Biz Jet World Tour 2018 Biz Jet World Tour 2018

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Biz Jet World Tour 2018 Biz Jet World Tour 2018

Biz Jet World Tour 2018 Aircraft ICAO code/WTC Aircraft ICAO code/WTC Adam A700 A700/L Embraer Legacy 650 E135/M Beech Jet 400 A BE40/M Embraer Phenom 100 E50P/L Bombardier Global 5000 GL5T/M Embraer Phenom 300 E55P/M Bombardier Global Express XRS GLEX/M G.R.O.B. SPN Utility Jet GSPN/L Bombardier Global Express GLEX/M Gulfstream G100 ASTR/M Cessna 501 C501/L Gulfstream G150 G150/M Cessna 680 Citation Sovereign C680/M Gulfstream G200 GALX/M Cessna 750 Citation X C750/M Gulfstream G250 G250/M Cessna Citation Bravo C550 / L Gulfstream G350 GLF4/M Cessna Citation Encore C560/M Gulfstream G450 GLF4/M Cessna Citation Excel C56X/M Gulfstream G500 GLF5/M Cessna Citation I C500/L Gulfstream G550 GLF5/M Cessna Citation II C550 / L Gulfstream G650 GLF6/M Cessna Citation III C650/M Gulfstream II GLF2/M Cessna Citation Jet I C525/L Gulfstream III GLF3/M Cessna Citation Jet II C52A/L Gulfstream IISP GLF2/M Cessna Citation Jet III C25B/L Gulfstream IV GLF4/M Cessna Citation Jet IV C25C/M Gulfstream IVSP GLF4/M Cessna Citation Mustang (C510) C510/L Gulfstream V GLF5/M Cessna Citation Ultra C560/M Hawker 1000 H25C/M Cessna Citation V C560/M Hawker 400 XP BE40/M Cessna Citation VI C560/M Hawker 4000 HA4T/M Cessna Citation VII C560/M Hawker 700 H25B/M Cessna Citation XLS C56X/M Hawker 750 H25B/M Canadair Challenger 300 CL30 / M Hawker 800 B H25B/M Canadair Challenger 600 CRJ2/M Hawker 800 XP H25B/M Canadair Challenger 601-3R CL60/M Hawker 850 XP H25B/M Canadair Challenger 604 CL60/M Hawker 900 XP H25B/M Canadair Challenger 605 CL60/M Hawker Horizon HA4T/M Canadair Challenger 800 CRJ2/M Honda HA-420 HondaJet HDJT/L Canadair Challenger 850 CRJ2/M Israel IAI-1124 Westwind II WW24/M Dassault Falcon 10 FA10/M Learjet 25 LJ25/L Dassault Falcon 20 FA20/M Learjet 31 LJ31/M Dassault Falcon 2000 DX F2TH/M Learjet 35 LJ35/M Dassault Falcon 2000 EX F2TH/M Learjet 40/40 XR LJ40/M Dassault Falcon 2000 LX F2TH/M Learjet 45/45 XR LJ45/M Dassault Falcon 2000 F2TH/M Learjet 55 LJ55/M Dassault Falcon 50 FA50/M Learjet 60 LJ60/M Dassault Falcon 50 EX FA50/M Learjet 60 XR LJ60/M Dassault Falcon 7x FA7X/M Learjet 70 LJ70/M Dassault Falcon 900 B F900/M Learjet 75 LJ75/M Dassault Falcon 900 DX F900/M Learjet 85 LJ85/M Dassault Falcon 900 EX F900/M Mitsubishi MU-300 MU30/M Dornier 328Jet J328/M Piper PA-47 PiperJet PA47/L Eclipse 500 EA50/L Premier I/IA PRM1/L Embraer ERJ-135BJ Legacy E135/M Swearingen SJ30-2 SJ30/L Embraer Legacy 600 E135/M Spectrum 33 SP33/L Important info: Please select the proper jet for your leg. As stated in the Rules, none of the Heavy Business Jets are allowed (MTOW greater than 100,000lbs/45,400kg), including but not limited to A318 Elite, A319CJ, A380 Flying Palace, Boeing Business Jet, Embraer Lineage 1000, Sukhoi Business Jet or any other customized Heavy Jets. Biz Jet World Tour 2018.

