Beiträge von The Big Lebowski

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During the walk-around inspection, you'll notice large, fixed surfaces, called delta fins, extending prominently below the tail of the aircraft. They greatly increase the pitch-down moment at high angles of attack and add to the yaw stability of the aircraft; because of these fins, there is only a single yaw damper installed, and it is not required for dispatch as on many other jets.
The Lear 45XR's wing is a beautiful, 13-degree-swept, supercritical airfoil that looks like it was carved from a single bar of Ivory soap; in fact, the upper and lower skins are machined from a solid piece of aluminum. It has no fences or leading edge slats, yet it does have vortilons along the leading edge to prevent spanwise flow, and interesting little metal triangles along the leading edge to prevent flow separation at high angles of attack. The entire polished leading edge is heated by bleed air (as are the horizontal-tail leading edges). Gracefully swept winglets add to the wing's slow speed abilities and boost its efficiency at high altitude by about 20 percent. This is not your father's Learjet wing.
A single point pressure refueling system (SPPR), located under the right engine pylon, is a welcome addition to an airplane in this category; the entire 904-gallon fuel system can be filled in about 10 minutes, expediting quick turnarounds. The fueling panel and associated valves are powered by the emergency battery bus, thus obviating the need for the aircraft system to be powered when filling the tanks. That's a nice feature.
Something else that will be welcomed by any corporate pilot or ground crewman who has juggled a too-full potty or collection bag down the aisle of a corporate jet is an external access door to service the potty. Oh, the simple things!
Another great addition to this aircraft is the Honeywell APU, located above the baggage compartment. When operating in the boonies, where conditioned air and electrical power carts are often scarce, an APU makes you more self-sufficient. It is approved for use only on the ground, burns just 150 pounds of fuel per hour, provides electrical and pneumatic power, and can easily precool or preheat the 410-cubic-foot cabin before passenger arrival. That's a big deal for corporate pilots dedicated to passenger comfort.

Let's Fly
The Lear cockpit is tight, requiring a bit of dexterity to step over the center console, around the floor-mounted control column and into the seat - without banging your head. The rudder pedals are electrically adjustable, and the pilot seat is adjustable both vertically and horizontally. Many Lear pilots, including Chris, sit a little below the optimum eye height to give themselves more headroom. You sit quite close to the sharply swept windshield, which provides excellent visibility, but I bumped my head several times on the left side of the headliner as I adapted to the limitations of my new cockpit space.
Engine starts are simple. Just press and release the guarded start button for each engine and monitor as the DEEC schedules the proper amount of fuel; if the start goes badly, the thrust lever is lifted and pulled aft.
This aircraft has digital nosewheel steering, which, admittedly, takes some getting used to; the variable-rate system allows 60 degrees of steering authority at slow speeds and is limited to just seven degrees of travel at more than 70 knots, which prevents overcontrolling. When moving slowly, full-scale application of rudder coupled with pressure on a sensor in the pedal allows the pilot to make very tight turns in confined ramps. At first, the system seems too sensitive, but with attention and finesse you can soon master it. Maybe even love it.

