Model Processor Size
Manufacturer Display Interface Options Price Remarks
TSO Weight (lb.)
ACSS an L-3
Communications & TAWS+ 2 MCU
Terrain Advisory Line and Avoid Terrain
Thales Company MFD, EFIS,
weather wadar wisplay $144,843 features. With GPS version alerts based on
19810 N. 7th Ave. aircraft climb capability.
Phoenix, AZ 85023 C151B Class A, 7.5
C129b2
(623) 445-7000
Fax: (623) 445-7001
www.acss.com TCAS 2000 4 MCU - 14.7 Change 7.1 compliant. Standard positions on
RT-950/951 6 MCU - 15.8
many regional and business jets. Bombardier,
MFD, EFIS,
VSI/TCAS display $203,752 Cessna, Dassault, Embraer, Gulfstream,
Hawker Beechcraft. (SFE selectable on all
C119b — Airbus and Boeing aircraft.)

4 MCU - 13.85
TCAS 3000SP 6 MCU - 16.08
MFD, EFIS, Change 7.1 compliant. Flexible to add certified
$236,727
weather radar display ADS-B in applications combined with TCAS.
C119b —

T2CAS 6 MCU - 15.8

MFD, EFIS, Combined TCAS and TAWS in one box. Change
weather radar display, $319,388 7.1 compliant. ADS-B IN/Out capable. Certi-
VSI/TCAS display fied on Airbus A320 family.
C119b, C151b Class —
A, C129b2

Avidyne Corp. Detects and interrogates other aircraft

55 Old Bedford Rd. TAS600 7.25 x 11.67 x 3.10
transponders within range, displaying the
Lincoln, MA 01773 surrounding traffic on a host of compatible
(800) 284-3963 display systems and provides audible and
Fax: (614) 885-8307 visual alerts in the event of a potential traffic
www.avidyne.com conflict. Provides 30-second decision time
at a closure rate of up to 1,200 kt. Head-Up
MFD, EFIS, weather displays,
GPS map displays $8,495 Audible Position Alerting verbally indicates
the conflicting aircraft’s bearing, range and
8.71 (includes proces- relative altitude for rapid visual acquisition of
C-147 sor, dual antennas and
coupler) traffic. Includes Patented directional top and
bottom antennas. Recommended for entry-
level, single-engine piston aircraft. Features
a 7-nm range, 3,500 ft. vertical separation
maximum and 18,500-ft. service ceiling.

Recommended for mid-performance aircraft

TAS605A 7.25 x 11.67 x 3.10 and helicopters. Features 13-nm range,
5,500-ft. vertical separation maximum and a
MFD, EFIS, weather displays, 55,000-ft. service ceiling. It accepts ARINC
GPS map displays $9,990
429 heading input, permitting rapid respo-
8.71 (includes proces-
C-147 sor, dual antennas and sitioning of targets during high-rate turns.
coupler) Upgradeable to TAS-A for 1090 MHz ADS-B
IN capability.

Recommended for high-performance aircraft

TAS615A 7.25 x 11.67 x 3.10 and helicopters, the TAS615 features
17-m range, 10,000-ft. vertical separation
maximum and 55,000-ft. service ceiling. It
MFD, EFIS, weather displays,
GPS map displays $14,990 accepts ARINC 429 heading, permitting rapid
8.71 (includes repositions of targets during high-rate turns.
C-147 processor, dual Upgradeable to TAS-A for 1090 MHz ADS-B
antennas and coupler) IN capability.

TAS620A 7.25 x 11.67 x 3.10 Features 21-nm range, a 10,000-ft. vertical

MFD, EFIS, weather displays,
GPS map displays
C-147
separation maximum and a 55,000-ft. service
ceiling. Accepts ARINC 429 heading inut,
$20,990
permitting rapid repositioning of targets dur-
8.71 (includes ing high-rate turns. Upgradeable to TAS-A for
processor, dual
antennas and coupler) 1090 MHz ADS-B IN capability.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73n

 AVIONICS

COLLISION AVOIDANCE SYSTEMS

Model Processor Size
Manufacturer Display Interface Options Price Remarks
TSO Weight (lb.)
Garmin Options feature for GNS 530/430 (W) Flight
HTAWS —
1200 E. 151st. St. Management Systems for helicopters. Visual
Olathe, KS 66062 $9,995 and aural warnings are provided to warn crew
(800)800-1020 GNS 530 (W) series; SNS of potential CFIT hazards. Reduced Protec-
(800)357-8200 430 (W) series tion Mode (RP MOde) is available. Provides
Fax: (913) 397-8282 C194 — optional voice callouts (VCOs) when decend-
www.garmin.com ing 500 feet and lower. Option available for
remote mountable annunciation.

GTS 800 GNS 530 (W), GNS 500
(W), GNA 400 (W), GNS 420
(W), GNS 430 (W), G1000
Series, G900X Series,
C147, C166a,
DO-197A, DO-200A G600, G500 and select non-
Garmin displays
6.25 x 2.7 x 12.7 40-watt TAS suited to most light hleicop-
ters and piston aircraft. FEatures GArmin’s
LRU 9.0 $9,995 exclusive CLEAR CAS technology with up to
vertical rack, 1.05; 12 miles of active surveillance and ADS-B IN
horizotal rack 1.94 capability.

TAWS G1000 N/A GNS 500 Series navigation systems. Visual

G900X
GNS 530 (W) $10,000 and aural warnings are provided to warn crew
C151a
GPS 500 (W) N/A of potential CFIT hazards.
Class B

GTS 820 GNS 530 (W), GNS 500
(W), GNA 400 (W), GNS 420
(W), GNS 430 (W), G1000
Series, G900X Series,
C147, C166a, CO-
G600, G500 and select non-
197A, DO-200A
Garmin displays
6.25. x 2.7 x 12.7 TAS traffic alerting for faster and higher-
performing aircraft. Combines active/assive
LRU: 9.0 $19,995 surveillance, 250-watt output (for up to 40
vertical rack 1.05 mi. of active surveillance), and Garmin CLEAR
horizontal rack 1.94
CAS with ADS-B IN capability.

GTS 850 GNS 530 (W), GNS 500
(W), GNA 400 (W), GNS 420
(W), GNS 430 (W), G1000
Series, G900X Series,
C118, C116a, DO-
197A, DO-267A G600, G500 and select non-
Garmin displays
6.25. x 2.7 x 12.7 Satisfies all TCAS I collision avoidance criteria
for higher-capacity turboprops and jets.
$24,995 Garmin CLEAR CAS enables both active and
vertical rack 1.05
horizontal rack 1.94 passive surveillance with 1090 MHz ADS-B IN
capability; 250 watts output.

EGPWS MK VI 6.2 x 3.0 x 12.1 MK VI designed for 10- to 19-passenger

EFIS (select), MFD and radar
indicators $47,348 turboprop operation, interface and display
C151b Class A, C92C 3.5 requirements.

EGPWS MK VIII 6.2 x 3.0 x 12.1 MK VIII designed for >30-passsenger

EFIS (select), MFD
and radar indicators $56,895 light transport operations, small turbofan,
3.5
C151b Class A, C92C business jets. No internal GPS.

EGPWS MK XXII 6.2 x 3.0 x 12.1

MK XXII is for helicopters with radar altim-
EFIS and MFDs $62,436
C151b Class A 3.5 eters. Low-altitude mode. Internal GPS.

EGPWS MK V 7.9 x 2.4 x 12.8

$117,592 MK V is standard equipment on turbofan
EFIS, MFD and radar (without inter-
C151b Class A, indicators aircraft with digital avionics.
7.5 nal GPS)
C92c, C117a

EGPWS MK VII 7.9 x 2.4 x 12.8

EFIS, MFD and MK VII is for turbofan aircraft equipped with
$136,532
C151a Class A, radar indicators analog avionics.
8.0
C92c, C117a

7.9 x 2.4 x 12.8 MK V-A is for turbofan aircrft equipped with

$115,858
EFIS, MFD and radar
EGPWS MK V-A indicators (without inter- analog avionics.
nal GPS)
1/6.5

CAS-100 System Dual-color, flat-panel LCD 1/2 ATR (4 MCU)

C119c combined IVSI/TA/RA dis-
play (included in price show).
Also can interface with KMD
550 MFD, KMD 850 MFD,
C119c EFIS or weather radar
CAS-100 system includes one TPA-100B with
$315,376 Change 7.1; one ANT-81A; one IVA-81D VSI
display; one CTA-100A control panel.
1/13.5

73o Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

COLLISION AVOIDANCE SYSTEMS

Model Processor Size
Manufacturer Display Interface Options Price Remarks
TSO Weight (lb.)
Honeywell Aerospace Bendix/King 2.2 x 4.15 x 6.25
Bendix/King Avionics KGP 560 EGPWS exceeds Class B requirements. Pro-
KMD 550 MFD,
9201 San Mateo Blvd. KMD 850 MFD $12,865 vides aural and visual warnings; Internal GPS;
and most MFDs worldwide database by region.
NE C151 1.5
Class B
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com KGP 860 2.2 x 4.15 x 6.25 EGPWS exceeds Class B requirements. Pro-
KMD 550 MFD, vides aural and visual warnings; internal GPS;
KMD 850 MFD $15,615
and most MFDs worldwide database by region. EFIS displays
C151
Class B 1.5 additional warning modes.

Mark XXI 4.5 x 7.0 x N/A

KMD 550 MFD,
KMD 850 MFD $19,011 Helicopter EGPWS.
and most MFDs
C118 1.5
Class B

Bendix/King 4.5 x 7.0 x 13.8

KTA 870 Traffic Advisory System (TAS) is an active
KMD 550 MFD,
KMD 850 MFD $27,982 system providing aural and visual advisories.
and most MFDs Single or dual directional antennas.
C147 8.75

KTA 970 dual-color, flat-panel LCD 4.5 x 7.0 x 13.8

combined IVSI/TA display,
KMD 550, $36,767 TCAS I system.
EFIS, KMD 850 or 8.75
C118 weather radar

Bendix/King
KMH 880 4.5 x 7.0 x 13.8 Traffic Advisory System (TAS) and EGPWS in
KMD 550 MFD, one box. Active traffic system providing aural
KMD 850 MFD $43,730
and most MFDs and visual adviories. Single or dual directional
C147, C151, Class B 8.75 antennas.

Bendix/King 4.5 x 7.0 x 13.8

KMH 980 KMD 550 MFD,
KMD 850 MFD $56,723 TCAS I and GA-EGPWS.
and most MFDs
C118, C151 9.68
Class B

1 ⁄2 ATR-S
CAS 66A System
dual-color, flat-panel LCD (4 MCU) TCAS I system. Includes processor, control
combined IVSI/TA/RA panel, directional antenna and IVSI/TA
$136,934
display KTA 870, KMH 880, display. Does not include installation kits.
EFIS or weather radar
C118 17.0 Upgradable to TCAS II.

CAS 67A System dual-color, flat-panel LCD 1 ⁄2 ATR-S

combined IVSI/TA/RA (4 MCU)
display (included in price
shown). Also can interface $269,211
with KMD 550 MFD,
C118 KMD 850 MFD, EFIS or NA
weather radar

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73p

 AVIONICS

COLLISION AVOIDANCE SYSTEMS

Model Processor Size
Manufacturer Display Interface Options Price Remarks
TSO Weight (lb.)
Honeywell Aerospace
EGPWS MK VI 6.2 x 3.0 x 12.1
1944 East Sky MK VI designed for 10- to 19-passenger
EFIS (select), MFD and radar
Harbor Circle indicators $47,348 turboprop operation, interface and display
Phoenix, AZ 85034 requirements.
C151b Class A, C92C 3.5
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com EGPWS MK VIII 6.2 x 3.0 x 12.1
MK VIII designed for >30-passsenger
EFIS (select), MFD
and radar indicators $56,895 light transport operations, small turbofan,
business jets. No internal GPS.
C151b Class A, C92C 3.5

EGPWS MK XXII 6.2 x 3.0 x 12.1

MK XXII is for helicopters with radar altim-
EFIS and MFDs $62,436
eters. Low-altitude mode. Internal GPS.
C151b Class A 3.5

EGPWS MK V 7.9 x 2.4 x 12.8

$117,592 MK V is standard equipment on turbofan
EFIS, MFD and radar (without inter-
indicators aircraft with digital avionics.
nal GPS)
C151b Class A, 7.5
C92c, C117a

EGPWS MK VII 7.9 x 2.4 x 12.8

EFIS, MFD and MK VII is for turbofan aircraft equipped with
$136,532
radar indicators analog avionics.
C151a Class A, 8.0
C92c, C117a

EGPWS MK V-A 7.9 x 2.4 x 12.8

$115,858 MK V-A is for turbofan aircrft equipped with
EFIS, MFD and radar (without inter-
indicators analog avionics.
nal GPS)
1/6.5

CAS-100 System Dual-color, flat-panel LCD 1/2 ATR (4 MCU)

C119c combined IVSI/TA/RA dis-
play (included in price show).
Also can interface with KMD
550 MFD, KMD 850 MFD,
C119c
EFIS or weather radar
CAS-100 system includes one TPA-100B with
$315,376 Change 7.1; one ANT-81A; one IVA-81D VSI
display; one CTA-100A control panel.
1/13.5

L-3 Avionics Systems LandMark TAWS 8000 Remote processor that offers predictive warn-
7.0 x 2.25 x 9.0
5353 52nd St. S.W. TAWS compatible Arinc 453 ing functions using position data from a GPS
EFIS, Arinc 453 weather receiver, flight configuration and an internal
Grand Rapids, MI 49512 radar indicators and compat-
(616) 949-6600 ible MFDs. Display on non- terrain and obstacle database. Both aural
Fax: (616) 285-4224 Arinc 453 radar indicators 12,230* and visual warnings are issued whenever CFIT
requires the RGC 350 Radar situations arise. LandMark is designed to
www.AS.L-3com.com C151a Class B Graphics Computer (sold 3.35
separately) meet or exceed Class B requirements of TSO
C151a. Baro-corrected altitude input required.
*B&CA estimate.

LandMark TAWS 8100
AWS compatible Arinc 453
EFIS, Arinc 453 weather
radar indicators and compat-
ible MFDs. Display on non-
Arinc 453 radar indicators
requires the RGC 350 Radar
Graphics Computer (sold
separately)
C151b Class B
Features a WAAS GPS Sensor. With its ac-
7.0 x 2.25 x 9.0
curate positioning information, the LandMark
8100 eliminates the need for multiple inputs
from other aircraft sensors, simplifying the
$15,230*
installation. The 8100 provides the highest
integrity terrain data without complicated
GPS, ADC or OAT inputs. 320 nm range.
3.40
*B&CA estimate.

73q Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

COLLISION AVOIDANCE SYSTEMS

Manufacturer
L-3 Avionics Systems SkyWatch
5353 52nd St. S.W.
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.AS.L-3com.com
Model Processor Size
Display Interface Options Price Remarks
TSO Weight (lb.)
(TAS) Active surveillance 11 nm, tracks up to
12.52 x 3.56 x 7.62
SKY497 30 intruder aircraft and provides both aural
and visual warnings. Verbal Intruder Position-
isplays on compatible EFIS ing (VIP) announces range, bearing and
and MFDs. Contact factory
LRU: 8.9
$15,990* relative altitude or intruder aircraft through
for list. cockpit’s audio system. Single antenna sys-
Antenna: 2.3
C147
tem reduces installation costs and exceeds
the performance of dual antenna systems.
5-yr. warranty. *B&CA estimate.

SkyWatch HP TCAS-I) Active surveillance 35 nm, tracks up

12.52 x 3.56 x 7.62
SKY899 to 35 intruder aircraft and provides both aural
and visual warnings. Verbal Intruder Position-
Displays on compatible EFIS ing (VIP) announces range, bearing and
and MFDs. Contact factory $20,990* relative altitude or intruder aircraft through
for list. cockpit’s audio system. Single antenna sys-
LRU: 9.0
C147 Antenna: 2.3 tem reduces installation costs and exceeds
the performance of dual antenna systems.
5-yr. warranty. *B&CA estimate.

SkyWatch HP TCAS-I) Active surveillance 35 nm, tracks up

2.52 x 3.56 x 7.62
SKY899 to 35 intruder aircraft and provides both aural
and visual warnings. Verbal Intruder Position-
isplays on compatible EFIS ing (VIP) announces range, bearing and
and MFDs. Contact factory $24,340* relative altitude or intruder aircraft through
for list. LRU: 9.0 cockpit’s audio system. Single antenna sys-
C147, C118 Antenna: 2.3
tem reduces installation costs and exceeds
the performance of dual antenna systems.
5-yr. warranty. *B&CA estimate.

Rockwell Collins TCAS II system. European ACAS compatible

TCAS 4000 4 MCU
400 Collins Rd. N.E. Mode S Level III. AC/DC in one part number
Cedar Rapids, IA Collins EFIS, MFD
TCAS compatible includes control panel and two TRE antennas.
$422,064*
52498 VSI (RA) Displays range/alt. separation from traffic.
(typical
(319) 295-1000 installation) Max range 3 mi. Two surveillance volumes
C119 Collins TVI-920
Fax: (319) 295-2297 (C119a when issued) (RA, TA)
17.0 and MSL of traffic. Top/bottom antennas to
www.rockwellcollins. optimize coverage. Upgrades to 8800 Gold.
com *B&CA estimate.

Sandel Avionics 3-ATI helicopter TAWS with integrated display.

ST3400H HeliTAWS 3 ATI panel-mount
2401 Dogwood Way Can replace existing radar altimeter indicator.
Integrated rear projection
Vista, CA 92081 LCD with LED backlighting $18,950 Sunlight readable LED backlit display with
(877) 726-3357 C87, C113, C151b, 180 deg. viewing angle and over 10,000-hr.
2.9
((760) 727-4900 C194 MTBF. NVIS compatible version $22,200.
Fax: (760) 727-4899
www.sandel.com 3-ATI Class A or Class B TAWS with integrated
ST3400 TAWS 3 ATI panel-mount
Integrated rear display. Sunlight readable LED backlit display
projection LCD with LED $22,750 with 180-deg. viewing angle and over 10,000
backlighting hr. MTBF. Optional interface for traffic, $980.
C113, C151b 2.9
Class A version, $37,100.

Universal Avionics TAWS A Universal Avionics

TAWS B EFI-890R, MFD-640, UNS 2 MCU LRU
Systems Corp. FMS (5-in. display)
3260 E. Universal Way
Honeywell Worldwide terrain database with 480+ MB
Tucson, AZ 85756 TAWS A data. High-resolution analog video views;
numerous weather radar,
(520) 295-2300 $40,700
MFD and EFIS displays 3-D perspective view; profile view; map view.
(800) 321-5253 TAWS B Map view of terrain can be output using
Rockwell Collins
Fax: (520) 295-2395 numerous weather radar, $26,200 ARINC 708 or WXPF formats for interface with
www.uasc.com C151b, C92c 9.6
MFD and EFIS displays various existing weather radars. Both version
Smiths include obstacle database.
BAE ATP EFIS
additional display
options available

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73r

 AVIONICS

COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)

Type Recording Medium Size Price
Manufacturer Model Remarks
TSO Duration Weight (lb.) Power Required

Honeywell Aerospace CVR

solid-state, digital 9.5 x 5.88 x 5.75 $31,005
1944 East Sky Non-ARINC size with underwater locator
Harbor Circle AR 120 CVR
980-6023-002 beacon; control panel and mounting tray
Phoenix, AZ 85034 not required. ARINC 557 and ARINC 757.
120 min. 8.8 28 VDC
(800) 601-3099 ED 56A, C123a
Fax: (602) 365-3343
www.honeywell.com CVR solid-state, digital 1
⁄2 ATR Short 43,891

SSCVR Solid-state CVR with underwater locator

980-6022-011 beacon. ARINC 557 and ARINC 757.
28 VDC
120 min. 11.5 115 AC
ED 56A, C123

FDR
solid-state, digital 9.5 x 5.88 x 5.75 $47,818
AR FDR Non-ARINC FDR, ARINC 717, 429.
980-4710-00X Mounting tray not required.
25 hrs. @ 64, 8.8 28 VDC
128, 256 wps
ED 55, C124e

FDR 1 $32,785 to
solid-state, digital ⁄2 ATR Long or Short $47,630
Solid-state FDR; ARINC Form Factor;
SSFDR
980-4700-0XX underwater locator beacon. ARINC 747,
25 hrs. @ 64, 11.5 (Short) 115 VAC 573, 717. Fire test to ED 56a.
128, 256 wps 13.5 (Long) 28 VDC
ED 55, C124

DVDR/FDR 1
solid-state, digital ⁄2 ATR Short $55,765
Combination CVR/FDR; ARINC Form
AR Combi
980-6021-06X Factor. Mounting tray not required. Data
120 min. voice; download through front access PCMCIA.
25 hr. data @ 64, 11.5 28 VDC
ED 56A, C123a 128, 256 wps

L-3 Aviation Recorders CVR/FDR 1/1⁄2 ATR Short CVR; Includes underwater locator beacon,
100 Cattlemen Rd. 1/2 ATR Short or mounting tray required. ARINC 757 con-
Long FDR
Sarasota, FL 34232 $24,913, CVR nector CVR, ARINC 747 connector FDR,
solid-state CVR/FDR Short: 12.6 $225,140, FDR
(941) 371-0811 x 5.0 x 5.5 GMT or FSK time-signaling source for
FA2100 FDR Long: 19.6 x 5.0
www.L-3ar.com x 5.5
CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications; CPDLC data link
recording for CVR; minimum 25-hr. 64
115 VAC
2-hr. min. CVR; 25-hr. 10.0 wps up to 1024 wps recording rate for
C123b, C124b, min. FDR 400 Hz or FDR; ramp (portable) and shop (bench)
EUROCAE ED-112 28 VDC GSE hardward and software diagnostics
and readout tools optional.
1
CVDR
solid-state ⁄2 ATR Short $27,357 Includes underwater locator beacon,
12.6 x 5.0 x 5.5 mounting tray required. ARINC 757 con-
FA2100 nector, GMT or FSK time-signaling source
for CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications;
115 VAC CPDLC data link recording for CVR, OMS
2-hr. min. CVR; 25-hr. output for CVR, minimum 2-hr. 4-channel
C123b, C124b, min. FDR 400 Hz or
EUROCAE ED-112 10.0 high-quality audio recording for CVR,
28 VDC
minimum 25-hr., 128 wps up to 1024 wps
recording rate for FDR; rap (portable) and
shop (bench) GSE hardware and software
diagnostics and readout tools available.
1
CVR/FDR
solid-state ⁄2 ATR Short $27,450 Includes underwater locator beacon,
12.6 x 4.8 x 6.5 mounting tray required. MIL-C-38999 con-
CVDR Model nector, GMT or FSK time-signaling source
FA5000
for CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications;
CPDLC data link recording for CVR, OMS
115 VAC output for CVR, minimum 2-hr. 4-channel
C123b — CVR 2-hr. min. CVR; 25-hr. 7.9 high-quality audio recording for CVR,
C124b — FDR min. FDR 400 Hz or
EUROCAE ED-112 — 28 VDC minimum 25-hr., 128 wps up to 1024 wps
CVR and FDR recording rate for FDR; rap (portable) and
shop (bench) GSE hardware and software
diagnostics and readout tools available.
Ethernet data output.

73s Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)

Type Recording Medium Size Price
Manufacturer Model Remarks
TSO Duration Weight (lb.) Power Required

L-3 Aviation Recorders CVDR/SRIVR

solid-state $27,580
100 Cattlemen Rd. 6.55 x 5.55 x 3.25
Sarasota, FL 34232 —
Same as FA5000
(941) 371-0811
2 hr. CVR
www.L-3ar.com C123b, C124b 6.75 28 VDC
25 hr. FDR
EUROCAE Ed-112

Includes underwater locator beacon,

MADRAS*
solid-state
1
⁄2 ATR Short $89,004
mounting tray required. ARINC 404 Quad
12.6 x 5.0 x 7.6 connector, GMT time-signaling source for
FA2300 combi CVR, rotor-speed input for CVR for helicop-
voice, data & data ters applications; minimum 2-hr. 4-chan-
acquisition recorder nel recording for CVR; minimum 25-hr., 64
wps up to 512 wps recording rate for FDR.
Data acquisition options include analog,
2-hr. FDR discrete, synchro, frequency, ARINC 429
25-hr. FDR 15.0 28 VDC
and custom signal inputs tailored to
C123b, C124b, custom data each aircraft model. Ramp (portable) and
EUROCAE ED-112 acquisition inputs
shop) (bench) GSE hardware and software
diagnostics and readout tools available.
*Modular Airborne Data Recording &
Acquisition System.

Lightweight Data
Recorder
solid-state 8.0 x 3.9 x 4.9 $13,348
No mounting tray required; 2-hr. 2-channel
voice recording; 25-hr. GPS data record-
LDR ing; 5-hr. ARINC 717 data recording; 2-hr.
analog video recording at 5 fps. Ethernet
2 hr. CVR data output.
25 hr. FDR 5.0 28 VDC
C197, EUROCAE 2-hr. video
ED-155

Micro Quick Access

Recorder Minimum 2 GB
compact flash 2.7 x 2.2 x 1.8 $5,678
memory ARINC 573/717/747 compatible; data
rates 64 wps up to 1024 wps; USB or
— Ethernet data output. Fixed or removable
115 VAC flash card media. Data download software
— 6 oz.
utility optional.
400 Hz or
— 28 VDC

Universal Avionics Systems Corp. No internal batteries. No periodic main-

Combi CVR/FDR
3260 E. Universal Way solid-state 6.0 x 4.9 x 8.0 $19,500 tenance. Four channels of cockpit audio
Tucson, AZ 85756 flash memory
data, UTC from ARINC 429 bus, UTC from
(520) 295-2300 a Frequency Shift Keying (FSK) signaling
Fax: (520) 295-2395 CVFDR-145
source, Rotor Speed for helicopter appli-
www.uasc.com 120-min. voice &
ambient audio cation. ARINC 717 Flight Data Recording,
C123b, C124b, +25 hr. (min.) 7.0 28 VDC
analog/digital sensor signals via FDAU,
C177, C123a, Flight data +120 ARINC 758 data link information. PC-
C124a, EUROCAE minute data link
ED-112 messaging based ramp testing/diagonstics.

Combi CVR/FDR
w/ embedded Re- Embedded RIPS. Solid state memory. No
dorded Independedt solid-state internal batteries. No periodic mainte-
Power Supply (RIPS) 6.0 x 4.9 x 8.0 $27,500
flash memory nance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
a Frequency Shift Keying (FSK) signaling
CVFDR-145R
source, Rotor Speed for helicopter appli-
120-min. voice &
ambient audio +25 cation. ARINC 717 Flight Data Recording,
C123b, C124b, hr. (min.) 8.68 28 VDC analog/digital sensor signals via FDAU,
C155, C177, C123a, Flight data +120 ARINC 758 data link information. PC-
C124a, EUROCAE minute data link
ED-112 messaging based ramp testing/diagonstics.

CVR
solid-state 6.0 x 4.9 x 8.0 $16,500
No internal batteries. No periodic main-
flash memory tenance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
CVR-120A a Frequency Shift Keying (FSK) signaling
source, rotor Speed for helicopter applica-
120-min. voice & 7.9 28 VDC
tions, ARINC 758 data link information.
C123b, C177, ambient audio
C123a, EUROCAE PC-based ramp testing/diagonstics.
ED-112

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73t

 AVIONICS

COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)

Type Recording Medium Size Price
Manufacturer Model Remarks
TSO Duration Weight (lb.) Power Required

Universal Avionics Systems Corp. CVR w/embedded

3260 E. Universal Way Recorded Indepen- Embedded RIPS. Solid-state memory. No
dent Power Supply solid-state
Tucson, AZ 85756 (RIPS) flash memory 6.0 x 4.9 x 8.0 $24,500 internal batteries. No periodic mainte-
(520) 295-2300 nance. Four channels of cockpit audio
Fax: (520) 295-2395 data, UTC from ARINC 429 bus, UTC from
CVR-120R a Frequency Shift Keying (FSK) signaling
www.uasc.com
source, rotor speed for helicopter applica-
C123b, C155, C177,
120 min. voice & 8.68 28 VDC tions. ARINC 758 data link information.
ambient audio PC-based ramp testing/diagonistics.
C123a, EUROCAE
ED-112

FDR
solid-state 6.0 x 4.9 x 8.0 $16,500
flash memory No internal batteries. No periodic mainte-
nance. ARINC 717 Flight Data Recording.
FDR-25 Additional data storage beyond 25 hr.,
25 hr. (min) Flight analog/digital sensor signals via FDAU.
data + 120 min.
7.9 28 VDC
PC-based ramp testing/diagonstics.
C124b, C124a, data link
EUROCAE ED-112 messaging

HEAD-UP DISPLAYS
Units/Weight (lb.) Price
Manufacturer Model Inputs & Outputs Remarks
Size or Form Factor Power Required
Elbit Systems of America-
Fort Worth Operations 33 $356,000* Fully digital EFVS video ready
4700 Marine Creek Pkwy. ARINC 429, ARINC 615 LCD HUD that is compact and
Advanced descrets, Enchaced Vision
Fort Worth, TX 76179 Technology HUD (EVS) video, Synthetic lightweight.
(AT-HUD) *Contact manufacturer for specific
www.elbitsystems-us.com Vision (SVS) video
14.0 x 6.0 x 5.0 28 VDC pricing.

Rockwell Collins (Head Up 48.0 - 55.0 $397,481*

Guidance Systems)
ARINC 429, various Develped for the Boeing b737,
16600 S.W. 72nd Ave. HGS-4000 discretes, enhanced vision, Bombardier CRJ and Q400. *B&CA
Portland, OR 97224 synthetic vision estimate.
(503) 443-3050 3 LRUs N/A
www.rockwellcollins.com

Develped for light to midsize busi-

ness aircraft applications. Features
vary by aircraft, but may include
varies by Dual-HUD for pilot/copilot operatia-
configuration/less ons; EVS displayed head-up; SVS
than 15 lb.
displayed head-up; Cat III landing
capability; low-visibility takeoff capa-
bility; lower Cat I minima RVR 1,500
ARINC 429, various ft. (450 meters); constant view of
HGS-3500 discretes, enhanced vision, Data unavailable
synthetic vision aircraft flight path and energy state;
precise speed and acceleration
control; unusual attitude recovery
display; TCAS resolution advisory
3 LRUs display; wind shear recovery display;
runway remaining and decelera-
tion cues; military mission-specific
symbology available; flare guidance
during all approaches.

48.0 - 53.0
ARINC 429, various Developed for Embraer jets, Das-
HGS-5000 discretes, enhanced vision, Data unavailable
synthetic vision sault Falcon 7X.
3 LRUs

ARINC 429, various 40.0 - 46.0

Developed for Gulfstreams, Bombar-
HGS-6000 discretes, enhanced vision, Data unavailable
synthetic vision dier Global and Challenger aircraft.
3 LRUs

73u Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

AIRCRAFT SITUATION DISPLAYS

Model Display Units/Weight (lb.) Price
Manufacturer Inputs Outputs Power Remarks
TSO Display Size Size or Form Factor Required
Aspen Avionics display:
2.6 lb
5001 Indian School Rd. NE TFT AMLCD w/mounting
Albuquerque, NM 87110 1000 MFD $5,995* Includes integral ADAHRS backup
(400 x 760) bracket
ARINC 429 remote sensor: battery and emergency GPS, integral
(505) 856-5034 (5) 0.2 lb altitude alterter/preselect, GPS
Fax: (505) 314-5440 RS-232 (5) ARINC 429
www.aspenavionics.com (1) flight plan map views: 360° and arc,
Pitot/static RS-232 (3) display:
3.50 x 7.0 x 4.15 slaved directional gyro with heading
C2d, C3d, C4c, quick
C6d, C8d, connect depth: 14-28 VDC bug.
6.0-in diag. 6.35 in. (provided *B&CA estimate.
C10b, C106, remote sensor: by PFD)
C113 2.65 x 4.40 x
1.0 in.

display:
2.6 lb Same as EFD 1000, plus full EHSI
TFT w/mounting
1000C3 Pro AMLCD $9,995* with dual bearing pointers; dual
bracket
(400 x 760) ARINC 429 remote sensor: GPS, dual VHF nav support; auto-
(5) 0.2 lb
RS-232 (5) ARINC 429 pilot and flight director integration;
(1) integral GPS steering; base map
Pitot/static RS-232 (3) display:
3.50 x 7.0 x 4.15 with curved flight paths; (optional)
C2d, C3d, C4c, quick
C6d, C8d, connect depth: 14-28 VDC traffic, weather overlays. EFD PRO
6.0-in. diag. 6.35 in. (provided HPFD for helicopters, $14,995.
C10b, C106, remote sensor: by PFD
C113 *B&CA estimate.
2.65 x 4.40 x
1.0 in.

Avidyne Corp.
55 Old Bedford Rd.
$7,990* Interface applications with Avidyne
MHD 300 AMLCD RS-232 2.0/0.9 kg $10,990
ARINC 429 TAS600-Series, Stormscope
Lincoln, MA 01773 with NVG
ARINC 429 WX-500, Honeywell Class B TAWS
(800) 284-3963 ARINC 568 (EGPWS), TCAS I, NVG compatible,
Fax: (614) 885-8307 (DME)
C147, C118 3 ATI 3.26 x 3.26 x 8.5 10-30 VDC DME. *B&CA estimate.
www.avidyne.com

Cobham (Chelton Flight ARINC 429,

Stormscope $70,000* TAWS moving map display, WSI wx,
Systems) WX-500, one screen
EFIS LCD — terrain with waterways, TCAS I/II,
1111 West Jefferson TCAS, TCAD, including
display, sensors lightning, Jeppesen NavData, FAA
Ste. 500 ARINC, RMI, annunciators
ADF, FMS, and aural NACO obstructions availlable by
Boise, ID 83702 OAT, VS, GS warnings subscription.
(208) 389-9959 deviation,
C113, C110a, landing gear, DO-178B 6.0 software TSOed.
www.cheltonflight C151b, C92c 6.4-in. diag.
DH, GPS,
5.5 x 6.25 x 4.5 11-33 VDC
*B&CA estimate.
systems.com RS-232

Garmin
1200 E. 151st St. (display inter- Options feature for GNS 530/430
Olathe, KS 66062 face options: (W) Flight Management Systems
HTAWS GNS 530 (W) see remaks $9,995*
(800)800-1020 series; GNS for helicopters. Visual and aural
(800)357-8200 430 (W) series warnings are provided to warn crew
Fax: (913) 397-8282 of potential CFIT hazards. Reduced
www.garmin.com N/A N/A Protection Mode (RP Mode) is
available. Additionally provides
optional voice callouts (VOCs) when
decending 500 feet and lower. Op-
C194 N/A
tion available for remote mountable
annunciaton.*B&CA estimate.

(display inter-
face options):
GNS 530 (W),
GNS 500 (W),
GNS 400 (W), LRU: 9.0
GNS 420 (W),
GTS 800 GNS 430 (W), vertical rack 1.05; $9,995* 40-watt TAS , suited to most light
horizontal rack, helicopters and piston aircraft.
G1000 Series, 1.9
G900X Series, Features Garmin’s exclusive CLEAR
G600, G500 — —
and select CAS technology with up to 12 miles
non-Garmin of active surveillance and ADS-B In
displays capability. *B&CA estimate.

C147, C166a, (processor size)

DO-197A, DO- N/A
6.25 x 2.7 x 12.7
200A

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73v

 AVIONICS

AIRCRAFT SITUATION DISPLAYS

Model Display Units/Weight (lb.) Price
Manufacturer Inputs Outputs Power Remarks
TSO Display Size Size or Form Factor Required
Garmin G500 — 1/6.4 $15,995* “Glass cockpit” suite for Class1/
1200 E. 151st St. RS 232, RS Class2 aircraft (under 8,000 lb.).
Olathe, KS 66062 RS 232, RS
422, RS 485; 422, RS 485; Replaces standard “six-pack” instru-
(800)800-1020 C4c, C6d, C8d, ARINC 429, ments. Features 6.5-in. PFD and
ARINC 429,
C34e, C36e, ARINC 708;
(800)357-8200 CDU: 10.0 x HDG/CRS MFD, plus AHRS attitude/heading ref-
C40c, C41d, ethernet, ADF
6.75 (bezel) x output, CDI/ N/A N/A
Fax: (913) 397-8282 C52b, C63c, 3.25 (depth)
(DC Sine/ VDI flags erence and more. Optional Synthetic
www.garmin.com C113, C147, Cos) Vision Technology (SVT). Optional
C2d
interface adapter.*B&CA estimate.

(display inter-
face options):
GNS 530 (W),
GNS 500 (W),
GNS 400 (W), LRU: 9.0
GNS 420 (W), TAS for faster and higher-performing
vertical rack 1.05
GTS 820 GNS 430 (W), horizontal rack $19,995* aircraft. Combines active/passive
G1000 Series, 1.94 surveillance, 250-watt output (for up
G900X Series,
G600, G500 N/A N/A
to 40 miles of active surveillance),
and select
non-Garmin and Garmin CLEAR CAS with ADS-B
displays In capability. *B&CA estimate.

C147, C166a, (processor size)

CO-197A, DO- —
6.25 x 2.7 x 12.7
200A

All-glass avionics system designed

10.0 x 6.75 specifically for the VFR Part 27
G500H (bezel) x 3.25 1/6.4 $24,995* helicopter market. Features includes
(depth)
optional helicopter systhetic vision
technology (HSVT), helicopter spe-
RS 232, RS cific databses with over 7,000 heli-
RS 232, RS
422, RS 485;
ARINC 429, 422, RS 485; ports and nearly 30,000 additional
C4c, C6d, C8d, ARINC 429, low-altitude obstacles, optional XM
ethernet
C34e, C36e,
C40c, C41d, WX Satellite Weather with NEXRAD,
N/A 10-40 VDC and the ability to display video
C52b, C63c,
C113, C147, from a FLIR camera or other video
C2d
sources. (camera not included.)
*B&CA estimate.

(display inter-
face options):
GNS 530 (W),
GNS 500 (W),
GNS 400 (W),
GNS 420 (W), LRU: 9.0 Satisfies all TCAS I collision avoid-
vertical rack 1.05 ance criteria for high-capability
GTS 850 GNS 430 (W), horizontal rack $24,995*
G1000 Series, turboprops and jets. Garmin CLEAR
1.94
G900X Series,
G600, G500 N/A N/A CAS enables both active and passiv
and select surveillance with 1090 MHz ADS-B
non-Garmin “in” capability. 250 watts output.
displays
*B&CA estimate.

C118, C116a, (processor size)

DO-197A, DO- 10-40 VDC
6.25 x 2.7 x 12.7
267A

Honeywell Aerospace KDR 610 Part of an MFD system; data

see
Bendix/King Avionics XM Weather remarks 1/1.5 $7,408 link weather receiver provides
Receiver
9201 San Mateo Blvd. NE high- speed textual and graphical
weather
Albuquerque, NM 87113 displays via weather to the cockpit. Available
(855) 250-7027 XM satellite weather products include composite
www.bendixking.com weather interfaced to NEXRAD radar, graphical METARs,
displays via Bendix/King
XM satellite KMD 250, AIRMETS and SIGMETS. The active
see remarks
C157 see KMD 550
10-32 VDC flight plan can be overlaid on all
remarks and KMD graphical weather images. System
850 MFDs
enables user to pan, zoom and
interrogate areas of interest via
joystick.

Honeywell Aerospace Honeywell

MFRD LCD 1/7.5 $64,525
1944 East Sky Harbor Circle
RS-232
Phoenix, AZ 85034 ARINC
(800) 601-3099 429, radar, Multi-function display of weather
Fax: (602 365-3343 datalink, display radar, traffic, terrain, navigation
EGPWS, 6.24 (w) x 4.82 28 VDC or
www.honeywell.com C63c, C110a, maps, checklists.
C113, C196 6 in. diag. traffic, NTSC (h) x 8.38 (panel 115 VAC
video depth) 400 Hz

73w Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

AIRCRAFT SITUATION DISPLAYS

Model Display Units/Weight (lb.) Price
Manufacturer Inputs Outputs Power Remarks
TSO Display Size Size or Form Factor Required
Innovative Solutions Integrated RS 422/232:
Standy Unit NA 3 channels 1/1.9 NA
& Support (IS&S) Input/Output
(ISU) 2 outputs,
720 Pennsylvania Dr. ARINC 429: Calculates and displays altitude,
high speed/
Exton, PA 19341 Optional
6 inputs low speed attitude, airspeed, slip/skid and
(610) 646-9800 (softward 3 ATI clamp navigation display information.
(configurable mount, optional 28 VDC
configurable)
www.innovative-ss.com NA 2.2 x 3.7 for VOR, ILS, panel mount 9.8 W
DME, FMS,
GPS)

L-3 Avionics Systems AMLCD; Electronic standby instrument

5353 52nd St. S.W. Trilogy optional NVG designed to level “A” software and
1/2.22 $14,995
Grand Rapids, MI 49512 ESI-1000 compatibility hardware compliances, the Trilogy
(616) 949-6600 ESI replaces traditional standby
Fax: (616) 285-4224 instruments and combines attitude,
www.AS.L-3com.com altitude and airspeed infomation
N/A N/A
into a compact 3.8-in. diagonal
C2d, C3e, C4c,
display while maintaining a 3-ATI
C6e, C10b, 3-ATI chassis 4.0
4.0 x 3.0 14-28 VDC chassis design. Heading is available
C46a, C113, x. 3.35 x 7.66
C179
when coupled with the optional
magnetometer. For fixed-wing and
helicopter applications.

Trilogy
AMLCD; Electronic standby instrument incor-
ESI-2000
optional NVG 1/2.56 $15,700 porates an internal battery to meet
compatibility the requirements for independent,
dedicated back-up power for aircraft
without dual electrical system. The
lithium ion battery is integrated into
N/A N/A the ESI-2000 hardware with a triple
C2d, C3e, C4c,
redundant safetydesign and pro-
C6e, C10b, 3-ATI chassis 4.0
4.0 x 3.0. 14-28 VDC vides a minimum of 1 hr. and up to 4
C46a, C113, x. 3.00 x 6.7
C179
hr. of standby power. Heading
is available when coupled with the
optional magnetometer. For fixed-
wing and helicopter applications.