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Business & Commercial Aviation
BUSINESS & COMMERCIAL AVIATION LEONARDO AW609 PERFORMANCE PLATEAUS OCEANIC APRIL 2020 $10.00 AviationWeek.com/BCA Business & Commercial Aviation AIRCRAFT UPDATE Leonardo AW609 Bringing tiltrotor technology to civil aviation FUEL PLANNING ALSO IN THIS ISSUE Part 91 Department Inspections Is It Airworthy? Oceanic Fuel Planning Who Says It’s Ready? APRIL 2020 VOL. 116 NO. 4 Performance Plateaus Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa.
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Runway Analysis
CHAPTER 5 RUNWAY ANALYSIS 5 5 RUNWAY ANALYSIS INTRODUCTION The primary issue to be addressed in the William R. Fairchild International Airport (CLM) Master Plan involves the ultimate length and configuration of the runway system. At present there are two runways; primary Runway 8/26 and crosswind Runway 13/31. Runway 8/26 is 6,347 feet long and 150-feet wide with a displaced threshold of 1,354 feet on the approach end to Runway 26. The threshold was displaced to provide for an unobstructed visual approach slope of 20:1. Runway 13/31 is designated as the crosswind runway and is 3,250-feet long by 50-feet wide. In the 1997 ALP Update, the FAA determined that this runway was not required to provide adequate wind coverage and would not be eligible for FAA funding of any improvements in the future. The Port of Port Angeles has committed to keeping this runway functional without FAA support for as long as it is feasible. Subsequent sections of this analysis will reexamine the need for the runway. Both runways are supported by parallel taxiway systems with Taxiway A serving Runway 8/26 and Taxiway J for Runway 13/31. Taxiway A is 40 feet wide and Taxiway J is 50 feet wide. AIRFIELD REQUIREMENTS In determining airfield requirements, FAA Advisory Circular (AC) 150/5300-13, Airport Design (Change 14), has been consulted. This circular requires that future classification of the airport be defined as the basis for airfield planning criteria. As shown in the forecast chapter, the critical aircraft at CLM is expected to be the small business jet represented by the Cessna Citation within 5-years.
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2020 Annual Noise Contour Report
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Who Will Win the Most Prestigious Trophy in Aviation
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79952 Federal Register / Vol
79952 Federal Register / Vol. 75, No. 244 / Tuesday, December 21, 2010 / Rules and Regulations Unsafe Condition DEPARTMENT OF TRANSPORTATION 1601 Lind Avenue, SW., Renton, (d) This AD was prompted by an accident Washington 98057–3356; telephone and the subsequent discovery of cracks in the Federal Aviation Administration (425) 227–1137; fax (425) 227–1149. main rotor blade (blade) spars. We are issuing SUPPLEMENTARY INFORMATION: 14 CFR Part 39 this AD to prevent blade failure and Discussion subsequent loss of control of the helicopter. [Docket No. FAA–2009–0864; Directorate We issued a supplemental notice of Compliance Identifier 2008–NM–202–AD; Amendment 39–16544; AD 2010–26–05] proposed rulemaking (NPRM) to amend (e) Before further flight, unless already 14 CFR part 39 to include an AD that done: RIN 2120–AA64 would apply to the specified products. (1) Revise the Limitations section of the That supplemental NPRM was Airworthiness Directives; DASSAULT Instructions for Continued Airworthiness by published in the Federal Register on AVIATION Model Falcon 10 Airplanes; establishing a life limit of 8,000 hours time- July 27, 2010 (75 FR 43878). That Model FAN JET FALCON, FAN JET in-service (TIS) for each blade set Remove supplemental NPRM proposed to FALCON SERIES C, D, E, F, and G each blade set with 8,000 or more hours TIS. correct an unsafe condition for the Airplanes; Model MYSTERE-FALCON (2) Replace each specified serial-numbered specified products. The MCAI states: 200 Airplanes; Model MYSTERE- blade set with an airworthy blade set in During maintenance on one aircraft, it was accordance with the following table: FALCON 20–C5, 20–D5, 20–E5, and 20– F5 Airplanes; Model FALCON 2000 and discovered that the overpressure capsules were broken on both pressurization valves.