The landing gear is a beefy, dual-wheeled, trailing-link arrangement, designed for an airplane weighing 36,000 pounds. It utilizes BBW (brake-by-wire) carbon brakes, and, as in any BBW system, the brakes don't feel like "real" (hydraulic) brakes because the feedback to your feet is through springs instead of hydraulic pressure. This takes some getting used to, and exerting maximum effort for braking, it feels rather indefinite. But the carbon brakes are powerful and contribute to the aircraft's impressive stopping and balanced field-length numbers. Chris claims the jet will stop in 800 feet at light weights, but on my two maximum-performance landing attempts, I didn't get anywhere near that mark — I didn't want to abuse Lear's nice, shiny demonstrator. I did, however, turn off Wichita's Mid Continent Runway 19R at the same intersection I had used in my Cessna 185 when landing just hours before.
The aircraft I flew was equipped with a small galley behind the pilot seats, a double-club seating arrangement with eight leather passenger seats and a fully enclosed potty, which can be used as an additional legal seat if needed. Opposite the potty is a handy, 15-cubic-foot, in-flight-accessible baggage area.
Though its demonstrator didn't have it, Learjet will soon offer SwiftBroadband Internet access, color cabin management system touch screens, an iPod docking station, newly redesigned crew seats, wireless electronic EFBs with optional GPS and XM Weather, and better Rosen visors in the cockpit. All interior appointments on this aircraft were elegant, with fit and finish appropriate to an aircraft costing more than $12 million. Learjet does all of its own interior completions in Wichita.
The Lear 45XR is equipped with a four-screen Honeywell Primus 1000 avionics suite, with TCAS and EGPWS. The system is very intuitive and well-organized. All autopilot functions are controlled through the glareshield control panel. A centrally located EICAS (Engine Instrumentation and Crew Alerting System) calls the crew's attention to system operations and abnormal alerts. WAAS capability and electronic flight bags are available as options, though this aircraft didn't have them installed. No paperless chart option is available yet.
One of the unique features of the Honeywell Primus system is called "third cockpit." In the unlikely event that both generators fail and the ship's battery is depleted, small, centrally located screens, called RMUs, or radio management units, display engine and system information and allow you to select VHF radios and even shoot an ILS.
With two pilots and two passengers aboard and full fuel, our takeoff gross weight on Wichita's 10,301-foot Runway 19R was 20,450 pounds, about a thousand pounds below maximum takeoff weight; balanced field length was 5,530 feet. We could have taken five more 175-pounders and flown to Port-au-Prince, Haiti, with 1½ hours of reserve fuel — or flown anywhere in the continental United States with generous reserves.
One area in which the aircraft really shines is the ability to lift loads from a high-altitude airport and transport them a long way. For example, on a 72-degree day in 7,820-foot-elevation Aspen, Colorado, the 45XR can fly eight passengers anywhere in the continental United States. It could fly those same eight passengers to the West Coast at temperatures up to 90 degrees.
We used flaps eight for takeoff, and speeds were V1, 115; Vr, 118; V2, 128. After lining up on the centerline, the thrust levers are pushed three clicks to the takeoff thrust setting, and the single DEEC (digital electronic engine control) takes care of refining the power setting for the day's temperature and pressure altitude. All you do is monitor the engines for exceedences, and drive. Acceleration was brisk even at our weight. Nosewheel steering on takeoff takes some finesse to make it smooth for the passengers, but V1 and rotation come quickly. Rotation forces are surprisingly high for a small jet, but this makes proper pitch attitude easy to establish for initial climb; the aircraft just stays put. Roll rates are a little heavier than on earlier Lears, though the initial breakout forces in roll are quite light.
I hand-flew the jet during the climb with numerous excursions to get the feel of the aircraft. ATC was smiling on us and allowed an unrestricted climb to FL 430. In spite of my maneuvering and not caring if I climbed consistently on schedule, we reached FL 430 in 19 minutes; we could have reached this altitude without leveling off even at max weight. Once there, with ISA -4 degrees outside, the aircraft accelerated to Mach .80 and fuel flow was around 1,100 pounds per hour. I performed steep turns and purposely loaded the wing a bit to feel the low rumble of airflow separation, noting that the low-speed airspeed "foot" on the primary flight display was never very close to our indicated airspeed; this indicates a comfortable margin above stall. Again, this added to my warm, fuzzy, comfortable feeling flying the Lear 45.
To demonstrate the impressive pressurization system, Chris set one engine at MCT and pulled the other engine back to idle at Flight Level 430; the cabin didn't even flinch. He then turned off the bleed air to the engine he had pulled back. Again, the cabin pressurization didn't seem to care. So he turned all engine and wing bleed air on, further taxing the bleed air system, and the cabin was still stable. That's impressive, and it's partly a result of the airplane having passed stringent certification requirements for operation at Flight Level 510. Though you probably won't regularly spend much time at FL 510, the capability is there when you are light (below 16,500 pounds or so). Realistically, the stringent requirements for FL 510 certification translate into a more robust pressurization system, with stronger cabin doors and a better emergency oxygen system.
In the real world, you will probably fly this aircraft routinely in the middle 40s, and it's very capable of climbing straight to FL 430 or FL 450 at max weight. Once there, the aircraft will turn in a solid Mach .78 to .80 on about a thousand pounds of fuel per hour, depending on temperature. Climbing to FL 470, our fuel flow dropped to 1,047 pounds per hour total, or approximately 156 gallons per hour.
First landing was at about 18,300 pounds, and the aircraft made me look good with the forgiving trailing-link landing gear. Approach speeds were initially 119 knots and lowered to 117 knots as we circled Wichita's pattern, doing multiple touch-and-goes. Single-engine departure, approach and landing were nonevents due to the excess climb performance of the aircraft. Rudder pressure with the engine pulled back was light, and I trimmed very little to compensate for the missing thrust. What an enjoyable airplane to fly.
The Lear 45XR is an impressive combination of range, economy, load-carrying capability, comfort and price. It's a solid, mature design that offers a lot of bang for the buck in the "super-light" segment of the market shared with the Citation XLS. From a pilot's perspective, it's simple and comfortable to fly and a very capable jet that makes the pilot look good because of all the missions it will accomplish with aplomb. It's easy to see why pilots, companies and individual owners love this Swiss Army knife of jets.

