by Chad Trautvetter

and expected to fly the twin- engine (VLJ) by fter a few turbulent years, the business aviation industry is July. However, a nosewheel again strong and healthy, which is reflected by the unprece- shimmy problem occurred dur- dented number of new business in the works. Last ing high-speed taxi trials, de- year, there were 24 new aircraft in development or flight test; laying first flight until at least athis year there are 35 business aircraft in those categories. last month, if not this month. A majority of the new designs are clean-sheet aircraft, which typically To resolve the issue, ATG early A700 consume more money and time than originally estimated. This is evident last month installed a new nose by the many delays in schedules at established and start-up manufactur- landing gear fitting, which was slated to be tested during more ers alike. However, the start-ups are more vulnerable to these delays, taxi trials last month. which could cause funding to run out or cause new investors to get weak The Williams FJ33-4-17M- knees. This is the case for Safire Aircraft, which closed its doors in June powered Javelin will then be last year after exhausting its available funding to develop the S-26 very cleared for first flight following light jet, prompting us to put the S-26 “on the shelf” for the time being. successful taxi tests with the Speaking of very light jets, the first in this new class of aircraft– new nosewheel configuration. the Eclipse 500–is expected to receive FAA approval by next summer. The Certification is still slated for service entrance of VLJs will be a watershed event for business aviation. late 2007, with deliveries of the $2.795 million jet to follow im- Not included in this report are aircraft programs put on hold or those mediately. ATG says it has or- that have made no measurable progress in the past year. In this report, ders for nearly 100 Javelins. AIN presents an overview of the latest business aircraft designs, including those certified in the last year, in flight-test or in development. Avocet

Aerion SSBJ ProJet–Israel Aircraft Industries (IAI) of Tel Aviv and Avocet Air- Adam Aircraft the A700 pressurization and en- According to the company, craft of Westport, Conn., are still vironmental control test sys- the $80 million SSBJ will have a reported to be partners in the de- A700–The A700 is a twinjet de- tems, some of which are cur- range exceeding 4,000 nm and a velopment, certification and pro- rivative of the Englewood, Colo. rently being tested. balanced field length of less than duction of the proposed very company’s A500 centerline-thrust Certification and first deliver- 6,000 feet (ISA, sea level). light ProJet. However, negotia- piston twin. Adam Aircraft has ies are planned for the middle of Aerion says its focus on aerody- tions with a third partner–an “es- said that certification of the next year–nearly two years be- namic efficiency results in an tablished U.S. business aviation A700 would lag about 12 yond the originally planned cer- SSBJ with a 90,000-pound mtow, OEM”–that were under way ear- months behind that of the A500, tification target of last December. which not only reduces costs but lier this year for “product support which received provisional FAA The price of the A700 has sur- also aids in mitigating the super- and ProJet final assembly” certification (with many restric- passed the $2 million mark, and sonic boom signature. haven’t yielded any results. IAI tions) in May. A nonconforming the twinjet’s order backlog now Further, it claims that the has repeatedly told AIN that such A700 prototype has been flying sits at about 115 aircraft–40 from operating cost per nautical mile an agreement with a third party since July 2003, logging nearly individual owners and 75 from for the Aerion SSBJ will com- would be the first step toward of- 300 flight hours, and two con- air-limo start-up Pogo. pare favorably with that for ficially launching the twinjet pro- Javelin forming twinjets are expected to large subsonic jets, and to be gram. The certification goal for take to the skies by year-end. Aerion only marginally higher than that the $2 million ProJet is mid- Adam said that S/N 002, the of super-midsize jets with simi- 2007, and an engine for the twin- aerodynamics and engine test SSBJ–Reno, Nev.-based Aerion lar range and cabin volume. jet has yet to be selected. aircraft, is taking shape and is unveiled its supersonic business Additionally, Aerion said the jet scheduled to start flying before jet (SSBJ) program amid fanfare will be able to fly economically Bell/Agusta Aerospace next month’s NBAA Conven- at last year’s NBAA Convention in either the high-subsonic or tion, while S/N 003 (systems in , saying the natural- supersonic speed range. BA609–The civil tiltrotor re- test aircraft) could join the test laminar-flow-wing aircraft could turned to flight status on June 3 fleet in the fourth quarter. The be in service by 2011. In the fol- Aviation after a two-year hiatus, when first customer A700 (S/N 004), lowing nine months, Aerion Technology Group BA609 S/N 001 made an 80- which is expected to roll off the conducted market research for minute flight at Bell’s XworX production line early next year, the Mach 1.6 twinjet and found Javelin–With the look of a center near Fort Worth, Texas, will perform function and relia- that there is indeed sufficient de- fighter, the tandem two-seat on June 3. While the BA609 first bility testing. mand to proceed with develop- Javelin surely isn’t the typical flew in March 2003, the first Recent A700 milestones in- ment of the airplane. . But Aviation Tech- flight-test phase lasted only until

BA609 clude structural-loading analy- The market research report, nology Group (ATG) of Engle- the following June, after which sis, preliminary rotor-burst anal- released in June, shows a de- wood, Colo., is marketing the the aircraft was disassembled ysis, static testing and ground mand for 220 to 260 Aerion Javelin Executive as a business and meticulously inspected. vibration testing of the A700 air- SSBJs over a 10-year period, jet that can fly at up to Mach This second flight-test phase frame. Earlier this year, Adam with approximately 20 percent 0.92, a hair above top speed for will not only be longer but will built a belly pod that can store of sales coming from the frac- the Cessna Citation X. also involve expanding the flight 100 gallons of fuel and installed tional market. Production over a About a month after the envelope on the powered-lift air- it on S/N 001. It has also fin- 20-year program life could ex- first prototype rolled out on craft. But it didn’t take Bell’s ished design and subassembly of ceed 500 aircraft, Aerion said. May 5, ATG began taxi testing flight-test pilots long to have the