Active matrix
Features a lighter and shorter chas-
GH-3900 ESIS
LCD
1/ 3.0 $38,000 sis than previous models and allows
the installer to define multiple I/O
interfaces., SSEC and VMO values.
An Aircraft configuration PC Soft-
C2d, C3e, C4c, ARINC 429, ARINC 429, ware Tool simplifies the setup of the
C6e, C8e, RS-232, RS-232, unit, allowing installers to define and
C10b, C34e, discrete and discrete and Dual 28 customize the presentation of col-
C35d, C36e, analog analog 8.33 x 3.19 x VDC inputs
3 ATI (18 VDC ors, flight cues and navigation data.
C40c, C46a, 3.19 x emergency Designed for FAR Part 25, Part 23
C66c, C95a, power) (Class III & IV). Part 27 and Part 29.
C106, C113, Variety of air data and heading input
C115b, C145c
options as well as built-in accelerom-
eters. Classified as Non-ITAR.

DU-42 Display:
DU-42 Display DU-42
GH-39RSU 1.5 Call manu-
Acitve Matrix Display:
ESIS Remote Sensor facturer
LCD 3 ARINC Features a 4.2-in. diagonal igh-
429; 1 USB Unit: 3.0
resolution display (DU-42) and a
Serial Bus; 1
DU-42 Display: RS-232 Se-
DU-42 separate Remote Sensor Unitt
C2d, C3e, C4c, Display: (RSU). 1.5-in.-deep display allows
rial Bus; 12C
C6e, C8e, 1 ARINC 429 installation in aircraft with limited
Serial Bus; 1
C10b, C34e, Analog space behind the panel. Configu-
C35d, C36e,
Remote Sen-
Remote Sen- rable I/O interfaces and SSEC and
sor Unit:
C40c, C46a, 1.50 (l) x 5.25 sor Unit: VMO values, as well as display
3 ARINC 429; +28 VDC
C66c, C95a, (w) x 3.0 (h) 7 ARINC 429; — parameters. Designed for FAR
2 Discrete; 2 nominal
C106, C113a null 1 RS-232
Serial Bus; 6
Analog Part 25 and Part 23 (Class III & IV
Remote Sensor
Discrete aircraft, and Part 27 and Part 29
Unit: C2d, C3e,
Pneumatic helicopters.
C4c, C6e, C8e,
C10b, C46a,
pressure
ports
C95a, C106

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73x

 AVIONICS

AIRCRAFT SITUATION DISPLAYS

Model Display Units/Weight (lb.) Price
Manufacturer Inputs Outputs Power Remarks
TSO Display Size Size or Form Factor Required
Rogerson-Kratos AMLCD
403 S. Raymond 5 ATI EFIS
flat panel
1/7.75 $42,000* One, two or four programmable,
Pasadena, CA 91109 analog self-contained flat-panel AMLCD
analog syn- EADI and EHSIs. Radio altimeter
(626) 449-3090 synchro
C3d, C4c, C5e, chro (XYZ, functions such as DH, expanded
www.rogersonkratos.com C6d, C8d, C9c,
(XYZ, Sin/
Sin/Cos)
Cos) variable scale for landing helicopter opera-
C34e, C35d, variable AC/
AC/DC tions, TCAS I and II, and EGPWS
C36e, C40c, DC discretes
C41d, C52b, 5 ATI
discretes &
& digital
display capability, in addition to
digital ARINC 5 ATI or 28 VDC standard ADI, HSI, bearing pointers,
C63c, C66c, or 6.4-in. ARINC 429,
C67, C87, C92c, diagonal
429, 419,
419, 453,
6.4 dia. 44 W max CDI, autopilot annunciation, flight
453, 735, director cross bars or ‘V’ bars.
C113, C117a, 735, RS-232
RS-232 Upgrade packages available. *B&CA
C118, C119b,
C129a, C147, estimate.
C161a

Sandel Avionics SA4550 rear projection Designed to upgrade legacy ADIs.

2401 Dogwood Way Primary Atti- LCD w/LED analog: 1/3.4 $20,950* Incorporates flight director command
tude Display backlighting attitude bars, glideslope/ localizer deviation
Vista, CA 92081
glideslope,
(877) 726-3357 scale, fast/ slow indicator and
locaiizer,
(760) 727-4900 mode annunciations. Selectable
flight director
Fax: (760) 727-4899 command
N/A single-cue/split-cue display option.
C113, C3d, Sunlight readable LED backlit dis-
www.sandel.com inputs, radar 28 VDC
C4c, C34e, 4 ATI 4 ATI play with 180-degree viewing angle
C36e, C52b
altimeter 40 W
mode an- and over 10,000-hour MTBF. *High-
nunciators vibration version, $23,800. NVIS
compatible version, $27,050

Universal Avionics AMLCD,;

ARINC
Systems Corp. optional NVG
EFI-550 6 - 429/419 1/7.1 $14,995*
3260 E. Universal Way compatibility ARINC
1 - 561/568
429/49 (2)
Tucson, AZ 85756 2 - 453/708A
2 - RS 422
RS 422 (2) *Depending on configuration.
(520) 295-2300 6 - analog (EFIS-85 std.)
Fax: (520) 295-2395 C3d, C4e, C5e, 3.35 x 4.36 4 - analog
8 - discretes 4.8 x 5.18 x 7.90
www.uasc.com C6d, C52b, 30 - dis-
(from front mount
28 VDC
C105, C113 5.5-in. dia. cretes*
surface)

ARINC
EFI-640 AMLCD 6 - 429/419 1/7.8 $36,000* Horizontal viewing angles of +/-60°.;
ARINC
1 - 561/568 electronically adjusted vertical
429/49 (2)
2 - 453/708A viewing angle; sunlight readability
RS 422 (2)
C3d, C4c, C5e, 3.86 x 5.14
2 - RS 422
6 - analog
5 x 6 ATI with greater than 10,000/1 dimming
4 - analog 5.18 x 6.18 x 7.9 range.
C6d, C52b,
30 - dis-
8 - discretes
(from front mount
28 VDC
C105, C113 6.4-in. dia. *Depending on configuration.
cretes* surface)

Analog:
6 - ARINC
429
5 - CSDB
2 - ARINC708 Analog: 2
active matrix 3 -Manches- ARINC 429
EFI-890R color LCD 1/ 12.0 $60,000*
ter bus ports 2 - CSDB
2 VGA or 1 - Manches-
1-RDR-1E/F ter bus port Horizontal viewing angle
& 1 -VGS, +60°/-60°, vertical viewing angle
2 - RS-170 Digital:
or 2 - NTSC 5 - GND/OPN +45°/-10°; resolution: 780 x 780
comp. or discretes pixels; 124.5 color groups per inch
C2d, C3d, C4c, 18:1 3 - 28 VDC/ (CGPI); sunlight readability with
C52, C6d, C8d, 1 - RS-232 OPN dis-
C10b, C34e, (maint.) cretes greater than 10,000/1 dimming
C35d, C36c, Digital: 6 - analog Bezel: range.
C40c,C41d, 28 GND/OPN resolvers 7.84 h x 7.42 w *Depending on configuration.
C52,b, C63c, discretes 2 - DC dif-
6.3 c 63
C66c, C87, (8.0-om. dia.)
14 - 28 VDC/ ferential Depth: 28 VDC
C92c, C95, opn 2 - DC single 9.79
C105, C113, 4- ARINC 407 ended (back of bezel to
C115b, C118, with 2 ref. read of connector)
C119a, C129a, inputs
C151a 15- analog
DC

73y Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

ELECTRONIC FLIGHT BAGS

Model Display Units/Weight (lb) Price
Manufacturer Inputs Outputs Remarks
Class Display Size Size Power Required
Advanced Data Fujitsu Lifebook P1630 coputer
Research Florida with 1.2 GHz Intel Core 2 Duo
1765 Star Batt Dr. WXGA transmis- VLV processor, 1 GB memory (2
sive LCD with 1/2.21
Rochester Hills, MI 48309 FG 7100 vertical portrait 2 USB 2.0, $3,995 GB) optional), 80 GB hard drive
EFB Kit external monitor, (120 GB and 64 GB solid-state
(248) 299-5300, Ext. 235 screen (1280 PCMCIA card
x 768) VGA, sound drive optional); integrated
Fax: (248) 299-5319 slot, secure 2 serial (with
www.adrsoft.com Digital (SD) card, PCMCIA 802.11 a/b/gDraft N and Blue-
modem (RJ-11), tooth wireless LAN, PCMCIA and
adapter)
ethernet (RJ-45),
headphone, mic, SD drives; Windows XP Tablet
docking port Edition, DVD + RW drive and
Class II 8.9-in. diagonal 9.3 x 6.6 x 1.5 16 VCDC cable, AC adapter, FCS software.
Optional TSO’d power supply,
plus many other options.

Esterline CMC PilotView

CMA-1100 8.4-in. units:
Electronics (8.4 in.) touch-screen EDU: 3.5 $25,880 Touch-sensitive screen and line
600 Dr. Frederik XGA AMLCD select keys with intuitive pilot
or ARINC 429 (4) EDU: 4.0 10.4-in. units:
Phillips Blvd. CMA-1410 Ethernet USB 2.0 EEMU: 2.0 $28,880 interface. Applications include:
(10.4 in.) (2) RS 232/422,
Montreal, Quebec, electronic charts (Jeppesen,
RS-170/NTSC ARINC 429 (2)
Canada video Lido, EAG, etc.), checklists,
Discretes (2)
4HM2S9 discrete I/O video GPS EDU: 8.5 x 6.1 performance calculation, e-
(4x1), EDU x 1.5 N/A documents, e-techlog, moving
(514) 748-3184 position
USB 2.0 (2);
Fax: (514) 748-3100 8.4-in. or 10.4- PCMCIA maps and weather. EFB system
Class 2 EDU: 8.0 x 9.6
www.cmcelectronics.ca in. diagonal wireless
x 1.6 comprises Electronic Display/
802.11 a/b/g 22-33 VDC or Processor Unit (EDU), Enhanced
110/400 Hz
EEMU: 1.9 x 6.9 Expansion Module Unit (EEMU).
x 5.1

Honeywell Aerospace myWingMan $149 IFR and

Navigator iPad iPad size N/A
Bendix/King Avionics app Advanced $99 for VFR
9201 San Mateo Blvd. NE systhetic vision,
flight plan filing, This product is an iPad app avail-
Albuquerque, NM 87113 AHRS support, N/A
(855) 20-7027 smart routing able in the Apple Store.
none and flexible, split- N/A
www.bendixkig.com screen views

Innovative Solutions AMLCD Remote chart Integrated Class 3 chart server

server: 8.0 system for all models of IS&S
and Support
720 Pennsylvania Dr Cockpit Display Systems. Class
Exton, PA 19341 3 chart information is certified
(610) 646-9800 for paperless cockpit with dual
www.innovative-ss.com Available on servers, own-ship position on all
IS&S AVIO geo-synchornized charts and taxi
NG, ADVIZ, ways. System provides both full
Vantage, integrated in integrated in N/A
PC-12 FPDS, glass cockpit glass cockpit see remarks page and patented ZOOM scroll-
10.4 inch,
cockpit and IP Display 6.0 ing for detail. Charts include all
15.4 inch
and others. mounted in panel
RNAV, LPV approaches as well.
Fast chart search is provided for
all charts on the route including
approach, departure, SID/
STARS. Moving map cursor in-
puts allow for graphical selection
of airports or navaids.

NavAero color TFT

$3,495* with *Installation kit extra. Class 2
9-15 W. Hubbard St. 8.4-in. display EFB can be used to store, re-
t-BagC22 EFB LCD resistive 1/NA
$3,995* with trieve, display and use a wide va-
5th Floor touch screen
10.4-in. display
Chicago, IL 60610 riety of required documents and
(866) 628-2376 CPU: 1 USB procedures such as operations
Fax: (312) 423-9966 CPU: 1 USB slot slot specifications, performance
Connectors: 61 Connectors: data, operations manuals,
www.navaero.com pin sealed cradle 61 pin sealed MELs, control documents and
connector, tPad cradle con-
interface, nector, tPad
video surveillance. CPU: 1 GHz
93.8 x 113.8 x processor, 40GB hard drive,
3 USB, interface,
23.8 excluding 13.8-30 VDC 512MB memory, Windows XP
Class 2 8.4 in. or 10.4 in. 1 RS-232 3 USB,
connectors and 60 W maximum
1 LAN 1 RS-232 Professional OS. Removable
mounting hardware
1 LAN CPU module computer system
contains CPU, power supply and
emergency battery backup nickel
cadmium power pack. *B&CA
estimate.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73z

 AVIONICS

ELECTRONIC FLIGHT BAGS

Model Display Units/Weight (lb) Price
Manufacturer Inputs Outputs Remarks
Class Display Size Size Power Required
Universal Avionics Provides supplementary display for
Systems Corp. viewing electronic charts, checklists
3260 E. Universal Way and external video sources. As an
Tucson, AZ 85756 ASU Remote ASU electronic flight bag (EFB), the ASU
(520) 295-2300 (Application N/A 1/7.5 $30,000 supports a terminal area chart
Fax: (520) 295-2395 Server Unit) 2 MCU database via Jeppesen, Inc. Charts,
www.uasc.com 4 ARINC 429, 8 NOTAMs and airport information
1 ARINC 429 downloaded from CD-ROM and stored
discrete,
4 discrete,
2 NTSC video in flash memory within ASU. Flight
10/100 base
1 S video plan departure and arrival airport in-
T network
10/100 base T formation from FMS prompts displays
capability
network capability of departure, arrival and approach
UCD terminal III charts and airport diagrams. Manual
5.1 x 6.75 in. 1/2.8 searches accomplished via pull-down
Class 3 powered by UCD
menu and touch-screen keyboard.
8.4-in. diag
6.52 x 8.43 x 1.13 Two user-defined zoom levels. System
overlays aircraft position onto ap-
proach charts and airport diagrams.

ENHANCED/SYNTHETIC VISION SYSTEMS

Model Display Units/Weight (lb.)
Manufacturer Inputs Outputs Remarks
TSO Display Size Size
Esterline CMC Electronics single, dual-
600 Dr. CMA-2600
band sensor 2-ANSI/SMPTE
SureSight 1/LRU When used with a HUD as part of a certified
Frederik Philllips Blvd. HUD/HDD operating 170M
EVS, infrared sensor provides situational
I-series 21.0
Montreal, Quebec, Canada in the short
EVS-IR Sensor
to medium ARINC 429
awareness to pilot for night and low-visibility
H4M2S9 situations.
wavelengths, RS 422
(514) 748-3184
dependent on 1-5 microns descretes
Fax: (514) 748-3100 — NA
HUD/HDD
www.cmcelectronics.ca
CMA-2600i single, dual-
SureSight band sensor 2-ANSI/SMPTE 1/LRU
HUD/HDD
I-Series operating 170M 21.0 Infrared sensor provides situation aware-
EVS-IR sensor in the short ness to pilots for night and low-visibility
to medium ARINC 429 situations.
dependent on wavelengths, RS 422
— HUD/HDD 1-5 microns descretes —

2-ANSI/SMPTE
single, dual-
170M 1/LRU
band sensor
CMA-2700 21.0 Infrared sensor provides situation aware-
operating
SureSight ARINC 429 ness to pilots for night and low-visibility
HUD/HDD in the short
I-Series
to medium RS 422 situations.
EVS-IR sensor descretes
wavelengths,
—
1-5 microns 2 ARINC 818

Elbit Systems of America

Fort Worth Operations RS-170/SMPTE EFVS certified for FAR 91.175 (I) and (m)
4700 Marine Creek Pkwy. EVS II HUD/HDD 170M; SMPTE 3/22.0 operational credit. EFVS certified for Part
1-5 micron
Fort Worth, TX 76179 infrared sensor
259; RS 232/RS 91, 135 and 121 operations on fixed- and
422; ARINC 429 rotary-wing applications. Contact manufac-
www.elbitsystems-us.com descrets turer for specific application pricing.
N/A 1/2 ATR

any RS-170/
SMPTE,
GAViS 170M analog 1/3.5 EVS certified for situational awareness in all
RS-170/SMPTE
video capable 8-14 micron in- weather conditions. Certified for fixed- and
170M, analog
display frared sdensor
video
rotary-wing aircraft. Contact manufacturer
for specific application pricing.
see remarks N/A 3.0 x 6.0 x 11.0

L-3 Avionics Systems IRIS

any RS-10 Uses uncooled BST technology, IRIS
5353 52nd St. S.W. compatible 1/1.7 provides enhanced visibulity of almost any
A100
Grand Rapids, MI 49512 displays object, day or night, by measuring variations
7 -14 micron,
(616) 949-6600 RS-170, NTSC in heat signatures. A real-time, black and
uncooled
Fax: (616) 285-4224 ferroelectric
compatible video white image of people, animals, aircraft
www.as.L-3avionics.com or PAL and terrain is displayed on any compatible
see sensor
N/A 5.4 x 5.4 x 3.4 RS-170 cockpit display. King Air, Bell 206
remarks
and Twin Commander STC kits additional.
Contact factory for pricing and details.

73aa Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

ENHANCED/SYNTHETIC VISION SYSTEMS

Model Display Units/Weight (lb.)
Manufacturer Inputs Outputs Remarks
TSO Display Size Size
MAX-VIZ, Inc. camera: -2.8 diam-
16165 S.W. 72nd Ave. eter x 6.8 length
HDD/HUD
Portland, OR 97224 power module:
compatible
EVS-1500 3.75 x 5.0 x 2.25
(503) 968-3036 with many long-wave
camera: 2 lb. Pilot selectable dual field of view. Optical
Fax: (503) 968-7615 MFDs infrared solid-
state uncooled
RS-170 power module: zoom. Designed for high-performance fixed-
www.Max-Viz.com 2.5 lb. and rotary-wing aircraft.
sensor

— — 3.77 x 8.69 x
2.51/1.2lb.

EVS-600 long-wave
HDD/MFC
infrared solid- 3.77 x 8.69 x Long-wave infrared solid-state uncooled
RS-170
state uncooled 2.51/1.2lb. sensor. Limited to FL 250 or below.
— — sensor

FLIGHT MANAGEMENT SYSTEMS

# Available Vertical Performance Weight (lb.)
Model CDU Type ARINC 429 Nav Modes Management Specific
(In/Out) Air Interfaces
Remote Radio CDU
Manufacturer TSOs
Tuning
Data In
Dimensions
Price / Remarks
# Available (# types) ARINC
Display Type TSO’d ARINC 429
Nav Sensors ARINC 429 (Out)
RNP Certification Procedure Legs Power
Radar (In)

Avidyne FMS900W multi-waypoint, No

see remarks NA
55 Old Bedford Rd. advisory $70,000. Inte-
—
Lincoln, MA 01773 C146 Yes grated into Avidyne
(781) 402-7400 Entegra Release
4.6 x 6.25 x 9 Flight Deck.
(800) AVIDYNE none 11.0
Fax: (781) 402-7599 4 Price includes
www.avidyne.com optional; FMS900W, dual
2 std. IDF5000 displays,
WAAS LCD (optional) 23 none
RNP 0.3, -5, -10 WAAS, VOR, No dual VHF nav/
BRNAV IRS com, dual WAAS
20 - 40 VDC
GPS sensors and
ACD215 control
panel.

Esterline CMC Electronics CMA-9000 full alpha multi-waypoint, No Price varies by

keyboard advisory 8.0 installation. Cou-
600 Dr. Frederik Philips
24/8
Blvd. C129, C146 Yes pled, performance
Montreal, Quebec optimized and
6.75 x 5.75 advisory VNAV for
Canada H4M 2S9 x 7.15
(514) 748-3184 429 DME climb, cruise, de-
ARINC
Fax: (514) 748-3100 575 std.; 429 scent, approach.
VOR std. Performance table
www.cmcelectronics.ca RNP 0.3, -10, AMLCD, color GPS, WAAS, Coupled
BRNAV, PRNAV VOR, DME, No based. FANS-1
INS, IRS, capable LPV Ap-
TACAN —
proach capable.
Optional NVG
display.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73ab

 AVIONICS

FLIGHT MANAGEMENT SYSTEMS

# Available Vertical Performance Weight (lb.)
Model CDU Type ARINC 429 Nav Modes Management Specific
(In/Out) Air Interfaces
Remote Radio CDU
Manufacturer TSOs
Tuning
Data In
Dimensions
Price / Remarks
# Available (# types) ARINC
Display Type TSO’d ARINC 429
Nav Sensors ARINC 429 (Out)
RNP Certification Procedure Legs Power
Radar (In)

FreeFlight Systems 2101 Approach ARINC

No 3.65
Plus Dzus Advisory 565,
3700 Interstate 35 S. 4/0 ARINC $7245. Price
Waco, TX 76706 575;
— No Coarse/ includes receiver,
(254) 662-0000 3.0 x 5.75 x data card, instal-
Fine ARINC
Fax: ( 254-662-9450 A407 429 7.68 lation kit (with an-
www.freeflightsystems.com Synchro,
ARINC tena), installation
545, GPS manual and pilot
LED 4 TAS, RS-232 guide, Unit also
BRNAV GPS, WAAS None ARINC
429 10- 40 VDC available with NVG
ADC, capability.
RS-232
ADC

2101 I/O Ap- ARINC

No 3.65
proach Plus Dzus Advisory 565,
4/0 ARINC $11,500. Price
575; includes receiver,
— No Coarse/
Fine 3.0 x 5.75 x datacard, instal-
ARINC
A407 429 7.68 lation kit (with an-
Synchro, tena), installation
ARINC
545, manual and pilot
GPS
LED 4
TAS, RS-232 guide. Sole means
BRNAV None ARINC oceanic approval;
GPS, WAAS 429
ADC, 10- 40 VDC interfaces with
RS-232 EGPWS.
ADC

Rockwell Collins FMS 3000/5000 Yes LPV approach

400 Collins Rd. N.E. full alpha 8.9 capability and RF
keyboard
Cedar Rapids, IA 52498 legs are available
(319) 295-4085 4/3 multi-waypoint on some aircraft
Fax: (319) 295-2297 types. *FMS I/O
C129 GPS, C146 provided by four
www.rockwellcollins.com Yes
WAAS-B1, -C1 6.375 x 5.75 redundant concen-
see see x 6.33
remarks remarks trators. Remote
computer dimen-
color LCD sions 1.7 x 8.84
GPS, WAAS, x 6.06 in.; FMS
DME, INC, 23 5000 requires
RNP 0.3, -10, Loran C
BRNAV see remarks 20- 40 VDC radio tuning unit;
FMS 3000 radio
tuning is internal.

FMS 4200/6000 full alpha multi-waypoint

Yes LPV approach
keyboard 4 capability and RF
C129 GPS, C146 4/3 Yes legs are available
WAAS-B1, -C1 on some aircraft
types. *FMS I/O
6.375 x 5.75 provided by four
x 6.33 redundant
concentrators. See
see see
remarks remarks FMS3000 remarks
for remote com-
color LCD 23
RNP 0.3, -10 see remarks puter; FMS4200
BRNAV GPS, WAAS,
DME, INC, has advisory
Loran C VNAV but not
20- 40 VDC
FMS-to-ILS auto
transfer; Coupled
VNAV available on
FMS6000.

FMS 6100 full alpha multi-waypoint

Yes 4 FMS I/O provided
keyboard 4/3 by four redundant
C129 GPS, C146 Yes concentrators. See
WAAS-B1, -C1 see see 6.375 x 5.75
remarks remarks x 6.33 FMS 3000
VOR< GPS, remarks for remote
color LCD 23
RNP 0.3, -10 WAAS, DME,
see remarks computer. WAAS/
BRNAV INS, Loran C 20- 40 VDC SBAS capable.

73ac Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

FLIGHT MANAGEMENT SYSTEMS

# Available Vertical Performance Weight (lb.)
Model CDU Type ARINC 429 Nav Modes Management Specific
(In/Out) Air Interfaces
Remote Radio CDU
Manufacturer TSOs
Tuning
Data In
Dimensions
Price / Remarks
# Available (# types) ARINC
Display Type TSO’d ARINC 429
Nav Sensors ARINC 429 (Out)
RNP Certification Procedure Legs Power
Radar (In)

Universal Avionics ARINC 2.9

Systems Corp. 23 575, ARINC $54,500. Air data
Full alpha ARINC 429 GPS, converter unit
3260 E. Universal Way UNS-1Lw 8/5 opt.
keyboard 429 ADC S422A 4.5 x 5.75 available; 3-D
Tucson, AZ 85756 std.; CSDB x 6.33;
ARINC DME, remote coupled approach
(520) 295-2300 565, Arinc 429 computer: 2 mode; PC program
(800) 321-5253 Course/ DME, MCU, 7.7 lb.
C129 GPS, opt. Fine Bendix for remote/
Fax: (520) 295-2395 C146B Gamma GPS, WAAS, A407 429 VOR, oceanic ops.; Uni-
www.uasc.com Optional: multi-waypoint Snchro, ARINC
color LCD VOR, DME, Link text compat-
ARINC 429 VOR,
INS, IRS, Lo- 545 TAS ARINC ible; WAAS/SBAS
RNP 0.3, -5, -10 ran, TACAN std. 20- 40 VDC
opt. See 429 INS capable.
remarks

full alpha opt. ARINC 7.86

UNS-1LEw 23 575, ARINC
keyboard
8/5 ARINC 429 GPS,
6.38 x 5.75 $69,000. 3-D
opt. 429 ADC S422A
C129 GPS, std.; CSDB x 8.96 coupled approach
C146B Gamma ARINC DME, mode; PC program
565, Arinc 429 for remote/
Course/ DME,
GPS, WAAS, Fine Bendix oceanic ops.; Uni-
color LCD Optional: multi-waypoint A407 429 VOR, Link text compat-
VOR, DME, std. Snchro, ARINC 20- 40 VDC ible; WAAS/SBAS
INS, IRS, Lo- ARINC 429 VOR,
ran, TACAN 545 TAS ARINC capable.
opt. See 429 INS
remarks

UNS-1Espw opt. ARINC 7.25

full alpha 8/5 575, ARINC
keyboard 23 ARINC 429 GPS, $68,000. 3-D
C129 GPS, 429 ADC S422A 6.38 x 5.75 coupled approach
opt.
C146B std.; CSDB x 7.62
mode; PC program
ARINC DME,
565, Arinc 429 for remote/
GPS, WAAS, Course/ DME, oceanic ops.; Uni-
Optional: Fine Bendix Link text compat-
VOR, DME, A407 429 VOR,
RNP 0.3, 5, 10 color LCD
INS, IRS, Lo- multi-waypoint std. Snchro, ARINC 20- 40 VDC ible; WAAS/SBAS
ran, TACAN ARINC 429 VOR, capable.
545 TAS ARINC
opt. See 429 INS
remarks

UNS-1Fw opt. ARINC 4.1

full alpha 8/5 575, ARINC $81,500. 3-D
keyboard ARINC 429 GPS, coupled approach
23 429 ADC S422A 6.38 x 7.5 x
C129 GPS, opt. std.; CSDB 3.5; remote mode; PC program
C146B Gamma ARINC DME, computer: for remote/
565, Arinc 429 2.0 lb.
oceanic ops.; Uni-
Course/ DME,
GPS, WAAS, Fine Bendix Link text compat-
Optional: A407 429 VOR, ible; WAAS/SBAS
color LCD VOR, DME, Snchro, ARINC
INS, IRS, Lo- capable.
RNP 0.3, 5, 10 multi-waypoint std. ARINC 429 VOR, 20- 40 VDC
ran, TACAN 545 TAS ARINC
opt. 429 INS

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73ad

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Avidyne Corp. 18.75 Integrates primary flight informa-
55 Old edford Rd. #101 tion, navigation, terrain, weather,
Lincoln, MA 01773 two 10.4 in. traffic on two or three large-
diagonal, color formate displays. Selectable IAS
(781) 402-7400 active matris
www.avidyne.com FMS, PFD/ displays and V-speed ranges to suit aircraft
MFD, AP/ installations. Dual-PFD version
Entegra IFCS, EFIS,
Release 8 see remarks see remarks see remarks TAWS, RMU, features CCS Cross Compare Sys-
SVS, CAS/ tem that monitors cross-side PDF
TAWS and ADAHARS signals 30 times
28 VDC per second. Works with DFC90
or STEC 55 X autopilot and 3rd
party GPS/NAV/Coms for position
information.

Cirrus starting at $64,000; Piper

18.75 Matrix starting at $72,800. Inte-
grates primary flight information,
navigation, weather and traffic
FMS, PFD/
MFD, AP/ on 2 or 3 large-format displays.
Entegra IFCS, EFIS, two 10.4 in. Includes dual VHF nav/com, dual
see remarks see remarks see remarks diagonal, color
Release9 TAWS, RMU, WAAS, GPS, dual FMS 900w dual
SVS, CAS/ active matris
TAWS displays ADAHARS, remote transponder
tuning. ACD 215 alpha-numeric
FMS keypad with display. Works
with DFC100 digital autopilot.
28 VDC
Optional SVS.

Cobham Commercial two screen: 2.0

Systems WX500, ADF, color LCD four screen: 50.0
Integrated Systems Chelton TCASi/II, TCAD, ARINC 429, FMS, PDF/
One S-TEC Way ADS-B, TIS-B, MFD, AP/ Two screens: $95,000;
Flight RS-232, RS-422, —
radar altimeter, IFCS, EFIS,
Municipal Airport Systems 10 discretes, Four screens: $150,000.
ARNC 429, RS- TAWS, SVVS,
EFIS autopilot
Mineral Well, TX 76067 232, RS-422, 10 6.25 x 5.5 in. CAS/TAWS
discretes NVG
(817) 215-7600 compatible 10-32 VDC
www.cobham.com

Esterline CMC
Electronics Price varies by installation.
600 Dr. Frederik See remarks Integrated primary flight informa-
Phillips Blvd. tion, digital map, EICAS, synthetic
AMLCD vision, terrain, traffic, weather,
Montreal, Quebec
autopilot, EVS, vertical profile on
Canada 4HM 2S9
2 or 3 large format displays. Dual
(514) 748 3148 ARINC 429, RS-
422, RS-232, ARINC 429, RS- ADAHRS; dual WASS GPS with LPV
Fax: 514) 748-3100 422, RS-232, RS- capability; dual 16 watt nav-comm
RS-485, IEEE-
www.cmcelectronics.ca SmartDeck 485, IEEE-139b, See remarks —
139b, radios with 8.33 kHz. Class B
descretes, ana-
descretes,
analog, audio log, audio TAWS, JeppView e-charts, Mode S
transponder, WSI satellite weather.
Single- or dual-pilot installation
12 in. capability; weight and LRU count
varies by installation. Numerous
—
additional features.

Price varies by installation.

Integrated primary flight informa-
tion, navigation, communication,
digital map, EICAS, synthetic
vision, terrain, traffic, weather,
autopilot, enhanced vision system,
TAWS-B, TAS, vertical profile on 2 or 3 large-
WSI, XPDR,
engine data, format displays. Radio control,
ADF, DME, autopilot mode select and flight
ARINC 429, RS-
WX-500, nav/ 422, RS-232, RS- management integragted on 1 or
com, autopilot,
SmartDeck airdata, attitude,
485, IEEE-139b. AMLCD See Remarks See Remarks 2 separate center console unit
Descrete, analog, displays. Dual ADAHRS with cross-
hdg., ARINC 429, audio
RS-422, RS-232, comparator function and manual
RS-485, IEEE-
139b. Discrete, selection, plus reversionary display
analog, audio modes. Dual WAAS certified GPS
with LPV capability. Dual 16W nav/
comm radios with 8.33 kHz. Class
B TAWS, JeppView, Mode S, WSI
weather. Single or dual pilot instal-
lation; weight and LRU count varies
by installation.

73ae Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Garmin International Price varies by installation. An
1200 E. 151st St. all-glass avionics suite designed
Olathe, KS 66062-3426 NA for OEM or custom retrofit instal-
(913) 397-8200 lation on a wide range of business
10- or 12-in. aircraft. Integrates primary flight
Fax: (913) 397-8282 flat-panel
www.garmin.com LCDs information, navigation, communi-
cation, weather, terrain and traffic
data on two or three large format
TCAS i/II, RS NA displays. Tailored to specific OEM
232, RS-422, RS-232, RS 422, requirements. Features include
RS-485; ARINC RS-485; ARINC
G1000 429; HSDB, CD/ 429; HSDB, CD/ see remarks 3-axis, all-digital flight control
HIS, RMI, air HIS, RMI, air data system; Synthetic Vision Pathway
data navigation; dual AHRS; dual radio
interchange- modules with WAAS certified IFR
able for use Oceanic-approved GPS, VHF Nav
as either a with ILS and VHF Com; dual RVSM-
PFD or MFD.
Optional 15 NA compliant DADC; EICAS; Mode
in. screen S transponder with TIS; Class
available B TAWS; Digital weather radar;
System also available for King Air
200 and C90.

Price varies by installation.

Integrates primary flight informa-
NA tion, navigation, communication,
weather, terrain and traffic data on
12- or 14-in.
backlit LED two large format displays. Tailored
to specific OEM requirements.
Features include three-axis,
TCAS I/II, RS- all-digital automatic flight control
TCAS I/II, RS- 232, NA
232, RS-422, system; Synthetic Vision Pathway
RS-422, RS -485;
RS -485; ARINC
G2000 429; HSDB, CD/ ARINC 429; HSDB, see remarks navigation; dual solid-state AHRS;
CD/HIS, RMI, air dual integrated radio modules with
HIS, RMI, air data
data WAAS certified IFR Oceanic-ap-
proved GPS, VHF Nav with ILS and
VHF Com with 16-W transceivers
see remarks and 8.33-kHz spacing; dual RVSM-
NA compliant DADC; EICAS; Mode
S with TIS; Class B TAWS; digital
weather radar; Garmin FliteCharts;
and Garmin SafeTaxi.

Price varies by installation.

Integrates primary flight informa-
NA tion, navigation, communication,
14.1-in. weather, terrain and traffic data on
diagonal 3 large format displays. Tailored to
WXGA specific OEM requirements. Fea-
tures include three-axis, all-digital
automatic flight control system;
TCAS I/II, RS- Synthetic Vision Pathway naviga-
TCAS I/II, RS-232,
232, RS-422, tion; dual solid state AHRS; dual
RS-422, RS-485; NA
RS- 485; ARINC
G3000 429; HSDB, CD/ ARINC 429; HSDB, see remarks integrated radio modules with WAAS
CD/HIS, RMI, air certified IFR oceanic-approved
HIS, RMI, air data
data GPS, VHF navigation with ILS and
VHF communication with 16-watt
transceivers and 8.33-kHz
see remarks channel spacing; dual RVSM-compli-
ant digital air-data computer; EICAS;
NA Mode S transponder with TIS;
Class B TAWS; XM Wx and/or digital
weather radar; Garmin FliteCharts;
and Garmin SafeTaxi.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73af

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Garmin International Price varies by installation. intend-
1200 E. 151st St. ed for use aboard a broad range of
Olathe, KS 66062-3426 NA
professionally flown air transport
(913) 397-8200 four backlit category aircraft, ranging from light
Fax: (913) 397-8282 LED XGA jets to large-cabin, transoceanic
www.garmin.com 1280 X 800 aircraft. Integrates primary flight
pixels
touch-screen information, navigation, communi-
displays cation, weather, terrain and traffic
NA data on 4 large format displays.
Features include three-axis,
TCAS i/II, RS RS 232, RS 422, all-digital automatic flight control
232, RS 422, RS system; Synthetic Vision Pathway
RS 485; ARINC
G5000 485; ARINC 429; see remarks
429; HSDB, CD/ navigation; dual solid state AHRS;
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data dual integrated radio modules
with WAAS certified IFR oceanic-
approved GPS, VHF navigation with
ILS and VHF communication with
16-watt transceivers and 8.33-kHz
see remaks NA channel spacing; dual RVSM-com-
pliant digital air-data computer;
EICAS; Mode S transponder with
TIS; Class B TAWS; XM Wx and/
or digital weather radar; Garmin
FliteCharts; and Garmin SafeTaxi.

$15,995. Includes CDU, digital

NA AHRS, ADC, magnetometer, tem-
dual 6.5-in. perature probe. Also certifled to
VGA LCDs
C2d, C10b and C34c. Replaces
standard six-pack instruments.
Features 6.5-in. PFD and MFD plus
TCAS i/II, RS RS 232, RS 422, AHRS. SVT is standard with G600
232, RS 422, RS RS 485; ARINC
G500 485; ARINC 429; 429; HSDB, CD/ see remarks NA and optional for G500. Optional
HSDB, CD/HIS, TAWS-B for G600 only. GWX68
HIS, RMI, air data
RMI, air data
radar sold separately. Includes
CDU (dual 6.5-in. VGA LCD), digital
— AHRS, ADC, magnetometer, tem-
perature probe. Optional enhanced
NA autopilot interface capabilities
using the optional GAD 43.

$29,995. Includes CDU, digital

NA AHRS, ADC, magnetometer,
dual 6.5-in. temperature probe. Also certified
VGA LCDs to C2d, C10b and C34c. Replaces
standard six-pack instruments.
Features 6.5-in. PFD and MFD
TCAS i/II, RS RS 232, RS 422, plus AHRS. SVT is standard with
232, RS 422, RS G600 and optional for G500.
RS 485; ARINC
G600 485; ARINC 429; see remarks NA
429; HSDB, CD/ Optional TAWS-B for G600 only.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data GWX68 radar sold separately.
Includes CDU (dual 6.5-in. VGA
LCD), digital AHRS, ADC, mag-
— netometer, temperature probe.
Optional enhanced autopilot
NA interface capabilities using the
optional GAD 43.

73ag Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Garmin International
9.3
1200 E. 151st St.
Olathe, KS 66062-3426
(913) 397-8200 VGA LCD
Fax: (913) 397-8282
www.garmin.com TCAS i/II, RS RS 232, RS 422,
232, RS 422, RS $16,995*
RS 485; ARINC GPS/VOR,
GTN 750 485; ARINC 429; NA
429; HSDB, CD/ LOC/GS *B&CA estimate.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data

dual 6.5 in.

NA

9.3

Color TFT LCD

Touchscreen

TCAS i/II, RS RS 232, RS 422,

232, RS 422, RS $15,000*
RS 485; ARINC GPS/VOR,
GTN 725 485; ARINC 429; NA
429; HSDB, CD/ LOC/GS *B&CA estimate.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data

600 x 267

NA

7.0

TCAS i/II, RS RS 232, RS 422,

232, RS 422, RS $11,495*
RS 485; ARINC GPS/VOR,
GTN 650 485; ARINC 429; NA
429; HSDB, CD/ LOC/GS *B&CA estimate.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data

NA

7.0

TCAS i/II, RS RS 232, RS 422,

232, RS 422, RS $10,495*
RS 485; ARINC GPS/VOR,
GTN 635 485; ARINC 429; NA
429; HSDB, CD/ LOC/GS *B&CA estimate.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data

NA

7.0

TCAS i/II, RS RS 232, RS 422,

232, RS 422, RS $9,595*
RS 485; ARINC GPS/VOR,
GTN 625 485; ARINC 429; NA
429; HSDB, CD/ LOC/GS *B&CA estimate.
HSDB, CD/HIS, HIS, RMI, air data
RMI, air data

NA

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73ah

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Innovative Solutions Price varies by installation.
& Support (IS&S) 7.0 Designed to replace existing instru-
70 Pennsylvania Dr. AMLCD ments, including the EADI and
Exton, PA 19341 ARINC 429, ARINC 429, EHSI displays, altimeter, airspeed
Cessna
(610) 646-9800 A453/708, Eth- A453/708, Eth- and vertical speed indicators.
Citation ernet, Descretes, ernet, Descretes, NA
Fax: (610) 646-0149 AdViz Flat Analog, Synchro, Analog, Synchro, see remarks Retrofitting existing aircraft re-
Panel quires minimal changes to existing
www.innovative-ss.com Display RS-422, CSDB, RS-422, CSDB,
USB USB aircraft wiring while reducing power
10.4 in. consumption and weight. Options
NA include satellite weather, e-charts,
video and remote radio control.

Price varies by installation. FMS

PFD: 8.5
MFD: 12.5 options include either integrated
AMLCD WAAS-based FMS, exterior WAAS-
based FMS or non-WAAS-based
PFD: 10.4 in. (2) FMS; system provides PFD/ND
ARINC 429, ARINC 429, MFD: 15.4 in. with MFD functions and engine in-
ARNC 453, RS ARNC 453, RS struments; system interfaces with
Eclipse Avio 232, RS 42, 232, RS 42, see remarks
NG new or existing AP/FD/IFCS; TAWS
Byteflite, Ether- Byteflite, USB, Eth-
net, discretes ernet, discretes display provided and connects
PDF: 10.4
in. (2) directly with TAWS; remote tuned
MFD: 15.4 in. PFD: 50 W radios optional; e-charts, moving
MFD: 75 W maps, radar display, satellite
weather, TCAS-I, fuel management
and aircraft systems pages.

Price varies by installation. FMS

15 in. IPFD, 14
lb., 70 W; options include either WAAS-
AMLCD based FMS, exterror WAAS-based
FMS or non-WAAS-based FMS;
10 in. IFPD, 8 lb., systems provides PFD/ND with
Pilatus 35 W; MFD functions; coupled WAAS LPV
contact OEM for contact OEM for
PC-12 FPDS details details see remarks approach; system interfaces with
System new or existing AP/FD/IFCS; RVSM
certified, options isnclude RS 170
10.4; 15.0 or DVI video input on 5.15-in. IPFD;
DCP, 3.0 lb, 8 W TAWS terrain display provided
and connects directly with TAWS;
e-charts certified.

Price varies by installation. FMS

options include either WAAS-based
IFPD: 6.0 lb., 30
watts FMS, exterror WAAS-based FMS
or non-WAAS-based FMS; systems
provides PFD/ND with MFD func-
AMLCD tions and engine instruments; sys-
tem interfaces with new or existing
Vantage AP/FD/IFCS; EVS input can be
Cockpit/IP RNCU: 9.75 lbs., input fromEVS camera or
contact OEM for contact OEM for
Flat Panel see remarks 25 watts;
Display details details other video camera via RS-170;
System TAWS terrain display provided and
connect directly with TAWS; remote
tuned radios optional.
e-charts, moving maps (worldwide
ECSU: 25 watts terrain 3-arc/second, radar display,
10.4
satellite weather, TCAS-I/II, fuel
management exceedance record-
ing and video.