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The G550 was certified on schedule last fall and entered service before the end of the year. Not long before the airplane was certified, Gulfstream offered me a chance to fly it on an actual test flight. The cockpit was complete, but the cabin space was unfinished and stuffed with flight test engineers and their monitoring and recording equipment.
You have to be a Gulfstream expert to tell the difference between a GV and G550 on the ramp. Counting seven windows is the surest way to know that you are looking at the flagship of the fleet. The redesigned trailing edges of the wing, recontoured engine pylons, and many other drag reduction changes take a close look and trained eye to spot.
But when you step into the cockpit, there is no mistaking the G550 for any other airplane. The PlaneView system is unique to Gulfstream and is the product of years of expert pilot input and testing to establish what the company believes is the optimum way to present a wealth of information to the flight crew.
It takes weeks at FlightSafety International to earn a G550 type rating, which is the same as the GV, so it is impossible to explain even a tiny minority of what PlaneView can do. I think that probably the most important difference is that the sheer size of the displays allows Plane-View to open windows so that flight, navigation, safety and system data can be shown as each pilot wants it without being obscured by other information.

The display window is one-sixth the size of the entire display, and can, of course, be opened as one-third, or two-thirds, as well as one-sixth. The primary flight display (PFD) information will not be smaller than two-thirds of each outboard display, but the remaining third can be used to show anything from the wheel brake status page to traffic alerts to engine operation, and so on. The two multifunction displays in the middle can be used to show a massive moving map display of terrain and flight guidance, or can be windowed to show everything from the opened or closed status of every door and hatch on the airplane to real time flight control positions.