22aaAviation International News • October 2005 • www.ainonline.com tiltrotor flying in full-airplane service next year, the 40XR will Rockwell Collins Pro Line 21 be dedicated to certification ef- mode–this milestone was ac- have improved hot-and-high and integrated avionics system, as forts–the Mustang prototype complished in late July. The air- time-to-climb performance and well as other improvements. and S/Ns 0001 and 0002. craft reached a speed of 140 reduced flight time en route. For The CJ2+ is expected to receive The Citation Mustang, an- knots, about half of its predicted example, Bombardier said, tak- FAA approval soon, with first nounced at the 2002 NBAA Vne in full-airplane mode. ing off from Jackson Hole, deliveries to follow by early Convention, is powered by a Meanwhile, functional test- Wyo., at 28 degrees C, carrying next year. pair of Pratt & Whitney ing and instrumentation checks six passengers and full fuel, the Its upgraded Williams-Rolls PW615F . In the cock- M g for BA609 S/N 002 are already Learjet 40XR will be able to fly FJ44-3A-24 turbofans offer pit is a Garmin G1000 avionics ustan under way at project partner 936 nm farther than the Learjet better hot-and-high performance system. Both the engines and AgustaWestland in Italy. Ground 40. The 40XR will also require and improved efficiency over avionics are progressing on runs and shakedown trials were just 23 minutes to reach FL430 the original CJ2’s 2,400-pound- schedule and are expected to scheduled to start last month, after takeoff from a hot-and- thrust FJ44-2C turbofans. The receive their respective FAA with S/N 002 expected to fly high airfield. -24 variant is a derated, 2,400- approvals by next fall. by year-end. The Canadian manufacturer pound-thrust version of the FAA, EASA and Brazilian A Bell/Agusta spokesman accomplished these improve- engine found on the CJ3. Ab- certification of the 340-knot would not disclose the latest ments by powering the Learjet sent on both the CJ1+ and CJ2+ Mustang is expected late next price for the civil tiltrotor, but it 40XR with the Honeywell are the thrust attenuators found year. Cessna reports firm orders most likely will be more than TFE731-20-BR, the same tur- on their predecessors. Other for more than 230 of the very the previously announced $10 bofan that powers its sibling, improvements include beefier light jets, with the backlog ex- million to $12 million esti- the Learjet 45XR. At $8.2 mil- brakes on the CJ2+. tending to at least 2009. mated figure. Additionally, the lion, the Learjet 40XR will cost company has declined to talk $400,000 more than a compara- Citation CJ3–Cessna announ- Dassault about the order book for the bly equipped Learjet 40, which ced the CJ3 at the 2002 NBAA convertiplane. FAA/EASA cer- will remain in production. Convention as a follow-on to its Falcon 7X–In July a second tification is slated for 2008. Learjet 40 operators will be successful CitationJet family. Falcon 7X joined the flight-test CJ1+ able to upgrade to the XR ver- The CJ3, which first flew in fleet just two months after the Bombardier sion through engine and air- April 2003, received FAA ap- first Falcon 7X made its maiden frame Service Bulletins avail- proval in October last year and flight on May 5. Both of the Global Express XRS–An- able later this year. entered service last December. 5,700-nm-range have nounced at the 2003 NBAA The eight-passenger CJ3, been flying almost daily from Convention, the Global Express Cessna which is three feet longer than Dassault’s flight-test center in XRS is the next generation of the CJ2, has more powerful Wil- Istres, France. The aircraft will Bombardier’s super-large, long- Citation CJ1+–An improved liams FJ44-3A engines and a accumulate approximately 1,200 range business jet. The deriva- version of the CJ1 announced full-feature Rockwell Collins Pro flight test hours before the ex- tive model, which will replace at last year’s NBAA Conven- Line 21 integrated avionics suite. pected FAA and EASA certifi- the existing Global Express, of- tion, the CJ1+ incorporates Designed for single-pilot op- cation late next year. fers cabin upgrades and pro- many of the refinements built eration, the $6.065 million CJ3 At press time, Falcon 7X vides greater range at high into the CJ3, including the has a maximum cruise speed of S/N 003 was undergoing pre- speed, improved takeoff perfor- larger aircraft’s more feature- 417 knots and an NBAA IFR test-flight checks and was mance, fast fueling capability laden version of the Rockwell range of 1,774 nm with two slated to begin flying by this and the new Bombardier en- Collins Pro Line 21 integrated crewmembers and six passen- month. This aircraft will be out- Falcon 7X hanced vision system as stan- avionics system, in addition to gers. The CJ3 can climb di- fitted with a full interior and dard equipment. other improvements. The $4.095 rectly to its 45,000-foot ceiling, will be used for long-range and First green deliveries are ex- million CJ1+, which received even at its 13,870-pound mtow. endurance tests, in addition to pected by year-end, though the FAA approval earlier this year, interior sound level validation. XRS isn’t expected to enter ser- made its on Oc- Mustang–The $2.395 million, Dassault has completed test- vice until the first quarter of tober 8 last year. six-seat Citation Mustang, one ing for all of the modes of the next year. The new model has On the inside, the CJ1+ re- of the most anticipated very 7X’s fly-by-wire controls, in- replaced the Global Express. ceived a makeover, including light jets, is now in flight test- cluding reversionary modes. The With the addition of a new LED lighting, updated cabin ing. On April 23 the Mustang airplane has also landed using forward fuel tank in the seats, modern cabinetry styling, prototype made its maiden fly-by-wire back-up modes. wing/body fairing, the XRS a more refined cabin overhead flight, and it has since logged Meanwhile, the static and fa- will be able to carry up to 1,486 and new manual window shades. more than 230 flight hours. To tigue test 7X airframe has been pounds more usable fuel, allow- It also has upgraded Wil- date, the prototype has com- undergoing tests at the Toulouse ing it to fly 6,500 nm at Mach liams-Rolls engines, in the pleted envelope expansion and Aeronautical Test Center in Tou- 0.82, 6,150 nm at Mach 0.85 or form of two FADEC-equipped the initial development of air- louse, France, since March. 5,450 nm at Mach 0.87. The 1,941-pound-thrust FJ44-1AP craft systems and aerodynamic All static and fatigue tests new aircraft will also come turbofans that replace the -1As flight characteristics. will be accomplished using one Falcon 900DX with a 7,800-pound completion on the CJ1. On August 31 the first pro- test article. After fatigue testing, allowance–nearly 2,000 pounds duction Citation Mustang (S/N the engineers will focus their at- higher than originally expected. Citation CJ2+–Also unveiled 0001) joined the flight-test fleet, tention on static trials, testing the at last year’s NBAA show, the and a third aircraft is expected to airframe up to the design and ul- Learjet 40XR–Bombardier in- CJ2+ improves upon the CJ2. come on line soon. S/N 0001 will timate load limits. Wing flexing troduced this derivative of the Like the CJ1+, the $5.525 mil- be used primarily for avionics at the tips has reached one meter Learjet 40 at last year’s NBAA lion twinjet comes with a more development and certification. (3.28 feet) but will increase to Convention. Scheduled to enter feature-laden version of the In all, three Mustangs will Continued on next page u