73ai Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 AVIONICS

INTEGRATED AVIONICS SYSTEMS

CDU Type Weight (lb.)
Operational Dimensions
Manufacturer Model Inputs Outputs Price/Remarks
Capabilities
Dimensions Power Required
Rockwell Collins 15.1-in. color Features include dual comm/nav,
LCD
400 Collins Rd. NE SXGA: 14.1- single, dual or triple FMS, GPS
Cedar Rapids, Iowa in. color LCD WAAS, single or dual integrated
52498 WXGA Flight Information system (IFIS),
FMS, PFD/
www.rockwellcollins.com Adapts to weather radar with turbulence de-
3, 4 or 5 tection, data link communication,
LCD graphic onboard maintenance system,
Pro Line display various, depend-
Fusion See Remarks See Remarks congiguration ing on installation information managements system,
integrating surface management, surveillance
PFD/MFD video, enhanced vision, systhetic
flight informa-
tion vision and head-up guidance. Dis-
play systems available with touch
screen capability. Customized to
OEM requirements. Price varies by
installation.

Price varies by installation. The

typical Pro Line 21 major retrofit
package includes three-four 8 x 10
in. LCDs with advanced graphics,
all digital CNS radios with dual
comm/navs, dual transponders
Color LCD with enhanced surveillance, dual
DME, single or dual FMS GPS
WAAAS, Digital Flight Control
System (DFCS) with coupled VNAV,
single or dual Integrated Flight
Information Systems (IFIS), dual
FMS, PDF/
MFD, EFIS, channel radar altimeter, dual
Various, depend-
Pro Line 21 Numerous Numerous TAWS, RMU, ing on installation solid-state Attitude Heading Refer-
EVS, SVS ence Systems (AHRS), dual air
pending
data systems (RVSM compliant),
solid-state radar with turbulence
detection, Engine indications on
PFD or MFD, 2nd or 3rd FMS, 3rd
6.375 (h) x FMS, 3rd AHRS, 3rd VHF-4000,
5.75 (w) x 2nd ALT-4000, TCAS 4000, ADS-B
6.33 (l) transponders, single or dual HF-
9000 radio, Satcom, CMU-4000
data link system, XM weather,
maintenance diagnostics system,
DBU-5000 data loader and all-new
wiring and connectors.

Rogerson Kratos
403 S. Raymond
Series 700
Pasadena, CA 91109 Integrated Course Head-
(626) 449-3090 Avionics ing Select
System Panel (CHSP)
Fax: (626 449-4805
for Bell PFD, MFD,
www.rogersonkratos.com 412 and EICAS
ARINC 429, Syn-
Bell 429; Mission func- Prices based on quantity; depen-
chro, Discretes, ARINC 429, vari- Each display unit:
TC on Bell tions: FLIR,
RGB, NTSC, PAL able DC, Discretes 13.5 dent on engine type.
429 and RS-170 video,
video capability
STC on fuel and
Bell 412 hydraulics
using
6x8 6 x 8 ALMD
ALMD displays
displays

Series 600 Course Head- PFD, MFD

Integrated ing Select
ARINC 429, Syn- ARINC 429, Syn- Mission func-
Avionics Panel (CHSP)
chro, Discretes, chro, Discretes, tions: FLIR, Each display unit:
System RGB, NTSC, PAL RGB, NTSC, PAL RS-170 video, 13.5 Prices based on quantity.
using 6 x video capability video capability 6 x 8 ALMD fuel and
8 AMLCD
displays hydraulics
displays

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 73aj

PURCHASE PLANNING HANDBOOK
For now, there remains a chasm in demand
between the long-range, large-cabin class
and the rest of the turbofan market.
BY FRED GEORGE fred.george@aviationweek.com
usiness jet apartheid remained
B the dominant theme in 2013, as
it has for the last five years since
the world economy struggles to
recover from its deepest downturn in
eight decades. Most long-range, large-
cabin business aircraft manufacturers
flourished while most light and midsize
jet makers floundered. Total jet deliver-
ies stabilized at 678, essentially in line
with deliveries a decade ago, according
to GAMA statistics.
Jet deliveries actually dipped about
1% from 2012 to 2013, but billing soared
23% with Gulfstream leading the way
with 144 large-cabin deliveries. Bombar-
dier shipped 62 Global 5000 and 6000
aircraft, Dassault Falcon Jet delivered
77 units and Embraer logged 21 Legacy
600/650 shipments.
Corporate profitability has more than
doubled since the bottom of the reces-
sion. The S&P index is up 170% since first
quarter 2009. For now, the DJIA seems
solidly locked in above 16,000. So, large
corporations, especially multinationals,
74 Business & Commercial Aviation | May 2014
Business
Airplanes 2014
have fat profits to renew their large-cabin
aircraft fleets.
Public companies aren’t the only ben-
eficiaries of the post-recession recovery.
There now are more than 60,000 high net
worth individuals (HNWIs) around the
globe who have $100 million or more in
disposable assets, according to some sur-
veys. The largest concentration of uber-
rich isn’t in North American, it’s in Asia.
La rge corporations a nd top tier
HNWIs, as a result, are fueling the sales
of purpose-built business aircraft with
$30-million-plus price tags, ones that can
fly 4,000+ nm. Top tier aircraft that can
fly 5,000 to 7,000 nm and that sell for
$50- to $100-million, are doing especially
well. Bombardier, for instance, delivered
94% more Global 5000/6000 aircraft
than shorter range Challenger 605 jets.
Gulfstream doesn’t disclose delivery
numbers for individual large-cabin air-
craft, but it’s well known that the G550
and G650 are faring much better than the
G450, judging from relative resale prices.
Dassault shipped more Falcon 7X
trijets than all other Falcon models com-
bined. Industry sources say that Das-
sault plans to announce another large
cabin aircraft at EBACE 2014 in Geneva,
capitalizing on the sales strength of Fal-
con 7X.
In the light-jet segment, it was a differ-
ent, if not depressing, story. Textron Avi-
ation’s Cessna was hit particularly hard,
delivering fewer Citations in 2013 than in
any year since 1996. Deliveries of Bom-
bardier Learjet 60XR continue to wind
down as customers shift their interest
toward the Learjet 85, which just made
its first flight in April. The Canadian firm
delivered 18 of its Learjet 70/75 aircraft,
thoroughly revamped versions of Learjet
40XR/45XR, late in the fourth quarter.
The late year, Learjet 70/75 delivery rush
buoys prospects for a better 2014. But,
company chairman Guy Hachey cautions
that the overall “global economy has re-
mained persistently sluggish,” damping
expectations for a full-blown business
aircraft recovery in 2014.
Beechcraft, newly merged into Tex-
tron Aviation, fared even more poorly
with its turbofan aircraft. It ceased pro-
duction of all jets and disposed of its re-
maining Hawker 4000 aircraft at fire
sale prices.
Deep discounting by U.S. light jet mak-
ers remained a dominant practice in 2013.
BEECHCRAFT
The downside of new aircraft discount-
ing, though, is pronounced price softness
in the used light-jet market. Many older
www.AviationWeek.com/bca
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PURCHASE PLANNING HANDBOOK
light jets have so little residual value that
operators are facing stiff cash outlays
when trading up to new aircraft. That’s
another drag on new light jet sales.
Undeterred, Eclipse Aerospace is
pressing ahead with its Eclipse 550 very
light jet, having a $2.85 million base price.
Eclipse is betting that the upgraded
Eclipse 500 will hold its own in the mar-
ket because of its rock bottom operating
costs.
Equally optimistic is Honda Aircraft
Company, proceeding amain with devel-
opment of its $4.5 million, twin-turbofan
HA-420 HondaJet. It’s a direct com-
petitor with Embraer Phenom 100 and
Cessna Citation M2, the upgraded ver-
sion of CJ1+.
Bombardier is pressing ahead at full
speed with Learjet 85, the Canadian
firm’s new midsize jet that made its first
flight in mid-April. The entry-into-ser-
vice data for the all-composite, trans-
continental U.S. range jet has yet to be
determined, but it should reach full pro-
duction rates by 2018, according to RBC
Europe’s market analyst Robert Stallard.
At present, Embraer remains in a
strong position with its Phenom light jets.
Last year, it delivered 60 Phenom 300
light jets, grabbing market share mainly
at the expense of Cessna Citation CJ3
and CJ4. Admittedly, the Brazilian firm
saturated the entry level jet segment in
2009 and 2010 when it delivered a total of
197 Phenom 100 aircraft. But, it still deliv-
ered more Phenom 300 units in 2013 than
either Citation Mustang or M2.
Cessna is fighting back against Phe-
nom 300 with upgraded versions of its
existing models, including the CJ3+ that
is making its Purchase Planning Handbook
debut this year.
Some in the industry, though, say that
Cessna’s historic reliance on derivative
designs, many of which have their roots
in the original 1969 FanJet 500, is leaving
the door open for Embraer to enter with
its clean sheet designs, such as the Phe-
noms, and also for planemaker HondaJet.
Buyers are no longer satisfied with evo-
lutionary Mr. Potato Head derivatives,
distinguished mainly by changes in their
plug-in body parts.
Now, Embraer is again introducing dis-
ruptive technology with its Legacy 500,
the first fly-by-wire midsize business jet.
(See our flight test report on page 62 in
this issue). It’s priced $2 million higher
than Citation Sovereign, but it’s a clean-
sheet design with a much larger cabin
having a flat floor. It has higher cruise
speeds and more tanks-full payload.
With 3,000 nm range and a $20 million
76 Business & Commercial Aviation | May 2014
price tag, Legacy 500 also will compete
with the midsize Learjet 85. Its super-
midsize cabin even makes competitive
with Bombardier Challenger 300, the
bestselling super-midsize aircraft. Bom-
bardier is countering the Brazilians by
offering Challenger 350, a longer range,
more capable, more fuel efficient version
of Challenger 300.
Potentially dealing another one-two
body punch to Cessna, similar to Phenom
100 and 300, Embraer’s Legacy 450 is
slated to enter service in 2015. It will com-
pete head-to-head against Citation Lati-
tude, a larger fuselage version of Citation
Sovereign. Both aircraft have 2,500 nm
range and similar price tags, but Legacy
450 has fly-by-wire flight controls, higher
cruise speeds and a larger cabin.
The Legacy 450 is priced $2 million
above the Learjet 60XR, but it does vir-
tually everything better than the aging
Bombardier midsize jet, having a consid-
erably larger cabin, more range and more
tanks-full payload.
The growth in turboprop shipments
was a boon to manufacturers. Deliveries
grew more than 10% in 2013, according
to GAMA. Leading the way was Textron
Aviation’s Beechcraft unit that experi-
enced a 50+ surge in King Air shipments.
More than half were King Air 350 mod-
els, many of which were delivered to
Wheels Up, a “members only” firm that
placed the largest turboprop order in
history.
Piaggio Aero remains a notable excep-
tion to the success in the twin turboprop
segment. Shipments sagged to just two
new Avanti II aircraft last year as the
firm reels from the crash of fractional
ownership firm Avantair, leaving behind
dozens of unairworthy Avanti aircraft
because of shoddy maintenance. Many
former Avantair aircraft now face can-
nibalization. (See “The Avantair Failure,
Part 2” on page 30 in this issue.)
The single-engine turboprop seg-
ment was a bright spot last year. Deliv-
eries of Cessna’s 208 Caravan and 208B
Grand Caravan reached 105 units, only
two down from 2012 and higher than the
annual average of the last two decades.
Quest delivered 28 Kodiak 100 utility air-
craft, the larger number in its history.
Deliveries of pressurized singles re-
main robust. Piper shipped 34 Meridian
aircraft, Socata delivered 40 TBM 850
G1000 turboprops and Pilatus shipped 65
PC-12s. Socata’s 330 KTAS TBM 900 is
appearing for the first time in this year’s
Handbook. It has 21% shorter takeoff dis-
tances, superior time to climb and 17-kt.
faster cruise speeds than TBM 850, along
with slower stall speeds, more docile low
speed handling and a quieter cabin. It’s
actually faster than some light jets on
trips up to two hours duration.
Asking prices for most new single-en-
gine turboprops, as a result, are firm.
There’s little motivation for most manu-
facturers, particularly Pilatus and So-
cata, to negotiate on list price.
Looking ahead at the remainder of 2014,
small businesses in the U.S., firms that
historically have purchased the majority
of light jets, continue to struggle. Owners
remain unsettled about the prospects for a
broad-based economic recovery, as well as
the threat of new federal mandates. Most
historic light jet buyers are in no mood to
purchase new aircraft, keeping a tight rein
on purse strings, preserving capital for un-
known threats ahead.
The Federal Reserve has expressed
concerns that U.S. economic inflation
is too low at 1%, half the target rate for
healthy economic growth. Low consumer
prices would seem to be a boon, but low
inflation also signifies poor wage growth,
high unemployment and excess economic
capacity. European economic inflation is
near zero, prompting concerns that the
world economy could be at risk for defla-
tion. Such news rattles the confidence of
small businesses.
Moreover, the pre-owned light jet mar-
ket remains awash with great deals to
be scooped up by savvy shoppers. True,
a certain segment of buyers only pur-
chases new aircraft. For them, only a new
Mustang, M2 or Eclipse 550, HondaJet or
Learjet 75, will suffice.
But, large numbers of prospects, out-
side of that select few that only buy new,
find themselves tempted by $1.5 million
Mustangs, $1.9 million CJ1+ aircraft and
Phenom 100s, and $3.5 million Learjet
45XR aircraft, among other bargains in
the basement.
So, for now, there remains a huge
chasm in demand between the long-
range, large-cabin class and the rest of
the turbofan market. If you’re shopping
for a new aircraft with less than 5,000
nm of range, you’ll find sales staffs will-
ing to sharpen their pencils to get you
to sign their purchase contracts. This
year will be another bonanza for many
buyers. B&CA
B&CA’s digital edition contains
Used Airplanes and Regional Aircraft
comparative tables. The Purchase
Planning Handbook is available for
download at AviationWeek.com/bca
www.AviationWeek.com/bca
PURCHASE PLANNING HANDBOOK
How to Use the Airplane Charts
or an aircraft to be listed in the Purchase Planning Handbook,
F a production conforming article must have flown by May
1 of this year. The dimensions, weights and performance
characteristics of each model listed are representative of the cur-
rent production aircraft being built or for which a type certificate
application has been filed. The Basic Operating Weights we pub-
lish should be representative of actual production turboprop and
turbofan aircraft because we ask manufacturers to supply us with
the average weights of the last 10 commercial aircraft that have
been delivered. However, spot checks of some manufacturers’
BOW numbers reveal anomalies. Prospective buyers are advised
to verify the actual weights of aircraft with options.
The takeoff field length distances are based on Maximum Take-
off Weight unless otherwise indicated in the tables.
Please note that “all data preliminary” in the remarks section
indicates that actual aircraft weight, dimension and performance
numbers may vary considerably after the model is certified and
delivery of completed aircraft begins.
www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 77
Manufacturer, Model
and Type Designation
In some cases, the airplane manufactur-
er’s name is abbreviated, but the compa-
ny’s full name and address can be found
in the “Airframe Suppliers Directory”
at our website. The model name and the
type designation also are included in this
group.
B&CA Equipped Price
Price estimates are first quarter, current
year dollars for the next available deliv-
ery. Some aircraft have long lead times,
thus the actual price will be higher than
our published price. Note well, manufac-
turers may adjust prices without notifi-
cation.
υ Piston-powered airplanes — Computed
retail price with at least the level of equip-
ment specified in the B&CA Required
Equipment List.
υ Turbine-powered airplanes — Average
price of 10 of the last 12 commercial deliv-
eries, if available. Some manufacturers
TEXTRON AVIATION
decline to provide us with actual prices
of delivered aircraft. The aircraft serial
numbers aren’t necessarily consecu-
tive because of variations in completion
 PURCHASE PLANNING HANDBOOK
time and because some aircraft may be
configured for non-commercial, special
missions.
Characteristics
υ⁳Seating — Crew + Typical Executive
Seating/Maximum Seating.
For example, 2+8/19 indicates that the
aircraft requires two pilots, there are
eight seats in the typical executive con-
figuration and the aircraft is certified
for up 19 to passenger seats. A four-place
single-engine aircraft is shown as 1+3/3,
indicating that one pilot is required and
there are three other seats available for
passengers. We require two pilots for all
turbofan airplanes, except for single-pilot
certified aircraft such as the Eclipse 550,
Cessna Citation CJ series and Syberjet
SJ30-2, which have, or will have, a large
percentage of single-pilot operators. Four
crewmembers are specified for ultra-
long-range aircraft — three pilots and
one flight attendant.
Each occupant of a turbine-powered
airplane is assumed to weigh 200 lb., thus
allowing for stowed luggage and carry-on
items. In the case of piston-engine air-
planes, we assume each occupant weighs
170 lb. There is no luggage allowance for
piston-engine airplanes.
υ⁳Wing Loading — MTOW divided by total
wing area.
υ⁳Power Loading — MTOW divided by to-
tal rated horsepower or total rated thrust.
υ⁳FAR Part 36 certified noise levels — Fly-
over noise in A-weighted decibels (dBA)
for small and turboprop aircraft. For
turbofan-powered aircraft, we provide
AIRBUS
78 Business & Commercial Aviation | May 2014
Part 36 EPNdB (effective perceived noise
levels) for takeoff, sideline and approach.
Dimensions
υ⁳External length, height and span di-
mensions are provided for use in deter-
mining hangar and/or tie-down space
requirements.
Internal length, height and width are
based on a completed interior, includ-
ing insulation, upholstery, carpet, carpet
padding and fixtures. Note well: These
dimensions are not based upon metal-to-
metal measurements. They must reflect
the actual net dimensions with all soft
goods installed. Some manufacturers
provide optimistic measurements, thus
prospective buyers are advised to mea-
sure aircraft themselves.
As shown in the Cabin Interior Dimen-
sions illustration, for small airplanes
other than “cabin-class” models, the
length is measured from the forward
bulkhead ahead of the rudder pedals to
the back of the rearmost passenger seat
in its normal, upright position.
For so-called cabin-class and larger
aircraft, we show the overall length of
the passenger cabin, measured from the
aft side of the forward cabin divider to
the aft-most bulkhead of the cabin. The
aft-most point is defined by the rear side
of a baggage compartment that is acces-
sible to passengers in flight or the aft
pressure bulkhead. The overall length is
reduced by the length of any permanent
mounted system or structure that is in-
stalled in the fuselage ahead of the aft
bulkhead. For example, some aircraft
have full fuselage cross-section fuel
tanks mounted ahead of the aft pres-
sure bulkhead.
The second length number is the net
length of the cabin that may be occupied
by passengers. It’s measured from the
aft side of the forward cabin divider to
an aft point defined by the rear of the
cabin floor capable of supporting pas-
senger seats, the rear wall of an aft gal-
ley or lavatory, an auxiliary pressure
bulkhead or the front wall of the pres-
surized baggage compartment. Some
aircraft have the same net and overall
interior length because the manufac-
turer offers at least one interior configu-
ration with the aft-most passenger seat
located next to the front wall of the aft
luggage compartment.
Interior height is measured at the cen-
ter of the cross section. It may be based
on an aisle that is dropped several inches
below the main cabin floor that supports
the passenger seats. Some aircraft have
dropped aisles of varying depths, result-
ing in less available interior height in
certain sections of the cabin, such as the
floor sections below the passenger seats.
Two width dimensions are shown for
multiengine turbine airplanes — one
at the widest part of the cabin and the
other at f loor level. The dimensions,
however, are not completely indicative
of the usable space in a specific aircraft
because of individual variances in inte-
rior furnishings.
Power
υ⁳Number of engines, if greater than one,
and the abbreviated name of the manu-
facturer: Honeywell, CFMI — CFM Inter-
national, TCM — Teledyne Continental,
IAE —International Aero Engines, Lyc
— Textron Lycoming, P&WC — Pratt &
Whitney Canada, RR — Rolls-Royce and
Wms — Williams International.
υ⁳Output — Takeoff rated horsepower
for propeller-driven aircraft or pounds
thrust for turbofan aircraft. If an en-
gine is flat rated, enabling it to produce
takeoff rated output at a higher than ISA
(standard day) ambient temperature, the
flat rating limit is shown as ISA+XXC.
Highly flat rated engines, i.e. engines
that can produce takeoff rated thrust at a
much higher than standard ambient tem-
perature, typically provide substantially
improved high density altitude and high-
altitude cruise performance.
υ⁳Inspection Inter val is the longest,
scheduled hourly major maintenance in-
terval for the engine, either “t” for TBO
or “c” for compressor zone inspection.
www.AviationWeek.com/bca
OC is shown only for engines that have
“on condition” repair or replace parts
maintenance.
Weights (lb.)
Weight categories are listed as appropri-
ate to each class of aircraft.
υ⁳Max Ramp — Maximum ramp weight
for taxi
υ⁳Max Takeoff — Maximum takeoff weight
as determined by structural limits
υ⁳Max Landing — Maximum landing
weight as determined by structural limits
υ⁳Zero Fuel — Maximum zero fuel weight,
shown by “c,” indicating the certified
MZFW or “b,” a B&CA-computed weight
based on MTOW minus the weight of fuel
required to fly 1.5 hr. at high-speed cruise
υ⁳Max ramp, max takeoff and max landing
weights may be the same for light aircraft
that may only have a certified max take-
off weight.
υ⁳EOW/BOW — Empty Operating Weight
is shown for piston-powered airplanes.
Basic Operating Weight, in contrast, is
based on the average EOW weight of the
last 10 commercial deliveries, plus 200
lb. for each required crewmember. We
require four crewmembers, three flight
crew and one cabin attendant for ultra-
long-range aircraft.
Basic Operating Weight, which essen-
tially is EOW plus required flight crew,
is shown for turbine-powered airplanes.
EOW is based on the factory standard
weight, plus items specified in the B&CA
Required Equipment List, less fuel and
oil.
There is no requirement to add in the
weight of cabin stores, but some manu-
facturers choose to include galley stores
and passenger supplies as part of the
BOW build up. Life vest, life rafts and ap-
propriate deep-water survival equipment
are included in the weight buildup of the
80,000+ lb., ultra-long-range aircraft.
υ⁳Max Payload — Zero Fuel weight minus
EOW or BOW, as appropriate. For piston-
engine airplanes, Max Payload frequently
is a computed value because it is based
on the B&CA (“b”) computed maximum
ZFW.
υ⁳Executive Payload — Based on 170 lb. per
occupant for multiengine piston-engine
airplanes and 200 lb. per occupant for
turbine-engine airplanes, as shown in the
executive seating section of the “Charac-
teristics” section. Both pilots and passen-
gers, however, are counted as occupants
in piston-engine airplanes. Only passen-
gers are counted as occupants in turbine-
powered airplanes because the required
crew is included in the BOW.
www.AviationWeek.com/bca
Cabin Length
Cockpit Galley Passenger Cabin
Cabin Length
Cabin Length
If the Executive Payload exceeds the
Maximum Payload, we use Maximum
Payload. Executive payload is not com-
puted for single-engine piston airplanes.
υ⁳Max Fuel — Usable fuel weight based
on 6.0 lb. per U.S. gallon for avgas or 6.7
lb. per U.S. gallon for jet fuel. Fuel capac-
ity includes optional, auxiliary and long-
range tanks, unless otherwise noted.
υ⁳Available Payload With Full Fuel — Max
Ramp weight minus the tanks-full
weight, not to exceed Zero Fuel weight
minus EOW or BOW.
υ⁳Available Fuel With Maximum Payload
— Maximum Ramp weight minus Zero
Fuel weight, not to exceed maximum fuel
capacity.
υ⁳Available Fuel With Executive Payload —
Available fuel weight based on max ramp
minus BOW plus executive payload, up to
the actual fuel capacity.
Limits
B&CA lists V speeds and other limits
as appropriate to the class of airplane.
These are the abbreviations used on the
charts:
υ VNE — Never exceed speed (red line for
piston-engine airplanes).
υ VNO — Normal operating speed (top of
the green arc for piston-engine airplanes).
υ VMO — Maximum operating speed (red
line for turbine-powered airplanes).
υ MMO — Maximum operating Mach num-
ber (red line for turbofan-powered air-
planes and a few turboprop airplanes).
υ FL/VMO — Transition altitude at which
VMO equals M MO (large turboprop and
turbofan aircraft).
υ VA — Maneuvering speed (except for
Business & Commercial Aviation | May 2014 79
Lavatory
Aft Baggage
Compartment
Baggage
certain large turboprop and all turbofan
aircraft).
υ VDEC — Accelerate/stop decision speed
(multiengine piston and light multiengine
turboprop airplanes).
υ VMCA — Minimum control airspeed, air-
borne (multiengine piston and light mul-
tiengine turboprop airplanes).
υ VSO — Maximum stalling speed, landing
configuration (single-engine airplanes)
υ⁳Vx — Best angle-of-climb speed (single-
engine airplanes).
υ VXSE — Best angle-of-climb speed, one-
engine inoperative (multiengine piston
and multiengine turboprop airplanes un-
der 12,500 lb.).
υ V Y — Best rate-of-climb speed (single-
engine airplanes).
υ V YSE — Best rate-of-climb speed, one-
engine inoperative (multiengine piston
and multiengine turboprop airplanes un-
der 12,500 lb.).
υ⁳V2 — Takeoff safety speed (large turbo-
props and turbofan airplanes).
υ V REF — Reference landing approach
speed (large turboprops and turbofan
airplanes, four passengers, NBAA IFR
reserves; eight passengers for ultra-long-
range aircraft).
υ⁳PSI — Cabin pressure differential (all
pressurized airplanes).
Airport Performance
υ⁳Approved Flight Manual takeoff
runway performance is shown for sea-
level, standard day and for 5,000-ft.
elevation/25C day density altitude. All-
engine takeoff distance (TO) is shown
for single-engine and multiengine piston,
and turboprop airplanes with an MTOW
 PURCHASE PLANNING HANDBOOK
GULFSTREAM AEROSPACE

weight, when departing from a 5,000-

of less than 12,500 lb. Takeoff distances
and speeds assume Maximum Takeoff
weight, unless otherwise noted.
υ⁳Accelerate/Stop distance (A/S) is shown
for small multiengine piston and small
turboprop airplanes. Takeoff field length
(TOFL), the greater of the one-engine in-
operative (OEI) takeoff distance or the
accelerate/stop distance, is shown for
FAR Part 23 Commuter Category and
FAR Part 25 airplanes. If the acceler-
ate/stop and accelerate/stop distances
are equal, the TOFL is the balanced field
length.
υ⁳Landing distance (LD) is shown for FAR
Part 23 Commuter Category and FAR
Part 25 Transport Category airplanes.
The landing weight is BOW plus four pas-
sengers and NBAA IFR fuel reserves. We
assume that 80,000+ lb. ultra-long-range
NBAA IFRRANGE
NBAA IFR RangePROFILE
Profile
Conditions: Origin, destination and alternate
airports are sea level elevation, ISA, zero wind,
maximum of three cruise levels,
30-minute VFR fuel reserve at alternate.
Final Cruise
Intermediate
Cruise
limb
ft./ISA+20C airport, may be less than
the MTOW because of FAR Part 25 sec-
ond-segment, one-engine-inoperative,
climb performance requirements. Air-
craft with highly flat-rated engines are
less likely to have a Mission Weight that
is performance limited when departing
from hot and high airports.
For three-engine aircraft, the mission
weight usually is based on full tanks and
the actual number of passengers, rather
than being performance limited.
Second, we publish the NBAA IFR
range for the hot and high departure
mission weight, assuming a transition
into standard day, ISA flight conditions
after takeoff. For purposes of computing
aircraft will have eight passengers on NBAA IFR range, the aircraft is flown at
board. the long-range cruise speed shown in the
The V2 and VREF speeds are useful for “Cruise” block or at the same speed as
reference when comparing the TOFL and shown in the “Range” block.
LD numbers because they provide an
indication of potential minimum-length Climb
runway performance when low RCR or
runway gradient is a factor. The all-engine time to climb provides an
B&CA lists two additional numbers for indication of overall climb performance,
large turboprop- and turbofan-powered especially if the aircraft has an all-engine
airplanes. First, we publish the mission service ceiling well above our sample top-
weight, which is the lower of: (1) the ac- of-climb altitudes. We provide the all-en-
tual takeoff weight with four passengers gine time to climb to one of three specific
(eight passengers for ultra-long-range altitudes, based on type of aircraft de-
aircraft) and full fuel when departing parting at MTOW from a sea-level, stan-
from a 5,000-ft./25C airport or (2) the dard-day airport: (1) FL 100 (10,000 ft.)
maximum allowable takeoff weight when for normally aspirated single-engine and
departing with the same passenger load multiengine piston aircraft, plus pres-
and at the same density altitude. surized single-engine piston aircraft and
For two-engine aircraft, the mission unpressurized turboprop aircraft; (2) FL
250 for pressurized single-engine and
multi-engine turboprop aircraft; or (3) FL
370 for turbofan-powered aircraft. These
data are published as time-to-climb in
minutes/climb altitude. For example, if
a non-pressurized twin-engine piston
aircraft can depart from a sea-level air-
port at MTOW and climb to 10,000 ft. in
8 min., the time to climb is expressed as
8/FL 100.
Long-Range Cruise We also publish the initial all-engine
for 200 nm

Initial Cruise Alternate climb feet per nautical mile gradient, plus
initial engine-out climb rate and gradi-
b

pC
Clim

3,000-fpm Desce Fix

Ste

ent, for single-engine and multiengine

3,000-fpm Descen ernate
Step

nt
h

pistons and turboprops with MTOWs of

t to
nm
to Initial Approac

e
Alternate Cruis

12,500 lb. or less.

VFR Landing at Alt
Climb to 200

The one-engine-inoperative (OEI)

Altitude

climb rate for multi-engine aircraft at

MTOW is derived from the Airplane
Flight Manual. OEI climb rate and gra-
dient is based on landing gear retracted
and wing flaps in the takeoff configu-
Taxi :10
Takeoff :01

Standard Instrument Climb to 5,000 ft and

Approach Hold Five Minutes for
ration used to compute the published
(Fuel = 5 Minute Clearance to Alternate takeoff distance. The climb gradient for
Hold @ 5,000 ft) such airplanes is obtained by dividing
the product of the climb rate (fpm) in the

80 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca


Airplane Flight Manual times 60 by the
VY or VYSE climb speed, as appropriate.
The OEI climb gradients we show for
FAR Part 23 Commuter Category and
FAR Part 25 Transport Category air-
craft are the second-segment net climb
performance numbers published in the
AFMs. Please note: The AFM net second-
segment climb performance numbers are
adjusted downward by 0.8% to compen-
sate for variations in pilot technique and
ambient conditions.
The OEI climb gradient is computed
at the same flap configuration used to
calculate the takeoff field length.
Ceilings (ft.)
υ⁳Maximum Certificated Altitude — Maxi-
mum allowable operating altitude deter-
mined by airworthiness authorities.
υ⁳All-Engine Service Ceiling — Maximum
altitude at which at least a 100-fpm rate of
climb can be attained, assuming the air-
craft departed a sea-level, standard-day
airport at MTOW and climbed directly
to altitude.
υ⁳OEI (Engine Out) Service Ceiling — Maxi-
mum altitude at which a 50-fpm rate of
climb can be attained, assuming the air-
craft departed a sea-level, standard-day
www.AviationWeek.com/bca
airport at MTOW and climbed directly
to altitude.
υ⁳Sea-Level Cabin (SLC) Altitude — Maxi-
mum cruise altitude at which a 14.7-psia,
sea-level cabin altitude can be main-
tained in a pressurized airplane.
Cruise
Cruise performance is computed using
EOW with four occupants or BOW with
four passengers and one-half fuel load.
Ultra-long-range aircraft carry eight
passengers for purposes of computing
cruise performance.
Assume 170 lb. for each occupant of
a piston-engine airplane and 200 lb. for
each occupant of a turbine-powered
aircraft.
υ⁳Long Range — True Air Speed (TAS),
fuel flow in pounds/hour, flight level (FL)
cruise altitude and specific range for
long-range cruise by the manufacturer.
υ⁳Recommended (Piston-Engine Air-
planes) — TAS, fuel f low in pounds/
hour, FL cruise altitude and specific
range for normal cruise performance
specified by the manufacturer.
υ⁳High Speed —TAS, fuel flow in pounds/
hour, FL cruise altitude and specific
range for shor t-range, high-speed
Business & Commercial Aviation | May 2014 81
AIRBUS
performance specified by the aircraft
manufacturer.
υ⁳Speed, fuel flow, specific range and alti-
tude in each category are based on one
mid-weight cruise point and these data
reflect standard day conditions. They
are not an average for the overall mis-
sion and they are not representative of
the above standard day temperatures at
cruise altitudes commonly encountered
in everyday operations.
B&CA imposes a 12,000-ft. maximum
cabin altitude requirement on CAR3/
FAR Part 23 normally aspirated air-
craft. Turbocharged airplanes are lim-
ited to FL 250, providing they are fitted
with supplemental oxygen systems hav-
ing sufficient capacity for all occupants
for the duration of the mission. Pres-
surized CAR3/FAR Part 23 aircraft are
limited to a maximum cabin altitude of
10,000 ft. For FAR Part 23 Commuter
Category and FAR Part 25 aircraft, the
maximum cabin altitude for computing
cruise performance is 8,000 ft.
To conserve space, we use flight levels
(FL) for all cruise altitudes, which is ap-
propriate considering that we assume
standard day ambient temperature
and pressure conditions. Cruise perfor-
mance is subject to B&CA’s verification.
PURCHASE PLANNING HANDBOOK
Range
B&CA shows various paper missions for
each aircraft that illustrate range versus
payload tradeoffs, runway and cruise
performance, plus fuel efficiency. Similar
to the cruise profile calculations, B&CA
limits the maximum altitude to 12,000 ft.
for normally aspirated, non-pressurized
CAR3/FAR Part 23 aircraft, 25,000 ft.
for turbocharged airplanes with supple-
mental oxygen, 10,000 ft. cabin altitude
for pressurized CAR 3/FAR Part 23 air-
planes and 8,000 ft. cabin altitude for
FAR Part 23 Commuter Category or FAR
Part 25 aircraft.
υ⁳Seats-Full Range (Single-Engine Piston
Airplanes) — Based on typical executive
configuration with all seats filled with 170
lb. occupants, with maximum available
fuel less 45-min. IFR fuel reserves. We
use the lower of seats full or maximum
payload.
υ⁳Tanks Full Range (Single-Engine Piston
Airplanes) — Based on one 170-lb. pilot,
full fuel less 45-min. IFR fuel reserves.
υ⁳Executive Payload (Multiengine Piston
Airplanes and Single-Engine Turboprops)
— Based on typical executive configu-
ration with all seats filled with 170-lb.
occupants, maximum available fuel less
45-min. IFR fuel reserves. We use the
lower of seats full or maximum payload.
υ⁳Maximum Fuel With Available Payload
(Single-Engine Turboprops) —Based on
BOW, plus full fuel and the maximum
available payload up to maximum ramp
weight. Range is based on arriving at
destination with NBAA IFR fuel re-
serves, but only a 100-mi. alternate is
required.
υ⁳Ferry (Multiengine Piston Airplanes and
Single-Engine Turboprops) — Based on one
FAR
FAR Part
Part25
25 and Part 23
and Part 23 Commuter
Commuter Category
Category OEI
OEIClimb
ClimbPerformance
Performance
First
Segment
Obstacle Height Above
170-lb. pilot, maximum fuel less 45-min.
IFR fuel reserves.
Please note: None of the missions for
piston-engine aircraft includes fuel for di-
verting to an alternate. However, single-
engine turboprops are required to have
NBAA IFR fuel reserves, but only a 100
mi. alternate is required.
NBAA IFR range format cruise pro-
files, having a 200 mi. alternate, are used
for FAR Part 25 Transport Category
turbine-powered aircraft. In the case of
FAR Part 23 turboprops, including those
certified in the Commuter Category, and
FAR Part 23 turbofan aircraft, only a 100
mi. alternate is needed. The difference in
alternate requirements should be kept
in mind when comparing range perfor-
mance of various classes of aircraft.
υ⁳Available Fuel With Maximum Payload
(Multiengine Turbine Airplanes) —Based
on aircraft loaded to maximum zero fuel
weight with maximum available fuel up to
maximum ramp weight, less NBAA IFR
fuel reserves at destination.
υ⁳Available Payload With Maximum Fuel
(Multiengine Turbine Airplanes) —Based
on BOW plus full fuel and maximum
available payload up to maximum ramp
weight. Range based on NBAA IFR re-
serves at destination.
υ⁳Full/Maximum Fuel With Four Passengers
(Multiengine Turbine Airplanes) —Based on
BOW plus four 200-lb. passengers and
the lesser of full fuel or maximum avail-
able fuel up to maximum ramp weight.
Ultra-long-range aircraft must have eight
passengers on board.
υ⁳Ferry (Multiengine Turbine Airplanes) —
Based on BOW, required crew and full
fuel, arriving at destination with NBAA
IFR fuel reserves.
We allow 2,000-ft. increment step
OEI En Route
Climb Performance
Takeoff Flight Path/OEI Climb Gradient (Gear Up)
Crucial Second Third or Transition Fourth or Final
Segment Segment Segment
NOTICE TO READERS
During recent years, the U.S. Federal Trade
Commission has conducted investigations into
the practice of certain industries in fixing and
advertising list prices. It is the position of
the FTC that it is deceptive to the public and
against the law for list prices of any product
to be specified or advertised in a trade area
if the majority of sales are made at less than
those prices.
B&CA is not in a position to know the prices
for most of the sales in each trading area in
the United States for each of the products
in this issue. Therefore, the prices shown in
the tables and text in the Purchase Planning
Handbook are based on suggested list prices
furnished to us by the manufacturers or distrib-
utors, or on prices estimated by the editors.
It may be possible to purchase some items
in your trading area at prices less than those
reported in this issue of B&CA. Also, almost
all manufacturers and distributors caution that
prices are subject to change without notice.
climbs above the initial cruise altitude
to improve specific range performance,
even though current air traffic rules in
North America provide for 4,000-ft. al-
titude semicircular directional traffic
separation above FL 290. The altitude
shown in the range section is the highest
cruise altitude for the trip — not the ini-
tial cruise or mid-mission altitude.
The range profiles are in nautical
miles, and the average speed is com-
puted by dividing that distance by the
total flight time or weight-off-wheels
time en route. The Fuel Used or Trip
Fuel includes the fuel consumed for
start, taxi, takeoff, cruise, descent and
landing approach but not after-landing
taxi or reserves.
The Specific Range is obtained by di-
viding the distance flown by the total fuel
burn. The Altitude is the highest cruise
altitude achieved on the specific mission
profile shown.
Missions
Various paper missions are computed

to illustrate the runway requirements,

speeds, fuel burns and specific range,
Reference Zero

Accelerate-Go
Takeoff Field Length plus cruise altitudes. The mission ranges
Flaps Up (If Applicable) are chosen to be representative for the
e
Initial OEI Climb tacl airplane category. All fixed-distance
(Gear Down) Obs
Liftoff
missions are flown with four passengers
Gear Up
35' on board, except for ultra-long-range
Reference Actual Climb Gradient Required airplanes, which have eight passen-
Brake Zero to Clear Close-in Obstruction
Release gers on board. The pilot is counted as
Accelerate-Stop
Di t
Distance From Reference Zero a passenger on board piston-engine

82 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 B&CA Required Equipment List
Jets ≥20,000 lb
Jets <20,000 lb
airplanes. If an airplane cannot com- Turboprops >12,500 lb
plete a specific fixed distance mission Turboprops ≤12,500 lb
with the appropriate payload, B&CA
Single-Engine Turboprops
shows a reduction of payload in the re-
marks section or marks the fields NP Multiengine Pistons, Turbocharged
(Not Possible) at our option. Multiengine Pistons
Runway performance is obtained from Single-Engine Pistons, Pressurized
the Approved Airplane Flight Manual. Single-Engine Pistons, Turbocharged
Takeoff distance is listed for single-en-
Single-Engine Pistons
gine airplanes; accelerate/stop distance
is listed for piston twins and light turbo- POWERPLANT SYSTEMS
props; and takeoff field length, which of- Batt temp indicator (nicad only, for each battery) O O O O O
Engine synchronization O O
ten corresponds to balanced field length, Fire detection, each engine O O O O O
is used for FAR Part 23 Commuter Cat- Fire extinguishing, each engine O O O
egory and FAR Part 25 large Transport Propeller, reversible pitch O O O
Propellers, synchronized O O
Category airplanes. Thrust reversers/attenuators O O
Flight Time (takeoff to touchdown, AVIONICS
or weight-off-wheels, time) is shown for ADF  O O O O O
Air data computer O O O O
turbine airplanes. Some piston-engine Altitude alerter O O O O O
manufacturers also include taxi time, Altitude encoder O O O O O O O O O O
resulting in a chock-to-chock, Block Time Antennas, headsets, microphones O O O O O O O O O O
Audio control panel O O O O O O O O O O
measurement. Fuel Used, though, is the Automatic flight guidance, 2-axis, alt hold O O O 
actual block fuel burn for each type of Automatic flight guidance, 3-axis, alt hold O O O O O O O
aircraft, but it does not include fuel re- DME  O O O O O
EFIS O O O O
serves. The cruise altitude shown is that ELT O O O O O O O O O O
which is specified by the manufacturer Flight director  O O O O
for fixed-distance missions. FMS, TSO C115 or GPS, TSO C129 IFR approach O O O O O O O O O O
Glideslope receiver O O O O O O O O O O
υ⁳200 nm — (Piston-engine airplanes) HSI, slaved (or equivalent EFIS function) O O O O O O O O O O
υ⁳500 nm — (Piston-engine airplanes) Marker beacon receiver O O O O O O O O O O
υ⁳300 nm — (Turbine-engine airplanes, Radio altimeter     O O O O O
Radiotelephone   O O O
except ultra-long range) RMI (or equivalent function on EFIS display)     O O O O O
υ⁳600 nm — (Turbine-engine airplanes, RVSM certification O O
except ultra-long range) TAWS O O
TCAS I/II (FAR Part 25 airplanes only)   O O
υ⁳1,000 nm — (All turbine-engine air- Transponder O O O O O O O O O O
planes) VHF comm, 25-kHz spacing O O O O O O O O O O
υ⁳3,000 nm — (Ultra-long-range turbine- VHF comm, 8.33-kHz spacing O O
VHF nav, 360-channel O O O O O O O O O O
engine airplanes) Weather radar O O O O O
υ⁳6,000 nm — ( Ultra-long-range turbine- GENERAL
engine airplanes) Air conditioning, vapor cycle (not required with APU)  O   O O O O O
Anti-skid brakes O O O
APU (required for air-start engines, ACM air conditioning) O
O O O
Remarks Cabin/cockpit dividers
Corrosion-proofing, internal O O O O O O O O O O
Exterior paint, tinted windows O O O O O O O O O O
In this section, B&CA generally includes Fire extinguisher, cabin     O O O O O
the base price, if it is available or appli- Fire extinguisher, cockpit O O O O O O O O O O
cable; the certification basis and year; Fuel tanks, long-range O O O O O O O O 
Ground power jack O O O O O O O O O O
and any notes about estimations, limita- Headrests, air vents, all seats O O O O O O O O O O
tions or qualifications regarding specifi- Lavatory O O O
cations, performance or price. All prices Lights, strobe/anti-collision beacon, navigation, landing/taxi O O O O O O O O O O
Lights, internally lighted instrument, cockpit flood, courtesy O O O O O O O O O O
are in 2014 dollars, FOB at a U.S. delivery Oxygen, supplemental, all seats  O   O O O O O O
point, unless otherwise noted. The cer- Refreshment center  O O O O
tification basis includes the regulation Seats, crew, articulating O O O O O O O O O O
Seats, passenger, reclining O O O O O O O O O O
under which the airplane was originally Shoulder harness, all seats and crew with inertia reel O O O O O O O O O O
type certified, the year in which it was Tables, cabin work     O O O O O
ICE AND RAIN PROTECTION
originally certified and, if applicable, sub- Alternate static pressure source (not required with 2 DADC) O O O O O O O
sequent years during which the airplane Approval, flight into known icing O O O O O O O O
was re-certified. Ice protection plates  O O 
Pitot heat O O O O O O O O O O
Static wicks O O O O O O O O O O
General Windshield rain removal, mechanical or repellent coating
INSTRUMENTATION
O O O O