Gulfstream retained the display controllers mounted in front of each pilot in the glareshield that are used to manage most display modes as they are on the GIV and GV. But the cursor controls can also be used to click on menus to control many PlaneView functions.
Gulfstream test pilots devoted countless hours to testing and redesigning the cockpit cursor controls. Track balls, all types of computer mouse controls, joysticks and other computer devices were all put to the test in Gulfstream's engineering simulator, and in flight. But no off-the-shelf computer control satisfied the test pilots, so they developed their own cursor control that resembles a pistol grip. There is a trigger switch, a thumb switch to move the cursor up and down, and left and right, a series of buttons to move the cursor from screen to screen and perform other tasks. There is also a wheel that falls naturally to your thumb to scroll items on the screens.
The Gulfstream cursor controls are built into the outboard armrest so your forearm is supported and your hand rests naturally on the control handle. Your thumb and index finger do the work, leaving the other fingers and the palm of your hand to stabilize operations in turbulence. Using your outboard hand to operate the cursor is intuitive from either seat in the cockpit, just as using the electric pitch trim switch on the outboard side of the yoke is. Other airplane manufacturers are devising their own methods of controlling a cursor on advanced avionics, but the ease of use and precision under all flight conditions of the Gulfstream control is going to be hard to beat.
Gulfstream has offered a HUD for several years and certified its EVS infrared system more than a year ago, but both systems are improved in the G550. One important change is to the HUD itself, which now, thanks to some remote electronics, occupies less space in the cockpit ceiling. The display glass is the same size, but the big bulge in the headliner is gone. There is also a head-down display that shows the copilot the same EVS view that the captain can see on the combiner glass so the copilot can monitor both the conventional flight instruments and the EVS view during an approach.
For our test flight, 16,000 out of a capacity of 41,300 pounds of fuel were loaded in the wings. With pilots and flight test engineers and their equipment, gross weight for takeoff was 62,383 pounds. Maximum takeoff weight in the G550 is 91,000 pounds, and with the tanks full a typical G550 will have 1,800 pounds of payload available for passengers and their baggage. That is considerably more payload than in a typical GV, thanks to a lower empty weight in the G550 before the interior is installed.
The G550 requires very little runway for an airplane of such size and range. At maximum takeoff weight on a standard day, only 5,910 feet of pavement are required, and remember, that is fueled for a trip from say, New York to Bahrain, or London to Buenos Aires. Fueled for a short hop of say New York to Los Angeles, runway requirements can be less than 3,500 feet.
Climb performance is equally impressive, as the G550 will climb directly to 41,000 feet after a maximum weight takeoff, and can be at its ceiling of 51,000 feet with fuel for mere transcontinental trips. A maximum cabin pressure differential of 10.2 psi keeps the cabin altitude at or below 6,000 feet while most other jet cabins can climb as high at 8,000 feet. On trips over 10 hours you can really feel the difference a lower cabin makes.
The first item on the flight test card was to fly the G550 to the stall barrier stick pusher in various configurations to make sure the pusher was firing at the proper angle of attack. The big jet is mild mannered in all configurations. Another test point was to turn off one of the Honeywell laser gyro inertial navigation systems and make sure it could re-align itself in flight. The unit was back up to attitude and heading reference quality in a short time and in just a few minutes had found itself and was back producing accurate and independent navigation guidance.
There were thunderstorms to dodge, and it was revealing to see the weather radar returns overlaid on such a variety of maps and other nav information on the PlaneView displays. We weaved our way between the storms to Asheville, North Carolina, for an approach using only the EVS infrared picture on the HUD. The high terrain, airport environment, and details of the runway are all clearly shown in that green glowing image on the HUD, and it's a piece of cake to land without ever seeing the actual runway, but that would be illegal. The HUD and EVS are approved to continue down to 100 feet below normal Category I ILS minimums, at which point you must see the actual approach or runway lights to continue.
Flying around the North Carolina mountains emphasized the layers of protection the PlaneView system offers pilots and passengers in a G550. First, the terrain warning system is comparing our position and flight path to the known elevation of terrain stored in its memory. You can see an artificial topographical map on the PlaneView showing the height of terrain relative to your flight path. Get too close and a voice calls out a warning and shows you the best escape route on the display. And if you somehow fail to notice that warning, EVS looks through darkness and clouds to show you a picture of the terrain on the HUD. And if cabin pressure were ever lost, the autopilot system retards the power and automatically rolls the G550 into an emergency descent and levels off at a breathable altitude, giving an incapacitated crew time to recover.
On our return to Savannah the PlaneView system proved its worth for real. A thunderstorm was just west of the airport moving east. We were landing on Runway 27. The tower controller said the storm had not yet reached the airport, but it was close. On the PlaneView displays we could see the edge of the radar return overlaid on the interactive navigation map (I-NAV) and see that the storm had not yet reached our runway. Gulfstream test pilot Tom Horne and I discussed which way to turn if we had to go around, but with the autothrottles nailing the target airspeed and the wind shear warning system looking for trouble, it made perfect sense to continue the approach and land.
With its enormous 93.5-foot wingspan, the G550 touches down softly in ground effect. As the main landing gear wheels spin up the big ground spoilers automatically deploy to keep you on the pavement. And then comes the second landing, which is somewhat more challenging than the first. All Gulfstreams land in a quite nose-high attitude, but the extra length of the GV/G550 fuselage means the nosewheel is way up in the air as the mains touch and start rolling, and that's when you make the second landing by pulling back to keep the nosewheel from banging down. Getting a soft nosewheel touchdown is what separates the Gulfstream pros from the guys like me who only get to fly them occasionally.
The G550 is the latest example of how Gulfstream stays on top. The most obvious feature is the exotic PlaneView cockpit. But the almost invisible changes that lowered the drag, increased the range and save fuel on any length trip are also crucial. And selecting the optimum engine is vital. Consider how Gulfstream has effectively controlled weight to provide more payload while most airplanes gain weight as they mature. Gulfstream gives the G550 a greater interior completion weight allowance, industry leading support, and it is easy to see why Gulfstream remains the leader in large-cabin business jets.