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Chapter Three, Part 2
The FAA's substitution list recommends conditions at Georgetown Municipal the BEC58P, the Beech Baron, to Airport. (Measured single event noise represent the light twin-engine aircraft information is for comparative purposes such as the Piper Navajo, Beech Duke, only and cannot be used as input into Cessna 31, and others. The CNA441 the INM.) Both the loudest sound levels effectively represents the light (Lmax) and the Sound Exposure Levels turboprop and twin-engine piston (SEL) for various aircraft types were aircraft such as the King Air, Cessna recorded during the noise measurement 402, Gulfstream Commander, and program at each noise monitoring site. others. A detailed INM grid point analysis can then be prepared that generates Lmax The INM provides data for most of the and SEL values for the corresponding business turbojet aircraft in the aircraft types at each noise monitoring national fleet. The MU3001 effectively site for comparison. The resulting represents the Cessna Citation I, II and measured and predicated Lmax and V series aircraft. The CIT3 represents SEL values can then be compared. the Cessna Citation III, IV, and VII series aircraft. The GlIB designator Table 3E depicts the range of measured represents the Gulfstream II and III Lmax and SEL values from monitor series aircraft. The LEAR35 effectively sites one and three and the predicted represents the Lear 30 and 50 series, Lmax and SEL values from the INM for the Sabreliner 65, the Falcon 10, 50, these sites. (Monitor sites one and three and 200, and the Hawker 700 and 800 were used because they received the series aircraft.
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The Years of Change
The Years of Change In early January of 1993 all the B-2 structural tests were successfully completed. The static load tests were taken to failure to 161% of maximum stress, and the durability test completed more than 2 lifetimes, which represented 20,000 design flight hours. January 1993 confidence was high for the $4-billion PAMPA Program as the company prepared to complete its first flight evaluation aircraft. However, the realities of the “post-cold war” era forced management to gear up for a tough year as the battle of the defense budget continued in Washington. The ailing commercial aviation industry presented additional challenges for the company. Boeing cut production on all their programs, and 1993 looked very gloomy. The company announced plans for down-sizing up to 1,500 people by the end of the year. Vought president Gordon Williams streamlined the management team to help the company ride out the business downturn, and still continue to meet its customer requirements. He stated that “business will be smaller but stronger.” In March 1993 Vought shipped its last engine nacelle for the Canadair business jet while continuing production on the regional jet nacelles. The 500th horizontal stabilizer for the Boeing 767 was shipped during March, and 141 employees elected to retire. In the meantime, Loral Corporation formed a new missiles group by combining Loral Vought Systems and Loral Aeronutronic during the month. At the end of April, 104 employees elected to retire. McDonnell Douglas certified Vought’s business processes in early May, which was another milestone on the way to becoming a preferred supplier for McDonnell Douglas.
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Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN
Chapter 3 – Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN Chapter 3 – Aviation Activity Forecasts The overall goal of aviation activity forecasting is to prepare forecasts that accurately reflect current conditions, relevant historic trends, and provide reasonable projections of future activity, which can be translated into specific airport facility needs anticipated during the next twenty years and beyond. Introduction This chapter provides updated forecasts of aviation activity for Kittitas County Airport – Bowers Field (ELN) for the twenty-year master plan horizon (2015-2035). The most recent FAA-approved aviation activity forecasts for Bowers Field were prepared in 2011 for the Airfield Needs Assessment project. Those forecasts evaluated changes in local conditions and activity that occurred since the previous master plan forecasts were prepared in 2000, and re-established base line conditions. The Needs Assessment forecasts provide the “accepted” airport-specific projections that are most relevant for comparison with the new master plan forecasts prepared for this chapter. The forecasts presented in this chapter are consistent with Bowers Field’s current and historic role as a community/regional general aviation airport. Bowers Field is the only airport in Kittitas County capable of accommodating a full range of general aviation activity, including business class turboprops and business jets. This level of capability expands the airport’s role to serve the entire county and the local Ellensburg community. The intent is to provide an updated set of aviation demand projections for Bowers Field that will permit airport management to make the decisions necessary to maintain a viable, efficient, and cost-effective facility that meets the area’s air transportation needs.