www.ainonline.com • October 2005 • Aviation International Newsaa23 uContinued from preceding page mond’s facilities in London, Ontario, for 1,608 nm, an mtow of 7,050 pounds and a 1.8 meters (5.91 feet) during ultimate-load final assembly and subsequent first flight. 28,000-foot ceiling. static trials. According to the company, all flight-test ar- Brazilian certification is scheduled for Deliveries of the $37.15 million Falcon ticles will also be assembled and flight next July, a one-month delay from earlier es- 7X are expected to start late next year. tested in London. timates. The P&WC PT6A-powered single Diamond Aircraft North American divi- is also being offered as an uncertified, kit- Falcon 900DX–On May 13, just eight days sion president Peter Mauer told AIN that built airplane at $1.2 million. “Customers after the Falcon 7X first took to the skies, D-Jets will most likely be assembled in may build their 51 percent of the aircraft the Falcon 900DX made its maiden voy- , with several places within only in our facility, and we’ll watch the age from Dassault’s Istres flight-test cen- Canada and the U.S. on the short list. He process very closely,” said Epic president E 0 clipse 50 ter. The $31.95 million , launched in added that full-rate production of the Rick Schrameck. “This will help us learn May last year at the European Business Williams FJ33-powered jet single could be and improve our production process for the Aviation Convention & Exhibition, re- as high as 200 aircraft per year. certified airplane.” However, the first kit places the Falcon 900C. According to Mauer, Diamond will an- Epic LT has been built but not delivered The 900DX will be able to fly more nounce an avionics selection soon, with since the FAA is probing the legality of the than 4,100 nm (200 nm more than the -C) the Honeywell Apex and Garmin G1000 company’s “builder assistance” center. with the larger cabin of the 4,500-nm systems known to be in the running. Dia- The company claims it has logged or- 900EX. This range enables the 900DX to mond said it has firm orders for 123 exam- ders for more than 50 of the certified tur- fly nonstop between such city pairs as ples of the “under $1 million” very light boprop singles. Geneva and Detroit, New York and Athens jet, which is expected to receive FAA certi- or Chicago and Rome. fication in the second half of 2007. A D-Jet Epic Jet–Epic Aircraft parent company Like the 7X, the 900DX will sport the mockup will be unveiled soon and is ex- Aircraft Investor Resources (AIR) and Re- Honeywell/Dassault EASy flight deck. pected to be at next month’s NBAA Con- public of Georgia-based Tbilisi Aviation Other features of the 900DX include a vention in Orlando, Fla. Machine (TAM) are joining forces to build more efficient version of the Honeywell this $2 million very light jet. Under the TFE731-60 engine, lightened structures Embraer partnership, Epic Aircraft and TAM will E t and several system modifications. In addi- co-produce the twinjet–Epic at its new mbraer Light Je tion, the new -DX will have better short- VLJ–In May, Embraer threw its hat in the 90,000-sq-ft Bend, Ore. facility and TAM field performance than the 900EX. FAA/ ring to manufacture a very light jet. How- at a plant in Tbilisi, Georgia. EASA certification and first deliveries of ever, with service entry targeted for mid- TAM will market the all-composite, six- the trijet are expected by year-end. 2008, the Brazilian airframer’s $2.75 mil- seat VLJ as the Tam-Air Jet in Eastern Eu- lion VLJ is getting a late start in this rope and Asia, while the U.S.-based start- Eclipse crowded market segment, though its cabin up will sell it as the Epic Jet in the Ameri- size and preliminary performance numbers cas and Western Europe. The Williams Eclipse 500–Eclipse made a false start when could give the twinjet an edge. FJ33-4-powered twinjet shares 80-percent it first flew a Williams EJ22-powered Eclipse Embraer’s as-yet-unnamed VLJ will be commonality with the Epic LT turboprop 500 (S/N 100) twinjet in August 2002. The powered by two dual-FADEC PW617Fs single, including the Garmin G1000 cock- company subsequently severed ties with (flat rated at 1,615 pounds of takeoff pit avionics. Williams, and in February 2003 Eclipse thrust), which are scheduled for certifica- First flight of the twinjet has been de- chose the Pratt & Whitney Canada PW610F tion in the fourth quarter of 2007. The VLJ layed from this past summer to the fourth to power a slightly redesigned Model 500. is a straight-wing design that will be able to quarter due to “manpower shortages.” De- S/N 100 flew with interim engines in mid- carry up to eight people, including the spite this slippage, the company said certifi- 2003 for aerodynamics and systems testing pilot. With four people on board, the jet cation of the Epic Jet remains on schedule Embraer VLJ before the prototype logged 54 hours and will have a range of 1,160 nm (NBAA IFR for late next year or early 2007. was retired in October that year. reserves with 100-nm alternate) and a max- However, because the FAA certification On December 31, the first PW610F- imum operating speed of Mach 0.70. branch is “so backed up,” Epic plans first to powered Eclipse 500 (N503EA) achieved The VLJ will have a high-speed cruise gain approval for the Epic Jet from - its maiden flight–on schedule to the exact of 380 knots, and its 5-foot 1-inch-wide ian authorities and then seek reciprocal day. Since then, five production-conform- cabin is wider than that of both the Cessna FAA consent. ing Eclipse 500s–including two beta test Mustang and CJ1. Its 4-foot 11-inch cabin airplanes that will be used as lead-the-fleet height also exceeds that of the Cessna VLJ Evektor airplanes–have entered the flight-test fleet. and light jet. The latest aircraft to come on line was EV-55–Czech aircraft designer and manu- N506EA, which first flew on August 24. Light jet–Also unnamed and announced in facturer Evektor-Aerotechnik, best known However, several of these test aircraft en- May, Embraer’s light jet–slated to enter ser- for a line of light piston singles, is going tered the flight-test fleet behind schedule, vice in mid-2009–will compete directly full steam ahead with an unpressurized and Eclipse failed to meet its 500-flight- with the Cessna CJ3 and Encore; Raytheon twin turboprop. hour target in August; in fact, at press time Premier I and Hawker 400XP; and Learjet The Czech government is financing part it had logged about 300 hours. Another snag 40. Embraer’s nine-seat, swept-wing light of the development of the EV-55 utility air- came early last month, when N505EA–one jet will be powered by two Pratt & Whitney craft, though this is no guarantee that the Epic LT of the beta test aircraft that was also pressed Canada PW535Es flat rated at 3,200 program is on a solid financial footing. into flight testing to help meet next month’s pounds of thrust each. Evektor said the $1.7 million airplane is 750-hour target–landed gear up. Eclipse Carrying six people, the $6.65 million expected to sell as an alternative to turbo- subsequently announced that the incident jet will have an NBAA IFR range of 1,800 prop singles such as the Cessna Caravan. was caused by pilot error. nm at Mach 0.78. The light jet will have a Powered by two PT6A-21 engines, the At this time it’s unknown whether high-speed cruise of 450 knots, 45,000-foot aircraft will cruise at 229 knots with a max Eclipse will be able to meet its 750-hour ceiling and 3,700-foot balanced field load of 14 passengers. Balanced field goal next month, but a spokesman main- length. Embraer’s light jet will share the length–at both paved and unpaved run- tains that FAA certification is on schedule to same cabin width and height as its VLJ sib- ways–is projected to be 2,300 feet. conclude in March. Eclipse says it holds ling, though the overall cabin will be The EV-55’s cabin, which will measure firm orders for more than 1,550 of the $1.395 smaller than the Premier I’s and the same 14.8 feet long, 5.25 feet wide and 4.5 feet million very light jets, in addition to options size as the Learjet 40’s. high, can be outfitted in a cargo, passenger on another 725. or cargo/passenger configuration. Epic Aircraft The Czech Republic-based company is Diamond Aircraft “setting up Evektor Aircraft in Canada to Epic LT–The Pratt & Whitney Canada market and assemble all future aircraft D-Jet–At press time, Diamond Aircraft was PT6-67A-powered Epic LT prototype has models for the North and South American Epic Jet preparing its single-engine D-Jet for first logged more than 250 hours since it first markets.” Evektor-Aerotechnik anticipates flight this month. Aircraft subassemblies flew in July last year. The all-composite, FAA and EASA certification of the EV-55 were built at the company’s Tussenhausen, $1.9 million turboprop single has a top by late 2008. Germany headquarters and shipped to Dia- speed of 350 knots, an NBAA IFR range of Continued on page 26 u