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Die Specs des Fliegers!

Ne , der Flieger geht ab LCY ( London City).....

Gerne. Wenigstens ist das Callsign der Concorde noch nicht tot.

....wenn man keinen Privatjet hat, zeigt:

dieser Film !

So unwahr ist es nicht mal.....

[video]

[video]

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Immer wieder gerne! :beer:

Zitat

The airplane’s basic operating weight was 23,011 pounds, with a zero fuel weight of 23,211 pounds. Our ramp weight was 39,500 pounds, well under the maximum gross weight of 42,200 pounds. Bordeaux temperature was 16 degrees C and the wind was northeast at five knots. We planned the Cognac 6 Bravo departure off Runway 5 with a climb to 14,000 feet right off the ground toward one of the clearest blue skies I’d seen in quite awhile. The FMS said we’d need about 4,800 feet of the runway’s available 10,000 feet at our current weight. We calculated V1 at 122 knots, VR at 129 and V2 of 132. Flaps would come up at 142 knots and our return speed in case of a problem just after takeoff would be 132 knots. Before takeoff, the FMS said we would arrive at TEB with 2,000 pounds of fuel. Off to the races with both engines humming along nicely, I taxied to Runway 5 around a plethora of construction at Bordeaux Airport.
The Transatlantic Flight
The 2000LX is an easy aircraft to fly. After a 15-second ground roll, we were airborne and headed toward Cognac and soon northwestward out of France toward SEPAL, where we’d join the oceanic track toward the U.S. some seven hours west. We needed to request the oceanic clearance 45 minutes before reaching SEPAL, which meant Herve was on the HF right after takeoff to request the clearance from Shanwick since SEPAL is only an hour out of Bordeaux. Flying in this part of France is nothing like the U.S. We never stopped and climbed in under 19 minutes to FL400 while burning less than 1,700 pounds of jet-A to reach that altitude. Shanwick verified our four-letter SelCal code, “FLRP,” before we got too far, as this would be an alternate method of grabbing our attention should we lose radio contact. SelCal, which is an acronym for selective-calling radio system, can alert an aircraft’s crew that a radio station on the ground wishes to communicate with the aircraft. I hand flew the airplane most of the way to cruise altitude to get a feel for the controls since the rest of the trip I’d be letting the automation fly the route while Philippe, Herve and I kept an eye on things. The standard comment from Falcon pilots sounds redundant, but it’s true. As heavy as they are, Falcons fly like fighters. As it turned out, we would not fly through a single cloud on the trip until we began our descent into the New York area later that day. We soon had our oceanic clearance in hand and verified it before we activated it in the FMS. A performance check when level at FL400 with just over 3,100 nm left to run to TEB showed us at a true airspeed of 444 knots and a groundspeed of 448, confirming the lack of wind. Outside air temperature was
showing ISA +11. Fuel flows settled at about 1,700 pounds per hour total. The visibility out the front office windows of the 2000LX is superb, though there wasn’t much to see: not a ship in sight
anywhere on the ocean below to the left, right or out in front. Now came the real fun. After an hour and a half or so level at FL400, there was little to do except make sure the airplane was on course and that all systems were normal. To keep ATC happy we wanted to be certain we crossed our reporting points within three minutes of the estimates the JetPlan produced. We estimated 48N15W at 1207Z. As the minutes ticked by and we approached the first point I checked the time. It was precisely 1207. Nice. I soon had my first taste of the HF frequency mess I’ve heard people talk about for years. We began the flight on 5649 MHz. It sounded like a Citizens Band radio to me. Imagine a half dozen people all trying to talk on the same frequency at the same time with lots of noise and squealing on the frequency. I did manage to get up and walk around the barren