Abbreviations are used throughout the Angle-of-attack stall margin indicator    O O

EGT O O O O O     
tables: “NA” means not available; “—” in- IVSI (or equivalent EFIS, DADC function)  O O O O
dicates the information is not applicable; Outside air temperature gauge O O O O O O O O O O
and “NP” signifies that specific perfor- Primary flight instruments O O O O O O O O O O
mance is not possible. B&CA O Required O Dual required

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 83

 BUSINESS AIRPL ANES

SINGLE-ENGINE PISTONS NORMALLY ASPIRATED

Manufacturer Cirrus Design Piper Cirrus Design Mooney GA8 Airvan (Pty) Ltd. Textron Aviation
Arrow Ovation3 Airvan Beech Bonanza G36
Model SR20 PA-28R-201 SR22 M-20R GA-8 G36
B&CA Equipped Price $349,900 $462,400 $489,900 $649,000 $726,960 $777,285
Seating 1+3/5 1+3/3 1+3/5 1+3/4 1+6/7 1+4/5
Character- Wing Loading 21.0 16.2 23.5 19.3 20.7 20.2
istics Power Loading 15.25 13.75 11.61 10.86 13.33 12.17
Noise (dBA) 83.4 77.7 83.7 NA 84.9 76.7
External Length 26.0 24.7 26.0 26.9 29.3 27.5
Dimensions Height 8.9 7.9 8.9 8.3 12.8 8.6
(ft.) Span 38.3 35.4 38.3 36.1 40.7 33.5
Internal Length 8.0 7.7 8.0 8.1 11.6 12.6
Dimensions Height 4.1 3.7 4.1 3.7 3.7 4.2
(ft.) Width 4.1 3.5 4.1 3.6 4.2 3.5
Cont Lyc Cont Cont Lyc Cont
Engine IO-360-ES IO-360-C1C6 IO-550-N IO-550-G-AP IO-540-K1A5 IO-550-B
Power Output (hp) 200 200 310 310 300 300
Inspection Interval 2,000t 2,000t 2,000t 2,000t 2,000t 1,900t
Max Ramp 3,050 2,758 3,600 3,374 4,014 3,663
Max Takeoff 3,050 2,750 3,600 3,368 4,000 3,650
Max Landing 3,050 2,750 3,600 3,200 4,000 3,650
Zero Fuel 2,900c 2,636b 3,400c 3,197b 3,849b 3,494b
EOW 2,128 1,798 2,260 2,260 2,241 2,630
Weights (lb.) Max Payload 772 838 1,140 937 1,608 864
Useful Load 922 960 1,340 1,114 1,773 1,033
Max Baggage 130 200 130 120 180 670
Max Fuel 336 432 552 600 540 444
Available Payload w/Max Fuel 586 528 788 514 1,233 589
Available Fuel w/Max Payload 150 122 200 177 165 169
VNE 204 183 205 195 185 203
Limits VNO 166 146 176 174 143 165
VA 131 118 140 127 121 139
TO (SL elev./ISA temp.) 2,221 1,600 1,756 1,620 1,860 1,913
Airport TO (5,000’ elev.@25C) 3,752 3,250 3,016 2,500 3,670 3,450
Perfor- VSO 61 55 64 59 57 59
mance VX 83 78 88 80 70 84
VY 96 90 108 105 86 100
Time to Climb (min.)/Altitude 16/FL 100 16/FL 100 11/FL 100 10/FL 100 15/FL 100 14/FL 100
Climb
Initial Gradient (ft./nm) 581 560 775 NA 787 730
Ceiling (ft.) Service 17,500 16,200 17,500 NA 20,000 18,500
TAS 140 124 160 163 127 160
Long Fuel Flow 50 51 68 50 78 71
Range Altitude FL 080 FL 100 FL 080 FL 120 FL 120 FL 080
Specific Range 2.800 2.431 2.353 3.260 1.628 2.254
TAS 152 130 171 186 135 167
Fuel Flow 63 68 92 84 88 86
Cruise Recommended
Altitude FL 080 FL 090 FL 080 FL 120 FL 080 FL 080
Specific Range 2.413 1.912 1.859 2.214 1.534 1.942
TAS 159 137 180 196 142 174
Fuel Flow 70 76 107 114 101 94
High Speed
Altitude FL 80 FL 060 FL 80 FL 120 FL 060 FL 080
Specific Range 2.271 1.803 1.682 1.719 1.406 1.851
Nautical Miles 584 537 1,118 1,075 487 242
Average Speed 140 121 162 161 124 153
Seats Full
Fuel Used 210 156 492 438 339 126
Ranges Specific Range/Altitude 2.781/FL 080 3.442/FL 070 2.272/FL 080 2.454/FL 120 1.437/FL 120 1.921/FL 040
Nautical Miles 764 926 1,118 1,465 690 919
Average Speed 140 121 162 173 125 151
Tanks Full
Fuel Used 275 408 492 558 464 403
Specific Range/Altitude 2.778/FL 080 2.270/FL 070 2.272/FL 080 2.625/FL 120 1.487/FL 120 2.280/FL 120
Runway 1,446 1,600 1,303 1,230 1,860 1,694
Block Time 1+18 1+29 1+09 1+13 1+38 1+10
200 nm
Fuel Used 100 125 127 115 157 132
Missions Specific Range/Altitude 2.000/FL 080 1.600/FL 070 1.575/FL 080 1.739/FL 050 1.274/FL 120 1.515/FL 040
(4 occupants) Runway 1,446 1,600 1,519 1,290 1,860 2,054
Block Time 3+17 3+50 2+49 2+58 3+55 2+54
500 nm
Fuel Used 226 278 305 221 339 304
Specific Range/Altitude 2.212/FL 080 1.799/FL 090 1.639/FL 080 2.262/FL 100 1.475/FL 120 1.645/FL 060
Suggested Base Price $349,900 $448,750 $489,900 $649,000 $726,960 $770,385
FAR 23, 2000 CAR 3/FAR 23, CAR 3,
Includes Garmin 1955/94; STC FAR 23 A 54 1956/69/83/2005
Remarks FAR 23, 1999 CAR 3, 1976/2001
Perspective SA02483CH Includes Restyled interior;
Certification Basis Includes Garmin Garmin G500
avionics; MTOW Includes Garmin Garmin G500 new, lightweight A/C
Perspective avionics. standard.
increased G1000 with GFC700 All data preliminary. system; Garmin
by 200 lb. autopilot standard. G1000 with SVS.

84 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

SINGLE-ENGINE PISTONS TURBOCHARGED

Manufacturer Textron Aviation Cirrus Textron Aviation Mooney GA8 Airvan (Pty) Ltd. Textron Aviation
Cessna Skylane JT-A SR22T Cessna Turbo Stationair Acclaim Type S GA8 Airvan TC Cessna Corvalis TTX
Model CE-J182T SR 22 CE-T206H MO-20TN GA8-320 TC LC41-550-FG
B&CA Equipped Price $530,000 $589,900 $615,000 $699,000 $761,030 $799,000
Seating 1+3/3 1+3/5 1+5/5 1+3/3 1+6/7 1+3/3
Character- Wing Loading 17.8 23.5 20.7 19.2 20.7 25.5
istics Power Loading 13.66 11.43 11.61 12.03 13.13 11.61
Noise (dBA) NA 80.3 75.8 78.0 85.4 81.5
External Length 28.5 26.0 28.3 26.9 28.3 25.2
Dimensions Height 9.3 8.9 9.3 8.3 9.3 9.0
(ft.) Span 36.0 38.3 36.0 36.4 36.0 36.0
Internal Length 7.2 8.0 9.3 8.1 11.6 7.9
Dimensions Height 4.0 4.1 4.1 3.7 3.7 4.1
(ft.) Width 3.5 4.1 3.7 3.6 4.2 4.0
SMA Cont Lyc Cont Lyc Cont
Engine SR305-230E-C1 TSIO-550-K TIO-540-AJ1A TSIO-550-G TIO-540-AH1A TSIO-550-C
Power Output (hp) 227 315 310 280 320 310
Inspection Interval NA 2,000t 2,000t 2,000t 1,800t 2,000t
Max Ramp 3,110 3,609 3,617 3,374 4,214 3,600
Max Takeoff 3,100 3,600 3,600 3,368 4,200 3,600
Max Landing 2,950 3,600 3,600 3,200 4,000 3,420
Zero Fuel NA 3,400c 3,429b 3,173b 4,053b 3,300c
EOW 2,092 2,342 2,336 2,378 2,349 2,600
Weights (lb.) Max Payload NA 1,058 1,093 795 1,704 700
Useful Load 1,018 1,267 1,281 996 1,865 1,000
Max Baggage 200 130 180 120 180 120
Max Fuel 583 552 522 612 540 612
Available Payload w/Max Fuel 435 715 759 384 1,325 388
Available Fuel w/Max Payload NA 209 188 201 161 300
VNE NA 205 182 195 185 230
Limits VNO NA 176 149 174 143 181
VA NA 140 125 127 121 158
TO (SL elev./ISA Temp.) 1,385 1,517 1,740 2,100 1,840 1,900
Airport TO (5,000’ elev.@25C) NA 2,268 2,470 3,100 2,788 2,460
Perfor- VSO NA 64 57 60 61 61
mance VX NA 88 69 80 71 82
VY NA 103 89 105 81 110
Time to Climb (min.)/Altitude NA/FL 100 7/FL 100 11/FL 100 7/FL 100 13/FL 100 7/FL 100
Climb
Initial Gradient (ft./nm) NA 782 724 770 825 701
Certificated 20,000 25,000 25,000 25,000 20,000 25,000
Ceilings (ft.)
Service 20,000 25,000 27,000 25,000 20,000 25,000
TAS NA 171 137 215 125 208
Long Fuel Flow NA 76 85 99 68 78
Range Altitude FL 200 FL 250 FL 240 FL 250 FL 200 FL 250
Specific Range NA 2.250 1.612 2.172 1.838 2.667
TAS NA 201 155 227 130 227
Fuel Flow NA 98 99 128 78 130
Cruise Recommended
Altitude FL 200 FL 250 FL 240 FL 180 FL 200 FL 250
Specific Range NA 2.051 1.566 1.773 1.667 1.746
TAS 156 213 164 242 135 235
Fuel Flow NA 110 114 130 98 152
High Speed
Altitude FL 100 FL 250 FL 200 FL 250 FL 200 FL 250
Specific Range NA 1.936 1.439 1.862 1.378 1.546
Nautical Miles NA 1,021 200 500 233 450
Average Speed NA 171 139 178 125 199
Seats Full
Fuel Used NA 486 185 259 220 262
Ranges Specific Range/Altitude NA/NA 2.101/FL 250 1.081/FL 200 1.931/FL 160 1.059/FL 200 1.718/FL 250
Nautical Miles 1,025 1,021 618 1,122 618 1,189
Average Speed NA 171 137 200 125 204
Tanks Full
Fuel Used NA 486 459 539 459 539
Specific Range/Altitude NA/FL 140 2.101/FL 250 1.346/FL 240 2.082/FL 250 1.346/FL 200 2.206/FL 250
Runway NA 1,405 1,743 1,300 1,743 1,900
Block Time NA 1+08 1+25 1+05 1+35 1+05
200 nm
Fuel Used NA 197 170 139 125 150
Missions Specific Range/Altitude NA/NA 1.015/FL 100 1.176/FL 120 1.439/FL 120 1.600/FL 120 1.333/FL 120
(4 occupants) Runway NA 1,699 1,743 1,380 1,743 1,900
Block Time NA 2+28 3+21 2+54 3+30 2+24
500 nm
Fuel Used NA 360 373 259 373 336
Specific Range/Altitude NA/NA 1.389/FL 180 1.340/FL 240 1.931/FL 250 1.340/FL 200 1.488/FL 250
Suggested Base Price $530,000 $544,900 $615,000 $699,000 $597,500 $799,000
FAR 23, 2010 FAR 23, 1998
FAR 23 pending FAR 23, 1998 CAR 3, 1955/89/06 FAR 23
Remarks Includes Perspective Includes Garmin
All data preliminary; Includes Garmin Includes Garmin Includes Garmin
Certification Basis Global Connect G1000 with GFC700
Includes Garmin G1000 with GFC700 G1000 with GFC700 G2000 with GFC700
worldwide wx; 200-lb. autopilot;
G1000 with GFC700. autopilot. autopilot standard. autopilot.
MTOW increase. All data preliminary.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 85

 BUSINESS AIRPL ANES

SINGLE-ENGINE PISTONS PRESSURIZED MULTIENGINE PISTONS NORMALLY ASPIRATED

Manufacturer Piper Aircraft Piper Aircraft Manufacturer Vulcanair SpA Vulcanair SpA
Malibu Matrix Malibu Mirage P.68C Victor
Model Model P 68C P 68R
PA-46R-350 PA-46-350P
B&CA Equipped Price $1,014,950 $1,178,875 B&CA Equipped Price $960,000 $978,000
Seating 1+5/6 1+5/6
Seating 1+4/5 1+4/5
Character- Wing Loading 22.9 21.6
Character- Wing Loading 24.8 24.8
istics Power Loading 11.49 10.80
istics Power Loading 12.40 12.40
Noise (dBA) 74.7 74.7
Noise (dBA) 81.0 81.0
External Length 31.3 31.3
External Length 28.9 28.9 Dimensions Height 11.2 11.2
Dimensions Height 11.3 11.3 (ft.) Span 39.4 39.4
(ft.) Span 43.0 43.0 Internal Length 10.6 10.6
Internal Length 12.4 12.4 Dimensions Height 3.9 3.9
Dimensions Height 3.9 3.9 (ft.) Width 3.8 3.8
(ft.) Width 4.2 4.2 2 Lyc 2 Lyc
Engines
Lyc Lyc IO-360-A1B6 IO-360-A1B6
Engine TIO-540-AE2A TIO-540-AE2A Power Output (hp each) 200 200
Power Output (hp) 350 350 Inspection Interval 2,000t 2,000t
Inspection Interval 2,000t 2,000t Max Ramp 4,630 4,357
Max Ramp 4,358 4,358 Max Takeoff 4,594 4,321
Max Takeoff 4,340 4,340 Max Landing 4,365 4,321
Zero Fuel 4,167c 4,147b
Max Landing 4,123 4,123
EOW 3,153 3,197
Zero Fuel 4,123c 4,123c
Max Payload 1,014 950
EOW 2,969 3,146 Weights (lb.)
Useful Load 1,477 1,160
Weights (lb.) Max Payload 1,154 977 Executive Payload 1,020 1,020
Useful Load 1,389 1,212 Max Fuel 1,063 1,063
Max Baggage 200 200 Payload – Max Fuel 415 98
Max Fuel 720 720 Available Fuel w/Max Payload 463 210
Available Payload w/Max Fuel 669 492 Available Fuel w/Executive Payload 457 140
Available Fuel w/Max Payload 235 235 VNE 194 193
VNE 198 198 Limits VNO 154 153
VNO 168 168 VA 132 125
Limits TO (SL elev./ISA Temp.) 1,312 1,260
VA 133 133
PSI 5.5 5.5 TO (5,000’ elev.@25C) 4,000 4,000
A/S (SL elev./ISA) 2,149 2,300
TO (SL elev./ISA temp.) 2,090 2,090
Airport A/S (5,000’ elev.@25C) 2,854 4,025
TO (5,000’ elev.@25C) 2,977 2,977
Airport Performance VMCA 60 60
VSO 58 58
Performance VDEC 70 70
VX 81 81 VXSE 82 82
VY 110 110 VYSE 88 88
Time to Climb (min.)/Altitude 8/FL 100 8/FL 100 Time to Climb (min.)/Altitude 12/FL 100 12/FL 100
Climb
Initial Gradient (ft./nm) 703 703 Initial Engine-Out Rate (fpm) 217 217
Climb
Certificated 25,000 25,000 Initial All-Engine Gradient (ft./nm) 1,100 920
Ceilings (ft.) Service 25,000 25,000 Initial Engine-Out Gradient (ft./nm) 147 147
Sea-Level Cabin — 12,300 Certificated — —
TAS 156 156 Ceilings (ft.) All-Engine Service 18,000 20,000
Fuel Flow 66 66 Engine-Out Service 5,000 5,650
Long
Range TAS 144 144
Altitude FL 250 FL 250
Long Fuel Flow 94 94
Specific Range 2.364 2.364
Range Altitude FL 080 FL 080
TAS 203 203
Specific Range 1.532 1.532
Fuel Flow 108 108 TAS 155 155
Cruise Recommended
Altitude FL 250 FL 250 Fuel Flow 108 108
Specific Range 1.880 1.880 Cruise Recommended
Altitude FL 080 FL 080
TAS 213 213 Specific Range 1.435 1.435
Fuel Flow 120 120 TAS 162 162
High Speed
Altitude FL 250 FL 250 Fuel Flow 116 116
High Speed
Specific Range 1.775 1.775 Altitude FL 080 FL 080
Nautical Miles 867 535 Specific Range 1.397 1.397
Average Speed 151 138 Nautical Miles 575 575
Seats Full Average Speed 145 145
Fuel Used 457 312 Executive Payload
Trip Fuel 395 395
Ranges Specific Range/Altitude 1.897/FL 200 1.715/FL 120
Ranges Specific Range/Altitude 1.456/FL 080 1.456/FL 080
Nautical Miles 1,343 1,343
Nautical Miles 855 855
Average Speed 158 159
Tanks Full Average Speed 145 145
Fuel Used 658 670 Ferry
Trip Fuel 561 561
Specific Range/Altitude 2.041/FL 250 2.004/FL 250 Specific Range/Altitude 1.524/FL 080 1.524/FL 080
Runway 2,090 2,090 Runway 1,450 1,450
Block Time 1+07 1+06 Block Time 1+28 1+28
200 nm 200 nm
Fuel Used 168 167 Fuel Used 140 140
Missions
Missions Specific Range/Altitude 1.190/FL 120 1.198/FL 200 Specific Range/Altitude 1.429/FL 080 1.429/FL 080
(4 occu-
(4 occupants) Runway 2,090 2,090 Runway 1,500 1,500
pants) Block Time 3+25 3+25
Block Time 2+31 2+31 500 nm
500 nm Fuel Used 375 375
Fuel Used 350 350
Specific Range/Altitude 1.333/FL 080 1.333/FL 080
Specific Range/Altitude 1.429/FL 250 1.429/FL 250
Suggested Base Price $960,000 $978,000
Suggested Base Price $939,950 $1.100,450

FAR 23, 1983/88 FAR 23, 1983/88

Remarks Garmin G1000 Garmin G1000 Remarks Certification Basis FAR 23, 1976/80 EASA 23, 2009
Certification Basis Garmin G950; Garmin G950;
standard; FIKI with SVS and FIKI STEC 55X DFCS. STEC 55X DFCS.
optional. standard.

86 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

MULTIENGINE PISTONS NORMALLY ASPIRATED MULTIENGINE PISTONS TURBOCHARGED

Manufacturer Textron Aviation Manufacturer Vulcanair SpA Piper Aircraft
Beech Baron G58 Seneca V
Model G58 Model P 68C-TC PA-34-220T
B&CA Equipped Price $1,394,400 B&CA Equipped Price $1,015,000 $1,047,400
Seating 1+4/5 Seating 1+5/5 1+4/5
Character- Wing Loading 27.6 Character- Wing Loading 20.7 22.8
istics Power Loading 9.17 istics Power Loading 10.45 10.80
Noise (dBA) 77.6 Noise (dBA) 74.7 75.6
External Length 29.8 External Length 37.6 28.6
Dimensions Height 9.8 Dimensions Height 11.2 9.9
(ft.) Span 37.8 (ft.) Span 39.4 38.9
Internal Length 12.6 Internal Length 10.6 10.4
Dimensions Height 4.2 Dimensions Height 3.9 3.6
(ft.) Width 3.5 (ft.) Width 3.8 4.1
Engines 2 Cont 2 Lyc 2 Cont
IO-550-C Engines
TIO-360-C1A6D TSIO-360-RB
Power Output (hp each) 300 Power Output (hp each) 210 220
Inspection Interval 1,900t Inspection Interval 2,000t 1,800t
Max Ramp 5,524 Max Ramp 4,442 4,773
Max Takeoff 5,500 Max Takeoff 4,387 4,750
Max Landing 5,400 Max Landing 4,365 4,513
Zero Fuel 5,240b Zero Fuel 4,140b 4,479c
EOW 4,030 EOW 2,976 3,491
Max Payload 1,210 Max Payload 1,164 988
Weights (lb.) Weights (lb.)
Useful Load 1,494 Useful Load 1,466 1,331
Executive Payload 850 Executive Payload 1,020 850
Max Fuel 1,164 Max Fuel 1,146 732
Payload – Max Fuel 330 Payload – Max Fuel 320 599
Available Fuel w/Max Payload 284 Available Fuel w/Max Payload 302 343
Available Fuel w/Executive Payload 644 Available Fuel w/Executive Payload 446 481
VNE 223 VNE 193 204
Limits VNO 195 VNO 153 164
Limits
VA 165 VA 126 139
TO (SL elev./ISA Temp.) 2,345 PSI — —
TO (5,000’ elev.@25C) 4,144 TO (SL elev./ISA temp.) 1,260 1,707
A/S (SL elev./ISA) 3,009 TO (5,000’ elev.@25C) 2,200 2,435
Airport A/S (5,000’ elev.@25C) 4,335 A/S (SL elev./ISA) 2,300 2,510
Airport
Performance VMCA 84 A/S (5,000’ elev.@25C) 3,000 3,117
Perfor-
VDEC 85 VMCA 63 66
mance VDEC
VXSE 100 NA 73
VYSE 101 VXSE NA 83
Time to Climb (min.)/Altitude 10/FL 100 VYSE NA 88
Initial Engine-Out Rate (fpm) 390 Time to Climb (min.)/Altitude 10/FL 100 7/FL 100
Climb Initial Engine-Out Rate (fpm) 240 253
Initial All-Engine Gradient (ft./nm) 988
Climb
Initial Engine-Out Gradient (ft./nm) 232 Initial All-Engine Gradient (ft./nm) 1,400 996
Certificated — Initial Engine-Out Gradient (ft./nm) NA 173
Ceilings (ft.) All-Engine Service 20,688 Certificated 20,000 25,000
Engine-Out Service 7,284 All-Engine Service 20,000 25,000
Ceilings (ft.)
TAS 185 Engine-Out Service 11,500 16,500
Long Fuel Flow 144 Sea-Level Cabin — —
Range Altitude FL 080 TAS 144 167
Specific Range 1.285 Long Fuel Flow 100 108
TAS 192 Range Altitude FL 080 FL 230
Fuel Flow 174 Specific Range 1.440 1.546
Cruise Recommended TAS 155 196
Altitude FL 080
Specific Range 1.103 Fuel Flow 125 144
Cruise Recommended
TAS 200 Altitude FL 080 FL 250
Fuel Flow 190 Specific Range 1.240 1.361
High Speed TAS 162 200
Altitude FL 080
Specific Range 1.053 Fuel Flow 150 156
High Speed
Nautical Miles 723 Altitude FL 080 FL 230
Average Speed 180 Specific Range 1.080 1.282
Executive Payload Nautical Miles 1,050 449
Trip Fuel 561
Ranges Specific Range/Altitude 1.289/FL 120 Average Speed 145 153
Executive Payload
Nautical Miles 1,480 Trip Fuel 942 348
Average Speed 180 Ranges Specific Range/Altitude 1.115/FL 080 1.290/FL 130
Ferry Nautical Miles 1,100 866
Trip Fuel 1,081
Specific Range/Altitude 1.369/FL 120 Average Speed 145 160
Ferry
Trip Fuel 950 648
Runway 2,876
Specific Range/Altitude 1.158/FL 080 1.336/FL 180
Block Time 1+03
200 nm Runway NA 1,520
Fuel Used 219
Missions Block Time 1+28 1+10
Specific Range/Altitude 0.913/FL 080 200 nm
(4 occu- Fuel Used 260 213
Runway 2,945
pants) Block Time 2+35
Missions Specific Range/Altitude 0.769/FL 080 0.939/FL 120
500 nm (4 occupants) Runway NA 1,610
Fuel Used 487
Block Time 3+25 2+41
Specific Range/Altitude 1.027/FL 100 500 nm
Fuel Used 485 476
Suggested Base Price $1,387,500
Specific Range/Altitude 1.031/FL 080 1.050/FL 200
CAR 3,
1957/69/83/2005 Suggested Base Price $1,015,000 $1,011,300
Remarks Restyled interior; FAR 23, 1982
FAR 23, 1971/80/97
Certification Basis Remarks Data B&CA estimate;
new, lightweight A/C; Certification Basis Garmin G1000 with GFC
Garmin G1000 Garmin G950 glass cock-
700 autopilot standard.
with SVS. pit; STEC 55X DFGS.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 87

 BUSINESS AIRPL ANES

SINGLE-ENGINE TURBOPROPS
Manufacturer Textron Aviation Quest Aircraft Piper Aircraft Textron Aviation Socata Pilatus
Cessna Caravan Kodiak Meridian Grand Caravan EX TBM 900 PC-12 NG
Model CE-208 Kodiak 100 PA-46-500TP CE-208B TBM 700 N PC-12/47E
B&CA Equipped Price $2,153,715 $2,170,700 $2,276,325 $2,470,415 $3,711,478 $4,641,047
Seating 1+9/13* 1+5/9 1+4/5 1+9/13* 1+5/6 1+7/10
Character- Wing Loading 28.6 30.2 27.8 31.5 38.2 37.6
istics Power Loading 11.85 9.67 10.18 10.16 8.70 8.71
Noise (dBA) 79.0 84.4 76.8 84.1 76.4 79.3
External Length 37.6 33.8 29.6 41.6 35.2 47.3
Dimensions Height 14.9 15.3 11.3 14.8 14.3 14.0
(ft.) Span 52.1 45.0 43.0 52.1 42.1 53.3
Internal Length 12.7 15.8 12.3 16.7 15.0 16.9
Dimensions Height 4.5 4.8 3.9 4.5 4.1 4.8
(ft.) Width 5.3 4.5 4.1 5.3 4.0 5.0
P&WC P&WC P&WC P&WC P&WC P&WC
Engine PT6A-114A PT6A-34 PT6A-42A PT6A-140 PT6A-66D PT6A-67P
Power Output (shp)/Flat Rating 675/ISA+31C 750/ISA+7C 500/ISA+55C 867/ISA+24C 850/ISA+49C 1,200/ISA+35C
Inspection Interval 3,600t 4,000t 3,600t 3,600t 3,500t 3,500t
Max Ramp 8,035 7,305 5,134 8,842 7,430 10,495
Max Takeoff 8,000 7,255 5,092 8,807 7,394 10,450
Max Landing 7,800 7,255 4,850 8,500 7,024 9,921
Zero Fuel 7,432b 6,490c 4,850c 8,150b 6,032c 9,039c
BOW 4,925 4,428 3,644 5,305 4,829 6,782
Max Payload 2,507 2,062 1,206 2,845 1,203 2,257
Weights (lb.)
Useful Load 3,110 2,877 1,490 3,537 2,601 3,713
Executive Payload 1,800 1,000 800 1,800 850 1,400
Max Fuel 2,224 2,144 1,140 2,246 2,017 2,704
Available Payload w/Max Fuel 886 733 350 1,291 653 1,009
Available Fuel w/Max Payload 604 815 284 692 1,398 1,456
Available Fuel w/Executive Payload 1,310 1,877 690 1,737 1,751 2,313
VMO 175 180 188 175 266 240
Limits VA 150 143 127 148 160 163
PSI — — 5.5 — 6.2 5.8
TO (SL elev./ISA temp.) 2,055 1,468 2,438 2,160 2,380 2,650
Airport TO (5,000’ elev.@25C) 2,973 2,396 3,691 3,661 3,475 4,450
Perfor- VSO 61 60 69 61 65 67
mance VX 90 73 95 86 100 120
VY 107 101 125 108 124 130
Time to Climb (min.)/Altitude 9/FL 100 9/FL 100 19/FL 250 9/FL 100 13/FL 250 21/FL 250
Climb
Initial Gradient (ft./nm) 771 915 753 816 1,000 833
Certificated 25,000 25,000 30,000 25,000 31,000 30,000
Ceilings (ft.) Service 25,000 25,000 30,000 25,000 31,000 30,000
Sea-Level Cabin — — 12,300 — 14,390 13,100
TAS 157 139 179 163 252 203
Long Fuel Flow 281 229 135 324 241 245
Range Altitude FL 100 FL 100 FL 280 FL 100 FL 310 FL 300
Specific Range 0.559 0.607 1.326 0.503 0.956 0.829
Cruise
TAS 186 171 257 195 330 280
High Fuel Flow 379 326 241 438 412 491
Speed Altitude FL 100 FL 100 FL 280 FL 100 FL 290 FL 200
Specific Range 0.491 0.525 1.066 0.445 0.801 0.570
Nautical Miles 455 1,079 699 599 1,150 1,458
Executive Payload Average Speed 155 139 180 161 325 257
(w/available fuel) Trip Fuel 876 1,907 649 1,255 1,370 2,073
Specific Range/Altitude 0.519/FL 100 0.566/FL 100 1.077/FL 280 0.477/FL 100 0.839/FL 310 0.703/FL 300
NBAA IFR Nautical Miles 965 1,079 953 857 1,514 1,606
Ranges Max Fuel Average Speed 156 139 180 162 252 258
(100-nm (w/available payload) Trip Fuel 1,795 1,907 841 1,768 1,599 2,266
alternate) Specific Range/Altitude 0.538/FL 100 0.566/FL 100 1.133/FL 280 0.485/FL 100 0.947/FL 310 0.709/FL 300
Nautical Miles 970 1,181 1,072 865 1,594 1,644
Average Speed 156 142 220 162 252 264
Ferry
Trip Fuel 1,800 1,907 978 1,777 1,598 2,277
Specific Range/Altitude 0.539/FL 100 0.619/FL 160 1.096/FL 280 0.487/FL 100 0.997/FL 310 0.722/FL 300
Runway 1,468 937 2,250 1,345 1,765 1,650
Flight Time 1+40 1+49 1+22 1+37 1+00 1+10
300 nm
Fuel Used 648 583 379 713 440 543
Specific Range/Altitude 0.463/FL 100 0.515/FL 100 0.792/FL 280 0.421/FL 100 0.682/FL 280 0.552/FL 260
Runway 1,675 975 2,400 1,659 2,005 1,850
Missions
Flight Time 3+17 3+38 2+32 3+09 1+55 2+18
(4 passen- 600 nm
Fuel Used 1,260 1,166 661 1,392 830 969
gers) Specific Range/Altitude 0.476/FL 100 0.515/FL 100 0.908/FL 280 0.431/FL 100 0.723/FL 280 0.619/FL 270
Runway NP 1,467 2,438 NP 2,380 2,100
Flight Time NP 5+54 4+34 NP 3+10 3+48
1,000 nm
Fuel Used NP 1,907 920 NP 1,320 1,509
Specific Range/Altitude NP/NP 0.524/FL 100 1.087/FL 280 NP/NP 0.758/FL 290 0.663/FL 280
Suggested Base Price $1,899,000 $1,975,000 $2,219,850 $2,199,000 $3,512,088 $3,850,000
FAR 23, 1990/2003/
FAR 23,
FAR 23 A 52 06/07/14 Pilot door
FAR 23, 1984/98 FAR 23, 2007 FAR 23, 1986/2012 1996/2005/08
Remarks *1,000-nm, std.; 5-blade prop;
*Export only; Normal category; *Export only; Honeywell Primus
Certification Basis 3-passenger multi-seat; G1000;
Garmin G1000 with includes Garmin Garmin G1000 with APEX; SmartView;
mission; Garmin RVSM; SVT; sat
GFC700 autopilot. G1000. GFC700 autopilot. BMW Designworks
G1000 with SVS. phone/WX; 5-yr.
interior.
system warranty.

88 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

MULTIENGINE TURBOPROPS 12,500-LB. MTOW OR LESS

Manufacturer Evektor Vulcanair SpA Textron Aviation GECI Aviation Textron Aviation
Outback Viator King Air C90GTx Caravan II King Air 250
Model EV-55 AP68TP-600 C90GTi F406 B200GT
B&CA Equipped Price $2,250,000 $2,772,000 $3,891,200 $4,250,000 $6,105,425
Seating 1+9/14 1+7/10 1+7/8 1+8/13 1+8/10
Wing Loading 37.4 31.4 34.4 38.9 40.3
Characteristics Power Loading 9.46 9.58 9.53 9.85 7.35
Noise (dBA) NA 71.7 76.0 69.9 81.2
Length 46.6 37.0 35.5 39.1 43.8
External
Height 16.8 11.9 14.3 13.2 14.8
Dimensions (ft.) Span 53.2 39.4 53.7 49.5 57.9
Length: OA/Net 20/16.5 17.2/11.9 12.4/12.4 14.2/12.8 16.7/16.7
Internal
Height 4.5 4.1 4.8 4.3 4.8
Dimensions (ft.) Width: Max/Floor 5.3/4.7 3.7/3.7 4.5/4.1 4.7/4.7 4.5/4.1
2 P&WC 2 RR 2 P&WC 2 P&WC 2 P&WC
Engines PT6A-21 250 B17C PT6A-135A PT6A-112 PT6A-52
Power Output (shp each)/Flat Rating 536/ISA+15C 328/ISA+25C 550/ISA+30C 500/ISA+22C 850/ISA+37C
Inspection Interval 3,600t 3,500t 3,600t 3,600t 3,600t
Max Ramp 10,207 6,338 10,545 9,925 12,590
Max Takeoff 10,141 6,283 10,485 9,850 12,500
Max Landing 10,141 6,283 9,832 9,360 12,500
Zero Fuel 9,810c 5,621c 9,378c 8,500c 11,000c
BOW 5,965 3,770 7,250 5,732 8,790
Max Payload 3,845 1,851 2,128 2,768 2,210
Weights (lb.) Useful Load 4,242 2,568 3,295 4,193 3,800
Executive Payload 1,800 1,400 1,400 1,600 1,600
Max Fuel 3,413 1,487 2,573 3,183 3,645
Available Payload w/Max Fuel 829 1,081 722 1,010 155
Available Fuel w/Max Payload 397 717 1,167 1,425 1,590
Available Fuel w/Executive Payload 2,442 1,168 1,895 2,593 2,200
VMO 205 200 226 213 260
Limits VA 140 157 169 160 182
PSI — — 5.0 — 6.5
TO (SL elev./ISA temp.) 1,378 2,034 2,552 2,964 2,111
TO (5,000’ elev.@25C) 1,837 2,950 3,648 4,106 3,099
A/S (SL elev./ISA temp.) 1,722 2,887 3,666 4,746 3,687
Airport A/S (5,000’ elev.@25C) 2,395 3,740 4,779 6,215 4,859
Performance VMCA 66 77 80 90 86
VDEC 79 85 97 101 94
VXSE 92 90 100 105 115
VYSE 95 105 108 115 121
Time to Climb (min.)/Altitude 6/FL 010 7/FL 100 17/FL 250 6/FL 100 13/FL 250
Initial Engine-Out Rate (fpm) 290 270 474 310 682
Climb Initial All-Engine Gradient (ft./nm) 1,107 1,500 1,953 910 1,170
Initial Engine-Out Gradient (ft./nm) 219 180 259 170 364
Certificated 24,000 25,000 30,000 30,000 35,000
All-Engine Service 24,000 25,000 30,000 30,000 35,000
Ceilings (ft.) Engine-Out Service 15,420 11,400 19,170 14,550 26,000
Sea-Level Cabin — — 11,065 — 15,293
TAS 180 169 208 184 256
Long Fuel Flow 432 261 332 412 430
Range Altitude FL 010 FL 100 FL 260 FL 100 FL 350
Specific Range 0.417 0.648 0.627 0.447 0.595
Cruise TAS 220 214 270 234 310
High Fuel Flow 610 375 612 605 750
Speed Altitude FL 200 FL 100 FL 200 FL 100 FL 260
Specific Range 0.361 0.571 0.441 0.387 0.413
Nautical Miles NP 543 275 427 332
Max Payload Average Speed NP 180 226 179 267
(w/available fuel) Trip Fuel NP 781 648 1,009 866
Specific Range/Altitude NP/NP 0.695/FL 100 0.424/FL 270 0.423/FL 100 0.383/FL 330
Nautical Miles 1,046 837 1,040 1,188 1,413
Max Fuel Average Speed 217 179 252 180 291
(w/available payload) Trip Fuel 3,008 1,220 2,069 2,767 2,961
NBAA IFR Ranges
Specific Range/Altitude 0.348/FL 100 0.686/FL 100 0.503/FL 270 0.429/FL 100 0.477/FL 330
(100-nm Nautical Miles 1,046 837 997 1,201 1,070
alternate) Full Fuel Average Speed 217 179 251 180 288
(w/4 passsengers) Trip Fuel 3,008 1,220 1,990 2,770 2,286
Specific Range/Altitude 0.348/FL 100 0.686/FL 100 0.501/FL 270 0.434/FL 100 0.468/FL 330
Nautical Miles 1,051 837 1,059 1,228 1,430
Average Speed 218 179 255 176 293
Ferry
Trip Fuel 3,008 1,220 2,077 2,787 2,962
Specific Range/Altitude 0.349/FL 100 0.686/FL 100 0.510/FL 260 0.441/FL 100 0.483/FL 330
Runway 3,163 1,247 3,168 3,815 3,496
Flight Time 1+26 1+35 1+14 1+21 1+03
300 nm
Fuel Used 943 419 747 807 868
Specific Range/Altitude 0.318/FL 100 0.716/FL 100 0.402/FL 210 0.372/FL 100 0.346/FL 250
Runway 1,289 1,558 3,369 4,075 3,579
Missions Flight Time 2+22 3+18 2+22 2+39 2+03
600 nm
(4 passengers) Fuel Used 1,773 866 1,351 1,609 1,493
Specific Range/Altitude 0.338/FL 100 0.693/FL 100 0.444/FL 230 0.373/FL 100 0.402/FL 290
Runway 1,565 NP 3,662 NP 3,668
Flight Time 4+36 NP 3+56 NP 3+28
1,000 nm
Fuel Used 2,881 NP 1,996 NP 2,146
Specific Range/Altitude 0.347/FL 100 NP/NP 0.501/FL 270 NP/NP 0.466/FL 330
Suggested Base Price NA $2,772,000 $3,870,700 NA $6,084,925
FAR 23, 1986 CAR 3, 1959/2007 FAR 23,
Remarks Certification Basis
EASA/FAR 23 pending
B&CA computed data; Pro Line 21; STC wt. SFAR 41C, 1986 1973/80/2008/11
CMC SmartDeck.
G950; STEC 2100. inc.; STC winglets. STC SA02131SE.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 89

 BUSINESS AIRPL ANES

MULTIENGINE TURBOPROPS >12,500-LB. MTOW

Manufacturer Piaggio Aero Industries Textron Aviation Textron Aviation Beechcraft Corporation
Avanti II Beechcraft King Air 350HW Beechcraft King Air 350i Beechcraft King Air 350iER
Model P180 B300 B300 B300ER
B&CA Equipped Price $7,195,000 $7,330,255 $7,421,825 $8,462,225
Seating 1+7/9 1+9/14 1+9/11 1+9/11
Character- Wing Loading 70.3 53.2 48.4 53.2
istics Power Loading 7.12 7.86 7.14 7.86
Noise (dBA) 75.0 81.5 72.1 81.5
External Length 47.3 46.7 46.7 46.7
Dimensions Height 13.0 14.3 14.3 14.3
(ft.) Span 46.0 57.9 57.9 57.9
Internal Length: OA/Net 17.5/17.5 19.5/19.5 19.5/19.5 19.5/19.5
Dimensions Height 5.8 4.8 4.8 4.8
(ft.) Width: Max/Floor 6.1/3.5 4.5/4.1 4.5/4.1 4.5/4.1
2 P&WC 2 P&WC 2 P&WC 2 P&WC
Engines PT6A-66B PT6A-60A PT6A-60A PT6A-60A
Power Output (shp each)/Flat Rating 850/ISA+28C 1,050/ISA+10C 1,050/ISA+10C 1,050/ISA+10C
Inspection Interval 3,600t 3,600t 3,600t 3,600t
Max Ramp 12,150 16,600 15,100 16,600
Max Takeoff 12,100 16,500 15,000 16,500
Max Landing 11,500 15,675 15,000 15,675
Zero Fuel 9,800c 13,000c 12,500c 13,000c
BOW 8,375 9,340 10,070 10,330
Max Payload 1,425 3,660 2,430 2,670
Weights (lb.) Useful Load 3,775 7,260 5,030 6,270
Executive Payload 1,400 1,800 1,800 1,800
Max Fuel 2,802 3,611 3,611 5,192
Available Payload w/Max Fuel 973 3,649 1,419 1,078
Available Fuel w/Max Payload 2,350 3,600 2,600 3,600
Available Fuel w/Executive Payload 2,375 3,611 3,230 4,470
MMO 260 0.58 0.58 0.58
Trans. Alt. FL 202 FL 240 FL 210 FL 240
Limits VMO 9.0 245 263 245
VA 3,262 182 182 182
PSI 4,700 6.5 6.5 6.5
TO (SL elev./ISA temp.) 5,750 4,598 3,300 4,473
TOFL (5,000’ elev.@25C) 7,400 6,003 5,376 7,588
Airport Hot/High WAT Limit 100 14,491 14,416 15,830
Perfor- NBAA IFR Range 106 1,403 1,548 2,080
mance V2 132 111 109 111
VREF 140 104 100 104
Landing Distance 10/FL 250 2,720 2,390 2,728
Time to Climb (min.)/Altitude 670 23/FL 250 15/FL 250 18/FL 250
Climb *FAR 25 Initial Engine-Out Rate (fpm) 1,106 274 552 337
FAR 25 Initial Engine-Out Gradient (ft./nm) 287 172 304 182
Certificated 41,000 35,000 35,000 35,000
All-Engine Service 39,400 35,000 35,000 35,000
Ceilings (ft.) Engine-Out Service 23,800 17,100 21,500 17,100
Sea-Level Cabin 24,000 15,293 15,293 15,293
TAS 318 232 235 238
Long Fuel Flow 408 392 362 402
Range Altitude FL 410 FL 330 FL 330 FL 330
Specific Range 0.779 0.592 0.649 0.592
Cruise TAS 400 303 312 303
High Fuel Flow 792 766 773 764
Speed Altitude FL 310 FL 240 FL 240 FL 240
Specific Range 0.505 0.396 0.404 0.397
Nautical Miles 1,070 1,255 899 1,336
Max Payload Average Speed 315 258 274 261
(w/available fuel) Trip Fuel 1,715 2,840 1,897 2,886
Specific Range/Altitude 0.624/FL 390 0.442/FL 350 0.474/FL 350 0.463/FL 350
Nautical Miles 1,450 1,261 1,489 2,239
Max Fuel Average Speed 311 258 280 268
NBAA IFR (w/available payload) Trip Fuel 2,167 2,886 2,951 4,528
Ranges Specific Range/Altitude 0.669/FL 410 0.437/FL 350 0.505/FL 350 0.494/FL 350
(100-nm Nautical Miles 1,510 1,395 1,532 2,278
alternate) Full Fuel Average Speed 317 269 284 270
(w/4 passengers) Trip Fuel 2,167 2,908 2,956 4,531
Specific Range/Altitude 0.697/FL 410 0.480/FL 350 0.518/FL 350 0.503/FL 350
Nautical Miles 1,530 1,429 1,560 2,344
Average Speed 318 276 288 274
Ferry
Trip Fuel 2,167 2,920 2,962 4,539
Specific Range/Altitude 0.706/FL 410 0.489/FL 350 0.527/FL 350 0.516/FL 350
Runway 2,350 3,432 2,608 3,451
Flight Time 0+53 1+07 1+02 1+05
300 nm
Fuel Used 688 967 883 908
Specific Range/Altitude 0.436/FL 310 0.310/FL 250 0.340/FL 250 0.330/FL 250
Missions Runway 2,550 3,568 2,724 3,584
Flight Time 1+44 2+10 2+02 2+07
(4 passen- 600 nm
Fuel Used 1,144 1,581 1,472 1,510
gers) Specific Range/Altitude 0.524/FL 350 0.380/FL 290 0.408/FL 290 0.397/FL 290
Runway 2,700 3,720 2,851 3,732
Flight Time 3+02 3+39 3+27 3+36
1,000 nm
Fuel Used 1,603 2,262 2,106 2,174
Specific Range/Altitude 0.624/FL 390 0.442/FL 330 0.475/FL 330 0.460/FL 330
Suggested Base Price $7,195,000 $7,484,525 $7,384,125 $8,424,525
FAR 23, 1990 FAR 23, 1989/2007 Commuter FAR 23, 1989 Commuter FAR 23, 1989/07 Commuter
Remarks Certification Basis Includes Pro Line 21 avionics; category; Installation by HBS; category; Pro Line 21; new category; Pro Line 21; new
TCAS I, Iridium satcom; Slick Interior available for Special interior with Rockwell Collins interior with Rockwell Collins
RVSM approved. Missions; RVSM approved. Venue CMS; RVSM approved. Venue CMS; RVSM approved.