24aaAviation International News • October 2005 • www.ainonline.com uContinued from page 24 $2.2 million turboprop, which will be pow- 2002 NBAA Convention to replace its light Eviation Jets ered by one 850-shp Pratt & Whitney jet sibling. The first G150 was originally Canada PT6A-60A, is slated for late 2007 slated to fly last November, but Gulfstream EV-20 Vantage–Real-estate developer Matt or early 2008, with deliveries to begin added about six months to the program in Eller, who acquired the intellectual prop- sometime in 2008. 2003, delaying first flight until this past May. erty of bankrupt VisionAire in October Preliminary specifications and perfor- Adhering to this new schedule, the first 2003 for $441,000, earlier this year re- mance include a 5,954-pound mtow, 324- G150, S/N 201, flew its maiden voyage on vealed his plans to make a $2 million to knot max cruise speed, 35,000-foot ceiling May 3. Since then, the twinjet has flown $2.5 million twinjet version of the formerly and 828 nm IFR range with a full 800- some 70 flights, accumulating more than single-engine VisionAire Vantage. pound “executive payload.” 250 flight hours. According to Gulfstream, Eviation Jets has established operations the aircraft’s dispatch reliability has en- E e V-20 Vantag in the U.S. and Brazil, and it has an eight- to Grob abled pilots to fly two test flights per day on 10-seat twinjet version of the Vantage, many of the days the aircraft has been dubbed the EV-20, on the drawing boards. G140TP–Grob’s unpressurized G140TP scheduled to fly. The single-engine Vantage prototype turboprop single program has been put on On September 6, the second, and final, (now designated the EV-10) that was part the back burner due to slow sales and a G150 flight-test aircraft joined the fleet. of the VisionAire purchase was flown to higher priority placed on the German man- Gulfstream will use this second aircraft for Brazil last November and was studied by ufacturer’s new twinjet program (see function and reliability testing. an engineering team headed by Guido Pes- below). As such, certification of the all- FAA certification of the $13.5 million sotti, an aeronautical engineer who led composite G140TP has been pushed from aircraft is expected in January, with deliver- Embraer’s aircraft development programs this summer to the second half of next year. ies slated to start in the third quarter of next from the EMB-110 Bandeirante to the ERJ The sole G140TP test aircraft, powered year. At the 2002 NBAA Convention, frac- 145 . by a 450-shp Rolls-Royce 250-B17F turbo- tional operator NetJets announced a firm Pessotti, the president of Eviation’s prop, has accumulated more than 250 hours order for 50 G150s and options for 50 more. Brazilian division, and his “highly experi- since its first flight in December 2002. A $1.2 enced” team have begun building a conform- million derivative of the aerobatic two-seat G350–The $27.5 million G350 was de- ing EV-20 prototype, which is expected to fly G120 piston single, the four-seat G140TP signed to fill the niche left by the phaseout in February. The EV-20 will be powered by maintains the G120’s aerobatic capabilities, of the G300 and G400. Its flight deck fea- Sport-Jet two 2,100-pound-thrust Williams FJ44-1AP making it well suited to the training role. tures are similar to those in the long-range turbofans mounted externally near the tail. G450, including the PlaneView cockpit in- The company has not yet selected the avion- G160 Ranger–Certification of Grob’s seven- tegrated avionics suite originally developed ics for the twinjet, though it has said the air- seat G160 Ranger turboprop single has been for the ultra-long-range G550. Available as plane will have a glass cockpit. delayed from this past summer to the mid- options on the G350 are the head-up display Three or four EV-20s will participate in dle of next year to incorporate a new inte- by Honeywell, along with the Gulfstream/ flight testing, culminating in expected Brazil- rior design and aerodynamic refinements. Kollsman enhanced vision system (EVS). ian and FAA certification in 2007. Eviation The improvements, announced in late June, Thanks to a reduction in the amount of would not disclose its order backlog. include the addition of winglets and “other electronics storage space aft of the cockpit refinements” that provide optimal perfor- bulkhead, the G350’s cabin is more than 40 Excel-Jet mance across the flight envelope. feet long and can accommodate up to 16 Inside, the new G160 interior design passengers in three distinct seating areas. Sport-Jet–In April Springs, sports leather seats similar to those of the The typical cabin layout will have the galley Colo.-based Excel-Jet changed powerplants Grob SPn Utility Jet unveiled at the Paris Air and lavatory located in the rear of the air- for its single-engine Sport-Jet from the Pratt Show in June (see below). The Ranger, plane, but there are five optional floor plans, & Whitney Canada PW615F to the 1,500- which is powered by a single 850-shp Pratt two with aft galley configurations and three pound-thrust Williams FJ33-4A. Three & Whitney Canada PT6A-42A, will cruise with forward galley configurations. There is G160 Ranger months later, in July, the completed proto- at 270 knots and offer up to 2,200 nm range. also an option for a forward lavatory and re- type rolled out and was expected to fly freshment area for the flight crew. within a month. G180 SPn Utility Jet–Unveiled at the The 3,800-nm-range G350 received FAA However, at press time first flight of the Paris Air Show in June, this $7.1 million approval late last year, and customer deliv- Sport-Jet had yet to happen, and company (E5.8 million), 10-seat jet is the Tussen- eries began in the third quarter. officials failed to return repeated telephone hausen, Germany-based company’s first calls and e-mails asking for an explanation foray into -powered aircraft. The Honda of this latest delay. First flight was origi- light jet, powered by a pair of 2,800-pound- nally expected late last year, but Sport-Jet’s thrust Williams FJ44-3A turbofans, flew HondaJet–While Honda still maintains supplier in Poland was “severely behind just one month after it was unveiled. that it currently has “no business plan” for schedule” in delivering a set of composite Grob’s all-composite twinjet is billed as its six- to eight-place very light twinjet, the wings for the airplane, delaying the pro- “combining the performance and passenger Japanese company certainly sent a mixed gram by more than six months. comfort of a light business jet with the op- message when it put the airplane on public Certification of the four-place, $1 mil- erational versatility of a turboprop.” The display for the first time in late July at EAA lion Sport-Jet is pegged for 20 to 24 13,889-pound-mtow SPn will have a range AirVenture in Oshkosh. This caused ram- months after first flight. The company of 1,800 nm with six passengers and a pant speculation that Honda would an- G1 et 80 SPn Utility J claims it has developed a patented emer- maximum payload of 2,491 pounds. Its nounce production plans for the VLJ at gency parachute recovery system for the normal cruise speed will be 375 knots, ris- next month’s NBAA show, though a VLJ single, though it has yet to release any ing to a max cruise of 407 knots. spokesman has since quashed such chatter. details about this proprietary system. The aircraft’s flight deck will include a The GE/Honda HF118-powered twinjet Honeywell Apex integrated avionics suite has been flying since Dec. 3, 2003, logging Farnborough complete with two 15-inch LCD primary more than 156 hours at up to 43,000 feet flight displays, two 10-inch multifunction and 393 knots. What makes the HondaJet F1–Farnborough Aircraft commercial di- displays, TAWS and EGPWS. Notably, this particularly unusual is its over-the-wing en- rector Richard Blain recently told AIN that selection makes the SPn the first jet appli- gine configuration. With no carry-through the British company now “has adequate cation for Apex. structure needed in the aft fuselage for its funding for its current activities,” giving EASA certification–under Part 23 com- engine pylons, this configuration allows a new life to the F1 turboprop single pro- muter rules–is expected in the first quarter full-width cabin farther aft, maximizing in- gram. Work on the Farnborough F1 has of 2007, with FAA Part 23 certification and terior dimensions. The fuselage is made of been stalled over the past several years be- first deliveries slated for the following sec- composite material, while the wings and cause of funding issues, which is not un- ond quarter. empennage are aluminum. common for start-up manufacturers. Preliminary specifications include a Blain said that a prototype of the all- Gulfstream 9,200-pound mtow, 420-knot cruise speed, G150 composite, seven-seat aircraft will be built 44,000-foot ceiling and an NBAA IFR range in time for first flight later this or early next G150–Gulfstream unveiled this derivative of Continued on page 30 u year. FAA and EASA certification of the the G100 (formerly the Astra SPX) at the Charts on page 28 u