cabin during the flight and learned something interesting. After the first hour or so we had removed our headsets in the cockpit and used the aircraft speakers to hear ATC. Even so, the noise level was tolerable. Walking through the cabin toward the rear cargo area, I noticed the noise was also tolerable. I shot some video in the back and the camera’s internal microphone picked up a slight rushing noise but had no trouble hearing my voice. I did try calling the guys up front as I stood in the rear, but the noise was too much for that little trick. What made this amazing though was that there was no sound-deadening insulation to speak of in the cockpit or the cabin… no
padding, nothing. Just bare metal walls. I imagined FWWGS, after leaving Dassault’s Little Rock completion facility outfitted in a few months, would have a significantly lower internal noise level than what I experienced.
After about three or four hours in the air, I did another performance check. True airspeed had increased to about 460 knots while our fuel burn remained at about 1,750 total per hour. We began to see the crosswind component pick up to about 80 knots off the left wing, pretty much what had been forecast. The FMS said we’d still have about 2,100 pounds of fuel on arrival, although our plan was to make some fuel by climbing higher as soon as we started talking to Gander. We passed about 650 nm south of the tip of Greenland. I wondered about the correction card for the standby “whiskey” compass, a smallpotatoes item in an airplane like the Falcon 2000 this when everything is working normally. The card said the compass could be off by as much as 90 degrees with all the electrics on, something I found hard to believe. We turned off the windshield heat for a moment and watched the compass swing from 155 to the 245 degrees, the course we were really flying. That’s something to keep in mind down the road. With 9,000 pounds of fuel remaining and still three hours from Teterboro, we requested a climb and headed for FL430. True airspeed picked up to 465 knots and fuel flows decreased by about 200 pounds per hour. It was great fun as we crossed well above the North Atlantic Tracks to watch the airliners flying in trail of each other like trains on the metro transit system. We were headed where we wanted to go, not where ATC needed us. Crossing the coast of Gander, we saw ice in the water, but no major bergs that we could clearly define from nine miles above the water. A check of the weather called for about 1000
and three when we arrived at TEB with the ILS to Runway 19 the preferred approach.
Fuel To Spare
For me, at least, the hours passed too quickly and we were soon descending for the approach into the New York area. I planned the automated approach on the ILS and listened closely as the level of chatter on the Teterboro arrival frequency picked up, especially when the controller told us to watch out for a guy in the clouds about 1,000 feet beneath us, whom he didn’t seem able to contact. We were in the clouds so we tried our best to keep him on TCAS at least. Welcome to New York. At 500 feet agl, I disconnected the
autopilot and autothrottles. Despite the displaced threshold on Runway 19, we landed and easily made Taxiway Juliet, translating to just under 5,000 feet to get it down and stopped. The flight plan called for 7+52 and a landing with 2,000 pounds of fuel. The final numbers were scary to a guy who still does some of the long-range navigation in his head; the trip took 7 hours 52 minutes
exactly and we landed with 3,100 pounds of fuel. Had we needed to, we could have easily flown for another hour and still had a reasonable reserve. After just a shade under eight hours of flying we burned about 13,500 pounds of fuel for an average of 1,687 pounds per hour for the entire trip.
My long-range flight substantiated the claims of the Dassault folks, who say the 2000LX delivers a 5-percent performance boost over the 2000EX and an additional 700 to 800 nm in range. After wringing out the airplane over an eight-hour flight, I’d say those are not simply claims, but more like the honest truth.