90 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

JETS LESS THAN 10,000-LB. MTOW JETS LESS THAN 20,000-LB. MTOW
Manufacturer Textron Aviation Manufacturer Embraer Honda Aircraft Co.
Citation Mustang Phenom 100E HondaJet
Model CE-510 Model EMB-500 HA-420
B&CA Equipped Price $3,465,000 B&CA Equipped Price $4,161,000 $4,500,000
Seating 1+5/5 Seating 1+5/7 1+5/6
Character- Wing Loading 41.2 Character- Wing Loading 52.5 NA
istics Power Loading 2.96 istics Power Loading 3.12 NA
Noise (EPNdB): TO/Sideline/APR 73.9/85.0/86.0 Noise (EPNdB): TO/Sideline/APR 70.4/81.4/86.1 NA/NA/NA
External Length 40.6 External Length 42.1 42.6
Dimensions Height 13.4 Dimensions Height 14.3 14.9
(ft.) Span 43.2 (ft.) Span 40.4 39.8
Internal Length: OA/Net 9.8/9.8 Internal Length: OA/Net 11.0/11.0 12.1/12.1
Dimensions Height 4.5 Dimensions Height 4.9 4.8
(ft.) Width: Max/Floor 4.6/3.1 (ft.) Width: Max/Floor 5.1/3.6 5.0/NA
Internal: Cu. ft./lb. 6/98 Internal: Cu. ft./lb. 10/99 NA/NA
Baggage External: Cu. ft./lb. 57/620 Baggage External: Cu. ft./lb. 60/418 66/NA
2 P&WC 2 P&WC 2 GE Honda
Engine(s) Engines
PW615F PW 617F-E HF-120
Power Output (lb. each)/Flat Rating 1,460/ISA+10C Power Output (lb. each)/Flat Rating 1,695/ISA+10C 2,050/NA
Inspection Interval 3,500t Inspection Interval 3,500t NA
Max Ramp 8,730 Max Ramp 10,626 NA
Max Takeoff 8,645 Max Takeoff 10,582 NA
Max Landing 8,000 Max Landing 9,877 NA
Zero Fuel 6,750c Zero Fuel 8,554c NA
BOW 5,595 BOW 7,220 NA
Max Payload 1,155 Max Payload 1,334 NA
Weights (lb.) Useful Load 3,135 Weights (lb.) Useful Load 3,406 NA
Executive Payload 1,000 Executive Payload 1,000 NA
Max Fuel 2,580 Max Fuel 2,804 NA
Available Payload w/Max Fuel 555 Available Payload w/Max Fuel 602 NA
Available Fuel w/Max Payload 1,980 Available Fuel w/Max Payload 2,072 NA
Available Fuel w/Executive Payload 2,135 Available Fuel w/Executive Payload 2,406 NA
MMO 0.630 MMO 0.700 0.720
Limits Trans. Alt. FL/VMO FL 271/250 Limits Trans. Alt. FL/VMO 280/275 FL 300/NA
PSI 8.3 PSI 8.3 8.7
TOFL (SL elev./ISA temp.) 3,110 TOFL (SL elev./ISA temp.) 3,123 NA
TOFL (5,000’ elev.@25C) 6,600 TOFL (5,000’ elev.@25C) 6,609 NA
Airport Hot/High Weight Limit 8,645 Airport Hot/High Weight Limit 10,582 NA
Perfor- NBAA IFR Range 988
Perfor- NBAA IFR Range 1,071 NA
mance V2@SL ISA, MTOW 97
mance V2@SL ISA, MTOW 98 NA
VREF w/4 Pax, NBAA IFR Res. 88
VREF w/4 Pax, NBAA IFR Res. 94 NA
Landing Distance w/4 Pax, NBAA IFR Res. 2,139
Landing Distance w/4 Pax, NBAA IFR Res. 2,466 NA
Time to Climb/Altitude 20/FL 370
Time to Climb/Altitude 24/FL 370 NA/NA
Climb FAR 25 Engine-Out Rate (fpm) 432
FAR 25 Engine-Out Gradient (ft./nm) 267
Climb FAR 25 Engine-Out Rate (fpm) 560 NA
FAR 25 Engine-Out Gradient (ft./nm) 298 NA
Certificated 41,000
Certificated 41,000 43,000
All-Engine Service 41,000
Ceilings (ft.) All-Engine Service 41,000 43,000
Engine-Out Service 26,900 Ceilings (ft.) Engine-Out Service 24,045 NA
Sea-Level Cabin 21,280
Sea-Level Cabin 21,280 NA
TAS 319
TAS 332 NA
Long Fuel Flow 499
Range Long Fuel Flow 525 NA
Altitude FL 390
Range Altitude FL 410 NA
Specific Range 0.639
Cruise TAS 339 Specific Range 0.632 NA
Cruise TAS 389 420
High Fuel Flow 609
Speed Altitude FL 350 High Fuel Flow 851 NA
Specific Range 0.557 Speed Altitude FL 330 FL 300
Nautical Miles 716 Specific Range 0.457 NA
Max Payload Average Speed 294 Nautical Miles 701 NA
(w/available fuel) Trip Fuel 1,300 Max Payload Average Speed 319 NA
Specific Range/Altitude 0.551/FL 410 (w/available fuel) Trip Fuel 1,411 NA
Nautical Miles 1,159 Specific Range/Altitude 0.497/FL 410 NA/NA
NBAA IFR Nautical Miles 1,181 1,180
Max Fuel Average Speed 305
NBAA IFR (w/available payload) Trip Fuel 1,948
Ranges Max Fuel Average Speed 326 NA
Ranges Specific Range/Altitude 0.595/FL 410 (FAR Part 23, (w/available payload) Trip Fuel 2,163 NA
(100-nm Nautical Miles 967 100-nm Specific Range/Altitude 0.546/FL 410 NA/NA
alternate) Four Passengers Average Speed 301 alternate; Nautical Miles 1,050 NA
(w/available fuel) Trip Fuel 1,669 FAR Part 25, Four Passengers Average Speed 324 NA
Specific Range/Altitude 0.579/FL 410 200-nm (w/available fuel) Trip Fuel 1,960 NA
Nautical Miles 1,205 Specific Range/Altitude 0.536/FL 410 NA/NA
alternate)
Average Speed 316 Nautical Miles 1,234 NA
Ferry Average Speed 325 NA
Trip Fuel 1,965
Ferry
Specific Range/Altitude 0.613/FL 410 Trip Fuel 2,183 NA
Runway 2,496 Specific Range/Altitude 0.565/FL 410 NA/NA
Flight Time 1+00 Runway 2,722 NA
300 nm
Fuel Used 670 Flight Time 0+55 NA
300 nm
Specific Range/Altitude 0.448/FL 370 Fuel Used 741 NA
Missions Runway 2,695 Specific Range/Altitude 0.405/FL 390 NA/NA
Flight Time 1+56 Runway 2,860 NA
(4 passen- 600 nm Missions
Fuel Used 1,134 Flight Time 1+46 NA
gers) Specific Range/Altitude 0.529/FL 390 (4 passen- 600 nm
Fuel Used 1,263 NA
Runway 3,109 gers) Specific Range/Altitude 0.475/FL 390 NA/NA
Flight Time 3+19 Runway 3,050 NA
1,000 nm
Fuel Used 1,717 Flight Time 3+05 NA
Specific Range/Altitude 0.582/FL 410 1,000 nm
Fuel Used 1,874 NA
Specific Range/Altitude 0.534/FL 410 NA/NA
FAR 23, 2006
Remarks Certification Basis 1,000-nm mission flown FAR 23 pending
with 753-lb. payload. Remarks Certification Basis FAR 23, 2008
All data preliminary.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 91

 BUSINESS AIRPL ANES

JETS LESS THAN 20,000-LB. MTOW

Manufacturer Textron Aviation Syberjet Textron Aviation Textron Aviation Embraer Textron Aviation
Cessna Citation M2 Citation CJ2+ Citation CJ3+ Phenom 300 Citation CJ4
Model CE-525 SJ30-2 CE-525A CE-525B EMB-505 CE-525C
B&CA Equipped Price $4,655,000 $7,250,000 $7,270,000 $8,435,000 $8,955,000 $9,395,000
Seating 1+7/7 1+5/6 1+8/9 1+8/9 1+7/10 2+8/9
Character- Wing Loading 44.6 73.2 47.4 47.2 58.6 51.8
istics Power Loading 2.72 3.03 2.51 2.46 2.67 2.36
Noise (EPNdB): TO/Sideline/APR 73.2/85.9/88.5 78.5/86.2/91.8 75.5/86.1/89.7 74.0/88.7/88.6 69.9/88.8/88.5 75.4/92.8/89.5
External Length 42.6 46.8 47.7 51.2 51.2 53.3
Dimensions Height 13.9 14.2 14.0 15.2 16.7 15.3
(ft.) Span 47.3 42.3 49.8 53.3 52.2 50.8
Internal Length: OA/Net 11.0/11.0 12.5/12.5 13.6/13.6 15.7/15.7 17.2/17.2 17.3/17.3
Dimensions Height 4.8 4.4 4.8 4.8 4.9 4.8
(ft.) Width: Max/Floor 4.8/3.1 4.8/2.8 4.8/3.1 4.8/3.1 5.1/3.6 4.8/3.3
Internal: Cu. ft./lb. —/— 6/100 —/— —/— 10/77 6/40
Baggage External: Cu. ft./lb. 46/725 53/500 65/1,000 65/1,000 74/573 71/1,000
2 Wms Intl 2 Wms Intl 2 Wms Intl 2 Wms Intl 2 P&WC 2 Wms Intl
Engines FJ44-1AP-21 FJ44-2A FJ44-3A-24 FJ44-3A PW 535E FJ44-4A
Power Output (lb. each)/Flat Rating 1,965/ISA+7C 2,300/ISA+8C 2,490/ISA+7C 2,820/ISA+11C 3,360/ISA+15C 3,621/ISA+11C
Inspection Interval 3,500t 3,500t 4,000t 4,000t 5,000t 5,000t
Max Ramp 10,800 14,050 12,625 14,070 18,078 17,230
Max Takeoff 10,700 13,950 12,500 13,870 17,968 17,110
Max Landing 9,900 12,725 11,525 12,750 16,865 15,660
Zero Fuel 8,400c 10,500c 9,700c 10,510c 13,999c 12,500c
BOW 7,000 8,917 8,030 8,580 11,583 10,460
Max Payload 1,400 1,583 1,670 1,930 2,416 2,040
Weights (lb.) Useful Load 3,800 5,133 4,595 5,490 6,495 6,770
Executive Payload 1,400 1,000 1,600 1,600 1,400 1,600
Max Fuel 3,309 4,850 3,930 4,710 5,353 5,828
Available Payload w/Max Fuel 491 283 665 780 1,142 942
Available Fuel w/Max Payload 2,400 3,550 2,925 3,560 4,079 4,730
Available Fuel w/Executive Payload 2,400 4,133 2,995 3,890 5,095 5,170
MMO 0.710 0.830 0.737 0.737 0.780 0.770
Limits Trans. Alt. FL/VMO FL 305/263 FL 295/320 FL 291/278 FL 293/278 FL 263/320 FL 279/305
PSI 8.5 12.0 8.9 8.9 9.4 9.0
TOFL (SL elev./ISA temp.) 3,210 3,939 3,360 3,180 3,138 3,190
TOFL (5,000’ elev.@25C) 5,580 8,784 5,180 4,750 5,114 5,021
Airport Hot/High Weight Limit 10,700 13,125 12,500 13,870 17,968 16,968
Perfor- NBAA IFR Range 1,198 1,915 1,531 1,715 2,019 1,942
mance V2@SL ISA, MTOW 111 112 116 114 112 117
VREF w/4 Pax, NBAA IFR Res. 101 104 102 99 104 99
Landing Distance w/4 Pax, NBAA IFR Res. 2,340 2,657 2,658 2,424 2,220 2,281
Time to Climb/Altitude 18/FL 370 16/FL 370 15/FL 370 15/FL 370 14/FL 370 14/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 618 312 611 808 911 839
FAR 25 Engine-Out Gradient (ft./nm) 334 167 316 425 462 430
Certificated 41,000 49,000 45,000 45,000 45,000 45,000
All-Engine Service 41,000 44,000 45,000 45,000 45,000 45,000
Ceilings (ft.) Engine-Out Service 26,800 25,800 23,800 26,250 30,137 28,200
Sea-Level Cabin 22,027 41,000 23,586 23,586 25,560 23,984
TAS 323 436 357 352 383 377
Long Fuel Flow 516 684 591 624 757 812
Range Altitude FL 410 FL 450 FL 450 FL 450 FL 450 FL 450
Specific Range 0.626 0.637 0.604 0.564 0.506 0.464
Cruise TAS 401 475 413 415 444 442
High Fuel Flow 920 1,188 1,096 1,197 1,312 1,470
Speed Altitude FL 350 FL 360 FL 350 FL 350 FL 350 FL 370
Specific Range 0.436 0.400 0.377 0.347 0.338 0.301
Nautical Miles 812 1,635 993 1,172 1,247 1,425
Max Payload Average Speed 361 402 368 368 397 407
(w/available fuel) Trip Fuel 1,706 2,908 2,071 2,552 3,109 3,753
Specific Range/Altitude 0.476/FL 410 0.562/FL 470 0.479/FL 450 0.459/FL 450 0.401/FL 450 0.380/FL 450
NBAA IFR Nautical Miles 1,369 2,598 1,610 1,869 1,877 1,913
Ranges Max Fuel Average Speed 373 410 379 378 409 413
(FAR Part 23, (w/available payload) Trip Fuel 2,676 4,241 3,152 3,850 4,416 4,904
100-nm Specific Range/Altitude 0.512/FL 410 0.613/FL 490 0.511/FL 450 0.485/FL 450 0.425/FL 450 0.390/FL 450
alternate; Nautical Miles 1,177 2,205 1,509 1,691 1,903 1,919
FAR Part 25, Four Passengers Average Speed 370 408 377 376 411 414
200-nm (w/available fuel) Trip Fuel 2,342 3,713 2,975 3,518 4,447 4,911
Specific Range/Altitude 0.503/FL 410 0.594/FL 490 0.507/FL 450 0.481/FL 450 0.428/FL 450 0.391/FL 450
alternate)
Nautical Miles 1,398 2,667 1,646 1,890 1,944 1,942
Average Speed 378 411 384 381 418 415
Ferry
Trip Fuel 2,704 4,246 3,177 3,865 4,473 4,911
Specific Range/Altitude 0.517/FL 410 0.628/FL 490 0.518/FL 450 0.489/FL 450 0.435/FL 450 0.395/FL 450
Runway 2,626 2,822 2,479 2,604 2,613 2,433
Flight Time 0+52 0+45 0+49 0+49 0+47 0+46
300 nm
Fuel Used 804 846 899 972 1,058 1,089
Specific Range/Altitude 0.373/FL 370 0.355/FL 410 0.334/FL 370 0.309/FL 370 0.284/FL 390 0.275/FL 390
Runway 2,694 3,025 2,694 2,617 2,747 2,449
Missions
Flight Time 1+38 1+26 1+35 1+35 1+29 1+27
(4 passen- 600 nm
Fuel Used 1,362 1,313 1,460 1,576 1,735 1,868
gers) Specific Range/Altitude 0.441/FL 390 0.457/FL 450 0.411/FL 410 0.381/FL 410 0.346/FL 410 0.321/FL 410
Runway 3,006 3,336 2,994 2,786 2,808 2,530
Flight Time 2+43 2+21 2+36 2+37 2+26 2+24
1,000 nm
Fuel Used 2,018 1,980 2,162 2,324 2,471 2,829
Specific Range/Altitude 0.496/FL 410 0.505/FL 450 0.463/FL 430 0.430/FL 430 0.405/FL 450 0.353/FL 430
FAR 23 Commuter
FAR 23 FAR 23 Commuter FAR 23 Commuter
Remarks Certification Basis FAR 23, 2013
Commuter category
FAR 23, 2000/05 category, 2004/2014;
category, 2009 category, 2010
Garmin G3000.

92 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

JETS 20,000-LB. MTOW OR GREATER

Manufacturer Bombardier Textron Aviation Bombardier Bombardier Gulfstream Aero. Textron Aviation
Learjet 70 Citation XLS+ Learjet 75 Learjet 60XR Gulfstream 150 Citation Latitude
Model Model 45 CE-560XL Model 45 Model 60 G150 CE-680A
B&CA Equipped Price $11,300,000 $12,920,000 $13,800,000 $14,674,000* $15,700,000 $16,250,000
Seating 2+6/7 2+9/12 2+8/9 2+7/9 2+7/9 2+9/10
Character- Wing Loading 69.0 54.6 69.0 88.8 82.3 NA
istics Power Loading 2.79 2.45 2.79 2.55 2.95 NA
Noise (EPNdB): TO/Sideline/APR 75.5/85.0/93.4 72.2/86.8/92.8 75.5/85.0/93.4 70.8/83.1/87.7 80.7/91.2/91.9 NA/NA/NA
External Length 56.0 52.5 58.0 58.7 56.8 62.3
Dimensions Height 14.0 17.2 14.0 14.6 19.1 20.9
(ft.) Span 50.9 56.3 50.9 43.8 55.6 72.3
Internal Length: OA/Net 17.7/17.7 18.5/18.5 19.8/19.8 17.7/15.8 17.7/17.7 28.1/21.8
Dimensions Height 4.9 5.7 4.9 5.7 5.8 6.0
(ft.) Width: Max/Floor 5.1/3.2 5.5/3.9 5.1/3.2 5.9/3.8 5.8/4.7 6.4/4.1
Internal: Cu. ft./lb. 15/150 10/100 15/150 24/350 25/NA 26/NA
Baggage External: Cu. ft./lb. 50/500 80/700 50/500 24/300 55/1,100 100/1,000
2 Hon 2 P&WC 2 Hon 2 P&WC 2 Hon 2 P&WC
Engines TFE731-40BR PW545C TFE731-40BR PW305A TFE731-40AR-200G PW306D
Power Output (lb. each)/Flat Rating 3,850/ISA+23C 4,119/ISA+10C 3,850/ISA+23C 4,600/ISA+17C 4,420/ISA+13C 5,852/ISA+15C
Inspection Interval 6,000t 5,000t 6,000t 6,000t 6,000c 6,000t
Max Ramp 21,750 20,400 21,750 23,750 26,250 NA
Max Takeoff 21,500 20,200 21,500 23,500 26,100 NA
Max Landing 19,200 18,700 19,200 19,500 21,700 NA
Zero Fuel 16,000c 15,100c 16,000c 17,000c 17,500c NA
BOW 13,715 12,860 13,890 14,896 15,200 NA
Max Payload 2,285 2,240 2,110 2,104 2,300 NA
Weights (lb.) Useful Load 8,035 7,540 7,860 8,854 11,050 NA
Executive Payload 1,200 1,800 1,600 1,400 1,400 1,800
Max Fuel 6,062 6,740 6,062 7,910 10,300 NA
Available Payload w/Max Fuel 1,973 800 1,798 944 750 1,000
Available Fuel w/Max Payload 5,750 5,300 5,750 6,750 8,750 NA
Available Fuel w/Executive Payload 6,062 5,740 6,062 7,454 9,650 NA
MMO 0.810 0.750 0.810 0.810 0.850 0.800
Limits Trans. Alt. FL/VMO FL 270/330 FL 265/305 FL 270/330 FL 270/330 FL 300/330 FL 298/305
PSI 9.4 9.3 9.4 9.4 8.8 9.7
TOFL (SL elev./ISA temp.) 4,440 3,560 4,440 5,450 5,012 4,030
TOFL (5,000’ elev.@25C) 5,091 5,430 5,186 8,540 8,120 5,000
Airport Hot/High Weight Limit 20,447 20,200 20,622 23,402p 26,100 NA
Perfor- NBAA IFR Range 1,934 1,740 1,912 2,275 2,988 NA
mance V2@SL ISA, MTOW 125 118 125 147 131 NA
VREF w/4 Pax, NBAA IFR Res. 112 106 113 131 115 NA
Landing Distance w/4 Pax, NBAA IFR Res. 2,332 2,740 2,347 3,049 2,442 2,250
Time to Climb/Altitude 15/FL 370 15/FL 370 15/FL 370 13/FL 370 17/FL 370 15/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 430 765 430 718 438 NA
FAR 25 Engine-Out Gradient (ft./nm) 207 389 207 293 201 NA
Certificated 51,000 45,000 51,000 51,000 45,000 45,000
All-Engine Service 44,700 45,000 44,700 42,400 42,400 43,000
Ceilings (ft.) Engine-Out Service 27,900 28,600 27,900 24,300 26,400 NA
Sea-Level Cabin 25,700 25,230 25,700 25,700 23,000 NA
TAS 437 353 437 423 430 NA
Long Fuel Flow 961 865 970 1,128 1,184 NA
Range Altitude FL 470 FL 450 FL 470 FL 430 FL 430 NA
Specific Range 0.455 0.408 0.451 0.375 0.363 NA
Cruise TAS 453 431 452 446 475 396
High Fuel Flow 1,082 1,238 1,080 1,288 1,938 1,750
Speed Altitude FL 470 FL 410 FL 470 FL 430 FL 350 FL 390
Specific Range 0.419 0.348 0.419 0.346 0.245 0.226
Nautical Miles 1,595 1,150 1,595 1,742 2,335 NA
Max Payload Average Speed 422 383 422 413 415 NA
(w/available fuel) Trip Fuel 4,285 3,663 4,285 5,255 7,265 NA
Specific Range/Altitude 0.372/FL 470 0.314/FL 450 0.372/FL 470 0.331/FL 410 0.321/FL 450 NA/NA
Nautical Miles 1,747 1,745 1,747 2,243 3,011 2,500
Max Fuel Average Speed 424 395 424 415 418 NA
NBAA IFR (w/available payload) Trip Fuel 4,616 5,236 4,616 6,486 8,903 NA
Ranges Specific Range/Altitude 0.378/FL 470 0.333/FL 450 0.378/FL 470 0.346/FL 410 0.338/FL 450 NA/FL 450
(200-nm Nautical Miles 1,934 1,719 1,912 2,292 2,988 NA
alternate) Four Passengers Average Speed 425 395 425 414 418 NA
(w/available fuel) Trip Fuel 4,803 5,168 4,793 6,594 8,850 NA
Specific Range/Altitude 0.403/FL 470 0.333/FL 450 0.399/FL 470 0.348/FL 410 0.338/FL 450 NA/NA
Nautical Miles 2,039 1,785 2,015 2,398 3,122 NA
Average Speed 425 403 425 412 419 NA
Ferry
Trip Fuel 4,848 5,268 4,838 6,642 8,945 NA
Specific Range/Altitude 0.421/FL 490 0.339/FL 450 0.416/FL 490 0.361/FL 410 0.349/FL 450 NA/NA
Runway 3,595 2,734 3,606 3,308 3,623 NA
Flight Time 0+45 0+46 0+45 0+45 0+50 NA
300 nm
Fuel Used 1,097 1,246 1,104 1,109 1,230 NA
Specific Range/Altitude 0.273/FL 450 0.241/FL 390 0.272/FL 450 0.271/FL 450 0.244/FL 450 NA/NA
Missions Runway 3,642 2,758 3,654 3,552 3,783 NA
Flight Time 1+24 1+29 1+24 1+26 1+32 NA
(4 passen- 600 nm
Fuel Used 1,885 2,094 1,898 1,909 1,974 NA
gers) Specific Range/Altitude 0.318/FL 450 0.287/FL 410 0.316/FL 450 0.314/FL 450 0.304/FL 450 NA/NA
Runway 3,708 3,028 3,720 3,928 3,971 NA
Flight Time 2+16 2+26 2+17 2+21 2+28 NA
1,000 nm
Fuel Used 2,981 3,211 2,995 3,011 2,998 NA
Specific Range/Altitude 0.335/FL 450 0.311/FL 430 0.334/FL 450 0.332/FL 450 0.334/FL 450 NA/NA

FAR 25, FAR 25 pending

Remarks Certification Basis FAR 25, EASA CS 25 FAR 25, 2008 FAR 25, EASA CS 25 1981/92/2006 FAR 25 A108, 2005 All data preliminary;
*2013 dollars. Garmin G5000.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 93

 BUSINESS AIRPL ANES

JETS 20,000-LB. MTOW OR GREATER

Manufacturer Textron Aviation Embraer Textron Aviation Gulfstream Aero. Bombardier Embraer
Citation Sovereign+ Legacy 500 Cessna Citation X+ Gulfstream 280 Challenger 300 Legacy 600
Model CE-680 EMB-550 CE-750 G280 BD-100-1A10 EMB-135BJ
B&CA Equipped Price $18,110,000 $19,995,000 $23,500,000 $24,500,000 $24,860,000 $26,000,000
Seating 2+9/12 2+8/12 2+9/12 2+10/19 2+9/11 2+13/14
Character- Wing Loading 56.7 NA NA 80.0 74.4 90.0
istics Power Loading 2.60 NA 2.60 2.60 2.85 3.12
Noise (EPNdB): TO/Sideline/APR 71.9/87.2/88.1 NA/NA/NA NA/NA/NA 75.2/89.5/90.5 75.5/87.6/89.6 79.7/86.8/91.3
External Length 63.5 68.1 73.6 66.8 68.7 86.4
Dimensions Height 20.3 21.2 19.2 21.3 20.0 22.2
(ft.) Span 72.3 66.4 69.2 63.0 63.8 69.5
Internal Length: OA/Net 25.3/25.3 27.5/24.6 25.2/25.2 32.3/25.8 28.6/19.6 49.8/42.4
Dimensions Height 5.7 6.0 5.7 6.3 6.1 6.0
(ft.) Width: Max/Floor 5.5/3.9 6.8/4.7 5.5/3.9 7.2/5.7 7.2/5.1 6.9/5.2
Internal: Cu. ft./lb. 35/435 40/NA 22/NA 154/1,980 106/750 286/1,441
Baggage External: Cu. ft./lb. 100/1,000 110/NA 82/775 —/— —/— —/—
2 P&WC 2 Hon 2 RR 2 Hon 2 Hon 2 RR
Engines PW306D HTF7500E AE3007C2 HTF7250G HTF 7000 AE 3007 A1E
Power Output (lb. each)/Flat Rating 5,907/ISA+16C 6,540/ISA+15C 7,034/ISA+15C 7,624/ISA+17C 6,826/ISA+15C 7,953/ISA+22C
Inspection Interval 6,000t OC 4,500t* OC OC OC
Max Ramp 31,025 NA 36,900 39,750 39,000 49,758
Max Takeoff 30,775 NA 36,600 39,600 38,850 49,604
Max Landing 27,575 NA 32,000 32,700 33,750 40,785
Zero Fuel 21,000c NA 24,978c 28,200c 27,200c 35,274c
BOW 18,330 NA 22,464 24,150 23,850* 30,081
Max Payload 2,670 2,800 2,514 4,050 3,350 5,193
Weights (lb.) Useful Load 12,695 NA 14,436 15,600 15,150 19,677
Executive Payload 1,800 1,600 1,800 2,000 1,800 2,600
Max Fuel 11,390 NA 12,931 14,600 14,043 18,170
Available Payload w/Max Fuel 1,305 1,600 1,505 1,000 1,107 1,507
Available Fuel w/Max Payload 10,025 NA 11,922 11,550 11,800 14,484
Available Fuel w/Executive Payload 10,895 NA 12,636 13,600 13,350 17,077
MMO 0.800 0.830 0.935 0.850 0.830 0.800
Limits Trans. Alt. FL/VMO FL 298/305 FL 295/320 FL 307/350 FL 280/340 FL 290/320 FL 276/320
PSI 9.3 9.6 9.3 9.2 8.8 8.4
TOFL (SL elev./ISA temp.) 3,530 4,600 5,280 4,750 4,810 5,614
TOFL (5,000’ elev.@25C) 4,795 NA 7,300 7,320 6,860 7,604
Airport Hot/High Weight Limit 30,345 NA 35,400p 39,600 38,545 49,604
Perfor- NBAA IFR Range 3,085 NA 3,164 3,600 3,250 3,453
mance V2@SL ISA, MTOW 117 NA NA 137 130 139
VREF w/4 Pax, NBAA IFR Res. 96 NA NA 117 113 113
Landing Distance w/4 Pax, NBAA IFR Res. 2,149 NA 2,735 2,642 2,290 2,301
Time to Climb/Altitude 13/FL 370 14/FL 370 14/FL 370 14/FL 370 14/FL 370 21/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 735 NA NA 845 474 630
FAR 25 Engine-Out Gradient (ft./nm) 377 NA NA 371 219 272
Certificated 47,000 45,000 51,000 45,000 45,000 41,000
All-Engine Service 45,000 44,000 45,000 45,000 44,000 40,900
Ceilings (ft.) Engine-Out Service 29,740 NA NA 27,500 27,800 23,276
Sea-Level Cabin 25,230 26,520 25,230 25,000 23,100 21,650
TAS 368 421 470 459 459 424
Long Fuel Flow 1,059 NA 1,427 1,478 1,584 1,879
Range Altitude FL 450 NA FL 470 FL 450 FL 450 FL 410
Specific Range 0.347 NA 0.329 0.311 0.290 0.226
Cruise TAS 448 467 516 482 470 455
High Fuel Flow 1,756 NA 2,329 1,910 1,809 2,545
Speed Altitude FL 390 NA FL 410 FL 430 FL 430 FL 370
Specific Range 0.255 NA 0.222 0.252 0.260 0.179
Nautical Miles 2,484 NA 2,813 2,544 2,522 2,417
Max Payload Average Speed 396 NA 463 434 445 414
(w/available fuel) Trip Fuel 8,170 NA 9,959 9,591 9,889 12,242
Specific Range/Altitude 0.304/FL 470 NA/NA 0.282/FL 490 0.265/FL 450 0.255/FL 450 0.197/FL 410
Nautical Miles 3,025 NA 3,229 3,590 3,229 3,376
Max Fuel Average Speed 400 NA 464 441 448 407
NBAA IFR (w/available payload) Trip Fuel 9,661 NA 11,122 12,657 12,203 16,065
Ranges Specific Range/Altitude 0.313/FL 470 NA/NA 0.290/FL 490 0.284/FL 450 0.265/FL 450 0.210/FL 410
(200-nm Nautical Miles 3,061 3,000 3,295 3,600 3,250 3,430
alternate) Four Passengers Average Speed 401 NA 464 442 448 406
(w/available fuel) Trip Fuel 9,676 NA 11,151 12,761 12,213 16,094
Specific Range/Altitude 0.316/FL 470 NA/FL 450 0.295/FL 490 0.282/FL 450 0.266/FL 450 0.213/FL 410
Nautical Miles 3,130 NA 3,380 3,686 3,310 3,485
Average Speed 405 NA 465 442 448 402
Ferry
Trip Fuel 9,705 NA 11,188 12,792 12,239 16,122
Specific Range/Altitude 0.323/FL 470 NA/NA 0.302/FL 490 0.288/FL 450 0.270/FL 450 0.216/FL 410
Runway 2,592 NA 3,740 2,957 3,370 3,522
Flight Time 0+45 NA 0+40 0+48 0+47 0+48
300 nm
Fuel Used 1,507 NA 1,847 1,524 1,578 1,894
Specific Range/Altitude 0.199/FL 390 NA/NA 0.162/FL 370 0.197/FL 450 0.190/FL 450 0.158/FL 410
Missions Runway 2,600 NA 3,790 2,997 3,420 3,716
Flight Time 1+26 1+31 1+15 1+27 1+26 1+37
(4 passen- 600 nm
Fuel Used 2,406 2,474 2,915 2,443 2,568 3,044
gers) Specific Range/Altitude 0.249/FL 430 0.243/FL 450 0.206/FL 430 0.246/FL 450 0.234/FL 450 0.197/FL 410
Runway 2,650 NA 3,860 3,136 3,498 3,789
Flight Time 2+21 NA 2+02 2+19 2+18 2+36
1,000 nm
Fuel Used 3,753 NA 4,588 3,692 3,910 4,731
Specific Range/Altitude 0.266/FL 430 NA/NA 0.218/FL 430 0.271/FL 450 0.256/FL 450 0.211/FL 410
FAR 25, 2014 FAR 25 A 98 and JAR
FAR 25, EASA CS 25,
FAR 25, 2013 Garmin G5000; FAR 25, 2012 and 25 Chg 15 *B&CA
Remarks Certification Basis
Garmin G5000.
pending
*Engine flight hour EASA CS 25, 2013 Operators Survey
FAR 25, 2002
All data preliminary.
inspection interval. BOW 24,120 lb.

