Newly Certified Business Jets: Gulfstream G150

Gulfstream’s latest addition to the business jet market, the G150, was received its certification in November of 2005. The G150 is derivative of the G100, with changes to some of its structures, avionics, and cabin.

The most noticeable feature of the G150 is the cabin: Gulfstream went to great lengths to make it one of the widest cabins in its class, resulting in a 95 cubic-foot increase in cabin space from the G100. The interior has been entirely redone for more comfortable, luxurious flights. Passengers should also appreciate the G150’s flexible wings which translate into much smoother handling in turbulent regions.

The entire flight deck has been upgraded from the Pro Line 4 suite to the Pro Line 21 suite. Two Honeywell TFE 731-40AR-200G engines are used on the G150, the same models used on the G100. Major modifications were made to the nose, resulting in dramatically reduced drag. The range of the G150 benefits from the structural modifications: when loaded with four passengers and required NBAA IFR fuel reserves, the G150 can fly 3,018 nautical miles. Its cruise speeds make up for its slightly reduced range: its maximum speed is 475 ktas and its long-range cruise speed is 430 ktas.

Eclipse 500 Avionics and Pilot Traning Program

The avionics suite and accompanying pilot training program used in the Eclipse 500 is not quite like anything ever seen in private jet aviation. Eclipse Aviation chose an avionics system called Avio for the cockpit of the Eclipse 500. Although it is common for avionics systems to manage multiple functions through an FMS or FADEC, Avio promises to deliver “total aircraft integration” on a scale not yet seen in private aviation. Avio promises to combine all tasks and functions -- engines, fuel system, landing gear, environmental and electrical systems, navigation, and communication -- into a single central management system. Avio could best be compared to a computer’s operating system: a single management interface which gives control over every system without overloading the user with unnecessary tasks.

The training program to receive an Eclipse 500 type rating differs from other jet training programs: aspiring Eclipse 500 pilots must hold instrument and multiengine ratings before attending a one-week training program through United Airline’s training services branch. Pilots who receive their type rating but who do not have previous experience flying jets will be required to fly with a mentor until reaching an acceptable level of experience. Recurrent training will be required every six months for pilots flying with mentors, and annually for more experienced pilots.

Links: Eclipse Aviation -- Avidyne Avionics -- Private Jet Buyer’s Guide

Citation X Cruise Speed: Helpful or Hyped?

The marketing department at Cessna has gone to great lengths to publicize the fact that the Citation X is the fastest business jet on the market. But does its .92 max cruise speed really make a difference when time to climb, fuel burn, and operating limits are taken into account? Take a look at this article, first published in our August 2006 Private Jet Buyer's Guide.

Cost Analysis: Fractional Ownership vs. Charter

One of the less-often considered aspects of fractional jet ownership vs. charter is the tax implications. Things to take into consideration are: -depreciation -inflation -resale value -type of use (business or leisure) -hours flown per year -manufacture date for a more detailed analysis, check our website for an article on Cost Implications of Charter and Fractional Ownership.

Range-to-Payload Improvements in Hawker 900XP

Te Hawker 900XP’s main asset is its range, enough to fly nonstop between any two city pairs in the US. Comparisons between the Hawker 900XP and the Hawker 850XP consistently show the 900XP to be able to fly further than its predecessor. For example, on a mission with four passengers and required NBAA IFR reserves, the Hawker 900XP can fly up to 2,818 nautical miles, about 200 miles more than the Hawker 850XP would be capable of. The Hawker 900XP outstrips the Hawker 850XP in range by roughly same margin on a mission with both private jets loaded with their maximum payload and available fuel.

Hawker Horizon

Also known as Hawker 4000
Entered service in 2005
762 cubic foot cabin
Seats 8-14
Uses Pratt and Whitney PW308A engines
Takes off in 5,200 feet at sea level
Price tag: $19.95 million

Rockwell Collins Pro Line 21 Avionics Suite

Rockwell Collins calls its Pro Line 21 avionics suite an "investment in performance." Statements like this run commonly run amok in marketing brochures, but this time, we agree with their statement, as does Cessna, Raytheon, Bombardier, Gulfstream, and Dassault. The Pro Line 21 system is currently used in the CJ1, CJ2, CJ3, the Premier 1, the Challenger 601, Gulfstream 150, and the Gulfstream 250. Dassault is currently retrofitting it to the Falcon 20, Falcon 50, and Falcon 60. Although these jets range from light to ultra long-range, they do share the common trait of having enjoyed unusual success in the private jet sales market. Thus, we have already answered the question of whether or not the Pro Line 21 system is good, which leaves us with the question: why?

The Pro Line 21 system was designed to be intuitive, so the pilots could quickly understand and act on the ever-changing mountain of data they are presented with. All flight data, including navigation, engine performance, and sensor readings are displayed on large, flat-panel LCDs. The Primary Flight Displays (PFDs) complement the Multi-Functional Display (MFD). Real-time weather and terrain data ahead of the planned flight route can be accessed via the Broadcast Graphical Weather system. The Collins FMS-3000 is an integral part of the system, which provides cutting-edge flight planning, flight management, and multisensor navigation capabilities. A flight plan uplink feature simplifies the modification of planned routes. Electronic charts are a particularly useful feature: pilots can access airport approach plates, electronic checklists, and digital airport maps which display the real-time position of the jet. Another noteworthy feature of the Pro Line 21 suite is the heads-up navigation display. It is designed to increase safety and precision in approaches, particularly during poor weather.

One of the Pro Line 21's greatest strengths is its potential for future improvement. When Rockwell Collins first installed the Pro Line 21 system, they knew that it would soon be obsolete. Technology in the avionics sector evolves quickly, and state-of-the art cockpits fall behind the performance levels of new aircraft fairly quickly. Furthermore, new requirements are set by the FAA every year, and it is not uncommon for private jets to be grounded for several months when they don't update their cockpits in time. With all of that in mind, Rockwell Collins designed the Pro Line 21 system to have plenty of growing room. Its layout is quite flexible, and all systems were miniaturized to the maximum extent possible, the result being a very light, small avionics system that falls well under cockpit space and weight limits.

For that reason, the Pro Line 21 system has been able to easily transition to new technologies. Recent retrofit options for the standard Pro Line 21 cockpit include the FDS-2000 Flight Display System, solid-state AHRS, and TCAS II. The list of new technologies that can be added to a Pro Line 21 cockpit continues to grow, making it an excellent starting point for any private jet with high aspirations. The Pro Line 21 system originally made its mark in the private jet industry by providing flight information an intuitive, easy-to-operate format. The tradition of pilot-friendly avionics remains constant as the Pro Line 21 system evolves.