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Hier ist ein Pilot Report von einer Atlantiküberquerung mit einer grünen Falcon 2000LX, die zum Completion Center nach Little Rock in Arkansas überführt wurde.
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Zitat

The Flight Plan
I arrived at the Dassault factory delivery center in Bordeaux on an early June morning ready to make the leap across the Pond. I was lucky enough to fly with Dassault Aviation’s chief test pilot, Philippe Delehume and his first officer, Herve Laverne.
Philippe and Herve filed the flight plan for our aircraft–FWWGS (S/N196 in the 2000 line)–with JetPlan.com, a subsidiary of Jeppesen. After a little data churning,the JetPlan computer spit out a suggested routing that would burn the least amount of fuel. The numbers showed seven hours and 52 minutes at Mach 0.80 and aninitial cruising altitude of FL400. Afterburning off some fuel, we planned to climb to FL430. All aircraft flying the Atlantic that are CPDLC-equipped (controller pilot datalink communications) are reporting outside air temperature and upper-level winds back to
flight planning organizations hundreds of times each day to maintain the accuracy of the flight planning process. I’d be watching those numbers closely to see how well the 2000LX performed. Since the traditional North Atlantic tracks sandwich airliners between FL310 and FL390, we would be above that congestion and have the freedom to take a more direct route.
Score another one for business aviation.
The flight plan took us west northwest from Bordeaux to a point over the eastern Atlantic where we’d enter oceanic airspace for the longest portion of the flight. Because the forecast winds were light, our course would take us unusually south for an oceanic crossing. I had originally thought we might see the tip of Greenland, but we wouldn’t pass even close. We’d be carrying maximum fuel for the trip, just over 16,600 pounds, and planned to land at TEB with an hour’s reserve. Jetplan also computed our Equal Time Points (ETPs), to help us decide where to head if we experienced an engine failure or other critical emergency. When one engine quits, that is not the time to determine which way to go. With only a single operating engine, the 2000LX would also be unable to remain at FL400 and would inevitably drift down to FL300 to complete the trip. Should we experience a cabin depressurization, we’d need to drop down quickly to approximately 10,000 feet because of the lack of oxygen. At 10,000 feet, flight planning in a jet becomes a serious challenge because fuel burns can easily be double those at high altitude. Early in the trip an engine failure or shutdown meant a turn toward Shannon, Ireland. A bit later in the journey, we would transfer our option to Keflavik, Iceland, and farther west, to Gander, Newfoundland.
In the old days–or just a few years ago–there was an art of manual arithmetic needed to accurately calculate ETPs. Now the JetPlan provides them as part of the service. We all carefully examined the ETPs before takeoff to be certain they made sense. The weather said we’d see some undercast along the way across the Atlantic, but no convective activity of any kind. The weather at Teterboro was forecast to be slightly less than VFR for our arrival.
The Dassault ground crew at Bordeaux had already covered most of the major preflight items, such as fuel and oil. About the only job left for the pilots was the walkaround.
Since the aircraft was green and unpainted, it was easy to see how all the bits of metal were woven together to build the 2000, especially the winglets. The installation and certification of the winglets devolved for a time from a great idea into one with a few sticking points that emerged during flight testing. The winglets added more twist to the wing than regulators felt comfortable with, so much so in fact that at the extremes of testing the twist interfered with the operation of the leading-edge slats. The problem demanded a redesign of a portion of the