94 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

JETS 20,000-LB. MTOW OR GREATER

Manufacturer Bombardier Dassault Bombardier Embraer Bombardier
Challenger 350 Falcon 2000S Challenger 605 Legacy 650 Challenger 850
Model BD-100-1A10 Falcon 2000EX CL-600-2B16 EMB-135BJ* CL-600-2B19
B&CA Equipped Price $26,540,000 $27,700,000 $31,100,000 $31,600,000 $31,981,000*
Seating 2+9/11 2+10/19 3+10/19 2+13/14 2+14/15
Character- Wing Loading 77.8 77.7 107.1 97.2 101.8
istics Power Loading 2.77 2.93 2.76 2.97 3.04
Noise (EPNdB): TO/Sideline/APR 75.5/87.6/89.6 75.1/91.8/90.5 81.2/86.2/90.3 78.0/86.9/91.7 78.8/82.4/92.1
External Length 68.7 66.3 68.4 86.4 87.8
Dimensions Height 20.0 23.2 20.7 21.8 20.4
(ft.) Span 69.0 70.2 64.3 69.5 69.6
Internal Length: OA/Net 28.6/19.6 31.2/26.2 28.3/25.5 49.8/42.4 48.4/40.2
Dimensions Height 6.1 6.2 6.1 6.0 6.0
(ft.) Width: Max/Floor 7.2/5.1 7.7/6.3 7.9/6.9 6.9/5.2 7.9/6.9
Internal: Cu. ft./lb. 106/750 131/1,600 115/900 286/1,441 147/900
Baggage External: Cu. ft./lb. —/— —/— —/— —/— —/—
2 Hon 2 P&WC 2 GE 2 RR 2 GE
Engines HTF 7350 PW308C CF34-3B AE 3007A2 CF34-3B1
Power Output (lb. each)/Flat Rating 7,323/ISA+15C 7,000/ISA+15C 8,729/ISA+15C 9,020/ISA+15C 8,729/ISA+8C
Inspection Interval OC 7,000c OC OC OC
Max Ramp 40,750 41,200 48,300 53,727 53,250
Max Takeoff 40,600 41,000 48,200 53,572 53,000
Max Landing 34,150 39,300 38,000 44,092 47,000
Zero Fuel 28,200c 29,700c 32,000c 36,156c 44,000c
BOW 24,800 24,750 27,150 31,217 34,618
Max Payload 3,400 4,950 4,850 4,939 9,382
Weights (lb.) Useful Load 15,950 16,450 21,150 22,510 18,632
Executive Payload 1,800 2,000 2,000 2,600 2,800
Max Fuel 14,043 14,600 19,852 20,600 18,274
Available Payload w/Max Fuel 1,907 1,850 1,298 1,910 358
Available Fuel w/Max Payload 12,550 11,500 16,300 17,571 9,250
Available Fuel w/Executive Payload 14,043 14,450 19,150 19,910 15,832
MMO 0.830 0.862 0.850 0.800 0.850
Limits Trans. Alt. FL/VMO FL 290/320 FL 250/370 FL 222/348 FL 276/320 FL 254/335
PSI 8.8 9.3 8.8 8.4 8.6
TOFL (SL elev./ISA temp.) 4,835 4,325 5,840 5,741 6,305
TOFL (5,000’ elev.@25C) 6,890 6,050 9,192 7,979 11,332
Airport Hot/High Weight Limit 39,493 39,950 47,702 53,572 53,000p
Perfor- NBAA IFR Range 3,250 3,555 4,038 3,953 2,986
mance V2@SL ISA, MTOW NA 123 147 144 146
VREF w/4 Pax, NBAA IFR Res. NA 106 117 115 126
Landing Distance w/4 Pax, NBAA IFR Res. 2,320 2,300 2,360 2,346 2,475
Time to Climb/Altitude 14/FL 370 14/FL 370 21/FL 370 21/FL 370 32/FL 370
Climb FAR 25 Engine-Out Rate (fpm) NA 535 581 633 443
FAR 25 Engine-Out Gradient (ft./nm) NA 261 237 259 182
Certificated 45,000 47,000 41,000 41,000 41,000
All-Engine Service 44,000 43,700 38,250 41,000 37,760
Ceilings (ft.) Engine-Out Service NA 26,150 20,000 23,128 19,370
Sea-Level Cabin 23,100 25,300 23,000 21,650 21,100
TAS 459 437 424 425 424
Long Fuel Flow 1,574 1,455 1,828 1,901 2,061
Range Altitude FL 450 FL 450 FL 410 FL 410 FL 390
Specific Range 0.292 0.300 0.232 0.224 0.206
Cruise TAS 470 482 470 459 459
High Fuel Flow 1,849 2,280 2,443 2,570 2,393
Speed Altitude FL 430 FL 390 FL 370 FL 370 FL 370
Specific Range 0.254 0.211 0.192 0.179 0.192
Nautical Miles 2,702 2,450 3,010 3,076 1,116
Max Payload Average Speed 448 426 416 417 402
(w/available fuel) Trip Fuel 10,633 9,640 14,256 15,238 6,759
Specific Range/Altitude 0.254/FL 450 0.254/FL 450 0.211/FL 410 0.202/FL 410 0.165/FL 370
Nautical Miles 3,166 3,445 3,973 3,839 3,089
Max Fuel Average Speed 438 429 418 417 416
NBAA IFR (w/available payload) Trip Fuel 12,171 12,740 17,939 18,380 16,111
Ranges Specific Range/Altitude 0.260/FL 450 0.270/FL 470 0.221/FL 410 0.209/FL 410 0.192/FL 390
(200-nm Nautical Miles 3,250 3,540 4,047 3,919 2,986
alternate) Four Passengers Average Speed 449 431 418 415 416
(w/available fuel) Trip Fuel 12,203 12,740 18,105 18,422 15,652
Specific Range/Altitude 0.266/FL 450 0.278/FL 470 0.224/FL 410 0.213/FL 410 0.191/FL 390
Nautical Miles 3,304 3,615 4,121 3,980 3,110
Average Speed 451 430 418 414 416
Ferry
Trip Fuel 12,225 12,740 18,134 18,450 16,124
Specific Range/Altitude 0.270/FL 450 0.284/FL 470 0.227/FL 410 0.216/FL 410 0.193/FL 390
Runway 3,570 2,900 3,389 3,346 3,858
Flight Time 0+47 0+48 0+47 0+49 0+48
300 nm
Fuel Used 1,583 1,525 1,593 1,773 2,143
Specific Range/Altitude 0.190/FL 450 0.197/FL 450 0.188/FL 390 0.169/FL 410 0.140/FL 390
Missions Runway 3,620 2,905 3,428 3,518 4,109
Flight Time 1+26 1+28 1+25 1+34 1+28
(4 passen- 600 nm
Fuel Used 2,577 2,465 3,065 3,146 3,603
gers) Specific Range/Altitude 0.233/FL 450 0.243/FL 470 0.196/FL 390 0.191/FL 410 0.167/FL 390
Runway 3,680 3,050 3,490 3,573 4,474
Flight Time 2+18 2+21 2+16 2+33 2+21
1,000 nm
Fuel Used 3,925 3,755 5,097 4,815 5,648
Specific Range/Altitude 0.255/FL 450 0.266/FL 470 0.196/FL 390 0.208/FL 410 0.177/FL 390
FAR 25, FAR 25, 2011
FAR 25 A 98 FAR/EASA 25, 2013 FAR/JAR 25, 1992
1980/83/87/95/2006 *Factory modification
Remarks Certification Basis and JAR 25 Chg 15 EASy II flight deck;
Pro Line 21; DCA 145-000-
Optional ISA+15C engine
All data preliminary. 2015 delivery price flat-rating; *2013 dollars.
Class III EFB with IFIS. 00020/2008

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 95

 BUSINESS AIRPL ANES

JETS 20,000-LB. MTOW OR GREATER

Manufacturer Dassault Gulfstream Aerospace Dassault Bombardier Dassault
Falcon 2000LXS Gulfstream 450 Falcon 900LX Global 5000 Falcon 7X
Model Falcon 2000EX GIV-X Falcon 900EX BD-700-1A11 Falcon 7X
B&CA Equipped Price $32,900,000 $42,200,000 $42,200,000 $50,190,000 $52,800,000
Seating 2+8/19 2+14/19 2+12/19 3+13/19 3+12/19
Character- Wing Loading 81.2 77.8 92.9 90.5 92.0
istics Power Loading 3.06 2.69 3.27 3.14 3.64
Noise (EPNdB): TO/Sideline/APR 76.4/91.7/90.5 76.2/89.5/92.3 78.2/90.3/92.1 81.3/88.9/89.7 82.3/90.1/92.6
External Length 66.3 89.3 66.3 96.8 76.1
Dimensions Height 23.2 25.2 24.8 25.5 25.7
(ft.) Span 70.2 77.8 70.2 94.0 86.0
Internal Length: OA/Net 31.2/26.2 45.1/37.0 39.0/33.2 45.7/40.7 46.5/39.1
Dimensions Height 6.2 6.2 6.2 6.2 6.2
(ft.) Width: Max/Floor 7.7/6.3 7.3/5.5 7.7/6.3 7.9/6.5 7.7/6.3
Internal: Cu. ft./lb. 131/1,600 169/2,000 127/2,866 195/1,000 140/2,004
Baggage External: Cu. ft./lb. —/— —/— —/— —/— —/—
2 P&WC 2 RR 3 Hon 2 RR 3 P&WC
Engines PW308C Tay Mk 611-8C TFE731-60 BR700-710A2-20 PW307A
Power Output (lb. each)/Flat Rating 7,000/ISA+15C 13,850/ISA+15C 5,000/ISA+17C 14,750/ISA+20C 6,402/ISA+17C
Inspection Interval 7,000c 12,000t or OC 6,000c OC 7,200c
Max Ramp 43,000 75,000 49,200 92,750 70,200
Max Takeoff 42,800 74,600 49,000 92,500 70,000
Max Landing 39,300 66,000 44,500 78,600 62,400
Zero Fuel 29,700c 49,000c 30,864c 58,000c 41,000c
BOW 24,750 43,200 26,750 50,861 36,600
Max Payload 4,950 5,800 4,114 7,139 4,400
Weights (lb.) Useful Load 18,250 31,800 22,450 41,889 33,600
Executive Payload 1,600 2,800 2,400 2,600 2,400
Max Fuel 16,660 29,281 20,905 38,959 31,940
Available Payload w/Max Fuel 1,590 2,519 1,545 2,930 1,660
Available Fuel w/Max Payload 13,300 26,000 18,336 34,750 29,200
Available Fuel w/Executive Payload 16,650 29,000 20,050 38,959 31,200
MMO 0.862 0.880 0.870 0.890 0.900
Limits Trans. Alt. FL/VMO FL 250/370 FL 280/340 FL 250/370 FL 303/340 FL 270/370
PSI 9.3 9.6 9.6 10.3 10.2
TOFL (SL elev./ISA temp.) 4,675 5,600 5,360 5,540 5,710
TOFL (5,000’ elev.@25C) 6,800 8,200 7,615 6,798 8,045
Airport Hot/High Weight Limit 42,010 74,600 48,255 88,373 69,140
Perfor- NBAA IFR Range 4,095 4,328 4,710 5,185 5,795
mance V2@SL ISA, MTOW 127 150 134 133 133
VREF w/4 Pax, NBAA IFR Res. 106 123 111 107 106
Landing Distance w/4 Pax, NBAA IFR Res. 2,300 2,663 2,432 2,189 2,120
Time to Climb/Altitude 16/FL 370 16/FL 370 18/FL 370 18/FL 370 18/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 464 712 703 704 615
FAR 25 Engine-Out Gradient (ft./nm) 219 285 315 318 280
Certificated 47,000 45,000 51,000 51,000 51,000
All-Engine Service 43,700 42,400 40,100 44,600 41,360
Ceilings (ft.) Engine-Out Service 26,150 25,000 31,400 20,600 31,560
Sea-Level Cabin 25,300 26,700 25,300 30,125 29,200
TAS 437 459 431 470 459
Long Fuel Flow 1,485 2,585 1,670 2,856 2,260
Range Altitude FL 450 FL 450 FL 430 FL 450 FL 430
Specific Range 0.294 0.178 0.258 0.165 0.203
Cruise TAS 482 476 474 505 497
High Fuel Flow 2,315 3,055 2,230 3,582 3,205
Speed Altitude FL 390 FL 410 FL 390 FL 410 FL 390
Specific Range 0.208 0.156 0.213 0.141 0.155
Nautical Miles 2,905 3,549 3,810 4,958 5,000
Max Payload Average Speed 428 452 420 463 453
(w/available fuel) Trip Fuel 11,475 22,622 16,386 33,418 26,820
Specific Range/Altitude 0.253/FL 450 0.157/FL 450 0.233/FL 430 0.148/FL 470 0.186/FL 450
Nautical Miles 3,980 4,216 4,595 5,381 5,670
Max Fuel Average Speed 431 453 421 463 454
NBAA IFR (w/available payload) Trip Fuel 14,835 26,023 18,955 35,695 29,560
Ranges Specific Range/Altitude 0.268/FL 470 0.162/FL 450 0.242/FL 430 0.151/FL 470 0.192/FL 470
(200-nm Nautical Miles 4,075 4,328 4,695 5,520 5,760
alternate) Four Passengers Average Speed 431 452 420 463 454
(w/available fuel) Trip Fuel 14,835 26,087 18,955 35,761 29,560
Specific Range/Altitude 0.275/FL 470 0.166/FL 450 0.248/FL 430 0.154/FL 470 0.195/FL 470
Nautical Miles 4,145 4,382 4,765 5,572 5,840
Average Speed 431 453 420 463 454
Ferry
Trip Fuel 14,835 26,116 18,955 35,786 29,560
Specific Range/Altitude 0.279/FL 450 0.168/FL 450 0.251/FL 430 0.156/FL 470 0.198/FL 470
Runway 2,900 3,225 2,880 2,483 2,500
Flight Time 0+48 0+46 0+47 0+46 0+46
300 nm
Fuel Used 1,525 2,599 1,595 2,755 2,075
Specific Range/Altitude 0.197/FL 450 0.115/FL 450 0.188/FL 450 0.109/FL 490 0.145/FL 450
Runway 2,905 3,258 2,870 2,572 2,515
Missions
Flight Time 1+28 1+25 1+27 1+23 1+25
(4 passen- 600 nm
Fuel Used 2,465 4,113 2,630 4,442 3,285
gers) Specific Range/Altitude 0.243/FL 470 0.146/FL 450 0.228/FL 470 0.135/FL 490 0.183/FL 470
Runway 3,050 3,304 2,880 2,693 2,640
Flight Time 2+21 2+18 2+20 2+13 2+17
1,000 nm
Fuel Used 3,755 6,176 4,075 6,747 4,945
Specific Range/Altitude 0.266/FL 470 0.162/FL 450 0.245/FL 470 0.148/FL 470 0.202/FL 470
FAR/EASA 25, 2013 FAR 25/EASA 25, FAR 25, 1998/2004 FAR/EASA 25, 2007
Remarks Certification Basis EASy II flight deck; FAR 25, 2004 1979/2010 EASy II flight and EASA 25, 2004 EASy II flight deck; DFCS;
2015 delivery price. deck; 2015 delivery price. Global Vision flight deck. 2015 delivery price.

96 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 BUSINESS AIRPL ANES

JETS 20,000-LB. MTOW OR GREATER

Manufacturer Embraer Airbus Boeing Airbus Boeing
Lineage 1000E ACJ318 BBJ2 A320 Prestige BBJ3
Model ERJ 190-100 ECJ A318-112 737-800 A320-214 737-900ER
B&CA Equipped Price $53,000,000 $72,000,000 $91,500,000 $95,000,000 $99,300,000
Seating 3+13/19 4+18/132 4+19/189 4+18/179 4+19/215
Character- Wing Loading 120.7 113.6 129.9 130.3 139.9
istics Power Loading 3.25 3.22 3.19 3.18 3.44
Noise (EPNdB): TO/Sideline/APR 86.4/92.7/92.5 83.0/91.9/93.9 86.0/94.4/96.4 85.5/93.4/95.5 88.4/93.8/96.4
External Length 118.9 103.2 129.5 123.3 138.2
Dimensions Height 34.7 41.1 41.2 38.6 41.2
(ft.) Span 94.2 111.8 117.4 111.8 117.4
Internal Length: OA/Net 84.3/84.3 70.2/70.2 98.3/98.3 90.3/90.3 107.2/107.2
Dimensions Height 6.6 7.4 7.1 7.4 7.1
(ft.) Width: Max/Floor 8.8/8.0 12.1/11.7 11.6/10.7 12.1/11.7 11.6/10.7
Internal: Cu. ft./lb. 323/2,293 395/NA NA/NA NA/NA NA/NA
Baggage External: Cu. ft./lb. 120/705 430/NA 721/NA 985/NA 882/NA
2 GE 2 CFMI 2 CFMI 2 CFMI 2 CFMI
Engines CF34-10E7-B CFM56-5B9/3* CFM56-7B27E CFM56-5B4/3* CFM56-7B27E
Power Output (lb. each)/Flat Rating 18,500/ISA+15C 23,300/ISA+30C 27,300/ISA+15C 27,000/ISA+29C 27,300/ISA+15C
Inspection Interval OC OC OC OC OC
Max Ramp 120,593 150,800 174,700 172,850 188,200
Max Takeoff 120,152 149,900 174,200 171,950 187,700
Max Landing 100,972 126,765 146,300 145,500 157,300
Zero Fuel 80,469c 120,150c 138,300c 137,800c 149,300c
BOW 70,548 96,694 103,800 109,000 111,650
Max Payload 9,921 23,456 34,500 28,800 37,650
Weights (lb.) Useful Load 50,045 54,106 70,900 63,850 76,550
Executive Payload 2,600 3,600 3,800 3,600 3,800
Max Fuel 48,217 48,660 69,961 53,450 73,472
Available Payload w/Max Fuel 1,828 5,446 939 10,400 3,078
Available Fuel w/Max Payload 40,124 30,650 36,400 35,050 38,900
Available Fuel w/Executive Payload 47,445 48,660 67,100 53,450 72,750
MMO 0.820 0.820 0.820 0.820 0.820
Limits Trans. Alt. FL/VMO FL 289/320 FL 250/350 FL 260/340 FL 250/350 FL 260/340
PSI 8.8 8.2 9.0 8.3 9.0
TOFL (SL elev./ISA temp.) 6,076 5,870 6,670 6,920 8,350
TOFL (5,000’ elev.@25C) 9,500 7,660 12,850 9,355 14,500
Airport Hot/High Weight Limit 112,038 149,900 174,200 171,950 175,500p
Perfor- NBAA IFR Range 3,965 4,250 5,648 4,300 4,751
mance V2@SL ISA, MTOW 140 NA 152 NA NA
VREF w/4 Pax, NBAA IFR Res. 110 NA 121 NA 122
Landing Distance w/4 Pax, NBAA IFR Res. 2,038 2,150 2,370 2,400 2,510
Time to Climb/Altitude 29/FL 350 20/FL 370 27/FL 370 23/FL 360 26/FL 350
Climb FAR 25 Engine-Out Rate (fpm) NA NA NA NA NA
FAR 25 Engine-Out Gradient (ft./nm) NA NA NA NA NA
Certificated 41,000 41,000 41,000 39,000 41,000
All-Engine Service 35,000 NA 37,700 NA 35,000
Ceilings (ft.) Engine-Out Service 19,178 NA 20,000 NA NA
Sea-Level Cabin 23,190 MA 24,000 NA 24,000
TAS 454 444 454 451 455
Long Fuel Flow 4,184 4,230 5,043 4,730 5,427
Range Altitude FL 380 FL 390 FL 390 FL 370 FL 360
Specific Range 0.109 0.105 0.090 0.095 0.084
Cruise TAS 471 470 470 473 473
High Fuel Flow 5,033 5,360 5,721 5,860 6,272
Speed Altitude FL 350 FL 370 FL 360 350 FL 350
Specific Range 0.094 0.088 0.082 0.081 0.075
Nautical Miles 3,493 2,048 2,279 2,100 2,223
Max Payload Average Speed 442 426 433 428 436
(w/available fuel) Trip Fuel 35,569 24,129 29,968 27,936 32,052
Specific Range/Altitude 0.098/FL 400 0.085/FL 370 0.076/FL 370 0.075/FL 350 0.069/FL 350
Nautical Miles 4,532 4,000 5,726 3,852 5,452
Max Fuel
Average Speed 446 437 445 438 447
NBAA IFR (w/available
Trip Fuel 43,962 42,710 64,835 46,930 67,949
payload)
Ranges Specific Range/Altitude 0.103/FL 410 0.094/FL 410 0.088/FL 410 0.082/FL 390 0.080/FL 390
(200-nm Nautical Miles 4,602 4,300 5,622 4,330 5,496
alternate) Four Passengers Average Speed 446 436 444 438 446
(w/available fuel) Trip Fuel 44,240 43,601 63,899 48,057 67,985
Specific Range/Altitude 0.104/FL 410 0.099/FL 410 0.088/FL 410 0.090/FL 390 0.081/FL 390
Nautical Miles 4,640 4,300 5,754 4,380 5,555
Average Speed 446 436 444 438 447
Ferry
Trip Fuel 44,264 43,653 64,855 48,108 68,030
Specific Range/Altitude 0.105/FL 410 0.099/FL 410 0.089/FL 410 0.091/FL 390 0.082/FL 390
Runway 3,002 3,675 3,245 3,670 3,700
Flight Time 0+48 0+53 0+56 0+55 0+55
300 nm
Fuel Used 3,426 4,077 4,547 4,265 4,841
Specific Range/Altitude 0.088/FL 390 0.074/FL 370 0.066/FL 310 0.070/FL 350 0.062/FL 290
Runway 3,133 3,700 3,365 3,700 3,855
Missions
Flight Time 1+26 1+33 1+32 1+34 1+32
(4 passen- 600 nm
Fuel Used 5,862 6,694 7,268 7,080 7,775
gers) Specific Range/Altitude 0.102/FL 410 0.090/FL 410 0.083/FL 410 0.085/FL 390 0.077/FL 390
Runway 3,251 3,760 3,535 3,760 4,045
Flight Time 2+20 2+27 2+26 2+28 2+26
1,000 nm
Fuel Used 9,063 10,225 11,088 10,970 11,943
Specific Range/Altitude 0.110/FL 410 0.098/FL 410 0.090/FL 410 0.091/FL 390 0.084/FL 390
FAR 25, 2003 FAR 25 A 77, 1967/98 FAR 25, 1999 FAR 25 A 77, 1967/
*Also avail with PW6124; All pax and range *Also avail. with 26,500-lbf 98/2007 All pax and range
Remarks Certification Basis FAR/EASA 25, 2008
incl. 2 add’l center tanks; missions flown with IAEV2527M-A5; incl. 2 add’l missions flown with eight
price incl. VIP cabin. eight passengers. center tanks and VIP cabin. passengers.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 97

 BUSINESS AIRPL ANES

ULTRA-LONG-RANGE JETS
Manufacturer Gulfstream Aerospace Bombardier Gulfstream Aerospace Boeing Airbus
Gulfstream 550 Global 6000 Gulfstream 650 BBJ ACJ319
Model GV-SP BD-700-1A10 GVI 737-700IGW A319-133
B&CA Equipped Price $60,000,000 $62,000,000 $65,200,000* $73,500,000 $87,000,000
Seating 4+16/19 4+13/19 4+16/19 4+19/149 4+19/156
Character- Wing Loading 80.1 97.4 77.6 127.5 127.8
istics Power Loading 2.96 3.37 2.95 3.13 3.12
Noise (EPNdB): TO/Sideline/APR 79.3/90.2/90.8 82.4/87.9/89.7 77.5/89.8/88.3 85.4/94.9/95.8 85.4/94.6/94.2
External Length 96.4 99.4 99.8 110.3 111.0
Dimensions Height 25.8 25.5 25.7 41.2 38.6
(ft.) Span 93.5 94.0 99.6 117.4 111.8
Internal Length: OA/Net 50.1/42.6 48.4/43.2 53.6/46.8 79.2/79.2 78.0/78.0
Dimensions Height 6.2 6.2 6.4 7.1 7.4
(ft.) Width: Max/Floor 7.3/5.5 7.9/6.5 8.5/7.0 11.6/10.7 12.2/11.6
Internal: Cu. ft./lb. 226/2,500 195/1,000 235/2,500 NA/NA 160/NA
Baggage External: Cu. ft./lb. —/— —/— —/— 169/NA NA/NA
2 RR 2 RR 2 RR 2 CFMI 2 CFMI
Engines BR700-710C4-11 BR700-710A2-20 BR700-725A1-12 CFM56-7B27E CFM56-5B7/3*
Power Output (lb. each)/Flat Rating 15,385/ISA+15C 14,750/ISA+20C 16,900/ISA+15C 27,300/ISA+15C 27,000/ISA+29C
Inspection Interval 8,000t or OC OC 10,000t OC OC
Max Ramp 91,400 99,750 100,000 171,500 169,530
Max Takeoff 91,000 99,500 99,600 171,000 168,650
Max Landing 75,300 78,600 83,500 134,000 137,790
Zero Fuel 54,500c 58,000c 60,500c 126,000c 128,970c
BOW 48,700 52,230 54,000 97,740 96,450**
Max Payload 5,800 5,770 6,500 28,260 32,520
Weights (lb.) Useful Load 42,700 47,520 46,000 73,760 73,080
Executive Payload 3,200 2,600 3,200 3,800 3,800
Max Fuel 40,994 44,716 44,200 71,737 72,560
Available Payload w/Max Fuel 1,706 2,804 1,800 2,023 520
Available Fuel w/Max Payload 36,900 41,750 39,500 45,500 40,560
Available Fuel w/Executive Payload 39,500 44,716 42,800 69,960 69,280
MMO 0.885 0.890 0.925 0.820 0.820
Limits Trans. Alt. FL/VMO FL 270/340 FL 303/340 FL 290/340 FL 260/340 FL 250/350
PSI 10.2 10.3 10.7 9.0 8.3
TOFL (SL elev./ISA temp.) 5,910 6,476 5,858 6,085 6,170
TOFL (5,000’ elev.@25C) 9,070 7,880 9,000 10,200 8,360
Hot/High Weight Limit 91,000 94,513p 99,600 170,827 168,650
Airport
NBAA IFR Range 6,738 5,633 7,000 6,260 6,000
Performance V2 @ SL, ISA, MTOW 147 142 146 141 137
VREF w/4 Pax, NBAA IFR Res. 112 110 114 116 111
Landing Distance w/4 Pax, NBAA IFR Res. 2,240 2,236 2,667 2,360 2,220
Time to Climb/Altitude 18/FL 370 20/FL 370 20/FL 370 25/FL 370 22/360
Climb FAR 25 Engine-Out Rate (fpm) 594 474 NA NA NA
FAR 25 Engine-Out Gradient (ft./nm) 242 200 NA NA NA
Certificated 51,000 51,000 51,000 41,000 41,000
All-Engine Service 42,700 42,400 42,700 38,000 36,000
Ceiling (ft.) Engine-Out Service 25,820 18,000 25,000 20,500 18,000
Sea-Level Cabin 29,200 30,125 31,900 24,000 22,000
TAS 459 470 488 452 447
Long Fuel Flow 2,563 3,043 2,686 4,707 4,695
Range Altitude FL 450 FL 450 FL 470 FL 390 FL 370
Specific Range 0.179 0.154 0.182 0.096 0.095
Cruise TAS 488 499 516 470 470
Fuel Flow 3,228 3,789 3,368 5,567 5,830
High Speed
Altitude FL 430 FL 410 FL 430 FL 370 FL 370
Specific Range 0.151 0.132 0.153 0.084 0.081
Nautical Miles 5,767 5,876 5,980 3,291 2,679
Max Payload Average Speed 452 463 474 437 434
(w/available fuel) Trip Fuel 33,993 40,480 36,500 39,571 33,677
Specific Range/Altitude 0.170/FL 490 0.145/FL 450 0.164/FL 490 0.083/FL 390 0.080/FL 370
Nautical Miles 6,698 6,111 7,000 6,229 6,134
Max Fuel
Average Speed 454 464 476 442 442
NBAA IFR (w/available
Trip Fuel 38,202 41,780 41,200 66,866 66,673
payload)
Ranges Specific Range/Altitude 0.175/FL 490 0.146/FL 450 0.170/FL 510 0.093/FL 410 0.092/FL 410
(200-nm Nautical Miles 6,708 6,163 7,000 6,237 6,002
alternate) Eight Passengers Average Speed 453 464 476 442 442
(w/available fuel) Trip Fuel 38,205 41,780 41,200 66,871 65,558
Specific Range/Altitude 0.176/FL 490 0.148/FL 450 0.170/FL 510 0.093/FL 410 0.092/FL 410
Nautical Miles 6,853 6,258 7,157 6,306 6,200
Average Speed 454 464 477 442 442
Ferry
Trip Fuel 38,251 41,780 41,200 66,914 67,207
Specific Range/Altitude 0.179/FL 510 0.150/FL 470 0.174/FL 510 0.094/FL 410 0.092/FL 410
Runway 3,436 2,832 3,283 3,480 4,075
Flight Time 2+20 2+13 2+12 2+27 2+26
1,000 nm
Fuel Used 5,599 6,838 5,891 10,422 10,370
Specific Range/Altitude 0.179/FL 490 0.146/FL 490 0.170/FL 510 0.096/FL 410 0.096/FL 410
Runway 3,599 3,818 3,586 4,275 4,280
Missions Flight Time 6+42 6+20 6+18 6+55 6+54
3,000 nm
(8 passengers) Fuel Used 15,474 19,461 16,191 29,650 30,070
Specific Range/Altitude 0.194/FL 490 0.154/FL 490 0.185/FL 510 0.101/FL 410 0.100/FL 410
Runway 5,277 6,144 5,214 5,870 6,160
Flight Time 13+15 12+31 12+29 13+34 13+35
6,000 nm
Fuel Used 33,428 41,780 34,313 63,852 65,528
Specific Range/Altitude 0.179/FL 490 0.144/FL 450 0.175/FL 510 0.094/FL 410 0.092/FL 410
FAR 25, 1998/2003 FAR 25, 1999 *Avail. with
and JAR 25 FAR, EASA CS 25, 2012 26,500-lbf IAEV2527M-A5;
Remarks Certification Basis FAR 25, 1997/2003/02
BEVS and Global Vision *B&CA estimate.
FAR 25 A 77, 1967/98
incl. 6 add’l center tanks,
flight deck standard. VIP cabin; **Spec wt.

98 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

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 USED AIRPL ANES

MULTIENGINE PISTON
Beech Baron Beech Baron Beech Baron Beech Baron Beech Duke
Model Beech Duchess BE-76 BE-B55 BE-E55 BE-58TC BE-58P BE-B60
s.n. ME-427 – ME- s.n. TC-2421 - TC- s.n. TE-1196 – TE-
Serial Number 437 2456 1201 s.n. TK-146 – TK-149 s.n. TJ-498 up s.n. P-581 – P-597

B&CA Equiped $221,166 (’85) $313,499 (’85) $317,077 (’85) $442,701 (’84) $582,985 (’86) $598,815 (’83)
Prices 2014 Aircraft
$86,000 $135,000 $160,000 $195,000 $340,000 $220,000
Bluebook
Engines 2 Lyc O-360-A1G6D 2 Cont IO-470-L 2 Cont IO-520-CB 2 Cont TSIO-520-WB 2 Cont TSIO-520-WB 2 Lyc TIO-541-E1C4
Output 180 hp ea. 285 hp ea. 285 hp ea. 325 hp ea. 325 hp ea. 380 hp ea.
Configuration
TBO 2,000 1,500 1,700 1,600 1,600 1,600
Seating 1+3/3 1+5/5 1+5/5 1+5/5 1+5/5 1+5/5
Max Ramp 3,916 5,121 5,324 6,240 6,240 6,819
BOW 2,617 3,464 3,509 4,078 4,319 4,721
Weighs (lb)
Useful 1,299 1,657 1,815 2,162 1,921 2,098
Max Fuel 600 816 996 1,140 1,140 1,392
VNE 194 223 223 234 234 235
Limits VNO 154 182 195 195 195 208
VA 132 156 156 169 169 160
TAS 155 179 190 198 210 212
Cruise @ 65% FF 110 136 158 192 175 220
FL 80 80 80 100 200 200
nm 566 189 572 862 845 591
Seats Full

Blk. Spd. 154 174 188 196 207 205

SR 1.36 1.14 1.16 1 1.07 0.85
Range
nm 707 893 1,036 999 1,108 1,104
Tanks Full

Blk. Spd. 154 178 189 197 208 208

SR 1.37 1.25 1.18 1 1.1 0.9
Certification Basis FAR 23, 1978/78 CAR 3, 1957/69 CAR 3, 1957/69 FAR 23, 1974/76 FAR 23, 1974/74 FAR 23, 1968/74

Remarks

MULTIENGINE PISTON
Cessna 310R Cessna Turbo Cessna Crusader Cessna 340A Cessna Businessliner
Model CE-310R CE-T310R CE-T303 CE-340A II Cessna Titan CE-404 CE-402C
s.n. 310R2101 – s.n. 340A-1801 s.n. 402C-0808 –
Serial Number 2140 s.n. 310R2140 -2140 s.n. TC-258- 315 –1817 s.n. 4040801- 859 1022
B&CA Equiped $229,490 (’81) $257,025 (’81) $298,030 (’85) $500,660 (’85) $524,693 (’81) $524,693 (’85)
Prices 2014 Aircraft
$130,000 $140,000 $137,000 $225,000 $230,000 $250,000
Bluebook
Engines 2 Cont IO-520-MB 2 Cont TSIO-520-BB 2 Cont TSIO-520-AE 2 Cont TSIO-520-NB 2 Cont GTSIO-520-M 2 Cont TSIO-520-VB
Output 285 hp ea. 285 hp ea. 250 hp ea. 310 hp ea. 375 hp ea. 325 hp ea.
Configuration
TBO NA NA 2,000 1,600 1,600 1,600
Seating 1+5/6 1+5/6 1+5/5 1+5/5 1+10/11 1+7/8
Max Ramp 5,535 5,535 5,175 6,025 8,450 6,885
BOW 3,806 3,949 3,500 4,411 5,685 4,870
Weighs (lb)
Useful 1,729 1,586 1,675 1,614 2,765 2,015
Max Fuel 1,218 1,218 918 1,218 2,064 1,236
VNE 227 227 206 234 238 231
Limits VNO 183 183 172 200 210 200
VA 150 150 147 155 158 147
TAS 180 193 170 206 183 187
Cruise @ 65% FF 164 171 147 180 229 197
FL 70 120 100 200 120 100
nm 390 382 327 535 394 414
Seats Full

Blk. Spd. 164 173 165 193 168 183

SR 0.96 0.95 0.98 0.92 0.66 0.89
Range
nm 1,148 1,160 816 1,177 1,432 990
Tanks Full

Blk. Spd. 174 186 168 203 179 185

SR 1.05 1.06 1.07 1.09 0.76 0.92
Certification Basis CAR 3, 1954 CAR 3, 1954 FAR 23, 1980/81 CAR 3, 1961/75 FAR 23, 1976 CAR 3, 1964/78

Remarks ZFW limited. ZFW limited.

99a Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 USED AIRPL ANES

MULTIENGINE PISTON
Cessna Chancellor Cessna Golden Eagle Piper Turbo Seminole Piper Aztec F Piper Turbo Aztec F Piper Aerostar
Model CE-414A CE-421C PA-44-180T PA-23-250 PA-23-250T PA-601B
s.n. 414A-1007 - s.n. 421C1801 – s.n. 44-8207001 s.n. 8448162153
Serial Number 1201-1212 1807 – 020 s.n. 27-8154001 s.n. 27-8154029 – 157
B&CA Equiped $696,270 (’85) $789,350 (’85) $159,250 (’82) $217,340 (’81) $245,195 (’81) $302,615 (’81)
Prices 2014 Aircraft
$370,000 $440,000 $85,000 $123,000 $123,000 $145,000
Bluebook
Engines 2 Cont TSIO-520-NB 2 Cont GTSIO-520 2 Lyc TO-360-E1A6D 2 Lyc IO-540-C4B5 2 Lyc TIO-540-C1A 2 Lyc IO-540-S1A5
Output 310 hp ea. 375 hp ea. 180 hp ea. 250 hp ea. 250 hp ea. 290 hp ea.
Configuration
TBO 1,600 1,600 1,800 NA NA NA
Seating 1+6/7 1+6/7 1+3/3 1+5/6 1+5/6 1+5/6
Max Ramp 6,785 7,500 3,943 5,200 5,200 6,025
BOW 5,170 5,498 2,586 3,360 3,537 4,138
Weighs (lb)
Useful 1,615 2,002 1,347 1,840 1,663 1,887
Max Fuel 1,236 1,572 648 1,062 1,062 993
VNE 232 238 194 216 216 243
Limits VNO 200 200 165 172 172 217
VA 144 150 135 129 129 167
TAS 200 218 156 168 175 212
Cruise @ 65% FF 178 229 114 142 133 184
FL 200 200 100 70 120 120
nm 252 526 634 772 932 562
Seats Full

Blk. Spd. 187 211 154 161 168 196

SR 0.9 0.83 1.34 1.11 1.22 1.02
Range
nm 1,257 1,320 758 1,081 1,194 914
Tanks Full

Blk. Spd. 193 215 154 163 170 202

SR 1.05 1.1 1.35 1.13 1.24 1.07
Certification Basis CAR 3, 1964/77 CAR 3, 1964/75 FAR 23, 1978 CAR 3, 1954 CAR 3, 1954 FAR 23, 1968

Remarks ZFW limited. ZFW limited.

MULTIENGINE PISTON
Piper Seminole Piper Navajo Piper Navajo C/R Piper Chieftain Piper Mojave
Model Aerostar PA-600A PA-44-180 PA-31-310 C PA-31-325 PA-31-350 PA-31P-350
s.n. 8338161237
Serial Number - 263 s.n. 4496001 — 005 s.n. 310-2001 – 77 s.n. 8312001 – 18 s.n. 8452001 – 21 s.n. 8414001 – 050

B&CA Equiped $308,638 (’82) $347,645 (’92) $416,030 (’82) $484,440 (’83) $561,585 (’86) $736,675 (’86)
Prices 2014 Aircraft
$125,000 $150,000 $192,000 $2130,000 $270,000 $300,000
Bluebook
Engines 2 Lyc IO-540-K1J5 2 Lyc IO-360-A1H6 2 Lyc TIO-540-A2C 2 Lyc TIO-540-F2BD 2 Lyc TIO-540-J2BD 2 Lyc TIO-540-V2AD
Output 290 hp ea. 180 hp ea. 310 hp ea. 325 hp ea. 350 hp ea. 350 hp ea.
Configuration
TBO 1,800 2,000 1,800 1,600 1,600 2,000
Seating 1+5/5 1+3/3 1+6/7 1+6/7 1+7/9 1+5/6
Max Ramp 5,525 3,816 6,536 6,540 7,045 7,245
BOW 3,917 2,551 4,651 4,733 4,870 5,598
Weighs (lb)
Useful 1,608 1,265 1,885 1,807 2,175 1,647
Max Fuel 993 636 1,124 1,425 1,416 1,428
VNE 243 194 236 236 236 236
Limits VNO 217 165 187 187 187 187
VA 163 133 159 159 162 164
TAS 205 152* 177 181 184 184
Cruise @ 65% FF 164 100* 169 176 185 185
FL 80 080* 100 100 100 100
nm 370 152 540 424 663 663
Seats Full

Blk. Spd. 210 1.42 173 175 178 178

SR 1.3 0.97 0.89 1.04 1.04
Range
nm 1,101 814 999 1,265 1,207 1,207
Tanks Full

Blk. Spd. 207 152 175 179 181 181

SR 1.27 1.45 1.00 0.98 0.95 0.95
Certification Basis FAR 23, 1967/78 FAR 23, 1978 CAR 3, 1966/77 CAR 3, 1966/74 CAR 3, 1966/72 CAR 3, 1965/85

*Recommended
Remarks cruise.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 99b

 USED AIRPL ANES

TURBOPROPS
Beech King Air Beech Super King Air
Model Beech King Air BE-F90 Beech King Air BE-F90-1 Beech King Air BE-B100 Beech King Air BE-C90A B200 BE-300
s.n. LA184, 198, s.n. BE133, 134, s.n. LJ1270-1287, s.n. BB1774 1780-
Serial Number 200, 201 s.n. LA237 up 136, 137 1289-1294, 1297 1800 s.n. FA207-FA215

B&CA Equiped $1,423,910 (’83) $1,225,000 (’86) $630,000 (’83) $2,050,906 (’91) $3,823,000 (’02) $3,640,000 (’90)
Prices 2014 Aircraft
$880,000 $1,000,000 $570,000 $850,000 $2,100,000 $1,150,000
Bluebook
Engines 2 P&WC PT6A-135 2 P&WC PT6A-135A 2 ASE TPE331-6 2 P&WC PT6A-21 2 P&WC PT6A-42 2 P&WC PT6A-60A
Output 750 shp ea. 750 shp ea. 715 shp ea. 550 shp ea. 850 shp ea. 1,050 shp ea.
Configuration
TBO 3,500 3,500 3,600 3,500 3,600 3,000
Seating 1+7/9 1+7/9 1+8/10 1+7/9 1/7+15 1+7/15
Max Ramp 11,030 11,030 11,875 10,160 12,590 14,100
BOW 7,169 7,259 7,714 6,780 8,640 8,837
Weighs (lb)
Useful 3,861 3,771 4,161 3,380 3,950 5,263
Max Fuel 3,149 3,249 3,149 2,573 3,645 3,611
VMO 250 250 226 226 260 260
Limits VA 169 169 170 169 182 182
PSI 5 5 4.6 5 6.5 6.5
TAS 251 270 261 NA 221* 301
Recom.

FF 472 498 540 NA 339* 612

FL 260 260 210 NA 290* 290
Cruise
High Speed

TAS 260 275 268 247 292 315

FF 606 648 710 592 700 698
FL 180 180 120 160 220 280
nm 928 1,384 1,153 NA NA NA
VFR

Avg. Spd. 247 265 246 NA NA NA

SR NA 260 NA NA NA NA
NBAA Range
nm NA 1,229 NA 219 407** 977*
IFR

Avg. Spd. NA 265 NA 212 242** 236*

SR NA 260 NA 230* 330** 290*
Certification Basis FAR 23, 1965/79 FAR 23, 1965/83 FAR 23, 1963/76 CAR 3, 1959/81 FAR 23-41C, 1984
*Long range.
Remarks *Max payload. **Max payload. *Max payload.

TURBOPROPS
Twin Commander 840 Twin Commander 980 Twin Commander 900 Twin Commander 1000 Piper Cheyenne IA
Model AE-840 AE-980 AE-900 AE-1000 PA—31T-500
Serial Number s.n. 11732-11734 s.n. 95041-95084 s.n. 15038-15042 s.n. 96073-96218 s.n. 31T-1104004-17
B&CA Equiped $1,489,000 (’85) $1,660,855 (’83) $1,804750 (’85) $1,935,000 (’85) $1,118,053 (’86)
Prices 2014 Aircraft
$900,000 $875,00 $825,000 $1,100,000 $470,000
Bluebook
Engines 2 ASE TPE331-5-254K 2 ASE TPE331-10 2 ASE TPE331-5 2 ASE TPE331-10 2 P&WC PT6A-11
Output 718 shp ea. 733 shp ea. 738 shp ea. 820 shp ea. 500 shp ea.
Configuration
TBO 3,600 3,000 3,600 3,000 3,500
Seating 1+7/10 1+7/10 1+7/10 1+7/10 1+6/6
Max Ramp 10,375 10,775 10,775 11,250 8,750
BOW 7,011 7,395 7,599 5,547 5,903
Weighs (lb)
Useful 3,364 3,380 3,380 3,651 3,203
Max Fuel 3,176 3,176 3,176 3,176 2,452
VMO 243 252 252 252 246
Limits VA 137 39 139 141 180
PSI 5.2 6.7 6.7 6.7 5.5
TAS 275 264 264 281 253
Recom.

FF 440 376 376 385 525

FL 270 310 310 350 160
Cruise
High Speed

TAS 284 282 282 301 260

FF 556 538 538 464 550
FL 200 210 NA 200 160
nm 992 1,052 1,052 1,305 1,272
VFR

Blk. Spd. 265 248 248 278 236

SR NA NA NA NA 270
NBAA Range
nm NA NA NA NA 1,120
IFR

Blk. Spd. NA NA NA NA 234

SR NA NA NA NA 270
Certification Basis CAR 3, 1955/80 CAR 3, 1956/81 CAR 3, 1956/81 CAR 3, 1961/81 CAR 3, 1966/83
Remarks

99c Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 USED AIRPL ANES

TURBOPROPS
Piper Cheyenne II XL Piper Cheyenne 400 LS Piper Cheyenne IIIA Mitsubishi Solitaire Mitsubishi Marquise
Model PA-31T-620XL PA-42-1000 PA-42-720 MU-2B-40 MU-2B-60
Serial Number s.n. 31T-1166001-7 s.n. 5527042, -045 s.n. 5501057-1059 s.n. 458-459 s.n. 1567, 1568, 1569
BCA Equiped $1,153,930 (’86) $4,552,407 (’91) $4,037,046 (’93) $1,372,435 (’85) $1,837,550 (’85)
Prices 2014 Aircraft
$650,000 $1,350,000 $1,025,000 $600,000 $625,000
Bluebook
Engines 2 P&WC PT6A-135 2 Hon TPE331-14-801 2 P&WC PT6A-61 2 Hon TPE331-10 2 Hon TPE331-10
Output 620 shp ea. 1,000 shp ea. 720 shp ea. 620 shp ea. 710 shp ea.
Configuration
TBO 3,500 3,000 3,000 3,000 3,000
Seating 1+6/7 1+8/8 1 + 8/10 1+6/7 1+8/8
Max Ramp 9,540 12,135 11,285 10,520 11,625
BOW 7,300 7,943 7,228 7,395 9,985
Weighs (lb)
Useful 3,637 4,192 4,057 3,220 3,640
Max Fuel 2,452 3,819 3,752 2,700 2,700
VMO 246 246 246 250 250
Limits VA 187 189 175 182 191
PSI 5.5 7.5 6.3 6 6
TAS 246 278 223* 280 278
Recom.

FF 493 458 345* 388 441

FL 250 350 280* 310 290
Cruise
High Speed

TAS 278 351 305 320 306

FF 700 940 746 634 628
FL 140 240 220 200 200
nm 1,320 NA 592 1,092 997
VFR

Avg. Spd. 220 NA 273 282 265

SR 270 NA 280 NA NA
NBAA Range
nm 1,282 727* 1,554 NA NA
IFR

Avg. Spd. 220 310* 289 NA NA

SR 270 350* 280 NA NA
Certification Basis CAR 3, 1966/81 FAR 23, 1979/84 FAR 23, 1979/83 CAR 3, 1976/78 CAR 3, 1974/77
Remarks *Max payload. *Long range.

TURBOPROPS
Fairchild Merlin IIIB Fairchild Merlin IIIC Fairchild Merlin IVC Hawker Beechcraft
Model SA-226TB SA-227-TT SA-227-AT Executive 1900D
Serial Number s.n. T-309-369 s.n. TT-483-TT-541 s.n. AT-511-577 NA
B&CA Equiped $1,475,605 (’80) $1,950,000 (’83) $3,958,615 (’91) $5,150,000 (‘04)
Prices 2014 Aircraft
$500,000 $7000,000 $920,000 NA
Bluebook
Engines 2 Hon TPE331-10U 2 Hon TPE331-10U 2 Hon TPE331-11U 2 P&WC PT6A-67D
Output 900 shp ea. 900 shp ea. 1,100 shp ea. 1,279 shp ea.
Configuration
TBO NA 3,000 3,600 6,000t
Seating 1+8/9 1+8/9 1+12/14 2+12/19
Max Ramp 12,600 12,600 14,600 17,230
BOW 8,030 8,213 9,670 10,790
Weighs (lb)
Useful 4,570 4,387 4,930 6,440
Max Fuel 4,342 4,342 4,342 4,458
VMO 265 265 248 248
Limits VA 194 189 176 178
PSI 7 7 7 5
TAS 271 271 257 224*
Recom.