26aaAviation International News • October 2005 • www.ainonline.com IN DEVELOPMENT IN FLIGHT TEST CERTIFIED 28 Note: All data supplied by respective manufacturers. Data for aircraft in flight test and in development is preliminary andsubject tochange. testandindevelopmentNote: ispreliminary All datasuppliedbyrespective manufacturers. inflight Datafor aircraft M Kunovice, CzechRepublic Evektor São Paulo,Brazil Embraer São Paulo,Brazil Embraer Wiener Neustadt,Austria Diamond Aircraft Westport, Conn. Avocet Englewood, Colo. Aviation Technology Group Reno, Nev. Aerion Naples, Italy V San Antonio,Texas Sino Swearingen Wichita, Kan. Raytheon Aircraft Wichita, Kan. Raytheon Aircraft Wichita, Kan. Raytheon Air Sandpoint, Idaho Quest Aircraft Genoa, Italy Piaggio Bangalore, NAL Prague, CzechRepublic Ibis Aerospace Greensboro, N.C. Honda Savannah, Ga. Gulfstream Aerospace Tussenhausen, Germany Grob Tussenhausen, Germany Grob T Grob Las Vegas, Nev. Epic Aircraft A Eclipse Aviation Merignac, France Dassault Aviation Merignac, France Dassault Aviation Wichita, Kan. Cessna Aircraft Wichita, Kan. Cessna Aircraft Fort Worth, Texas B Fort Worth, Texas B , Colo. Adam Aircraft Wichita, Kan. Raytheon Aircraft S Gulfstream Aerospace W Cessna Aircraft Wichita, Kan. Cessna Aircraft Las V T Las Vegas, Nev. Supersonic AerospaceIntl. Farnborough, UK Farnborough Air Monument, Colo. Excel-Jet Ames, Iowa Eviation ussenhausen, Germany am-Air/Epic Aircraft ulcanair anufacturer ombardier ell/Agusta Aerospace avannah, Ga. lbuquerque, N.M. aaAviation International News •October2005 •www.ainonline.com ichita, Kan. egas, Nev. craft craft BASIC DATA Hawker Horizon Hawker 800XPi EV F C G160 Ranger Learjet 40XR Ae270 Spirit Citation CJ3 alcon 900DX Eclipse 500 Premier 1A itation CJ1+ G180 SPn F HondaJet -20 V Utility Jet Sport-Jet M Light Jet VF600W Avanti II G140TP Epic Jet alcon 7X Epic LT SJ30-2 Javelin C90GT Kodiak BA609 Model ProJet EV QSST Saras SSBJ G350 G150 D-Jet A700 C ustang VLJ F1 J2+ -55 antage Super-midsize jet Very lightjet Very lightjet V Very lightjet Very lightjet V Very lightjet Very lightjet Very lightjet V Very lightjet Midsize jet Midsize jet T T Turboprop Turboprop Turboprop Turboprop Turboprop T T Turboprop Turboprop er er lightjet ery C Light Jet L L Large jet urboprop urboprop urboprop urboprop Light jet Light jet L L Light jet L Light jet Tiltrotor ategory arge jet arge jet y lightjet y lightjet ight jet ight jet ight jet SSBJ SSBJ c N rew+pax 2+14 2 2 2+14 3+19 2+12 2+12 2+12 1+10 2+15 1+12 umber 1+9 2+9 1+9 1+7 2+8 1 1+6 1+3 1+5 1+5 1 1 2+7 2+9 2+5 2+8 1 1+6 1+6 1+3 1+9 1+8 1+7 1+4 1+5 1+1 1+7 1+7 +19 +19 +9 +5 +8 +7 10/16/04 12/31/04 1 1 11/30/00 5/29/04 7/25/00 12/3/03 7 3/29/04 12/2/02 4 7/27/03 8/11/01 4/30/03 4/17/03 12/4/02 0/12/04 0/12/04 5/3/05 7/9/04 3/7/03 4Q/05 4Q/05 3Q/05 3Q/05 10/05 /20/05 /23/05 2005 2011 2006 2008 2005 2005 2005 fl 3/05 5 5 2/06 F N/A N/A N/A ight /05 /05 irst mid-2006 late 2007 late 2006 12/23/04 10/15/04 11/1/04 6 TIMELINE 2Q/06 4Q/05 3Q/05 1 1Q/06 4 4 4 4Q/07 4Q/06 4Q/05 3Q/05 12/07 C /17/05 2006 2 2006 2008 2006 2007 2013 2007 2007 2007 2010 2005 2005 2005 d 7/06 N/A N/A N/A N/A Q/07 Q/05 Q/06 Q/05 006 ert. ate F FAR/JAR 23 F F FAR/JAR 23 FAR/JAR 23 FAR 21.17B AR/JAR 23 AR/JAR 25 AR/JAR 25 CAR 4b FAR 23 FAR 23 FAR 25 F F FAR 23 FAR 23 F F FAR 23 FAR 23 FAR 25 FAR 25 FAR 23 F FAR 23 F F FAR 23 F F FAR 23 FAR 23 F FAR 23 F F FAR 23 CAR 3 b AR 23 AR 23 AR 23 AR 23 AR 23 AR 25 AR 23 AR 23 AR 23 AR 23 AR 25 AR 23 C N/A N/A asis ert. mid-2006 mid-2009 mid-2008 late 2007 late 2006 11/13/04 d 2Q/06 2 3Q/06 1Q/06 4 4 4 4Q/05 2Q/05 4 4Q/08 4Q/05 3Q/05 elivery 12/05 12/07 2005 2006 2 2006 2008 2006 2007 2013 2008 2007 2007 2007 2007 2010 2005 2005 2006 F N/A Q/07 Q/05 Q/06 Q/05 Q/05 006 irst Rolls-Royce Rolls-Royce Honeywell Honeywell H Honeywell GE-Honda W Williams Williams Williams Williams Williams Williams Williams W W Williams Williams oneywell E P&WC P&WC P&WC P&WC P&WC P&WC P&WC P&WC P&WC P&WC P&WC P P P&WC P&WC Walter P&W ngine illiams illiams illiams &WC &WC N/A N/A N/A m fr TFE731-40AR-200G Tay Mk611-8C(2) TFE731-20-BR (2) TFE731-5BR (2) FJ33-4-17M (2) F T M601F-11 (1) PT6A-66B (2) PT6A-66A (1) PT6A-66A (1) PT6A-42A (1) PT6A-67A (1) PT6A-67A (2) PT6A-135 (2) JT8D-219 (2) 250-B17F (1) F FJ44-1AP (2) J44-3A-24 (2) P PW308A (2) PT6A-34 (1) PW535E (2) PW617F (2) PW610F (2) P FE731-60 (3) FJ44-2A (2) FJ44-2A (2) F FJ33-4A (2) FJ44-3A (2) J44-1AP (2) FJ33-4 (2) FJ33-4 (1) HF118 (2) J44-3A (2) ( W307A (3) W615F (2) FJ33 (1) number) PT6 (1) N/A (2) N/A (2) N/A (2) E POWERPLANT ngine (2) E 4Q/07 1Q/06 1Q/06 10/07 10/98 10/98 2 2004 2004 2005 2000 2004 2002 2006 2005 2 1999 1987 1 2 2 2 2005 2001 2004 c ngine 9/97 9/97 9/04 7/04 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A ert. 005 005 995 005 006 005 M 1,000 shp 1,583 shp 1,200 shp 1,940 shp 1,630 shp 1,583 shp 1,029 shp (1,201 lb) (850 shp) (850 shp) (850 shp) 18,000 lb 13,850 lb ( 1 1,560 lb 1,560 lb 2,100 lb 3,200 lb 1,615 lb 1,400 lb 1,350 lb 1,700 lb 2,300 lb 2,300 lb 4,660 lb 1,670 lb 4,420 lb 2 5 6 1 2 3,500 lb 6,900 lb 2,780 lb 1 850 shp 777 shp 550 shp 550 shp 450 shp derated) ax power 900 lb ,941 lb ,800 lb ,000 lb ,100 lb ,350 lb ,400 lb ,536 lb N/A WEIGHTS PERFORMANCE ORDERS/PRICE