wing to more effectively handle the wing flex issue. The new design is now also standard on the 900LX, the Falcon 900 with Aviation Partner winglets.
A Green Machine
Climbing aboard a green airplane, you see plumbing and wires everywhere and little else in the cabin. Turn left at the top of the stairs and the cockpit is completely outfitted, but look tailward and bare metal and the potty way in the back are all there is to see. Loaded on board FWWGS was a
three-foot-square emergency kit with the cold-weather immersion suits and a liferaft, just in case. A closer inspection showed flare guns and radios, all items we hoped we’d never need. The cabin also held a considerable amount of ballast–on the order of 500 pounds–in the form of 22-pound lead plates placed just opposite the main cabin door to adjust the cg for the lack of an interior.
The 2000LX has the standard control wheel and yoke, something I must admit I frowned at slightly upon making my way to the left seat. Sorry, Dassault, but you spoiled me when you let me fly the sidestick- equipped 7X. The Airbus A380 I flew (see pilot report in July AIN) was also sidestick controlled, and it is the only way to fly. The 2000LX seats offer a wide range of powered positions that even tall folks should find comfortable. Philippe took me through the flow checklists before we lit the engines. On the Falcon everything works through the center multifunction display (MFD),
although each pilot has a cursor control device–the airplane version of a mouse– and a multifunction keyboard to enter datato the system. I found the 2000LX’s uncluttered panel very pleasing, even as it extends to the system’s layout on the board above our heads. I’ve never been in a 2000 before and it was pretty simple to figure out how things worked just by looking at them.
The 2000 has a single start button just below the center MFD that works for both engines. We turned on the two battery switches and the APU master to
initialize the APU computer and automatically open the system’s doors. The APU provides the source of high-pressure air to start the big Pratt & Whitney Canada motors. We needed only to confirm our position for the FMS before we started the engines.
Once we selected APU air, engine starts were more or less a nobrainer. Open the fuel cock and rotate and hold the starter switch for about two seconds. N1 settled in at about 22 percent with N2 at 51 percent.
On the ground we burned about 700 pounds total per hour. FWWGS was equipped with two GPS and two IRS systems for the trip. Before departure, we also ran through the FMS speeds page. Today we set up for 200 knots initially, until we’d eave low-altitude airspace, increasing during the climb to 260 knots (Mach 0.76) up through cruise altitude, where the temperature looked like it would be about 15 degrees C warmer than standard. We manually checked each point of the flight plan from Bordeaux to Teterboro. The large displays made adding waypoints and visually verifying the route easy from Bordeaux, like direct CAN (Cognac–yes, like the drink) to UN470 (the first airway) to SEPAL (the intersection where we would enter oceanic airspace). Philippe typed as Herve read the elements to make sure there were no errors. It took about seven minutes to enter the cyan-colored (not-activated) data. Flight plan activation changed all cyan data to white as confirmation.

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Quelle!

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Schau mal hier und hier und hier!

Das nimmt etwa ein Zehntel von der Zeit in Anspruch, die manche brauchen um online von KJFK nach EDDF zu fliegen.....

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Es wird im Netz allerorten über nen morgigen Erstflug erzählt....

Dafür gibts nen großen bear hug, Töbs- chen!

Ne eher im Witze Thread, bitte sei so gut, und verschiebs bitte dahin. Sorry mein Fehler! :beer:

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Klick!