Best Light JetThe best light beam
Even though it is classed as a light jet, the Eclipse 500 can seat up to 6 people, making it ideal for individuals and small businesses. HondaJet, rated as a very light jet (VLJ), combining groundbreaking styling with a truly exceptional shopping environment. Honda, known for its cars, had the dream to bring the car dealership's expertise to the travel management world.
The Honda made the purchase of a personal jet as simple as the purchase of a vehicle by integrating the store ambience, sellers and support into its jet driving adventure. The Phenom 100, manufactured by one of the world's biggest airplane makers, Embraer, Brazil, is a very light twin-engine jet.
Quote CJ3: Cessna's best light jet?
Meanwhile, Textron Aviation has shipped nearly 500 Citation CJ3/CJ3+ light jet models since the plane made its series début at the end of 2004.... It is the company's best-selling light beam for series products. The price of these planes is increasing in the reseller markets, says Gavin Woodman, co-founder of Aerocor, a new Los Angeles-based light jet broker.
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Light jet aircraft
A " very light jet " for the purpose of this paper is one that weights less than 10,000 pounds and cost less than 5 million dollars. Mustangs, which was in operation in May 2011, had suffered at least eight air traffic conduction disruptions and outages that were so severe that they could be reported to the FAA in accordance with 14 CFR 21.3.
View this abstract of notified Cessna Mustang routing issues (contains some documentation obtained by the FAA under the Freedom of Information Act). An Embraer company manufactures two light jet engines, Phenom 100 ($3.5 million) and Phenom 300 ($7+ million and more than the framework of this article). Honda announces the HA-420 HondaJet with an NBAA cruising distance of 1,180 n.m. This is the 425 kn knot velocity champ (fast enough that ATC could allow you to travel on a jet path at the high altitude necessary to reach your full range).
It has a higher duty blanket than other very light aircraft that can climb up to the FL430. Founded in the 90s, ECOlipse launched the very light jet class, and announced that they would light the fire on the globe with a twin-jet jet that costed less than $1 million, covered 1,800 sea-mile, provided groundbreaking UI enhancements, etc. Eclipse's new product was the first of its kind in the industry.
This very light jet will be shipped in 2003. The Eclipse 500 took the path to full compliance in mid-2008. Only very few aircraft were allowed to fly in known icy weather and the tyres had to be changed every 25 aprons. One of the charters in our chopper hanger operated four Eclipse aircraft.
Actual IFRS reach is nearer 700 n.m. than the 1800 n.m initially pledged. The eclipse is promoted as very calm inside and owners say it is subjective. Due to the low level of fan performance in Fly270, cab and dashboard level were 82dwB.
Instead of getting involved in an Eclipse ride, I was sitting on the aeroplane. Had the craft had 1300 n.m. IFR ranges, been IFR certificated for known icy conditions, and been able to touch down on shorter take-off and landing strips, it might have been a beautiful four-seater privateer. March 2006 I went to the Eclipse plant in Albuquerque, New Mexico.
Workers in the workshop didn't smile and enjoyed working together, as I saw in the Diamond plants in London, Ontario and Austria. In mid-2008, the four-seater single-engine Eclipse 400 was scheduled for shipment "End of 2011" at a cost of 1.35 million June 2008. Clients who have deposited up to 60 per cent but have not yet obtained an aircraft will be cancelled.
Thus, an abandoned 259 slightly defective aircraft remained in the portfolio until Eclipse Aerospace acquired the former company's asset in August 2009. The Eclipse Aerospace has made significant advances in the completion of the EA500 Aviation electronics and reached an arrangement with Sikorsky for the distribution of parts. The Piper is prepping a single-engine jet with a maximum duty limit of 35,000', located between the capability of the twin-jet and diamond and cirrus jet aircraft.
The cruising is 360 kn and the cruising distance is at least 1,300 n.m. Equally, Piper does not say if this is the NBAA cruising distance, which involves a 100 n.m. ride as an alternate, so it may not be more cruising distance than the Eclipse, including cabin sizes that seem reasonable; six passengers plus an option sink opposite the doors (Pilatus style).
The running cost should be lower than for a dual-engined aircraft. Since the Malibu in 1984, Piper has not registered a new aircraft and has never constructed a jet. The company is offering a simple jet with a 25,000' servicing blanket. D-Jet will run at 315 knot, transport a combined capacity of five passengers and run from 2500' airstrips.
Reach, which is not called NBAA, should be 1,350 n.m., but only if you are willing to decelerate to 240 nodes. A Diamond makes no promise about the completion of aircraft certifications or delivery. Diamond dismissed 213 staff in Canada in March 2011 and in May 2011 the Canada authorities rejected Diamond's funding application for D-Jet (Source) certifications.
However, in June 2011, Diamond released a new funding pledge for the programme. I was sitting in the model and it's a really brilliant styling for a familiy plane. In July 2008 a pilot aircraft flown a pilot aircraft, but the aircraft's certifications were hampered by Cirrus' efforts to find funding and recently by the recent sales of the aircraft to a China based producer.