FF 427 437 454 536*

FL 300 280 380 250*
Cruise
High Speed

TAS 302 303 285 277

FF 671 710 680 746
FL 170 150 170 250
nm 1,527 2,300 NA NA
VFR

Avg. Spd. 252 271 NA NA

SR NA NA NA NA
NBAA Range
nm NA NA 623* 365
IFR

Avg. Spd. NA NA 290* 226

SR NA NA 270* 250
Certification Basis CAR 3, 1966 CAR 3, 1965/81 CAR 3, SFAR 41, 1981 FAR 23, 1989
Remarks *Max payload. *Max payload.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 99d

 USED AIRPL ANES

JETS
Bombardier Challenger Bombardier Challenger Bombardier Challenger Cessna Citation I Cessna Citation II Citation S/II
Model CL-600 CL-601-3A CL-601-3R CE-500 CE-550 CE-S550
s.n. 485-487, 489-
Serial Number s.n. 1001-1032 s.n. 5102-5125 s.n. 5141-5190 s.n. 0667 505 s.n. 0147-160

B&CA Equiped $9,000,000 (’81) $16,950,000 (’92) $18,700,000 (’95) $2,017,800 (’83) $2,478,100 (’86) $3,808,023 (’88)
Prices 2014 Aircraft
$800,000 $2,700,000 $3,700,000 $625,000 $750,000 $900,000
Bluebook
Engines 2 ALF 502-L 2 GE CF34-3A 2 GE CF34-3A1 2 P&WC JT15D-1B 2 P&WC JT15D-4 2 P&WC JT15D-4B
Power 7,500 lb. ea. 8,650 lb. ea. 8,729 lb. ea. 2,200 lb. ea. 2,500 lb. ea. 2,500 lb. ea.
Configuration
TBO OC 6,000 6,000 3,000 3,500 3,000
Seating 2+11 2+9/19 2+9/19 2+6/7 2+7/9 2+7/9
Max Ramp 40,550 43,250 45,250 12,000 13,500 15,300
BOW 22,675 26,000 26,250 7,403 8,200 8,950
Weighs (lb)
Useful 17,875 17,250 19,000 4,597 5,472 6,350
Max Fuel 16,725 16,422 17,655 3,780 4,971 5,777
MMO 0.85 0.86 0.85 0.71 0.7 0.72
VMO 375 370 360 262 275 275
Limits
VFE (App.) NA 175 230 200 200 202
PSI 9.3 9.5 8.8 8.5 8.7 8.8
TAS 425* 424* 425* 349 376 402
Recom.

FF 1,710* 1,832* 1,700* 865 1,083 1,189

FL 430* 410* 410* 370 350 350
Cruise
High Speed

TAS 443 459 459 NA 376 402

FF 1,910 2,132 1,921 NA 1,083 1,189
FL 390 410 410 NA 350 350
nm 3,550 NA 2,514** 1,444* 1,802 1,847*
VFR

Avg. Spd. 421 NA 415** 316* 318 322*

SR 0.23 NA 410** 0.42* 0.43 0.42*
NBAA Range
nm 3,400 2,182** 3,447 NA 1,378 NA
IFR

Avg. Spd. 421 414** 418 NA 318 NA

SR 0.23 0.21** 0.22 NA 0.4 NA
Certification Basis FAR 25, 1977 FAR 25, 1980/83/87 FAR 25, 1980/87 FAR 25, 1971/71 FAR 25, 1971/78 FAR 25, 1978/84
*Long range. *Long range. *Four passengers.
Remarks *Long range. **Max payload. **Max payload. *Tanks full. TR included in price. TR included.

Cessna Citation III Cessna Citation V Cessna Citation VII Dassault Falcon 10 Dassault Falcon 100 Dassault Falcon 20
Model CE-650 CE-560 CE-650 DA My-10 DA-100 DA MY-20F
s.n. 193, 195-199, s.n. 127, 141,149- s.n. 215, 218, 222,
Serial Number 203-206 s.n. 204-244 s.n. 7107 up 159 223, 225 s.n. 4529

B&CA Equiped $8,050,375 (’91) $5,133,000 (’93) $11,414,00 (’00) $3,200,000 (’80) $4,100,000 (’89) $6,188,790 (’84)
Prices 2014 Aircraft
$1,150,000 $1,150,000 $2,800,000 $525,000 $855,000 $700,000
Bluebook
Engines 2 Hon TFE731-3B-100 2 P&WC JT15D-5A 2 TFE731-4R-2S 2 Hon TFE731-2-1C 2 Hon TFE731312-1C 2 GE CF700-2D2
Power 3,650 lb. ea. 2,000 lb. ea. 4,080 lb. ea. 3,230 lb. ea. 3,230 lb. ea. 4,500 lb. ea.
Configuration
TBO OC 3,000 4,200 OC OC 3,000
Seating 2+7/9 2+7/9 2+8/13 2+7/9 2+6/9 2+9/10
Max Ramp 22,200 16,100 23,200 18,740 18,740 28,660
BOW 13,900 9,674 14,250 11,200 12,013 17,613
Weighs (lb)
Useful 13,900 6,426 8,950 7,540 6,727 11,047
Max Fuel 8,300 5,771 7,330 5,910 5,912 9,170
MMO 0.84 0.75 0.83 0.86 0.87 0.87
VMO 330 290 275 370 367 387
Limits
VFE (App.) 207 199 NA NA 202 191
PSI 9.3 8.9 9.3 8.8 8.8 8.3
TAS 422 350* 417* 454 431 410
Recom.

FF 1,053 740* 1,142* 1,170 1,080 1,685

FL 450 450* 430* 410 410 390
Cruise
High Speed

TAS 468 425 459 NA NA NA

FF 1,506 1,440 1,423 NA NA NA
FL 390 350 410 NA NA NA
nm NA 832** 1,321** 1,948 1,965 1,785*
VFR

Avg. Spd. NA 357** 433** 415 409 374*

SR NA 0.31** 0.278** 0.36 NA 0.21*
NBAA Range
nm 1,446 1,720 NA 1,530 1,584 NA
IFR

Avg. Spd. 346 378 NA 401 406 NA

SR 0.37 0.36 NA 0.34 NA NA
Certification Basis FAR 25, 1978/82 FAR 25, 1971/89 FAR 25, 1982/91 FAR 25, 1965 FAR 25, 1969/73 CAR 4b, 1970
APU and TR *Long range. *Long range.
Remarks **Max payload. **Max payload. *Seats full.
included.

99e Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 USED AIRPL ANES

JETS
Dassault Falcon 200 Dassault Falcon 50 Dassault Falcon 900A Bombardier Learjet Bombardier Learjet Bombardier Learjet
Model DA-200 DA-50 DA-900 LR-25D LR-25G LR-35A
s.n. 241, 243, s.n. 66, 72, 75, 81,
Serial Number s.n. 507, 510, 512 247-250 82 - 86 s.n. 370—373 s.n. 372 s.n. 671-676

B&CA Equiped $8,000,000 (’88) $14,750,000 (’95) $20,850,000 (’90) $2,375,000 (’86) $2,625,000 (’86) $5,495,000 (’95)
Prices 2014 Aircraft
$900,000 $3,400,000 $5,800,000 $400,000 $420,000 $1,250,000
Bluebook
Engines 2 Hon ATF-6A-4C 3 Hon TFE731-3-1C 2 Hon TFE731-5AR 2 GE CJ610-8A 2 GE CJ610-8A 2 Hon TFE731-2-2B
Power 5,200 lb. ea. 3,700 lb. ea. 4,500 lb. ea. 2,900 lb. ea. 2,950 lb. ea. 3,500 lb. ea.
Configuration
TBO OC OC OC 5,000 5,000 OC
Seating 2+8/10 2+9/19 2+8/10 2+7/10 2+7/10 2 + 6/10
Max Ramp 32,000 38,800 45,500 15,500 16,800 18,500
BOW 18,512 21,900 24,683 8,591 8,816 10,519
Weighs (lb)
Useful 10,684 16,900 20,817 6,909 7,984 7,981
Max Fuel 3,988 15,520 19,165 6,594 6,594 6,198
MMO 0.86 0.86 0.87 0.81 0.81 0.81
VMO 376 370 370 350 350 350
Limits
VFE (App.) 209 175 180 200 200 185
PSI 8.3 9.5 9.3 9.4 9.4 9.4
TAS 429 410* 428* 437 437 424*
Recom.

FF 1,484 1,474* 1,707* 1,459 1,230 990*

FL 410 430* 430* 410 410 490*
Cruise
High Speed

TAS 460 468 480 448 465 451

FF 1,914 2,298 2,628 1,571 1,600 1,210
FL 370 370 370 410 410 410
nm 2,633* 3,068** NA 1,437 1,799 1,330**
VFR

Avg. Spd. 408* 405** NA 411 422 403**

SR 0.26* 0.22** NA 0.28 0.31 0.35**
NBAA Range
nm NA NA 3,263** 1,014 1,343 1,924
IFR

Avg. Spd. NA NA 422** 411 415 414

SR NA NA 0.21** 0.26 0.28 0.37
Certification Basis CAR 4b, 1982 CAR 4b, 1982 FAR 25, 1979/86 FAR 25, 1966/75 FAR 25, 1966/83 FAR 25, 1966/76
*Long range. *Long range. *Long range.
Remarks *Four passengers. **Max payload. **Max payload. **Max payload.

Bombardier Bombardier Gulfstream II Gulfstream Astra SP Gulfstream III Gulfstream IV

Model Learjet LR-55C Learjet 31A G-1159 IA-1125SP G-1159A G-1159C
s.n. 1184,1186-
Serial Number s.n. 141-147 s.n. 237-240 s.n. 197-216 s.n. 74-78 s.n. 485-491 1190, 1196-1201
B&CA Equiped $5,950,000 (’90) $6,604,700 (’02) $5,900,000 (’77) $8,752,000 (’95) $15,000,000 (’86) $25,000,000 (’92)
Prices 2014 Aircraft
$1,500,000 $1,650,000 $6000,000 $1,900,000 $1,400,000 $5,800,000
Bluebook
2 Hon TFE731-
Engines 2 Hon TFE731-3A-2B 2 Hon TFE731-2-4-3B 2 RR Spey Mk. 511-8 2 RR Spey MK511-8 2 RR Tay Mk. 661-8
3C-200G
Configuration Power 3,700 lb. ea. 3,500 lb. ea. 11,400 lb. ea. 3,700 lb. ea. 11,400 lb. ea. 13,850 lb. ea.
TBO Prog. 4,200c NA OC 7,000 7,000
Seating 2+7/10 2+6/10 2+12/19 2+8/9 2+14/19 2+14/19
Max Ramp 21,750 17,200 66,000 23,650 70,200 73,600
BOW 13,258 11,214 37,186 13,225 37,800 42,840
Weighs (lb)
Useful 8,492 5,986 28,814 10,425 32,400 30,760
Max Fuel 6,690 4,124 26,800 9,365 28,300 29,280
MMO 0.81 0.81 0.85 0.86 0.85 0.88
VMO 350 325 338 360 340 340
Limits
VFE (App.) 200 NA NA 250 220 220
PSI 9.4 9.4 9.45 8.8 9.5 9.5
TAS 419* NA 430* 412* 458 459*
Recom.

FF 1,027* NA NA* 977* 2,935 2,713*

FL 430* NA 370* 450* 450 450*
Cruise
High Speed

TAS 450 456* NA 463 488 480

FF 1,231 1,119* NA 1,641 4,016 3,429
FL 430 430* NA 350 390 410
nm NA NA 3,400** NA 4,119 NA
VFR

Avg. Spd. NA NA 430** NA 437 NA

SR NA NA 0.14** NA 0.15 NA
NBAA Range
nm 1,900** 900** 3,500** 2,010 3,728 3,685**
IFR

Avg. Spd. 415** 406** 430** 401 437 437**

SR 0.35** 0.376** 0.14** 410 0.15 0.16**
Certification Basis FAR 25, 1981/88 *Long range CAR 4b, 1967 FAR 25, 1983/85 FAR 25, 1967/79 FAR 25, 1983/87
*Long range. *Long range. *Long range.
Remarks **Max payload. **Estimates. *Long range. **Max payload.
**Max payload.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 99f

 USED AIRPL ANES

JETS
Gulfstream V IAI Westwind I IAI Westwind 2 Diamond 1A
Model G500 IA-1124 IA-1124A MU-300
Serial Number s.n. 664-693 s.n. 429 up s.n. 441 up s.n. A076-A091
B&CA Equiped $32,000,000 (’04) $3,695,000 (’87) $4,400,000 (’88) $2,957,500 (’85)
Prices 2014 Aircraft
$23,000,000 $650,000 $675,000 $250,000
Bluebook
Engines 2 RR BR700-710C4-11 2 Hon TFE731-3-1G 2 Hon TFE731-3-1G 2 P&WC JT15D-4D
Power 15,385 lb. ea. 3,700 lb. ea. 3,700 lb. ea. 2,500 lb. ea.
Configuration
TBO OC OC OC 3,000
Seating 2+16/19 2+7/10 2+7/10 2+7/9
Max Ramp 85,500 23,000 23,650 14,700
BOW 47,800 13,000 13,250 9,640
Weighs (lb)
Useful 37,700 10,000 10,400 5,060
Max Fuel 34,939 8,710 9,540 4,260
MMO 0.89 0.77 0.8 0.79
VMO 340 360 365 320
Limits
VFE (App.) NA 250 250 200
PSI 10.2 9 9 9.1
TAS 459* 424 424 422
Recom.

FF 2,416* 1,320 1,252 1,156

FL 450* 410 410 350
Cruise
High Speed

TAS 488 436 436 NA

FF 2,922 1,489 1,408 NA
FL 430 390 390 NA
nm NA 2,350* 2,535* 1,262*
VFR

Avg. Spd. NA 390* 396* 377*

SR NA 0.30* 0.31* 0.39*
NBAA Range
nm 5,919** 2,550 NA NA
IFR

Avg. Spd. 451** 392 NA NA

SR 0.185** 0.31 NA NA
Certification Basis FAR 25, 2002 CAR 4b/FAR 25,1964/80 CAR 4b/FAR 25,1964/80 FAR 25, 1981
*Executive payload.
Remarks *Long range. *With exec. payload. *Seats full.

Hawker Beechcraft Hawker Beechcraft Hawker Beechcraft Sabreliner 65

Model Hawker 700A Hawker 800A Hawker 1000A NA-265-65
s.n. 257196-203, 207, s.n. 258245, 51,-54,-58,
Serial Number 208,210, 215 up -60-62,-66-76 s.n. 259048-050 s.n. 1, 51, 53-76

B&CA Equiped $5,995,000 (’84) $9,950,000 (’95) $12,955,000 (’96) $5,100,000 (’81)
Prices 2014 Aircraft
$650,000 $1,600,000 $2,800,000 $1,000,000
Bluebook
Engines 2 Hon TFE731-3R-1H 2 Hon TFE731-5R-1H 2 P&WC PW305B 2 Hon TFE731-3R-1D
Power 3,700 lb. ea. 4,300 lb. ea. 5,225 lb. ea. 3,700 lb. ea.
Configuration
TBO OC OC 2,500 NA
Seating 2+8/14 2+8/9 2+8/9 2+8/8
Max Ramp 25,000 27,520 31,000 24,000
BOW 14,100 16,000 18,000 14,100
Weighs (lb)
Useful 10,900 11,520 13,100 9,900
Max Fuel 9,450 10,000 11,440 8,684
MMO 0.78 0.8 0.8 0.83
VMO 320 335 335 350
Limits
VFE (App.) 220 220 220 NA
PSI 8.4 8.6 8.6 8.8
TAS 424 401* 400* 441*
Recom.

FF 1,600 1,205* 1,156* 1,223*

FL 350 410* 410* 410*
Cruise
High Speed

TAS NA 442 390 420

FF NA 1,651 2,708 1,137
FL NA 370 430 430
nm 2,540 2,219** NA 2,734
VFR

Avg. Spd. 381 391** NA 407

SR 0.28* 410** NA 0.34
NBAA Range
nm NA NA 2,708** 2,407
IFR

Avg. Spd. NA NA 390** 407

SR NA NA 430** 0.34
Certification Basis CAR 4b, 1963/78 CAR 4b, 1963/78 CAR 4b/FAR 25, 1991 CAR 4b, 1958
*Long range. *Long range.
Remarks *Seats full. **Max payload. **Max payload. *Long range.

99g Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

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 REGIONAL AIRCR AF T

NON-PRESSURIZED TURBOPROPS
Manufacturer Cessna Cessna Cessna
Caravan Grand Caravan EX Grand Caravan EX*
Model CE-208 CE-208B CE-208B
BCA Equipped Price $2,200,000* $2,500,000* $2,500,000*
Seating 1+9/9 1+9/9 1+13/13
Character- Seat Pitch (in.) 32.0 35.0 35.0
istics Wing Configuration hi hi hi
Noise 79.0 84.1 84.1
Length 37.6 41.6 41.6
External
Height 14.9 14.8 14.8
Dimensions
Span 52.1 52.1 52.1
(ft.)
Turn Radius 67.3 67.3 67.3
Length 12.7 16.7 16.7
Internal
Height 4.5 4.5 4.5
Dimensions
Width 5.3 5.3 5.3
(ft.) Baggage Volume per Passenger 3.5 15.9 8.6
1 P&WC 1 P&WC 1 P&WC
Engines PT6A-114A PT6A-140 PT6A-140
Power Output/Flat Rating 675 867 867
Pressurization ISA+31C ISA+24C ISA+24C
Max Ramp 8,035 8,842 8,842
Max TO 8,000 8,807 8,807
Max Landing 7,800 8,500 8,500
Zero Fuel 7,800 8,500 8,500
Weights (lb.) OEW 4,925 5,475 5,565
Max Payload 2,875 3,025 2,935
Max Fuel 2,224 2,246 2,246
Payload – Max Fuel 886 1,121 1,031
Fuel – Max Payload 235 342 342
A/S SL ISA 2,055 2,160 2,160
5,000 ft. + 20C 2,973 3,661 3,661
Takeoff
VMCA — — —
VXSE (FAR 23) or V2 (FAR 25) 90 86 86
Rate All Eng. 1,234 1,330 1,330
(fpm) Eng. Out — — —
Climb
All Eng. 25,000 25,000 25,000
Ceiling
Eng. Out — — —
VMO 175 175 175
VA 150 148 148
Limits
VFE 175 175 175
VLO — — —
TAS 186 185 185
Cruise FF 379 438 438
FL FL 100 FL 100 FL 100
Stage/Fuel 5 5 2
No. Pass. 9 9 13
Total Trips 19 19 19
Total Fuel 3,420 3,933 3,971
BCA Engine Hours 8.87 9.18 9.18
75-sm
Productivity Mission
Seat Hours 12,825 12,825 18,525
Factors sm/hr. 1,446 1,397 2,018
sm/lb. 3.75 3.26 4.67
Block Speed 161 155 155
Mission Fuel 180 207 209
FL FL 060 FL 060 FL 060
Stage/Fuel 3 3 2
No. Pass. 9 9 12
Total Trips 12 12 12
Total Fuel 3,672 4,236 4,272
Engine Hours 10.20 10.20 10.20
150-sm
Seat Hours 16,200 16,200 21,600
Mission
sm/hr. 1,588 1,588 2,118
sm/lb. 4.41 3.82 5.06
Block Speed 176 176 176
Mission Fuel 306 353 356
FL FL 100 FL 100 FL 100
Stage/Fuel 2 2 1
No. Pass. 9 9 12
Total Trips 8 8 8
Total Fuel 4,224 4,888 4,912
Engine Hours 11.47 11.47 11.47
275-sm
Seat Hours 19,800 19,800 26,400
Mission
sm/hr. 1,726 1,726 2,302
sm/lb. 4.69 4.05 5.37
Block Speed 192 192 192
Mission Fuel 528 611 614
FL FL 100 FL 100 FL 100
FAR 25 A 54, 1997
FAR 25 A 54, 1995 FAR 25 A 54, 1995 Utility category, *B&CA estimate
Certification Basis Utility category, *B&CA estimate Utility category, *B&CA estimate *Non-FAR/EASA seating configuration
Includes Garmin G1000. Includes Garmin G1000, belly cargo pod. Includes G1000, belly cargo pod.

99i Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 REGIONAL AIRCR AF T

PRESSURIZED TURBOPROPS
Manufacturer Avions de Transport Regional Avions de Transport Regional Bombardier
ATR 42-600 ATR 72-600 Dash8-Q400
Model ATR-42-500 ATR 72-212A DHC-8-400
BCA Equipped Price $20,600,000* $24,700,000* $32,660,000*
Seating 3+48/50 4+68/74 4+74/78
Character- Seat Pitch (in.) 30.0 31.0 31.0
istics Wing Configuration hi hi hi
Noise (EPNdB): TO/Sideline/APR 76.6/80.7/92.4 76.6/80.7/92.4 78.3/84.0/94.3
Length 74.4 89.0 107.7
External
Height 25.0 25.0 27.4
Dimensions
Span 80.6 89.0 93.3
(ft.)
Turn Radius 56.0 63.0 84.4
Length 48.3 63.0 61.7
Internal
Height 6.3 6.3 6.4
Dimensions
Width 8.4 8.4 8.2
(ft.) Baggage Volume per Passenger 9.0 7.8 10.7
2 P&WC 2 P&WC 2 P&WC
Engines PW-127M PW-127M PW-150A
Power Output (shp ea.)/Flat Rating 2,400/ISA+24C 2,750/ISA+24C 5,071/ISA+22C
Pressurization 6.0 6.0 5.5
Max Ramp 41,380 51,081 65,400
Max TO 41,005 50,706 65,200
Max Landing 40,344 48,170 62,000
Zero Fuel 36,817 46,297 58,000
Weights (lb.) OEW 24,692 29,763 39,192
Max Payload 12,125 16,534 18,808
Max Fuel 10,031 11,133 11,724
Payload – Max Fuel 6,657 10,185 14,484
Fuel – Max Payload 4,563 4,784 7,400
BFL SL ISA 4,300 NA 4,819
5,000 ft. + 20C 5,800 NA 7,495
Takeoff Min.: WAT Ltd. Weight or MTOW 41,005 46,395 64,500
VMCA 99 98 91
VXSE (FAR 23) or V2 (FAR 25) 137 138 120
Rate All Eng. 1,900 1,600 1,790
(fpm) Eng. Out 480 400 720
Climb
All Eng. 25,000 25,000 25,000
Ceiling
Eng. Out 16,000 14,300 17,500
VMO 250/0.55 250/0.55 286/NA
VA 160 175 204
Limits
VFE 180 185 200
VLO 170 170 200
TAS 300 276 360
Cruise FF 1,397 1,242 2,286
FL FL 250 FL 250 FL 250
Stage/Fuel 5 5 6
No. Pass. 48 68 74
Total Trips 13 13 14
Total Fuel 11,479 12,194 18,536
BCA Engine Hours 8.53 10.88 8.49
150-sm
Productivity Mission
Seat Miles 93,600 132,600 155,400
Factors sm/hr. 10,973 12,188 18,304
sm/lb. 8.15 10.87 8.38
Block Speed 198 190 214
Mission Fuel 883 938 1,324
FL FL 250 FL 250 FL 160
Stage/Fuel 3 3 4
No. Pass. 48 68 74
Total Trips 9 9 11
Total Fuel 12,456 13,311 24,376
Engine Hours 9.21 9.73 10.20
275-sm
Seat Miles 118,800 168,300 223,850
Mission
sm/hr. 12,899 17,297 21,946
sm/lb. 9.54 12.64 9.18
Block Speed 234 221 300
Mission Fuel 1,384 1,479 2,216
FL FL 250 FL 250 FL 210
Stage/Fuel 2 3 3
No. Pass. 48 68 74
Total Trips 7 7 8
Total Fuel 13,083 12,754 22,128
Engine Hours 9.92 10.02 10.09
400-sm
Seat Miles 134,400 190,400 236,800
Mission
sm/hr. 13,548 19,002 23,469
sm/lb. 10.27 14.93 10.70
Block Speed 246 243 321
Mission Fuel 1,869 1,822 2,766
FL FL 250 FL 250 FL 250
EASA 25, 2007/12, Change 10039089 FAR 25 A 83, 2000
FAR/EASA 25 pending *B&CA estimate
Certification Basis *B&CA estimate with Optional 50,706-lb. MTOW; Model 402 — EGHW checked bags only.
*B&CA estimate
Optional 46,297-lb. MZFW.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 99j

 REGIONAL AIRCR AF T

JETS
Manufacturer Embraer Embraer Embraer Embraer Bombardier Embraer
ERJ 135LR ERJ 140LR ERJ 145LR ERJ 145XR CRJ 700 Embraer 170 AR
Model EMB-135LR EMB-135KL EMB-145LR EMB-145XR CL-600-2C10 ERJ 170-100 LR
BCA Equipped Price $22,700,000 $26,300,000 $29,400,000 $32,900,000 $40,000,000* $40,000,000
Seating 3+37/37 3+44/44 3+50/50 3+50/50 4+70/78 4+70/78
Character- Seat Pitch (in.) 31.0 31.0 31.0 31.0 31.0 30.0
istics Wing Configuration lo lo lo lo lo lo
Noise (EPNdB): TO/Sideline/APR 79.7/84.5/92.3 80.6/84.4/92.4 81.0/84.9/92.5 81.2/86.9/91.6 82.7/89.4/92.6 85.3/92.2/94.9
Length 86.4 93.4 98.0 98.0 106.1 98.1
External
Height 22.2 22.2 22.2 22.2 24.8 32.3
Dimensions
Span 65.9 65.9 65.9 68.9 76.3 85.4
(ft.)
Turn Radius 60.1 65.8 69.7 69.7 61.5 55.1
Length 42.5 49.4 54.1 54.1 56.7 63.8
Internal
Height 6.0 6.0 6.0 6.0 6.2 6.6
Dimensions
Width 6.9 6.9 6.9 6.9 8.3 9.0
(ft.) Baggage Volume per Passenger 10.9 9.3 8.9 8.9 7.8 9.8
2 RR 2 RR 2 RR 2 RR 2 GE 2 GE
Engines AE 3007A1/3 AE 3007A1/3 AE 3007A1P AE 3007A1E CF34-8C5B1 CF34-8E
Power Output (lb. ea.)/Flat Rating 7,426/ISA+30C 7,426/ISA+30C 7,426/ISA+30C 8,736/ISA+22C 13,790/ISA+15C 14,200/ISA+15C
Pressurization 7.8 7.8 7.8 7.8 8.3 8.4
Max Ramp 44,312 46,738 48,722 53,351 73,000 85,451
Max TO 44,092 46,517 48,501 53,131 72,750 85,098
Max Landing 40,785 41,226 42,549 44,092 67,000 73,414
Zero Fuel 35,274 37,698 39,462 40,785 62,300 68,123
Weights (lb.) OEW 25,355 26,032 26,707 27,758 44,245 46,572
Max Payload 9,919 11,666 12,755 13,027 18,055 21,551
Max Fuel 11,435 11,435 11,435 13,298 19,450 20,785
Payload – Max Fuel 7,522 9,271 10,580 12,295 9,305 18,094
Fuel – Max Payload 9,038 9,040 9,260 12,566 10,700 17,328
BFL SL ISA 5,774 6,070 7,448 6,791 5,271 5,394
5,000 ft. + 20C 10,168 10,168 10,086 NA 8,324 10,113
Takeoff Min.: WAT Ltd. Weight or MTOW 44,092 46,516 48,501 53,131 72,750 83,459
VMCA NA NA NA NA NA NA
VXSE (FAR 23) or V2 (FAR 25) 129 134 144 138 136 129
Rate All Eng. 2,850 2,600 2,500 4,000 2,900 3,500
(fpm) Eng. Out NA NA NA NA 1,230 NA
Climb
All Eng. 37,000 37,000 37,000 37,000 41,000 41,000
Ceiling
Eng. Out NA NA NA 18,500 17,600 NA
VMO 320/0.78 320/0.78 320/0.78 320/0.80 335/0.85 320/0.82
VA 200 200 200 200 246 258
Limits
VFE 250 250 250 250 230 230
VLO 250 250 250 250 220 250
TAS 362 369 376 367 464 415
Cruise FF 1,673 1,757 1,834 1,731 2,900 2,906
FL FL 350 FL 350 FL 350 FL 350 FL 370 FL 370
Stage/Fuel 2 2 2 2 5 3
No. Pass. 37 44 50 50 70 70
Total Trips 11 11 11 11 12 11
Total Fuel 22,187 23,067 24,640 25,124 28,440 31,867
BCA Engine Hours 10.63 10.63 10.63 10.63 9.44 10.27
275-sm
Productivity Mission
Seat Miles 111,925 133,100 151,250 151,250 231,000 211,750
Factors sm/hr. 10,529 12,521 14,229 14,229 24,470 20,618
sm/lb. 5.04 5.77 6.14 6.02 8.12 6.64
Block Speed 445 439 450 450 350 435
Mission Fuel 2,017 2,097 2,240 2,284 2,370 2,897
FL FL 310 FL 290 FL 280 FL 290 FL 310 FL 340
Stage/Fuel 2 2 2 2 3 3
No. Pass. 37 44 50 50 70 70
Total Trips 9 9 9 9 11 9
Total Fuel 22,401 23,112 24,363 24,561 33,099 33,138
Engine Hours 10.95 11.10 11.10 11.10 9.63 10.80
400-sm
Seat Miles 133,200 158,400 180,000 180,000 308,000 252,000
Mission
sm/hr. 12,164 14,270 16,216 16,216 31,983 23,333
sm/lb. 5.95 6.85 7.39 7.33 9.31 7.60
Block Speed 435 435 435 435 457 429
Mission Fuel 2,489 2,568 2,707 2,729 3,009 3,682
FL FL 370 FL 370 FL 370 FL 370 FL 390 FL 380
Stage/Fuel 1 1 1 1 2 2
No. Pass. 37 44 50 50 70 70
Total Trips 6 6 6 6 6 6
Total Fuel 25,518 26,298 27,396 27,300 31,866 37,368
Engine Hours 12.20 12.20 12.20 12.20 9.93 12.10
800-sm
Seat Miles 177,600 211,200 240,000 240,000 336,000 336,000
Mission
sm/hr. 14,557 17,311 19,672 19,672 33,837 27,769
sm/lb. 6.96 8.03 8.76 8.79 10.54 8.99
Block Speed 435 435 435 435 483 429
Mission Fuel 4,253 4,383 4,566 4,550 5,311 6,228
FL FL 370 FL 370 FL 370 FL 370 FL 390 FL 380
FAR/JAR 25, 2001
CTA/FAR/JAR 25, CTA/FAR/JAR 25, CTA/FAR/JAR 25, CTA/FAR/JAR 25, *BCA estimated price CTA/FAR/JAR 25,
Certification Basis 1999 2001 1997 2002 CRJ 700 ER and LR 2004
checked bags only.

99k Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 REGIONAL AIRCR AF T

JETS
Manufacturer Embraer Embraer Bombardier Embraer Bombardier
Embraer 190 AR Embraer 175 AR CRJ 900 Embraer 195 AR CRJ 1000
Model ERJ 190-100 IGW ERJ 170-200 LR CL-600-2D24 ERJ 190-200 IGW CL-600-2E25
BCA Equipped Price $47,900,000 $43,000,000 $45,000,000* $50,5000,000 $49,500,000*
Seating 4+98/114 4+78/88 4+88/90 5+108/118 5+100/104
Character- Seat Pitch (in.) 32.0 to 33.0 29.0 31.0 32.0 to 33.0 31.0
istics Wing Configuration lo lo lo lo lo
Noise (EPNdB): TO/Sideline/APR 84.3/91.9/92.4 85.9/91.9/95.0 83.9/89.2/92.3 85.4/91.8/92.8 85.5/89.8/93.4
Length 118.9 103.1 119.3 126.8 128.4
External
Height 34.6 31.1 24.6 34.5 24.8
Dimensions
Span 94.2 85.4 81.7 94.2 85.9
(ft.)
Turn Radius 70.5 59.8 65.1 74.3 92.0
Length 84.5 69.6 69.3 92.4 77.5
Internal
Height 6.6 6.6 6.2 6.6 6.2
Dimensions
Width 9.0 9.0 8.3 9.0 8.3
(ft.) Baggage Volume per Passenger 10.1 10.2 6.7 10.4 6.9
2 GE 2 GE 2 GE 2 GE 2 GE
Engines CF34-10E CF34-8E CF34-8C5 CF34-10E CF34-8C5A1
Power Output (lb. ea.)/Flat Rating 20,000/ISA+15C 14,200/ISA+15C 14,510/ISA+15C 20,000/ISA+15C 14,510/ISA+15C
Pressurization 8.4 8.4 8.3 8.4 8.3
Max Ramp 114,552 89,353 80,750 115,632 90,500
Max TO 114,199 89,001 80,500 115,279 90,000
Max Landing 97,003 75,178 73,500 100,971 81,500
Zero Fuel 90,169 70,548 70,000 93,916 77,500
Weights (lb.) OEW 61,333 47,818 48,160 63,824 51,120
Max Payload 28,836 22,730 21,840 30,092 26,380
Max Fuel 28,880 20,785 19,450 28,880 19,450
Payload – Max Fuel 24,339 20,750 13,140 22,928 19,930
Fuel – Max Payload 24,383 18,805 10,750 21,716 13,000
BFL SL ISA 5,583 7,362 5,929 6,033 6,549
5,000 ft. + 20C 10,341 11,346 8,355 10,850 11,232
Takeoff Min.: WAT Ltd. Weight or MTOW 114,199 83,099 79,221 115,279 86,219
VMCA NA NA NA NA NA
VXSE (FAR 23) or V2 (FAR 25) 144 NA 145 149 147
Rate All Eng. 3,100 3,300 3,000 3,000 2,700
(fpm) Eng. Out NA NA 1,130 NA 900
Climb
All Eng. 41,000 41,000 41,000 41,000 41,000
Ceiling
Eng. Out NA NA 16,100 NA 14,800
VMO 320/0.82 320/0.82 335/0.85 320/0.82 335/0.85
VA 258 258 267 258 280
Limits
VFE 230 230 230 230 230
VLO 250 250 220 250 220
TAS 435 415 464 435 464
Cruise FF 3,860 3,024 3,100 3,954 3,600
FL FL 370 FL 370 FL 370 FL 370 FL 370
Stage/Fuel 3 3 4 3 5
No. Pass. 98 78 88 108 100
Total Trips 11 11 12 11 12
Total Fuel 39,622 33,176 30,768 41,437 34,044
BCA Engine Hours 10.27 10.27 9.17 10.27 9.50
275-sm
Productivity Mission
Seat Miles 296,450 235,950 290,400 326,700 330,000
Factors sm/hr. 28,866 22,975 31,668 31,811 34,737
sm/lb. 7.48 7.11 9.44 7.88 9.69
Block Speed 457 436 349 457 347
Mission Fuel 3,602 3,016 2,564 3,767 2,837
FL FL 320 FL 330 FL 310 FL 310 FL 290
Stage/Fuel 2 2 3 2 4
No. Pass. 98 78 88 108 100
Total Trips 9 9 9 9 9
Total Fuel 40,563 34,641 29,511 42,570 32,616
Engine Hours 10.65 10.80 9.41 10.65 9.42
400-sm
Seat Miles 352,800 280,800 316,800 388,800 360,000
Mission
sm/hr. 33,127 26,000 33,666 36,507 38,217
sm/lb. 8.70 8.11 10.73 9.13 11.04
Block Speed 447 430 383 447 382
Mission Fuel 4,507 3,849 3,279 4,730 3,624
FL FL 390 FL 370 FL 390 FL 380 FL 370
Stage/Fuel 2 2 2 2 2
No. Pass. 98 78 88 108 100
Total Trips 6 6 6 6 6
Total Fuel 45,570 39,408 34,680 48,120 20,478
Engine Hours 11.80 12.10 10.94 11.80 10.96
800-sm
Seat Miles 470,400 374,400 422,400 518,400 480,000
Mission
sm/hr. 39,864 30,942 38,611 43,932 43,796
sm/lb. 10.32 9.50 12.18 10.77 23.44
Block Speed 447 430 439 447 438
Mission Fuel 7,595 6,568 5,780 8,020 3,413
FL FL 390 FL 360 FL 390 FL 380 FL 370
FAR/JAR 25, 2002
*B&CA estimate FAR 25 pending
Certification Basis CTA/FAR/EASA 25, 2005 CTA/EASA/FAR 25, 2004 CRJ 900 ER and LR CTA/FAR/EASA 25, 2006 *B&CA estimate
checked bags only.