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DASSAULT AVIATION Model Falcon 10 Airplanes
43878 Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Proposed Rules Applicability New Requirements of This AD: Actions Bulletin SBF100–27–092, dated April 27, (c) This AD applies to Fokker Services B.V. (h) Within 30 months after the effective 2009; and Goodrich Service Bulletin 23100– Model F.28 Mark 0100 airplanes, certificated date of this AD, do the actions specified in 27–29, dated November 14, 2008; for related in any category, all serial numbers. paragraphs (h)(1) and (h)(2) of this AD information. concurrently. Accomplishing the actions of Issued in Renton, Washington, on July 21, Subject both paragraphs (h)(1) and (h)(2) of this AD 2010. (d) Air Transport Association (ATA) of terminates the actions required by paragraph Jeffrey E. Duven, America Code 27: Flight Controls. (g) of this AD. (1) Remove the tie-wrap, P/N MS3367–2– Acting Manager, Transport Airplane Reason 9, from the lower bolts of the horizontal Directorate, Aircraft Certification Service. (e) The mandatory continuing stabilizer control unit, in accordance with the [FR Doc. 2010–18399 Filed 7–26–10; 8:45 am] airworthiness information (MCAI) states: Accomplishment Instructions of Fokker BILLING CODE 4910–13–P Two reports have been received where, Service Bulletin SBF100–27–092, dated April during inspection of the vertical stabilizer of 27, 2009. F28 Mark 0100 aeroplanes, one of the bolts (2) Remove the lower bolts, P/N 23233–1, DEPARTMENT OF TRANSPORTATION that connect the horizontal stabilizer control of the horizontal stabilizer control unit and unit actuator with the dog-links was found install bolts, P/N 23233–3, in accordance Federal Aviation Administration broken (one on the nut side & one on the with the Accomplishment Instructions of Goodrich Service Bulletin 23100–27–29, head side).
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No Surprises Here
REPORT 2009 BUSINESS AIRCRAFT FLEET US were having a fire sale trying to NO SURPRISES HERE quickly get rid of their business air- craft in order to avoid government and public scrutiny, countries like Brazil were turning to Business Aviation as a business solution. The result – well, we think the numbers speak for them- selves. So yes, 2009 was a slow year for Business Aviation – as expected. The World Fleet continued to grow, although at a much slower rate than past years (the world fleet grew by seven percent last year, in comparison to this year’s 4.8 percent). And yes, Europe may have been a surprise as it navigated the crisis fairly well, but only saw a 9.7 percent increase in its fleet, which although strong is almost half the size of last year’s world-lead- ing 18 percent. But the slowdowns in Europe and the US are made up for by the 15.3, 27.1 and 13.3 percent growth rates in Africa, Asia/Middle East and South America respectively. FLEET TOTALS Ok, so we changed our minds about (As of End 2009) 2009. Business Aviation is not slowing World Fleet 29,992 down. Business Aviation is simply European Fleet 3,959 changing, shifting and going where Jet Aircraft Worldwide 17,118 business goes – building new Turboprops Worldwide 12,499 economies and ensuring that business gets done. By Nick Klenske ust take a brief glance at the Overview J numbers and it should be blatant- Let us start from the end – or as close No surprise here.
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Bright IDAIR the Full-Service Future for In-fl Ight Communications
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Aircraft Tire Data
Aircraft tire Engineering Data Introduction Michelin manufactures a wide variety of sizes and types of tires to the exacting standards of the aircraft industry. The information included in this Data Book has been put together as an engineering and technical reference to support the users of Michelin tires. The data is, to the best of our knowledge, accurate and complete at the time of publication. To be as useful a reference tool as possible, we have chosen to include data on as many industry tire sizes as possible. Particular sizes may not be currently available from Michelin. It is advised that all critical data be verified with your Michelin representative prior to making final tire selections. The data contained herein should be used in conjunction with the various standards ; T&RA1, ETRTO2, MIL-PRF- 50413, AIR 8505 - A4 or with the airframer specifications or military design drawings. For those instances where a contradiction exists between T&RA and ETRTO, the T&RA standard has been referenced. In some cases, a tire is used for both civil and military applications. In most cases they follow the same standard. Where they do not, data for both tires are listed and identified. The aircraft application information provided in the tables is based on the most current information supplied by airframe manufacturers and/or contained in published documents. It is intended for use as general reference only. Your requirements may vary depending on the actual configuration of your aircraft. Accordingly, inquiries regarding specific models of aircraft should be directed to the applicable airframe manufacturer.
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