High- Long- Number speed range NBAA IFR BFL Max alt ordered MTOW MLW ZFW BOWMax fuel MMo VMo cruise cruise range (sl,ISA) (cabin alt) (8/05) Price 387 kias 357 kias 41,000 ft 10,700 lb 9,900 lb 8,400 lb 6,890 lb 3,220 lb 0.71M 263 kias 3,260 ft N/A $4.181 million complete (2005 $) 0.68M 0.62M 1,314 nm (8,000 ft) 415 kias 347 kias 45,000 ft 13,870 lb 12,750 lb 20,300 lb 8,640 lb 4,710 lb 0.737M 278 kias 1,875 nm 3,180 ft N/A $6.425 million complete (2005 $) 0.l72M 0.61M (8,000 ft) 476 ktas 459 ktas 45,000 ft 70,900 lb 66,000 lb 49,000 lb 43,000 lb 26,000 lb 0.88M 340 kias 3,800 nm 5,050 ft N/A $27.5 million complete 0.83M 0.80M (6,000 ft) 45,000 ft 37,500 lb 33,500 lb 25,000 lb 22,675 lb 14,600 lb 0.84M 350 kias 470 ktas 430 ktas 3,270 nm 4,509 ft 32 $18.896 million complete (2005 $) (6,000 ft)

340 ktas 41,000 ft 7,650 lb 7,400 lb 7,000 lb 4,860 lb 2,211 lb 0.70M 260 kias N/A N/A 3,400 ft N/A $2.1 million complete (2004 $) 0.59M (8,000 ft) 25,000 ft 16,800 lb 16,800 lb 11,300 lb 11,700 lb 2,500 lb 0.45M 303 kias 275 ktas 250 ktas 512 nm 0 ft 60+ $12+ million (8,000 ft) 464 ktas 430 ktas 51,000 ft 21,000 lb 19,200 lb 16,000 lb 13,718 lb 5,375 lb N/A N/A 1,824 nm 4,680 ft N/A $8.2 million complete (2004 $) 0.81M 0.75M (8,000 ft) 407 kias 353 kias 45,000 ft 12,500 lb 11,525 lb 9,700 lb 7,895 lb 3,930 lb 0.737M 277 kias 1,571 nm 3,420 ft N/A $5.381 million complete (2005 $) 0.71M 0.62M (8,000 ft) 340 kias 298 kias 41,000 ft N/A N/A N/A N/A N/A 0.63M 250 kias 1,150 nm 3,120 ft 230+ $2.553 million complete (2005 $) 0.59M 0.52M (8,000 ft) 51,000 ft 63,700 lb 60,500 lb 39,100 lb 33,100 lb 28,900 lb 0.90M 370 kias N/A 0.83M 5,700 nm 5,200 ft 40+ $37.15 million complete (2004 $) (6,000 ft) 51,000 ft 46,700 lb 42,200 lb 30,865 lb 24,470 lb 18,830 lb 0.87M 380 kias 0.84M 0.75M 4,100 nm 4,890 ft N/A $31.95 million complete (2004 $) (8,000 ft) 41,000 ft 5,640 lb 5,360 lb 4,640 lb 3,590 lb 1,540 lb 0.64M 285 kias 375 ktas N/A 1,280 nm N/A 1,550+ $1.295 million complete (2000 $) (8,000 ft) 28,000 ft 7,050 lb 6,950 lb 3,640 lb N/A 5,650 lb 0.62M 280 kias 350 ktas 300 ktas 1,608 nm 1,600 ft 50+ $1.9 million complete (2005 $) (8,500 ft) 25,000 ft 3,968 lb 3,770 lb 3,527 lb 2,625 lb 1,005 lb 0.50M 230 kcas 220 ktas N/A 1,050 nm 1,870 ft N/A $1.34 million complete (2004 $) (25,000 ft) 25,000 ft 7,275 lb 7,275 lb 5,511 lb 4,124 lb 2,425 lb 0.50M 240 kias 270 ktas N/A 1,800 nm 2,130 ft N/A $2.56 million complete (2004 $) (8,000 ft) 41,000 ft 13,889 lb N/A N/A N/A N/A N/A N/A 407 ktas 375 ktas 1,800 nm 3,000 ft N/A $7.1 million complete (2005 $) (8,000 ft) 473 ktas 430 ktas 45,000 ft 26,000 lb 21,700 lb 17,500 lb 15,100 lb 10,250 lb 0.85M 330 kias 2,700 nm 5,830 ft N/A $13.5 million complete 0.82M 0.75M (8,000 ft) 44,000 ft 9,200 lb 9,200 lb N/A N/A N/A 0.72M 258 kias 405 ktas 383 ktas 1,100 nm N/A N/A N/A (8,000 ft) 8,380 lb N/A N/A 5,080 lb 2,070 lb N/A N/A 270 ktas N/A 1,300 nm N/A N/A 69 $2.195 million complete ( 2004 $)

13,448 lb N/A N/A N/A N/A N/A N/A 300 ktas N/A 756 nm 1,968 ft N/A N/A N/A 41,000 ft 12,050 lb 11,450 lb 9,800 lb N/A N/A 0.70M 260 kias 398 ktas 293 ktas 1,507 nm 2,850 ft 50 $6.195 million complete (2006 $) (6,600 ft) 25,000 ft 6,750 lb 6,690 lb N/A 3,550 lb 2,144 lb N/A 180 kias 190 ktas N/A N/A N/A 13 $1.111 million complete (2005 $) (25,000 ft) 30,000 ft 10,100 lb 9,600 lb 9,212 lb 7,150 lb 2,573 lb N/A 226 kias 272 ktas 196 ktas 900 nm 2,710 ft N/A $2.95 million complete (2005 $) (12,000 ft) 41,000 ft 28,000 lb 23,350 lb 18,450 lb 16,250 lb 10,000 lb 0.80M 310 kias 447 ktas 402 ktas 2,540 nm 5,032 ft N/A $13.15 million complete (2005 $) (7,500 ft) 41,000 ft 12,500 lb 11,600 lb 10,000 lb 8,500 lb 3,670 lb 0.80M 320 kias 451 ktas 369 ktas 1,130 nm 3,792 ft N/A $5.653 million complete (2005 $) (8,000 ft) 485 ktas 447 ktas 49,000 ft 13,600 lb 12,540 lb 10,100 lb 8,000 lb 4,950 lb 0.83M 320 kias 2,500 nm 3,518 ft N/A $5.495 million complete (2004 $) 0.83M 0.78M (1,800 ft) 20,000 ft 8,700 lb 8,201 lb 7,937 lb 4,410 lb 2,293 lb 0.50M 238 kias 183 ktas 166 ktas 880 nm 2,020 ft N/A $1.2 million complete (2004 $) (20,000 ft)