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 99l


ISTOCK PHOTO
BY PATRICK VEILLETTE jumprsaway@aol.com
isuse of the rudder on Ameri-
M can Airlines Flight 587 departing
John F. Kennedy International
Airport on Nov. 12, 2001, killed all
260 people aboard the Airbus A300 and
five people on the ground in Belle Harbor,
N.Y. The NTSB noted the pilot applied
four full alternating rudder inputs, and af-
ter the fourth input, aerodynamic forces
on the vertical stabilizer were roughly
twice its ultimate design load.
The Safety Board found elements of
the airline’s Advanced Maneuvers Pro-
gram implemented as a contributing fac-
tor. And it also concluded a design flaw
existed in the Airbus widebody’s rudder
that allowed the pilot to input control re-
versals of sufficient force to tear off the
vertical fin.
This well-documented accident was
not the first in which rudder inputs by a
highly qualified commercial flight crew
and rudder design were factors. Canada’s
Transportation Safety Board discovered
these issues while investigating a Jan. 10,
2008, incident aboard Air Canada Flight
190 en route from Vancouver Island to
Toronto. The aircraft, an Airbus A319,
was buffeted by the wake of a preceding
Boeing 747 while climbing from 36,000 to
37,000 ft. The pilots made several sharp
rudder movements. The aircraft’s flight
data recorder (FDR) noted several roll
and vertical load factor oscillations, and
100 Business & Commercial Aviation | May 2014
Rudder
Rudimentaries
A powerful airfoil
that’s often
misunderstood
and misused
an altitude loss of 1,000 ft. The FDR also
recorded a series of three-to-four alter-
nating rudder inputs, and a maximum
roll of 55 deg. These rolling motions ex-
ceeded the tail’s load limit by 29%, but
it didn’t fail. The flight crew declared
an emergency and the A319 diverted to
Calgary.
Shortly after its founding in 1998, the
Commercial Aviation Safety Team, a gov-
ernment-industry organization, formed a
Loss of Control (LOC) Joint Safety Analy-
sis Team to fully dissect LOC causes and
recommend remedies. The team pored
through the scientific data within two
dozen accident reports by the NTSB,
Britain’s Air Accidents Investigation
Branch, the Netherlands Transportation
Safety Board and other national authori-
ties to identify complex environments
and chains of events. Within this data
set they found that sideslip-induced rolls
were the second most-common precipi-
tating event in the accidents (25%). Other
prominent findings included rolls from
other causes (12.5%) and yaw (4%).
The Upset Recovery Industry Team,
an international group of experts rep-
resenting research, manufacturing and
accident investigation organizations, pro-
duced a document for the FAA on the
most-recent information regarding up-
set recovery training for pilots. The cur-
rent edition, “Airplane Upset Recovery
Training Aid Revision 2,” was delivered
in 2008 and contains an abundance of
vital information on the proper and im-
proper uses of rudders on swept-wing
aircraft.
The rudders on modern transport jets
are sized to counter the yawing moment
associated with engine failure at very low
takeoff speeds. The design intent is to
ensure yaw control throughout the flight
envelope, and to generate sufficient side-
slip for crosswind takeoffs and landings.
In order to operate efficiently at high
altitudes and high speeds, basic aerody-
namics dictate that an aircraft employ a
swept wing and an airfoil designed to re-
duce the effects of transonic flow (Mach
waves.) As discussed in “Transitioning
to Swept-Wing Aircraft” (March 2014,
page 29), such wings “couple” the mo-
tion between yaw and roll much more
than straight-wing designs. And because
these aircraft cruise at speeds and al-
titudes where Mach waves cause flow
separation, which in turn reduces the
effectiveness of trailing-edge control sur-
faces, engineers commonly utilize spoil-
ers to help with roll control rather than
rely solely on ailerons.
One of the inherent stability problems
with a swept-wing aircraft is the Dutch
roll. In order to keep that under control,
engineers install a yaw damper. Any pilot
who has encountered a yaw damper fail-
ure, either in the simulator or for real, has
a special appreciation for the effective-
ness of the yaw damper.
On modern swept-wing airplanes, the
specific combination of ailerons, spoilers,
yaw dampers and turn coordinators are
designed to make adverse yaw undetect-
able to the pilot. The following may sound
like heresy to my fellow taildragger afi-
cionados, but it comes straight from the
upset recovery manual: “Hence the use
of rudder is virtually eliminated during
normal roll conditions.” (This of course is
referring to inflight maneuvering.)
Powerful rudders on swept-wing air-
craft are capable of creating large roll-
ing moments and sideslips. This becomes
more prominent as the airspeed increases.
Thus, design engineers of modern air-
planes limit the rudder authority in that
www.AviationWeek.com/bca
 MD-90 Alpha/Beta Envelope Flaps Deflected
Wing Angle of Attack (deg)
-40 -30 -20
This chart illustrates several important concepts. At a modest 10-deg. AOA, the
aircraft is able to tolerate a 10-deg. sideslip angle. However, as AOA increases beyond
that, the aircraft tolerates far less sideslip.
part of the flight envelope where large
deflections are not required, for ex-
ample, at high airspeeds. (See sidebar
for more information.)
There are a few maneuvers requir-
ing sideslips, with one of the most
common being the crosswind landing.
In this, simultaneous use of rudder
and aileron/spoiler aligns the airplane
with the runway centerline and at the
same time keeps the airplane from
drifting downwind. The airplane is
flying “sideways” and the lateral ac-
celeration feels as though the pilot is
being pushed out of the seat sideways.
Another way to determine the sideslip
state is to examine the slip/skid indi-
cator and keep the ball in the center.
Soaring pilots are well familiar with
the amazing accuracy of a yaw string
attached to the nose of the aircraft
and the instantaneous information
it provides of any sideslip. Unfortu-
nately, business aircraft don’t feature
these simple but oh so useful devices.
Aeronautical engineers at NASA
Langley Research Center in collabo-
ration with Boeing have explored five
important flight envelopes to analyze
the LOC problem: “Adverse Aerody-
namics” (angle of attack versus side-
slip), “Unusual Attitude” (bank versus
pitch angle), “Structural Integrity”
(load factor versus airspeed), “Dy-
namic Pitch Control” (pitch attitude
versus pitch control command) and
“Dynamic Roll Control” (roll attitude
versus lateral control command).
Researchers found that when an air-
craft exceeds the limits in two of these
flight envelopes, the chance of an LOC
accident increases significantly.
To better appreciate the sideslip,
www.AviationWeek.com/bca
Flight Validated
V “Crossover speed” is a term that came
Wind Tunnel/Analytical
40 Extrapolated for Simulator
30
20
10
0 jam in the main rudder power control unit.
-10 10 20 30 40
-10
Sideslip (deg)
it’s instructive to examine the chart of
the MD-90’s ability to withstand side-
slip at varying angles of attack (AOA)
since its fuselage-mounted engines
and swept-wing design mirror the
configuration of many business jets.
The solid line was established by
pilots in actual flight tests and con-
stitutes the limits beyond which they
felt that chances of recovery of the
aircraft were doubtful. The dashed
lines represent the results from wind-
tunnel testing and computational fluid
dynamic modeling, but these are AOA
and sideslip values far beyond what
flight test crews felt safe to explore.
This chart illustrates several im-
portant concepts. At a modest 10-deg.
AOA, the aircraft is able to tolerate
a 10-deg. sideslip angle. However, as
AOA increases beyond that, the air-
craft tolerates far less sideslip. This is
because airflow is separating readily
over the wing, reducing aileron and
spoiler effectiveness. Additionally, as
the sideslip angle increases, airflow
on the nose of the aircraft starts to
contribute a yaw-inducing force. This
is particularly prominent on business
jets that have a significant amount
of frontal surface area ahead of the
c.g., much more than the aircraft with
wing-mounted engines.
The vertical stabilizer remains ef-
fective as a “weather vane” contribut-
ing to the directional stability of the
aircraft. But since the tail is an aerody-
namic surface, it, too, can stall, lessen-
ing its contribution to that directional
stability. As a result of those factors, it
doesn’t take much sideslip to cause a
departure from controlled flight.
And there is yet another
Business & Commercial Aviation | May 2014 101
‘Crossover Speed’
to the fore after the loss of a USAir Boe-
ing 737 on Sept. 8, 1994, near Aliquippa,
Pa., while maneuvering to land at Pitts-
burgh International Airport. The NTSB
determined probable cause of the acci-
dent to be a loss of control resulting from
the movement of the rudder surface to
its blowdown limit. The rudder most likely
deflected in the opposite direction to that
commanded by the pilot as a result of a
The aircraft was destroyed and all 132
people aboard perished.
“Crossover speed” is the minimum at
which the pilot uses maximum aileron/
spoiler input, and any additional opposite
rudder or speed decrease will result
in a stoppable roll into the direction of
the deflected rudder. In other words, at
crossover speed the rudder becomes
more powerful rolling the aircraft than the
aileron/spoilers.
The authors of the "Airplane Upset
Re c over y Tr ainin g A id Rev isio n 2"
recommend that “to assist flight crews
in avoiding loss of control on existing
aircraft, regulators and manufacturers
should evaluate the effects of crossover
speeds and maximum rudder sideslip
throughout the entire flight envelope and
disseminate the information to operators
and flight crews.” They also recommend
that regulators require training programs
that address crossover speed effects
to ensure pilot capability to maintain or
regain control.
Crossover speed is weight- and config-
uration-dependent, but more importantly,
it is sensitive to angle of attack (AOA). An
increase in AOA increases the rolling effec-
tiveness of the rudder, thus the crossover
speed will increase with increased AOA.
Consider, for example, the unusual upset
induced by a “hard-over rudder,” that is
a rudder driven to maximum deflection
by a failure in the flight control system.
With increasing bank angle and the nose
rapidly falling below the horizon, the input
of additional nose-up elevator with already
maximum input of aileron/spoilers will only
aggravate the situation.
Even though it seems counter-intuitive,
the correct action is to unload the airplane
to reduce the AOA to regain aileron/spoiler
effectiveness.
SYSTEMS
consideration with creating an exces-
sive sideslip angle by excessive rudder
input. Turbojet engine compressors are
designed to function with the air flowing
smoothly and straight into the inlet. Air
flowing sideways over the fuselage into
the “downwind” engine heightens the
risk of a compressor surge.
Except when countering crosswinds
during takeoff and landing, keeping the
sideslip as close to zero as possible will
ensure that the maximum amount of lat-
eral control is available for maneuvering.
The rudder should not normally be used
to induce roll through sideslip because
transient sideslip can induce delayed but
rapid roll rates. Only a small amount of
rudder is needed. Too much rudder ap-
plied too quickly or held too long may
result in loss of lateral and directional
control.
The combination of delayed but rapid
roll rates can startle the pilot, which in
turn can cause an overreaction in the op-
posite direction. Such an overcorrection
can induce abrupt yawing moments and
violent out-of-phase roll rates, which can
lead to successive cyclic rudder deflec-
tions, known as rudder reversals. Rapid
full-deflection flight control reversals can
in turn lead to loads that can exceed an
aircraft’s structural design limits.
Further on that point, “Airplane Up-
set Recovery Training Aid Revision 2”
bold-faced this admonition: “When the
airplane is symmetric [i.e., no engine
failure], very large yawing moments
would result in very large sideslip an-
gles and large structural loads should
the pilot input full rudder when it is
not needed.”
Sometimes previous training in differ-
ent aircraft has created primal reactions
in which pilots quickly input a control mo-
tion. For instance, many military pilots
trained in upset, post-stall-gyration and
“departure from controlled flight” re-
coveries in tactical aircraft were drilled
in the need for abrupt rudder inputs in
reaction to pronounced rolling motions
when at high AOA.
But the upset recovery document
cautions that, “Any LOC recommended
recovery techniques and procedures pro-
vided by a manufacturer for a particular
aircraft take precedence over those in the
training aid.” And continuing, again us-
ing bold-face type, the document states,
“For example, the handling character-
istics of fighter-type airplanes cannot
be assumed to be similar to those of
a large, commercial, swept-wing air-
plane.”
Taildragger pilots are adept at the
“Falling Leaf” maneuver, in which they
102 Business & Commercial Aviation | May 2014
Rudder Limiters
Pilots need to appreciate a rudder's power. When a pilot inputs full rudder unneces-
sarily, the very large yawing moments that result produce large sideslip angles and
heavy structural loads on the aircraft.
Larger aircraft typically utilize hydraulic or fly-by-wire systems to move flight control
surfaces, and due to their power and complexity, it is necessary to install devices
that limit rudder deflection. The limitations become effective in those parts of the
flight envelope in which large deflections are not required — for example, at high
airspeeds. These systems will vary among models and manufacturers. Pilots should
be aware of whether their aircraft is equipped with a rudder limiting system and, if
so, how it operates.
In a 2008 letter to the European Aviation Safety Agency, the NTSB noted, "The
similarities between the Air Canada Flight 190 and the American Airlines Flight 587
crewmembers' responses to wake encounters indicate that the Airbus A320 family is
also susceptible to potentially hazardous rudder pedal inputs at higher speeds." The
Safety Board said the rudder pedals on the A320 — of which the A319 is a variant —
are so sensitive at high speeds that pilots can unintentionally make the rudder panel
swing violently back and forth, creating enough force to break a jet apart.
The Safety Board also expressed concern that the designs of some rudder limiters,
in particular variable-stop rudder travel limiter systems (which are common to the
A320 series of aircraft) "produce dramatically larger aircraft responses to the same
rudder input at higher airspeeds than lower airspeeds, which can surprise a pilot and
serve to trigger an aircraft-pilot coupling event."
By contrast, the NTSB believes a variable-ratio rudder travel limiter may provide
better protection against high loads from sustained rudder inputs at high speeds
than variable-stop systems since the former retains a relatively uniform response
throughout the airspeed envelope and requires more physical effort from a pilot to
produce cyclic full rudder inputs at high speeds.
In the view of the NTSB, relying solely on pilot training to prevent against hazardous
rudder inputs is insufficient. Authors of the "Airplane Upset Recovery Training Aid
Revision 2" concur with that view and recommend “to protect aircraft against loss
of control, regulators should develop as soon as possible, certification criteria,
throughout the entire flight envelope, for crossover speeds and maximum rudder
sideslips.”
apply alternating rudder as the aircraft Pilots should know their airplane’s feel
rolls back and forth. It is a great train- and response characteristics to flight
ing maneuver for mastering rudder use. control inputs and react appropriately to
In addition, it’s fun to do, especially in a various flight situations. Training pro-
Stearman. But do its control inputs apply grams must make certain the flight con-
to a swept-wing jet transport? trol responses to a potential upset are
The flight test engineers who worked thoroughly vetted for the given aircraft’s
on the Airplane Upset Recovery Training specific dynamic response, flight control
Aid Revision 2 wrote, “Transport pilots system, structural limitations and other
should be aware that certain prior expe- flight envelope limitations.
rience or training in military, GA or other Unfortunately, simulator training
non-transport aircraft that emphasizes rarely exposes pilots to conditions such
the use of rudder input as a means to ma- as the buffet at high altitude. In 15 years
neuver in roll typically does not apply to of flying business jets, I have never been
transport aircraft or operations. When challenged with such a scenario. I’ve
normal means of roll control have been asked if the training could be modified,
unsuccessful, careful rudder input in the but training managers say they’re re-
direction of the desired roll should be stricted by the regulations. And yet the
considered to induce or augment a rolling Airplane Upset Recovery Training Aid
maneuver or to provide the desired bank Revision 2 proposed such simulator sce-
angle. A rudder input is never the pre- narios. It’s time for well-considered and
ferred initial response for events such as vetted changes in our training, lest mis-
a wake vortex encounter or wind-shear takes like those that brought American
encounter, or to reduce the bank angle Airlines 587 and Air Canada 190 to grief
preceding an imminent stall recovery.” are repeated. B&CA
www.AviationWeek.com/bca
 Program Update
Tamarack Winglets for Cessna CJs
Today, winglets are almost de rigueur for any self-respecting busi-
ness aircraft, from turboprop Beechcraft King Airs to Boeing
Business Jets. They boost ramp appeal and improve perfor-
mance as well. And for more and more aircraft they are an af-
termarket add-on.
But Cessna’s straight-winged Series 525 CitationJets have
been left without the stylish turned-up tips. Until now.
An exclusive agreement signed last year between Cessna and
the Tamarack Aerospace Group will let owners of all but the
newest CJs outfit their mounts with not only winglets, but the
industry’s first active winglets. They will be supplied by Tam-
arack to Cessna Service Centers for installation as a factory-
approved and marketed option, with the potential for reducing
an aircraft’s downtime if fitted at
the same time as scheduled mainte-
nance is carried out.
The significance of an active wing-
let is that it incorporates new devices,
similar to very small ailerons in the
trailing edge of the wing adjacent to
the winglet, to aerodynamically alle-
viate gust loads and minimize bend-
ing loads on the wing associated with
the effective extension of wingspan.
This avoids having to beef up the Tamarack Aerospace’s
wing structure to cope with the ex- active winglets will be
tra bending loads of a passive wing- available on CitationJet
let. Such extra structure can add up CJ, CJ1, CJ1+, CJ2,
to 400 lb. to the airframe weight on CJ2+ and CJ3 models
some airliner types as they adopt beginning in 2015.
winglets, offsetting many of the ad-
vantages of the winglets themselves,
says Nick Guida, inventor of Tamarack's unique winglets and
founder and president of the company.
“A drawback to passive winglets is that in redistributing lift
across the wing they can increase wing bending moments all
along the span as well as at the root, sometimes beyond design
limits,” he says. “In turbulence or steep turns, bending is exacer-
bated with passive winglets. To counter those forces, additional
structure is needed, or a smaller, less optimized winglet is used.”
The heart of Tamarack's winglets is a black box (actually it’s
a golden color) mounted in the fuselage. It senses load forces
and triggers the fly-by-wire (FBW) active control surfaces,
causing them to deploy almost instantaneously upward or
downward. What’s in the box is proprietary, says Guida, but
it is not connected to any of the aircraft’s control systems and
it operates without any pilot input. It can also be turned off by
the pilot and becomes part of the preflight checks with a push
of a button on the panel.
www.AviationWeek.com/bca
John Morris
Editor-in-Chief, ShowNews
morrisoff@aol.com
The prototype system — the box, wiring and the 35-in.-high
carbon fiber and aluminum winglets — weighs 45 lb. installed.
That’s not a penalty, says Guida, because the increase in wing-
span (5 ft. from the winglet installation plus the effective increase
from the winglets themselves) combined with the active load al-
leviation system will allow a net increase in maximum zero fuel
weight (MZFW). How much? That will depend on the supple-
ment to the flight manual to be issued with the Supplemental
Type Certificated active winglets, but Tamarack’s experimen-
tal-registered CitationJet has indicated gains of as much as 350
lb. might be possible.
Guida notes that while performance gains recorded with the
Sandpoint, Idaho, company’s prototype active winglets point
to the potential of the technology, the real-world
flight manual will likely be more conservative.
Nonetheless, the benefits will be substantial, he
believes (and so does Cessna, otherwise it wouldn’t
have given Tamarack such a vote of confidence).
Gains will be seen in improved climb and hot-and-
high performance, greater fuel savings and flying
range, and a lower stall speed and shorter land-
ing and takeoff lengths. The installa-
tion should also result in a smoother
ride. Fifteen months ago, before be-
ing signed up by Cessna, Tamarack
reported that its winglet-equipped
CitationJet routinely beat by a sig-
nificant margin the published times
for climb to 41,000 ft., starting from
a gross weight of 10,400 lb.
One flight from Dallas to Jackson
TAMARACK (2)
Hole, Wyo., (a distance of 1,100 nm)
consumed 2,400 lb. of fuel, while a
gross weight, unmodified CJ would
have burned 2,700 lb., according to
Tamarack. “Practically speaking, the flight would have required
one refueling stop, taken an extra hour to reach the destination,
and burned close to 3,200 lb. of fuel. The ability to make the flight
nonstop saved close to 800 lb. of fuel under realistic operating
conditions that included 50-kt. headwinds,” the company says.
Guida, who flies the company’s CitationJet both with and
without active winglets, says that while he rarely can get above
37,000 ft. at gross weight in the unmodified aircraft, “with active
winglets I still have a 500-fpm rate of climb at 37,000 ft. and can
go right on up to 41,000 ft. That saves a lot of fuel burn.”
Certification flight testing is about to begin with production-
conforming winglets, and both Cessna and Tamarack are target-
ing award of the STC by year-end. Deliveries are to begin in first
quarter 2015. B&CA
Business & Commercial Aviation | May 2014 103
 WINGS TO WHEELS
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 Washington Watch
The ADS-B Deadline
The clock is running, but the fleet is barely moving
WHEN THE FAA IN OCTOBER 2007 FIRST PROPOSED A 2020 EQUI-
page deadline for automatic dependent surveillance-broadcast
(ADS-B) “Out,” the proposal drew a mixed reaction.
Beyond the protests about costs and questionable benefits, gen-
eral aviation advocates endorsed the drawn-out deadline. They
believed the time frame was reasonable — 2020 was far enough in
the future to get the standards in place and the equipment installed
on thousands of aircraft.
Some other industry groups, however, thought 2020 was too
far into the future, especially given the FAA’s plans to have the
ground infrastructure in place well before then. Some pushed for
a five-year implementation time frame. At the time, 2020 seemed
like ages away.
By the time the FAA released the final rule on May 27, 2010, the
agency had already taken a number of steps to hold up its end of
ADS-B requirements. It had released the technical standard or-
ders (TSO) for the equipment, clearing the way for manufacturers
to develop and produce the units.
The time frame has since slipped, but the ground infrastruc-
ture is now in place and the FAA is moving to bring those systems
up to initial operational capability. By
March, ADS-B was operational at
one-third of the FAA’s terminal ap-
proach control facilities, half of its en
“The debate is not about upgrading U.S. aircraft with NextGen;
route centers and two-thirds of eligible it’s how to inexpensively finance it.”
towers, Aviation Week Senior Editor
Adrian Schofield reports. The entire
network is set to be operational before the 2020 deadline.
Manufacturers also have been busy creating the technology. At
least a half-dozen manufacturers now have approved ADS-B Out
transponders, and a couple, including Garmin and ForeFlight, have
ADS-B “In” technology available that can connect via an “I” device
(iPad/iPhone).
While the foundation is set for ADS-B Out, equipage is still only
in its infancy for the general aviation fleet. By the beginning of 2013,
only about 380 aircraft had been equipped with ADS-B Out. By the
end of last year, that number had jumped significantly — to more
than 3,000. And in the first quarter of this year, another 800 were
equipped, putting the industry on pace for close to another 3,000
installations in 2014.
While that sounds impressive, this is against a backdrop of
160,000-plus general aviation aircraft that need to be equipped
over the next 67 months. To get the entire fleet equipped in time,
between 75 and 100 installations would need to take place daily.
“The rate of equipment installation in 2013 [approximately 2,600
devices and aircraft] needs to increase by five to 10 times in order
for us to meet the deadline and have a solid portion of the general
aviation fleet equipped,” says Jens Hennig, vice president of opera-
tions for GAMA.
Interestingly, the number of installations of optional ADS-B In
www.AviationWeek.com/bca
Kerry Lynch
Washington Editor
kerry_lynch@aviationweek.com
equipment is nearly on par with ADS-B Out. By the end of March,
3,200 aircraft were equipped with the optional equipment. And
while the expectation would be that the higher-end aircraft would
be the early adopters of ADS-B In, that’s not the case here, says
Hennig.
According to the GAMA executive, many of the installations
involve lighter business jets and general aviation aircraft. This is
thanks to the introduction of the low-cost systems that can bring
capabilities through tablets. The Garmin GDL 39 and ForeFlight
Stratus are both priced at under $900.
Costs for ADS-B Out depend on the system, equipment and in-
stallation needs, but estimates vary from a few thousand dollars to
closer to $8,000 or more for FAR Part 23 aircraft, and much more
than that for older Part 25 aircraft. In releasing the ADS-B rule, the
FAA estimated that the cost of equipping the general aviation fleet
could run a total of between $1.2 billion and $4.5 billion.
Financing help is expected to become available shortly, thanks
to a congressional directive. Congress in 2012 called for the estab-
lishment of a public-private partnership to provide access to loan
guarantees to fund ADS-B and other NextGen equipment. The
Aircraft Electronics Association (AEA), whose members will pro-
vide the equipment and perform the installations, earlier this year
partnered with Nexa Capital on a NextGen GA Fund.
The fund initially has a capital base of $550 million but is ex-
pected to back about $1.3 billion in general aviation financing over
the next 10 years, fund organizers say. The AEA is establishing a
website for its members to help refer customers to the fund options.
Michael Dyment, general partner with Nexa and manager of
the NextGen GA Fund, says the fund is ready to go, awaiting final
FAA clearance. “This . . . protects the FAA’s own $40 billion invest-
ment in NextGen infrastructure, for which aircraft equipage is
essential,” he said in announcing the partnership with AEA. “The
debate is not about upgrading U.S. aircraft with NextGen; it’s how
to inexpensively finance it.”
Right now, equipment and shop availability are adequate to keep
operators on track for 2020. But if operators of 100,000 aircraft
wait until 2019, that won’t be the case.
While 2020 once seemed far off, the deadline is not that far off
any more — a bit over 2,000 days — and yet only about 2% of the
general aviation fleet is now equipped. Those operators who want
to fly above 10,000 ft. or in Class B or C airspace, that is those who
want to get real utility out of their aircraft investment, will have
to invest some more, and do so in a timely fashion. B&CA
Business & Commercial Aviation | May 2014 105

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106 Business & Commercial Aviation | May 2014
On Duty
Edited by Jessica A. Salerno jessica_salerno@aviationweek.com
News of promotions, appointments and honors
involving professionals within the business
aviation community
υ⁳AAR, Wood Dale, Ill., named Kathleen Cantillon global director of
Communication and Reputation. Cantillon has more than 20 years
of corporate communication and government relations experience.
She has held positions with ASGK Public Strategies and Exelon.
υ⁳Bombardier Aerospace, Dallas, announced that Diane De Souza,
vice president of its Parts Services team will retire after 28 years
with the company. She is succeeded by Bill Molloy was previously
the director of Customer Services & Support for the CSeries air- GARY WRIGHT
craft. He has been with Bombardier for over 24 years.
υ⁳Empire Aviation Group, Dubai, UAE, has announced the open-
ing of a new aircraft sales office in Scottsdale, Ariz. The company
hired Gary Wright to head the U.S. sales operations. Empire Avia-
tion’s U.S. sales business is targeting 30 aircraft sales in its first
year of operation.
υ⁳FBO Partners, LLC, Seattle, Wash., is a new FBO consulting firm
founded by Douglas Wilson. The company will focus on real estate DOUGLAS WILSON
revenue optimization for fixed base operators through an emphasis
on professional hangar and office subleasing. Wilson formerly was
director of Business Development and Marketing for Galvin Flying
Services. Visit www.fbopartners.com.
υ⁳FlightSafety International, La Guardia Airport, Flushing, N.Y.,
appointed Christopher Adams senior director, business develop-
ment and marketing, government. He will pursue new business
opportunities for government and military training services and PAUL YOUNG
flight simulation equipment worldwide. He joined the company in
1998 as marketing manager for FSI’s Wilmington, Del., facility.
υ⁳Gulfstream Aerospace, Savannah, Ga., announced changes within
its Product Support and has created the new position of vice presi-
dent of Quality, which oversees quality in all phases of Product
Support at Gulfstream’s 11 worldwide service centers. Gulfstream
veteran Charles Celli was appointed to the role. Other changes
include: Consolidating East Coast and international service cen-
ter operations under the leadership of Barry Russell, now the vice DIRK OLSEN
president of East Coast Operations, Gulfstream Product Support;
Derek Zimmerman, the former vice president of Product Support Materials is now vice
president, Customer Support; Joseph Rivera, formerly the director of International Opera-
tions, is now the general manager, Savannah Service Center.
υ⁳ICF SH&E, Fairfax, Va., named Vivek Saxena vice president. He will steer the firm’s
consulting work in the operations and supply chain practice.
υ⁳JetSuite, Irvine, Calif., named Frank Buratti as its vice president Technical and System
Operations. He worked as director of System Operations at JetBlue Airways for over 14
years and has held positions at El Al Israel and Pan American Airlines.
υ⁳NationAir Aviation, West Chicago, Ill., added Dirk Olsen to its team of aviation insur-
ance professionals as director of business insurance. Olsen is based at the company’s
headquarters at DuPage Airport in suburban Chicago.
υ⁳National Business Aviation Association, Washington, announced that Greg Voos is the
new regional representative for the Southeast U.S. He succeeds Harry Houckes who
retired in February. Voos is an NBAA Certified Aviation Manager as well as an IS-BAO
auditor. He has held positions at Home Depot flight department and Delta Airlines.
υ⁳RBR Maintenance, Dallas, announced they have hired Kenneth “Bo” Slajar as a Hawker
Crew Chief.
www.AviationWeek.com/bca
 ADVERTISERS INDEX
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Page 115 Pages 110-111
Reynolds Passes
Argus JSSI
Veteran test pilot Peter T. Reynolds,
www.prism.aero www.jetsupport.com
whose career spanned four decades, Page 33 Pages 34-35
died in early April. Most famous for his
Aviation Partners
many Learjet test programs, Reynolds www.aviationpartners.com
Lektro
started his career at www.lektro.com
Page 29
Page 115
the Wichita facility in
Beechcraft
1973 by working on www.Beechcraft.com Lufthansa Technik
several wing modifi- Page 5 www.lufthansa-technik.com/vip-services
cations, including the Page 19
BizJet
Century III and Softflite www.bizjet.com NBAA
handling improvement Page 27 www.nbaa.org/join.bca
packages, the Page 37
PETE REYNOLDS Bombardier
Longhorn wing with www.Businessaircraft.bombardier.com Phillips 66
winglets and Delta Fin aft anhedral Page 16 www.phillips66aviation.com
strake stability improvement system. Page 12
Bombardier Customer Services
The 1966 Purdue University engi- www.customerservices.aero.bombardier.com Phillips 66 Corporate Angel Network
neering graduate and 12,000-hr. pilot Page 108 www.CorpAngelNetwork.com
managed 11 flight test programs while Page 47
Boston JetSearch
working for Learjet and Bombardier, www.bostonjetsearch.com
Robinson Helicopter Company
including Learjet, deHavilland, Page 27
www.robinsonheli.com
Challenger, CRJ and Global Express Page 39
Breitling
programs. He flew eight first flights on www.breitling.com
new Learjet and Bombardier jets. He Pages 14-15 Rockwell Collins
www.rockwellcollins.com
set numerous FAI speed, altitude and Page 3
Capital Jet Group
climb records, including five in 1979 www.capitaljetgroup.com
with astronaut and Purdue graduate Page 112 Rolls-Royce NA
Neil Armstrong, the first man to walk on http://www.rolls-royce.com/northamerica/na/
Cessna Jets Page 8
the moon. www.cessna.com
He jointly held several patents for Page 10 RUAG Aviation
Learjet modifications and he published www.ruag.com/businessaviation
Cessna Service Page 13
numerous SAE technical papers. He www.Cessna.com/Citation-service
was the 1999 recipient of the J. H. Page 11 Signature
Doolittle Award for his accomplishments Conklin & deDecker
www.SignatureFlight.com/National
in aerospace engineering and technical www.bca.conklindd.com
Page 104
management from the Societ y of Page 112 Socata
Engineering Test Pilots. B&CA frequently Dassault Falcon www.tbm.aero
used Reynolds as a prime resource for www.dassault.fr Page 49
technical reports. We had the privilege of Page BC
Southern Cross Aviation
flying with him on several pilot reports, Flight Display Systems www.scross.com
most recently the Raisbeck Learjet 35ZR www.SelectCMS.com Page 114
batwing. Page 51
Stevens Aviation
Reynolds earned distinction as a USAF FlightSafety International www.stevensaviation.com
pilot in the early 1970s. He also partic- www.flightsafety.com Page 75
ipated in low-speed aero development Page 43
of the GIV while on loan from Learjet to Survival Products, Inc.
Gulfstream www.survivalproductsinc.com
Gulfstream Aerospace in the mid-1980s. www.gulfstream.com Page 4
He was a finalist for NASA space shuttle Page IFC
astronaut selection. He was inducted Universal Avionics
Hillaero Modifications
www.uasc.com
posthumously into the Kansas Aviation www.hillaero.com
Page 115 Pages 6-7
Museum in mid-April. B&CA
HondaJet ViaSat
If you would like to submit news of hires, www.hondajet.com/OTWEM www.viasat.com/yonder
Page 25 Page 53
promotions, appointments or awards for
possible publication in On Duty, send email JEC Americas Vista Jet
to jessica.salerno@aviationweek.com www.JECcomposites.com/badgesJAM www.vistajet.com
or call (520) 577-5124. Page 4 Page 21

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 107

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 20/Twenty
Embraer Phenom 100
'Phenomenal' factory support
EMBRAER’S FIRST GO AT A PURPOSE-BUILT BUSINESS AIRCRAFT
was well intentioned, having a spacious cabin for an entry level
jet, 370+ KTAS cruise speeds, jetliner-inspired toughness and
impressively low operating costs. More than 310 now are in
service and more than half of the fleet is in the U.S.
But, the Phenom 100 suffered its share of growing pains, in-
cluding flap failures, inconsistent brake performance and ice-pro-
tection system woes, among a couple of dozen snags. Operators,
though, say that Embraer tackled virtually all the shortcomings
with a dedication to customer support second to none. The Brazil-
ian firm quickly developed dozens of service bulletins to upgrade
the aircraft and made them available free of charge to all operators.
The end result is an entry level jet that’s reached mature dis-
patch reliability in relatively short time. Five years into full scale
production and the aircraft is living up to its regional jet DNA. It
has become one of the most desirable entry level jets on the used
aircraft market. Late 2008 models
that originally sold for $3.5 million, still
command $2 million or more at trade-
in time, according to Penton’s Aircraft
Bluebook price digest. Last year’s mod-
els that went for $4.25 million, trade for
as much as $3.5 million. Only about 7%
of the fleet is available for sale or lease
on the used market.
Most pilots are owner operators. It’s
easy to smile as soon as you strap into
the left seat. The cockpit is roomy, for
an entry level jet. The Prodigy flight deck, using Garmin G1000
avionics, features triple 12-in. displays and optional full-screen
synthetic vision PFDs. But, weather radar, traffic alerting, DME,
sun visors and IFE, along with a dozen other desirable items, are
optional.
Control layout is simple, checklists are very short and workload
is low, regardless of the optional equipment package.
Occupants ascend up an air-stair door into the cabin. The fuse-
lage has a flattened bottom shape that creates more usable room
for seated passengers than a conventional circular cross section. It
has the largest cabin windows in class, well positioned for outside
viewing and work table illumination. The standard layout is a single
four-seat club section, with a storage closet up front and full width
lavatory with windows at the rear.
Interior accommodations, however, are utilitarian by business
jet standards. Furnishings, ergonomics, color choices and cabinet
finishes of early aircraft are not on par with Cessna Citations, but
they’re improved on newer models. A solid aft lav pocket door, for
instance, is optional rather than the standard privacy curtain.
Typically equipped, the Phenom 100 has a 7,150 lb.- to 7,200-lb.
single-pilot BOW, so it only can hold 510 to 560 lb. of payload with
full tanks. Most operators say that’s not a serious shortcoming
www.AviationWeek.com/bca
Fred George
Senior Editor
fred.george@aviationweek.com
TAP HERE in the digital edition
of B&CA for a report on Embraer’s
entry into the business aviation market
go to AviationWeek.com/Embraerreport
because their average trips are 600 nm to 700 nm, so they can fill
the seats as needed.
The forward and aft external baggage compartments provide
60 cu. ft. of capacity, plenty for five occupants. There’s another
11 cu. ft. of internal storage, unless the aircraft is fitted with the
optional fifth seat across from the entry door. A belted potty seat
also is available.
Standard day takeoff field length (TOFL) is 3,040 ft., the short-
est of any entry-level jet. Hot-and-high takeoff performance can be
challenging. TOFL at 5,000 ft., ISA+20C is 6,384 ft. Computing the
takeoff and landing data is onerous using Embraer’s Optimized
Performance Analyzer (OPERA), so most pilots rely on runway
performance software from APG or the “MyPhenom” package
from the Phenom Jet Association.
The aircraft will climb directly to its FL 410 certified ceiling on a
standard day. First hour fuel burn is 800 lb., and distance traveled
is 315 nm. During the second and sub-
sequent hours, fuel burn averages 525
lb./hr. and cruise speed averages 340
KTAS. At lower altitudes, pilots plan on
360 KTAS and 600 lb./hr. Range with
four passengers is 1,000 nm.
What’s not to like? Stopping the
aircraft requires precise airmanship,
especially as all Phenom 100s, except
for the latest 100E models, lack ground
spoilers. Operators say it’s critical to
EMBRAER
keep tires properly inflated, fly the air-
craft on speed and touch down on the stripes.
Other minor annoyances: The cabin and cockpit side windows
are not well ventilated, so they frost over at high altitude. Interior
noise levels, especially in early production aircraft, are noticeably
higher than in some competitive light jets. Using the AC power out-
lets in the side ledges props up the access doors, thereby denying
the use of side ledges as outboard arm rests. The cup holders are
too shallow to secure beverage containers in turbulence or during
takeoff acceleration.
Basic maintenance intervals are 600 hr. or 12 months, whichever
comes first. So, most owner operators only visit maintenance facili-
ties once per year. Estimated direct operating costs are $1,200 per
hour, including $6/gal. fuel, engine reserves and Embraer Execu-
tive Care support.
Top competitors in the used market include Cessna Citation
Mustang, a smaller, slower and shorter range aircraft with slightly
better fuel efficiency, Citation CJ1/CJ1+/M2 with faster cruise
speeds, slight more range and plusher cabins, and Beech Premier
1/1A having a larger cabin and higher speed, but runway perfor-
mance challenged.
So, the Phenom 100 looks to remain a strong seller in the light jet
resale market for the foreseeable future. B&CA
Business & Commercial Aviation | May 2014 109
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 Products & Services Previews
By Jessica A. Salerno jessica.salerno@aviationweek.com

customers can now use the service

1. VIRB Accessories anywhere it’s available in the Continen-
From Garmin tal U.S., Alaska and Canada. Canadi-
Garmin has added the VIRB Elite Avia- an coverage is included with all Gogo
tion Bundle and Aviation Action Pack to Biz monthly service plans. No addi-
it VIRB action camera family. VIRB Elite tional roaming or registration fees are
features a 1.4-in. Chroma color display, required. Service coverage is available
which makes setup and playback sim-
ple and ensures pilots capture in inflight
1 in Canada’s most populous regions and
flight routes, with seamless service on
footage they desire. It offers up to 3 hr. cross-border flight.
of HD video to be recorded on a single Canadian coverage map: www.aircell.
charge and offers built-in GPS, WiFi and com/maps/canada
ANT+ connectivity. The Aviation Bundle Complete North American coverage
and Aviator Action Pack offer a new ste- map: www.aircell.com/maps/northamerica
reo headset audio cable. Also new to
VIRB is a propeller filter reducing propel- Aircell
ler distortion created while filming video Broomfield, Colo.
inflight. The Action Pack includes all of www.aircell.com
the accessories in the Elite Aviation
Bundle and adds the D2 Pilot Watch.
Prices: VIRB Elite Ac tion Bundle: 4. Jepp EFB on iPad Mini
$549; Aviator Action Pack: $899 The FAA issued Jeppesen a letter of

Garmin
2 operational suitability confirming the
form and functionality of IPad mini for
Olathe, Kan. use in the cockpit when paired with
(913) 397-8200 Jeppesen’s electronic flight bag (EFB)
www.garmin.com solutions. In the U.S., FAR Part 91K,
121, 125 and 135 fractional, commut-
er, on-demand operators and air carriers
2. Stratus ADS-B Receiver
Adds New Features
3 are required to gain formal FAA autho-
rization to use EFB solutions inflight.
The ADS-B receiver from Stratus has Jeppesen will share copies of the let-
received three enhancements from ter to interested customers using the
par tners Appareo, ForeFlight and iPad mini and affected Jeppesen Apps
Sporty’s. A split screen attitude view, for use in their authorization package.
animated radar and the iPad battery-
saving Stratus Replay feature are all Jeppesen
available as a free update for Stra- (303) 799-9090
tus 2 owners. To access these new www.jeppesen.com/mobile
features, pilots should first download
ForeFlight version 6.0, available in the
App Store. This includes Stratus firm-
4 5. Jetex New Manila Facility
Jetex Flight Support has set up a new
ware, which pilots can update directly handling facility at Ninoy Aquino Interna-
from ForeFlight. The upgrade is free. tional Airport in Manila and will provide a
The Stratus 2 is available for $899. full range of services to private jet oper-
ators. The company will also provide
Sporty’s supervisory service at the country’s
(800) Sportys other airports. Services include landing
www.sportys.com/stratus and over-flight permits, fueling, ground
handling, air traffic clearances and con-
cierge service services. Aircraft charter
3. Gogo Expands service will also be offered including air
Connectivity to Canada ambulance and panoramic private tours.
Gogo Inc.’s business aviation group,
Aircell, has launched Gogo Biz inflight Jetex
internet and voice service to business Dubai, UAE
aircraft in Canada. Business aviation www.jetex.com

www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 113

 Products & Services Previews
7

7. Advanced Aircrew
Training Module
Approved
Advanced Aircrew Academy
received FAA FAASTeam (AFS-
850) approval for their FAR
Part 43 Review online train-
ing module for FAA Inspec-
tion Authorization (IA) renewal
credit. This approval adds to
6. Nextant Adds to Its Network the company’s approved train-
Nextant Aerospace has added Love Field Airport-based Four Point Aero Services as an ing status for WINGS pilot pro-
authorized service center. The Dallas, Texas facility is the 12th center in Nextant’s expand- ficiency program, now expand-
ing global customer support network. Four Points is a full-service aircraft repair facility ing to online training modules
with over 25,000 sq. ft. of hangar space and a reputation for high-quality maintenance. being approved for IA Renewal.

Nextant Aerospace Advanced Aircrew Academy

Cleveland, Ohio www.aircrewacademycom
(216) 261-9000
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GLOBALLY INTIMATE. 1988 Gulfstream GIV • s/n 1069 • N813PD 2002 Gulfstream 200 • s/n 59 • N409BM
Engines on RRCC • APU on MSP / Avionics on HAPP • Recent Excellent 5,362 TT • 3,091 Landings • Engines on ESP Gold
OFFICES Cosmetics • Recent 72 / 24 Month Inspections • WIFI • Satellite TV • 2 • APU on MSP • 9 Pax Int w/ Aft Divan
WORLDWIDE Owners Since New - Ready for immediate Delivery • Motivated Owner will consider trades

FT. LAUDERDALE
1120 NW 51st Court
Ft. Lauderdale, FL 33309 USA
Tel: +1 (954) 377-0320
Fax: +1 (954) 377-0300

CHARLOTTE
17718 King’s Point Dr., Ste. A
2009 Premier 1A • s/n RB-261 • N199BP
Cornelius, NC 28031 USA 2013 Phenom 100 • s/n 500-00295 • N100RY Only 750 TT • 640 TC • Engines on TAP Elite • New Paint and Interior 2011
Tel: +1 (704) 990-7090 Only 45 hours SNEW • Airframe Enrolled in EEC • One Owner since new • No damage • Replacement aircraft in service
Fax: +1 (704) 990-7094
• Engines on ESP • TCAS-I • SVS • Loaded w/Options • All offers considered
SÃO PAULO
AV Copacabana 177-Alphaville
06453-041-São Paulo-Brazil
Tel: +55 (11) 3588-0311

LONDON
Conway House - Cranfield
MK43 0FQ - United Kingdom
Tel: +44 (1234) 817-770 2007 Piaggio Avanti II • s/n 1133 • OK-PIA 1982 Falcon 20-5F • s/n 444 • LV-BIY
Only 930 TT • 680 TC • Pro Line 21 • No damage 12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress
Visit our website: • JAR OPS equipped • Replacement aircraft already in service • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale
www.scross.com
Email: acsales@scross.com AIRCRAFT WANTED:
www.twitter.com/SCrossAviation • Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer
www.facebook.com/SCrossAviation • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered
ALSO AVAILABLE:
1992 Lear 35A, s/n 674: 7900 TT/ 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear Inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage complete records.
1991 Lear 35A, s/n 665: 8450 TT, 5850 TC engines on JSSI, TR’s, Cargo Door, Raisbeck Aft Locker, GNS-XLS FMS, KGP-860 EGPWS, RVSM, no damage, complete records.

114 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 1992 Hawker 1000A, MSN 259010
Only 2 Corporate Owners
5400 Total Hours, Engines on ESP Gold.
Honeywell EFIS & Avionics.
Ultra Good 9 Passenger Interior,
1st Class Exterior, Excellent Maintenance.
More Information at
www.jetmarkets.com
$2,450,000.00 & Make Offer.
Call Bill Pilker,
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www.AviationWeek.com/bca Business & Commercial Aviation | May 2014 115

 B&CA 50 Years Ago
7+($5&+,9(

May 1964 News

Without the extra service and empathy that makes the
difference between a good operation and a prideful one,
you may wake up one morning on the outside looking in,
hoisted by your own petard” – J. Sheldon “Torch” Lewis, Greenhouse Patter
Edited by Jessica A. Salerno jessica.salerno@aviationweek.com

Clear Air Turbulence (CAT) may be detectable with laser beams according to
Maj. Gen. Joseph D. Caldara, retired Air Force officer and president of Flight Safety
Foundation. Caldara said the industry studies had indicated that lasers
could be used to detect CAT up to 20-30 mi.

A provisional airworthiness
certificate has been issued to Lear Jet
making it the first American business jet
aircraft to receive such an award under Part
Lear 23 II of CAR. Two Lear Jets are flying now — one Piper Comanche, hitched to an 8-cyl-
inder, 400-hp Lycoming engine and a
has logged some 140 hr. and the second over 3-blade Hartzel prop, flies through the
20 hr. Rexall Drugs will get the first production air at 200 mph with ease and climbs at
model (Lear Jet number two). a spectacular 1,600 fpm. Next month
B&CA will publish a pilot report on
the new Comanche 400, said to be the
Lake Central’s DC-3 fastest single engine (piston) produced
for business aviation.
replacement, the Nord N262,
measures 72 ft. in span, 63 ft. in length
and has a max gross of 22,700 lb.
Designed specifically for the short-haul
feeder operator, the aircraft has carry-on
Nord N262 baggage racks and cargo space for
1,000-lb. loads in addition to
27 passengers seats.

Hansa Jet The first of the HFB 320 Hansa

executive turbojets on April 22
heralded not only a new entry in the
corporate jet sweepstakes, but the
return of West Germany to world
aviation markets. Its forward swept wing
has aroused considerable comment,
much of it simply the question: “Why?”

Civil antitrust complaints filed by the Federal government against Beech New speed, new cabin comfort and
and Piper do not seek damages from either company but rather that both cease many improvements throughout — sev-
alleged practices of fixing prices and sales territories among dealers and distributors. enteen improvements and major design
refinements change the Aztec B into the
Complaints maintain that practices stifle competition and restrain trade. great new Aztec C. Notable: striking
new cabin styling (seats, lighting, venti-
lation); new panel provisions (complete
New York Airways has received the first of three Sikorsky S-61N IFR panel); new landing gear doors;
slimmer Tiger Shark nacelles reduce
helicopters for sightseeing rides at the New York World’s Fair. Tours at $6.50 per drag; new lightweight Hartzell props.
adult and $3.50 per child, will introduce thousands to helicopter travel.

116 Business & Commercial Aviation | May 2014 www.AviationWeek.com/bca

 9$,/9$//(<-(7&(17(5

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7YV]PUN[OLTZLS]LZHYV\UK[OL^VYSKL]LY`KH`

-S`^P[OJVTMVY[-S`^P[OJVUÄKLUJL-S`HU`^OLYL