Promising to have the twin-engine Jet A400 certificated before Eclipse and Cessna, they could not even get full accreditation for their much easier twin-piston 500 (Adam published news reports in which he claimed that the A400 was certificated even though the FAA would not actually let it go over 12,000' or at nights or in the sky or...).
the Epic Dynasty turbo prop has the same PM6 powerplant as a TBM-850 or Pilatus PC-12, but is said to be much quicker (340 knots) and farther-reaching (1900 n.m.). Your epic elite jet sounded even better: allegedly 1700 pounds. 1600 sea mile load capacity; cruising speeds 410 knots; pressurized to 8.5 fsi (cabin height 8,000' at 41,000').
The cruising rate is 500 kn with a required IFRS reach of 1,000 n.m. The corporation has asked me to become an early 2003 sponsor. How many property developers wanted to restrict themselves to property close to 10,000' take-off and runway (the alleged stable velocity in the runway setup is 88 knots) and how many property developers were former fighters.
They do not have direct flights to most US destinations, but only to those suitable for large or light jet aircraft. Javelin stalling is likely to lead to landing velocities and length demands on the take-off and landing runways similar to those of a Boeing 737. Included in the specification are a stalling rate of 91 knots and a "range" of 971 sea mile ("plan to 700 perhaps").
Sorry, none of the design certifications from October 2012 can be endorsed. 41,000 ft high in the air is not a good place to have air traffic management issues (see section Cessna Mustang, above). Flying and exiting any aircraft from a hanger is a much more complex operation than igniting a piston-powered aircraft such as a Cirrus SR20 or Beechcraft Bonanza.
Instead of spending billions on a VLJ, why not buy a used light jet (proven design) and commission a commercial pilots to help you manage and operate the airplane? Beechcraft Premier I's higher speeds (about $2 million) may be a bit more demanding at first, but being a two-pilot team in the Beechcraft will certainly be a lot more secure and less demanding than being a single-pilot in a VLJ.
Many high value corporate jet liners were produced between 1980 and 2000 and did not accumulated as many accumulated flying time before they fell out of favour due to engine inefficiencies and glass-free electronics. Nextant Aerospace, for example, uses the Beechjet 400A/400XT and the Collins Pro Line's off-the-shelf flying decks as well as advanced fuel-efficient power plants.
This results in a $4 million aircraft with more than 2000 NBAA IFR mileage. Because of the high cruising speeds of 440-460 kn, the running costs per kilometer are lower than for some of the very light aircraft. Very light planes that work best on small areas are those that are very light and can be flown very slowly.
When and if they are certificated, the Diamond D-Jet, the Piper Jet and the Cirrus SF50 should be the best pilots for shorter distances. State-of-the-art equipment does not exist, which means that the Vref during arrival (speed shortly before reaching the take-off threshold) is 145 kn, about 20 kn quicker than a Boeing 737. Such a high velocity is achieved with a nose-down position of approx. -3 degree, which has to be set to a +9 degree flag in the last 50'.
In spite of the challenge the aircraft presents, experienced drivers with less than 400 manours have succeeded in keeping it safe. The cost of ownership per hour will be higher for a heavy aircraft, but you will achieve significant health benefits by having a lower fuselage value and working as a two-pilot team.
When you want a jet that says, "I'm a wealthy monster and can buy anything I want," the best option is a bigger used jet, e.g. Hawker ($1-4 million), with freshen colors and finish. What I don't like about one-engined turbo-props is that they are louder than planes, especially from the pilot seat.
Should they ever be certificated, the mono-engined TLJs should be less expensive to run, as the latest turbojets have much fewer parts than the dignified PT-6 turbo thrusters in the off-the-shelfurboprop. Purchase a Diamond DA40, engage an inspector and work 250 man hour with an aircraft. Unless you have an apparent case to subtract the aircraft's costs for the shop, rent it to a pilot training center for use as an equipment coach if you are not using it.
Once you have gained at least 500 flying lessons and significant true meteorological experiences, buy the jet and rent a qualified pilot/trainer for the first year after the purchase. Space in the flying levels? Had Eclipse been able to sell the thousand new aircraft they had been planning, wouldn't the US air traffic control system have collapsed?
Is the FAA going to allow these labour-intensive new aircraft to block flight paths and interfere with aircraft? Now, as aircraft are in routine use in the high 30' and low 40', exactly where a VLJ must be to reach its full reach, a 320-knot aircraft is throwing a spanner into the factory.
Often the low pace makes it hard to get the go-ahead to ascend, and you're trapped at a low, fuel-efficient height. In the end, a faster aircraft like the HondaJet can have a true reach benefit over the lower cruising speeds of the VLJ. Restricted to FL250 s (e.g. Cirrus and Diamond), those TLJs, if certificated, will not stand in the way of aircraft; the 1920s are empty except for Piper Malibus and the like (we were released once in the midst of a day of the week at FL250 directly from Nebraska to Bedford, Massachusetts).
Because of technical troubles, construction errors and economical reasons, the great age of the Very Light Jet has not yet arrived.