Fred George

Fred George
Senior Editor,
Business & Commercial Aviation

Fred is a senior editor with Business & Commercial Aviation. Fred is Aviation Week's aircraft evaluation specialist, having flown left seat in virtually every turbine-powered business jet produced in the past two decades. 
He has flown more than 150 individual aircraft types, ranging from the Piper J-3 Cub through Boeing and Airbus single-aisle jetliners, logging more than 5,700 hours of flight time. He has earned an Airline Transport Pilot certificate and four jet aircraft type ratings, and he remains an active pilot. Fred also specializes in avionics, aircraft systems and pilot technique reports. 
Fred was the first aviation journalist to fly the Boeing 787, Airbus A400M and Gulfstream G650. 
Prior to joining Aviation Week, he was an FAA designated pilot examiner [CE-500], instrument flight instructor and jet charter pilot. He also is former U.S. Naval Aviator who made three cruises to the western Pacific while flying the McDonnell-Douglas F-4J Phantom II. 
Fred has won numerous aviation journalism awards and serves as a Director of the San Diego Air & Space Museum.

Accident Free: Are You Lucky or Truly Safe?
Managing external pressures, including meeting passenger expectations, is as key to risk management as mitigating pilot, aircraft and environmental risk factors.
Operators Survey: Beechjet 400A/Hawker 400XP/Nextant 400XT
We asked operators if they favored keeping their aircraft in original condition or whether they thought upgrading was a cost-effective alternative to prolong their useful service lives. We also took an in-depth look at the airplane and its systems to put those views into perspective.
Tropical Pressure Cooker — Air Freight Nightmares 

At the time, I’d do anything to get 1,000 hr. of turbine PIC to qualify for the airlines,” said a young first officer who now flies jetliners for a commuter air carrier. “Everyone who flies for them is hungry for turbine flight time.” So, when offered a job as a twin-turboprop captain flying freight on an inter-island carrier, he jumped at the opportunity. It was a big step up from his previous assignment as a copilot in an Embraer Brasilia.

Beechjet 400 

For $300,000 to $450,000, you can a buy a 1986 to 1989 Beechjet 400 (RJ-0001 to RJ-0065) that climbs directly to FL 400 to FL 410, that cruises at 440 KTAS and that can carry four passengers more than 1,600 nm. While there are plenty of choices in today’s pre-owned light jet market, few offer this aircraft’s blend of speed, cabin comfort and full-tanks payload. Of the 65 units built, around 50 remain in service. 

Pilot Report: Upgraded Challenger 350 Meets Raised Bar 
Facing increased competition, Bombardier has updated its popular super-midsize business jet with improved avionics, more powerful engines, new winglets and cabin enhancements. For a modest price increase, the resulting Challenger 350 provides a significant increase in value.
An Operational Look At: Gulfstream's G450
It's tough to top the G450, now in its tenth year of production, for reliability, tanks-full payload and value.
Static Display at the 2014 NBAA Business Aviation Convention & Exhibition
Business & Commercial's senior editor Fred George takes a look at the static display at the NBAA Business Aviation Convention & Exhibition in Orlando.
Gulfstream Unveils G500 and G600 

The wait is over. On October 14, Gulfstream rolled out the G500, the first of two models from its secretive P42 development program. In the works since 2008, the project actually spawned two new models, the 5,000-nm G500 and the 6,200-nm G600. Both look a lot like the firm’s 7,000-nm G650 flagship, but they have less range, smaller cabin cross-sections and lower price tags. The G500 is priced at $43.5 million and the longer G600 will go for $54.5 million.

Pilot Report: Bombardier Challenger 350 1

The Challenger 300 is a tough act to follow. When it made its debut in late 2003, it instantly became a modern day and more affordable successor to the Gulfstream II, with plenty of thrust, a generously sized wing and sporty performance. Similar to the GII, it had transcontinental U.S. range, a flat floor, room for eight in a double club cabin, inflight baggage access and rock-solid reliability. If it had wide oval cabin windows and a heavy-iron price tag, people might have thought it was built in Savannah, Ga., rather than Montreal.

Honeywell HTF 7350 Powerplants 

Two FADEC-equipped, 7,323-lb. thrust AS907-2-1A engines, marketed as HTF7350 turbofans, power the aircraft. Normal takeoff thrust is available to ISA+15C. APR increases the takeoff thrust flat-rating to ISA+20C.

Challenger 350 Performance 

These graphs are designed to illustrate the performance of Challenger 350 under a variety of range, payload, speed and density altitude conditions. Do not use these data for flight planning purposes because they are gross approximations of actual aircraft performance.

Comparison Profile Challenger 350 

Designers attempt to give exceptional capabilities in all areas, including price, but the laws of physics, thermodynamics and aerodynamics do not allow one aircraft to do all missions with equal efficiency. Tradeoffs are a reality of aircraft design.

Dec 18, 2014

Fly to Cuba?

Will restored diplomatic relations between Cuba and the U.S. open travel and aviation aftermarket opportunities?...More
Dec 18, 2014

SpaceX Slips ISS Cargo Run To Early January

Company opts to conduct second Falcon 9 static fire test before launch....More
Dec 15, 2014

NavWeek: U.S.? You Bet

Counting on the U.S. right now in the region looks to be worth the gamble....More

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