Momentum is building as Aerion Corp. moves forward with its three-engine AS2 supersonic business jet. Plus, a proposed rule that would eliminate costly and redundant requirements for Part 91 operators to submit a separate maintenance program for equipment required to fly in reduced vertical separation minimum (RVSM) airspace.
In May 2015, Teterboro Airport was the top airport for air charter customers and brokers, according to an analysis of trips requested through the Air Charter Guide Worldwide Trip Builder.
Dassault's newest Falcon was rolled out at Merignac, Bordeaux today with hundreds of special guests from around the world, there to witness the historic occasion, writes Alan Peaford.
Engine maintenance programs offset financial exposure and improve aircraft index values. How aircraft value is impacted depends on the terms of the program. B&CA has compiled a summary of coverage available from eight different providers.
Eclipse 500 suffered bruising battles even before it finally made it to market in 2007. During its troubled gestation, engines, avionics and several systems components needed to be upgraded. It entered service as a work in progress needing flight into known icing certification, along with dozens of avionics upgrades and systems improvements.
In mid-2014, Matt Guthmiller, at age 19, became the youngest person yet to fly solo around the world. Now an engineering student at the Massachusetts Institute of Technology, his 26,700-nm odyssey spanned 15 countries on five continents. The journey in a leased 1981 A36 Beech Bonanza, its cabin stuffed full of auxiliary fuel tanks, required 23 refueling stops. Many of those stopovers were far from the great circle route because of the relative scarcity of avgas at airports outside North America.
Government and public disdain for those using business jets is nothing new. There’s been evidence of that aplenty in recent years. But maybe Oprah, Warren Buffett and Jay Z can help set the record straight.
Lessons that have come to light during the ongoing investigation of the May 31, 2014, crash of a Gulfstream IV departing Laurence G. Hanscom Field (BED), Bedford, Mass., center on the importance of checklists, completing all checklist items according to manufacturer guidance and understanding that safety systems can fail, silently leaving the crew unprotected from casual neglect.
Two California charter/management companies with certified repair stations have earned STCs for installations of ADS-B and C equipment aboard legacy Gulfstream models. KaiserAir in Oakland and Clay Lacy Aviation in Van Nuys were awarded the authorizations in March, each based on using Universal Avionics equipment.
It’s been over 33 years since the late Hubert Naimer, Chuck Edmondson and Karl Frudenfeld unveiled the UNS-1, the first FMS for business aircraft. Although it focused primarily on the after-market, over the years, their Universal Avionics led by President and Chairman Joachim (Ted) L.
The real challenge to modernizing the ATC system in the U.S. isn’t the ADS-B infrastructure but the equipage of the system users, General Aviation Manufacturers Association (GAMA) Chairman and Hartzell Propeller President Joe Brown said at the GAMA State of the Industry presentation earlier this year.
Most maintenance technicians appreciate the value of monotony. We enjoy a day with no surprises. Unfortunately, those are far and few between. Over time, as we become familiar with both our aircraft and its OEM support network, we gain confidence in knowing what to do, and where to find help when problems arise. That assurance helps one cope with the inevitable crises that are sure to come.
Looking to learn more about your new aircraft? The NBAA Maintenance Committee is a good place to begin your search. Its members comprise dedicated maintenance managers who are willing to share their knowledge and expertise on business aircraft through the subcommittees dedicated to specific aircraft models. You can ask them questions, seek advice and gain valuable insight about your aircraft. In addition, you can subscribe to the various model Air Mail information email groups. To learn more, visit the NBAA’s website:
On Aug. 18, 2014, Gulfstream issued a reminder to all Gulfstream flight crews of the importance of proper preflight checks of the flight control systems. This letter circulated as the company and NTSB investigators explored the potential failure modes of the GIV gust lock system. The notice — in part — follows:
The information below includes items from the GIV Airplane Flight Manual and the NTSB investigators’ comments. Gust Lock The Before Starting Engines checklist contained within the AFM, Section 2 — Normal Procedures included the item: (70) Gust Lock — AS REQUIRED The Starting Engines checklist included the item: (4) Gust Lock — OFF
This excerpt from the CVR recording seems to demonstrate that power-up and acceleration was normal until 80 kt. and V1. At that point, comments are heard about “. . . lock is on,” and “can’t stop.” The FDR shows no indication of a stop-to-stop control check anytime from engine start to takeoff roll.
Aergen Management Services, Bellevue, Washington, appointed Heinz Westen CFO; Michael Barry Chief marketing officer and Tom Kaluza as senior vice president. Aerion, Reno, Nevada, appointed Ernest (Ernie) Edwards as senior vice president and chief commercial officer. He joins Aerion’s senior leadership and has responsibility for all sales activity related to the company’s AS2 supersonic business jet. He reports to CEO Doug Nichols.
The first transatlantic flight by a Lear Jet was made to Frankfurt, Germany, via Gander, Keflavik and Prestwick. Starting from Wichita, the 5,577-mi. flight took 10 hr. 17 min. Average altitude was 41,000 ft. and the average ground speed was 540 mph. There were three people aboard. FAA certification has been received for the Turbo Exec 400, Riley Aeronautics Corp. conversion of the de Havilland Dove. It cruised at 250 mph TAS at 12,000 ft., with 285 TAS at 20,000 ft. Range is 2,000 mi. Both custom and airline interiors are available.
Checking It Twice Your “Checklists and Callouts” (March 2015, page 40) is the best-written summary of operational best practices I’ve ever read. I’m printing it and giving it to my pilots. It explains the philosophy I’ve advocated during my entire career in corporate aviation, a segment of our industry that often has many opposing and far-flung ideas of how to do things right. As your article so clearly articulates, we do things right by doing the right things. K. L. Gregory, AvManager, RWBP Inc.
By William Garvey, Jessica A. Salerno, Molly McMillin
The Pilatus PC-24 took off on its maiden flight on May 11 from Buochs Airport. Just under 1,800 Pilatus staff, all of whom are directly or indirectly involved in the PC-24 project, were there to applaud the business jet as it taxied for takeoff. Prototype P01, (HB-VXA), flew across central Switzerland for a total of 55 min. The twin-engine business jet took off from Runway 7 in just under 600 meters and climbed to 10,000 ft. (approximately 3000 meters) in about 3 min. where the two pilots completed a series of planned tests.