1.6M/ 1.5M/ 90,000 lb N/A 45,100 lb N/A N/A 1.6M N/A 4,000+ nm N/A 60,000 ft N/A $80 million 0.99M .95M 520 ktas 470 ktas 45,000 ft 6,200 lb 6,080 lb 4,170 lb 3,970 lb 1,875 lb 0.925M 500 kias 1,120 nm 2,900 ft N/A $2.795 million complete 0.90M 0.82M (10,000 ft) 41,000 ft 7,160 lb 46,800 lb 5,780 lb 4,580 lb 2,120 lb N/A N/A 350 ktas N/A 1,200 nm 3,000 ft N/A $2 million complete (8,000 ft) 25,000 ft 4,750 lb 4,600 lb 4,080 lb 2,600 lb 1,280 lb N/A 295 kias 315 ktas 240 ktas 1,320 nm N/A 123 $1 million complete (2004 $) (8,000 ft) 41,000 ft N/A N/A N/A N/A N/A 0.70M N/A N/A N/A 1,160 nm N/A N/A $2.75 million complete (2005 $) (8,000 ft) 45,000 ft N/A N/A N/A N/A N/A 0.78M N/A N/A N/A 1,800 nm N/A N/A $6.65 million complete (2005 $) (8,000 ft) 9,700 lb 9,700 lb N/A 5,143 lb N/A N/A N/A 200+ kias N/A 400 nm 1,120 ft N/A N/A N/A 41,000 ft 9,250 lb N/A N/A 5,050 lb 2,340 lb N/A N/A 350 ktas N/A 1,200 nm 2,500 ft N/A $2.5 million complete (8,000 ft) 25,000 ft 4,800 lb 4,500 lb 2,800 lb 3,000 lb 1,200 lb N/A N/A 370 ktas 340 ktas 1,000 nm N/A N/A $1 million complete (7,500 ft) N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A $2.2 million complete

N/A N/A N/A N/A N/A 1.8M N/A N/A N/A 4,000+ nm 8,000 ft 60,000 ft N/A $80 million 41,000 ft 7,550 lb 7,400 lb 3,800 lb N/A 6,050 lb 0.72M 280 kias 420 ktas 390 ktas 1,680 nm 1,850 ft N/A $2 million complete (2005 $) (9,500 ft)

www.ainonline.com • October 2005 • Aviation International Newsaa29 uContinued from page 26 the Ae270HP, to be powered by a PT6- of 1,100 nm. Since Honda has not an- 66A turboprop. nounced any production plans, no estimated At that time the company planned to price has been published. offer three versions of the aircraft, but Ibis eventually decided to focus solely on the Ibis Aerospace pressurized, high-performance, PT6-66A- powered Ae270 Spirit. Ae270 Spirit–Prague, Czech Republic- Ibis expects to deliver 15 aircraft this based Ibis Aerospace recently completed the year, 25 next year and 35 in 2007. All de- Ae270 turboprop single’s flight-test regime liveries are to Ibis distributors, with about as required by the Czech Aviation Authority seven aircraft already designated for end (CAA), making the final certification test users, so a buyer could still take delivery of HondaJet Saras flight on May 10. Additionally, the manufac- an aircraft next year. Base price for an turer has delivered all of the required reports Ae270 commuter is $2.195 million. A typi- to the CAA and FAA, and official certifica- cally equipped Ae270 Spirit with weather tion from both authorities is pending. radar, air conditioning and executive inte- 29 last year. At Aero India 2005 earlier this Collins Pro Line 21 avionics, better perfor- Under development since 1989 and an- rior lists for just under $2.5 million. year, NAL said the twin turboprop pusher mance and new cabin amenities. First de- nounced by Aero Vodochody of the Czech After certification, Ibis Aerospace will had flown “dozens” of test flights. livery of the $5.97 million Avanti II is ex- Republic as the L-270 in 1990, the Ae270 continue to work on enhancing the aircraft. The 13,450-pound-mtow, all-aluminum pected by year-end. was originally envisioned as a medium- Developments are under way to improve airplane is powered by two 850-shp Pratt & New features in the Avanti II include range utility airplane in two versions: a several key performance areas through a Whitney Canada PT6A-66 turboprops. Pre- three 10- by 8-inch LCD flight displays, Czech variant powered by a Walter M601E number of design initiatives. According to liminary performance specifications in- FMS 3000 flight management system, AJS turboprop and a Western variant powered Ibis, extensive market reviews show high clude a cruise speed of 297 knots, max 3000 attitude heading reference system, by a P&WC PT6A-42. market potential for this class of aircraft range of 800 nm (215 nm with 14 passen- 4000A GPS and L-3 Avionics’ GH-3000 First flight of the Czech version was with improved performance. gers), max endurance of six hours and a electronic standby instrument. Optional planned for 1993, but development slowed Part 25 takeoff distance of 1,968 feet. avionics include L-3’s Skywatch HP traffic due to lack of funds. In 1997 Aero NAL Major risk-sharing financial partners in avoidance system and LandMark terrain Vodochody and AIDC of created Ibis the Saras project include India’s Hindustan awareness system. Aerospace as a 50-50 joint venture to de- Saras–This 14-passenger twin-turboprop Aeronautics. NAL plans to obtain Indian The Avanti II also has an engine upgrade velop, manufacture and market the Ae270. pusher–designed for the business, regional certification and begin deliveries in mid- from PT6A-66s to -66Bs, which increases Rollout and first flight of Ae270 ship and corporate shuttle markets–is the first 2007 at the earliest. the long-range cruise speed by 12 knots to one, powered by a PT6A-42, took place in civil transport to be developed in India. 380 knots and ups the Mmo from Mach December 1999 and July 2000, respec- Named after the Indian crane, the Saras is Piaggio 0.68 to Mach 0.70. The upgrade will raise tively. At that time certification was ex- being developed by India’s National Aero- engine temperature limits to permit higher pected in July 2001. In October 2000, Ibis space Laboratories (NAL). Avanti II–After nearly two decades of ser- rpms and consequently improve climb per- announced the introduction of a high-per- Work on the aircraft started in 1991, vice, the Piaggio Avanti is getting a front- formance. The new engines will not be formance version of the model, dubbed though the prototype didn’t fly until May to-back upgrade that includes Rockwell available until early next year, but will be a

30aaAviation International News • October 2005 • www.ainonline.com But unlike the upcoming VLJs, the the lav mirror and into the adjoining cabin. C90GT isn’t equipped with one of the lat- This new baggage area can easily accom- est glass cockpits; instead, it retains the modate larger luggage, such as golf clubs C90B’s Rockwell Collins Pro Line II and large boxes. avionics with two-tube EFIS displays and Deliveries of the $13.45 million twinjet Garmin 400 GPS/moving map. However, were expected to begin last month. Raytheon said it is considering the Pro Line 21 integrated avionics system, which Hawker Horizon–Raytheon finally gain- is already in the King Air B200 and 350, ed provisional FAA certification for its for the C90GT. super-midsize Hawker Horizon in Decem- FAA certification of the $2.95 million ber–nearly four years later than the com- H n Kodiak awker Horizo twin turboprop is scheduled for the fourth pany originally planned. The $18.4 million quarter, with customer deliveries expected Horizon still requires approval for the to begin in December. EASA and other in- software of its Honeywell Primus Epic ternational certifications will follow next avionics system, qualification tests of no-cost retrofit item for any Avanti IIs deliv- high useful load and has the ability to land year. Raytheon said the C90GT’s backlog some accessories and flight into known ered before then. on unimproved surfaces. The aircraft’s wing extends to next July. icing testing and approval. In addition, the Avanti II will have a design allows the Kodiak to take off in less Raytheon expected to win full FAA cer- higher zero fuel weight of 9,800 pounds than 700 feet at its mtow of 6,750 pounds Hawker 800XPi–Raytheon Aircraft an- tification by the end of this summer, but that (versus 9,500 pounds), and the mtow in- with a useful load of 3,450 pounds. Certifi- nounced this improved version of the has yet to happen. EASA approval is slated creases by 500 pounds to 12,050 pounds. cation of the $1.111 million turboprop sin- Hawker 800XP at EBACE in May. The new to follow next year, in time for delivery of Piaggio said it has also adopted a continu- gle is planned for early next year, with Hawker 800XPi will feature an upgrade to the first Horizon to a European customer. ous improvement program that will deliver customer deliveries to follow immediately. the existing Rockwell Collins Pro Line 21 Performance specifications for the Pratt additional upgrades in the 2007 timeframe avionics suite, as well as a new interior and & Whitney Canada PW308A-powered as retrofit items. Raytheon Aircraft cabin management system. twinjet include a 470-knot cruise speed, With the upgraded Pro Line 21 system, 3,366-nm NBAA IFR range (with two crew Quest C90GT–To strengthen its hand against the Hawker 800XPi customers are able to add and six passengers) and a 5,088-foot bal- soon-to-be-certified very light jets, Ray- options such as 3-D flight management sys- anced field length (at its 37,500-pound Kodiak–Quest Aircraft’s new Kodiak high- theon Aircraft unveiled this derivative of the tem mapping, paperless cockpit and real- mtow and ISA sea level conditions). wing, fixed-gear turboprop single com- King Air C90B at EAA AirVenture in late time graphical cockpit weather. Raytheon holds firm orders for 32 pleted its first flight on October 16 last July. By replacing the C90B’s two 550-shp The Hawker 800XPi interior and cabin Horizons, in addition to a tentative agree- year and has since logged more than 100 Pratt & Whitney Canada PT6A-21As with management upgrade addresses customer- ment with fractional provider NetJets for hours. The 10-place, float-capable STOL two 750-shp (derated to 550 shp) PT6A- requested amenities by increasing the aft 50 aircraft (30 firm and 20 options). Kodiak is powered by a 750-shp Pratt & 135-As, the C90GT is 25 knots faster (it has baggage volume and usability. The air- Raytheon plans to deliver two Horizons Whitney Canada PT6A. a 271-knot max cruise speed) and can climb craft’s three-place divan was moved to the this year, 11 next year, 16 in 2007, 25 in According to the manufacturer, the Ko- to its 30,000-foot ceiling in half the time (11 opposite side of the cabin, which allows for 2008 and 30 in 2009. diak combines superior STOL performance, minutes versus 22 minutes). more continuous baggage volume behind Continued on next page u

www.ainonline.com • October 2005 • Aviation International Newsaa31 SJ30-2 QSST

uContinued from preceding page tive above Mach 0.83” and any rudder or Premier IA–The Beechcraft Premier elevator input to augment the lateral trim IA–unveiled at EBACE in May–features a and raise a low wing “could instead actu- redesigned interior, avionics enhancements ally aggravate the situation.” The manufac- and several systems improvements. First turer has since made numerous design delivered this summer, the Premier IA changes to the SJ30-2, and in August last comes with a new contoured cabin head- year the airplane successfully passed all liner that increases passenger headroom, critical high-speed tests. adjustable LED downwash lighting and Sino Swearingen says it holds orders repositioned passenger reading lights. for more than 150 aircraft from distribu- Beech has also restyled the cabin seats tors in Brazil, Canada, , South for better comfort and more foot room for Africa, Sweden, the UK and U.S. fifth- and sixth-seat occupants. Other im- provements include a smooth single-action Supersonic Aerospace passenger work table incorporated into the lower sidewall, improved temperature con- QSST–Supersonic Aerospace International trol and table storage with 110-volt AC of Las Vegas continues to work with Lock- outlets and provisioning for the optional heed Martin on the Quiet Small Supersonic satcom flight phone. Transport (QSST), the 4,000-nm, 12-pas- The Premier IA’s flight deck incorpo- senger, Mach 1.8, no-boom supersonic rates Rockwell Collins integrated flight business jet (SSBJ) announced at last year’s information systems into the existing Pro NBAA Convention. Line 21 avionics suite, making map over- According to company president J. lays (airways, airspace, geopolitical) pos- Michael Paulson, the project is now in sible. This upgrade also allows some new Phase 2, which mainly involves refining options, including Jeppesen e-charts, and optimizing the SSBJ’s design. Accord- graphical weather and integrated Rock- ing to Paulson, SAI is no longer consider- well Collins HF. ing building a 60-percent-scale demonstra- The Premier IA also introduces pilot tor to prove the QSST’s design in Phase 2. “lift dump on demand” control for im- Paulson said his company will choose proved landing performance; improved hy- one of three competing engine designs draulic brake anti-skid system; a sound from General Electric, Pratt & Whitney dampening “acoustical liner”; and lowered and Rolls-Royce for the supersonic twinjet landing reference speeds. when Phase 2 concludes late next year. First flight of the $80 million QSST is set Sino Swearingen for mid-2011, with U.S. FAR Part 25 certi- fication planned for 2013. SJ30-2–San Antonio-based Sino Swearin- gen claims to be nearing FAA certification Vulcanair of its 2,500-nm SJ30-2 light twinjet, an air- craft that traces its roots back to the mid- VF600W–Vulcanair of Italy in January last 1980s. On August 16 the FAA issued type year decided to make a number of design inspection authorizations for the SJ30-2, changes to the fuselage of its 11-passenger clearing the way for FAA personnel to fly VF600W Mission turboprop single. These the aircraft to verify flight-test data. changes include adding a pilot door on the Three prototype aircraft are currently in- right side (at the request of floatplane oper- volved in flight tests, which are expected to ators who want cockpit access on both culminate in FAA approval under Part 23 sides), adding a door for passengers on the commuter rules by year-end. The SJ30-2 right side opposite the cargo door and in- will be certified for single-pilot operations. creasing the size of said cargo door. As a In March, nearly two years after Sino result, planned EASA certification of the Swearingen’s number-one SJ30-2 proto- VF600W has moved from mid-2004 to type crashed during flutter testing, an later this year, though even this revised date NTSB final report cited a history of stabil- might be too optimistic. ity issues at high Mach speeds involving Vulcanair derived the Mission from its the airplane. Test pilot Carroll Beeler was SF600A Canguro, a Stelio Frati design killed in the accident. powered by two Rolls-Royce 250 turbo- The Board concluded that the probable props. The VF600W is targeted at the cor- cause of the accident was the manufac- porate, commercial transport, law enforce- turer’s “incomplete high-Mach design re- ment and homeland security markets. search, which resulted in the airplane be- The price of the 777-shp Walter M601F- coming unstable and diverging into a lat- 11-powered Vulcanair remains at $1.2 mil- eral upset” from which there was no abil- lion. While the company said it has received ity to recover. “much interest” in the aircraft from buyers, Wind-tunnel tests after the crash re- it has yet to disclose the order book for the vealed that lateral stability “became nega- turboprop single. J

32aaAviation International News • October 2005 • www.ainonline.com